Kolb-Archive.digest.vol-dd
September 24, 2001 - October 02, 2001
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
I fly a 2703 on my Twinstar and my friend Andy has a 2706 on his Mk 111. I
have not flown any other engine on the Mk111 so I can not give a good
comparison. I would recommend you use the Hirth recommendations for
Maintenance, heat ranges, oil mix etc. Well intentioned Rotax owners may
steer you in the wrong direction. All 2 cycle engines are not the same.
________________________________________________________________________________
| From: | "Howard Ping" <howard.ping(at)gte.net> |
Last shot of the Pucker Patch, I took this photo enrt
to TNK, when I sold my FS-2 (blackbird). I'll ride my
bike the 12 miles to TNK Sat. see you then.
Howard
Mvc-004s
________________________________________________________________________________
| From: | "Jim Minewiser" <flykolb(at)carolina.rr.com> |
Shack,
Could you expand on your reply just a little bit?
Jim
----- Original Message -----
From: <HShack(at)aol.com>
Sent: Sunday, September 23, 2001 11:40 PM
Subject: Re: Kolb-List: engines
>
> In a message dated 9/23/01 7:47:26 PM Eastern Daylight Time,
> flykolb(at)carolina.rr.com writes:
>
>
> > The crankshaft broke and he sent it back to Hirth .....
> >
> Jim, Jim, Jim...
>
> Shack
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: yaw oscillation |
Any well trimmed stable aircraft will oscillate when struck by a "noise"
input where the noise may be from the pilot jerking the controls or a
thermal air mass or a gust of wind. The period or frequency of oscillation
is determined by the mass and the natural stability of the aircraft.
Normally the lighter the aircraft the higher the frequency or the shorter
the period.
To experience this all one has to do is to trim out at cruise speed and
then displace the rudder while maintaining the wings level. Basically you
are skidding or slipping the plane in level flight, and then take your feet
off the rudder pedals. This skidding creates drag to one side of the
plane. When rudder is suddenly released, the plane will rotate in yaw and
over shoot. The plane will oscillate in yaw. If the plane has neutral yaw
stability it will continue to oscillate with constant magnitude. If it is
unstable in yaw, the magnitude of oscillations will get worse but the
frequency will remain the same and the pilot must intervene. If the plane
is stable, the oscillation magnitude will decrease with no pilot
intervention. The same can be done in the other two axes.
I don't believe you can call this flutter or due to structural flexure of
the Kolb tail boom. It is just a natural relationship between a particular
plane and the air environment.
Jack B. Hart FF004
Jackson, MO
>
>> Flutter to me would be a very fast oscillation. If this were caused by
>> the prop blast being greater on one side, then reducing the throttle
>> should kill the oscillation. In this case I tried that and it didn't
>> help. Since it has not happened in many years, I attribute this to severe
>> manmade turbulence (smoke stack thermal) that hit the tail of the plane.
>
>
>If the effect is an interaction between structural deflection and
>aerodynamic forces that is oscillatory, no matter the frequency, then it is
>flutter. If it is just an aerodynamic oscillation without the plane flexing
>then it is just the pedal free Dutch-roll mode being excited. My guess is
>you had rudder flutter, but since your feet were off the pedals when it
>happened, it is possible you were in a Dutch roll. Were you rolling as well
>as yawing? if the roll was coupled with the yaw then you were in a Dutch
>roll. if you were in a pure yaw oscillation then the rudder/tail boom was
>fluttering.
>
>Topher
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: yaw oscillation |
Due to having too much weight at the rear of the rudder on my MKIII, I had
a situation similar to the flutter/oscillation that Ralph describes, except
mine occured every time I eased foot pressure off the rudder pedals. I
cured it by putting a counterbalance into the rudder that is somewhat
similar to the one for the ailerons. Easy fix, no more problems.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| Subject: | Part 103 VS Part 91 |
Thread-Topic: Kolb-List: Part 103 VS Part 91
Thread-Index: AcFEcKZ9YGJyX77+RNSWlP2o05CkgQAlOpVw
| From: | "Seitzer, Bettie (TEK Systems)" <Bettie.Seitzer(at)AndersenCorp.com> |
I have been calling Princeton Flight Services (Twin Cities of Minnesota
area) everyday. I have found that there is a lack of understanding
about ultralights and FAR 103. It helps to frame questions correctly
and supply information about exactly what is being planned. The
briefers are all very nice people, but they are not ultralight aware -
the problem is that most ultralight operators (in this area at least)
have not had much occasion to deal with briefers or have been reluctant
to contact Flight Services because they don't want to call attention to
themselves. They are as confused as the public is. We all have to work
together to raise the level of understanding and the respect for what we
do. Added to the confusion is that our planes cross the lines - there
are Kolbs operated as ultralights or trainers and there are N numbered
Kolbs. IN fact when we first tried to get information about Chuck
Veith's crash when we were at Osh Kosh, we supplied the flight briefer
at Osh Kosh with the N number for the plane and he seemed relieved when
he told us that the plane that had crashed was an ultralight and
therefore was not likely our friend's plane. Of course it was Chuck's
plane. The briefers are willing to learn if we are willing to share
what we know.
-----Original Message-----
From: a v [mailto:jajvann(at)hotmail.com]
Sent: Sunday, September 23, 2001 3:26 PM
Subject: Kolb-List: Part 103 VS Part 91
>Andy,
>We were told by Jane Garvey the FAA Administrator that the
NOTAM also
>applied to ultralights.
>Timm Bogenhagen
>EAA Ultralight Programs
>920-426-6527
thanks Timm,
>----- Original Message -----
>From: <erieairpark(at)juno.com>
>Subject: Re: FlyChallenger: Part 103 vehicles
> > Andy, All you need to do is Call 1 800 wx brief. They will
tell you what is going on. Call them every day thats what they are
there
for. They have been very nice to me. Jim, at an erie place.
Subject: Re: FlyChallenger: Part 103 vehicles
>Dear Erieairpark(at)juno.com ,
>
>It just ain't that simple. I wish every FAA worker knew what
all the
rules
>were, but that's life. EAA leaders didn't understand the
Notam and called
>Jane Garvey to ask for clarification and were told that the
Notams DID
apply
>to Ultralights. (She was mistaken) Yet, some ATC officials
told pilots
that
>the rule did not mention 103 vehicles and restricted only
part 91
aircraft.
>So you see the confusion...the head of FAA thinks the rule
covers all
>airplanes in the air....EAA publishes that misconception to
include 103
>vehicles.....meanwhile....... The Notams only mention FAR 91
>aircraft.......and some ATC workers tell some UL pilots its OK
to fly
while
>others think it is not OK to fly. Then comes the Notam about
no VFR
>flights....more confusion from everyone including the
misguided UL pilots
>who think they are flying VFR under the 103 rules.....but VFR
rules are
part
>91 rules, not 103 rules.....and then there are those guys
flying light
>weight aircraft and think they are 103 planes.
>
>So to answer your question....because each FAA official might
give you a
>different answer is why I don't ask 800/WX-BRIEF when there is
so much
>confusion already. You are right; they are very nice, but
nice doesn't
>count when they might be mistaken or mislead about the rules.
Don't you
>know when ATC tells you to fly a certain direction, if that
direction put
>you into an illegal situation, then you must tell them you
cannot comply
or
>else be responsible for violation the FAR you violate. They
take no
>responsibility, if you do something illegal, eventhough they
told you to
do
>it. In fact, many ATC controllers as well as weather briefers
are not
>pilots and do not even know the rules the way you should know
them.
>
>The simple matter of fact is the Notams did not restrict 103
planes nor
did
>the NO VFR restrictions apply to part 103 vehicles. Some of
you may not
>understand, but 103 vehicles DO NOT fly VFR. 103 planes have
their own
>weather minimums which dictate how and when we can fly. If
your plane is
>not 100% legal under the 103 regulations, then you shouldn't
fly anyway(
and
>this includes the two place trainers which are legal under the
exemption
>rules to 103).
>
>Hell, I go to a lot of extra expense and time investment to be
a legal UL
>pilot as well as a GA pilot, so I play conservative most of
the time, but
I
>like my freedom and I exercise it where I can and still be
legal. Just
>because some Gov't man tells me that I can't do something that
I know is
>legal, moral and OK to do, doesn't mean I hang my head down
and say "Well,
>if you say it's illegal, then it must be!" when I know the rules, I
>exercise my
rights.....if I'm
>uncertain, then I yield, until I'm more confident.
>
>This past two weeks was a very uncertain time for this country
and as I
>mentioned before, I didn't fly out of respect for the stress
the FAA was
>under; and because I didn't know for sure if they made a
mistake not
>restricting 103 planes or if they deliberately only restricted
part 91
>aircraft. With that much confusion over such a serious
matter.......why
>press the issue? But, if you did fly anyway and got caught;
they can't
do
>anything, since you were legal all that time.
>Andy
>
________________________________________________________________________________
| From: | "Rayfield, Don" <drayfiel(at)kcc.com> |
| Subject: | Well time to make a call... |
I'm still driving up in a pickup w/camper top. I can haul a few people into
town as needed. Do you think TN Kolb will still let us tour the factory even
if they aren't sponsoring an OFFICIAL flyin ??? How 'bout it TNK ?
-----Original Message-----
From: John Hauck [mailto:hawk36(at)mindspring.com]
Sent: Sunday, September 23, 2001 10:11 AM
Subject: Re: Kolb-List: Well time to make a call...
> How about a new head count for the "new and improved" fly-in at Chesnut
> Knolls?
>
> I'll take time to add it up if ya'll want to drop me a note again at
> jrcasey(at)ldl.net
>
> Jeremy Casey
Jeremy old buddy and Gang:
I reckon you and I can have a flyin at Chesnut Knolls if no
one else shows up. :-)
It would be nice if the kind folks at Kolb would provide us
with some transportation to town for chow and supplies. I
have a feeling they do not monitor the Kolb Builders List
anymore, so maybe you could check with them to see if
transportation, a beat up pickup truck or something, could
be made available to get us to supper.
