Kolb-Archive.digest.vol-cz
July 06, 2001 - July 25, 2001
| From: | "TK" <tkrolfe(at)epix.net> |
Sent: Thursday, July 05, 2001 10:25 AM
| 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: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: tail wheel and rudder spring |
Looks good.
You might want to think about the circle safety clip hanging down from the
clevis pin. Landing in a field with tall grass can pluck that puppy off
there surprisingly easily. If it were mine, I would replace the circle clip
with a 3/16" bolt and lock nut, or at the very least, with a well bent
cotter pin instead.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>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: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Airstar Discount Sales |
Welcome to the club...
I hope that the parts that you ordered are not critical for safe flight.
If they are, stand by for a major adrenaline rush,
the junk they sell will give you one when it goes dead cockroach.
(Fly the airplane fly the airplane fly the airplane!!!)
Richard Pike
MKIII N420P (420ldPoops)
>
>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: | dixieshack(at)webtv.net (Mike and Dixie Shackelford) |
| Subject: | Re: wig inspection panels |
Dave, I putone in the end of the wing just behind the wing spar tag to
be able to look into the wing for corrosion.
The other one is located by the lift strut attach point to check the
3/8" bolt periodically.
Mike
donot archive
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
Hey, Kolbers -
Anybody planning to attend the EAA-Arlington fly-in next week?
I will be there Wed thru Fri. I'll watch for fellow Kolbers !
Dennis Kirby
Mark-III, still building
Cedar Crest, NM
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Re: tail wheel and rudder spring |
I agree on the nut and bolt for the tail spring.
When I had my weedhopper, many moons ago, I set it up with the clevis pins
and those safety pin type clips. The strut on the wheedhopper is attached to
the wheel axle and is about 4 inches from the ground. One day I landed in a
farmers field as I had dome many times. As I went to take off the strut came
loose. Another minute it would have been a disaster. I never knew that the
grass could do that. I replaced every pin with nuts and bolts.
Tim
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: INSPECTION PLATES |
on 7-05-01, Dave Snyder wrote:
< Did any of you Builders install inspection plates in the wings ? If so
where
and why ? Thanks for the info. >
Dave -
For inspection covers in the wings, here is what I did (at the advice from
this Kolb List): Need 3 per wing. 1) Inboard face of the root rib, just
aft of the spar attachment lug; 2) On wing bottom, just aft of the lift
strut attachment fitting; 3) On wing bottom, just outboard of the spar and
slightly forward of spar centerline. You can see how these three openings
will give you visibility (using a small mirror in some cases) to all the
major parts of the inside of your wing that require inspection.
Hope this helps -
Dennis Kirby
Mark-III, Verner-1400, Powerfin-72
Cedar Crest, New Mexico
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Sources for Material & Info |
Hi,
The following is a list of recommended sources, with the exception of one,
for various material you will need during building and maintaining a
UL. Airstar Discount has been referenced with a caution alert in my
previous post. Seems more and more people are having problems with
them. You should find majority of the materials you need available through
these sources. They all have met the test of time and have proven
themselves. I hope you all find this useful. The lacks the source for
Kolb Stits covering material, source for boom tube material, the rivets
Kolbs use, aluminum sheet metal, and chrome moly tubing, and seat
belts. I've had these in the past but changing machines 3 times over last
few years I lost track of these locations. If you have others good sources
that you feel should be added and can vouch for them please email me the
information at jbidle(at)airmail.net.
Jerryb
If you all need Ty-Wraps (Black UV resistant) or natural nylon (Not UV
resistant-for inside use) at a good price check out Altex
Electronics. Their URL is http://www.altex.com/
If you need nylon snap in insulating bushings see Mouser Electronics. Good
service and prices.
URL is http://www.mouser.com/catalog/cat_602/350.pdf
Strobes for UL's -
Aircraft Hardware, rivets, covering supplies - Great Atlantic Aircraft
Company, very good service and prompt turn around - orders have been filled
accurately in a timely manner.
URL is http://www.great-atlantic1.com/
Aircraft Spruce - mixed reports on service
This vendor has been around for some time - they carry a lot of material
for the home building activity. Customer reports vary but it seems
customer service and order foul up has been their negative. Some people
have not have any problems with them yet others every order is a new
challenge. They normally correct things but it adds delay and stress. My
personal experience has been they can supply me the parts but I have to
stay on top of them.
URL is http://www.aircraftspruce.com/main.html
UL misc. type parts, tires & tubes, Rotax parts, Lockwood Aviation Supply.
URL is http://www.lockwood-aviation.com/
UL type materials - Leading Edge Air Foils
URL is http://www.leadingedge-airfoils.com/
UL type materials - CPS (California Power Systems)
Their catalog is an excellent reference source for Rotax maintenance
information and well worth the $6-7 they ask for it - refundable with $50
order. We have experienced slower turn around than some places but they
have a excellent variety of goods.
URL is http://www.800-airwolf.com/pressrelease.htm
Titanium Ti-Downs - Airtime Mfg.
Made from TITANIUM (6AL-4V alloy, the toughest available & light weight)
http://airtimemfg.com/
Gary VanRemortel's RV Builders' Yeller Pages
Good source directory for many aircraft oriented parts - like full swivel
tail wheels and titanium (strong light weight) tie down stakes
http://www.sound.net/~hartmann/yelrpage.htm
UL and Experimental Aircraft Supplies - AIRCRAFT SPRUCE AND SPECIALTY (ACS)
Not my favorite vendor due to problems I've have with multiple orders but
they are a source for some unique materials.
http://www.aircraft-spruce.com
Not recommended is Airstar Discount Sales
A friend has been dissatisfied with the temperature probes for instruments
they sell. Myself I have experienced a attitude of little care about the
customer. (07/06/01 - Numerous negative comments have been appearing
recently on the Kolb list posted by customers having dealt with this vendor)
http://www.800-airstar.com/
Engine Electronic Instrumentation System & sells BRS systems - offers
discounted packages for BRS and EIS - Grand Rapids Technologies
Manufactures a great little box to monitor your Rotax - have two of them
and very happy with them, there great. Replaces Tach, dual CHT, dual EGT,
hour meter.
http://www.hometown.aol.com/enginfosys
UL Strobes - KUNTZLEMAN ELECTRONICS, Inc.
Good strobes and good company.
http://www.kestrobes.com/
Instruments, ABS instrument panel material - wrinkle finish good stuff -
good company to deal with, have purchased a lot of instruments from them
with no failures.
SKYSports
http://www.airstuff.com/
Good quality wheel bearings for Kolb steel wheels - P/N 499502H
These are a little different - they have something like a snap ring around
one side of them which acts like the retainer ring on the ones being
replaced - good bearing will help reduce random brake grabbing - cost
should be less than $5 each or $20 for two wheels. Source - most any
bearing sales.
End of List
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
I rec'd the following today:
> I spoke to John on the phone yesterday when he stopped at my father's
> farm strip near Ardath, Saskatchewan. He had supper with my folks and
> then continued on due to favorable tail winds. My dad said "It made
> his summer" to have John stop in and "One of the nicest kind of guys
> you would ever want to meet". John did tell me that did lose some
> time backtracking due to forgetting one of his bags in Weyburn, Sask.
> He did not make very many miles today no doubt because of a cold
> front with associated thunder showers came through his path today
> near Edmonton Alberta.
>
> Joe Harrington
> Lethbridge, Ab
>
Bob N.
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
We made it to Lakeside, OR.
35 miles out from Grants Pass, OR my FireStar started vibrating violently. We were
flying VFR on top so we turned back to Grants Pass. I pulled back on the throttle
just to keep my altitude and nursed it back to the airport. It turned
out to be the IVO prop's leading edge protector started to peal off.
Regards,
Will
________________________________________________________________________________
| From: | hawk36(at)mindspring.com |
We made it to Lakeside, OR.
35 miles out from Grants Pass, OR my FireStar started vibrating violently.
Hi Will, Dave, and Gang:
Ain't technology great.
I am in Grand Prairie, Alberta, 65 miles from Dawson Creek, British Columbia, Mile
"0" of the Alaska Highway. Miss P'fer is sitting outside the FBO, her tummy
full of 100LL, waiting patiently for me and the wind to die down a little.
I landed here at 1200, wind steady at 25 mph, gusting to 35 mph. I told the
guys at the FSS to "Check this out!" I landed on the approach end of runway 25
with about a 25 ft ground roll. Jokingly over the radio I heard the FSS guys
say something about showing off. I told them that I had no choice but to land
like that with that much wind.
It is almost 1500 hrs, wind has calmed to a pleasant 15 gusting to 25 mph. I had
breakfast at 1300 hrs after I fueled the MK III. Had hoped to make Toad River
today, but the wind will preclude that. I will depart here shortly and make
Dawson Creek. I can RON there is I have to. If the wind dies more, it is
right on my nose out of the NW, I can fly all night and not be able to log night
flight. It will stay light from now on until I return further south.
I only made 69 miles yesterday because of a cold front that was moving towards
me. I made a good decision to stay put at St. Albert, AB, just to the north of
Edmonton. I have made about 250 miles this morning, and hopefully more this
afternoon or tonight. I can sleep during he windy afternoons and fly when it
calms, if it calms.
The airplane and I are doing great. I feel better about this flight than any I
have ever made before. I am being extremely careful and cautious. There is
no room for error. The further north I fly the easier it is to get in trouble.
It is easy to get bit before one knows it. Other than the coolant leak caused
by pilot/mechanic error in failing to make sure all coolant hoses were tight
after installing the carb heat system, there has been no other problems with
the airplane or me.
The 912S has used no oil, is burning about 5 GPH at $1.25 per liter CDN. :-)
Thanks everyone that sent me some help to pay the gas bill. I will probably have
the largest Master Card bill ever when I get back to hauck's holler, alabama.
:-) I haven't taken time to convert price to US dollars.
I am using a computer in the Shell FBO at Grand Prairie. The young man working
here, Ray Trudel, gave me a set of Esso wings when I stopped to refuel at Fort
Nelson, BC, on my 1994 flight. It is a small world. And, in this part of the
world and especially further north, there are even fewer people. Have not
seen this guy since 1994.
Dave and Wil, I hope you all are having as much fun on your flight as I am on mine.
Was sorry to hear of the IVO prop problem and return to Grants Pass. I
landed there in 1994, but I was flying my usual Warp Drive Prop which has a nickle
steel leading edge that has not peeled, yet. :-) Had to throw that in there.
:-)
It was 46F when I got up this morning at 0530 andd 50F all the way to Grand Prairie.
Field elevation here is about 2,600 feet. I got into long pants, Levis,
and hiking boots yesterday. This cool dry air beats the Hell outta 100F muggy
weather in Alabama.
I refueled in Whitecourt, AB, this morning. Spent the night here last year. From
Whitecourt I started following the highway, and will do so from here all the
way to Dead Horse, Alaska, unless I have to deviate to cross the Brooks Range
to Anaktuvuk Pass, aprx'ly 60 miles west of the Dalton Highway (Pipeline Haul
Road). Again I will have to leave the highway at Dead Horse to fly to Helmericks,
48 miles NW, then the final leg to Point Barrow over tundra and water.
I think of you all on the Kolb List often. Will try to keep you updated on my
status as often as possibly.
I can assure you that this little Kolb airplane and I are doing our dead level
best to do what is necessary to successfully accomplish our mission, our goal,
to fly to Point Barrow, Alaska, and back to Alabama successfully and in one piece.
My heart felt gratitude to everyone on the List for you interest and support.
We fly the best, one of Homer Kolb's creations modified by the Hauck Brothers,
the Hauck Special Mark III, Miss P'fer, a proud, capable old lady with 1,600+
hours on her airframe, showing the World her true colors on the way to Point
Barrow, Alaska. BTW: We are doing it completely unsupported, solo, self sustained,
the way God intended folks to fly cross countries. The way Dave and Wil
are doing it also.
Take care,
john h
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Bean Field Landing - Second Installment |
Guys,
Unless your running much closer to the edge on EGT's and CHT's, were
running fine here in Texas with close to 100 degree temps and last summer
above that, refer that to 447 engines.
>
>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
>
>
________________________________________________________________________________
In a message dated 7/3/01 5:30:32 PM Eastern Daylight Time,
duesouth(at)iname.com writes:
>
>
>
> 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.
>
>
Woody, I had tried a paint like that on my Firestar and (a latex urethane)
and it indeed did not crack but it acts like it never dried completely
either. It did dry, but somehow any loose particle clings to it and after
awhile if I don't clean the particle off, it becomes permanently attached to
the paint job forcing me to paint over the particle eventually....seemed
great at first but turned out less than perfect.
GeoR38
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Don't open attachments from me.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "Clay Stuart" <cstuart(at)searnet.com> |
Scott Trask wrote in response to Ray Baker's question about linkage
interference between the flap and aileron horns:
"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."
Thank goodness for this list, because I am just ready to attach the hinges
to my wings,ailerons and flaps. How much should I offset the horns to avoid
interference? I believe I will wait until final adjustments to place the
rivets in the horns.
Thanks for the warning and time savings down the road.
Still waiting for kit#2. It has been about 10 weeks since I placed my order
and about 6 more weeks to go before I can pick it up. Kolb said that they
haven't run any Mark IIIXtra cages for awhile. They said that they only had
one other order to fill for someone in Wyoming and hadn't set up their jigs
for welding yet.
Clay Stuart
Danville KY
Mark IIIXtra s.n. #14
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderskir(at)earthlink.net> |
Larry,
I saw your engine section on your web page. You have done a fine job &
obviously alot of researching & sweating. Do you have an idea of what your
all up, wet weight will be, not including prop? My turbo 3 cyl will be
around 90hp as well. Due to the $2000+ involved in an electronic fuel/air
system, I decided to sty with factory fuel injection & electronic ignition.
I am hoping it will all come in at under 180lbs with oil & water.
Thanks for the wonderful tour of your engine. Richard Swiderski
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Saturday, July 07, 2001 12:29 AM
Subject: Kolb-List: Test
>
> Don't open attachments from me.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.biglar.homestead.com/larry.html
> .
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
>
The paint I used is a 2 part urethane with a flex agent. Special
precautions are needed so none is inhaled but it dries hard. Sounds like
you had a problem with the paint or the paint chemistry. My paint is as
tough as Auto paint and strengthens the fabric.
We are almost done the wing tip repair to Andy's mk3 using the Stits
process. We tried rolling the paint on but it was a disaster. It looked
like an orange with psoriasis. We tried sanding and more paint but the best
way was to brush on some reducer and then scrape the paint smooth with a
plastic putty knife. The runs came out easy that way also. We painted the
bottom half using a $200 Campbell Hausfield HVLP paint system. Worked
great. I hope it works as well for the Hipec.
Is there any kind of clear coat you could put on your Firestar to
protect it or harden up the paint?
>Woody, I had tried a paint like that on my Firestar and (a latex urethane)
>and it indeed did not crack but it acts like it never dried completely
>either. It did dry, but somehow any loose particle clings to it and after
>awhile if I don't clean the particle off, it becomes permanently attached to
>the paint job forcing me to paint over the particle eventually....seemed
>great at first but turned out less than perfect.
>
>GeoR38
>
>
________________________________________________________________________________
| From: | "Kim Steiner" <steiner(at)spreda.sk.ca> |
If you move your horns in a bit too much you may have a problem folding your
wings up for storage. Everything will work fine when the plane is set up
but your horns may not swing past the end of the wing for storage. I
noticed a Mark111 several years ago in Oshkosh with that problem.
Kim Steiner
Saskatchewan, Canada
(Kolb Mark111)
>
> Scott Trask wrote in response to Ray Baker's question about linkage
> interference between the flap and aileron horns:
>
> "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."
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Hi all,
Yesterday we flew down the coast of Oregon but we only got as far as Golden
Beach because the rest of the way had low clouds. We then flew inland and
spent the night at an airport with a camp ground and a very good restaurant
in Illinois Valley.
Today we got as far as Visalia California.
Regards,
Will and Dave
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
This is just a test. I have gotten only one post on the list in the last
three days. Is the list up and running?
Ron Payne
________________________________________________________________________________
| From: | ed mills <edgmills(at)yahoo.com> |
| Subject: | Re: Airstar Discount Sales |
Terry
That would have been me!
I told the horror story about ordering the Hirth
engine from these guys.
My experience was exactly the same as yours with the
customer service guy! He must own the company, how
else could he continue to work there?
Ed Mills
Dallas Tx.
MkIII/extra
--- TK wrote:
>
>
> 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!
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
Kolbers,
I have been pretty busy lately so no building on the Mk-3 has accured.
Here is the good news. On 7-3 we closed on 10.79 acres that borders my
property. The big reason for the purchase was to make certain no one
can build against us. The second reason is to attempt to put in a
small airfield.
The land is totally overgrown with brush and trees and somewhat hilly so
it is hard to be certain, but I am pretty sure that I'll have about
650ft usable on the highest flat part of the land. It will be a little
tight and I'll have to land and take off in opposite directions so it is
far from ideal, but just to have the room for my own strip and motocross
track is quite exciting.
Linda and I have started clearing brush, but its probably going to take
a couple years before any UL type tires roll across it.
I am sure looking foreward to someday offering my Lat / Lngs to other
listers. :-)
Sincerely
Denny "trying to kill of poison ivy" Rowe
Building Mk-3 Classic 690L-70, South Western, PA
________________________________________________________________________________
| From: | FlyColt45(at)aol.com |
Denny,
I could tell you about a very frustrating attempt to "legally" license an
airstrip in good old PA! Lots of money and hard work and dreams went into
getting 1200 ft approved. The Feds approved the airspace (1st step), but it
was denied after a hearing because another guy has an airstrip 1.8 miles
away. PA Dept. of Trans says that it must be at least 2 mile from any other
existing strip. Hope you are OK there.
Jim SE. PA & S. FL
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Kolbers--
After no word from John in more than three days, John has surfaced at
Whitehorse YT. Following has been taken fron TNK's website..wheresjohn?
DAY 7
he had spent the night. He has now flown 7 days, 49 hours...
averaging 7 hours a day. "That ain't bad for an old guy!" said
John. Before stopping for fuel and the night, John flew from one rain
shower to another. He flew with his right hand on the stick and
left hand on the edge of his seat to hold on. At his fuel stop, John
found a nice bunk house with a nice bed and a hot shower. A
restaurant across the street welcomed him with a hot meal. John
hates to leave a nice cheap, dry room with hot food across the
street.
"I met a gentleman flying with his old dog while at White Horse. He
is a Park Service person moving from Death Valley to Bettels,
Alaska. I can't imagine what a change that will be for his family."
John was waiting on weather before heading on to Northway, Alaska
for the afternoon. He is excited about getting there. Right now
he has good tail winds, and if that keeps up, he will make it to
North Pole, Alaska (just south of Fairbanks). He will have no trouble
flying at night, because the sun sets at 1:30am. In Northway, there
is no official sunset time.
There are mountains on both sides of the airport at White Horse with
snow capped peaks. The temperatures have been 45 degrees
with 15mph wind. At 6000 feet, temp is 32 degrees. At 7000 feet,
temp is 30 degrees. This has given John plenty of time to use his
new Chilli Vest. It is 12 volt powered and John says, "It works
great!"
John feels a bit tired, but he says "It's a fact of life. I'm not
getting any exercise and it makes me feel lethargic." Miss P'fer is
performing wonderfully. She is burning more fuel than last year.
He has 160 hours on the engine and 1600 on the airframe.
Along the way, John is meeting great people and enjoying a view of
wildlife few have experienced. He saw his first moose by Grand
Prairie, a mamma and baby. In British Columbia, he encountered an
eagle, carribou and a black bear. While flying across the
Dakotas he found coyote.
****************************
More when I know more--Bob N.
________________________________________________________________________________
| From: | "HD Mitchell" <mitchmnd(at)msn.com> |
| Subject: | Any Mark lll s for sale ? |
I am shopping around for a Mark lll. If any of you listers hear of a first class
machine that might be for sale in the Southeast please contact me directly at
Mitchmnd(at)msn.com. I may have to build one to get the quality I want but looking
for a good used machine is always worthwhile. Thanks
in advance.
Duane the plane in Tallahassee, FL, FireFly SN 007, 447, Ivo, 99.2 Hrs
----- Original Message -----
From: hawk36(at)mindspring.com
Sent: Friday, July 06, 2001 5:47 PM
Subject: Re: Re: Kolb-List: X-Country
We made it to Lakeside, OR.
35 miles out from Grants Pass, OR my FireStar started vibrating violently.
Hi Will, Dave, and Gang:
Ain't technology great.
I am in Grand Prairie, Alberta, 65 miles from Dawson Creek, British Columbia, Mile
"0" of the Alaska Highway. Miss P'fer is sitting outside the FBO, her tummy
full of 100LL, waiting patiently for me and the wind to die down a little.
I landed here at 1200, wind steady at 25 mph, gusting to 35 mph. I told the
guys at the FSS to "Check this out!" I landed on the approach end of runway 25
with about a 25 ft ground roll. Jokingly over the radio I heard the FSS guys
say something about showing off. I told them that I had no choice but to land
like that with that much wind.
It is almost 1500 hrs, wind has calmed to a pleasant 15 gusting to 25 mph. I had
breakfast at 1300 hrs after I fueled the MK III. Had hoped to make Toad River
today, but the wind will preclude that. I will depart here shortly and make
Dawson Creek. I can RON there is I have to. If the wind dies more, it is
right on my nose out of the NW, I can fly all night
and not be able to log night flight. It will stay light from now on until I return
further south.
I only made 69 miles yesterday because of a cold front that was moving towards
me. I made a good decision to stay put at St. Albert, AB, just to
the north of Edmonton. I have made about 250 miles this morning, and hopefully
more this afternoon or tonight. I can sleep during he windy afternoons and fly
when it calms, if it calms.
The airplane and I are doing great. I feel better about this flight than any I
have ever made before. I am being extremely careful and cautious. There is
no room for error. The further north I fly the easier it is to get in trouble.
It is easy to get bit before one knows it. Other than the coolant leak caused
by pilot/mechanic error in failing to make sure
all coolant hoses were tight after installing the carb heat system, there has been
no other problems with the airplane or me.
The 912S has used no oil, is burning about 5 GPH at $1.25 per liter CDN.
:-) Thanks everyone that sent me some help to pay the gas bill. I will probably
have the largest Master Card bill ever when I get back to hauck's holler,
alabama. :-) I haven't taken time to convert price to US dollars.
I am using a computer in the Shell FBO at Grand Prairie. The young man working
here, Ray Trudel, gave me a set of Esso wings when I stopped to refuel at Fort
Nelson, BC, on my 1994 flight. It is a small world. And, in this part of the
world and especially further north, there are even fewer people. Have not
seen this guy since 1994.
Dave and Wil, I hope you all are having as much fun on your flight as I am on mine.
Was sorry to hear of the IVO prop problem and return to Grants Pass. I
landed there in 1994, but I was flying my usual Warp Drive Prop which has a nickle
steel leading edge that has not peeled, yet. :-) Had to throw that in there.
:-)
It was 46F when I got up this morning at 0530 andd 50F all the way to Grand Prairie.
Field elevation here is about 2,600 feet. I got into long pants, Levis,
and hiking boots yesterday. This cool dry air beats the Hell outta 100F muggy
weather in Alabama.
I refueled in Whitecourt, AB, this morning. Spent the night here last year. From
Whitecourt I started following the highway, and will do so from here all the
way to Dead Horse, Alaska, unless I have to deviate to cross the Brooks Range
to Anaktuvuk Pass, aprx'ly 60 miles west of the Dalton Highway (Pipeline Haul
Road). Again I will have to leave the highway at Dead Horse to fly to Helmericks,
48 miles NW, then the final leg to Point Barrow over tundra and water.
I think of you all on the Kolb List often. Will try to keep you updated
on my status as often as possibly.
I can assure you that this little Kolb airplane and I are doing our dead
level best to do what is necessary to successfully accomplish our mission, our
goal, to fly to Point Barrow, Alaska, and back to Alabama successfully and in
one piece.
My heart felt gratitude to everyone on the List for you interest and support.
We fly the best, one of Homer Kolb's creations modified by the Hauck Brothers,
the Hauck Special Mark III, Miss P'fer, a proud, capable old
lady with 1,600+ hours on her airframe, showing the World her true colors on the
way to Point Barrow, Alaska. BTW: We are doing it completely unsupported,
solo, self sustained, the way God intended folks to fly cross
countries. The way Dave and Wil are doing it also.
Take care,
john h
=
=
=
=
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
Kolb Listers, check out http://www.usua.com/
for a new photo.
Kip Laurie
Firestar II
Atlanta
81 hours since Sept.
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
Very cool! What a unique version. Any performance changes without the cockpit
covering?
Dale Seitzer
-----Original Message-----
From: dama
Sent: Monday, July 09, 2001 4:15 PM
Subject: Kolb-List: Photo
Kolb Listers, check out http://www.usua.com/
for a new photo.
Kip Laurie
Firestar II
Atlanta
81 hours since Sept.
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
Dale, there is no performance loss that I know of. In fact, it seems that
alot of Firestar covering jobs actually create a "cup" for air around the
rear seat area where mine blows right on through. Someone I talked to at the
factory (Pennsylvania) gave me the go ahead before construction. It worked
on the Ultrastar.
Kip
----- Original Message -----
From: Dale Seitzer <dale(at)gmada.com>
Sent: Monday, July 09, 2001 5:17 PM
Subject: RE: Kolb-List: Photo
>
> Very cool! What a unique version. Any performance changes without the
cockpit covering?
> Dale Seitzer
>
> -----Original Message-----
> From: dama
> Sent: Monday, July 09, 2001 4:15 PM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Photo
>
>
> Kolb Listers, check out http://www.usua.com/
> for a new photo.
> Kip Laurie
> Firestar II
> Atlanta
> 81 hours since Sept.
>
>
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: Airstar Discount Sales |
Subject: Re: Kolb-List: Airstar Discount Sales
>
> My experience was exactly the same as yours with the
> customer service guy! He must own the company, how
> else could he continue to work there?
> Ed Mills
Ed,
You are 100% correct.
I know this guy already for 12 years and I only go there if he has the parts
I need in stock and I pick it up myself since he is only 10 miles from my
place.
CPS carries much more inventory (also in the area and have been there too)
and is a much better place for mailorders.
Frank Reynen Kolb MKIII /912 on Lotus floats flying over the Sacramento
Delta for the tenth consecutive year
http://www.webcom.com/reynen
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: prop extension |
----- Original Message -----
From: "Jim Gerken" <gerken(at)us.ibm.com>
Sent: Monday, July 09, 2001 11:01 AM
Subject: Kolb-List: prop extension
> Someone suggested maybe getting an extension from Ivo. I understand that
> the Ivo extension product is a plastic tube lacking the centering hub
> feature. Try to get into one which has the centering hub, it is a very
> important safety feature. Without the hub, the bolts must withstand all
> the forces. With the safety centering hub feature as rotax intended it,
> the bolts serve to clamp the prop and extension to transfer the torque by,
> hopefully, friction alone.
The IVO extension is an aluminum tubing and I have a 3" extension on my
MKIII/912 driving a 3-blade -72" IVO prop.
Sofar after 125 hrs, no problems with it.
See pictures of it on my website under "Tech Info" of the reverse 912
manifold setup
Frank
http://www.webcom.com/reynen
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: Mk-3 weight/bal w/4 strokers |
> 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
George,
After I changed to the 912 from a 582 and being extremely concious of the
C/G issue I had the CG move about 1" further back and still within the Aft
Limit with full gross weight. This may be due to having the Full Lotus
floats attached which have a C/G toward the front.
The 912 was a 150# installation using a 3" IVO lightweight extension and
3-blade IVO 72" Hi Pitch prop.
I did not sense any difference in the flying characteristics except the
plane feels and flys much more like a Cessna 150 than before.
Frank Reynen MKIII/912
________________________________________________________________________________
| From: | FlyColt45(at)aol.com |
Its what you get (I got) when trying to do things the "legal" way.
JC SE.PA&S.FL
________________________________________________________________________________
| Subject: | Ultrastar for sale |
| From: | Bruce L Borg <blborg(at)juno.com> |
Cuyuna ULII02 35HP engine. 350 hrs. E&AF. Always hangered. Stits
aerothane.
Has customized center stick, full 5 gal fuel tank, and bungeed landing
gear. BRS, ASI,VSI,Tach/EGT, Hour meter & inflight mixture adj., Warp
prop/ Nickel LE. Removable partial enclosure. Differential heel
brakes,Luggage compartment. Good flying condition.
Includes snow skis.
Asking $6500.
Southern MN
________________________________________________________________________________
| Subject: | Re: Ultrastar for sale |
Welcome back home, how is the church building doing.
Did you get the news Charlie stalled on take off and did some good damage.
He is almost done putting it back together. But he needs to find a place to
keep it
any ideas?
mark
________________________________________________________________________________
| From: | "Tim Gherkins" <rp3420(at)email.sps.mot.com> |
| Subject: | Oshkosh-2 Weeks away |
Kolbers,
Oshkosh is only two weeks away from today! I wanted to make sure all
who were thinking about going will go. It will be the first time for us
HOT desert rats to be there and we are very excited to go. We had a
very kind gentleman named T.C. Fox who subscribes to the kolb list as
well is an official at Oshkosh invite us to stay with his clan at the
campgrounds.
Last time I brought up Oshkosh on the list about 8 weeks ago, I had a
lot of replies with all sorts of advise and suggestions to make the trip
even more memorable. The advise was very much appreciated.
With those suggestions, was a time to meet each other. I wanted to make
sure we all agreed upon a time to meet. What works best for every one?
Here's my suggestions:
12:00 noon daily at the Kolb tent and for sure on Saturday when I am
sure we will have the most Kolbers there. I picked noon because it
usually is a time when folks are eating and the air show hasn't started
yet.
Now let me know if I am jumping the gun here, maybe there is a
traditional time and place that I am unaware of.
Hope to meet many of you there!
Sincerely,
Tim Gherkins and Craig Nelson
Firestar II & Mark III Extra
Fill free to visit our web site, we havn't updated lately, but you will
see some updates in the near future! Including an Oshkosh section!
www.milows.com
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Dennis.
The FnAA rules are clear on this point...If you don't have more than 10 ops per
day out of the strip, registration of the airpark is not required. (10 ops =
5 TO's + 5 Landings). However, if your State requires registration, Jim's point
needs to be considered.
>>> FlyColt45(at)aol.com 07/09/01 09:23AM >>>
Denny,
I could tell you about a very frustrating attempt to "legally" license an
airstrip in good old PA! Lots of money and hard work and dreams went into
getting 1200 ft approved. The Feds approved the airspace (1st step), but it
was denied after a hearing because another guy has an airstrip 1.8 miles
away. PA Dept. of Trans says that it must be at least 2 mile from any other
existing strip. Hope you are OK there.
Jim SE. PA & S. FL
________________________________________________________________________________
| From: | "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 BJ Moore
Sent: Tuesday, July 10, 2001 10:27 AM
Subject: Re: Kolb-List: Airstrip?
Dennis.
The FnAA rules are clear on this point...If you don't have more than 10 ops
per day out of the strip, registration of the airpark is not required. (10
ops = 5 TO's + 5 Landings). However, if your State requires registration,
Jim's point needs to be considered.
Help put the ignorant!!! Where did you get this rule!!! I would love to have
that one in my pocket if I ever got called about my little airstrip!!! Is
that in the FAR's or where???