I have some MRE's left over from my last two flights north.
Plan to have enough to make it through the weekend. I'll
bring a pack stove for those that want to warm something up
to eat. If Kolb would make the kitchen in the office
available to us, then we would have a kitchen stove, micro
wave, etc. Would also be nice to have access to the
bathrooms for obvious reasons, especially showers.
Roughing it a couple days won't hurt me. I have been there
and done that. I look forward to seeing you all once again.
Take care,
john h
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==============================================================================
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Kolb "UN" fly-in... |
Spoke with Danny a minute ago and here is the extent of the plan. TNK is
gonna spring for a porta-john. Danny said the plant will NOT be operating
Saturday but he would be there and as such the plant will be open, so those
that are wanting to look around can do so. Saturday while Danny is there we
WILL have access to the shower facilities. As far as transportation or
food...I think we're on our own...
Now I have been planning to fly up with another guy in a 150 and we figured
on dropping one of us off at LOZ - London airport to get a rental car. Now
If they have a mini-van or something then I could haul a few folks to get
some grub or the like...Without getting exact numbers of who is coming and
when they are getting there, I think we are wingin' it on how many folks are
gonna need a ride to get grub. My gut enjoys more than honey buns when I'm
around good folks, (It's real found of steaks...) but that's about all I can
say...
Jeremy Casey
jrcasey(at)ldl.net
Will bring honey buns and try for steak.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Eats at "UN"fly-in |
What do you guys think about everyone throwing in some small cash, and
sending 1 person with wheels into town to get some small ribeyes and just
chase it with a bag of chips and a coke out of the vending machine? I know
the surgeon general would have a fit as that's not the most healthy menu,
but getting some easy food from town might be easier than getting a couple
of dozen guys to town...Just a suggestion, and it depends on there being
something resembling a grill on the premises of Chesnut Knolls. And as to
that, I don't know...
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
Very sorry to hear of John's rat attack, skirmish 2.
I live in the country also and occasionally we would have a problem with
rats. Then, one day a young female cat adopted my wife. This was about three
years ago. Bingo, no more rats. She (the cat) lives in the workshop and is
lightly fed. Every now and then we'll see a carcass in the shop or on the
lawn. The carcasses are sometimes almost as large as "Cutie Pie" (not my
choice of names, I call her "Cat").
The rats seem to know the presence of their major nemesis and stay away.
Might be worth it to have some hangar cats around. Antifreeze is no good
around cats or dogs though.
John-- hope you get the repairs done soon.
Bill George
Mk-3 - Verner 1400
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Eats at "UN"fly-in |
..Just a suggestion, and it depends on there being
> something resembling a grill on the premises of Chesnut Knolls. And as to
> that, I don't know...
>
> Jeremy Casey
Jeremy and Gang:
If Kolb is monitoring the Kolb List, maybe that could at
least provide us with a char coal grill to do steaks,
hamburgers, hot dogs, or what ever. Would also be nice to
have some firewood so we can have a camp fire at night.
Hope I am not suggesting too much.
john h
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: yaw oscillation |
\> To experience this all one has to do is to trim out at cruise speed and
> then displace the rudder while maintaining the wings level. Basically you
> are skidding or slipping the plane in level flight, and then take your
feet
> off the rudder pedals. This skidding creates drag to one side of the
> plane. When rudder is suddenly released, the plane will rotate in yaw and
> over shoot. The plane will oscillate in yaw. If the plane has neutral
yaw
> stability it will continue to oscillate with constant magnitude. If it is
> unstable in yaw, the magnitude of oscillations will get worse but the
> frequency will remain the same and the pilot must intervene. If the plane
> is stable, the oscillation magnitude will decrease with no pilot
> intervention. The same can be done in the other two axes.
>
> I don't believe you can call this flutter or due to structural flexure of
> the Kolb tail boom. It is just a natural relationship between a
particular
> plane and the air environment.
The yaw and roll axis on an aircraft are net separable for dynamic
stability. they always respond together. The 5 dynamic modes of an
airplane are the short period and phugoid in the pitch axis, and the spiral,
roll and Dutch-roll modes in the yaw-roll axis. the only one that has much
to do with this is the Dutch-roll mode. because a Kolb has no sweep and
little dihedral the Dutch-roll mode will be nearly all yaw, Phi/beta quite a
bit less then 1. when I worked at Cessna I calculated that the Citation X
with large sweep and dihedral resulted in a Phi/beta ratio over 5!!! For
every degree of sideslip the thing would roll 5 degrees! Which is why it
needed a yaw damper. (eventually they had to add a roll damper too, or
passengers would get sick.) Anyway on a Kolb you would only get a tiny bit
of roll per degree of yaw, maybe not noticeable as you waged your tail at 45
to 90 degrees per second. Not sure what the frequency of the Kolb
Dutch-roll mode is but I could calculate it if anybody is interested. Or
somebody can try it when they are out flying. you will get one answer with
the rudder pedals and stick held still and another answer with the controls
free. With the stick and rudder held you will only see a tiny amount of
oscillation before the mode is damped out. maybe just one small overshoot.
With them free it could get very intense, maybe even divergent, so try that
at your own risk!!!
Topher
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
The recent thread on gap seals had me a bit concerned about doing mine. I
had never had a problem doing them but it seemed everyone had a different
and better way to do it. This is my 6th Kolb and I have always used the
method in the plans. I cut 4" wide strips out of scrap fabric and glued
them to the gap. I just came in from the hanger after doing all the aileron
and flap gaps and the whole job including heat setting the glue took under
an hour and at no cost. Why do the more complex and expensive ways seem
more valid to the list while the tried and true simple way is neglected.
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
I just received an email from Linda at Kolb about parts I wanted to
pick up while I was at the fly in. She said that the flyin has been
cancelled. I am tired of the is it on? is it off? Cancel the 3 Canooks for
this year.
________________________________________________________________________________
Thread-Topic: Kolb-List: mystified
Thread-Index: AcFFLFA/si45UD+NR+ysdMXy5U+iAwAAGx5w
| From: | "Seitzer, Bettie (TEK Systems)" <Bettie.Seitzer(at)AndersenCorp.com> |
Seems to me that is what the EAA is all about - trying to find a better
way. Part of what makes America great. Find an answer that works and
then improve on it. I personally like tried and true and simple since I
don't have the knowledge or background to generate improvements, but
when one comes along it is nice to be able to incorporate it into a
plane, either into a new one under construction or into the repairs when
a "rebuild" is underway.
-----Original Message-----
From: Woody [mailto:duesouth(at)iname.com]
Sent: Monday, September 24, 2001 1:48 PM
Subject: Kolb-List: mystified
The recent thread on gap seals had me a bit concerned about doing mine.
I
had never had a problem doing them but it seemed everyone had a
different
and better way to do it. This is my 6th Kolb and I have always used the
method in the plans. I cut 4" wide strips out of scrap fabric and glued
them to the gap. I just came in from the hanger after doing all the
aileron
and flap gaps and the whole job including heat setting the glue took
under
an hour and at no cost. Why do the more complex and expensive ways seem
more valid to the list while the tried and true simple way is neglected.
________________________________________________________________________________
Message-ID: <002401c14535$48105e20$967ba8c0@nc.rr.com>
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
| Subject: | Stall Characteristics |
Folks, I just recently got my ole trusty Ultrastar back in the air. I
have been doing some searching on the Kolb list archives for topics of
interest. One of the main thing I found was information on Vortex
Generators. I would like to thank both Jack Hart and Howard Shackelford
for feedback on their designs. Before installing anything on my bird I
wanted to get some info on my stall characteristics. my results are:
Power off stall 35 MPH - very little warning just accelerated sink rate
then the nose drops through. Take your hand off the stick and it
starts to fly again.
Power on stall slightly less than 35 MPH (cruise power not full) - A LOT
of warning, accelerated sink rate, a lot of buffeting of the wing, and
finally it will fall through. My plane has a tendency to drop the left
wing first.
My question: Are my results common to all Kolb designs or even just for
the Ultrastar ?
John Anderson
*******************
________________________________________________________________________________
Message-ID: <2b.1bb8e32c.28e0f680(at)cs.com>
Try gettin' yourself a Jack Russell Terrier or two. They will rid you of the
rat problem and provide you with some good companionship to boot. I garon-tee.
________________________________________________________________________________
Message-ID: <3BAFA437.32855FC9(at)nctc.com>
| From: | Herb(at)matronics.com |
earheart
| Subject: | Re: Stall Characteristics |
HI John and list
reat to hear that you are flying an ultra star. I have one in the
covering stage. One wing done and the rudder is ready for tapes.
Kinda surprised to hear of the 35 mph stall. Book says something on the
order of 25. What is your empty wt?? What engine?? Ever heard on one with
an EA71? Herb in Ky
John Anderson wrote:
>
> Folks, I just recently got my ole trusty Ultrastar back in the air. I
> have been doing some searching on the Kolb list archives for topics of
> interest. One of the main thing I found was information on Vortex
>
enerators. I would like to thank both Jack Hart and Howard Shackelford
> for feedback on their designs. Before installing anything on my bird I
> wanted to get some info on my stall characteristics. my results are:
>
> Power off stall 35 MPH - very little warning just accelerated sink rate
> then the nose drops through. Take your hand off the stick and it
> starts to fly again.
>
> Power on stall slightly less than 35 MPH (cruise power not full) - A LOT
> of warning, accelerated sink rate, a lot of buffeting of the wing, and
> finally it will fall through. My plane has a tendency to drop the left
> wing first.
>
> My question: Are my results common to all Kolb designs or even just for
> the Ultrastar ?