Jeremy "Very interested" Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
on 7/7/01, Woody (duesouth(at)iname.com) wrote:
< We are almost done the wing tip repair to Andy's mk3 using the Stits
process. We tried rolling the paint on but it was a disaster. It looked
like an orange with psoriasis. >
---------------------------------------------
Woody -
Sorry to hear of your less-than-ideal results in applying paint with
rollers.
I am currently in the process of painting the trim colors on my Mark-3, and
am having good results with a paint roller. My fabric is Stits, and I
sprayed white Poly-Tone (using HVLP) as the base color. My paint scheme
includes two trim colors in stripes (also Poly-Tone). I'm using a 2-inch
wide fine-nap paint roller. What I learned was to not use too much paint on
the roller, or it would run streaks down the side of your fabric (now THAT
was a disaster I had to fix later!) But other than that first lesson, the
roller applies a nice solid, uniform coat of paint. When dry, the trim
colors do have a slightly textured finish, like a very mild orange peel
effect, but I think it looks good. Nice contrast against the smooth white
background. With a little practice, an attractive finish can be had using a
paint roller.
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
The following is from AC 103-6, Chapter 1. Should cover pretty much all you
need to know. Reading the entire AC is well worth while. As mentioned,
various states may have additional restrictions.
CHAPTER 1. AIRPORTS AND ULTRALIGHT FLIGHT PARKS
10. WHERE TO TAKE OFF AND LAND.
One of the questions most frequently asked by the ultralight pilot is,
"Where can I safely and legally take off and land my ultralight?" The
following information is designed to assist the ultralight pilot in
understanding the different types of operations, both on and off airport, and
the recommended procedures for obtaining permission to operate ultralight
vehicles.
a. Existing airports. Currently, there are approximately 16,000 public use
and private airports and seaplane bases in the United States. The vast
majority of these facilities may be suitable and compatible for safe
ultralight operations. Information on their location may be obtained from
various sources, such as FAA publications (i.e., Airport / Facility
Directory, aeronautical charts, etc.) which may be purchased at most local
airports. Also, user organizations have comprehensive airport listings which
usually include a description of the facility.
Items to Consider
(1) Some of these airports have their air traffic directly controlled
by an air traffic control tower. Use of these airports requires prior
permission of airport management and the local air traffic control authority
(see FAR Part 103.17). Since the volume of aircraft operating at these
airports is usually significantly higher, ultralight operators may find
operations at these airports to be less desirable than operations at
uncontrolled airports.
(2) There are many airports where air traffic is not controlled by an
air traffic control tower and the traffic activity level is usually low.
These airports are referred to as "uncontrolled airports." Use of these
airports by ultralight vehicles may require prior permission of the airport
operator. When seeking access to these airports, ultralight operators should
remember that even though the airport may be tax supported, airport
management has the responsibility for determining the compatibility of
operating the various classes of aircraft on the airport. If an ultralight
can be safely operated at the airport, then permission to operate the
ultralight vehicle may be granted. Safety of aircraft operations on the
airport is always the prime consideration.
b. Abandoned Airports. Since 1970, approximately 3,000 airports have been
abandoned because of a lack of activity, financial problems, or other related
reasons. The majority of these airports are located in rural areas, privately
owned, and possibly well suited for ultralight training and other activities.
Many state aeronautical organizations have knowledge of recently abandoned
facilities and should be able to assist you in finding these sites. It may be
possible to obtain permission of the property owner to reactivate certain of
these facilities for ultralight operations.
c. Open Space Operating Areas. One of the prime advantages of ultralight
operation is the vehicle's ability to operate in small areas. FAR Part 103
does not prohibit ultralight takeoff and landing from open areas, providing
the operation does not overfly congested areas. Good judgement still dictates
that an ultralight pilot obtain prior permission from the landowner and be
familiar with the terrain and obstructions at any location where operations
are intended. For the operation of hang gliders, special consideration should
be given to the terrain surrounding the launch site. In many cases these
terrain features will influence the ability of the unpowered craft to return
to the launch site.
11. OPERATION OF A FLIGHT PARK.
Anyone wishing to establish a site for the operation of ultralight
vehicles should be aware of the following Federal, state, and local
regulatory requirements which may apply to these operations:
a. Federal Requirements. Unless the site is to be used solely in VFR
weather conditions for a period of less than 30 consecutive days with no more
than 10 operations per day during this period, notification of the intent to
establish a flight park is required under the provisions of FAR Part 157,
Notification of Construction, Alteration, Activation, and Deactivation of
Airports. FAA Form 7480-1, which is used to provide this notice (as well as
guidance in its preparation) is available from any FAA regional Airports
Division or Airports District / Field Office. The FAA uses the information
provided in the notice to advise on the effect of the establishment of the
site on the use of navigable airspace by aircraft. Advisory Circular 70-2,
Airspace Utilization Considerations in the Proposed Construction, Alteration,
Activation and Deactivation of Airports, describes some of the factors which
affect airspace utilization. Failure to provide the required notice violates
Section 901 of the Federal Aviation Act of 1958 and carries a possible civil
penalty.
b. State Requirements. Many state aviation departments require approval
and a license for the establishment of a site for aeronautical operations.
The potential ultralight flight park developer should contact the state
aviation authorities to determine state requirements.
c. Local Requirements. Most communities have established zoning laws,
building codes, fire regulations, and other legal requirements to provide for
the safety and comfort of the citizenry. A thorough study of these
requirements should be made to determine their effect on the establishment
and operation of an ultralight flight park.
12. STANDARDS FOR THE FLIGHT PARK LAYOUT.
The FAA has no standards for the geometric design of an airport built to
exclusively serve ultralight vehicles. However, several ultralight
organizations provide information which may be useful for the establishment
of an ultralight flight park as a separate entity. FAA Advisory Circular
150/5300-4B, Utility Airports - Air Access to National Transportation,
intended for airports serving aircraft with approach speeds less than 121
knots, provides guidance which may also be helpful in developing an
operational site for ultralight aircraft.
13. NOISE CONSIDERATIONS.
Perhaps the most limiting factor in the operation of ultralights is the
noise emitted from the vehicle. Unless proper measures are taken in the
design and operation of ultralights, public annoyance to the noise may result
in restrictive local and state regulations. Acceptance by the public of
recreational sport flying is significantly tied to the potential for
annoyance from the vehicle's noise.
a. Significant progress has been made by ultralight manufacturers to quiet
engine, exhaust, and propeller noises. As these systems continue to improve,
so will the acceptance of the ultralight vehicle. However, these improvements
are only half of the story. Ultralight operation in a manner sensitive to the
possible annoyance of those on the ground is the other. It is probably the
most important factor in gaining acceptance by the general public.
b. Airport owners / operators have been trying for years to establish
operations compatible with the needs of adjacent communities. The acceptance
of ultralight operations by a community will depend in a large part on its
perception of how additional operations by ultralights will affect the
airport's overall compatibility with its neighbors. Careful planning by
ultralight operators in integrating their vehicles into the existing
operation will go a long way in making acceptance a reality.
c. The FAA has begun ultralight noise testing. Preliminary results
indicate that, in absolute noise levels, the ultralight is no louder at 1,000
feet AGL than some popular two seat single engine aircraft. The slower speed
of the ultralight does result in longer periods of exposure to noise and is a
significant factor in the annoyance perceived from such overflight. Another
consideration is the lower altitude at which many ultralight operations take
place. This causes an increase in the intensity of sound during flyover and
is a significant factor in determining the annoyance caused by noise.
d. FAR Part 103 prohibits operations of ultralights over congested areas.
Ultralight pilots should be aware that, while their vehicles may not be
operating directly over congested areas, their vehicles' noise may carry to
the residents of a nearby congested area.
14. FLIGHT PARK DATA.
Once the ultralight flight park is activated by the operator and the FAA
is notified, an Airport Master Record (FAA Form 5010-2) is prepared by the
FAA. This is a computerized record of data describing the flight park's
facilities and services. Each year, a copy of this Airport Master Record is
mailed to the flight park operator with a request to verify and update the
data. The information collected by the FAA is available upon request to
Government agencies, aviation organizations, aviation industries, and private
individuals. Future informational needs for ultralight flight park
directories, charting, etc., can be supplied from computerized data summaries
derived from the Airport Master Record.
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Mk-3 weight/bal w/4 strokers |
Thanks for the CG info Frank.
<>
A scary thought. I hope you meant in weight, solid feel, etc. and not in
flight characteristics. My Mk-3 with the 582 was a delight to fly. The C-150
is, well, you know.
Bill George
Mk-3 Verner installed. First run 07/09
________________________________________________________________________________
| From: | "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 BJ Moore
Sent: Tuesday, July 10, 2001 11:14 AM
Subject: RE: Kolb-List: Airstrip?
The following is from AC 103-6, Chapter 1. Should cover pretty much all you
need to know. Reading the entire AC is well worth while. As mentioned,
various states may have additional restrictions.
Thanks a ton,
Jeremy Casey
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Mk-3 weight/bal w/4 strokers |
I figured my heavy VW might put my MKIII in a aft CG problem area when I was building
so I moved the battery to the nose cone. Its a real pain to work on the
battery but I don't have any aft CG problems. Seems like I can fly with as light
as a 160 lb lone pilot without a calculated aft CG problem and I will never
get to a forward limit. I know of a 912 pilot that puts a lead block in the
passenger seat when he flies solo but he only weighs app. 140. I don't have this
problem. I also have plenty of margin to change to the new tail wheel without
problems.
Rick Neilsen
Direct drive VW powered MKIII
>>> WGeorge737(at)aol.com 07/04/01 11:27AM >>>
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?
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Testing, 1,2,3.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | John Hauck, week 2 |
This just in, copied from TNK website. You'll have to go
to....wheresjohn... to get the pix.
Bob N.
WEEK 2
DAY 8
J.D. Smith at the airport. J.D. provided John with lodging, food,
and transportation. From White Horse, John said his flights were
just beautiful. He didn't remember the mountains being so
beautiful. This day he landed for fuel and/or food at Haines
Junction, Burwash Landing on Kluane Lake, and his last stop in the
Yukon was at Beaver Creek.
WHITE HORSE,
YUKON TERR.
WRANGELL-ST.
ELIAS MOUNTAINS
BEAVER CREEK
ALASKA AT LAST!
THIS IS THE SOUTH
SIDE OF ATIGUN PASS
Upon arrival to Alaska, John went through customs. "Actually, it
was only a phone call," said John. He described the customs
official as sounding young and grumpy. His remark to John upon a
description of Miss P'fer was, "Oh no, not another one." John
celebrated his arrival in Northway with a giant hamburger. At 10pm,
the sun is still high in the sky.
Currently John's headquarters is in J.D.'s motor home. It is about
2.5 miles from North Pole. John plans on staying the day here,
heading to Eielson AFB and rewarding Miss P'fer with an oil change
and clean up. Getting ready for the rough stuff, John will head
north in the morning towards Dead Horse, weather permitting. This
area is known as the Atigun Pass. He will be headed to Bettles
and from there to the Pipeline Road/Dalton Highway. Bettles is
about 75 miles north into the article circle.
Once John arrives in Dead Horse, Alaska, he will travel about 48
miles to Helmericks for a visit. This is a family and town. The town
is named after the family... being the first white family to settle
in these parts of Alaska.
850 miles to go!
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
Most of this refers to ultralights. Are experimental aircraft considered
ultralights in these regulations? What about someone that owns a rural
pasture and wants to use it to land and hanger only his experimental on more
are less a permanent bases? Do you have to go through the FAA procedure?
Ron Payne
Gilbertsville, Ky
----- Original Message -----
From: "BJ Moore" <BJMoore(at)c4farms.com>
Sent: Tuesday, July 10, 2001 10:14 AM
Subject: RE: Kolb-List: Airstrip?
>
> The following is from AC 103-6, Chapter 1. Should cover pretty much all
you
> need to know. Reading the entire AC is well worth while. As mentioned,
> various states may have additional restrictions.
>
>
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Ron or Mary Payne wrote:
"Most of this refers to ultralights. Are experimental aircraft considered
ultralights in these regulations? What about someone that owns a rural
pasture and wants to use it to land and hanger only his experimental on more
are less a permanent bases? Do you have to go through the FAA procedure?"
AC 103.6 is a guideance document for ultralights. Its basis is the FAR - basically,
what ultralights can and cannot do in accordance with the rules. This is
the same whether or not you are operating a UL, Experimental, or GA aircraft.
Separation distances from your barn, garage, or hangar (as you may wish to term
them) are covered under part 91 for takeoff and landing allowances. Basically,
if its a strip for you and your plane, as far as the FAA is concerned, you
don't have a problem. Now if you start instructing from it, or have a fly-in
at your private strip, to be legal you would have to be a registered airstrip,
having more than 10 operations in the same day.
The rules for landing on county, state, or other public or private roads, are also
the same for ultralights, experimentals, and GA. These landings typically
need to have "emergency" or "unavoidance" basis (engine out, weather, fuel, etc.)
Penalties for these can be enforced, regardless of whether or not it was an
emergency, especially if there are damages to property. These are usually enforced
under local or state jurisdiction. Always best to land at an airport, flight
park, or your own private airstrip.
I researched this rather thoroughly. Here, in Utah, I can land my plane just about
anywhere that it is safe. Helps to live in the desert with lots of unpowered,
unfenced, dirt roads all over the desert. I rented an old hay shed (my "hay"ngar)
and a piece of ground for my own private airstrip from an old farmer
who doesn't grow anything on his ground anymore. It was only a matter of grading
out the 900' long X 24' wide stip and cleaning up the hay before I had a home
for "The Flying Moose". It worked out for me for a year and a half.
Two weeks ago, I pulled my plane out of there and am under the process of building
my own hangar at an airport, 30 miles away. No more sneaking away for lunchtime
flights! Why? Maintenance of your own private airstrip is a major factor
to consider. I didn't have the time, nor the wherewithall to do it. Weeds and
rodents took better care of the private strip than I could. On my last landing
there, I bent a gear on rollout due to a rodent that must have had his way
while I was aloft. Same day, I folded up the wings and trailered my plane to my
garage at home. Then I drew up plans for my hangar. I'm currently waiting for
the building permit.
I'm observing a self-imposed grounding until I get the hangar built. Shouldn't
be as time consuming as building an airplane!
________________________________________________________________________________
Hey Big Lar , I am sure there are lots of reasons for living where and
being a MSN customer , please tell us about them.
RH
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Tuesday, July 10, 2001 9:27 AM
Subject: Kolb-List: Test
>
> Testing, 1,2,3.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.biglar.homestead.com/larry.html
> .
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | John Hauck's call |
Dang and double-bad word! John Hauck called this afternoon while we were
out shopping!
He called from Northpole, Alaska (just south of Fairbanks) where he took
a day off after 8 days of flying. For something to do, while resting, he
worked on Miz P'Fer--plugs, oil change, etc. Both he and plane are in
fine shape. He'll call Flight Service early tomorrow and hopes to launch
north if wx is OK, enroute Northslope. He wanted to thank all who have
(and are) supporting him, both in contributions and in spirit . Said
he'd call later.
Bob N.
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
| Subject: | Re: John Hauck's call |
Thanks Bob for the info. Tell Bro John to give me a call before sunday as I
will be leaving for NJ.
Thanks
Jim Hauck
bob n wrote:
>
> Dang and double-bad word! John Hauck called this afternoon while we were
> out shopping!
>
> He called from Northpole, Alaska (just south of Fairbanks) where he took
> a day off after 8 days of flying. For something to do, while resting, he
> worked on Miz P'Fer--plugs, oil change, etc. Both he and plane are in
> fine shape. He'll call Flight Service early tomorrow and hopes to launch
> north if wx is OK, enroute Northslope. He wanted to thank all who have
> (and are) supporting him, both in contributions and in spirit . Said
> he'd call later.
>
> Bob N.
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Oshkosh-2 Weeks away |
>
>
>Now let me know if I am jumping the gun here, maybe there is a
>traditional time and place that I am unaware of.
>Hope to meet many of you there!
Sounds as good as anything to me. I will be there for the first couple
days and get out before the zoo arrives for the weekend. Its nice to see
the main show being on the last days rather than the first. Probably the
best advice is not to be there before the weekend performance if you can
avoid it so you can miss the elbow to elbow crowd
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
>
> When dry, the trim
>colors do have a slightly textured finish, like a very mild orange peel
>effect, but I think it looks good. Nice contrast against the smooth white
>background. With a little practice, an attractive finish can be had using a
>paint roller.
>
>Dennis Kirby
>Cedar Crest, NM
I think our biggest problem was painting on a real hot and humid day.
Even up here in Canada we get warmth once in awhile. We also used foam
rollers. That may have made a difference.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Curiosity....................some years ago, I attended a boatbuilding
seminar, where they rolled a 2 part urethane paint (which is notorious for
showing texture) onto a hull, then "tipped it" with a brush. One stroke
only, and it smoothed that little bit of texture right out. The brush marks
smoothed out as the paint cured, and the result was really excellent. Would
this idea work here ?? Big Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Kirby Dennis Contr SMC/TM" <Dennis.Kirby(at)kirtland.af.mil>
Sent: Tuesday, July 10, 2001 8:09 AM
Subject: Kolb-List: Re: paint
>
> on 7/7/01, Woody (duesouth(at)iname.com) wrote:
>
> < We are almost done the wing tip repair to Andy's mk3 using the Stits
> process. We tried rolling the paint on but it was a disaster. It looked
> like an orange with psoriasis. >
> ---------------------------------------------
> Woody -
> Sorry to hear of your less-than-ideal results in applying paint with
> rollers.
>
> I am currently in the process of painting the trim colors on my Mark-3,
and
> am having good results with a paint roller. My fabric is Stits, and I
> sprayed white Poly-Tone (using HVLP) as the base color. My paint scheme
> includes two trim colors in stripes (also Poly-Tone). I'm using a 2-inch
> wide fine-nap paint roller. What I learned was to not use too much paint
on
> the roller, or it would run streaks down the side of your fabric (now THAT
> was a disaster I had to fix later!) But other than that first lesson, the
> roller applies a nice solid, uniform coat of paint. When dry, the trim
> colors do have a slightly textured finish, like a very mild orange peel
> effect, but I think it looks good. Nice contrast against the smooth white
> background. With a little practice, an attractive finish can be had using
a
> paint roller.
>
> Dennis Kirby
> Cedar Crest, NM
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Surely you jest ! ! ! Living in the desert ?? Fished in to signing on to
msn ?? Good comments about either from angry-vated Lar ?? Yah, Shore ! !
!. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "R. Harris" <rharris@magnolia-net.com>
Sent: Tuesday, July 10, 2001 3:35 PM
Subject: Re: Kolb-List: Test
>
> Hey Big Lar , I am sure there are lots of reasons for living where and
> being a MSN customer , please tell us about them.
>
> RH
>
>
> ----- Original Message -----
> From: "Larry Bourne" <biglar(at)gogittum.com>
> To: "Kolb"
> Sent: Tuesday, July 10, 2001 9:27 AM
> Subject: Kolb-List: Test
>
>
> >
> > Testing, 1,2,3.
> >
> > Larry Bourne
> > Palm Springs, Ca.
> > Kolb Mk III - " Vamoose"
> > http://www.biglar.homestead.com/larry.html
> > .
> >
> >
>
>
________________________________________________________________________________
| From: | "Cim & Tindy" <townsend(at)webound.com> |
LIST,
Just talked to Bud Gish who just completed a flight
across Alaska in a PPC ,, and I told him about John.
He said beware of the mosquitoes. That is what bothered him.
Anyway Bud lives is North Pole and knows the area.
Just wandered if John has had to battle the mosquitoes. LOL
We wish you well John. It is a small world,, they had to cross paths.
Our Best
Tim & Cindy Townsend
________________________________________________________________________________
| From: | "Cim & Tindy" <townsend(at)webound.com> |
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: | jerryb <ulflyer(at)airmail.net> |
Things vary with local and state laws but in Texas you can have a strip if
your in the country and not interfering with other airport operations. By
registering your strip you gain a little protection form antennas or
transmission lines showing up on your door step at least without due
process. Also you can get insurance for your strip if you desire.
jerryb
________________________________________________________________________________
| From: | BERNDSENCO(at)aol.com |
Anyone have any suggestions for a first time attendee flying into the
ultralight strip at Oshkosh? I have a copy of the NOTAM but it doesn't
elaborate on procedures for arrival. What do you recommend? What is the
preferable spot to tiedown and camp if given a choice?
Anyone from Georgia or Tennessee flying up?
Jon Berndsen
Slingshot 582
Atlanta, GA
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
Kolbers,
Thanks to all for the info and advise on private airstrips.
Since I operate my Sport Parasol as a UL and the Mk-3 will be
Experimental, I think I'll just follow the "Don't ask, Don't tell"
guidelines.
Most locals know that I have flown ULs since I was a kid and I used to
operate my Dactyl across the road from my grandfathers farm which is now
sold. Seems like its a curiosity and not an annoyance to the few
neighbors we have. I figure as long as I avoid buzzing folks and keep
my distance as well as flying seldom enough to retain the novelty,
everyone should enjoy it and not be annoyed by it.
Anyway, thats the plan but the brush clearing is first on the list,
Take Care,
Denny
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> Anyone have any suggestions for a first time attendee flying into
> the ultralight strip at Oshkosh?
>
> Jon Berndsen
> Slingshot 582
> Atlanta, GA
I would say first of all make sure you have good tiedowns. Three
corkscrew pet stakes work great but make sure they screw all the way into
the ground and tie nylon straps to the handle not the ring on the stake
(a pilot made that mistake in '99 and lost his plane). My Firestar
withstood 60 mph winds one night when a storm came through.
I camped out on the west side of the runway next to the fence along the
frontage road. It's away from the other UL's, but I thought if a storm
came up I didn't want anyone else's plane to come loose and tumble into
mine (that did happen to a guy who parked in the main UL area).
I think it's preferable to arrive in the evening after 6 pm, but if you
land outside of Oshkosh (Wautoma) and call the UL barn before coming in,
they will tell you what direction to land and times to come in.
Ralph Burlingame
Original Firestar
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
A friend and I also sat most of the night through that same storm inside
our Challengers. I brought along some plastic screw-in tent stakes, and
realized they wouldn't be enough, and convinced Bart to loan me a set for
the night. The Dactyl next to us got trashed, and a Challenger in the
second row was starting to stand up on its wing when the plastic clip on his
strap broke. I sprinted over to it and caught it from toppling over the
plane next to it. Next morning, the guy didn't believe me until I showed
him the mud on his wingtip. :>)
Randy Simpson from Albany Oregon makes titanium tie-downs, which are
stronger and lighter than the doggy-style ones. www.airtimemfg.com is the
website.
I was also a little early when arriving at the Farm, and got waved off
until the offical start of UL flying. Plan your arrival time accordingly.
If you arrive when everyone is flying, it makes it a little easier to see
where the pattern is, by follwing everyone else. Get the EAA videotape
about it, if you can. Explains a lot.
Oh yeah, bring lots of sunscreen and money. :>)
J.D. Stewart
UltraFun AirSports
http://www.ultrafunairsports.com
Challenger Owners E-mail list and Website Administrator
http://challenger.inebraska.com
>
> I would say first of all make sure you have good tiedowns. Three
> corkscrew pet stakes work great but make sure they screw all the way into
> the ground and tie nylon straps to the handle not the ring on the stake
> (a pilot made that mistake in '99 and lost his plane). My Firestar
> withstood 60 mph winds one night when a storm came through.
>
> I camped out on the west side of the runway next to the fence along the
> frontage road. It's away from the other UL's, but I thought if a storm
> came up I didn't want anyone else's plane to come loose and tumble into
> mine (that did happen to a guy who parked in the main UL area).
>
> I think it's preferable to arrive in the evening after 6 pm, but if you
> land outside of Oshkosh (Wautoma) and call the UL barn before coming in,
> they will tell you what direction to land and times to come in.
>
>
> Ralph Burlingame
> Original Firestar
________________________________________________________________________________
Just got off the phone with John. He's still in North Pole, Ak waiting for
the weather to clear up further north. Been out flying around looking at
moose. Sounds like a lot more fun than chasing cows in Alabama. When he
leaves North Pole he'll hit the haul road and head for Dead Horse. Both he
and the airplane are doing great and he sounds like he's having a wonderful
adventure. Good luck, John!
Bill Griffin
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Greetings Kolb Fans,
We made the Camarillo Newspaper, well Dave made the newspaper. I got stuck
in Bakersfield because a screw hit my prop so I drove down to IVO at Long
Beach for repairs.
Here is the link.
http://www.insidevc.com/vcs/ve/article/0,1375,VCS_251_747069,00.html
AOL users Click here
Right now we are at Yucca Valley on our way back to Arizona.
Regards,
Will and Dave
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
Great article--it makes us look good. I need to get some of the duct tape like
he uses!
Dale Seitzer
-----Original Message-----
From: WillUribe(at)aol.com
Sent: Thursday, July 12, 2001 7:53 AM
Subject: Re: Kolb-List: X-Country
Greetings Kolb Fans,
We made the Camarillo Newspaper, well Dave made the newspaper. I got stuck
in Bakersfield because a screw hit my prop so I drove down to IVO at Long
Beach for repairs.
Here is the link.
http://www.insidevc.com/vcs/ve/article/0,1375,VCS_251_747069,00.html
AOL users Click here
Right now we are at Yucca Valley on our way back to Arizona.
Regards,
Will and Dave
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | John Hauck--Day 10 |
Following taken from TNK site:
DAY 10 (Tuesday)
John checked in at 7:23 pm. He is still at North Pole, AK. There is
weather on the north side of the Brooks Range. Ceilings are at 200
feet and visibility is down to 1/8 mile. John needs to wait until
weather is good enough on both sides of the Brooks Range before
heading that way.
John has still been staying at J.D.s place and spending time with
him. J.D. is an airport manager at Fort Wainright where John called
from. He is also a retired CW4 and flew Kobras and Apache CH64s.
"I'd be miserable waiting for weather to clear if I didn't have J.D. to
spend time with," said John.
John spent the day running errands -- Went and got his customs
stamp. It was not available in Northway when he was there (another
$25), purchased another calling card at Sam's Club, etc.
Yesterday, after completing work on Miss P'fer, he took her for a
spin over the Nenana River area and saw about 25 moose of all sizes,
adult females, adult males, and their offspring.
*******************
Bob N.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Greetings,
We made it to Buckeye, AZ near Phoenix, we plan to set up our tents here at
the airport and spend the night.
Regards,
Will and Dave
________________________________________________________________________________
| From: | hawk36(at)mindspring.com |
________________________________________________________________________________
| From: | hawk36(at)mindspring.com |
Hi GAng:
Am still in North Pole, Alaska. Another heat wave today, got up to 70F. Had to
take off my leather flight jacket. :-)
Still waiting on weather system to move out of the North Slope. IFR from the Brooks
Range to the Arctic Ocean. Have been extremely careful this flight and
am going to continue to do so. I want this one to be successful.
Am in a good "safe house" here. Have a wonderful family to stay with and all my
needs are being met. JD Smith, retired Army Aviator, and I have spent the last
three nights telling lies until midnight. We met through another List and
laid eyes on each other for the first time when I landed at North Pole, 2200
on 8 July 2001.
Miss P'fer and I are ready to head north as soon as the weather turns VFR. This
is not the place to push weather. Weather is the greates hazard to aviators
in Alaska and I do not intend to be a statistic because I became a victim of
it.
Have had a wonderful flight so far. Am looking forward to returning to the Arctic
Region of Alaska. I love it. I do not remember the mountains through Canada
and Alaska beings so beautiful as they were on this flight. Got up the other
day and could see Mt McKinley, aprx 125 miles south west of here.
Weather in the Fairbanks/North Pole area has been great. Temps around 65 in the
day time and good sleeping weather at night.
Have been making a pig of myself on halibut, Korean food, Alaskan food, and Mac
Donald's coffee in the morning.
Hope to have some good news for you all in the very near future. When I depart
here I should be in Barrow in about two days.
Take care,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Barrow Flight |
Watch yer lap with that McDonalds coffee, John. Hate to see another
"accident" forcing another lawsuit. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <hawk36(at)mindspring.com>
Sent: Thursday, July 12, 2001 8:02 PM
Subject: Kolb-List: Barrow Flight
>
> Hi GAng:
>
> Am still in North Pole, Alaska. Another heat wave today, got up to 70F.
Had to take off my leather flight jacket. :-)
> > Have been making a pig of myself on halibut, Korean food, Alaskan food,
and Mac Donald's coffee in the morning.
>
> Hope to have some good news for you all in the very near future. When I
depart here I should be in Barrow in about two days.
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
| From: | Bill Peterson <b1bookie(at)yahoo.com> |
Hi Dave and Will...........Dave, after you left the Camarillo airport from visiting
your sister, my daughter Lynette Buskirk said that your sister taught my
grandaughter piano lessons...........small world isn't it.........Glad you two
are having a good time.........It was a pleasure meeting you as you are an inspiration
to us 'new kids on the block'..........Happy and Safe Flying........Bill
Greetings,
We made it to Buckeye, AZ near Phoenix, we plan to set up our tents here at
the airport and spend the night.
Regards,
Will and Dave
---------------------------------
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Looks like California is really a small world for you, doesn't it, Dave ??
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Bill Peterson" <b1bookie(at)yahoo.com>
Sent: Thursday, July 12, 2001 9:23 PM
Subject: Re: Kolb-List: X-Country
>
>
> Hi Dave and Will...........Dave, after you left the Camarillo airport
from visiting your sister, my daughter Lynette Buskirk said that your sister
taught my grandaughter piano lessons...........small world isn't
it.........Glad you two are having a good time.........It was a pleasure
meeting you as you are an inspiration to us 'new kids on the
block'..........Happy and Safe Flying........Bill
WillUribe(at)aol.com
>
> Greetings,
> We made it to Buckeye, AZ near Phoenix, we plan to set up our tents here
at
> the airport and spend the night.
>
> Regards,
> Will and Dave
>
>
> ---------------------------------
>
>
________________________________________________________________________________
| From: | JL <johann(at)caa.is> |
| Subject: | Humming propeller? |
Hi list members.
My friend asked me to forward a problem to the list, regarding his Mark
III.
He has been experiencing some buffing or humming sound from his Ivo prop
at
rpm above 4500.
The engine is a Rotax 912, and the prop is an IVO prop three blade.
The propeller was sold for this particular set-up by IVO, so the prop
length should
be correct. My friend is using the 2 1/2 " prop spacer.
Could it be that the prop tips are around the speed of sound, and
creating this buffing
sound?
What are you Mark III Rotax 912 owners using for propeller, and what is
the
blade length?
Thank you in advance,
Johann G Johannsson
Iceland
Firestar II 59 hrs.
Enjoying every minute of it.
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Humming propeller? |
JL wrote:
>
>
> Hi list members.
>
> My friend asked me to forward a problem to the list, regarding his Mark
> III.
> He has been experiencing some buffing or humming sound from his Ivo prop
> at
> rpm above 4500.
> The engine is a Rotax 912, and the prop is an IVO prop three blade.
> The propeller was sold for this particular set-up by IVO, so the prop
> length should
> be correct. My friend is using the 2 1/2 " prop spacer.
> Could it be that the prop tips are around the speed of sound, and
> creating this buffing
> sound?
> What are you Mark III Rotax 912 owners using for propeller, and what is
> the
> blade length?
>
> Thank you in advance,
>
> Johann G Johannsson
> Iceland
> Firestar II 59 hrs.
> Enjoying every minute of it.
>
If he has the pitch set too high the prop. tips may be stalling.