>
> John Anderson
> *******************
>
>
________________________________________________________________________________
Message-ID: <3BAFA566.2050803(at)sgmmail.com>
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: Stall Characteristics |
John,
It sounds like you are describing a Firestar's characteristics.
Although, some claim that the stall is a lot slower, for both the
Firestar and the Ultrastar.
John Jung
Firestar II N6163J
http://jrjung.0catch.com/Firestar.html
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
Message-Id: <200109242141.f8OLfbL19300(at)matronics.com>
K6008HAS9912(at)mta5.rcsntx.swbell.net> for
From: Ian Heritch <heritch(at)infohiwy.net>
Subject: Re: Kolb-List: mystified
Message-id: <00f501c14541$b868c7f0$0101a8c0@IAN>
What do you do about paint?
Do you paint the wings and ailerons before attaching the gap seal, then
paint the gap seal?
Do you attach the gap seal then paint the wings & ailerons together?
----- Original Message -----
From: "Woody" <duesouth(at)iname.com>
Sent: Monday, September 24, 2001 1:47 PM
Subject: Kolb-List: mystified
>
>
> The recent thread on gap seals had me a bit concerned about doing mine. I
> had never had a problem doing them but it seemed everyone had a different
> and better way to do it. This is my 6th Kolb and I have always used the
> method in the plans. I cut 4" wide strips out of scrap fabric and glued
> them to the gap. I just came in from the hanger after doing all the
aileron
> and flap gaps and the whole job including heat setting the glue took under
> an hour and at no cost. Why do the more complex and expensive ways seem
> more valid to the list while the tried and true simple way is neglected.
>
>
________________________________________________________________________________
Message-Id: <5.1.0.14.0.20010924145534.00a0dec0(at)pop3.norton.antivirus>
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Eats at "UN"fly-in |
qlF11746(at)matronics.com>
There is a small all you can eat diner 5 miles from Kolb at the I 75
interchange. Perhaps everyone could make a run down there for grub.
________________________________________________________________________________
Message-Id: <5.1.0.14.0.20010924174416.00a048f0(at)pop3.norton.antivirus>
| From: | Woody <duesouth(at)iname.com> |
My point was that with all the experimenting on the gap seals the
original way is far superior. KISS
>Seems to me that is what the EAA is all about - trying to find a better
>way. Part of what makes America great. Find an answer that works and
>then improve on it. I personally like tried and true and simple since I
>don't have the knowledge or background to generate improvements, but
>when one comes along it is nice to be able to incorporate it into a
>plane, either into a new one under construction or into the repairs when
>a "rebuild" is underway.
>
>-----Original Message-----
>From: Woody [mailto:duesouth(at)iname.com]
>Sent: Monday, September 24, 2001 1:48 PM
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: mystified
>
>
>The recent thread on gap seals had me a bit concerned about doing mine.
>I
>had never had a problem doing them but it seemed everyone had a
>different
>and better way to do it. This is my 6th Kolb and I have always used the
>method in the plans. I cut 4" wide strips out of scrap fabric and glued
>them to the gap. I just came in from the hanger after doing all the
>aileron
>and flap gaps and the whole job including heat setting the glue took
>under
>an hour and at no cost. Why do the more complex and expensive ways seem
>more valid to the list while the tried and true simple way is neglected.
>
>
________________________________________________________________________________
Message-ID: <001401c14545$b4859d80$63913ad8@oemcomputer>
eorge E. Thompson"
Date: Mon, 24 Sep 2001 15:10:21 -0700
Hello to all kolbers and Kolberets
I have been a "Lurker" on this web for some time and have enjoyed some
of the tips that have appeared therein.
I have TWO Firestares for sale. One is a single KXP model and the other
is a FireStar II with 10 gal fuel. I have built both of these and as a
retired Master Mechanic I think they are very well built. The reason for
selling them is that I am the short side of 80 years old, and there must
come a time when I must ask myself, "how much longer can I safely do this".
I have been flying for over 50 years and I now think I must quite while I am
ahead. Don't all of you agree???
I have pictures that I can send on E Mail as well as all the details.
Both Have 503's and many other features. Please send your questions to
eagle1(at)cervnet.com or call 928-776 9543 The planes and I are in Arizona.
eorge, The Bald Eagle of Arizona
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 50 Msgs - 09/22/01 |
Message-ID: <20010924.174550.-158861.2.tailwind5(at)juno.com>
| From: | "Lawrence M. Rice" <tailwind5(at)juno.com> |
No Clorox! That's stuff is the devil on corrosion! The active ingredient
is hydrochloric acid.
Larry the MicroMong guy
________________________________________________________________________________
J13547
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
| Subject: | Electric starter |
Message-id: <007201c1454a$30c81540$6c7e4ace@vucqpqlj>
Does anyone with a Firefly with a 447 Rotax have an electric starter
installed?
Due to health problems I may have to install an electric starter.
If anyone has one installed, what brand and who sells it.
Jimmy Hankinson
Firefly #35, 447 Rotax, 185 Hrs
Rocky Ford,
eorgia 30455
Southeast,
eorgia
JYL -- Airport
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
Message-Id: <200109250108.f8P18vB03620(at)matronics.com>
YmeouwfZpFCcYBFVXcg==">
by m5.boston.juno.com (queuemail) id
Subject: Re: Kolb-List: yaw oscillation
Message-ID: <20010924.203151.-947131.0.ul15rhb(at)juno.com>
From: ul15rhb(at)juno.com
> If the effect is an interaction between structural deflection and
> aerodynamic forces that is oscillatory, no matter the frequency,
> then it is flutter. If it is just an aerodynamic oscillation without
the plane
> flexing then it is just the pedal free Dutch-roll mode being excited.
My
> guess is you had rudder flutter, but since your feet were off the
pedals when
> it happened, it is possible you were in a Dutch roll. Were you rolling
> as well as yawing? if the roll was coupled with the yaw then you were
in a
> Dutch roll. if you were in a pure yaw oscillation then the rudder/tail
> boom was fluttering.
>
> Topher
Topher and Jack,
The oscillation was strictly about the yaw axis and there was no roll in
these back and forth swings. Couldn't the swing of the wings provide some
of the force that kept this oscillation going? I'm sure if I had not
stopped it, the fuse tube would have failed. I tried controlling the
swings with the rudder pedals once it started, but it continued. What I
didn't do, was hit hard opposite rudder with each swing. This would have
required precise timing and I needed to get it stopped and quickly. The
pullup into a stall did the trick, thank heavens. I will never forget
this event and I thought it might be worthwhile bringing up again.
Thanks for your input guys .....
Ralph Burlingame
Original Firestar
14 years flying
________________________________________________________________________________
Message-ID: <005201c14561$d1409760$967ba8c0@nc.rr.com>
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
| Subject: | Re: Stall Characteristics |
Herb,
The 35 is according to MY ASI which has never been calibrated. However, it
does not sound like it is too far off from what others are saying.
My weight is 273 pounds including my ballistic parachute, Cuyuna UL II 02,
yes part 103 legal. Are you planning on using an EA71? That sounds like it
would be way too heavy and way too much power to me. I have heard that
there is a guy (try the ultralight list) that has an ea71 on it. Certainly
would not be a true 103 ultralight.
Searching the archive I found a coupla people who have built vortex
generators and are claiming 4-6mph reduced stall speeds, I built some and
they are now installed. I just haven't flown the plane with them on it yet.
Thus the post, I wanted to know if my stall characteristics are normal.
John Anderson
*******************
North Carolina
----- Original Message -----
From: <Herb(at)matronics.com>
Sent: Monday, September 24, 2001 5:23 PM
> earheart
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Stall Characteristics
> Sender: owner-kolb-list-server(at)matronics.com
> Precedence: bulk
> Reply-To: kolb-list(at)matronics.com
>
>
> HI John and list
>
> reat to hear that you are flying an ultra star. I have one in the
> covering stage. One wing done and the rudder is ready for tapes.
> Kinda surprised to hear of the 35 mph stall. Book says something on the
> order of 25. What is your empty wt?? What engine?? Ever heard on one with
> an EA71? Herb in Ky
>
> John Anderson wrote:
>
> >
> > Folks, I just recently got my ole trusty Ultrastar back in the air. I
> > have been doing some searching on the Kolb list archives for topics of
> > interest. One of the main thing I found was information on Vortex
> >
> enerators. I would like to thank both Jack Hart and Howard Shackelford
> > for feedback on their designs. Before installing anything on my bird I
> > wanted to get some info on my stall characteristics. my results are:
> >
> > Power off stall 35 MPH - very little warning just accelerated sink rate
> > then the nose drops through. Take your hand off the stick and it
> > starts to fly again.
> >
> > Power on stall slightly less than 35 MPH (cruise power not full) - A LOT
> > of warning, accelerated sink rate, a lot of buffeting of the wing, and
> > finally it will fall through. My plane has a tendency to drop the left
> > wing first.
> >
> > My question: Are my results common to all Kolb designs or even just for
> > the Ultrastar ?
> >
> > John Anderson
> > *******************
> >
> >
>
>
________________________________________________________________________________
Message-ID: <3BAFE4EE.52D7C8ED(at)nctc.com>
| From: | Herb(at)matronics.com |
earheart
| Subject: | Re: Stall Characteristics |
Hi John
I have a UlII-02 also. Just thinking ahead. The ULII-02 has a controversial
reputation. What is your experience?? I hope to come in near 250 lbs with a
small enclosure--using the thinest lexan that I can find. I used .060 on my Kolb
MkIII and made gullwing doors for it. Worked fine.
Have you flown other kolbs and how does the ultra star compare?? Herb in
KY--going to London on Sat.
John Anderson wrote:
>
> Herb,
> The 35 is according to MY ASI which has never been calibrated. However, it
> does not sound like it is too far off from what others are saying.
>
> My weight is 273 pounds including my ballistic parachute, Cuyuna UL II 02,
> yes part 103 legal. Are you planning on using an EA71? That sounds like it
> would be way too heavy and way too much power to me. I have heard that
> there is a guy (try the ultralight list) that has an ea71 on it. Certainly
> would not be a true 103 ultralight.
> Searching the archive I found a coupla people who have built vortex
> generators and are claiming 4-6mph reduced stall speeds, I built some and
> they are now installed. I just haven't flown the plane with them on it yet.
> Thus the post, I wanted to know if my stall characteristics are normal.
>
> John Anderson
> *******************
> North Carolina
>
> ----- Original Message -----
> From: <Herb(at)matronics.com>
> Sent: Monday, September 24, 2001 5:23 PM
>
> > earheart
> > To: kolb-list(at)matronics.com
> > Subject: Re: Kolb-List: Stall Characteristics
> > Sender: owner-kolb-list-server(at)matronics.com
> > Precedence: bulk
> > Reply-To: kolb-list(at)matronics.com
> >
> >
> > HI John and list
> >
> > reat to hear that you are flying an ultra star. I have one in the
> > covering stage. One wing done and the rudder is ready for tapes.
> > Kinda surprised to hear of the 35 mph stall. Book says something on the
> > order of 25. What is your empty wt?? What engine?? Ever heard on one with
> > an EA71? Herb in Ky
> >
> > John Anderson wrote:
> >
> > >
> > > Folks, I just recently got my ole trusty Ultrastar back in the air. I
> > > have been doing some searching on the Kolb list archives for topics of
> > > interest. One of the main thing I found was information on Vortex
> > >
> > enerators. I would like to thank both Jack Hart and Howard Shackelford
> > > for feedback on their designs. Before installing anything on my bird I
> > > wanted to get some info on my stall characteristics. my results are:
> > >
> > > Power off stall 35 MPH - very little warning just accelerated sink rate
> > > then the nose drops through. Take your hand off the stick and it
> > > starts to fly again.
> > >
> > > Power on stall slightly less than 35 MPH (cruise power not full) - A LOT
> > > of warning, accelerated sink rate, a lot of buffeting of the wing, and
> > > finally it will fall through. My plane has a tendency to drop the left
> > > wing first.
> > >
> > > My question: Are my results common to all Kolb designs or even just for
> > > the Ultrastar ?
> > >
> > > John Anderson
> > > *******************
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
Message-Id: <5.1.0.14.0.20010924222524.00a10920(at)pop3.norton.antivirus>
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Wanted == rope starter |
Does anyone have a 582 rope pull starter for sale?
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
Message-Id: <200109250300.f8P30o216132(at)matronics.com>
lencoe.lakes.com [198.36.220.19])
Message-ID: <000b01c1457e$b95907a0$13dc24c6@oemcomputer>
| From: | "Jim Benson" <jimben(at)clear.lakes.com> |
Subject: Re: Kolb-List: Wanted == rope starter
Date: Mon, 24 Sep 2001 21:58:30 -0700
----- Original Message -----
From: "Woody" <duesouth(at)iname.com>
Sent: Monday, September 24, 2001 7:26 PM
Subject: Kolb-List: Wanted == rope starter
>
>
> Does anyone have a 582 rope pull starter for sale?
>
Dear Woody: Yes, indeed. I have a brand new one taken off my 582 when I
added my electric start. Make me an offer and it's yours. Jim Benson
>
>
________________________________________________________________________________
Message-ID: <002201c1456e$5cdd2340$3b898ed1@user>
| From: | "Tommy & Carolyn" <TommyandCarolyn(at)centurytel.net> |
| Subject: | 3rd Annual Cajun Fly-in & Camp-out |
It's still on and the weather's gonna be great ! ! !
Allen Parish Fall Camp-0ut / Fly-in
September 28 - 30, 2001
Supported by EAA Chapter 614
Cenla Escadrille
There will be plenty of good food, camping, with bathroom and shower
facilities. Friday the 28th, an evening pig roast for the overnight campers.
The
rand Casino Caushatta in Oberlin will be providing transportation to
and from the casino and its hotel. For hotel accommodations and area
interest contact the Allen Parish Tourist Commission at 1-888-639-4868 or on
line at www.allenparish.com.
This Fly-in will be held at the Allen Parish Airport located approximately 4
miles south of Oakdale, LA on Hwy. 165. The identifier is L42. The airport
coordinates: N30-45, W92-41.3. Field elevation is 107' MSL. Pattern altitude
is standard. Runway 18-36 has a new overlay and is 5010' X 75' asphalt.
There will be a 600' X 50' turf strip marked by cones on the northwest side
of the runway for ultralight aircraft, powered parachutes and any other
aircraft desiring to land on grass. The airspace will be controlled by the
Air National
uard air traffic control tower located on the east side of the
runway, operating on 122.8. Non radio aircraft are reminded to use extreme
caution when approaching the airport.
Upon arrivial, watch for the "FOLLOW ME" vehicle for parking. There are no
parking, tie-down, overnight, registration or camping fees. Please sign in
at the registration booth as we would like to know who attends.
FMI: Joel FMI: Tommy
318-335-9721 318-748-6308
318-215-0090 cen23370(at)centurytel.net
1-800-466-3161
airport(at)beci.net
flyallen(at)bellsouth.net
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
OK, but take your aileron or elevator off.
>
>
> My point was that with all the experimenting on the gap seals the
>original way is far superior. KISS
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Electric starter |
I have one on my Hawks 447 which I believe is the Rotax which you end up
losing your recoil starter.
This is not a major issue so long as you can get a clear area to prop it if
needed. Its actually very easy to prop. Grab the hub and give it a spin
or you can use the conventional method by pulling it through with a
blade. It starts quick and very easy propping it. Had to do it one day
after setting for a while. I decided to try myself after watching another
friend prop his tractor configuration Hyperlite. He just grabs the prop
hub and gives it a spin. It's worked good and I'm very pleased with it.
jerryb
>
>Does anyone with a Firefly with a 447 Rotax have an electric starter
>installed?
>
>Due to health problems I may have to install an electric starter.
>
>If anyone has one installed, what brand and who sells it.
>
>
>Jimmy Hankinson
>Firefly #35, 447 Rotax, 185 Hrs
>Rocky Ford,
>eorgia 30455
>Southeast,
>eorgia
>JYL -- Airport
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
>
>OK, but take your aileron or elevator off.
It will still take less time and money than the other methods listed.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
A note to all the guys (myself) that are camping at Chesnut-Knolls Friday
night...It's gonna be chilly!!! I think a fire is going to be in
order...anyone willing to fly in a load of firewood??? ;-)
Maybe TNK has some old pallets or something they have been needing to
burn...
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Re: The UN FLyin |
Don't forget - the county is DRY!! So better bring your own refreshments.
-----Original Message-----
From: Jeremy Casey <jrcasey(at)ldl.net>
Date: Tuesday, September 25, 2001 8:45 AM
Subject: Kolb-List: The UN FLyin
>
>A note to all the guys (myself) that are camping at Chesnut-Knolls Friday
>night...It's gonna be chilly!!! I think a fire is going to be in
>order...anyone willing to fly in a load of firewood??? ;-)
>Maybe TNK has some old pallets or something they have been needing to
>burn...
>
>Jeremy Casey
>jrcasey(at)ldl.net
>
>
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
Hi Jim
Go for the big money and get a 582 talk to tom Morris at Kannapolis
I think he knows somebody that had a lot of trouble with a hirth { broken
crank}
You don't always have a good place to land if you have trouble.
----- Original Message -----
From: Jim Minewiser <flykolb(at)carolina.rr.com>
Subject: Kolb-List: engines
>
> Now I am looking at a Hirth 65HP engine for my Mark III. Could anyone on
> the list comment on this?
>
> Jim
> Mark III
> Charlotte, NC
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: RATS, really bad rats! |
Punch up the following very scary URL about rats in planes:
http://www.newsmax.com/showinsidecover.shtml?a=2001/9/25/00325
Bob N.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Friday flight... |
This message is for the fellas flying up to Chesnut-Knolls on Fri.
Mr. Pike's recommendation of stopping by 1A6 to see the Glacier Girl, has
merit and the fella I'm flying up and myself, are gonna make a stop there
and see what we can see...
We are going to leave Columbus, Ga. early AM and figure on heading up for a
fuel stop somewhere around the Tenn. line. Then heading on up to
Middlesboro to see Glacier Girl. Figuring on a couple of hours there, then
heading on up to TNK.
You fellas flying up have a common frequency to talk on? Most just use the
"Bubba" channel (123.45). Figure we can probably hear each other on the way
up...
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: two stroke air cooled Pennzoil message of Mon, 24 Sep |
2001...
In a message dated 9/25/01 4:32:16 PM Eastern Daylight Time,
dixieshack(at)webtv.net writes:
> I'd like to make sure the oil I plan to use is the same P-Z that you all
> recommend.
> Any recommendations? I could sure use 'em..
>
Mike:
Sounds like you are doing everything right. The air cooled 2 stroke
oil is the one I am using and the one Lockwood (an authorized service place)
recommends. The only thing I would do different is to use Premium. The
current Rotax operator's manual says you have to use 90 octane minimum. I
recently checked with tech service at Mobil and they reported that they are
not using alcohol as an oxygenating agent in their premium at the station
where I buy fuel, so that's what I am running.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
If an electric fencer will stop a 2000 lb Belgian in his tracks......it
ought to stop a 2 pound rat in his tracks too........Rabbit wire and
alligator clips
________________________________________________________________________________
In a message dated 9/24/01 8:26:02 AM Eastern Daylight Time,
flykolb(at)carolina.rr.com writes:
> > The crankshaft broke and he sent it back to Hirth .....
> > >
> > Jim, Jim, Jim...