________________________________________________________________________________
| From: | Scott and Pam Trask <PTrask(at)diisd.org> |
Hi
Last month my wife and I flew down to Lansing area from home (Iron
Mountain). Crossed Lake Michigan over Beaver Island--25 miles of open water.
Boy, does the engine ever make funny noises over that water! Just my
imagination--I hope.
Visited my brother-in-law and family. That was nice, but what made it
better was we got to meet Richard & Martha Neilsen. Took a look at his VW
power MK111. It look's great. I enjoyed landing on his strip as well after I
chased the deer off.
See you guys at OSH. I will be flying in for the 9th year.
Scott Trask
MK111 38ST
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Humming propeller? |
Johann,
I had a similar experience - the humming like a bumble bee. I finally
traced it to the left in board aileron piano hinge. You may want to ask
your friend to check to see if they are loose. In my case it has been a
chronic problem, and the vibration wore the hinge pin out. I have replaced
the hinge pin and removed as much play from the aileron push rod and
aileron bell cranks as I could. See:
http://www.thirdshift.com/jack/firefly/firefly54.html
Jack B. Hart FF004
Jackson, MO
>
>Hi list members.
>
>My friend asked me to forward a problem to the list, regarding his Mark
>III.
>He has been experiencing some buffing or humming sound from his Ivo prop
>at
>rpm above 4500.
>The engine is a Rotax 912, and the prop is an IVO prop three blade.
>The propeller was sold for this particular set-up by IVO, so the prop
>length should
>be correct. My friend is using the 2 1/2 " prop spacer.
>Could it be that the prop tips are around the speed of sound, and
>creating this buffing
>sound?
>What are you Mark III Rotax 912 owners using for propeller, and what is
>the
>blade length?
>
>Thank you in advance,
>
>Johann G Johannsson
>Iceland
>Firestar II 59 hrs.
>Enjoying every minute of it.
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | JL <johann(at)caa.is> |
| Subject: | Re: Humming propeller? |
Thank you Earl.
I will forward this information to him. What would the the correct max rpm for
Rotax 912?
Earl & Mim Zimmerman wrote:
>
> JL wrote:
> >
> >
> > Hi list members.
> >
> > My friend asked me to forward a problem to the list, regarding his Mark
> > III.
> > He has been experiencing some buffing or humming sound from his Ivo prop
> > at
> > rpm above 4500.
> > The engine is a Rotax 912, and the prop is an IVO prop three blade.
> > The propeller was sold for this particular set-up by IVO, so the prop
> > length should
> > be correct. My friend is using the 2 1/2 " prop spacer.
> > Could it be that the prop tips are around the speed of sound, and
> > creating this buffing
> > sound?
> > What are you Mark III Rotax 912 owners using for propeller, and what is
> > the
> > blade length?
> >
> > Thank you in advance,
> >
> > Johann G Johannsson
> > Iceland
> > Firestar II 59 hrs.
> > Enjoying every minute of it.
> >
>
> If he has the pitch set too high the prop. tips may be stalling.
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Humming propeller? |
If he has the leading edge protection tapes, check them. They can come up a
little and make an awful racket...
Jeremy
Hi list members.
My friend asked me to forward a problem to the list, regarding his Mark
III.
He has been experiencing some buffing or humming sound from his Ivo prop
at
rpm above 4500.
The engine is a Rotax 912, and the prop is an IVO prop three blade.
The propeller was sold for this particular set-up by IVO, so the prop
length should
be correct. My friend is using the 2 1/2 " prop spacer.
Could it be that the prop tips are around the speed of sound, and
creating this buffing
sound?
What are you Mark III Rotax 912 owners using for propeller, and what is
the
blade length?
Thank you in advance,
Johann G Johannsson
Iceland
Firestar II 59 hrs.
Enjoying every minute of it.
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | Current Alaska Weather |
Kolb armchair voyagers--looks like John may have a tailwind and a
good window for the last leg. Hope he shoots some pics, especially
of the seaside resorts at pt Barrow. BB
http://climate.gi.alaska.edu/weather/current/current_map.html
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
Had a phone call From Bro John,
He has departed North Pole, Alaska enroute to Dead Horse and Pt Barrow.
He estimates he will make Point Barrow today.
Jim Hauck
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
My IVO prop lost another leading edge tape about an hour out of Buckeye this
morning. This time I didn't panic and landed on a dirt road. Took off the
other leading tapes and took off.
When we stopped at Lordsburg, NM, only 2.5 hours from El Paso. I noticed a
crack on the aluminum angle hold the tank for the 2 stroke oil. Need less to
say we couldn't continue until we fixed it. We repaired it with safety wire
but it was too late to continue so will stay the night and will be home
tomorrow.
The crack may have been started by the vibration when the prop threw the tape.
Anyone wants to buy a cheap IVO prop?
So far we have traveled 3844 miles.
Regards,
Will
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Hello,
I haven't posted too many pictures because all the connections I've had have
been slow but here is a picture of where we were flying when the prop decided
to throw the leading edge tape the first time.
http://home.elp.rr.com/airplane/P7060043.JPG
http://home.elp.rr.com/airplane/P7060043.JPG
As you can see it wasn't a very convenient place to do it. I was sitting fat
dumb and happy when all of a sudden the plane starts to vibrate apart. It
was so bad I couldn't read the instruments. Luckily I was flying a Kolb and
they just don't fall apart. Got me to the airport safely.
Regards,
Will
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Be careful, those Rotax's have a built in sensor for detecting when over
vast bodies of water. First they start making strange noises followed by
sudden silence interrupted by high pitched sounds from the pilot. :
)
jerryb
>
> Hi
> Last month my wife and I flew down to Lansing area from home (Iron
>Mountain). Crossed Lake Michigan over Beaver Island--25 miles of open water.
>Boy, does the engine ever make funny noises over that water! Just my
>imagination--I hope.
> Visited my brother-in-law and family. That was nice, but what made it
>better was we got to meet Richard & Martha Neilsen. Took a look at his VW
>power MK111. It look's great. I enjoyed landing on his strip as well after I
>chased the deer off.
> See you guys at OSH. I will be flying in for the 9th year.
>
> Scott Trask
> MK111 38ST
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: tail wheel and rudder spring |
Yep, I agree there safety pin type clip are not very safe. We replaced all
of ours on our FireFly with key chain type rings. So far they held fine
and there no as easily removed by airplane molesters when at
fly-ins. Another safety/convenience feature.
jerryb
>
>I agree on the nut and bolt for the tail spring.
>
>When I had my weedhopper, many moons ago, I set it up with the clevis pins
>and those safety pin type clips. The strut on the wheedhopper is attached to
>the wheel axle and is about 4 inches from the ground. One day I landed in a
>farmers field as I had dome many times. As I went to take off the strut came
>loose. Another minute it would have been a disaster. I never knew that the
>grass could do that. I replaced every pin with nuts and bolts.
>
>Tim
>
>
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
Kolb Listers;
Bro John called me about 0100 this morning from Deadhorse, plane and
pilot doing fine. He arrived too late yesterday to get fuel and that
kept him from continuing his flight to Point Barrow.
He plans on departing Deadhorse today and fly direct to Point Barrow. He
has favorable weather and winds. He will have close to 20 MPH tail wind.
He will depart Point Barrow shortly after landing and return to the
Helmericks family airfield, then on to Deadhorse and weather permitting
headed home.
Jim Hauck
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Engine thrust, Static that is. |
Kolbers, this may interest some of you.
Friday, my old friend Earl and I worked on airplanes all day. We got my
Sport Parasol cleaned up and ready to fly and also fire up his Baby Ace
and Kawasaki 440 powered Sport Parasol.
A year or so ago I aquired a good electronic scale head and a 1000lb
rated strain gauge to use in measuring static thrust of airplanes. We
finally had the chance to hook it up to the planes and and now we now
why his Parasol doesn't fly so good.
My plane has a 503 SC, SI, CDI, 2.58 B-box, 66-34 Ritz wood blade.
At 6200 RPMs my set up puts out 258lbs of thrust, at 5200 RPM it puts
out 160lbs.
Earls set up is as follows, Kawasaki 440, 35mm Mikuni single carb, 2.5
to 1, 4 v-belt drive from J-Bird, 60-30 Ritz wood blade,
At 6100-6200 Rpm "Hard to read the analog Tac" His setup puts out
160lbs of thrust.
Case closed, I finally convinced him he needs more displacement under
his hood.
We had already put the Ace away so we did not hook it up to the scale,
but with a fresh Continental C-65, I bet it really puts out the thrust.
We also will be checking his C-75 powered J-3 at some time in the
future, as well as half the aircraft at McVille airport, that little
scale really generated some interest.
Anyway, now all you 503 operators with 66 inch dia props know for sure
why they climb so well, 258lbs is a lot of thrust.
Take Care,
Denny Rowe
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 13 Msgs - 07/13/01 |
He has been experiencing some buffing or humming sound from
his Ivo prop
at
rpm above 4500.
The engine is a Rotax 912, and the prop is an IVO prop three
blade.
The propeller was sold for this particular set-up by IVO, so
the prop
length should
be correct. My friend is using the 2 1/2 " prop spacer.
Could it be that the prop tips are around the speed of
sound, and
creating this buffing
sound?
i figure the speed of sound to be 1056 ft/sec to figure
the tip speed
diamater of the prop x pi x rpm /gear reduction /60
should give you the feet per second providing the diamater
of the prop is in feet not inches...
pi = 3.14
you should not go over about 900 ft/sec to keep the noise
down.....
ex 72 inch prop is 6 feet 6 * 3.14 * 5800 / 2.27
/ 60 = 802.29 well within the 900 ft/sec
for you with good aviation background you will know that the
prop tip speed is greater than that in the formula because
of the forward motion of the plane.....which must be
added..... that is why you keep the easy figuring under 900
and you will be ok......at 100 miles / hour you would add
about 150 ft/sec
at 4500 rpm you should not be in trouble.
boyd
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Greetings Kolb fans,
Well, Dave and I are back home safe and sound. Our birds are put away in
their hangers.
It was a long trip, according to my GPS we put 4038 miles. I must say, Kolb
is a good product, we but a lot of miles and lots of stress on them little
airplanes and they never let us down. I'm very proud of my FireStar, it kept
on going even when I didn't. (John I feel your pain ;-)
Right now I'm going to sleep for two days. Then on Monday I'm working in
Mexico City for 6 weeks.
http://home.elp.rr.com/airplane/DSCF0008.JPG
http://home.elp.rr.com/airplane/DSCF0010.JPG
http://home.elp.rr.com/airplane/P7020021.JPG
http://home.elp.rr.com/airplane/P7020024.JPG
http://home.elp.rr.com/airplane/P7020026.JPG
http://home.elp.rr.com/airplane/DSCF0012.JPG
http://home.elp.rr.com/airplane/P7040001.JPG
For AOL users;
http://home.elp.rr.com/airplane/DSCF0008.JPG
http://home.elp.rr.com/airplane/DSCF0010.JPG
http://home.elp.rr.com/airplane/P7020021.JPG
http://home.elp.rr.com/airplane/P7020024.JPG
http://home.elp.rr.com/airplane/P7020026.JPG
http://home.elp.rr.com/airplane/DSCF0012.JPG
http://home.elp.rr.com/airplane/P7040001.JPG
Let me know if you liked the pictures, if not I won't post anymore.
Enjoy,
Will Uribe
FireStar II
El Paso, TX
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
Will,
The pictures were FANTASTIC!!!
You flew over 4,000 miles and I still consider 60 miles a long cross
country flight! Some of the places you flew did not look like there were
many (any?) good landing places.
My hat's off to you guys.
Regards,
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
Yes, we are home. 4000+ miles, and not a single Kolb failure. I can think
of know words that adequately describe the performance of these aircraft.
Through unbearable turbulence, rain, and high winds, they never balked!
When flying into Apple Valley CA, the winds were 17 to 26 with wind shear
warnings! No one was flying! We approached and made two perfect landings
only to have difficulty taxing the aircraft to the restaurant. The FBO was
astounded. Everywhere we went, people were impressed with the FireStars,
and I know we made at least several converts during our trip. Will and I
are planning a web site for the trip, but it will be slow in coming as he
must work in Mexico for at least a month. We have hundreds of photos, some
of the images are breathtaking. Many thanks to those with the kind words
and encouragement throughout this adventure, and to Will, mi amigo, for
keeping me from flying into thunder storms!
God bless Homer Kolb,
God's speed John Hawk,
Dave Rains
FireStar II (642 hours)
El Paso, Republic of Texas
________________________________________________________________________________
| From: | Gdledbetter(at)aol.com |
The pictures are fabulous. Keep them coming. I'm amazed thatyou are able to
take them thru your canopy with mimum reflection I have a major problem with
this is my Firefly so I'm able to hang my camera behind the full canopy for a
no reflection shot but I need to be more ambidextrous that I am most of the
time.
Gene
________________________________________________________________________________
| From: | "Keith Singer" <kas(at)wckz.com> |
| Subject: | RE: Kolb-List Digest: 13 Msgs - 07/13/01 |
Gentleman:
I have about 20 hours in a 1998 Kolb Firestar II (503, 105 hours TT) which I
bought from it's previous owner/builder who lives in Phoenix. I flew the
plane from North Phoenix to its new home at HL Cooper's Ultralight Park
outside of Tucson, (about 120 miles) having never flown either a Kolb or a
taildragger. That is a story for another day. I'm writing because I'm
having an unusual problem with hight altitudes. I am of the low and slow
variety. However, when I flew the Quicksilvers during training and prior to
getting a Kolb, I didn't really have a problem going high. But in the
Firestar II, it kind of freaks me out. I've been staying around 200-500
feet agl but clearly this plane can climb in excess of 5000 agl without a
problem. When I get over 1000 and the world spreads out before me, I tend
to want to go down and that picks my speed up and then I compensate and with
all the changes, it becomes uncomfortable instead of grand. I'm 30 years
old. I've got about 125 hours in my logbook with about 75 hours in
ultralights. I recently received my pilot's licence so I don't have a
problem with altitudes. My Firestar has one of those small ultralight
altimiters that only shows hundreds of feet of climb. There's a good
airspeed indicator, and the engine monitoring instruments. That's all the
instruments. My thought is to get a vertical speed indicator and perhaps
switch the altimiter to one that shows every twenty feet. I've been
studying for my instrument rating and I think if I can have those two
instruments in leu of an artificial horizon, I think I can get used to the
perspective from altitude and eventually not rely on the instruments.
Anyone else "afraid of heights in their Firestar." - Keith from Tucson,
(where ultralight flying is a year-round sport).
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
What a day of flying. Here in Virginia the nights have been cool, and the
days have warmed up to a comfortable temp.. Makes for a great temp gradient
and for thermalling. Today the thermals were everywhere. I was able to
throttle back in my Firestar and thermal still getting 4-600, feet a minute
cliimb. When I kept in power it was in the 800 feet per minute rate. I even
had some times when I put the nose down and gained speed and still got 2-300
feet per minute climb.
I also have a sailplane rating, and today my Kolb was almost as good as a
sailplane. The only down fall was the winds, they were gusting real high, so
I had to fight to stay in the thermals. But once again, its a kolb, so the
gusts at landing were no biggy.
Just had a wonderful day of flying and thought I would relish.
Tim
________________________________________________________________________________
| Subject: | Rotax 2-cycle reliability |
| From: | ul15rhb(at)juno.com |
Congratulations Will and Dave on your 4000+ mile trip! You guys have
entered the history books on such a fantastic flight.
For all the guys that have little faith in 2-cycle engines, this may
change some attitudes. If you look at the places these guys flew over and
in the heat, those Rotax's have really proven themselves.
I'm very much impressed with you guys .......
Ralph Burlingame
Original Firestar
________________________________________________________________________________
| Subject: | Re: RE: Kolb-List Digest: 13 Msgs - 07/13/01 |
| From: | ul15rhb(at)juno.com |
> I'm writing because I'm having an unusual problem with hight
altitudes. I am of the low >and slow variety. of heights in their
Firestar." - Keith from Tucson, (where ultralight flying is > a
year-round sport).
Keith,
I too have a fear of heights as I'm one of those guys that will not go
near the edge of a cliff when I'm on solid ground. As I was flying my
Firestar yesterday at 2500' agl, I was thinking how comfy I felt as I
stuck out my hand in the open breeze yet getting tossed around by an
occasional thermal. Fear of heights is strictly a state of mind and I
remember years ago when I took my early flights, I would fly at 500' agl
and not much higher. As time went on, I got braver and flew higher
because I knew altitude was my friend, at least that's what I was told.
Somehow, piloting my own plane removes that fear because I know that I
can glide without the engine running and have done it many times. I had
the opportunity to fly an Ultrastar once and I have to say that a fairing
and windshield go a long way to producing a sense of confidence with
altitudes.
Challenge yourself to fly higher and you too will overcome that fear.
Remember, flying low will not make you any safer and reduces your options
if you were to have an engine out.
Altitude really is your friend ......
Ralph Burlingame
Original Firestar
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Wonderful pics, Will. Let me guess..............1st few are from the
Monument Valley, Lake Powell areas, and the big mountain.............Shasta
?? The last one.........that stuff on the
windshield.................R..r...ra...rai.........can't remember. Wet,
isn't it ?? I don't know the Oregon coast well enuf to guess on those, but
they ARE beautiful. Great Stuf ! ! ! I'm sure looking forward to your
webpage on the trip. Congratulations. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Saturday, July 14, 2001 1:01 PM
Subject: Re: Kolb-List: X-Country
>
> Greetings Kolb fans,
> Well, Dave and I are back home safe and sound. Our birds are put away in
> their hangers.
> It was a long trip, according to my GPS we put 4038 miles. I must say,
Kolb
> is a good product, we but a lot of miles and lots of stress on them little
>
________________________________________________________________________________
| From: | "Dean Halstead" <deanbo(at)mindspring.com> |
Will & Dave:
Great to hear you are back safe and sound. We have been following your
progress through your posts on the list.
It was great to meet both of you when you were at University Airport at
Davis, California. Cheryl and I apologize for waking you at 11:30 p.m. but
it was an adventure we couldn't miss.
Can't wait to see the web site and photographs of your cross country.
Congratulations!
Dean Halstead - Cheryl Gwynn
Fair Oaks, California
MK-III
http://www.calweb.com/~deanbo/kolb/index.htm
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
| Subject: | Will and Dave's trip |
Thanks for shairing your trip with us! Those pictures were fantastic!
Rody
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 17 Msgs - 07/14/01 |
Will, great pictures. I envy all you guys.
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
For those that haven't heard Bro John made Barrow yesterday afternoon
Now the long haul home.
Jim Hauck
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
<>
Hi Will,
Many thanks for your posts to the list during your trip. The photos were
outstanding! Sort of brought us ground bound folks right into the cockpit.
Nice job.
Bill George
Mk-3 Verner1400- Powerfin 72 -First run July 9 - sounds great
________________________________________________________________________________
| From: | "D Smalec" <smald(at)shianet.org> |
| Subject: | Re: Kolb-List Digest: "afraid of heights in their Firestar." |
>>Anyone else "afraid of heights in their Firestar." - Keith from Tucson,<<
Keith:
I feel slightly uncomfortable above 5000', as my ground refrence is
diminished, and maybe the very open cockpit contributes somewhat also.
If I do a power on spiral climb, It feels like I'm falling backwards!
I posted this earlier, but was wondering if anyone has tried this in their
FS or FF??--
>>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.
Darren, FS1, Hirth 40hp,Central MI.
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
| Subject: | 2-Stroke reliability |
Just a comment about the reliability of the 2 stroke Rotax. Will and I have
our 503 DCDI engines jetted per factory specs, using oil injection. We flew
at altitudes of sea level to over 10,500 ft. The only engine problem was
operator induced, (by me) when jets were changed from what the factory
recommended, to a fatter jet, causing some power loss at altitude. A quick
change back to stock fixed the problem. I believe the 503 to be very
reliable if not tinkered with excessively. My engine now has over 640 hours
on it, and will be going in for overhaul. Beauford, loose the black mask,
and your fouling problem(s) should cease.
Dave Rains
FS II (with many miles)
El Paso
________________________________________________________________________________
| From: | "kb8wlu" <kb8wlu(at)tir.com> |
| Subject: | Re: Kolb-List Digest: "afraid of heights in their Firestar." |
Hi Darren,
I live in Warren, MI and very interested in flying I taking my pilots lesson
at 7d2
I have read your story about the fear of heights. and with the open cockpit
feeling.
I am thinking of getting a mk111 but don't know if I would like the open
cockpit.
I would love too me up with you maybe for a ride to see if I would like it.
also I seen on the news about a Ultra light that made a emergency landing in
Genesee county.
the pilot was throwing candy to kinds when the candy flew into the prop and
crack it.
did you see this story?
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of D Smalec
Sent: Sunday, July 15, 2001 3:41 PM
Subject: Kolb-List: Re: Kolb-List Digest: "afraid of heights in their
Firestar."
>>Anyone else "afraid of heights in their Firestar." - Keith from Tucson,<<
Keith:
I feel slightly uncomfortable above 5000', as my ground refrence is
diminished, and maybe the very open cockpit contributes somewhat also.
If I do a power on spiral climb, It feels like I'm falling backwards!
I posted this earlier, but was wondering if anyone has tried this in their
FS or FF??--
>>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.
Darren, FS1, Hirth 40hp,Central MI.
________________________________________________________________________________
| From: | Jcjbryant(at)cs.com |
| Subject: | Re: Kolb-List Digest: 17 Msgs - 07/14/01 |
Will Urbie,
The pictures are great. The first picture, Lake Powell - I think, is
terrific. Where was the second picture taken.Please post as many as you can.
Thanks,
John, Kolb wannabe, for now.
________________________________________________________________________________
| From: | Jim Hauck <jimh474(at)nettally.com> |
Just spoke to Bro John on the Phone, he is elated to say the least. He
was at the Helmericks Home about 45 miles west of Deadhorse.
He was departing after our chat and headed to Deadhorse to refuel and
head south to North Pole, Alaska he should be there this evening. He
has good weather and should pick up a tailwind enroute.
As soon as he gets access to a computer he will give a full update.
Jim Hauck
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
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: Sunday, July 15, 2001 10:59 AM
Subject: Re: Kolb-List: X-Country
> Sorry to do this to you guys.............again, but this seems to be the
> only way I can get thru............again. I can receive from the List,
> answer those messages - as I'm doing now - but I can't initiate a new
> message to the List, tho' I can to other individuals. It worked fine
> yesterday, and quit last night. Matronics doesn't seem too inclined to
> answer their emails, so I'm stuck. Any ideas out there ?? I did go
to
> the Kolb List subscription page, and ran a "find" on my address, and I
AM
> listed there, correct address and all. So, now what ???
> Disgusted 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>
> To:
> Sent: Saturday, July 14, 2001 9:55 PM
> Subject: Re: Kolb-List: X-Country
>
>
> >
> > Wonderful pics, Will. Let me guess..............1st few are from the
> > Monument Valley, Lake Powell areas, and the big
> mountain.............Shasta
>
________________________________________________________________________________
| From: | "William Herren" <wmdherren(at)hotmail.com> |
Your post got to the list - What is your problem other than lack of faith?
It is working Lar Bill
>From: "Larry Bourne" <biglar(at)gogittum.com>
>Reply-To: kolb-list(at)matronics.com
>To: "Kolb"
>Subject: Fw: Kolb-List: X-Country
>Date: Sun, 15 Jul 2001 13:02:59 -0700
>
>
>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>
>To:
>Sent: Sunday, July 15, 2001 10:59 AM
>Subject: Re: Kolb-List: X-Country
>
>
> > Sorry to do this to you guys.............again, but this seems to be the
> > only way I can get thru............again. I can receive from the
>List,
> > answer those messages - as I'm doing now - but I can't initiate a new
> > message to the List, tho' I can to other individuals. It worked fine
> > yesterday, and quit last night. Matronics doesn't seem too inclined to
> > answer their emails, so I'm stuck. Any ideas out there ?? I did
>go
>to
> > the Kolb List subscription page, and ran a "find" on my address, and I
>AM
> > listed there, correct address and all. So, now what ???
> > Disgusted 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>
> > To:
> > Sent: Saturday, July 14, 2001 9:55 PM
> > Subject: Re: Kolb-List: X-Country
> >
> >
> > >
> > > Wonderful pics, Will. Let me guess..............1st few are from the
> > > Monument Valley, Lake Powell areas, and the big
> > mountain.............Shasta
> >
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Barrow Flight |
Congratulations, John ! ! ! Can't get much better than that ! ! !
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Jim Hauck" <jimh474(at)nettally.com>
Sent: Sunday, July 15, 2001 7:29 AM
Subject: Kolb-List: Barrow Flight
>
>
> For those that haven't heard Bro John made Barrow yesterday afternoon
>
> Now the long haul home.
>
> Jim Hauck
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
And here's the 2nd one. If these came thru to everyone else, forgive
me, but..............why me ??
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: Larry Bourne
Sent: Saturday, July 14, 2001 10:47 PM
Subject: Wiring
Started building my battery cables the other day, and got stalled at the
connectors. I've done umpteen thousand of the standard size 10 - 18
crimp connectors, but these size 6 wires, and terminals stumped me for a
bit. Too big for the standard crimp pliers, didn't want to smack 'em
with a hammer, tho' it would probably work, so what to
do................?? Slowly a picture floated into my fuddled ol'
mind.............crimping ??...........crimping ??............where have
I seeeeeen.................ah ! ! !.............how about the swaging
bar for the rudder cables ?? Remember that thing ?? Two bars, clamped
together by 2 bolts, to squarsh the copper sleeves ?? So, I hustled
out, and dug thru nearly 5 yrs worth of junk, and checked the tool out.
One of the sizes looked just right, sooooooo..............stripped the
1st end, slipped on a crimp lug, and started cranking down on the bolts.
Well, sports fans, I'm here to tell ya..................what a
beautiful job ! ! ! It looks great, and as hard as I can pull with a
pair of pliers, I couldn't move it. Sometimes these neat ideas actually
work.............sure makes me feel good, after all the ones that
didn't. Inventive Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Started building my battery cables the other day, and got stalled at the
connectors. I've done umpteen thousand of the standard size 10 - 18
crimp connectors, but these size 6 wires, and terminals stumped me for a
bit. Too big for the standard crimp pliers, didn't want to smack 'em
with a hammer, tho' it would probably work, so what to
do................?? Slowly a picture floated into my fuddled ol'
mind.............crimping ??...........crimping ??............where have
I seeeeeen.................ah ! ! !.............how about the swaging
bar for the rudder cables ?? Remember that thing ?? Two bars, clamped
together by 2 bolts, to squarsh the copper sleeves ?? So, I hustled
out, and dug thru nearly 5 yrs worth of junk, and checked the tool out.
One of the sizes looked just right, sooooooo..............stripped the
1st end, slipped on a crimp lug, and started cranking down on the bolts.
Well, sports fans, I'm here to tell ya..................what a
beautiful job ! ! ! It looks great, and as hard as I can pull with a
pair of pliers, I couldn't move it. Sometimes these neat ideas actually
work.............sure makes me feel good, after all the ones that
didn't. Inventive Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Sorry to do this to you guys.............again, but this seems to be the
only way I can get thru............again. I can receive from the List,
answer those messages - as I'm doing now - but I can't initiate a new
message to the List, tho' I can to other individuals. It worked fine
yesterday, and quit last night. Matronics doesn't seem too inclined to
answer their emails, so I'm stuck. Any ideas out there ?? I did go to
the Kolb List subscription page, and ran a "find" on my address, and I AM
listed there, correct address and all. So, now what ???
Disgusted 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: Saturday, July 14, 2001 9:55 PM
Subject: Re: Kolb-List: X-Country
>
> Wonderful pics, Will. Let me guess..............1st few are from the
> Monument Valley, Lake Powell areas, and the big
mountain.............Shasta
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
2 messages that I sent last night apparently didn't go thru, so here's
the 1st one again. Looks like my computers' up to its' old tricks.
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: Larry Bourne
Sent: Saturday, July 14, 2001 10:27 PM
Subject: Headsets
Just finished reading the latest "Custom Planes" magazine, for Sept.,
01. On page 12 is a short article on the new Panther ANR
headset............and this one IS different. Apparently a total noise
reduction of 46 db ! ! ! No boom mics, and no ear cups, and a weight
of just 1 ounce. Inteeerrrresssting ! ! ! And expensive, at $464.00.
Not this season, I guess, but I'm going to check out their website at
http://www.pantherelectronics.com and keep them in mind for when this
millstone is flying. Interested Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
My hat is off to Dave, Will, and John.
You guys have lived adventures that most of us can only dream about,
and done it in such a way as to prove you, and your aircrafts extreme
capabilities.
I hope John continues home in safety and I look foreward to hearing more
stories of these adventures from all of you in the future on this list.
Well Done,
Denny
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Just finished reading the latest "Custom Planes" magazine, for Sept.,
01. On page 12 is a short article on the new Panther ANR
headset............and this one IS different. Apparently a total noise
reduction of 46 db ! ! ! No boom mics, and no ear cups, and a weight
of just 1 ounce. Inteeerrrresssting ! ! ! And expensive, at $464.00.
Not this season, I guess, but I'm going to check out their website at
http://www.pantherelectronics.com and keep them in mind for when this
millstone is flying. Interested Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Bean Field Landing - Final Installment |
Had the scuffed cylinder honed, installed a standard new piston and rings,
re-assembled engine, put in the winter needle, upped the oil in the gas,
and started the Rotax break-in procedure. Every thing went well until the
full throttle runs of two and three minutes. The engine could not maintain
6400 rpm for two minutes with out the rpm drooping. Made me a little sick,
so I quit for the day.
The next day I removed the exhaust manifold and I could see what looked
like a scratch on the intake side of the cylinder.
Today, I tore it down again and found it was not a scratch but the area
under the ends of the piston rings was taking on a strange polish. Checked
the engine manual for ring gap specs and found none, and then checked CPS
and found the ring gap new was supposed to be .012 to .017 inch. .012
feeler gauge would not go in the ring gap with the ring at the top of the
cylinder. Filed the ring ends until the .018 inch feeler would go in with
some pressure. Re-assembled the engine, and performed a series of 6400 rpm
runs starting at 10 seconds followed by a one minute cool down, and
increased the 6400 rpm run by another 10 seconds. I did this until the
engine ran at 6400 for three minutes, and then I went flying.
I believe the engine failure was caused by several things. First, the back
cylinder was running much hotter/leaner than the front cylinder, and of
course the front cylinder had the CHT and EGT instrumentation on it.
Second, I was running the EGT up in the 1100 to 1150 degree F. range.
Third, I have been using Amsoil 100 to one mix, and it may lubricate well,
but I had a remarkable amount of carbon on top of the pistons, on the head,
and under the rings.
When they are delivered, I will install the dual EGT and CHT gauges, and I
will be switching to Penzoil for the next 50 hours to see if it produces
less carbon.
Jack B. Hart FF004 - Not grounded but flying close the airport.
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
I did get alot with reflection on some of the pictures but I only post the
good ones.
In a message dated 7/14/01 9:19:48 PM Eastern Daylight Time,
Gdledbetter(at)aol.com writes:
> The pictures are fabulous. Keep them coming. I'm amazed thatyou are able
> to
> take them thru your canopy with mimum reflection I have a major problem
> with
> this is my Firefly so I'm able to hang my camera behind the full canopy for
> a
> no reflection shot but I need to be more ambidextrous that I am most of the
> time.
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
The second picture was taken at Monument Valley where John Ford made all
those western movies.
In a message dated 7/15/01 2:06:13 PM Eastern Daylight Time, Jcjbryant(at)cs.com
writes:
> The pictures are great. The first picture, Lake Powell - I think, is
> terrific. Where was the second picture taken.Please post as many as you
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
The Oregon coast pictures were taken over Coos Bay OR.
In a message dated 7/15/01 12:57:26 AM Eastern Daylight Time,
biglar(at)gogittum.com writes:
> I don't know the Oregon coast well enuf to guess on those, but
> they ARE beautiful. Great Stuf ! ! ! I'm sure looking forward to your
> webpage on the trip. Congratulations.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Rotax 2-cycle reliability |
And the best thing about using this kind of engines is not having to pay high
avgas prices.
Take a look.
http://home.elp.rr.com/airplane/P7120158.JPG
In a message dated 7/14/01 11:45:27 PM Eastern Daylight Time,
ul15rhb(at)juno.com writes:
> Congratulations Will and Dave on your 4000+ mile trip! You guys have
> entered the history books on such a fantastic flight.
>
> For all the guys that have little faith in 2-cycle engines, this may
> change some attitudes. If you look at the places these guys flew over and
> in the heat, those Rotax's have really proven themselves.
>
> I'm very much impressed with you guys .......
>
> Ralph Burlingame
>
________________________________________________________________________________
| Subject: | Re: Mark III quick-build kit for sale |
| From: | bupshur(at)juno.com |
Listers,
How should I go about selling a quick-build kit for a Kolb Mark 3 that is
still in the boxes? I bought the kit from the Kolb Aircraft, Inc. which
at the time was in Phoenixville, PA. I had a one-car garage and, for me
it turned out that there was not enough room and time (mostly time) to
build it. I now have moved and have the space and time, but at my age
(seventy-one years old), I have decided that it is best to give up the
dream and sell it. I have opened the ends of the wing box and part of
the body box, but I have not taken them out or actually started on
anything. The body is powder-coated and it has a built-in 18-gallon
aluminum fuel tank modified for capacitance fuel sender. The kit came
with a voltage regulator, ignition switch, full enclosure, upholstery
(blue), hydraulic disk individual heel brakes w/alloy wheels, and
nicopress swedge tool.
I gave an initial $200.00 with the order and sent them a check dated
June 25, 1996 for $12,059.00 for the kit. I have been monitoring the
Kolb List over the years and I know that there are many folks with good
brains and knowledge on the list and that they are open to help others.
I will appreciate all the help and comments that you may have. How much
should I be able to get for the kit and how should I go about trying to
sell it? My address is:
Bill Upshur
2410 Blackground Road
Johns Island, SC 29455
E-mail bupshur(at)juno.com
Phone 1-843-768-0868
Thanks, Bill
________________________________________________________________________________
| From: | Bill Peterson <b1bookie(at)yahoo.com> |
| Subject: | Re: Barrow Flight |
Congratulations, John..........you did it!!! Now we are going to PRAY YOU ALL THE
WAY BACK HOME...........
Bill
Congratulations, John ! ! ! Can't get much better than that ! ! !
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Jim Hauck"
Sent: Sunday, July 15, 2001 7:29 AM
Subject: Kolb-List: Barrow Flight
>
>
> For those that haven't heard Bro John made Barrow yesterday afternoon
>
> Now the long haul home.
>
> Jim Hauck
>
>
---------------------------------
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
| Subject: | Re: Engine thrust, Static that is. |
I would very much like to know where I can buy such a scale.
Julian Warren
Eugene, Oregon
Denny Rowe wrote:
>
>
> Kolbers, this may interest some of you.
> Friday, my old friend Earl and I worked on airplanes all day. We got my
> Sport Parasol cleaned up and ready to fly and also fire up his Baby Ace
> and Kawasaki 440 powered Sport Parasol.
> A year or so ago I aquired a good electronic scale head and a 1000lb
> rated strain gauge to use in measuring static thrust of airplanes. We
> finally had the chance to hook it up to the planes and and now we now
> why his Parasol doesn't fly so good.
> My plane has a 503 SC, SI, CDI, 2.58 B-box, 66-34 Ritz wood blade.
> At 6200 RPMs my set up puts out 258lbs of thrust, at 5200 RPM it puts
> out 160lbs.
> Earls set up is as follows, Kawasaki 440, 35mm Mikuni single carb, 2.5
> to 1, 4 v-belt drive from J-Bird, 60-30 Ritz wood blade,
> At 6100-6200 Rpm "Hard to read the analog Tac" His setup puts out
> 160lbs of thrust.
> Case closed, I finally convinced him he needs more displacement under
> his hood.
> We had already put the Ace away so we did not hook it up to the scale,
> but with a fresh Continental C-65, I bet it really puts out the thrust.
> We also will be checking his C-75 powered J-3 at some time in the
> future, as well as half the aircraft at McVille airport, that little
> scale really generated some interest.
> Anyway, now all you 503 operators with 66 inch dia props know for sure
> why they climb so well, 258lbs is a lot of thrust.
> Take Care,
> Denny Rowe
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Rotax 2-cycle reliability |
Haaaarrrr ! ! ! I'll bet THAT turned some heads ! ! !
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Sunday, July 15, 2001 8:32 PM
Subject: Re: Kolb-List: Rotax 2-cycle reliability
>
> And the best thing about using this kind of engines is not having to pay
high
> avgas prices.
> Take a look.
> http://home.elp.rr.com/airplane/P7120158.JPG
>
> In a message dated 7/14/01 11:45:27 PM Eastern Daylight Time,
> ul15rhb(at)juno.com writes:
>
>
> > Congratulations Will and Dave on your 4000+ mile trip! You guys have
> > entered the history books on such a fantastic flight.
> >
> > For all the guys that have little faith in 2-cycle engines, this may
> > change some attitudes. If you look at the places these guys flew over
and
> > in the heat, those Rotax's have really proven themselves.
> >
> > I'm very much impressed with you guys .......
> >
> > Ralph Burlingame
> >
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Yeah, sure it's working..............you bet...............I sent some of
those last night, some this morning. Hmmm............24 hr
email....................whaaaa ??? Faith ?? Puh-leeeeeze don't go
religious on me. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "William Herren" <wmdherren(at)hotmail.com>
Sent: Sunday, July 15, 2001 10:36 PM
Subject: Re: Fw: Kolb-List: X-Country
>
> Your post got to the list - What is your problem other than lack of faith?
> It is working Lar Bill
>
>
> >From: "Larry Bourne" <biglar(at)gogittum.com>
> >Reply-To: kolb-list(at)matronics.com
> >To: "Kolb"
> >Subject: Fw: Kolb-List: X-Country
> >Date: Sun, 15 Jul 2001 13:02:59 -0700
> >
> >
> >
> >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>
> >To:
> >Sent: Sunday, July 15, 2001 10:59 AM
> >Subject: Re: Kolb-List: X-Country
> >
> >
> > > Sorry to do this to you guys.............again, but this seems to be
the
> > > only way I can get thru............again. I can receive from the
> >List,
> > > answer those messages - as I'm doing now - but I can't initiate a new
> > > message to the List, tho' I can to other individuals. It worked fine
> > > yesterday, and quit last night. Matronics doesn't seem too inclined
to
> > > answer their emails, so I'm stuck. Any ideas out there ?? I did
> >go
> >to
> > > the Kolb List subscription page, and ran a "find" on my address, and
I
> >AM
> > > listed there, correct address and all. So, now what ???
> > > Disgusted 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>
> > > To:
> > > Sent: Saturday, July 14, 2001 9:55 PM
> > > Subject: Re: Kolb-List: X-Country
> > >
> > >
> > > >
> > > > Wonderful pics, Will. Let me guess..............1st few are from
the
> > > > Monument Valley, Lake Powell areas, and the big
> > > mountain.............Shasta
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Engine thrust, Static that is. |
Before you jump, Julian, I'm going to go over to the big rental yard nearby,
and check with them, very soon. They may just have something, and renting
for a one time use would be much less expensive than buying a quality unit.
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Julian Warren" <jgw300(at)webolium.com>
Sent: Sunday, July 15, 2001 11:29 PM
Subject: Re: Kolb-List: Engine thrust, Static that is.
>
> I would very much like to know where I can buy such a scale.
>
> Julian Warren
> Eugene, Oregon
>
> Denny Rowe wrote:
> >
> >
> > Kolbers, this may interest some of you.
> > Friday, my old friend Earl and I worked on airplanes all day. We got my
> > Sport Parasol cleaned up and ready to fly and also fire up his Baby Ace
> > and Kawasaki 440 powered Sport Parasol.
> > A year or so ago I aquired a good electronic scale head and a 1000lb
> > rated strain gauge to use in measuring static thrust of
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Anyone out there familiar with Microsoft Front Page 2000 ?? Please
answer off List. Thanks. Big Lar. Do
not Archive.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 31 Msgs - 07/15/01 |
In a message dated 7/16/01 2:51:53 AM Eastern Daylight Time,
kolb-list-digest(at)matronics.com writes:
> Kolb-List: Barrow Flight
>
>
>
Congratulations John, Will, & Dave We all look up to you guys
achieving these flights. You all must be so proud ! John, enjoy the flight
home and make it a safe one.
Bob Griffin
Mk3-- Albany NY
________________________________________________________________________________
| From: | Scott Perkins <2scott(at)bellsouth.net> |
| Subject: | Wing Swap for FireFly |
Howdy-
I recently acquired brand new half built Firefly.
Since I am a little heavy 235 pounds and licensed pilot,
I am not so interested in staying 254 pounds legal.
What I want to do is fly slow and maximize climb performance
and short field capability.
The short 20 foot wing span of the Firefly bothers me as
I dont want a little clipped wing hot rod.
Instead I would want to put a 28 foot wing as used on the other
Kolbs on the Firefly. The extra weight will not matter
but the extra wing area will help a lot for the type of flying
I want to do. SLOW.
As the wings are not constructed yet or even started,
I'd rather start from scratch and build the type wings
I want. The rudder and and elevator surfaces have been
enlarged a little by the original builder for extra responsiveness.
This will help with larger wings.
I would appreciate any suggestions as to the best approach.
For instance, I dont know if the ribs are the same on the
Firefly and others. if so , I can just get more .
If not, I may have to get all new ones.
also, are the attachments and spacings the same between other
Kolb Models and the Firefly ? if not then perhaps I just
need to get the longer spar tubes as used on the other
models and extra ribs etc to build the Firefly wings longer.
Are the spar tube diameters the same between models ?
Thanks.
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
Hi all
All this talk about cross country got me going. I seemed like you all doing
all this cross country flying were having way too much fun! Anyway, the
weather around here, SE PA, this weekend was perfect, so I tried a little
myself. My wife is an artist, and there was an art show in State College PA
we were considering for sale of her art. So instead of driving up to check
it out, we flew. It was 95 air miles from Lancaster to University Park, and
took 1.5 hrs going up and 1.1 hrs coming back, winds were 15 mph. Driving
takes almost 3 hrs. I ran my 912 at 5300 rpm which gave me an indicated
air speed between 80 - 85 mph. It was a little bumpy over some of the
mountains but we had a blast. In fact we, my wife and I, had some much we
did some more on Sunday. We left around 3:30 pm and flew to Eastern shore
MD. Friends of ours have a place on the Sassafras river on the Chesapeake
bay side, so we flew around their place for awhile, then flew to Cecil
County for more fuel. I only have 10gal. on my MK III. Nice little airport
and real nice people. There were making burgers and invited us to stay. We
then flew up the Susquehanna river enjoying the sites and then decide to
land in my brother-in-laws hay field, but on the way there we passed
Smoketown airport and a fellow we new was just landing his Waco, sp?, a good
sized open cockpit biplane with a radial engine. He was giving rides to
some of his friends. I took him up in my MK III and he promised me a ride
in his sometime, that will be fun. We then did the hay field brother-in-law
thing for a short visit, and back to Lancaster right at sunset. Logged 6.5
hrs in the two days and I know that's not much compared to John and some
others on this list but I still had a blast.
Terry
www.juliaswartz.com
________________________________________________________________________________
| From: | cmcharles(at)webtv.net (Charles Barry Hudson) |
| Subject: | Re: Kolb-List Digest: 31 Msgs - 07/15/01 |
"2 Cycle Reliability". Beauford, enjoyed your commentary up until the
point you seemed to impune the integrity of GIN! Thats going too far!
.....................C.B.
C.B. Hudson
St. Petersburg, Fl. ---==X={}=X==---
________________________________________________________________________________
| From: | RWilton101(at)aol.com |
| Subject: | Re: Kolb-List Digest: 31 Msgs - 07/15/01 |
What fantastic pics! I've been lurking on the list for some time and I wanna
be back in the air!
Richard- looking for a plane-Wilton
________________________________________________________________________________
| From: | "Hans van Alphen" <HVA(at)bellsouth.net> |
| Subject: | Re: THRUST TESTER |
Lockwood Aviation Supply sells a THRUST TESTER up to 600 lbs. of thrust for
$155.95 (TT1-6 on page 128).
Hans van Alphen
Building Mark III Extra
BMW powered.
>From: Julian Warren <jgw300(at)webolium.com>
>Subject: Re: Kolb-List: Engine thrust, Static that is.
>
>
>I would very much like to know where I can buy such a scale.
>
>Julian Warren
>Eugene, Oregon
>
>Denny Rowe wrote:
>>
>> A year or so ago I aquired a good electronic scale head and a 1000lb
>> rated strain gauge to use in measuring static thrust of airplanes.
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
Hi, Will & Dave
Welcome home!!
Great pictures, we were with you all the way,
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.aircrafttechsupport.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: cross country |
I can't think of a better way to spend a weekend. Good on you.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Terry" <tswartz(at)hydrosoft.net>
Sent: Monday, July 16, 2001 5:16 AM
Subject: Kolb-List: cross country
>
> Hi all
>
> All this talk about cross country got me going. I seemed like you all
doing
> all this cross country flying were having way too much fun! Anyway, the
> weather around here, SE PA, this weekend was perfect, so I tried a little
> myself. My wife is an artist, and there was an art show in State College
PA
> we were considering for sale of her art. So instead of driving up to
check
> it out, we flew. It was 95 air miles from Lancaster to University Park,
and
> took 1.5 hrs going up and 1.1 hrs coming back, winds were 15 mph. Driving
> takes almost 3 hrs. I ran my 912 at 5300 rpm which gave me an indicated
> air speed between 80 - 85 mph. It was a little bumpy over some of the
> mountains but we had a blast. In fact we, my wife and I, had some much we
> did some more on Sunday. We left around 3:30 pm and flew to Eastern shore
> MD. Friends of ours have a place on the Sassafras river on the Chesapeake
> bay side, so we flew around their place for awhile, then flew to Cecil
> County for more fuel. I only have 10gal. on my MK III. Nice little
airport
> and real nice people. There were making burgers and invited us to stay.
We
> then flew up the Susquehanna river enjoying the sites and then decide to
> land in my brother-in-laws hay field, but on the way there we passed
> Smoketown airport and a fellow we new was just landing his Waco, sp?, a
good
> sized open cockpit biplane with a radial engine. He was giving rides to
> some of his friends. I took him up in my MK III and he promised me a ride
> in his sometime, that will be fun. We then did the hay field
brother-in-law
> thing for a short visit, and back to Lancaster right at sunset. Logged
6.5
> hrs in the two days and I know that's not much compared to John and some
> others on this list but I still had a blast.
>
> Terry
> www.juliaswartz.com
>
>
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Firefly for Sale |
Saw this aircraft at the EAA-Arlington fly-in last week:
95 Kolb Firefly
447, 47 hrs TT
color: Yellow w/green trim
$9500, obo
20' enclosed trailer available
contact Calvin Bugbee, (206) 386-4407
I saw this aircraft - it looks very professionally-built and in excellent
condition.
Dennis Kirby
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
I am getting my Original Firestar ready for the trip my wife and I are
taking to Oshkosh so I had a feeling I should replace the wheel bearings.
I bought a set of very nice bearings for $10 each. I had to sand down
the paint on the axel to get them to fit and I noticed one of the old wheel
barrow type bearings was frozen solid--it was spinning on the axel and
would have failed very soon. The bearings had been in the plane for
several years. Check those bearings and replace them with higher quality
sealed bearings.
My Hobbs meter has been running half time (30 minutes for every hour of
flight) since I changed the engine from a point to CDI ignition engine. I
had to buy a new Tiny tach that is compatible with CDI--Do I need a new
Hobbs meter that is also compatible? I have tried some other hook ups but
no difference.
Dale Seitzer
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
| Subject: | Re: Rotax 2-cycle reliability |
Sure did! There was a dirt strip behind the restaurant, so we landed for
lunch. Seamed to easy to get fuel, only problem was children running around
Will's plane while trying to start it.
Dave
-----Original Message-----
From: Larry Bourne <biglar(at)gogittum.com>
Date: Monday, July 16, 2001 12:57 AM
Subject: Re: Kolb-List: Rotax 2-cycle reliability
>
>Haaaarrrr ! ! ! I'll bet THAT turned some heads ! ! !
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.biglar.homestead.com/larry.html
>.
>----- Original Message -----
>From: <WillUribe(at)aol.com>
>To:
>Sent: Sunday, July 15, 2001 8:32 PM
>Subject: Re: Kolb-List: Rotax 2-cycle reliability
>
>
>>
>> And the best thing about using this kind of engines is not having to pay
>high
>> avgas prices.
>> Take a look.
>> http://home.elp.rr.com/airplane/P7120158.JPG
>>
>> In a message dated 7/14/01 11:45:27 PM Eastern Daylight Time,
>> ul15rhb(at)juno.com writes:
>>
>>
>> > Congratulations Will and Dave on your 4000+ mile trip! You guys have
>> > entered the history books on such a fantastic flight.
>> >
>> > For all the guys that have little faith in 2-cycle engines, this may
>> > change some attitudes. If you look at the places these guys flew over
>and
>> > in the heat, those Rotax's have really proven themselves.
>> >
>> > I'm very much impressed with you guys .......
>> >
>> > Ralph Burlingame
>> >
>>
>>
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Rotax 2-cycle reliability |
Will,
How long have you been using the Penzoil Synthetic oil? Is there
really any difference in marine and air cooled oil?
Ed Diebel
________________________________________________________________________________
| Subject: | Pennzoil synthetic oil |
| From: | ul15rhb(at)juno.com |
> Hi Beauford, I use Pennzoil Marine 100% synthetic outboard 20-cycle oil
and have
> not experienced fouled plugs. I'm no expert and the only reason I use
> it is because it come in a gallon bottle and is available at any
> Wal-Mart. Dave added the oil injection system to his engine before we
departed
> on our trip just so he didn't have to fuss with the mixing.
> Take a look
> http://home.elp.rr.com/airplane/P7020037.JPG
Thanks for mentioning that Dave, you've got me interested in that. How
much do you pay for a gallon of that stuff at Walmart? It's gotta be
cheaper than Klotz.
Ralph Burlingame
Original Firestar, w447
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
on 7-14-01, Bob Bean wrote:
< Kurious Kolbers, has anyone knowledge about the validity of the hexadyne
60 ? Heard it run? Seen it installed on a plane? Have they actually
sold any? ---and most important, is there one sitting on a Kolb ? BB,
mkIII, >
--
Bob, and others who may be interested in the Hexadyne engine -
I visited the Hexadyne booth at the EAA-Arlington show last week. They had
a demo engine set up on a stand, complete with prop and instruments, that
they ran daily. I spoke with the engineers, and heard the engine run.
Looks to be a promising engine, with its ultra-simple design and low parts
count. Sounds smooth and powerful for 60 hp. But they are not in
production yet, which surprised me. We've all been seeing the ads in Sport
Aviation and Kitplanes for nearly a year now, but the company still needs
more firm deposits before they begin producing and shipping engines. So
far, only 3 complete engines have been assembled by the factory. Stay
tuned, I guess.
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: Pennzoil synthetic oil |
I use 100:1 amsoil synthetic and don't see any plug fouling or nasty oil buildup
on the tail. Great stuff with easy to read graduations on the side of the bottle,
for however many gallons you are mixing. Will, what would the mixture ratio
be for the Pennz synthetic? Is it only for injected engines. Next time in
Wal-Mart I'll have to pick up a gallon and look.
>>> ul15rhb(at)juno.com 07/16/01 01:41PM >>>
> Hi Beauford, I use Pennzoil Marine 100% synthetic outboard 20-cycle oil
and have
> not experienced fouled plugs. I'm no expert and the only reason I use
> it is because it come in a gallon bottle and is available at any
> Wal-Mart. Dave added the oil injection system to his engine before we
departed
> on our trip just so he didn't have to fuss with the mixing.
> Take a look
> http://home.elp.rr.com/airplane/P7020037.JPG
Thanks for mentioning that Dave, you've got me interested in that. How
much do you pay for a gallon of that stuff at Walmart? It's gotta be
cheaper than Klotz.
Ralph Burlingame
Original Firestar, w447
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Rotax 2-cycle reliability |
Where was that ??
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: Monday, July 16, 2001 10:59 AM
Subject: Re: Kolb-List: Rotax 2-cycle reliability
>
> Sure did! There was a dirt strip behind the restaurant, so we landed for
> lunch. Seamed to easy to get fuel, only problem was children running
around
> Will's plane while trying to start it.
> Dave
> -----Original Message-----
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Jon Hauck report |
Just got off phone with John. He's taking a day or so off for much
needed rest at North Pole after the racing round trip to Barrow and
back. Said Miss P'fer and the 912 both worked flawlessly. The legs from
Dead Horse and Prudhoe Bay to Barrow were over desolate tundra, with
ocean ice touching the shore at many points--a bit nerve wracking. Not a
single person or habitation except for the Helmerick family where he
stopped for a visit. Had met Mrs. H on the internet previously. Then on
to Dead Horse and south to North Pole.
John plans to enter the states at Oroville WA and look up some friends
before turning east towards Oshkosh.
He especially wants to thank all who helped make this trip possible
through their donations, advice, good wishes, and prayers.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
This was posted on another email list earlier today...What did you folks in
Mass. do to these people??? (Kidding) Someone has a severe case of sand in
their shorts and evidently means to act on it. Probably need to find out
who the idiot is and give him/her/it a wide berth...
Ultralighting doesn't need many like this person to make a big stink...
Jeremy "Kinda shocked by that web page..." Casey
jrcasey(at)ldl.net
Copied from other email...
Every one on this list needs to take a look at this......
http://stopthenoise.org/noise.htm
These are the kind of people who can generate the most legitimate, senesible
sounding arguments to accomplish the removal of freedoms that we all
have.... guns, smokers, suv's......
Hey Alv.... you belong to this group???
Also, pay attention to the references about sport pilot that can be found in
the ALERTS section of their home page.... scary...!
Frank "WOOF!" Beagle
Challenger Dealer
Instructing in:
E007MG "AIRMALE" CII
Web page: geocities.com/frankbeagle
Kankakee, IL
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
| Subject: | Re: Pennzoil synthetic oil |
Will uses the synthetic, $19.95 a gallon at Wally World, I usually use the
Pennzoil premium outboard, $1.59 Quart at the PX. I'm no expert, but I'm
beginning to believe that running the engine above 1050 egt has more to do
with clean burning than the oil manufacture. One thing is for sure, these
2-strokes can be very reliable. We just put a collective 8,000 miles on our
503's without incident. I have noticed that 100 low lead burns with less
carbon buildup, but more spark plug deposits. I'm also beginning to believe
that what sells oil is not performance, but hype.
Just my 2 cents worth.
Dave.
-----Original Message-----
From: ul15rhb(at)juno.com <ul15rhb(at)juno.com>
Date: Monday, July 16, 2001 1:23 PM
Subject: Kolb-List: Pennzoil synthetic oil
>
>
>> Hi Beauford, I use Pennzoil Marine 100% synthetic outboard 20-cycle oil
>and have
>> not experienced fouled plugs. I'm no expert and the only reason I use
>> it is because it come in a gallon bottle and is available at any
>> Wal-Mart. Dave added the oil injection system to his engine before we
>departed
>> on our trip just so he didn't have to fuss with the mixing.
>> Take a look
>> http://home.elp.rr.com/airplane/P7020037.JPG
>
>Thanks for mentioning that Dave, you've got me interested in that. How
>much do you pay for a gallon of that stuff at Walmart? It's gotta be
>cheaper than Klotz.
>
>Ralph Burlingame
>Original Firestar, w447
>
>
________________________________________________________________________________
| From: | "Dave Rains" <rr(at)htg.net> |
| Subject: | Re: Rotax 2-cycle reliability |
About 60 miles west of Phoenix, on I-10 I think. Talked to a couple of
gents who put it in. Said they used to have a pretty good showing of UL's
and others for lunch. The waitress was evidently accustomed to seeing
aircraft in the parking lot. Noticed several other runways around truck
stops on the way home from there. Will have to pay more attention from now
on.
Dave
-----Original Message-----
From: Larry Bourne <biglar(at)gogittum.com>
Date: Monday, July 16, 2001 2:39 PM
Subject: Re: Kolb-List: Rotax 2-cycle reliability
>
>Where was that ??
>
>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>
>To:
>Sent: Monday, July 16, 2001 10:59 AM
>Subject: Re: Kolb-List: Rotax 2-cycle reliability
>
>
>>
>> Sure did! There was a dirt strip behind the restaurant, so we landed for
>> lunch. Seamed to easy to get fuel, only problem was children running
>around
>> Will's plane while trying to start it.
>> Dave
>> -----Original Message-----
>
>
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
Kolbers:
For anyone interested in the oil question, went rooting through my trash and
found an article from Experimenter magazine, April '94, written by a man
named C. Kudolis....
Here are some excerpts: (excuse the crappy typing)
... water cooled two cycle oils require higher levels of a heavy oil to
prevent piston and cylinder wall scuffing.. Because of their high average
piston temperature, lighter oils evaporate too quickly from the piston ring
contact area. The heavy base oil, which vaporizes at very high
temperatures, resists evaporation and remains in place to provide
lubrication to the piston and cylinder. Air cooled oil formulations have a
much lower level of the heavy base oil than water cooled engine oils...
these oils require only a small amount of heavy oil to provide protection
against piston scuffing and seizure at peak temperatures. Heavy levels of
heavy base oils in an oil formulated for air cooled engines can cause engine
deposits. These deposits form as a result of incomplete burning of the
heavy oil. The deposits can cause piston ring sticking and can eventually
plug or disrupt the flow of the exhaust system, resulting in power loss and
possible engine damage....
...(about additive packages).... On the other hand, the only way to protect
air cooled two cycle engines against piston ring sticking at their high peak
temperatures, is to include some detergent additives in the oil formulation.
Detergents provide high temperature deposit control not available from other
additives used in the oil. However, in the air cooled engine, any ash
deposits that could form from the detergents are dislodged by engine
vibration and exhausted from the engine...
(a lesson on ash)... ash is the non combustible residue of a lubrication
oil or fuel. Detergent additives contain metallic derivatives such as
calcium, magnesium sulfonates, and barium that are common sources of
ash.... but detergents are an important component of engine oil that can
help control varnish deposits, piston ring deposits and rust.... in some
cases detergents neutralize acids formed by the combustion process... Ash
deposits have a grayish color, wheras carbon deposits are normally black and
have a sooty appearance....carbon residue is formed from unburned and
partially burned fuel, and from burning of the crankcase lubricant.. water
from condensation of combustion products along with carbonresidue from fuel
contribute to piston deposits...
...oils formulated for outboard engines have large amount of antioxident and
dispersant additives, since these oils do not contain detergents...
outboard oils also contain a large amount of rust inhibitors, since an
outboardis in continuous contact with water...
...a manufacturer may claim multi-purpose applications (air and marine)...
although these oils have been tested in air cooled engines, and will
lubricate an air-cooled engine, an oil formulated specifically for air
cooled engine use may be the best choice for your (Rotax) engine...
.... just what oil does Rotax recommend for their two-cycle engines? Rotax
recommends an oil meeting API service classification TC... API TC is a
designation for high performance two cycle engines(typically 50 to 500 cc)
EXCLUDING (my caps) outboard engines...
... Rotax also recommends decarboning the engine after every 50 hours of
operation. This process is designed to remove excessive piston deposits and
check for stuck rings. Rotax allows up to 0.040 inches (forty thousandths)
of soot and carbon buildup on the piston crown before removal of the carbon
is required... Not only does Rotax recommend an API TC oil for the 447 and
503 air cooled engines, but also for the 532 and 582 engines run at internal
temperatures similar to the air cooled Rotax engines, as evidenced by their
use of the same spark plug....
... Special precautions should when switching oils, even between the same
brands. Because of the special formulation of air cooled engine oil, these
oils ARE GENERALLY NOT COMPATIBLE WITH WATER COOLED ENGINE OILS (again, my
caps). Caution should be exercised to ensure that these products are not
mixed together. Special precautions should be taken when changing from a
product designed primarily for water cooled engines to an air cooled
product, particularly in oil injection systems, where the undiluted oils
would be mixed together. It is recommended that the oil reservoir and lines
be drained when changing to another formulation. In applications where the
oil is premixed with the fuel, it is recommended the fuel tank(s) be drained
and the filters changed....
end of article...
Kinda hurts my fingers....
Guess I'll just stick with the air cooled stuff, Will... Ain't much, but
I'm all I got....
Beauford of Brandon
FF#076
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Kolb-List Digest: 31 Msgs - 07/15/01 message |
Lost my head for a moment, Charles.... have recovered....
----- Original Message -----
From: "Charles Barry Hudson" <cmcharles(at)webtv.net>
Sent: Monday, July 16, 2001 8:51 AM
Subject: Kolb-List: Re: Kolb-List Digest: 31 Msgs - 07/15/01 message of Sun,
Hudson)
>
> "2 Cycle Reliability". Beauford, enjoyed your commentary up until the
> point you seemed to impune the integrity of GIN! Thats going too far!
> .....................C.B.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)alltel.net> |
| Subject: | Re: Engine thrust, Static that is. |
----- Original Message -----
From: Julian Warren <jgw300(at)webolium.com>
Sent: Monday, July 16, 2001 2:29 AM
Subject: Re: Kolb-List: Engine thrust, Static that is.
> Julian,
I got mine from my place of employment, the scale head is an older model
that is being fazed out and we had 16 units that we replaced with newer
models, my boss gave me a scrap pass to get one out.
Its a real creampuff.
I'll let you know if I can get any more. The strain gauge will be the
problem, I know I got the last one of those, all the ones we have left are
models we still use.
Denny
> I would very much like to know where I can buy such a scale.
>
> Julian Warren
> Eugene, Oregon
>
> Denny Rowe wrote:
> >
> >
> > Kolbers, this may interest some of you.
> > Friday, my old friend Earl and I worked on airplanes all day. We got my
> > Sport Parasol cleaned up and ready to fly and also fire up his Baby Ace
> > and Kawasaki 440 powered Sport Parasol.
> > A year or so ago I aquired a good electronic scale head and a 1000lb
> > rated strain gauge to use in measuring static thrust of airplanes. We
> > finally had the chance to hook it up to the planes and and now we now
> > why his Parasol doesn't fly so good.
> > My plane has a 503 SC, SI, CDI, 2.58 B-box, 66-34 Ritz wood blade.
> > At 6200 RPMs my set up puts out 258lbs of thrust, at 5200 RPM it puts
> > out 160lbs.
> > Earls set up is as follows, Kawasaki 440, 35mm Mikuni single carb, 2.5
> > to 1, 4 v-belt drive from J-Bird, 60-30 Ritz wood blade,
> > At 6100-6200 Rpm "Hard to read the analog Tac" His setup puts out
> > 160lbs of thrust.