> >
> > Shack
> >
>
Well, you said "the crankshaft broke", and I've heard that over & over again.
I'd stay with Rotax until Hirth gets their stuff together. Of course, you
may get lucky.....
Shack
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Restricted airspace/DUATS |
Just a heads up:
Duats does not post the restricted airspace very well.
There is a local restricted area that duats cannot be made to find.
(Or at least I cannot figure out how to make it find it)
The FAA FSS briefer told me about it, but DUATS is in the dark.
Suggest you call a live human for the real scoop, lest you mess up.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| Subject: | Re: Stall Characteristics |
In a message dated 9/24/01 4:04:24 PM Eastern Daylight Time,
janderson3(at)nc.rr.com writes:
> Power on stall slightly less than 35 MPH (cruise power not full) - A LOT
> of warning, accelerated sink rate, a lot of buffeting of the wing, and
> finally it will fall through. My plane has a tendency to drop the left
> wing first.
>
> My question: Are my results common to all Kolb designs or even just for
> the Ultrastar ?
>
>
>
Mine stalls at 36 mph [FS I] with 7 VG's on each wing; this is down from 42
mph w/o VG's. But I weigh 280 ......
Shack
FS I
SC
]
________________________________________________________________________________
| From: | "jim minewiser" <flykolb(at)carolina.rr.com> |
Ok, that's info I can use. I had never heard good or bad about Hirth which
is why I asked the list.
Jim
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: engines
>
> In a message dated 9/24/01 8:26:02 AM Eastern Daylight Time,
> flykolb(at)carolina.rr.com writes:
>
>
> > > The crankshaft broke and he sent it back to Hirth .....
> > > >
> > > Jim, Jim, Jim...
> > >
> > > Shack
> > >
> >
>
> Well, you said "the crankshaft broke", and I've heard that over & over
again.
> I'd stay with Rotax until Hirth gets their stuff together. Of course,
you
> may get lucky.....
>
> Shack
>
>
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Friday flight... |
>
>This message is for the fellas flying up to Chesnut-Knolls on Fri.
>Mr. Pike's recommendation of stopping by 1A6 to see the Glacier Girl, has
>merit and the fella I'm flying up and myself, are gonna make a stop there
>and see what we can see...
>We are going to leave Columbus, Ga. early AM and figure on heading up for a
>fuel stop somewhere around the Tenn. line. Then heading on up to
>Middlesboro to see Glacier Girl. Figuring on a couple of hours there, then
>heading on up to TNK.
>You fellas flying up have a common frequency to talk on? Most just use the
>"Bubba" channel (123.45). Figure we can probably hear each other on the way
>up...
>
>Jeremy Casey
>jrcasey(at)ldl.net
We'll be on 123.45
Can you get to Tenn. from Columbus without stopping?
________________________________________________________________________________
| From: | Herb Gearheart <herbgh(at)nctc.com> |
Folks
The best method is to call the Hirth dealers/distributor directly and ask.
When no one mentions names of people flying Hirth (which we should not do
without their permission) ; then it is difficult to verify. I can say that my
friend has one and is very happy with it. It is on a trike. Can't remeember
the model 27xx of about 45 to 55 hp.
I do know that the Hirth gear box is popular with the ea81 users. I think
the light duty model will take over 80 hp. Costs around 800 dollars. Herb in
Ky
jim minewiser wrote:
>
> Ok, that's info I can use. I had never heard good or bad about Hirth which
> is why I asked the list.
>
> Jim
> ----- Original Message -----
> From: <HShack(at)aol.com>
> To:
> Subject: Re: Kolb-List: engines
>
> >
> > In a message dated 9/24/01 8:26:02 AM Eastern Daylight Time,
> > flykolb(at)carolina.rr.com writes:
> >
> >
> > > > The crankshaft broke and he sent it back to Hirth .....
> > > > >
> > > > Jim, Jim, Jim...
> > > >
> > > > Shack
> > > >
> > >
> >
> > Well, you said "the crankshaft broke", and I've heard that over & over
> again.
> > I'd stay with Rotax until Hirth gets their stuff together. Of course,
> you
> > may get lucky.....
> >
> > Shack
> >
> >
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'm sitting here, about half numb with shock ! ! ! I recently got a
tax bill from Riverside County for a sizable chunk of money.
Hmmm..................for what ?? Tried to call them, repeatedly, and
got lost/abandoned in the "press 1 for this, press 2 for that, 3 to take
a flying leap" B.S. Finally emailed them last Friday, and today got
my answer................I own an airplane, and owe taxes, and
penalties, from last year (???) and taxes, and, very soon, penalties for
this year. These clowns want over $1500.00, and they want it NOW ! ! !
We just got kicked back to 4 days a week, courtesy of our pal, bin
Laden, and things are tightening up. To say I'm outraged would be a
tremendous understatement. Hafta sit down for a day or 2, before I say
anything to them. Right now my thoughts would land me in jail. Has
anyone else run into this ?? Deep Fried Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
To all and Big Lar You bet, here in VA we pay personal property on airplanes,
Rv's, my Kolb trailer etc etc etc.
And then, when you build a airplane and register for a N Number the states
use the FAA files to find out you have a airplane and then send you a sales
tax bill. I got one in Louisiana when I lived there and built my Kolb there.
When I moved to VA I had to produce the paperwork showing I paid the sales
tax in LA or they were going to require me to pay it again.
Bend over is how I feel every September.
Tim
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
>.........I own an airplane, and owe taxes, and
>penalties, from last year (???)
You do not own a plane. You have a pile of aluminum and steel that may
or may not one day fly. Right now it is just a big trailer park lawn
ornament. Tell them they will have to start taxing the little old ladies
for each gnome they have and how many dwarfs they have in their gardens.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 9/25/01 9:36:58 PM Eastern Daylight Time,
biglar(at)gogittum.com writes:
>
Lar:
Yes, and here is some free legal advice. The state taxing authorities
generally find out about airplane ownership from the FAA N number registry.
I filed for my N number a couple of years before my plane flew. The tax
folks sent me a letter a year later, but before I was done, and wanted some
cash. I explained to them that having an N number and having a finished
flyable plane are not the same thing. I explained that it was KIT built.
That I got a set of plans and was doing it myself buying parts along the way
from the hardware store and other similar places and paying sales taxes on
those purchases as I went, and that I wasn't anywhere near done. I didn't
have a working airplane-- I had a pile of tubes and nuts and bolts. You
might try a similar strategy. Obviously, I can't advise you to lie, but the
fact is you don't have an aircraft (as yet), you have a pile of parts that
doesn't fly, and should not be taxed on that. If you can get that across to
them in a nice polite non-emotional way you have a chance.
You WISH you had an airplane. But wishing is not a taxable event under
the code. Good Luck.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
>
>I'm sitting here, about half numb with shock ! ! ! I recently got a
>tax bill from Riverside County for a sizable chunk of money.
>Hmmm..................for what ?? Tried to call them, repeatedly, and
>got lost/abandoned in the "press 1 for this, press 2 for that, 3 to take
>a flying leap" B.S. Finally emailed them last Friday, and today got
>my answer................I own an airplane, and owe taxes, and
>penalties, from last year (???) and taxes, and, very soon, penalties for
>this year. These clowns want over $1500.00, and they want it NOW ! ! !
> We just got kicked back to 4 days a week, courtesy of our pal, bin
>Laden, and things are tightening up. To say I'm outraged would be a
>tremendous understatement. Hafta sit down for a day or 2, before I say
>anything to them. Right now my thoughts would land me in jail. Has
>anyone else run into this ?? Deep Fried Lar.
What's your plane worth? What have you paid for all those tubes?
What could you have sold it for on January 1, 2001 or January 1, 2000?
Ask what they have it assessed for $ .. follow the money.
Valuation
Business/Personal property is appraised at fair market value ( usually on
the first day of the year in question).
The tax rate is the same as for real estate. (approximately 1% - 1 1/2% of
value, plus special assessments).
In valuing property, the Assessor uses three approaches:
1. The Comparative Sales Approach
This approach is used when reliable comparable sales information is
available. It is not commonly used for business property valuation because
sales of personal property items are often not recorded or are not
available. It may be appropriate in the valuation of boats/vessels,
non-commercial aircraft, and agricultural or construction equipment.
2. The Income Approach
This approach is used for properties which produce income. It has limited
application for business property valuation because of the difficulty in
allocating income and expenses to specific pieces of personal property. It
may be appropriate in the valuation of leased equipment and power plants.
3. The Cost Approach
This approach is used for all types of property. It determines the
replacement cost new (RCN) of the subject property, then applies
depreciation for determination of fair market value. The cost approach is
most frequently used in the valuation of business personal property and
fixtures.
My recollection is that the "tax portion" on a brand-new $20K car works out
to $300-$400 annually, though the number goes down as the vehicle
depreciates. And just to be clear, that's a tax, in addition to the
license/registration fee. (It's even deductible along with state/local
income taxes on your Federal form 1040.) It's in addition to the sales tax
that you pay when you purchase the car, of course. They have taxed me on my
Ultralight in the past - $15 per year, guess I should be insulted.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Looks like I sent this to the wrong place. Gotta look at those return
addresses. Thanks to all for your responses. Tomorrow, I'll start trying
to work thru this. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Taxes
> I have the N-number reserved (N78LB), but by no stretch is this thing an
> airplane - yet. Anyone wanna buy a 95% built Mk III ?? Only 75% to go.
> Longer I sit here the madder I get. Tomorrow I'll send a gentle (??)
> reasonable email back to them, and do a little ducking and weaving. I've
> heard of states coming after such things, but never a county. Buggers ! !
!
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
> ----- Original Message -----
> From: <ul15rhb(at)juno.com>
> To:
> Sent: Tuesday, September 25, 2001 8:16 PM
> Subject: Re: Kolb-List: Taxes
>
>
> >
> > > These clowns want over $1500.00, and they want it NOW !