> > Case closed, I finally convinced him he needs more displacement under
> > his hood.
> > We had already put the Ace away so we did not hook it up to the scale,
> > but with a fresh Continental C-65, I bet it really puts out the thrust.
> > We also will be checking his C-75 powered J-3 at some time in the
> > future, as well as half the aircraft at McVille airport, that little
> > scale really generated some interest.
> > Anyway, now all you 503 operators with 66 inch dia props know for sure
> > why they climb so well, 258lbs is a lot of thrust.
> > Take Care,
> > Denny Rowe
> >
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Rotax 2-cycle reliability |
I started using it last year when I finished my FireStar. I'll use any oil
as long as it meets with Rotax specs. The only reason I use this one is
because it come in a gallon bottle and is available at any Wal-Mart.
Like I said I'm no expert and I couldn't tell you what the difference is.
Come to think of it I don't recall ever seeing an air cooled oil.
Regards,
Will
Stuck in Mexico City and it's raining :-(
In a message dated 7/16/01 3:14:33 PM Eastern Daylight Time, DAquaNut(at)aol.com
writes:
> Will,
> How long have you been using the Penzoil Synthetic oil? Is there
> really any difference in marine and air cooled oil?
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Pennzoil synthetic oil |
I couldn't tell you, the oil injection does it automatically.
In a message dated 7/16/01 4:12:48 PM Eastern Daylight Time,
BJMoore(at)c4farms.com writes:
> Will, what would the mixture ratio be for the Pennz synthetic?
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: READ THIS!!!! |
Sounds like a job for me but them people don't what to pay for a noise
measurement.
The funny thing is when I'm doing noise surveys everyone tells me how noisy
the plant is when it really is not. And the workers in noisy areas never
complain about the noise.
In a message dated 7/16/01 5:53:06 PM Eastern Daylight Time, jrcasey(at)ldl.net
writes:
> This was posted on another email list earlier today...What did you folks in
> Mass. do to these people??? (Kidding) Someone has a severe case of sand in
> their shorts and evidently means to act on it. Probably need to find out
> who the idiot is and give him/her/it a wide berth...
>
> Ultralighting doesn't need many like this person to make a big stink...
>
> Jeremy "Kinda shocked by that web page..." Casey
> jrcasey(at)ldl.net
>
>
> Copied from other email...
>
> Every one on this list needs to take a look at this......
>
> http://stopthenoise.org/noise.htm
>
> These are the kind of people who can generate the most legitimate, senesible
> sounding arguments to accomplish the removal of freedoms that we all
> have.... guns, smokers, suv's......
>
> Hey Alv.... you belong to this group???
>
> Also, pay attention to the references about sport pilot that can be found in
>
________________________________________________________________________________
| From: | "William Herren" <wmdherren(at)hotmail.com> |
| Subject: | Re: Pennzoil synthetic oil |
You got reliability for sure - but you don't mention that there were over
3.6 million oil changes (one per rev) on your trip. Good goin guys. Bill
>From: "Dave Rains" <rr(at)htg.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Pennzoil synthetic oil
>Date: Mon, 16 Jul 2001 16:39:42 -0600
>
>
>Will uses the synthetic, $19.95 a gallon at Wally World, I usually use the
>Pennzoil premium outboard, $1.59 Quart at the PX. I'm no expert, but I'm
>beginning to believe that running the engine above 1050 egt has more to do
>with clean burning than the oil manufacture. One thing is for sure, these
>2-strokes can be very reliable. We just put a collective 8,000 miles on
>our
>503's without incident. I have noticed that 100 low lead burns with less
>carbon buildup, but more spark plug deposits. I'm also beginning to
>believe
>that what sells oil is not performance, but hype.
>Just my 2 cents worth.
>Dave.
>-----Original Message-----
>From: ul15rhb(at)juno.com <ul15rhb(at)juno.com>
>To: kolb-list(at)matronics.com
>Date: Monday, July 16, 2001 1:23 PM
>Subject: Kolb-List: Pennzoil synthetic oil
>
>
> >
> >
> >> Hi Beauford, I use Pennzoil Marine 100% synthetic outboard 20-cycle oil
> >and have
> >> not experienced fouled plugs. I'm no expert and the only reason I use
> >> it is because it come in a gallon bottle and is available at any
> >> Wal-Mart. Dave added the oil injection system to his engine before we
> >departed
> >> on our trip just so he didn't have to fuss with the mixing.
> >> Take a look
> >> http://home.elp.rr.com/airplane/P7020037.JPG
> >
> >Thanks for mentioning that Dave, you've got me interested in that. How
> >much do you pay for a gallon of that stuff at Walmart? It's gotta be
> >cheaper than Klotz.
> >
> >Ralph Burlingame
> >Original Firestar, w447
> >
> >
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Pennzoil synthetic oil |
Agreed. Several of us locals use Phillips Injex exclusively, and have found
it to
be cleaner than Pennzoil, but only if you keep your temps above 1050.
On my annual this last year, I had one little spot of carbon at the end of one
exhaust manifold casting, and a similar finding on my buddy's 503 DCDI.
Aside from that, the rings and head, piston top were clean.
Pennzoil seems to leave a sooty residue on the tail feathers, and
Phillips Injex leaves an oilier residue, but both work reliably. No one in this
area (that I am aware of) has ever stuck an engine on Injex.
I think any oil makes mung if you run the engine too cool.
Richard Pike
MKIII N420P (420ldPoops)
Rotax 532, 66" Ivo 2-blade
>
>Will uses the synthetic, $19.95 a gallon at Wally World, I usually use the
>Pennzoil premium outboard, $1.59 Quart at the PX. I'm no expert, but I'm
>beginning to believe that running the engine above 1050 egt has more to do
>with clean burning than the oil manufacture.
>Dave.
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
I have done some research on the internet about 2-cycle oil for Rotax
engines.
Below is a web site that was very good in explaning the differences
between Pennzoil marine and air cooled oil.
http://store.yahoo.com/oilstore/penaircool2c.html
This is a web store for purchasing oil. Prices are good.
Wal Mart has only the 8 oz size of air cooled 2 cycle oil for $0.98.
The oil store price for 16 ounces is $0.79. There is a shipping charge
of $10.62. This brings the total price of 16 ounces to $1.19, compared
to Wal Mart 8 ounces for $0.98.
At the end of this web page there is an article on the different oil by
comparision. Pennzoil has another web page that shows pistons and
cylinder walls damaged by incorrect oils.
I don't know this site but have a printed article which I am willing to
mail to someone for making it avaivable to the list.
Another site that has a good article is
http://ultralighthomepage.com/OIL/oil.html
Jimmy
Firefly #35, 447 Rotax
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: Pennzoil synthetic oil |
Richard Pike wrote:
"No one in this area (that I am aware of) has ever stuck an engine on Injex. I
think any oil makes mung if you run the engine too cool."
I may not be in your area, but would like to comment about Injex. I used to snowmobile
before I traded that sport it on flying. I had been using Injex for about
a year. I was snowmobiling in Yellowstone and my 650 Polaris lost a crank
bearing. It only had 1500 miles on it. What a pain that tow was (about 25 miles
back to West Yellowstone). After the rebuild I went back to the Polaris oil.
When I got my first plane (used) the previous owner was using Injex because it
was most available at the 66 station in our small town in Utah. So, even with
the experience in Yellowstone, I decided to stay with Injex. My plane had a 503
on it then. On the very first flight, the engine quit on takeoff. Got down O.K.,
but what an experience for a new ULie. Broke the engine down when back at
the hangar to find a broken ring.
Now am I telling you not to use Injex? No. In both instances, these were very
cold days. There may have been other factors that contributed to the engine failures.
I have found Amsoil to be the best oil I have ever used. Synthetics provide
better lubrication. You can also run at higher temperatures and increase
your horsepower by doing so. I still have snowmobiling in my blood, and attend
races. I have found, without exception, that these guys all run synthetic oils
(klotz, blue max, amsoil). Danny Day, who is one of the best rotax repairmen
in the country, also has a synthetic formulation that he recommends. There must
be a reason! The reasons are, superior lubrication, performance, and longevity.
Oils have come a long way in the last 10 years. The petroleum based oils are the
"old" way. Nothing wrong with the old way. Injex is the old way. There is just
a better way of doing it now. Synthetic oils will cost more, but so does an
engine rebuild, which will happen much more often if you are using a lubricant
that does, say 60% of the job that the new oils do.
Off the soap box.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> Oils have come a long way in the last 10 years. The petroleum based
> oils are the "old" way. Nothing wrong with the old way. Injex is the
> old way. There is just a better way of doing it now. Synthetic oils
> will cost more, but so does an engine rebuild, which will happen
> much more often if you are using a lubricant that does, say 60% of
> the job that the new oils do.
>
> Off the soap box.
>
>
> B.J. Moore, P.E.
> Circle Four Farms Development Engineer
> "The Flyin Moose" - Maxair Drifter
> Milford, Utah
Thank you Mr. Moore!
I have been trying to preach this to my flying buddies for the past 3
years and maybe now they will begin to listen. Synthetic oils are the way
to go for a 2-cycle engine.
Ralph Burlingame
Original Firestar, w/447 raised on Klotz KL-216
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: READ THIS!!!! |
Got a feeling this is going to make me "Unpopular Lar",
but..................
I read thru parts of that website, and thought about
it.........................and it IS scary................BUT..........! ! !
Things like this don't bode well for our sport, and I'm one of those who
feels contempt for someone who buys property at the end of a runway, and
then complains about the noise. This time tho', it kinda sounds to me like
there's 2 sides to the story. The complainer makes the point that the
aerobatics guys started using the area fairly recently, and he's tried
talking to them, with no joy. Some one flying over a house should cause no
comment, but having a steady procession of aerobatic planes roaring overhead
all day would certainly be a different story.......especially, as he says,
in a quiet rural setting. At first it would be fun to watch, but I'm very
sure I wouldn't like it on a long term basis. This time, it might well be
to the pilots' benefit to do a little compromising. If the practice area is
not the same as the competitive area, maybe they could find a more private
practice area. This isn't a federally funded airport they're fighting over,
and this time the bitchers will likely win.............and in my eyes, that
could quite possibly set a dangerous precedent. If they win this one, and
well they might, others could point to it to strengthen their own squawking.
Very definite food for thought. Unpopular Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Sent: Monday, July 16, 2001 2:44 PM
Subject: Kolb-List: READ THIS!!!!
>
> This was posted on another email list earlier today...What did you folks
in
> Mass. do to these people??? (Kidding) Someone has a severe case of sand
in
> their shorts and evidently means to act on it. Probably need to find out
> who the idiot is and give him/her/it a wide berth...
>
> Ultralighting doesn't need many like this person to make a big stink...
>
> Jeremy "Kinda shocked by that web page..." Casey
> jrcasey(at)ldl.net
>
>
> Copied from other email...
>
> Every one on this list needs to take a look at this......
>
> http://stopthenoise.org/noise.htm
>
> These are the kind of people who can generate the most legitimate,
senesible
> sounding arguments to accomplish the removal of freedoms that we all
> have.... guns, smokers, suv's......
>
> Hey Alv.... you belong to this group???
>
> Also, pay attention to the references about sport pilot that can be found
in
> the ALERTS section of their home page.... scary...!
>
>
> Frank "WOOF!" Beagle
> Challenger Dealer
> Instructing in:
> E007MG "AIRMALE" CII
> Web page: geocities.com/frankbeagle
> Kankakee, IL
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
A friend with a 912S ( dual carb ) wants to install a manifold pressure
gauge. Where should he tap into what to hook it up ??
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| Subject: | Re: Jon Hauck report |
Bob, Jim, or whoever else may talk to John: Glad to hear that he's going to
OSK. Please tell him that Bill and Dan will be there late Fri & Sat & Sun.
We're coming up there just to take him out to eat (the man won't turn down a
free meal!). If he needs us to bring anything from home, let me know.
Congratulations to all our Kolb cross-country flyers. Glad everyone made it
back ok.
Bill Griffin
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: synthetic oils |
Ralph,
Could you give us a rundown on your klotz only 447? Such as hours
decarbonizing, operating
temps,& maint. I dont even have my engine yet but I do want to make the
right choice of oil from the get go. I had a UL in the mid 80's W/ kawasaki
440. I used all types of TCW-2 oil & used what ever was handy at the time.
Never had a problem in 115 hrs that I owned it. Guess thats not that many
hours but I knew of other guys having siezures on there cuyunas w/ MUCH less
hours.
Ed Diebel
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: synthetic oils |
Ed Deibel Wrote:
"I dont even have my engine yet but I do want to make the right choice of oil from
the get go."
One thing we haven't discussed on this thread is the "get go" or how to start using
synthetic oil. It is a good idea to start out a new or rebuilt engine with
the pennz air-cooled oil for say 20 gallons before you switch to the synthetic.
Run the mix a little heavy on the oil side, say 40:1 and jet a little rich
also. This is a good idea for any break in, regardless of what oil you will ultimately
use. This will seat the rings. The engine won't run real great during
this period either.
Some swear by the Rotax break in procedure, some don't. I don't have an opinion
either way, but I try to emulate the break in procedure for snowmobiles as this
is my background. I just fly it in the pattern and adjust engine RPM settings
about every minute during the flight. This is a less destructive form of break
in. The static loads are tough on the new engine when the plane is tied down
by a rope.
If you simply start out with synthetic oil, you'll never get the rings to seat
and you will struggle with piston blow-by and have a loss of performance. After
the switch to synthetic, you will end up doing a leaning jet change because
your engine will lose about 100 degrees after you switch. Also change the plugs.
Son't worry about the carbon or ash buildup, as it will clean itself up when
set up with the right mixture or with synthetic. The people at Amsoil say not
to worry about mixing synthetic with the petroleum oils. Just run the last tank
down to 1/4 full or lower, and then put in the gas mixed with the synthetic
oil. Or, if you are running injection, empty out the reservoir and add the synthetic
oil.
Hope this helps Ed!
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: READ THIS!!!! |
Hey Unpop U LAR who wrote....this time tho', it kinda sounds to me like
there's 2 sides to the story."
I agree. I had some complaints one morning when flying close to town. My home is
right on the outskirts and I was buzzing my wife and dog in the back yard. My
neighbor called and asked me not to come that close as he works nights and sleeps
till noon. I've got a whole valley to fly in and don't have to wake or annoy
anybody. I still buzz my home, but not before noon- and then, only a single
pass. I get annoyed a bit myself by the crop dusters that come through here
twice a year. That big 9 cyl rotary with no more than a 6-inch long cut off pipe
for exhaust start dusting at 5am becomes my morning alarm, whether I'm going
flying or not, and you can hear em all over the valley. We need to realize
that others are not as enthusiastic about our sport as we are. The aerobatic guys
should find a way to take it to a more remote area. There are more than a
few airparks and fields that have already been shut down due to noise and secondary
development AFTER the strip was built. If you start an airpark, you need
a pre-development agreement with the county to the right of enjoyment of the
activity before you build it, or you are setting yourself up for a nuisance lawsuit.
"We have searched long and far to find the enemy....and....It is us!" - Anonymous.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
After the switch to synthetic, you will end up doing a leaning jet change
because your engine will lose about 100 degrees after you switch. Also
change the plugs. Son't worry about the carbon or ash buildup, as it will
clean itself up when set up with the right mixture or with synthetic. The
people at Amsoil say not to worry about mixing synthetic with the petroleum
oils. Just run the last tank down to 1/4 full or lower, and then put in the
gas mixed with the synthetic oil. Or, if you are running injection, empty
out the reservoir and add the synthetic oil.
Hope this helps Ed!
[] ---I agree--I have seen the temp changes and the cleaner engine parts
on a used engine switch to Amsoil. The key is to have accurate egt's and
run the engine hot enough to burn off the excess lubricant [] --I have
the egts probs installed in the correct spot and I see 1000 degrees on
takeoff, 1100 on cruise and 1200 on descents. I do adjust the needle one
slot in winter and summer.
Dale Seitzer 447
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Dale Seitzer 447 wrote: > I see 1000 degrees on takeoff, 1100 on cruise and 1200
on descents. I do adjust the needle one slot in winter and summer.<
Wow, this is unusual. The typical setup is opposite of this and I believe (read
believe, not know) it is more important to be at around 1200-1250 under full
throttle and see things cool off a tad when you get into cruise and descent. This
means you have your needle and jet needle setup a little leaner than the burn
at full throttle. Ideally, from 3/4 throttle up you would operate between
1150-1250. You could stand to lean out the main jet a size and may also have to
also richen the needle by lifting it up a notch. 1250 is actually the sweet
spot for the highest temp, full throttle. Then at cruise if you get it between
1150 and 1200, you are set up purrrfectly. But then again, if it ain't broke,
don't fix it. This is just unusual in my experience.
Now, for you guys thinking these temps are a little hot, Amsoil and other synthetics
handle these temps just fine. The racing sledders will set their redline
temps and engine cutouts at around 1275. I have been running at 1200 for 60 hours
since switching to Amsoil and it has never run better.
Another couple of things that havent' been mentioned is using synthetic oil for
the RV shaft area and the gearbox. Also, fuel consumption is lower with synthetics!
I run Ams 75-90W in the gearbox. I can't remember where I saw it, but
somebody put temp sensors on the case of the gearbox case with regular petroleum
lube versus synthetic and noticed that the gearboxes run much cooler on synthetic.
The statement I remember is that if you use synthetic oil in the gearbox,
it should never wear out. Again, the sledding equivalent to our gearbox is
their chaincase, which the racers also use synthetic oil in. 2-cycle oil in
the RV area is not a good application for straight lubrication. This would be
like using 2-cycle oil for motor oil in your car or motorcycle crankcase. Use
of Ams series 2000 20W-50 oil (or even castrol for that matter) in the RV area
is a much better lubricant for for this application.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
The first #s by Dale are right where I'd want them. At full throttle,
you
want the mixture to be richer, thus helping cool the engine down from the
increased load.
I'd be pretty scared at running 1250 on the EGTs, personally. On descent,
when the engine is unloaded, you'll see the highest EGTs, and I try to keep
them below 1175. I've always been told that 1150 is the right temps for the
best mixture.
I run Amsoil also. 503DCDI.
JMHO,
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
> Dale Seitzer 447 wrote: > I see 1000 degrees on takeoff, 1100 on
> cruise and 1200 on descents. I do adjust the needle one slot in
> winter and summer.<
>
> Wow, this is unusual. The typical setup is opposite of this and I
> believe (read believe, not know) it is more important to be at
> around 1200-1250 under full throttle and see things cool off a
> tad when you get into cruise and descent. This means you have
> your needle and jet needle setup a little leaner than the burn at
> full throttle. Ideally, from 3/4 throttle up you would operate
> between 1150-1250. You could stand to lean out the main jet a
> size and may also have to also richen the needle by lifting it up
> a notch. 1250 is actually the sweet spot for the highest temp,
> full throttle. Then at cruise if you get it between 1150 and
> 1200, you are set up purrrfectly. But then again, if it ain't
> broke, don't fix it. This is just unusual in my experience.
>
> Now, for you guys thinking these temps are a little hot, Amsoil
> and other synthetics handle these temps just fine. The racing
> sledders will set their redline temps and engine cutouts at
> around 1275. I have been running at 1200 for 60 hours since
> switching to Amsoil and it has never run better.
>
> Another couple of things that havent' been mentioned is using
> synthetic oil for the RV shaft area and the gearbox. Also, fuel
> consumption is lower with synthetics! I run Ams 75-90W in the
> gearbox. I can't remember where I saw it, but somebody put temp
> sensors on the case of the gearbox case with regular petroleum
> lube versus synthetic and noticed that the gearboxes run much
> cooler on synthetic. The statement I remember is that if you use
> synthetic oil in the gearbox, it should never wear out. Again,
> the sledding equivalent to our gearbox is their chaincase, which
> the racers also use synthetic oil in. 2-cycle oil in the RV area
> is not a good application for straight lubrication. This would be
> like using 2-cycle oil for motor oil in your car or motorcycle
> crankcase. Use of Ams series 2000 20W-50 oil (or even castrol for
> that matter) in the RV area is a much better lubricant for for
> this application.
>
> B.J. Moore, P.E.
> Circle Four Farms Development Engineer
> "The Flyin Moose" - Maxair Drifter
> Milford, Utah
>
>
________________________________________________________________________________
| Subject: | Re: Barrow Flight |
Pilar & Merle
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Group,
I just checked with the previous owner of my engine and it was broken in
on Klotz synthetic oil. No mineral oil was ever used. I have never seen
any problem in the 200 hours I've been running it on Klotz and the
compression is normal. I see 1200F-1250F under full power in a climb and
1050F-1100F during cruise at 5100 RPM.
I wrote Beauford yesterday and talked with him about the "danger zone" in
the Rotax engine. This is an area between 4500-4900 RPM when the prop is
unloaded. This is the area where crossover occurs between midrange and
full power and the mixture is the leanest. If the engine is unloaded for
a sustained period of time in cold conditions (to make a leaner mixture),
it could "mini-seize" where the RPM's drop off and is on the edge of a
full-blown seizure. Most of us will see the EGT's rise significantly in
this area (unloaded prop), but usually will pass through it either by
increasing or decreasing the throttle. I will always reduce the throttle
in this area when the prop is unloaded.
I did not know any of this information when I started flying, and I now
make it a point to let others know about it. I cannot help but think a
few unexplained accidents were caused by this condition. A typical
situation would be spiraling down over a friends house to lose altitude
and not paying attention to the rising EGT's in the "danger zone". When
the engine RPM's drop and panic sets in, it's a setup for an accident.
Another very typical situation is on climbout and the throttle is QUICKLY
reduced into the "danger zone". The engine, for a short period of time,
is still running wide open (sucking lots of air) at reduced throttle and
possibly with an unloaded prop in a lean condition.
Always, make slow movements on the throttle to give the engine time to
catch up.
Ralph Burlingame
Original Firestar, w447 (all-synthetic engine)
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: READ THIS!!!! |
Aw shucks...............and here I thought it was Pogo.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
> >
> "We have searched long and far to find the enemy....and....It is us!" -
Anonymous.
>
> B.J. Moore, P.E.
> Circle Four Farms Development Engineer
> "The Flyin Moose" - Maxair Drifter
> Milford, Utah
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Rotax 2-cycle reliability |
>
>
>Come to think of it I don't recall ever seeing an air cooled oil.
You probably don't have this down in Mexico City but up in Canada we buy
Snowmobile oil for our air cooled engines and outboard oil for the water
cooled.
________________________________________________________________________________
| From: | hawk36(at)mindspring.com |
Hi Gang:
The Barrow Flight has now changed to the Oshkosh Flight. Actually, last year we
were advertising the flight as"The Flight to Oshkosh, Via Barrow, Alaska."
My flight has been a tremendous success for me personally and also for the Kolb
aircraft that I fly. We have demonstrated we have what it takes to fly the remotest,
hostel terrain in the World. My little Mark III has the guts to take
me places that most only dream of. I am a very grateful man for having the opportunity
to represent all of you in demonstrating to the rest of the aviation
world that we ultralighters have what it takes to get the job done no matter
where it is. The airplane and the engine have performed flawlessly.
I took an extra day here in North Pole, Alaska, to recoup and get ready for the
flight south. I will fly to Whitehorse, YT, then either the Stewart-Cassiar
Highway or Alaska Highway to eventually end up in Prince George, BC, and back
into the US at Oroville, Washington, sometime this weekend. An overnight stop
with a Special Forces friend in Twisp, WA, then to Whitefish, Montana, to visit
friends and deliver a special email I have had in my possession (in my zip
lock bag with my aircraft papers) since last year. From Whitefish, MT, to Yellowstone
NP. Now, if I dip south before Yellowstone, I can pick up Nevada, Utah,
Colorado, and the rest of the States required to say that Miss P'fer has carried
me to every State in CONUS plus Alaska. All 49 of them. Also 5 or 6 of
the Canadian Provinces and Mexico. All that coverage was flown in two or three
flights in 1994 (maybe some in 1993) and 2001.
I have had no mechanical problems with the aircraft or engine except a few loose
radiator hoses which took a few minutes and a screw driver to adjust for correction
of the problem.
The carb heat system is working. I taped half of the radiator to keep cyl head
and oil temps up to at least 180F and 190F. The 912S has not skipped a beat
since day one, hour one.
My 12 year old King KX99 VHF has performed on the same standards as "real airplane"
radios. On the way south from Dead Horse last Sunday night I was receiving
clearly from stations more than 100 miles. I have had no problem transmitting
25 to 50 miles in Alaska and Canada. On my approach into Olive Branch, Mississippi,
on the first day of this flight, a young CFI or student made the comment
on UNICOM that my radio was the most terrible he had ever heard. Have
had no complaints from anyone else the last 17 days. :-)
I am continually grateful for your support of my flight. With your help it has
been a much more enjoyable adventure. I am doing my best to represent all Kolb
builders, pilots, and "hopeful" builders/pilots. Because we had a DNF last
year has no influence on our ability to complete the flight this year. My Kolb
Mark III has carried me to the top of the World. I am extremely proud of her.
The Hauck Brothers can build, modify, design, and update airplanes that get
the job done. Thanks Brother Jim for your expertise and help.
I called Homer Kolb today to tell him Miss P'fer and I got to Barrow, but he was
in the hanger working on his 1985 Oshkosh Grand Champion Ultralight, the factory
Firestar. Clara Kolb said she would relay my msg to him as soon as we hung
up. Homer and Clara will not be a Oshkosh this year, I am sad to announce.
I better get my gear in order for tomorrows departure.
Take care and I hope to see many of you at Oshkosh. I should arrive there on the
first one, two or three days of the show, weather permitting.
john h
PS: Congratulations to Will and Dave on the successful completion of their flight.
That was quite an accomplishment. Also congratulations to anyone else who
completed a cross country no matter how long or short it was. All cross countries
are made up of short legs. In my case anyhow. The length of each leg
is governed by a place to land to empty my bladder. This flight has seen many
short legs with a grimace on my face until I could get my old body out of the
aircraft. :-)
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Yahooooo ! ! ! ................GoGittum.com is finally on line. For a
1st effort, I'm going to try sending a picture I modified - with a lot
of assistance from patient friends helping with Front Page. A couple
of weeks ago, I sent the pic of the little pins being held in the
soldering iron by drilling a hole in the tip of the iron. The bigger 9
& 12 pin connectors have some special requirements of their own, and
I've never seen an instruction book. Soooo...............you gotta get
in there and start fooling with them, and by the time you start making
good connectors, you're about done with the project. Kinda sad, so
here's my effort to help someone else have an easier go of it. Take a
look at the picture - modified by enormous effort & creative language,
at
http://www.gogittum.com/img/soldering.jpg
Boy, I hope this works, after all this ! ! ! I'll be real interested
in your reactions to this effort. Is anyone interested in more of this
kind of thing in the future ?? In the (hopefully) near
future, the gogittum homepage will have a link to connect to my existing
Homestead website. What an education ! ! ! Relieved
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | Julian Warren <jgw300(at)webolium.com> |
| Subject: | Re: Engine thrust, Static that is. |
Thank you for following up so quickly! I will appreciate anything you
can do, but if you are unable to get one, then I would like to know
where I might be able to buy one. I have been looking for a strain
gauge without success, although I have been informed they exist, I just
can't find one.
Julian Warren
Eugene, Oregon
Denny Rowe wrote:
>
>
> ----- Original Message -----
> From: Julian Warren <jgw300(at)webolium.com>
> To:
> Sent: Monday, July 16, 2001 2:29 AM
> Subject: Re: Kolb-List: Engine thrust, Static that is.
>
> > Julian,
> I got mine from my place of employment, the scale head is an older model
> that is being fazed out and we had 16 units that we replaced with newer
> models, my boss gave me a scrap pass to get one out.
> Its a real creampuff.
> I'll let you know if I can get any more. The strain gauge will be the
> problem, I know I got the last one of those, all the ones we have left are
> models we still use.
> Denny
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
I totally disagree. You want the engine running a little cooler at full
throttle,
and a little warmer at cruise. The cooler temps at full throttle enhance
reliability. The hotter temps at cruise keep the formation of ring mung and
carbon at a minimum, and improve fuel consumption.
Setzer's temps are about ideal for safe operation.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Dale Seitzer 447 wrote: > I see 1000 degrees on takeoff, 1100 on cruise and
>1200 on descents. I do adjust the needle one slot in winter and summer.<
>
>Wow, this is unusual. The typical setup is opposite of this and I believe
>(read believe, not know) it is more important to be at around 1200-1250
>under full throttle and see things cool off a tad when you get into cruise
>and descent. This means you have your needle and jet needle setup a little
>leaner than the burn at full throttle. Ideally, from 3/4 throttle up you
>would operate between 1150-1250. You could stand to lean out the main jet a
>size and may also have to also richen the needle by lifting it up a notch.
>1250 is actually the sweet spot for the highest temp, full throttle. Then at
>cruise if you get it between 1150 and 1200, you are set up purrrfectly. But
>then again, if it ain't broke, don't fix it. This is just unusual in my
>experience.
>B.J. Moore, P.E.
>Circle Four Farms Development Engineer
>"The Flyin Moose" - Maxair Drifter
>Milford, Utah
>
>
________________________________________________________________________________
| From: | "Jim Gerken" <gerken(at)us.ibm.com> |
07/18/2001 07:24:48 AM
BJ writes:
>One thing we haven't discussed on this thread is the "get go" or how to
start using synthetic oil. It is a good idea to >start out a new or rebuilt
engine with the pennz air-cooled oil for say 20 gallons before you switch
to the synthetic. Run >the mix a little heavy on the oil side, say 40:1 and
jet a little rich also. This is a good idea for any break in, >regardless
of what oil you will ultimately use. This will seat the rings. The engine
won't run real great during this >period either.
>
>Some swear by the Rotax break in procedure, some don't. I don't have an
opinion either way, but I try to emulate the break >in procedure for
snowmobiles as this is my background. I just fly it in the pattern and
adjust engine RPM settings about >every minute during the flight. This is a
less destructive form of break in. The static loads are tough on the new
engine >when the plane is tied down by a rope.
>
>If you simply start out with synthetic oil, you'll never get the rings to
seat and you will struggle with piston blow-by >and have a loss of
performance. After the switch to synthetic, you will end up doing a leaning
jet change because your >engine will lose about 100 degrees after you
switch. Also change the plugs. Son't worry about the carbon or ash buildup,
as >it will clean itself up when set up with the right mixture or with
synthetic. The people at Amsoil say not to worry about >mixing synthetic
with the petroleum oils. Just run the last tank down to 1/4 full or lower,
and then put in the gas mixed >with the synthetic oil. Or, if you are
running injection, empty out the reservoir and add the synthetic oil.
>
>Hope this helps Ed!
>
>
>B.J. Moore, P.E.
>Circle Four Farms Development Engineer
>"The Flyin Moose" - Maxair Drifter
>Milford, Utah
I would ammend one change to this great advise from BJ. In my experience,
the 582 takes more than 10 hours to break in to full-performance (13 hours
on mine, other friends claim 10 was noticeable). This is shown by
full-power RPM. When the engine is initially setup with adjustable pitch
prop, for a reasonable static WOT, it begins wearing and seating the rings
and every hour you operate it it will gain power as it runs in, rings seat,
etc. This causes you to need to adjust the prop pitch to keep the WOT
where you want it. When it stabilizes, your engine is "broken in", in my
opinion. 13 hours X 4.5 gallons per hour average consumption = 58 gallons
of fuel.