> > > ! ! Deep Fried Lar.
> >
> >
> > Wow, that sounds like a lot Lar. Did you say your plane is N-numbered or
> > have you applied for one?
> >
> > Ralph Burlingame
> > Original Firestar
> >
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
I have had to play the same game here in Tennessee. Don't know about where
you are, but the way it works here, they tax you on what you spent on the
airplane, parts, components, etc. You might explain that you are building
it it a bit at a time, and then make a copy of your receipts showing what
you have paid out, send it to them, and let them tax you a percentage of that.
Richard Pike
MKIII N420P (420ldPoops)
>
>I'm sitting here, about half numb with shock ! ! ! I recently got a
>tax bill from Riverside County for a sizable chunk of money.
>Hmmm..................for what ?? Tried to call them, repeatedly, and
>got lost/abandoned in the "press 1 for this, press 2 for that, 3 to take
>a flying leap" B.S. Finally emailed them last Friday, and today got
>my answer................I own an airplane, and owe taxes, and
>penalties, from last year (???) and taxes, and, very soon, penalties for
>this year. These clowns want over $1500.00, and they want it NOW ! ! !
> We just got kicked back to 4 days a week, courtesy of our pal, bin
>Laden, and things are tightening up. To say I'm outraged would be a
>tremendous understatement. Hafta sit down for a day or 2, before I say
>anything to them. Right now my thoughts would land me in jail. Has
>anyone else run into this ?? Deep Fried Lar.
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.gogittum.com
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
While I have no actual work experience with this gentleman, others on the
UL list have and claim his work and supporting documentation are both
excellent. I did contact him for a quote on doing some work to repair a
seizure on a friends 503. His response was prompt clear and detailed to
what he would do, cost, and any other recommendation. If I recall right
his father ran GreenSky.
My self I would have no problem using him, seems know what he's doing and
is level headed.
Tom Olenik
Olenik Aviation
Authorized Repair Station for Rotax Aircraft Engines
Olenik Aviation
www.buyitsellitfixit.com/rotax.htm
As for Airscrew, the guy seems to know his stuff but has given the
appearance that if you got cross ways with him it could be difficult
situation. I have no business experience with him, only some post I've
seen on the various UL list. I think either would be OK, Tom may be a
little easier to get a long with. You should talk to both and feel out who
your comfortable with. I think both will do you right if you give them a
chance.
jerryb
>
>Has anyone on the list had any experience with Airscrew Performance in
>Phoenix, AZ?? Good, bad, or indifferent??
>
>Thanks
>
>Jim
>Mark III
>Charlotte, NC
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Hirth had a problem crack breaking problem. They also shipped a number of
engines out with out of balance fly wheels. It took several failures
before they realized it. If its a 2406, you better verify it has a good
one. They also seem to be experience excessive seizures in my opinion. My
friend was tooting his horn since we had two local Rotaxs bit the dust and
then it struck him. One of the other guys has been running Pennzoil at
50:1 in his rather than the 100:1 oil they recommend and so far so
good. I'm starting to wonder if the high seizure rate is linked to the
oil. Chuck from CGS Aviation (Hawks) lost a crank on his down at Sun &
Fun. The latest thing is they welded the wrong size exhaust exit pipe on
the muffler. My friends had the small pipe on his muffler. Did it
contribute to it who knows for sure but everything I read is if you mess
with the tuned muffler system, things are likely to go bad. Hirth seems to
be having constant quality problems and can't quite get their arms around
the problem. As for the price on the your friends used engine, it sounds
very reasonable. If you get it I would break it in using Pennzoil Air
Cooled 2-stroke oil for the first 20-30 hours, then switch if you decide to.
Have you considered a Suzuki engine with the Raven Redrive. That's what my
friend who had the seizure on his Hirth is thinking about. It sounds good
and there are some running the field and everyone seems to be happy with
that configuration. Might cost you initially a little more but less fuel
burn, no 2-stroke oil, and hopefully more reliability and sounds
nice. According to him there selling Japan take outs for around $500 with
30K miles on them.
Good luck on what ever decision your make,
jerryb
>
>John,
>
>Thanks for your reply. I am looking at an engine a friend of mine has. It
>was on his Rans. The crankshaft broke and he sent it back to Hirth who
>completely rebuilt it. He is asking $2000 for it which sounds good to me.
>But since I do not know anything about the reliability or the other factors
>you mentioned, I am asking others on the Kolb list who may have some
>insight.
>
>Can you add any to your previous comments?
>
>Jim
>Mark III
>Charlotte, NC
>----- Original Message -----
>From: "John Hauck" <hawk36(at)mindspring.com>
>To:
>Sent: Sunday, September 23, 2001 6:19 PM
>Subject: Re: Kolb-List: engines
>
>
> >
> >
> > > Now I am looking at a Hirth 65HP engine for my Mark III. Could anyone on
> > > the list comment on this?
> > >
> > > Jim
> >
> >
> > Jim and Gang:
> >
> > Yes.
> >
> > The Hirth boys will sell you on a Hirth.
> >
> > The Rotax boys will sell you on a Rotax.
> >
> > My recommendation is:
> >
> > a. Do a lot of unbiased research on both engines.
> >
> > b. Talk to people who own and fly each engine. People who
> > really fly a lot of hours, if possible. Not someone who
> > gets an hour every week or so. Somebody who gets out and
> > puts time on them.
> >
> > c. Money is a big decision factor, but reliability and
> > reputation mean a lot more to me. Also service and parts
> > availability.
> >
> > I am sure there are other factors to use in making this big
> > decision. Maybe others on the List can add to it, or take
> > away from it. :-)
> >
> > john h
> >
> >
>
>
________________________________________________________________________________
| From: | "Paul Sasseville" <sassevilleapiaries(at)hotmail.com> |
I was going to N number my Firestar II, but now I am having second thoughts.
Paul
Firestar II 99% done
----- Original Message -----
From: <Timandjan(at)aol.com>
Subject: Re: Kolb-List: Taxes
>
> To all and Big Lar You bet, here in VA we pay personal property on
airplanes,
> Rv's, my Kolb trailer etc etc etc.
>
> And then, when you build a airplane and register for a N Number the states
> use the FAA files to find out you have a airplane and then send you a
sales
> tax bill. I got one in Louisiana when I lived there and built my Kolb
there.
> When I moved to VA I had to produce the paperwork showing I paid the sales
> tax in LA or they were going to require me to pay it again.
>
> Bend over is how I feel every September.
>
> Tim
>
>
________________________________________________________________________________
| From: | "JOHN M. COOLEY" <johnc(at)datasync.com> |
Hi Gang and Jim,
I'm not trying to persuade you one way or the other, and have no personal
experience with a Hirth. I do know from what I've heard and read in various
places that I would not use a Hirth at this point in time. When I first
started looking at Kolb planes a few years ago I ordered a packet from them
on there planes that included a video etc. In that packet is a pamphlet
called "The Book of Kolb". It's 20 pages long and basically covers all the
Kolb planes past and present. It also addresses the most commonly asked
questions people ask. One of the questions is - What about the Hirth, do you
recommend it for your planes. The answer is long so I will just hit the high
spots. If you want the whole answer let me know and I'll scan it on the
computer and send off list. The first paragraph states: "The Hirth has
always been a mystery to me, it has been around for almost as long as Rotax,
and Hirth claims it is superior to Rotax in almost every respect.....yet it
(Hirth) is still in the minor sales league. If it is as good as claimed,
then it must be the worlds best kept secret". "Rotax has established a solid
track record for delivering quality engines and offering solid after the
sale support from centers scattered all around the country. It seems to me
that you are taking a bigger gamble with the Hirth". This is only a small
part of the total answer. It also talks about claims that Hirth makes about
HP, engine life, gearboxes, cost, TBO, etc. I hope I'm not sounding like I'm
Hirth bashing, I'm not. I have read of few people that where very happy with
the Hirth, but for every one that was happy I've read or heard of ten that
weren't.
Later,
John Cooley
Firestar II #1162, Rotax 503 DCDI, BRS, EIS, Powerfin, & 65 hrs
>
> Ok, that's info I can use. I had never heard good or bad about Hirth which
> is why I asked the list.
>
> Jim
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | VW Conversion Update |
I received most all my parts for my new reduction drive VW engine and have started
removing the old engine.
I had a interesting discussion with my reduction drive builder about the ignition
timing of VW engines. My direct drive engine had a Great Plains recommended
maximum ignition advance of 25 degrees. For reduction drive engines its recommended
that the maximum advance be set to 30 degrees if you are running 3600-4000
RPMs maximum. If your planning to turn more RPMs like Larry Bourne you can
go for best power and use up to 32 degrees but it must not knock. I got a basic
training on modifying the 009 VW distributor advance curve and maximum advance
adjustment. I'm going to give it a try and will share the results with any
one interested. The alternative to distributor changes is a static timing of
2-3 degrees BTDC to get to 30 BTDC degrees at max RPMs.
Rick Neilsen
VW powered MKIII
________________________________________________________________________________
| From: | "Rayfield, Don" <drayfiel(at)kcc.com> |
I'm going up in my pickup truck and I'll throw in some wood for a campfire.
See you there Friday evening.
-----Original Message-----
From: Jeremy Casey [mailto:jrcasey(at)ldl.net]
Subject: Kolb-List: The UN FLyin
A note to all the guys (myself) that are camping at Chesnut-Knolls Friday
night...It's gonna be chilly!!! I think a fire is going to be in
order...anyone willing to fly in a load of firewood??? ;-)
Maybe TNK has some old pallets or something they have been needing to
burn...