Jim
________________________________________________________________________________
| From: | John Richmond <twoschmoops(at)yahoo.com> |
| Subject: | Re: repair facility |
Dave,
I just flew down to Lockwood Aviation in Sebring Fl., not sure where
you are, but was 154 miles from me. They are good workers, and very
knowledgeable. Phil Lockwood has 18 years in that business and really
easy to work with. Although a complete rebuild sounds like a lot to
us, to them it is routine. If you were in the mood to fly down there
they can slip you in their big hangar and do it all in one day. Or, I
guess two days with travel. I just got a top end job, and did the
piston run-in work there in the air around them before I left. I
helped Shane while he was going between jobs (since they didn't plan on
more than 2 hours for me) so got a lot of hands on work myself. My pal
they call the "G-man" works there, and he can help drive you to the
motel nearby if you stay there ($75/night for Lockwood customers, 2
nights for $99).
Other u/l guys just pull the engine from the plane and drive it there
in their trunk. That will also only take a day. The service shop time
costs $65 / hour. Call them at 863-655-5100 to talk to Phil or the
girls and schedule shop time.
Write or call me for more talk. 386-937-0541
=====
John & Lynn Richmond :-)
Palm Coast, Fl.
Mk3 269LJ, 582, 28 hrs
958 miles, longest=171
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Va-Moose wrote:
Flyin Moose responds:
I'm not trying to infringe on Lar's copywrited moniker. I'm just a fan of Bullwinkle (and Kolbs). We share the same initials (BJM) and you only have to change one letter in my last name to make me a Moose! I grew up on the antlered one, and had an affinity for Jay Ward's humor. Was I in 7th heaven when The Adventures of Rocky and Bullwinkle (the movie) came out? Well...YA! The tail on my ultralight trainer is A00BJM. The 00 is Bulwinkles football jersey number at Wassomatta U! I just bearly got finished having Bullwinkle's picture painted on my plane last week. He has wings too! Pics of the Flyin Moose (without Bullwinkle's picture on it) can be seen by clicking on BJ's Drifter at http://groups.yahoo.com/group/FLY-UL/files/
The similarities between the great Moosekowski and myself end there. He is much
better looking and more intelligent than I ever hope to be.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
I am starting to research radios for my FireStar. I had pretty well
settled on the Delcom 960. I know Icom is a good radio but since this
plane is an open cockpit and I don't like LCD displays in the bright sun
light, I kind of ruled it out. I had an Icom on my boat and I still
have my Icom marine hand held. The hand held has a LCD display and
after exposure to sun light for a period of time, it turned black and
stayed that way. Well I kind of got off track. I e-mailed Delcom and
asked for a recommendation on a complete package, radio, panel mount,
external antenna, and head set. This was on July 7th. NO response. I
e-mailed them again on July 13th. NO response. I called them on the
phone today and was told that they were not checking their e-mail. They
said that they were out of the 960 and didn't know when they would get
them. I called Aircraft Spruce and they said they did not have any
Delcom products and didn't know if they would handle them again. I
called California Power and told them what I had been through and after
a little chuckle, the said Delcom was out of business. I still would
like to get a package radio that could be mounted in the panel as the
960 could and use an external antenna with external power and have a
good head set. I also would like to stay away from LCD displays. I do
not need an inter-com. I do not care if it has VOR or not. Any
suggestions?
Ron Payne
Gilbertsville, Ky.
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
Beginning to look like Icom is the only game in town. I don't like
LCD's in bright sun light but I may be old fashioned. Could anyone give
me the pro's and con's of the IC-A23 Vs the IC-A22. The 23 is only
about $40.00 more than the 22. I have heard some rumors that the 23 is
having a few problems. Any one know anything about this? If I go with
just a com unit, the A-5 has been recommended as the way to go by Larry
Davis so I guess that would be my choice unless I go with a nav-com.
Then it is between the 22 and 23.
Ron Payne
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Ron Payne wrote: < If I go withjust a com unit, the A-5 has been recommended as
the way to go by Larry Davis so I guess that would be my choice unless I go with
a nav-com. Then it is between the 22 and 23>
I'll second Larry. I'm an A5er. I was finally glad when I decided on the radio
and finally got out of the shopping mode. There are a lot of choices. The A5 is
very small and easy to mount in a vertical orientation somewhere around the
instrument panel to avoid glare using $20.00 brackets I bought off ebay. I have
both the GPS and the A5 mounted this way and have no problem with the LCD display.
With the 5W output you can't go wrong. If you shop it as thouroughly as
I have and talk to some who own the NAVCOMS, I think you will find like I have
that the NAV part was a waste of about $200. Most have never used it. Opinions
were that it is just not needed with our type of flying and GPS being what
it is today.
>>> ronormar(at)apex.net 07/18/01 01:19PM >>>
Beginning to look like Icom is the only game in town. I don't like
LCD's in bright sun light but I may be old fashioned. Could anyone give
me the pro's and con's of the IC-A23 Vs the IC-A22. The 23 is only
about $40.00 more than the 22. I have heard some rumors that the 23 is
having a few problems. Any one know anything about this?
Ron Payne
________________________________________________________________________________
In a message dated 7/18/01 11:34:12 AM Eastern Daylight Time,
ronormar(at)apex.net writes:
> . I had pretty well
> settled on the Delcom 960. I know Icom is a good radio but since this
> plane is an open cockpit and I don't like LCD displays in the bright sun
> light, I kind of ruled it out. I had an Icom ....
I had a Delcom 960; not such a great radio & very hard to change frequency
while in-flight [hard to change the little switches]. Also, I too think they
are out of business.
I don't know about panel mounting, but you can get a little Icom A-5 for
around $316; we measured the output power of mine against a similar Yaesu, a
Delcom, & a Sporty's and mine was the highest. It's been in the 90's &
bright here & haven't had any problem reading the LCD display. The A-5 is
also easy to change frequency, volume, & squelch in flight.
Shack
FS I
SC
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
Kolbers:
I second the A5 vote... Mine is clear as a bell, even on the rubber whatever
antenna... I strap it to my gnarled knee with an old belt... gets out fine
and I hear calls from all over central Florida... The Nickel Hydride battery
technology is solid... no memory... charge top-offs are no problem...
displays and functions are good to go, even in bright sunlight... takes tiny
oriental fingers to push those itty bitty buttons, though...
Paid $270 for mine from Tropic Areo at their SnF booth...
my advice is worth what you paid for it...
Beauford of the fat digits
FF#076
----- Original Message -----
From: "BJ Moore" <BJMoore(at)c4farms.com>
Sent: Wednesday, July 18, 2001 5:16 PM
Subject: Re: Kolb-List: A22 vs A23
>
> Ron Payne wrote: < If I go withjust a com unit, the A-5 has been
recommended as the way to go by Larry Davis so I guess that would be my
choice unless I go with a nav-com. Then it is between the 22 and 23>
>
> I'll second Larry. I'm an A5er. I was finally glad when I decided on the
radio and finally got out of the
________________________________________________________________________________
| From: | MEMATUZAK(at)aol.com |
try the JRC. had mine over a year. great value for the dollar. great
reception and crisp transmission, easy channel changing and lots of features.
the dealer stated that if i was'nt happy he'd allow full value toward any
other radio for 90 days.
one and a half years later i agree with him the JRC is the "best bang for
your buck"
MEM
FSII
Palm Coast FL
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: synthetic oils |
I have to add that Dave flys his FireStar almost every day so I think that
helps the engine last longer.
In a message dated 7/18/01 8:28:37 PM Eastern Daylight Time, rr(at)htg.net
writes:
> OK, here are the dirty details. NO, I didn't decarbon at all. I raced
> motorcycles in desert competition for years and kind of developed a
> philosophy, if ain't broke, don't fix it! I regularly checked the
> compression and at about 480 hours, it dropped to around 100 PSI. At that
> time, I replaced the rings, both top rings showed some sticking on the
> INTAKE SIDE. I have continued to run the engine to this point without any
> problems at all! I had enough faith in it to attempt our latest cross
> country and was never disappointed. At this time the engine still runs
> perfectly, but I think it might be best to play it safe and overhaul. I
> intend to have it 0-timed, new crank and everything. I have great
> confidence in the 503 DCDI. Sure, I would like to have a good 4-stroke just
>
________________________________________________________________________________
| From: | "Scott and Kimala Stewart" <kstewart(at)valley2.valleyint.com> |
Due to finding an awesome deal on a C-85, I now have a VW 1835 engine and
accessories for sale. I don't know if I'll sell them as a package, or part
them out. Here's a list, and maybe by the end of the list, I'll make up my
mind...
The engine was originally installed on a Sonerai II, and the last annual was
done on it Aug 1, 98. I bought it in 99 when the owner upgraded to a 2180
VW on his sonerai II. I've kept it stored in my garage which is semi-climate
controlled. There is no record of the # of hours on the engine but the
annuals were done. Logs show it ran with a 43 Pitch, 52 Dia prop. I was
planning on adding a Great Plains redrive to this package, but hadn't
purchased it yet.
Item Great Plains Price My Price
VW Engine (used, have logs) $1,895.95 $850.00
Carb (new in box) $ 259.85 $200.00
Mag (used) $ 498.95 $200.00
Harness (new in box) $ 106.95 $ 85.00
20 Amp Alternator (new) $ 169.95 $140.00
Secondary Ignition (used) $ 584.95 $250.00
Prop Hub 3 deg. taper (used) $ 149.95 $ 75.00
Geared Starter (new) $ 149.95 $125.00
Deihl Accessory Case (new) $ 184.95 $150.00
Flywheel 8 dowel (used) $ 144.95 $ 75.00
Mag Drive Kit (new) $ 69.95 $ 50.00
Totals $4,216.35 $2,200.00
OK, I made up my mind. If someone is interested in the whole package, I'll
sell it for $1,750.00 or reasonable offer. On the other hand, if someone
wants parts and I don't get an offer on the whole package, I'll part it out.
Thanks,
Scott Stewart
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Actually, Va-Moose came about fairly recently as a pun from (if I remember
right) our good doc from Lousy-ana, as a take off on Vamoose, the name of
the plane. "Vamoose" is Tex-Mex for Vaminos, or, "let's go",or, "get outta
here." (Right, Dave & Will ??) Buzzing around the patch on a nice day,
with a bunch of friends, or going for that expensive hamburger is fun, all
right, but my take on an airplane is of their being the modern 7 league
boots................the perfect way to go places on the weekend, without
having to fight traffic. Besides all the other neat aspects of course.
Now, we wanna see pics of that Drifter....................WITH the
Bullwinkle and wings. GoGittum Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "BJ Moore" <BJMoore(at)c4farms.com>
Sent: Wednesday, July 18, 2001 8:09 AM
Subject: Re: Kolb-List: va-moose
>
> Va-Moose wrote:
> sensitive little feelings hurt, or just give up on the Kolb Lists'
> creativity. Actually, what I want is closer to a bull with moose' horns.
> There was a Disney cartoon years ago, where the bull started charging, and
> they used sound effects from a locomotive. Wonderful stuf ! ! ! Sure
would
> look good on Va-Moose' sides...............with moose horns, of
> course..................sigh.>
>
> Flyin Moose responds:
> I'm not trying to infringe on Lar's copywrited moniker. I'm just a fan of
Bullwinkle (and Kolbs). We share the same initials (BJM) and you only have
to change one letter in my last name to make me a Moose! I grew up on the
antlered one, and had an affinity for Jay Ward's humor. Was I in 7th heaven
when The Adventures of Rocky and Bullwinkle (the movie) came out?
Well...YA! The tail on my ultralight trainer is A00BJM. The 00 is
Bulwinkles football jersey number at Wassomatta U! I just bearly got
finished having Bullwinkle's picture painted on my plane last week. He has
wings too! Pics of the Flyin Moose (without Bullwinkle's picture on it) can
be seen by clicking on BJ's Drifter at
http://groups.yahoo.com/group/FLY-UL/files/
>
> The similarities between the great Moosekowski and myself end there. He is
much better looking and more intelligent than I ever hope to be.
>
> B.J. Moore, P.E.
> Circle Four Farms Development Engineer
> "The Flyin Moose" - Maxair Drifter
> Milford, Utah
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Did anything ever come of this ?? Sure would be nice to know how to glue
that stuff. 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: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
I have a King KLX100 GPS/COM. I wouldn't recommend that unit but the GPS and Radio
combination is super. When you fly into unfamilar air space you get allerts
and airport information just like you get with any other aircraft GPS but you
also get a list of radio frequencies with discriptions for that airspace that
you just select from to use. Also I don't have any problems reading the LCD
display.
Rick Neilsen
VW powered MKIII
>>> BJMoore(at)c4farms.com 07/18/01 05:16PM >>>
Ron Payne wrote: < If I go withjust a com unit, the A-5 has been recommended as
the way to go by Larry Davis so I guess that would be my choice unless I go with
a nav-com. Then it is between the 22 and 23>
I
________________________________________________________________________________
| From: | "Rayfield, Bill" <brayfield(at)kcc.com> |
| Subject: | Oshkosh UL camp area |
Kolbers,
For our trip to Oshkosh next week, my father and I are trying to find out
how to camp closer to the UL area. The typical route takes you in the front
gate and you camp 9 miles from the flight line. We've seen an area near the
UL end of the field we'd love to try to get into, without having to get
there tomorrow to get a spot (this may be unrealistic- but worth a try).
Does anyone know how to get into that area (is there a different entrance or
gate?) or is anyone going early that may hold a spot for a small truck and a
tent? I greatly appreciate any help anyone has to offer.
Bill Rayfield
Kimberly-Clark, Corp.
Nonwovens Engineering
Phone: (770) 587-8371
Fax: (770) 587-7240
Email: brayfield(at)kcc.com
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Oshkosh UL camp area |
Bill,
The camping area across from the UL area is a private farm. They never fill up.
You just have to walk a little further if you arrive late. You get there by driving
NW on the extension of Highway 26. I don't remember the name of the road,
but it is "OLD" 26 and it stops near the Ultralight gate at Knapp St. The Farm
is the next
driveway north. The only trick to getting there is that the police try to stop
traffic at that corner, and you may need to tell them that you are camping at
the farm, "right here" (pointing to your left). I will be there, camped at the
farm, in a motorhome this year.
John Jung
"Rayfield, Bill" wrote:
>
> Kolbers,
> For our trip to Oshkosh next week, my father and I are trying to find out
> how to camp closer to the UL area.
________________________________________________________________________________
| From: | George Alexander <gtalexander(at)att.net> |
MEMATUZAK(at)aol.com wrote:
>
>
> try the JRC. had mine over a year. great value for the dollar. great
> reception and crisp transmission, easy channel changing and lots of features.
> the dealer stated that if i was'nt happy he'd allow full value toward any
> other radio for 90 days.
> one and a half years later i agree with him the JRC is the "best bang for
> your buck"
> MEM
> FSII
> Palm Coast FL
Have had good service/experience with the JRC (Comm only
version).
George Alexander
Original Firestar
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 07/18/01Carb adjustments |
I've been reading on the list lately of controling egt. temps by adjusting
the needle up or down in the carb. I have always corrected my egt's by
changing the main jet, (152 to 158 etc.). I do this in the spring and again
in the fall, when the cold weather arrives. I have never adjusted the
needles. What is the correct way to adjust for high or low egt's
Fle Safe
Bob G
MK 111 Albany ( the one in the northeast)
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: Pennzoil synthetic oil |
Geoff Thistlethwaite wrote:
"In all this synth vs petrol oil discussion I've yet to hear anyone talk about
corrosion....I've read in the past that while synths are better lubricants they
just don't prevent rust as well as petrol, at least that was
the reasoning behind CPS selling their "blend".Any of you synth guys want to address
this? BTW I live in south Louisiana where the humidity can hang at 98% a
good deal of the time, especially in a drafty hangar, not good for iron engines
that don't get run for a week or more."
Hey Geoff, that is a good question. Here's my 2 cents. Again from my snowmobiling
background, we used to have to "summer" ize our engines. We used to do this
by using a Fogger as recommended by the OEM. On a tear down mid summer, we found
a lot of red showing up on the crank even with following the fogging process
religiously. We asked around and the best advice we found was to start up the
engine regularly. Whether synthetic or not this is the best practice to keep
the guts of an engine coated and protected. Whether its a lawn mower, 4-stroke,
or 2-cycle engine, if you can fire it up every week, you'll not see any rust
develop on the inside.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 07/18/01Carb |
adjustments
I have a web page with a lot of detail on that subject at:
http://www.bcchapel.org/pages/0003/pg11.htm
It may help you with your question.
Richard Pike
MKIII N420P (420ldPoops)
>
>I've been reading on the list lately of controling egt. temps by adjusting
>the needle up or down in the carb. I have always corrected my egt's by
>changing the main jet, (152 to 158 etc.). I do this in the spring and again
>in the fall, when the cold weather arrives. I have never adjusted the
>needles. What is the correct way to adjust for high or low egt's
>
>Fle Safe
>Bob G
>MK 111 Albany ( the one in the northeast)
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 07/18/01Carb adjustments |
Bob,
The main jet change will only change the EGT's at or near full throttle. The
neddle change is for the midrange. Usually the midrange is more critical to
Kolb's. (At least when running stock jets) So the answer is: It depends on at
what rpm's the temps are high or low.
John Jung
Airgriff2(at)aol.com wrote:
>
> I've been reading on the list lately of controling egt. temps by adjusting
> the needle up or down in the carb. I have always corrected my egt's by
> changing the main jet, (152 to 158 etc.). I do this in the spring and again
> in the fall, when the cold weather arrives. I have never adjusted the
> needles. What is the correct way to adjust for high or low egt's
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 07/18/01Carb |
adjustments
Here is how to do it. You basically have 3 jetting circuits on the carb. Idle,
midrange, and wide open throttle (wot). Since your question was directed to the
needle and jet needle (jet), which controls mid range operation, lets talk about
that.
This jet needle and needle jet primarily work control mid range throttle, but there
is some overlap into the idle and full throttle areas, so when you adjust
here, there may be some tuning needed at the full throttle and idle areas also.
The jet and needle work together. Needle slides into the jet which meters the
fuel. Use the recommended jetting as per the CPS catalog or rotax manual. Raising
the needle (lowering the clip) will richen by allowing more fuel to flow
through the jet area (lower egt). Lowering the needle will lean it out by restricting
fuel flow. Make sure the needle clip is installed below the plastic
spring retainer cup.
A mid range "bog" will usually develop if you are too lean or your needle is set
too low. It just won't run very well or throttle up very well if too lean. I
have found that to get my engines to run correctly, I end up running lower EGT's
in the midrange than has been reported on this list. It may be my altitude
which makes this occur. I takeoff and land at 5000. The only time I can get EGT's
up there is at full throttle with the main jetting.
This takes a lot of tinkering and flying around to get it right. Richer is safer,
but causes carbon buildup. Leaner has more performance but will be more destructive.
1100 is a good EGT if you are using petroleum based oils.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 24 Msgs - 07/18/01Carb adjustments |
| From: | ul15rhb(at)juno.com |
> I've been reading on the list lately of controling egt. temps by
adjusting the needle up > or down in the carb. I have always
corrected my egt's by changing the main jet, (152 to > 158 etc.). I do
this in the spring and again in the fall, when the cold weather arrives.
I ?> have never adjusted the needles. What is the correct way to adjust
for high or low egt's
>
> Fle Safe
> Bob G
> MK 111 Albany ( the one in the northeast)
Hi Bob,
I never change the main jet during the summer or winter months, but I do
raise the needle one notch during the winter.
Ralph Burlingame
14 years flying the Original Firestar
________________________________________________________________________________
In a message dated 7/19/01 2:56:57 AM Eastern Daylight Time,
biglar(at)gogittum.com writes:
> Did anything ever come of this ?? Sure would be nice to know how to glue
> that stuff. Lar.
>
>
Lar, I sent the following info to William Herren:
WELD-ON
3
IPS Corp.
P. O. Box 379
17109 S. Main St.
Gardena, CA 90248
Sorry, no web site or phone # on the can.
My friend, Chuck, says the stuff makes a very strong joint. It's thin and
should be applied with a syringe.
Howard Shackleford
FS I
SC
________________________________________________________________________________
| Subject: | Re: Pennzoil synthetic oil |
| From: | ul15rhb(at)juno.com |
> In all this synth vs petrol oil discussion I've yet to hear anyone
> talk about corrosion....I've read in the past that while synths are
better
> lubricants they just don't prevent rust as well as petrol, at least
> that was the reasoning behind CPS selling their "blend".
> Any of you synth guys want to address this
> Geoff Thistlethwaite
Geoff,
I fly year 'round so my Firestar doesn't sit around all that much, but I
do know that Klotz synthetic oil is also an excellent storage lube for
2-stroke engines. In the early days, Klotz did not have rust inhibitors
in their oil and it wrecked some snowmobile engines.
All of that has changed and my old 377 is now pickled in Klotz oil.
You can get more info here:
http://www.klotzlube.com/
Ralph Burlingame
14 years flying my Original Firestar
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Ultrastar update |
I think I have the Cayuna Ul1102 adjusted correctly although it does
have slightly different temps than what is being recommended by you
Rotax drivers. With single Mikuni carb , EGT and CHT taken at cylinder
next to prop .Climb full power 6300 rpm is 1125 egt, 325 cht.......
5100 to 5800 rpm is 1150egt , 325cht......4500 to 5000 rpm is 1100egt
and 300cht. At 4900 rpm I am getting 55mph (gps) . The ailerons have
been cut down to same as a firefly and am wondering if the original full
span will give me a slower stall (35 mph now) The tail boom also has
been shotened by 12 inches and am wondering about the speed and stall
relationship. The reason I need some input is that I am getting ready to
start the modifications to the other Ultrastar I have.It does have the
unmodified (long) tailboom and I am trying to decide to leave it as
original due to the addition of a nose pod and enclosure that will
surely add forward weight. Thanks to this list, I now have the first one
flying with a relatively easy and safe result. .....Three of my GA
friends have been watching my progress since I got the Ultrastar...They
first thought me nuts...and now one has bought a used Challenger 2, one
has bought a kit and the other is trying to decide what model to
order...and all are selling their GA aircraft ! ! W O W Must have
been my grinning every time I fly the Ultrastar......Ed in Western NY
________________________________________________________________________________
| From: | Dale Seitzer <dale(at)gmada.com> |
| Subject: | Ultrastar update |
55mph at 4900 rpm is very good.
Dale Seitzer
-----Original Message-----
From: Edward Steuber
Sent: Thursday, July 19, 2001 10:54 AM
Subject: Kolb-List: Ultrastar update
I think I have the Cayuna Ul1102 adjusted correctly although it does
have slightly different temps than what is being recommended by you
Rotax drivers. With single Mikuni carb , EGT and CHT taken at cylinder
next to prop .Climb full power 6300 rpm is 1125 egt, 325 cht.......
5100 to 5800 rpm is 1150egt , 325cht......4500 to 5000 rpm is 1100egt
and 300cht. At 4900 rpm I am getting 55mph (gps) . The ailerons have
been cut down to same as a firefly and am wondering if the original full
span will give me a slower stall (35 mph now) The tail boom also has
been shotened by 12 inches and am wondering about the speed and stall
relationship. The reason I need some input is that I am getting ready to
start the modifications to the other Ultrastar I have.It does have the
unmodified (long) tailboom and I am trying to decide to leave it as
original due to the addition of a nose pod and enclosure that will
surely add forward weight. Thanks to this list, I now have the first one
flying with a relatively easy and safe result. .....Three of my GA
friends have been watching my progress since I got the Ultrastar...They
first thought me nuts...and now one has bought a used Challenger 2, one
has bought a kit and the other is trying to decide what model to
order...and all are selling their GA aircraft ! ! W O W Must have
been my grinning every time I fly the Ultrastar......Ed in Western NY
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
| Subject: | For Klotz Users Only |
I contacted Klotz by e-mail concerning what their recommendation would
be for oil for an air cooled 503 in aircraft service. I just got their
response and they recommended KL-306 (Ski Craft Techniplate). Looking
at their web site, it seems that this oil is for water cooled engines in
craft such as jet ski's. How does this sound to you guys that have
experience with Klotz in air cooled engines?
Ron Payne
________________________________________________________________________________
| From: | Gdledbetter(at)aol.com |
| Subject: | Firefly Starting Problem |
Kolbers,
Wanted to share today's experience with the engine refusing to fire. Don't
want to bore you with the troubleshooting details but the problem turned out
to be a defective on/off switch. Finally cut the wire and the engine
started. Sure was surprised that this was the problem.
Gene Ledbetter
Cincinnati, OH
Firefly 00-2-00018, both canopies, big wheels and brakes, Ivo 2 blade
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Firefly Starting Problem |
Sure was surprised that this was the problem.
Gene Ledbetter
What if that problem had occured during flight? Scary thought!
Did replacing the switch solve the problem. What
kind of switch was it. Approved for Aircraft?
Ed Diebel
________________________________________________________________________________
| From: | Robert Dorsey <rmd-mcse(at)home.com> |
| Subject: | Re: Firefly Starting Problem |
I performed my very first unplanned deadstick landing due to a shorted
on/off switch. I was about 500 ft agl over a very healthy cotton field
when a smooth running engine spun down to silence. It wasn't in my Kolb
with the cheap and simple toggle switch, but it happened in a Quick with
one of the $80 three position switches. It was something that you couldn't
exactly check for in preflight. Never one hint to the pending failure.
Might be a good idea to replace it every 100hrs or so.
Bob
>
>Kolbers,
>Wanted to share today's experience with the engine refusing to fire. Don't
>want to bore you with the troubleshooting details but the problem turned out
>to be a defective on/off switch. Finally cut the wire and the engine
>started. Sure was surprised that this was the problem.
>Gene Ledbetter
>Cincinnati, OH
>Firefly 00-2-00018, both canopies, big wheels and brakes, Ivo 2 blade
>
>
>
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)uswest.net> |
| Subject: | Re: For Klotz Users Only |
Ron, your KL-306 will do fine---it is the same as kl-216 except the
pour point is different (viscosity) it mixes the same, burns the same and
runs the same, the only reason i use KL-216 because it is there snowmobile
oil and will mix better in cold climates here in minnesota. the same oil
they just package it differently for different regions.
thanks,
Gary r. voigt
FS 1 kxp 447/points
>
> I contacted Klotz by e-mail concerning what their recommendation would
> be for oil for an air cooled 503 in aircraft service. I just got their
> response and they recommended KL-306 (Ski Craft Techniplate). Looking
> at their web site, it seems that this oil is for water cooled engines in
> craft such as jet ski's. How does this sound to you guys that have
> experience with Klotz in air cooled engines?
>
> Ron Payne
>
________________________________________________________________________________
| From: | "Ron or Mary Payne" <ronormar(at)apex.net> |
| Subject: | Re: For Klotz Users Only |
Going over Klotz's web site, it seems that the snowmobile oil, motorcycle
oil, jet ski oil, and outboard oil all have the same numbers with the
exception of the pour point. They are all rated TC-W3. Also they are all
the same price. The motorcycle TC-W2 is the exception. Does this mean that
all TC-W3 Klotz oils are the same with just the pour point being different?
On a scale of 1 to 10, ten being the best they all are rated-- Smoke rating
10 (no smoke)---Clean burn 10 (no carbon)
Film Strength 7 ( 1 would be failure and 10 would be virtually no wear).
Seems like Klotz is the way to go. I just want to be sure I order the
proper thing the first time. Any comments will be welcome.
Ron Payne
----- Original Message -----
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Sent: Thursday, July 19, 2001 6:39 PM
Subject: Re: Kolb-List: For Klotz Users Only
>
> Ron, your KL-306 will do fine---it is the same as kl-216 except the
> pour point is different (viscosity) it mixes the same, burns the same and
> runs the same, the only reason i use KL-216 because it is there snowmobile
> oil and will mix better in cold climates here in minnesota. the same oil
> they just package it differently for different regions.
>
> thanks,
> Gary r. voigt
> FS 1 kxp 447/points
Payne"
>
>
> >
> > I contacted Klotz by e-mail concerning what their recommendation would
> > be for oil for an air cooled 503 in aircraft service. I just got their
> > response and they recommended KL-306 (Ski Craft Techniplate). Looking
> > at their web site, it seems that this oil is for water cooled engines in
> > craft such as jet ski's. How does this sound to you guys that have
> > experience with Klotz in air cooled engines?
> >
> > Ron Payne
> >
>
>
________________________________________________________________________________
| Subject: | Re: For Klotz Users Only |
| From: | ul15rhb(at)juno.com |
> I just want to be sure I order the proper thing the first time. Any
comments will be > welcome.
>
> Ron Payne
Ron and others,
We all use Klotz KL-216, but as Gary Voigt said, you could use most any
of them. I can guarantee that you will never go back to mineral oil after
you see how clean it burns. I have compared it to Pennzoil and as BJ
Moore says: "Synthetic oils will cost more, but so does an engine
rebuild, which will happen much more often if you are using a lubricant
that does, say 60% of the job that the new oils do."
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| Subject: | Re: For Klotz Users Only |
| From: | ul15rhb(at)juno.com |
Ron and others,
You might try and find a dealer for Klotz in your area who will sell it
for almost half the cost over the factory. I get mine now from a guy here
in town for $17 a gallon. He buys it in 55 gallon drums. Before I found
this guy (who is the local cop and avid snowmobile enthusiast), I got it
shipped to my door for $128 for a 4-gallon case from the factory in Fort
Wayne Indiana.
Still is pricey but I want my engine to last without having to break it
down to get the carbon out every 200 hours.
There is nothing stopping a bunch of guys going in on a drum together and
saving quite a bit that way.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
Hi,
Anyone going to Oshkosh, we'll be manning the Poly-Fiber booth for them
this year, so how 'bout stopping in to see us?
We'll be right in the center of Commercial building "A".
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.aircrafttechsupport.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | Gdledbetter(at)aol.com |
| Subject: | Re: Firefly Starting Problem |
The switch came with the kit.....
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Following lifted from TNK site:
DAY 17
Beaver Creek entering the Yukon Territory. He just finished a big
hamburger and is about ready to be on his way. He did run into
another pilot which he met before on his 1994 trip. The fellow was
flying a
Beech when then met before at White Horse. It's a small world.
John reported the moose steaks were delicious and moose is the game
of choice in Alaska.
John saw Mt. McKinley today. He had to climb to 11,000 to get above
the clouds and see it.
John has 298 miles to fly to get to White Horse where he intends on
staying at the bunk house.
**************
Bob N.
________________________________________________________________________________
| From: | "kb8wlu" <kb8wlu(at)tir.com> |
| Subject: | Need a ride to Oshkosh? |
I am a student pilot learning how to fly I was wondering if I could tag
along with someone
to Oshkosh leaving from the warren, MI area please let me know would be will
to split the cost
thanks Paul Robinson
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
Hi Larry,
All 912 engines come equipped with a crossover tube between the manifolds
and it has a little tube sticking out its side with a plastic cap that can
be used to hook-up a manifold gauge.
Its also mentioned in the 912 installation instructions
Frank
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Tuesday, July 17, 2001 7:58 AM
Subject: Kolb-List: Gauge
>
> A friend with a 912S ( dual carb ) wants to install a manifold pressure
> gauge. Where should he tap into what to hook it up ??
> Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.biglar.homestead.com/larry.html
> .
>
>
________________________________________________________________________________
| From: | "Cim & Tindy" <townsend(at)webound.com> |
WOW,, Will.
What a flight. Great pics.
That was Major.