Jeremy Casey
jrcasey(at)ldl.net
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 Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: oil again ..... |
i kinda wonder how much truth there is to "air cooled
oil". i
> don't question that it works but - the 2 stroke world used TCW1/2/3 for years
> and years and there were no problems using it. all of the sudden "air cooled
> oil" gets invented and TCW3 is no longer "approved" for use in air cooled
> engines. come on folks! i'll bet a dolar to a donut if there is any
> difference between air cooled oil and TCW3 its marginal at best. ...........
> anyway, i use AmsOil at 100 to 1 with 87 octane gas ....... tim
Tim and Gang:
On the contrary. Pennzoil 2 stroke for aircooled engines
was alive and well long before TCW1, 2, or 3. I discovered
Pennzoil had oil for aircooled 2 strokes in 1987, long
before the ultralight community of suppliers did.
I started my reasearch with all the major oil suppliers
until I found the one and only supplier of 2 stroke
aircooled oil, the Southeastern Distributor for Pennzoil in
Jackson, MS. They would drop ship me cases of oil to a
local oil change shop in Montgomery, AL, where I would pick
it up. No charge for freight. Send the invoice and a check
back to Jackson, MS. Was cheap and easy. Then the big guys
got involved, prices went up, and I was no longer able to
buy direct from the distributor.
Solution to the problem of not being able to purchase cheap
oil for two strokes: Bought a 912. :-)
The Pennzoil 2 stroke oil for aircooled engines is
formulated for that purpose. Does it work. I think so. It
did for me, but that was up until 11 years ago.
Take care,
john h
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: oil again ..... |
In a message dated 9/26/01 8:17:16 AM Eastern Daylight Time,
Artdog1512(at)aol.com writes:
> come on folks! i'll bet a dolar to a donut if there is any
> difference between air cooled oil and TCW3 its marginal at best.
> ...........
>
Tim:
It's a free country. (As long as you aren't in the enhanced class B).
There may not be any difference. If you want to experiment go right ahead.
But, frankly, I take a different view. I follow the manufacturer's
recommendations rigidly. Not only because doing otherwise might void the
warranty on a new engine, but because the manufacturer is in the best
position to know how their engines ought to be run.
There are other benefits to keeping on the straight and narrow.
Example: I follow the recommendations of Kerry Yunck at Lockwood in every
particular. Settings, plugs, oil, fuel-- the whole thing. Lockwood, an
authorized service center, is putting enormous amounts of time on their 582
driven aircams and has had surprisingly good results. They regularly take
engines to TBO three times with no seizures or other reported problems. Now
THAT is the kind of performance I want. So when something starts to sound
funny on my engine, or the temps start to drift in a way I don't like,
Kerry's diagnostic hunches are much more accurate because my system tracks
his and he can bring all of his experience to bear. I don't have to remind
him that I'm using some off spec snake oil or have oddball carb settings.
There is safety in numbers. When you experiment off on your own you
are, well, off on your own.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Friday flight... |
In a Cessna 150...no problem. You'll have a better view though. The
airplane owner is working on his private and wants some VOR practice and
some "hood" time and needs a safety pilot in the plane (obviously). Anyway
the hood on till he's sick of it and everyone will be happy. It's silly
cause after your checkride, everybody uses GPS, both I guess its one of
those just in case things...hood training is always a good idea...
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 Possum
Subject: Re: Kolb-List: Friday flight...
>
>This message is for the fellas flying up to Chesnut-Knolls on Fri.
>Mr. Pike's recommendation of stopping by 1A6 to see the Glacier Girl, has
>merit and the fella I'm flying up and myself, are gonna make a stop there
>and see what we can see...
>We are going to leave Columbus, Ga. early AM and figure on heading up for a
>fuel stop somewhere around the Tenn. line. Then heading on up to
>Middlesboro to see Glacier Girl. Figuring on a couple of hours there, then
>heading on up to TNK.
>You fellas flying up have a common frequency to talk on? Most just use the
>"Bubba" channel (123.45). Figure we can probably hear each other on the
way
>up...
>
>Jeremy Casey
>jrcasey(at)ldl.net
We'll be on 123.45
Can you get to Tenn. from Columbus without stopping?
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: The UN FLyin |
> I'm going up in my pickup truck and I'll throw in some wood for a campfire.
> See you there Friday evening.
Don and Gang:
You are a good man Don.
We are gonna have a blast at the Kolb get together dispite
the lack of interest on Kolb Aircraft's part. Well, at
least they are going to give us a crapper so we won't have
to dig cat holes. From the weather we are having in Central
Alabama, looks like we may need a lot of firewood to keep
warm. My feet are cold sitting here at the computer. Got
to dig out my little fuzzy bunny house shoes. :-)
Got Miss P'fer flying last night. First flight in 16 days.
Beautiful!!! Weather is getting good for flying, clear,
cool. Getting excited about flying up to London. All I
have to do now is get my gear together, wash and load the
airplane.
Looking forward to seeing everybody this weekend.
john h
________________________________________________________________________________
| From: | dama(at)mindspring.com |
When the state of GA found out about my airplane through the N# registration. I
told them that it was in fact a pile of aluminum and not yet flying. That did
not seem to matter so I sent them exactly what they wanted: a copy of the bill
of sale for what I had, the airframe kit only! Should have bought a tail kit
first:)
Kip
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Friday flight... |
> We'll be on 123.45
Morning Gang:
Is there a reason you all use 123.45 for air to air, rather
than 122.75 one of the designated air to air freqs?
I do not have the pubs handy or I would look it up,
but.........is 123.45 one of the FCC designated air to air
freqs, or a "hide/seeky" type freq like the ones we used in
Army Flight School to foil our IPs?
Take care,
john h
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
Kolbers:
This is my week to hand out free legal advice. As we all know the
regulatory environment for flying has changed. The extent to which it has
changed for folks flying ultralight/experimental aircraft is perhaps yet to
be seen, but it is likely that we will all come under a generally higher
level of scrutiny than we have been in the past.
I know of virtually no one flying Kolb class aircraft that has a
transponder. I certainly don't. But I regularly fly inside the mode C veil
for both Philadelphia and New York. On a number of occasions I have flown
under the class B as well. No big deal I said to myself, and when I was in
contact with the relevant towers on my handheld I was not hassled for not
having a transponder. I suspect those days are gone.
About a month ago, before the Trade Center bombing, I filed with both
NY and Philadelphia Tracon a "Transponder and Automatic Altitude Reporting
Equipment Deviation Form." Basically it is a piece of paper that says my
airplane cannot be fitted with a transponder and asks to be excused from FAR
91.215-- the transponder requirement.
I have been granted an exemption by New York (Philly's hasn't come
yet) which comes in the form of a "Form N90 7210-1 (3/98)" which says that I
am exempt for a year and gives me an authorization number.
So why should you care? There have been 2 FBI guys and a local
detective at the little grass field I operate out of in the last week. That
is more law enforcement attention than that place has had in the last 50
years. As a general proposition I think it is fairly unlikely a Kolb pilot
would get busted for not having a transponder in the mode C veil, but if, God
forbid, you were to come to the attention of the authorities for some other
reason and they decided to throw the book at you, not having a transponder
would definitely be in the book you get hit with.
Getting the waiver costs nothing, and it can only help. Any Kolber
who would like a copy of the application form can email me off list and I
will send it to you in a .pdf file. I strongly recommend it for Kolbers
flying near class B airspaces.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | Glenn Anderson <ganderson(at)fergusfalls.k12.mn.us> |
I'm running a 503 that now has 340 hours and am wondering what I should do- I know
Rotax reccomends a complete overhaul at 300 hours. What have some you guys
experienced in this situation? BTW- I currently have a Titan, but had a ride
in the Xtra at Osh Kosh this summer and am considering this for my next project.
thanks,
Glenn Anderson
Fergus Falls, MN
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 9/26/01 10:50:27 AM Eastern Daylight Time,
ganderson(at)fergusfalls.k12.mn.us writes:
> I'm running a 503 that now has 340 hours and am wondering what I should do-
> I know Rotax recommends a complete overhaul at 300 hours. What have some
>
Glen:
A couple of years ago my hangarmate, Phil Abrams, crashed his Titan
onto a residential street in Stanford, Ct. after the needle bearings in the
crank on his 583 (that's right, a 583) disintegrated at 430 hours total time
(recommended TBO-- 300 hrs). The NTSB estimated that he decelerated from
about 40-45 mph at the point of first ground contact to zero in about 12 feet
when he hit a tree. Phil crawled from the wreckage with a deep gash in the
helmet he was wearing and a broken back.
Earlier that week I had given him some crap about carrying passengers
when his engine had gone beyond TBO. He told me that it was OK because he
used synthetic oil and had no significant carbon deposits on the piston.
Its a free country. But I'll be writing a check at 300 hours.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: VW Conversion Update |
Keep us posted, Rick. I'm really interested in how it does..............it
should really go. Mine has electronic ignition, (and electronic fuel
injection) with an advance curve tailored to my needs. It comes pre-set
with a curve that will get you running, then you can adjust it as necessary.
I plan - for now, at least - to setting "0" advance up to about 1500 rpm,
ala the Vickers Vimy repro, for smoother idling with the re-drive, then
bring the curve up to normal very quickly. The book 'sorta' makes sense, so
will see what happens when this thing lights up............very soon, now.
Also, I'm building in the capability for higher power/rpm's, but plan on
running about the same as you in normal flight.........about 4000 rpm.
Good Luck. Gogittum Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)state.mi.us>
Subject: Kolb-List: VW Conversion Update
>
> I received most all my parts for my new reduction drive VW engine and have
started removing the old engine.
>
> I had a interesting discussion with my reduction drive builder about the
ignition timing of VW engines. My direct drive engine had a Great Plains
recommended maximum ignition advance of 25 degrees. For reduction drive
engines its recommended that the maximum advance be set to 30 degrees if you
are running 3600-4000 RPMs maximum. If your planning to turn more RPMs like
Larry Bourne you can go for best power and use up to 32 degrees but it must
not knock. I got a basic training on modifying the 009 VW distributor
advance curve and maximum advance adjustment. I'm going to give it a try and
will share the results with any one interested. The alternative to
distributor changes is a static timing of 2-3 degrees BTDC to get to 30 BTDC
degrees at max RPMs.