Our Best
Tim & Cindy Townsend
----- Original Message -----
From: WillUribe(at)aol.com
To: kolb-list(at)matronics.com
Sent: Saturday, July 14, 2001 3:01 PM
Subject: Re: Kolb-List: X-Country
Greetings Kolb fans,
Well, Dave and I are back home safe and sound. Our birds are put away
in
their hangers.
It was a long trip, according to my GPS we put 4038 miles. I must
say, Kolb
is a good product, we but a lot of miles and lots of stress on them
little
airplanes and they never let us down. I'm very proud of my FireStar,
it kept
on going even when I didn't. (John I feel your pain ;-)
Right now I'm going to sleep for two days. Then on Monday I'm working
in
Mexico City for 6 weeks.
http://home.elp.rr.com/airplane/DSCF0008.JPG
http://home.elp.rr.com/airplane/DSCF0010.JPG
http://home.elp.rr.com/airplane/P7020021.JPG
http://home.elp.rr.com/airplane/P7020024.JPG
http://home.elp.rr.com/airplane/P7020026.JPG
http://home.elp.rr.com/airplane/DSCF0012.JPG
http://home.elp.rr.com/airplane/P7040001.JPG
For AOL users;
http://home.elp.rr.com/airplane/DSCF0008.JPG
http://home.elp.rr.com/airplane/DSCF0010.JPG
http://home.elp.rr.com/airplane/P7020021.JPG
http://home.elp.rr.com/airplane/P7020024.JPG
http://home.elp.rr.com/airplane/P7020026.JPG
http://home.elp.rr.com/airplane/DSCF0012.JPG
http://home.elp.rr.com/airplane/P7040001.JPG
Let me know if you liked the pictures, if not I won't post anymore.
Enjoy,
Will Uribe
FireStar II
El Paso, TX
=
=
=
=
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Thanks, Frank. I'll send this on to him. 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: Thursday, July 19, 2001 10:48 PM
Subject: Re: Kolb-List: Gauge
>
> Hi Larry,
> All 912 engines come equipped with a crossover tube between the manifolds
> and it has a little tube sticking out its side with a plastic cap that can
> be used to hook-up a manifold gauge.
> Its also mentioned in the 912 installation instructions
> Frank
> ----- Original Message -----
> From: "Larry Bourne" <biglar(at)gogittum.com>
> To: "Kolb"
> Sent: Tuesday, July 17, 2001 7:58 AM
> Subject: Kolb-List: Gauge
>
>
> >
> > A friend with a 912S ( dual carb ) wants to install a manifold pressure
> > gauge. Where should he tap into what to hook it up ??
> > Lar.
> >
> > Larry Bourne
> > Palm Springs, Ca.
> > Kolb Mk III - " Vamoose"
> > http://www.biglar.homestead.com/larry.html
> > .
> >
> >
>
>
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: Humming propeller? |
Jack,
Is this a constant humming or is it a cylic type.
I have the same set-up you do with the 3-blade IVO and between 4500-5000
rpm, I get this cyclic rhum---rhum---rhum vibration/sound effect.
I ask John Hauck about this and he had the same sound in his plane but with
a different prop and had not found the source.This was 2 years ago.
I have heard it on one other MKIII with 912 flying in my area.
Frank Reynen
MKIII/912/Lotus floats
http://www.webcom.com/reynen
----- Original Message -----
From: "Jack & Louise Hart" <jbhart(at)ldd.net>
Sent: Friday, July 13, 2001 6:59 AM
Subject: Re: Kolb-List: Humming propeller?
>
> Johann,
>
> I had a similar experience - the humming like a bumble bee. I finally
> traced it to the left in board aileron piano hinge. You may want to ask
> your friend to check to see if they are loose. In my case it has been a
> chronic problem, and the vibration wore the hinge pin out. I have
replaced
> the hinge pin and removed as much play from the aileron push rod and
> aileron bell cranks as I could. See:
>
> http://www.thirdshift.com/jack/firefly/firefly54.html
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> >
> >Hi list members.
> >
> >My friend asked me to forward a problem to the list, regarding his Mark
> >III.
> >He has been experiencing some buffing or humming sound from his Ivo prop
> >at
> >rpm above 4500.
> >The engine is a Rotax 912, and the prop is an IVO prop three blade.
> >The propeller was sold for this particular set-up by IVO, so the prop
> >length should
> >be correct. My friend is using the 2 1/2 " prop spacer.
> >Could it be that the prop tips are around the speed of sound, and
> >creating this buffing
> >sound?
> >What are you Mark III Rotax 912 owners using for propeller, and what is
> >the
> >blade length?
> >
> >Thank you in advance,
> >
> >Johann G Johannsson
> >Iceland
> >Firestar II 59 hrs.
> >Enjoying every minute of it.
> >
> >
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Humming propeller? |
Frank,
I also had a cyclic low frequency rummble that was very objectionable.
After an hour you did not want to stay in the plane any longer. The way I
got rid of it was that I got some spacers and changed my prop from a three
to a two blade prop. The low frequency beat frequency went away. This was
before I tightened up my wing swivel joints.
Hope this helps,
Jack B. Hart FF004
Jackson, MO
>
>Jack,
>Is this a constant humming or is it a cylic type.
>I have the same set-up you do with the 3-blade IVO and between 4500-5000
>rpm, I get this cyclic rhum---rhum---rhum vibration/sound effect.
>I ask John Hauck about this and he had the same sound in his plane but with
>a different prop and had not found the source.This was 2 years ago.
>I have heard it on one other MKIII with 912 flying in my area.
>Frank Reynen
>MKIII/912/Lotus floats
>http://www.webcom.com/reynen
>
>----- Original Message -----
>From: "Jack & Louise Hart" <jbhart(at)ldd.net>
>To:
>Sent: Friday, July 13, 2001 6:59 AM
>Subject: Re: Kolb-List: Humming propeller?
>
>
>>
>> Johann,
>>
>> I had a similar experience - the humming like a bumble bee. I finally
>> traced it to the left in board aileron piano hinge. You may want to ask
>> your friend to check to see if they are loose. In my case it has been a
>> chronic problem, and the vibration wore the hinge pin out. I have
>replaced
>> the hinge pin and removed as much play from the aileron push rod and
>> aileron bell cranks as I could. See:
>>
>> http://www.thirdshift.com/jack/firefly/firefly54.html
>>
>> Jack B. Hart FF004
>> Jackson, MO
>>
>>
>> >
>> >Hi list members.
>> >
>> >My friend asked me to forward a problem to the list, regarding his Mark
>> >III.
>> >He has been experiencing some buffing or humming sound from his Ivo prop
>> >at
>> >rpm above 4500.
>> >The engine is a Rotax 912, and the prop is an IVO prop three blade.
>> >The propeller was sold for this particular set-up by IVO, so the prop
>> >length should
>> >be correct. My friend is using the 2 1/2 " prop spacer.
>> >Could it be that the prop tips are around the speed of sound, and
>> >creating this buffing
>> >sound?
>> >What are you Mark III Rotax 912 owners using for propeller, and what is
>> >the
>> >blade length?
>> >
>> >Thank you in advance,
>> >
>> >Johann G Johannsson
>> >Iceland
>> >Firestar II 59 hrs.
>> >Enjoying every minute of it.
>> >
>> >
>>
>>
>> Jack & Louise Hart
>> jbhart(at)ldd.net
>>
>>
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Will and Dave. Isn't flying through the red rock country beautiful. I think I am spoiled with scenery to fly over here in Utah. It was easy to recognize Lake Powell. Where was the following pic taken http://home.elp.rr.com/airplane/DSCF0010.JPG ? It looks like Monument Valley. Is it? Looks like a great place to RON. I will be heading there for the first time via dacron wings next year with 4 other ulers.
Here is what Bryce Canyon looks like via ultralight, courtesy of Randy Simpson the titanium tie down king... http://www.airtimemfg.com/grandflight/brycecanyon1.JPG and here is a look at some red rock outcroppings... http://www.airtimemfg.com/grandflight/cowboys/coolplateaus.JPG
that are typical of the Southern Utah Landscape.
Hoping that these pics could persuade John to dip a little further south to have
a look. He mentioned that he wanted to hit all 49 states. I think he was only
planning on dipping a wing into the state. Can he access our emails from wherever
he stops to compute? I'm good for a free tank of fuel if he could get here.
I would love to fly a short leg with him. I would probably be a little too
slow. What is his normal cruise speed?
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
221in/lbs according to pg 11-2 Rotax maint manual.
bn
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann(at)caa.is> |
| Subject: | Re: Humming propeller? |
--- StripMime Report -- processed MIME parts ---
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________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Yes, it is very beautiful country. The pictures you asked about is Monument
Valley airstrip. The airstrip is 4000 feet long and slopes uphill. The upper
800 feet is paved. You land on 16 using half the runaway. There are no go
around because of the high bluffs nearby but on a Kolb no problem. Takeoff is
downhill and you do not have to clear anything higher than a sagebrush. They
may monitor on frequency 122.9 only.
Across the street you will find a gas station, Subway, grill, laundry
facilities and you can see a Hotel on the foot of the bluff.
take a looks
http://home.elp.rr.com/airplane/P7020033.JPG
http://home.elp.rr.com/airplane/P7020033.JPG
Regards,
Will Uribe
In a message dated 7/20/01 11:08:09 AM Eastern Daylight Time,
BJMoore(at)c4farms.com writes:
> Will and Dave. Isn't flying through the red rock country beautiful. I think
> I am spoiled with scenery to fly over here in Utah. It was easy to
> recognize Lake Powell. Where was the following pic taken
> http://home.elp.rr.com/airplane/DSCF0010.JPG ? It looks like Monument
> Valley. Is it? Looks like a great place to RON. I will be heading there for
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'm doing the final inboard wiring of the Kuntzleman Double Dual Magnum
strobes, and want to be real sure of one point: When connecting the
driver unit, red is hot, and black is ground..........standard 12 volt.
From the driver box to the flasher unit on the wingtip, there are 3
wires - red, black, and green. Is the black still a ground ?? Or do we
go to green for a ground with the higher voltage on the output ?? I ran
a 4 wire computer cable to the wingtips with the idea that later on, I
could add running lights, if I chose. The cable does have a grounding
wire, for a total of 5, but I want to be very sure which is the ground.
Thanks. Uncertain Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Need a ride to Oshkosh? |
>
>I am a student pilot learning how to fly I was wondering if I could tag
>along with someone
>to Oshkosh leaving from the warren, MI area please let me know would be will
>to split the cost
>
>thanks Paul Robinson
Sorry you should have spoken up sooner. We have 4 guys in a VW leaving
Detroit about 2 am Monday morning. we will get to Osh about noon. Ask
sooner next time :-)
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | Re: Humming propeller? |
I just started getting the same buffeting vibration with my Kolb ultrastar
with a Subaru engine. and I just put a warp drive 3 blade prop on at the
same time that the buffeting vibration started. It works great on the
ground but take off and get in the air you cant wait to get back on the
ground. I am going back to the wood prop as soon as it gets here. my other
wood prop that worked so good departed the plane when the prop hub broke had
to make one more dead stick landing. no damage.
Randy soobydoo in NC
----- Original Message -----
From: Frank Reynen <frank_reynen(at)ix.netcom.com>
Sent: Friday, July 20, 2001 9:56 AM
Subject: Re: Kolb-List: Humming propeller?
>
> Jack,
> Is this a constant humming or is it a cylic type.
> I have the same set-up you do with the 3-blade IVO and between 4500-5000
> rpm, I get this cyclic rhum---rhum---rhum vibration/sound effect.
> I ask John Hauck about this and he had the same sound in his plane but
with
> a different prop and had not found the source.This was 2 years ago.
> I have heard it on one other MKIII with 912 flying in my area.
> Frank Reynen
> MKIII/912/Lotus floats
> http://www.webcom.com/reynen
>
> ----- Original Message -----
> From: "Jack & Louise Hart" <jbhart(at)ldd.net>
> To:
> Sent: Friday, July 13, 2001 6:59 AM
> Subject: Re: Kolb-List: Humming propeller?
>
>
> >
> > Johann,
> >
> > I had a similar experience - the humming like a bumble bee. I finally
> > traced it to the left in board aileron piano hinge. You may want to ask
> > your friend to check to see if they are loose. In my case it has been a
> > chronic problem, and the vibration wore the hinge pin out. I have
> replaced
> > the hinge pin and removed as much play from the aileron push rod and
> > aileron bell cranks as I could. See:
> >
> > http://www.thirdshift.com/jack/firefly/firefly54.html
> >
> > Jack B. Hart FF004
> > Jackson, MO
> >
> >
> > >
> > >Hi list members.
> > >
> > >My friend asked me to forward a problem to the list, regarding his Mark
> > >III.
> > >He has been experiencing some buffing or humming sound from his Ivo
prop
> > >at
> > >rpm above 4500.
> > >The engine is a Rotax 912, and the prop is an IVO prop three blade.
> > >The propeller was sold for this particular set-up by IVO, so the prop
> > >length should
> > >be correct. My friend is using the 2 1/2 " prop spacer.
> > >Could it be that the prop tips are around the speed of sound, and
> > >creating this buffing
> > >sound?
> > >What are you Mark III Rotax 912 owners using for propeller, and what is
> > >the
> > >blade length?
> > >
> > >Thank you in advance,
> > >
> > >Johann G Johannsson
> > >Iceland
> > >Firestar II 59 hrs.
> > >Enjoying every minute of it.
> > >
> > >
> >
> >
> > Jack & Louise Hart
> > jbhart(at)ldd.net
> >
> >
>
>
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Humming propeller? |
>
>I just started getting the same buffeting vibration with my Kolb ultrastar
>with a Subaru engine. and I just put a warp drive 3 blade prop on at the
>same time that the buffeting vibration started. It works great on the
>ground but take off and get in the air you cant wait to get back on the
>ground. I am going back to the wood prop as soon as it gets here. my other
>wood prop that worked so good departed the plane when the prop hub broke had
>to make one more dead stick landing. no damage.
>
> Randy soobydoo in NC
Forget the a warp drive 3 blade prop. What about the Subaru engine?
I think mostly BS.
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | Re: Ultrastar update |
Watch your spark plugs to make sure your not to hot on your temps
I burned a piston with the same temps that your running. my sparkplugs
were almost white instead of a golden brown, I found out to late, I had to
make one of those dead stick landings agene
Randy Soobydoo In NC Subaru powered ultrastar
----- Original Message -----
From: Dale Seitzer <dale(at)gmada.com>
Sent: Thursday, July 19, 2001 2:33 PM
Subject: RE: Kolb-List: Ultrastar update
>
> 55mph at 4900 rpm is very good.
>
> Dale Seitzer
>
> -----Original Message-----
> From: Edward Steuber
> Sent: Thursday, July 19, 2001 10:54 AM
> To: kolb list
> Subject: Kolb-List: Ultrastar update
>
>
> I think I have the Cayuna Ul1102 adjusted correctly although it does
> have slightly different temps than what is being recommended by you
> Rotax drivers. With single Mikuni carb , EGT and CHT taken at cylinder
> next to prop .Climb full power 6300 rpm is 1125 egt, 325 cht.......
> 5100 to 5800 rpm is 1150egt , 325cht......4500 to 5000 rpm is 1100egt
> and 300cht. At 4900 rpm I am getting 55mph (gps) . The ailerons have
> been cut down to same as a firefly and am wondering if the original full
> span will give me a slower stall (35 mph now) The tail boom also has
> been shotened by 12 inches and am wondering about the speed and stall
> relationship. The reason I need some input is that I am getting ready to
> start the modifications to the other Ultrastar I have.It does have the
> unmodified (long) tailboom and I am trying to decide to leave it as
> original due to the addition of a nose pod and enclosure that will
> surely add forward weight. Thanks to this list, I now have the first one
> flying with a relatively easy and safe result. .....Three of my GA
> friends have been watching my progress since I got the Ultrastar...They
> first thought me nuts...and now one has bought a used Challenger 2, one
> has bought a kit and the other is trying to decide what model to
> order...and all are selling their GA aircraft ! ! W O W Must have
> been my grinning every time I fly the Ultrastar......Ed in Western NY
>
>
________________________________________________________________________________
| From: | Johann G Johannsson <johann(at)caa.is> |
| Subject: | Re: Humming propeller |
Hi Jack, Frank Earl and all that have responded to our humming
propeller problem.
I thank you all for the help.
We are working on all the advises you gave us. It is going to
take some time to try them all and eliminate one thing at a time.
I have also been experiencing this vibration in my Firestar II,
with a three blade IVO 64".
I tried to change it to two blade, and it only got worse.
I do suspect the prop to be the sole reason, so I will try out a three
blade GCS wooden prop from a friend. That should really remove any
doubts regarding the IVO prop.
I have checked on my plane all the aileron hinges, and the universal
joint, changed the outlet for the exhaust, so that is does not point
straight back, but with a 90angle to the side.
No change.
Someone mentioned about the two carburetors being out of tune.
I have checked that the idle jet is set the same. They do have
the same jet needles and needle jets.
The same main jet, and the egt temps. are the same, or very similar.
The jet needles bottom and rise at the same time.
One thing I notice is that the idling is very difficult. Does not want
to stay above 2000 rpm.
If I adjust it higher on the idle needle screw, it sometimes runs too high.
Sorry for this long letter, but this is the problems I am trying to
solve on my Firestar, but my friend on the Mark III is still trying
to solve his humming.
We will keep you informed of any changes.
Best regards,
Johann G
Firestar II 62 hrs flying.
Iceland.
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
To all who wrote about the "cyclic vibrations" they are experiencing :
I have been working on the problem for some time and have ruled out my
Warp drive 50 inch ground adjustable on my Ultrastar. The Culver wood
did the same thing but at different RPM. There may be a relationship to
the Nova gearbox and would like to know if this may be gearbox related.
Anybody running belt reduction and still getting this problem? ? I don't
have any loose aileron hinges or slack in the push rods.I also think the
close proximity of the prop tips to the tailboom may be a
problem......engine mount isolaters are also suspect.....Will keep you
all updated on my progress but I welcome all ideas and input
...........Hope to go to Hendershot's Fly -In breakfast in the morning
at Hilton, Western NY, with a number of ultralights leaving from the
Gaines Valley airport ( 25 miles). My first cross country with the
Ultrastar ! ! Hey, it aint Alaska but it's all I have time for ( or
funds)...... Congradulations to the intrepid aviators who accomplished
the recent "long" crosscountries............Ed in NY
________________________________________________________________________________
| Subject: | overpowered Ultrastar |
| From: | ul15rhb(at)juno.com |
> I just started getting the same buffeting vibration with my Kolb
> ultrastar with a Subaru engine.
>
> Randy soobydoo in NC
Randy,
Subaru engine on an Ultrastar? I don't want to rain on your parade, but
isn't that a little dangerous? The power limit for the Ultrastar is only
35 hp and yes the wing is strong, but does it have the drag strut support
bracket that even the Original Firestars have? If not, those wings could
fold up on you in flight. Unless you or someone else has beefed up the
wings and airframe to withstand the forces with that engine, you are
taking one BIG risk.
Ain't worth it guy and if I were you I would get that Subaru off that
thing ASAP.
Ralph Burlingame
Original Firestar, w/447
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | John Hauck-Day 19 |
Following "gleaned" from TNK ...wheresjohn?...web site"
DAY 19
the night last night. Yesterday's flying took him from White
Horse to Watson Lake to Dease Lake and to Mesidia Lake. Smithers was
a nice place to camp and John had a MRE GI ration for dinner. At
his time of checking in, he was checking on weather because there was
a system around Prince George. He was now on his third cup of
coffee and ready to go.
John summed up his flight yesterday and the most excellent part of
his flight yet. The scenery of the lakes between the mountains capped
with snow and beautiful pointed glaciers was just breathtaking. The
terrain today is beginning to level out.
decided to go belly up. He can still hear, but can't talk. The weather
was iffy south of Prince George. He said if he could manage getting
out of Prince George okay (a controlled airspace) then the he would
just land at uncontrolled airports because of his radio problem. If
he gets held up by weather, he may tinker with it for awhile. John
commented he is now making better time and may probably make the US
border tonight.
****************
Bob N.
________________________________________________________________________________
In a message dated 7/20/2001 9:41:04 PM Eastern Daylight Time,
biglar(at)gogittum.com writes:
<< From the driver box to the flasher unit on the wingtip, there are 3
wires - red, black, and green. Is the black still a ground ?? Or do we
go to green for a ground with the higher voltage on the output ?? I ran
a 4 wire computer cable to the wingtips with the idea that later on, I
could add running lights, if I chose. The cable does have a grounding
wire, for a total of 5, but I want to be very sure which is the ground.
Thanks. Uncertain Lar.
>>
Hi Larry,
The RED & BLACK to the box are 12VDC and it is a good idea to twist the
pair for about a foot to help cancel noise. The 3 wires to the strobe heads
are RED + 400VDC, BLACK is - neg 400 VDC, GREEN is the trigger pulse that
tells the head when to fire. (not a ground). Also ground the box itself to
the airframe but DO NOT loosen the small screw on the end of the box to do
it. That is a mounting screw for a FET for heat sink purposes. Hope this
helps.
Dick Kuntzleman, Pres.
Kuntzleman Electronics, Inc.
www.KEstrobes.com
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 18 Msgs - 07/20/01 |
<<<<>>>
in a rotax service instruction si-18-1997 it states "
regular pneumatic synchronization of the carburetors and
synchronization of bowden cable for throttle and choke
adjustment can greatly improve the smoothness of the engine
operation."
one more thing to try
boyd
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Thanks for the quick reply. That's just what I needed.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <Dickk9(at)aol.com>
Sent: Saturday, July 21, 2001 9:53 AM
Subject: Re: Kolb-List: Strobes
>
> In a message dated 7/20/2001 9:41:04 PM Eastern Daylight Time,
> biglar(at)gogittum.com writes:
>
> << From the driver box to the flasher unit on the wingtip, there are 3
> wires - red, black, and green. Is the black still a ground ?? Or do we
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Maybe I should mention.............based on this information, I'll use 3 of
the 4 computer cable wires for the strobes, because they're shielded and
grounded, and not part of the regular 12V system of the rest of the plane.
Also less chance of radio interference. If I ever ( very doubtful ) decide
to put wing tip lights on the thing, I can use the 4th wire for a hot, and
either the grounding wire for the ( duh ) ground, or just ground them to the
wing/frame. Relieved Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: <Dickk9(at)aol.com>
Sent: Saturday, July 21, 2001 9:53 AM
Subject: Re: Kolb-List: Strobes
>
> In a message dated 7/20/2001 9:41:04 PM Eastern Daylight Time,
> biglar(at)gogittum.com writes:
>
> << From the driver box to the flasher unit on the wingtip, there are 3
> wires - red, black, and green. Is the black still a ground ?? Or do we
> go to green for a ground with the higher voltage on the output ?? I ran
> a 4 wire computer cable to the wingtips with the idea that later on, I
> could add running lights, if I chose. The cable does have a grounding
> wire, for a total of 5, but I want to be very sure which is the ground.
> Thanks. Uncertain Lar.
> >>
> Hi Larry,
>
> The RED & BLACK to the box are 12VDC and it is a good idea to twist
the
> pair for about a foot to help cancel noise. The 3 wires to the strobe
heads
> are RED + 400VDC, BLACK is - neg 400 VDC, GREEN is the trigger pulse that
> tells the head when to fire. (not a ground). Also ground the box itself
to
> the airframe but DO NOT loosen the small screw on the end of the box to do
> it. That is a mounting screw for a FET for heat sink purposes. Hope this
> helps.
>
> Dick Kuntzleman, Pres.
> Kuntzleman Electronics, Inc.
> www.KEstrobes.com
>
>
________________________________________________________________________________
| Subject: | need a parachute |
Hi Gang: Looks like I may become the proud owner of an Ultrastar. Anyone out
there have a 'chute they'd like to sell?
Bill Griffin
________________________________________________________________________________
In a message dated 7/21/2001 2:28:36 PM Eastern Daylight Time,
biglar(at)gogittum.com writes:
<< either the grounding wire for the ( duh ) ground, or just ground them to
the
wing/frame. >>
Yep, ground them to the frame.
Dick
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Ultrastar update |
Keep an eye on your spark plugs and use your gauges as a reference
number. I usually fly by the cht and diagnose by the egt. The plugs will
tell if I am right or wrong in my settings. Any change in the numbers as I
am flying will cause me to start looking for a problem.
We haven't heard much about the SoobyStar. How is it flying now?
>Watch your spark plugs to make sure your not to hot on your temps
>I burned a piston with the same temps that your running. my sparkplugs
>were almost white instead of a golden brown, I found out to late, I had to
>make one of those dead stick landings agene
>
>Randy Soobydoo In NC Subaru powered ultrastar
>--
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Whoops, updated msn last night, and forgot to reset my default.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: larrybiglar
Sent: Saturday, July 21, 2001 11:31 AM
Subject: Will & Dave
I was very disappointed to miss Dave & Will, when they came thru this
area on their big trip, but my work and their flying schedules just
didn't work out. That was partly made up for this morning, when Dave,
his wife, and daughter stopped in to say hello on their way to visit
relatives in L.A. It was good to see Dave again, after all these
years, and of course to show off Vamoose. Thanks for stopping, Dave.
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
My airplane has about 1/2 inch of droop in the ailerons at neutral stick. I
know some folks have reflexed their ailerons (upward bias) but haven't heard
of the effects of droop.
Curious as to if their are any other droopers out there and what the effects
might be. Intuitively it would seem like it might lower the stall speed
slightly and penalize cruise speed somewhat.
Bill George
Mk-3 Verner 1400 Powerfin
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Kolb steel gearlegs flex |
I have finally got the airplane assembled with engine installed. Empty weight
went up about 95 pounds to 603 and CG moved aft 2% MAC. CG is well within
limits with me on board.
But, now that all of the weight is on the new Kolb steel gear legs I find
them to be really springy. Outside in the wind the airplane rocks side to
side in the gusts. Haven't taxied it yet but it sure don't look right.
What has been the experience of Mk-3 owners with this new gear?
Bill George
Mk-3 - Verner 1400 - Powerfin 72
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Humming propeller |
>
>
>We are working on all the advises you gave us. It is going to
>take some time to try them all and eliminate one thing at a time.
>I have also been experiencing this vibration in my Firestar II,
>with a three blade IVO 64".
>I tried to change it to two blade, and it only got worse.
>I do suspect the prop to be the sole reason, so I will try out a three
>blade GCS wooden prop from a friend. That should really remove any
>doubts regarding the IVO prop.
Have you checked the angles of the blade. Do not trust the automatic
function to give a true angle to each blade. Others on the list discovered
this awhile back. Some shimming may be needed to get all blades at the same
angle.
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Kolb steel gearlegs flex |
>
>I have finally got the airplane assembled with engine installed. Empty
weight
>went up about 95 pounds to 603 and CG moved aft 2% MAC. CG is well within
>limits with me on board.
What weighs 603 lbs? Have they gone up that much?
________________________________________________________________________________
221in/lbs according to pg 11-2 Rotax maint manual.
bn
Thanks Bob that was the information I need.
Merle in Orlando
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Aileron droop |
WGeorge737(at)aol.com wrote:
>
>
> My airplane has about 1/2 inch of droop in the ailerons at neutral stick. I
> know some folks have reflexed their ailerons (upward bias) but haven't heard
> of the effects of droop.
>
> Curious as to if their are any other droopers out there and what the effects
> might be. Intuitively it would seem like it might lower the stall speed
> slightly and penalize cruise speed somewhat.
>
> We found that our Mk II flys best with the ailerons adjusted to be flush with
the bottom of the wing surface instead of the top.
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | Re: overpowered Ultrastar |
Hi Ralph
I am only getting 65 mph at level flight with this Subaru engine about
35 hp at 2800 rpm. I am not looking for power or a high speed plane. just
getting tired of dead stick landings with 2 cycle engines. this engine
weighs 68 lbs more then the cyuna. I am going to send you a photo off list
Randy soobydoo
----- Original Message -----
From: <ul15rhb(at)juno.com>
Sent: Saturday, July 21, 2001 9:01 AM
Subject: Kolb-List: overpowered Ultrastar
>
> > I just started getting the same buffeting vibration with my Kolb
> > ultrastar with a Subaru engine.
> >
> > Randy soobydoo in NC
>
> Randy,
>
> Subaru engine on an Ultrastar? I don't want to rain on your parade, but
> isn't that a little dangerous? The power limit for the Ultrastar is only
> 35 hp and yes the wing is strong, but does it have the drag strut support
> bracket that even the Original Firestars have? If not, those wings could
> fold up on you in flight. Unless you or someone else has beefed up the
> wings and airframe to withstand the forces with that engine, you are
> taking one BIG risk.
>
> Ain't worth it guy and if I were you I would get that Subaru off that
> thing ASAP.
>
> Ralph Burlingame
> Original Firestar, w/447
>
>
________________________________________________________________________________
Hey Lar , Looks like you got the info from the man himself, you can take it
to the bank now , huh?
RH
> Thanks for the quick reply. That's just what I needed.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.biglar.homestead.com/larry.html
> .
> ----- Original Message -----
> From: <Dickk9(at)aol.com>
> To:
> Sent: Saturday, July 21, 2001 9:53 AM
> Subject: Re: Kolb-List: Strobes
>
>
> >
> > In a message dated 7/20/2001 9:41:04 PM Eastern Daylight Time,
> > biglar(at)gogittum.com writes:
> >
> > << From the driver box to the flasher unit on the wingtip, there are 3
> > wires - red, black, and green. Is the black still a ground ?? Or do
we
>
>
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
From: Earl & Mim Zimmerman <emzi(at)supernet.com>
Subject: Re: Kolb-List: Aileron droop
<< We found that our Mk II flys best with the ailerons adjusted to be flush
with the bottom of the wing surface instead of the top.>>
In other words the top of the aileron trailing edge is flush with the bottom
of the wing. That's where mine position. By "best" are you relating to speeds
or handling qualities?
Bill George
Mk-3 - Verner 1400 - Powerfin 72
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | Kolb steel gearlegs flex |
From: Possum <possums(at)mindspring.com>
Subject: Re: Kolb-List: Kolb steel gearlegs flex
<>
Yep, inflation is everywhere. Steel legs, aluminum seat pans, Fiberglas seats
and the big four stroker. Actually I misspoke on the weight increase over the
582 with the same equipment. It is actually only 61 pounds heavier. Still 603
lb. zero fuel weight.
Bill George
Mk-3 - Verner 1400 - Powerfin 72
________________________________________________________________________________
| From: | "Jerry & Chris Deckard" <deckard(at)sheltonbbs.com> |
| Subject: | Re: 35 hp Subaru |
If you want a light 4 stroke in the 30-35 hp range check this one out
http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=1617206533
Jerry
________________________________________________________________________________
| Subject: | Re: Aileron droop |
In a message dated 7/21/01 5:13:24 PM Eastern Daylight Time,
WGeorge737(at)aol.com writes:
> Curious as to if their are any other droopers out there and what the effects
> might be. Intuitively it would seem like it might lower the stall speed
> slightly and penalize cruise speed somewhat.
>
>
........and will probably give a nose-down condition.
Shack
FS I
SC
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
You bet. Nice of him to keep an eye on things. I also liked his
description of what each wire does. One of my pet peeves, is when you ask
somebody why you should do something a certain way, and they reply, "Because
I said so." Nothing burns me worse. I want to know WHY they said so, for
my own education. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "R. Harris" <rharris@magnolia-net.com>
Sent: Sunday, July 22, 2001 7:15 AM
Subject: Re: Kolb-List: Strobes
>
> Hey Lar , Looks like you got the info from the man himself, you can take
it
> to the bank now , huh?
>
> RH
>
> > Thanks for the quick reply. That's just what I needed.
> >
> > Larry Bourne
> > Palm Springs, Ca.
> > Kolb Mk III - " Vamoose"
> > http://www.biglar.homestead.com/larry.html
> > .
> > ----- Original Message -----
> > From: <Dickk9(at)aol.com>
> > To:
> > Sent: Saturday, July 21, 2001 9:53 AM
> > Subject: Re: Kolb-List: Strobes
> >
> >
> > >
> > > In a message dated 7/20/2001 9:41:04 PM Eastern Daylight Time,
> > > biglar(at)gogittum.com writes:
> > >
> > > << From the driver box to the flasher unit on the wingtip, there are
3
> > > wires - red, black, and green. Is the black still a ground ?? Or do
> we
> >
> >
>
>
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
| Subject: | Kolb steel gearlegs flex |
Woody
I put the steel gear on my MK III 912, 541 lbs. empty, this spring and I
really like them. The first thing I noticed was how springy there were
also. Mine sways in the breeze a little too, but they ride much smoother,
especially in my brother-in-laws hayfield.
Terry
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
WGeorge737(at)aol.com
Sent: Saturday, July 21, 2001 5:12 PM
Subject: Kolb-List: Kolb steel gearlegs flex
I have finally got the airplane assembled with engine installed. Empty
weight
went up about 95 pounds to 603 and CG moved aft 2% MAC. CG is well within
limits with me on board.
But, now that all of the weight is on the new Kolb steel gear legs I find
them to be really springy. Outside in the wind the airplane rocks side to
side in the gusts. Haven't taxied it yet but it sure don't look right.
What has been the experience of Mk-3 owners with this new gear?
Bill George
Mk-3 - Verner 1400 - Powerfin 72
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Need a ride to Oshkosh? |
If still interested give me a call as soon as you read this. We may
have an opening in the car.
Dick 519 978 0926
________________________________________________________________________________
| From: | Tom Kuffel <kuffel(at)cyberport.net> |
Kolb List,
John landed at Glacier Park International Airport (KFCA) in NW Montana
just before 5PM local time Sunday the 22nd. Both he and the airplane
look well and ready to continue.
He's been fed range grown T-Bone beef (not nearly as good as moose),
corn on the cob, etc. Right now he is sitting on the deck, digesting
his dinner in order to have room for desert and watching the sunset.
He has an 8AM appointment at the local avionics shop to see if his
transmitter can be easily fixed. In any event, the current plan is to
head direct to Oshkosh from here, weather permitting.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Aileron droop |
WGeorge737(at)aol.com wrote:
> In other words the top of the aileron trailing edge is flush with the bottom
> of the wing. That's where mine position. By "best" are you relating to speeds
> or handling qualities?
>
No I meant that if you where to put a straight edge on the bottom
surface of the wing cord wise the bottom surface of the aileron would be
flat with the bottom of the wing. This will cause the top surface to
have a slight reflex. Best meaning most efficient cruise. You can fine
tune for what ever you want. Ailerons down = slower speed and nose down
tendency, ailerons up = faster and nose up tendency.
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 20 Msgs - 07/21/01 |
<<<>>>
i was hoping to get some opinions before i ordered a
set.... please let us know how they do.... when sitting
on the ground do the tires sit flat or do they look as if
they are riding on the inside edge of the tread????? as
if they are overloaded... i was hoping and i think the
correct term is the camber angle would have the tires
resting on the outer edge when the plane was empty. can
you post any pictures or send some direct...
boyd
________________________________________________________________________________
| From: | JL <johann(at)caa.is> |
| Subject: | Re: Humming propeller |
Hi Woody and Kolb list members.
This is the reply I receivd from IVO regarding the pitch problem.
PITCH
It is normal to measure different pitch angels on the different
blades. The blades are considered self pitching because they are
flexible and it is expected that you will come up with not
exactly the same pitch setting when you put a protractor on
each blade because of friction inside between the torsion rod and the
composite material.
Even with different pitch angels static they go to the propper pitch
when running because they are flexible. You can grab the blade near
the tip and twist it breaking the friction inside to set the pitch so
it will be the same as the other blades. You might find that after
you run it up it will go back to the pitch it originally was.
Sometimes you will hear popping when you change the pitch that is the
friction breaking loose.
If you really want to know what the inches of pitch is for a given
setting you can do it mathmatically. You know the Ultralight regular
pitch range is 18-52 inches and the screw adjuster has a total of
11 turns. When you first put a new prop together that is when the
screw adjuster is sticking out from the 4 inch plate it screws into
1 7/16" that is neutral or 35 inches of pitch and you have 5.5 turns
each way from neutral. Once you change the pitch and you come back
to the play that is not neutral. So if you forget how many turns
you turned it and you want to find neutral again put the screw
adjuster so it is sticking 1 7/16" out from the 4 inch plate.
Best regards,
Johann G.
Woody wrote:
>
> >
> >
> >We are working on all the advises you gave us. It is going to
> >take some time to try them all and eliminate one thing at a time.
> >I have also been experiencing this vibration in my Firestar II,
> >with a three blade IVO 64".
> >I tried to change it to two blade, and it only got worse.
> >I do suspect the prop to be the sole reason, so I will try out a three
> >blade GCS wooden prop from a friend. That should really remove any
> >doubts regarding the IVO prop.
>
> Have you checked the angles of the blade. Do not trust the automatic
> function to give a true angle to each blade. Others on the list discovered
> this awhile back. Some shimming may be needed to get all blades at the same
> angle.
>
________________________________________________________________________________
| From: | "Rayfield, Bill" <brayfield(at)kcc.com> |
| Subject: | Oshkosh UL camp area |
I asked last week about the camping area near the UL area at Oshkosh. John
Jung mentioned he would be there in a motor home. Question: does that
camping area have the same facilities (showers, etc) as the other camp
areas? Since we don't have a camper or motorhome, it will make a big
difference.
We'll be leaving Georgia Tuesday afternoon and getting there Wednesday
morning. We can't wait to see everything and everyone - maybe trade a few
Ultrastar pictures.
Bill Rayfield
Kimberly-Clark, Corp.
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
________________________________________________________________________________
| From: | DCREECH3(at)aol.com |
| Subject: | Re: Newbie seeks advice |
Hello everyone:
I'm new on the list, and looking for a bit of advice. I'm thinking about buying
a Kolb Firestar II, my first ultralight. Briefly, the one I'm considering was
built by the current owner and first flew in 1995. It has a Rotax 503 w/DC and
DI, BRS, dual EGT and CHT and ASI. It's been hangered, and has 150 hrs.TT, 25
since a decarb. The owner wants $12,300, which may include a few extras like
a handheld radio, etc.
My questions are: Does that price seem to be in the ballpark for the age and specs
of the aircraft? And, are there any special issues with this particular design
that I should ask about or be aware of?
Thanks for any advice.
Lee
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Oshkosh UL camp area |
Bill,
No, that private camping area (accross from the ultralights) does not have the
same facilities.
John Jung
"Rayfield, Bill" wrote:
>
> I asked last week about the camping area near the UL area at Oshkosh. John
> Jung mentioned he would be there in a motor home. Question: does that
> camping area have the same facilities (showers, etc) as the other camp
> areas? Since we don't have a camper or motorhome, it will make a big
> difference.
________________________________________________________________________________
| From: | John Jung <jrjung(at)execpc.com> |
| Subject: | Re: Newbie seeks advice |
Lee,
Typically, a price like that should get you a very low hour, like new condition,
Firestar II. One like you described, on average, should bring $10,000. And less
if the paint and covering are not well done. Keep in mind, I have not seen
the plane and I am just giving "usual" prices.
John Jung
Firestar II N6163J
DCREECH3(at)aol.com wrote:
>
> Hello everyone:
>
> I'm new on the list, and looking for a bit of advice. I'm thinking about buying
a Kolb Firestar II, my first ultralight. Briefly, the one I'm considering was
built by the current owner and first flew in 1995. It has a Rotax 503 w/DC
and DI, BRS, dual EGT and CHT and ASI. It's been hangered, and has 150 hrs.TT,
25 since a decarb. The owner wants $12,300, which may include a few extras like
a handheld radio, etc.
>
> My questions are: Does that price seem to be in the ballpark for the age and
specs of the aircraft?
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Aileron droop |
Drooping the ailerons moves the center of pressure (lift) back on
the wing, and makes the airplane act and feel nose heavier,
requires retrimming. Raising the rear of the ailerons does the opposite.
Richard Pike
MKIII N420P (420ldPoops)
>
>My airplane has about 1/2 inch of droop in the ailerons at neutral stick. I
>know some folks have reflexed their ailerons (upward bias) but haven't heard
>of the effects of droop.
>
>Curious as to if their are any other droopers out there and what the effects
>might be. Intuitively it would seem like it might lower the stall speed
>slightly and penalize cruise speed somewhat.
>
>Bill George
>Mk-3 Verner 1400 Powerfin
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Several people have mentioned this problem, and I think it has to be
some kind of interaction between the prop and ??? My guess follows:
On the MKIII there is a diagonal brace in the cage that runs from the
upper cluster joint at the right rear of the fuselage cage down to the right
landing gear cluster joint. I have begun to notice that my fabric is flexing
enough to crack the Stits all along the aft length of this tube, starting
just past where the external tape is doubled at the corners. This is
caused by the pulses of the prop ahead of the prop cyclicly beating
on the side of the fuselage.
What is the possibility that there is an interaction between the
fabric flexing in and out as the prop passes, causing the air to
then redirect it's airflow in and out, and then interact with the prop
as it hits the prop, causing a thrum-thrum?
The variable would be whether or not the airplanes with the thrum
problem have their fabric attached to the diagonal tube, or is the fabric
on those airplanes free to flex in and out, and accentuate the airflow
pulsing in and out.
I know this is kind of a stretch, but as Sherlock Holmes said:
"When you have eliminated all other possibilities, whatever remains,
no matter how unlikely, must be your solution."
Richard Pike
MKIII N420P (420ldPoops)
>
>To all who wrote about the "cyclic vibrations" they are experiencing :
>I have been working on the problem for some time and have ruled out my
>Warp drive 50 inch ground adjustable on my Ultrastar. The Culver wood
>did the same thing but at different RPM. There may be a relationship to
>the Nova gearbox and would like to know if this may be gearbox related.
>Anybody running belt reduction and still getting this problem? ? I don't
>have any loose aileron hinges or slack in the push rods.I also think the
>close proximity of the prop tips to the tailboom may be a
>problem......engine mount isolaters are also suspect.....Will keep you
>all updated on my progress but I welcome all ideas and input
________________________________________________________________________________
| From: | "Rayfield, Bill" <brayfield(at)kcc.com> |
| Subject: | Oshkosh UL camp area |
Thanks John, wanted to make sure. At least we'll have bikes to ride this
year!
Bill Rayfield
Kimberly-Clark, Corp.
Nonwovens Engineering
Phone: (770) 587-8371
Fax: (770) 587-7240
Email: brayfield(at)kcc.com
-----Original Message-----
From: John Jung [mailto:jrjung(at)execpc.com]
Sent: Monday, July 23, 2001 9:11 AM
Subject: Re: Kolb-List: Oshkosh UL camp area
Bill,
No, that private camping area (accross from the ultralights) does not have
the same facilities.
John Jung
"Rayfield, Bill" wrote:
>
> I asked last week about the camping area near the UL area at Oshkosh.
John
> Jung mentioned he would be there in a motor home. Question: does that
> camping area have the same facilities (showers, etc) as the other camp
> areas? Since we don't have a camper or motorhome, it will make a big
> difference.
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Can anyone answer this one? Since I'm working from misc. salvage,
I have (for a mkIII) two axles, 5/8 dia., 5 1/2" flange to end
and one axle from the original plane 5/8 dia., but only 4 5/8 flange to
end. Was the longer shaft for a different wheel / brake combo?
I have a complete Matco wheel and brake setup and assume I'll
have to measure during assembly for spacers, which I'll just fab up
myself. Did Kolb originally include spacers and were they alum?
spool shaped, or just tube sleeves? Appreciate various experiences.
Bob B, mkIII, tail on, up on gear, air in tires
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
________________
From: b young <byoung(at)brigham.net>
<>
Your only adjustment option with the one piece gear/axle is to rotate them in
the socket. This will affect both camber and toe in/out. Since I did not
want any toe in we aligned with a small amount of toe out. I think that puts
more weight on the inside edges.
Visiting the problem again yesterday it actually looks like most of the flex
is in the sidewalls of the tires. I will replace these 2 ply tires with more
substantial Air Trac ones and post the results to the list.
Bill George
Mk-3 - Verner 1400 - Powerfin 72
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
Hi Richard and others on this thread,
The vibs/sounds on my MKIII have a frequency of around 100-125 per minute
and are most noticeable when the engine rpm's are in the 4500-5000 range and
it started when I installed the 912.
The fabric is not glued to the cage and I had a 3-blade 66" IVO with 582 on
it before I changed to a 912/IVO with a 72" 3-blade combo.
It will be interesting to see if Bill George has these vibs also when he
starts flying with the 2 cylinder VERNER with redrive.
Keep us posted Bill!
Frank Reynen
http://www.webcom.com/reynen
----- Original Message -----
From: "Richard Pike" <richard(at)BCChapel.org>
Sent: Monday, July 23, 2001 9:44 AM
Subject: Re: Kolb-List: Vibrations
>
> Several people have mentioned this problem, and I think it has to be
> some kind of interaction between the prop and ??? My guess follows:
> On the MKIII there is a diagonal brace in the cage that runs from the
> upper cluster joint at the right rear of the fuselage cage down to the
right
> landing gear cluster joint. I have begun to notice that my fabric is
flexing
> enough to crack the Stits all along the aft length of this tube, starting
> just past where the external tape is doubled at the corners. This is
> caused by the pulses of the prop ahead of the prop cyclicly beating
> on the side of the fuselage.
>
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | Re: Aileron droop |
On my Drifter, I recently drooped my ailerons to get more cruise speed. It worked.
CG on the drifter is about middle of the wing chord. Ailerons were drooped
about an inch (in flight). When not in flight, the ailerons look like they are
drooped 2-inches. This gave me an additional 10 mph cruise speed. I don't know
how this translates to the Kolb experience, but it sure worked out nice for
me. Also beware, I did loose some vertical speed performance but it was a nice
tradeoff for me.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
"The Flyin Moose" - Maxair Drifter
Milford, Utah
________________________________________________________________________________
| Subject: | Re: Oshkosh UL camp area |
I know that there are shower trailers on the EAA grounds. I know that they
are there for mainly for those that camp under their wing but it appears
that any one else could use them.
The EAA website does not indicate much about the use of the showers.
It also doesn't mention that a shuttle is available to go to the Outlet
Stores from the Main Gate area.
Kathy Mead
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
My MK III 912 warp had a vibration around 5100 to 5400 rpm. The leading
edge of the vertical stabilizer was the culprit for me. I could look back
and see it vibrating and could feel it in the frame. I offset the leading
edge attachment of the vertical stabilizer to the left which put tension on
the leading edge tube. It didn't help the trim but did cure the vibration.
Just something else to check.
Terry
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Richard Pike
Sent: Monday, July 23, 2001 12:44 PM
Subject: Re: Kolb-List: Vibrations
Several people have mentioned this problem, and I think it has to be
some kind of interaction between the prop and ??? My guess follows:
On the MKIII there is a diagonal brace in the cage that runs from the
upper cluster joint at the right rear of the fuselage cage down to the right
landing gear cluster joint. I have begun to notice that my fabric is flexing
enough to crack the Stits all along the aft length of this tube, starting
just past where the external tape is doubled at the corners. This is
caused by the pulses of the prop ahead of the prop cyclicly beating
on the side of the fuselage.
What is the possibility that there is an interaction between the
fabric flexing in and out as the prop passes, causing the air to
then redirect it's airflow in and out, and then interact with the prop
as it hits the prop, causing a thrum-thrum?
The variable would be whether or not the airplanes with the thrum
problem have their fabric attached to the diagonal tube, or is the fabric
on those airplanes free to flex in and out, and accentuate the airflow
pulsing in and out.
I know this is kind of a stretch, but as Sherlock Holmes said:
"When you have eliminated all other possibilities, whatever remains,
no matter how unlikely, must be your solution."
Richard Pike
MKIII N420P (420ldPoops)
>
>To all who wrote about the "cyclic vibrations" they are experiencing :
>I have been working on the problem for some time and have ruled out my
>Warp drive 50 inch ground adjustable on my Ultrastar. The Culver wood
>did the same thing but at different RPM. There may be a relationship to
>the Nova gearbox and would like to know if this may be gearbox related.
>Anybody running belt reduction and still getting this problem? ? I don't
>have any loose aileron hinges or slack in the push rods.I also think the
>close proximity of the prop tips to the tailboom may be a
>problem......engine mount isolaters are also suspect.....Will keep you
>all updated on my progress but I welcome all ideas and input
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Oshkosh UL camp area |
> I know that there are shower trailers on the EAA grounds. I know that they
> are there for mainly for those that camp under their wing but it appears
> that any one else could use them.
I have been going to Oshkosh for nearly 20 years and have always used the
showers along the flightline. they are there for anyone to use and are only
really busy at the more normal shower times (morning and night.) I have
found that right at the start of the air show you can usually shower as long
as you want! gets you out of the heat of the day as well. And do you
really want to see those parachutists do there same thing again this year!
Topher
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Not sure if we're on the same track on this. Mine is Mk 3, #274, shipped in
Nov. '96. I just went out and measured the axles on Vamoose, and mine are 4
1/4" from the end to base of flange; 4 13/32" overall, & 5/8" diameter.
Flange is 1 3/4" diameter. Doesn't look like length matters too much, cause
they're pushed all the way into the welded axle fitting that holds them onto
the landing gear. The excess just sticks out on the inside. I also have
the Matco disc brakes, etc., and it looks like the backing plate that mounts
the calipers just bolts directly onto the flange, with 4 socket head bolts.
No spacers.............not sure where they would go. If necessary, I could
take some pics, and send them, but you'd have to wait a week or 2 before
they're processed. Big Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.biglar.homestead.com/larry.html
.
----- Original Message -----
From: "Bob Bean" <slyck(at)frontiernet.net>
Sent: Monday, July 23, 2001 7:03 AM
Subject: Kolb-List: axles
>
> Can anyone answer this one? Since I'm working from misc. salvage,
> I have (for a mkIII) two axles, 5/8 dia., 5 1/2" flange to end
> and one axle from the original plane 5/8 dia., but only 4 5/8 flange to
> end. Was the longer shaft for a different wheel / brake combo?
> I have a complete Matco wheel and brake setup and assume I'll
> have to measure during assembly for spacers, which I'll just fab up
> myself. Did Kolb originally include spacers and were they alum?
> spool shaped, or just tube sleeves? Appreciate various experiences.
> Bob B, mkIII, tail on, up on gear, air in tires
>
>
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)uswest.net> |
| Subject: | Re: Newbie seeks advice |
Lee, i bought my 1996 kxp 447/points ignition in 2000 for 9000.00-----that
was 80% completed and 0 time on engine, it had no gauges and it was not painted,
it also came with a BRS chute but it needed to be updated and new rocket
and a repack for a cost of 1259.00, and thats with a 15% discount for having it
done during the slow months. i now have 12000.00 invested and it has about 28
hrs. on the engine and
airframe, it has brakes, BRS, single egt/cht, asi,alt,compess,ball slip ind, tack
and garmin gps.
thanks,
Gary r .voigt
DCREECH3(at)aol.com wrote:
>
> Hello everyone:
>
> I'm new on the list, and looking for a bit of advice. I'm thinking about buying
a Kolb Firestar II, my first ultralight. Briefly, the one I'm considering was
built by the current owner and first flew in 1995. It has a Rotax 503 w/DC
and DI, BRS, dual EGT and CHT and ASI. It's been hangered, and has 150 hrs.TT,
25 since a decarb. The owner wants $12,300, which may include a few extras like
a handheld radio, etc.
>
> My questions are: Does that price seem to be in the ballpark for the age and
specs of the aircraft? And, are there any special issues with this particular
design that I should ask about or be aware of?
>
> Thanks for any advice.
>
> Lee
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Humming propeller |
>
>Hi Woody and Kolb list members.
>This is the reply I receivd from IVO regarding the pitch problem.
>
>
>PITCH
>It is normal to measure different pitch angels on the different
>blades.
This sounds like a bunch of cow droppings to me. Typical factory
response. If one blade starts off 2 degrees different it will probably
remain a couple degrees off when spinning too.
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann-g(at)tal.is> |
Could the cause be loose tailwires?
Johann G.
----- Original Message -----
From: "Terry" <tswartz(at)hydrosoft.net>
Sent: Monday, July 23, 2001 5:08 PM
Subject: RE: Kolb-List: Vibrations
>
> My MK III 912 warp had a vibration around 5100 to 5400 rpm. The leading
> edge of the vertical stabilizer was the culprit for me. I could look back
> and see it vibrating and could feel it in the frame. I offset the leading
> edge attachment of the vertical stabilizer to the left which put tension
on
> the leading edge tube. It didn't help the trim but did cure the
vibration.
> Just something else to check.
>
> Terry
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Richard Pike
> Sent: Monday, July 23, 2001 12:44 PM
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Vibrations
>
>
> Several people have mentioned this problem, and I think it has to be
> some kind of interaction between the prop and ??? My guess follows:
> On the MKIII there is a diagonal brace in the cage that runs from the
> upper cluster joint at the right rear of the fuselage cage down to the
right
> landing gear cluster joint. I have begun to notice that my fabric is
flexing
> enough to crack the Stits all along the aft length of this tube, starting
> just past where the external tape is doubled at the corners. This is
> caused by the pulses of the prop ahead of the prop cyclicly beating
> on the side of the fuselage.
> What is the possibility that there is an interaction between the
> fabric flexing in and out as the prop passes, causing the air to
> then redirect it's airflow in and out, and then interact with the prop
> as it hits the prop, causing a thrum-thrum?
> The variable would be whether or not the airplanes with the thrum
> problem have their fabric attached to the diagonal tube, or is the fabric
> on those airplanes free to flex in and out, and accentuate the airflow
> pulsing in and out.
> I know this is kind of a stretch, but as Sherlock Holmes said:
> "When you have eliminated all other possibilities, whatever remains,
> no matter how unlikely, must be your solution."
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
> >
> >To all who wrote about the "cyclic vibrations" they are experiencing :
> >I have been working on the problem for some time and have ruled out my
> >Warp drive 50 inch ground adjustable on my Ultrastar. The Culver wood
> >did the same thing but at different RPM. There may be a relationship to
> >the Nova gearbox and would like to know if this may be gearbox related.
> >Anybody running belt reduction and still getting this problem? ? I don't
> >have any loose aileron hinges or slack in the push rods.I also think the
> >close proximity of the prop tips to the tailboom may be a
> >problem......engine mount isolaters are also suspect.....Will keep you
> >all updated on my progress but I welcome all ideas and input
>
>
________________________________________________________________________________
| From: | "mark haley" <mhaley(at)cableone.net> |
| Subject: | Re: Newbie seeks advice |
Unless there is some unknown history on this plane, I would say buy and fly.
You will never regret buying a Kolb. It will fly and handle great. I started
with a weedhopper and moved up to a MX then a MXL and then a Twin star. The
twin star is the easier to fly. It has so much control with those big
ailerons and lots of elevator and it screams at ya shakes a stick at ya
before it stalls. It's gonna fly slow and easy for ya or put it's nose down
and haul ass. It is also like a Harley---it holds it's value!!!
----- Original Message -----
From: <DCREECH3(at)aol.com>
Sent: Monday, July 23, 2001 8:00 AM
Subject: Re: Kolb-List: Newbie seeks advice
>
> Hello everyone:
>
> I'm new on the list, and looking for a bit of advice. I'm thinking about
buying a Kolb Firestar II, my first ultralight. Briefly, the one I'm
considering was built by the current owner and first flew in 1995. It has a
Rotax 503 w/DC and DI, BRS, dual EGT and CHT and ASI. It's been hangered,
and has 150 hrs.TT, 25 since a decarb. The owner wants $12,300, which may
include a few extras like a handheld radio, etc.
>
> My questions are: Does that price seem to be in the ballpark for the age
and specs of the aircraft? And, are there any special issues with this
particular design that I should ask about or be aware of?
>
> Thanks for any advice.
>
> Lee
>
>
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
The answer to the question of tail wire vibration is no. That was one of
the first things I changed and went to the next size larger diameter FAA
aircraft approved Wal-Mart cable....No joke,it is aircraft cable from
Wal-mart. And you can tighten the cable without turnbuckles if you wind
the cable up....learned from this list ! ! Have checked out 3 more
pilots on the Ultrastar and all are impressed .My 19 year old received
his private license in our AA-5 Traveler at 18 and was not overly
interested in flying it....now he wants to get at the Ultrastar big time
..........I am going to try some Lucas gear lube in the Nova gearbox to
see if it may be gear related. Does any body have the vibes with the
more expensive gearboxes with the rubber dampeners? ? . Or belt drives?
? Ed in Western NY
________________________________________________________________________________
| From: | "Bil Ragsdale" <bilrags(at)earthlink.net> |
My Mk III has spacers on the outside of the bearings between the wheel and
the castellated nut. They are ugly rusted steel. I htink the o. d. is
abpout 1 inch. They are heavy.
Bil Mk III sn 213
----- Original Message -----
From: Larry Bourne <biglar(at)gogittum.com>
Sent: Monday, July 23, 2001 12:30 PM
Subject: Re: Kolb-List: axles
>
> Not sure if we're on the same track on this. Mine is Mk 3, #274, shipped
in
> Nov. '96. I just went out and measured the axles on Vamoose, and mine are
4
> 1/4" from the end to base of flange; 4 13/32" overall, & 5/8" diameter.
> Flange is 1 3/4" diameter. Doesn't look like length matters too much,
cause
> they're pushed all the way into the welded axle fitting that holds them
onto
> the landing gear. The excess just sticks out on the inside. I also have
> the Matco disc brakes, etc., and it looks like the backing plate that
mounts
> the calipers just bolts directly onto the flange, with 4 socket head
bolts.
> No spacers.............not sure where they would go. If necessary, I
could
> take some pics, and send them, but you'd have to wait a week or 2 before
> they're processed. Big Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.biglar.homestead.com/larry.html
> .
> ----- Original Message -----
> From: "Bob Bean" <slyck(at)frontiernet.net>
> To: "kolb"
> Sent: Monday, July 23, 2001 7:03 AM
> Subject: Kolb-List: axles
>
>
> >
> > Can anyone answer this one? Since I'm working from misc. salvage,
> > I have (for a mkIII) two axles, 5/8 dia., 5 1/2" flange to end
> > and one axle from the original plane 5/8 dia., but only 4 5/8 flange to
> > end. Was the longer shaft for a different wheel / brake combo?
> > I have a complete Matco wheel and brake setup and assume I'll
> > have to measure during assembly for spacers, which I'll just fab up
> > myself. Did Kolb originally include spacers and were they alum?
> > spool shaped, or just tube sleeves? Appreciate various experiences.
> > Bob B, mkIII, tail on, up on gear, air in tires
> >
> >
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
Is the list down?
bn
________________________________________________________________________________
no
----- Original Message -----
From: "bob n" <ronoy(at)shentel.net>
Sent: Tuesday, July 24, 2001 5:11 PM
Subject: Kolb-List: test
>
> Is the list down?
>
> bn
>
>
>
>
>
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
Hi,
Just us lurkers here, everyone else is probably toasting Hawk's
arrival at OSH.
Ed in JXN
> bob n wrote:
>
> >
> > Is the list down?
> >
> > bn
> >
>
>
________________________________________________________________________________
| From: | TCowan1917(at)aol.com |
| Subject: | Re: Kolb-List Digest: 7 Msgs - 07/24/01 |
In a message dated 07/25/2001 1:52:13 AM Central Daylight Time,
kolb-list-digest(at)matronics.com writes:
> The answer to the question of tail wire vibration is no. That was one of
> the first things I changed and went to the next size larger diameter FAA
> aircraft approved Wal-Mart cable....No joke,it is aircraft cable from
> Wal-mart. And you can tighten the cable without turnbuckles if you wind
> the cable up....learned from this list ! ! Have checked out 3 more
> pilots on the Ultrastar and all are impressed .My 19 year old received
> his private license in our AA-5 Traveler at 18 and was not overly
> interested in flying it....now he wants to get at the Ultrastar big time
> ..........I am going to try some Lucas gear lube in the Nova gearbox to
> see if it may be gear related. Does any body have the vibes with the
> more expensive gearboxes with the rubber dampeners? ? . Or belt drives?
> ? Ed in Western NY
>
>
>
>
>
>
>
>
>
Ed, if your buddy wants one, I have one. email me. Ted
________________________________________________________________________________
| Subject: | bad news for a Kolb driver enroute to OK... |
| From: | "Jim Gerken" <gerken(at)us.ibm.com> |
07/25/2001 07:22:04 AM
I am very sorry to hear about this, and my condolances to any of you who
knew the man...
http://www.winonadailynews.com/news/1.php
Jim G
________________________________________________________________________________
| Subject: | Re: Emergency Landing Practice |
| From: | ul15rhb(at)juno.com |
>
> Made it out to the airport last week just in time for a hole in our
> other wise continuing poor weather. The ceiling was down to 1200' and
> there were no breaks in it so three of us had to be happy with trips
around
> the pattern. I was sharing the air with a Champ and a Quicksilver. We
were
> all radio equipped so it was good practice in talking, listening,
> watching and flying. After a few trips around I decided to try a
simulated emergency
> landing. The plan was to pick a spot on the turf, reduce the throttle
to
> 3,000 RPM, pretending that the engine had died and that the spot I
picked was
> the only one available. I was astonished to see how my skill at doing
> this trick had deteriorated. On the first try the wind made my turn to
base
> too late and I had to do some heavy corrections on the final. On the
> second attempt I was ~ 100' beyond my intended touch down spot. I was
> humiliated but enlightened. The learning curve came into play and I
finally
> made an "8" on the third try. The point is that you can get rusty very
> quickly on even these very basic maneuvers. No it ain't "like riding a
bike".
> Approach stalls have killed many aviators and approaches without power
> are a very special case. You can bet I'll be doing more of this and
other
> such drills a little more often.
>
> Duane the plane in Tallahassee, FL, FireFly SN 007, 447, IVO, ~ 100
> Hrs.
Duane and others,
Now you know why there are so many Kolb pilots that bite the dust without
that kind of practice in a real emergency. Now couple this with some
panic and white knuckles and you have a recipe for disaster.
Those practice emergency deadstick landings that you did were great, now
you might try them under actual conditions by shutting down completely.
It's still another ball game and after you are successful at doing that,
it will actually be fun. No kidding.
I suggest you first shut down the engine on final when you know the
runway is made, then work your way out a little further each time at a
higher altitude. Before you know it, you will be a half mile out or more
and having fun being a glider.
There are so many Kolb pilots in all their years of flying that have
never practiced gliding their Firestars in without power. These are the
guys that will have problems when the real emergency strikes.
Ralph Burlingame
14 years in a Firestar
________________________________________________________________________________
| Subject: | Re: bad news for a Kolb driver enroute to OK... |
| From: | ul15rhb(at)juno.com |
> I am very sorry to hear about this, and my condolances to any of you
> who
> knew the man...
>
> http://www.winonadailynews.com/news/1.php
>
July 06, 2001 - July 25, 2001
Kolb-Archive.digest.vol-cz