>
> Rick Neilsen
> VW powered MKIII
>
>
________________________________________________________________________________
| From: | "John Williamson" <jawmson(at)dellepro.com> |
I have read with surprise that anybody would be blind-sided by taxes on
an aircraft. Nothing can replace good homework before you decide to
build an aircraft. The following paragraphs are from the EAA.org
website:
"When should I apply for my N number?
The aircraft must be Registered with the FAA and have the assigned N
number painted on it before the final inspection and issuance of an
airworthiness certificate. So, it is best to work back from the
projected final inspection date. If you are comfortable with the FAA
assigning the next available N number to your aircraft, we suggest that
you apply for registration no less than 60 days prior to the final
inspection. If you would like an N number of your choice, begin working
with the FAA Aircraft Registration Branch's Support Section no less than
90 days prior to inspection. Special Registration Numbers can take
longer since your initial choices may already be in use and the FAA will
have to come back to you for new choices.
You can register your aircraft at any time during the construction
process. However, you must consider that your State government may look
to the FAA's Listing of Registered Aircraft to find aircraft eligible
for taxation. You could be assessed an aircraft tax well before your
project becomes an aircraft, and face a paperwork fight with your State
over whether a tax is really owed yet. An alternative to early
registration is to ask for an N number to be assigned to your aircraft
project. Assigning a number to your aircraft project will establish an
aircraft record for your aircraft project and formally associate an N
number with it in the FAA's registration computer data system. Your
project will appear on FAA listings but as an aircraft that has not yet
been registered. Since some paint shops are cautious about painting an N
number on an aircraft until they have something."
Join the EAA, if for nothing else than the information available.
John Williamson
Arlington, TX
Kolbra on order
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Hi Gang:
Why is it that 2 strokers place so much emphasis on having
the tops of their pistons sparkling clean? Is there some
engineering data that prescribes that piston tops/crowns
should be surgically clean? Is this an indication that your
two stroke engine is running perfectly as prescribed? Do
you get this condition with organic oil or with
Amsoil/synthetic oils only?
Inquiring mind wants to know.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> I have read with surprise that anybody would be blind-sided by taxes on
> an aircraft. Nothing can replace good homework before you decide to
> build an aircraft. The following paragraphs are from the EAA.org
> website:
John and Gang:
Don't be surprised at anything you see or hear us do on this
List. :-)
I have been a member of EAA for 18 yrs, but only had the
computer for the last couple.
I never heard anyone else talk about getting a ltr from
their local county tax collector until I got mine. I think
my tax collector may have been a little behind the times,
like me, and didn't get on line until recently. But when he
did get on line, he started finding folks to collect from.
During my ul days, never had any problem with the tax
collector. Have had this airplane the last 10 yrs, with N
number.
Does anyone know anyone that is being taxed for an ul?
john h
________________________________________________________________________________
| From: | "John Russell" <jr(at)rometool.com> |
I have been paying those taxes for several years now, every year I recieve
a new form to fill out, form is based more on store bought certified
aircraft,
I always attach a seperate piece of paper explaining that this aircraft was
built from
parts, with an estimated value.
JR
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
Subject: Re: Kolb-List: Taxes
>
>
> > I have read with surprise that anybody would be blind-sided by taxes on
> > an aircraft. Nothing can replace good homework before you decide to
> > build an aircraft. The following paragraphs are from the EAA.org
> > website:
>
> John and Gang:
>
> Don't be surprised at anything you see or hear us do on this
> List. :-)
>
> I have been a member of EAA for 18 yrs, but only had the
> computer for the last couple.
>
> I never heard anyone else talk about getting a ltr from
> their local county tax collector until I got mine. I think
> my tax collector may have been a little behind the times,
> like me, and didn't get on line until recently. But when he
> did get on line, he started finding folks to collect from.
>
> During my ul days, never had any problem with the tax
> collector. Have had this airplane the last 10 yrs, with N
> number.
>
> Does anyone know anyone that is being taxed for an ul?
>
> john h
>
>
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
I tried to research the proper oil to use in my 503 FireStar. I contacted
the Klotz office and explained the application I was interested in. It was
recommended by the Klotz technical department that I use their Ski Craft oil
It is rated TC-W3. When I inquired about ski craft being water cooled and
my 503 being air cooled, they said the the new synthetic oils are so far
ahead of what was on the market 10 years ago that the type of cooling is not
a consideration. I would like any comments on this regarding their comment.
Ron Payne
Building FireStar
Gilbertsville, Ky
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Gang:
I have 16 rolls of film on my index page. Have one more
roll to scan and up load. Then I will try to find time to
sit down and write a narrative/description of the pics with
their file numbers. They will make a lot more sense with a
little explanation.
The url is:
http://hawk36.home.mindspring.com/Barrow%20Flight%202001/
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
When I inquired about ski craft being water cooled and
> my 503 being air cooled, they said the the new synthetic oils are so far
> ahead of what was on the market 10 years ago that the type of cooling is not
> a consideration. I would like any comments on this regarding their comment.
>
> Ron Payne
Ron and Gang:
Hauck's very own personal opinion. :-)
What do you expect from a guy who wants to sell you his
brand of synthetic oil a $5.00 a qt or what ever it cost.
I wonder why Continentals and Lycoming engines use different
oils than Rotax, VWs, Suzuki four strokes.
Someone else said they are inclined to go with what the
manufacturer recommends. Me too. Their engineers are the
ones who come up with the requirements. The manufacturer
surely will not tell you to use a product that is going to
ruin your engine, especially an aircraft configuration.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Barrow Pics Again |
Gang:
Forgot to mention in my last post: The files should be in
order now. I am uploading the 16th roll now, which is
actually file BRW 12. Will check again to make sure I have
them in order once they are uploaded.
john h
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 9/26/01 1:48:41 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
> Why is it that 2 strokers place so much emphasis on having
> the tops of their pistons sparkling clean? Is there some
> engineering data that prescribes that piston tops/crowns
> should be surgically clean? Is this an indication that your
>
John:
Excellent question. My understanding is that carbon on the top of the
piston is meaningless. What IS important is the rings be free of carbon
build up. The absence of carbon on the top of the cylinder is thought by
some to be SUGGESTIVE of the absence of carbon in or around the rings.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Lar,
You didn't state what type of taxes they were trying to collect, personal
property or sales tax.
N - numbers can trigger the state sales tax collection.
As for the kit - be prepared to pay sales tax on it - they may as for a
copy of the invoice, bill of sale, or receipt. Those documents that will
show if sales tax had been collected at time of sale. Even though you may
have purchased it from out of state, most states will demand tax payment
until you can show that you paid it at the time of sale. Most states have
a little thing in the law that it's your responsibility to pay sales tax
even if you purchase it out of state if no sales tax was collected by the
seller. You may be obligated to pay sales tax for the kit, but for all the
other stuff, tubing, wire, hose, engine parts, you bought it along the way
and paid tax on it at the time, Have a few receipts for a few more
expensive items showing sales tax paid.
If it's property tax you may be able to play the yard ornament game until
its issued a airworthiness certificate.
Good luck,
jerryb
>
>Looks like I sent this to the wrong place. Gotta look at those return
>addresses. Thanks to all for your responses. Tomorrow, I'll start trying
>to work thru this. Lar.
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.gogittum.com
>
>----- Original Message -----
>From: "Larry Bourne" <biglar(at)gogittum.com>
>To:
>Subject: Re: Kolb-List: Taxes
>
>
> > I have the N-number reserved (N78LB), but by no stretch is this thing an
> > airplane - yet. Anyone wanna buy a 95% built Mk III ?? Only 75% to go.
> > Longer I sit here the madder I get. Tomorrow I'll send a gentle (??)
> > reasonable email back to them, and do a little ducking and weaving. I've
> > heard of states coming after such things, but never a county. Buggers ! !
>!
> >
> > Larry Bourne
> > Palm Springs, Ca.
> > Kolb Mk III - " Vamoose"
> > http://www.gogittum.com
> >
> > ----- Original Message -----
> > From: <ul15rhb(at)juno.com>
> > To:
> > Sent: Tuesday, September 25, 2001 8:16 PM
> > Subject: Re: Kolb-List: Taxes
> >
> >
> > >
> > > > These clowns want over $1500.00, and they want it NOW !
> > > > ! ! Deep Fried Lar.
> > >
> > >
> > > Wow, that sounds like a lot Lar. Did you say your plane is N-numbered or
> > > have you applied for one?
> > >
> > > Ralph Burlingame
> > > Original Firestar
> > >
> >
>
>
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
I just went through this myself.
As UL's aren't registered, tax people don't know they exist. (What the tax
man doesn't know can't hurt you). By contrast, N-Numbered aircraft do exist
officially (hence the word registered?).
When my new N-Number registration arrived a few weeks ago for my Mk. III, it
was followed closely by a letter from the local Dept of Revenue. I knew
this letter would arrive and was ready for it. I completed the form,
attached my proof of payment (for a "Kit one" that I had bought ages
previously from Kolb), and mailed it back with my check for 6.5% of the
value of kit 1.
If they should want proof of sales tax having been paid on the rest of the
plane, I have a briefcase full of Home Depot, Auto parts store, Marine parts
store receipts for all sorts of other hardware that I used in the process of
building the plane on which sales tax was paid. (By coincidence my plane
appears to have been painted the same color as my kitchen).
I suggest referring to it as an "ultralight kit" in all official documents
rather than "aircraft", as that implies less $$$.
PV
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck
Subject: Re: Kolb-List: Taxes
Does anyone know anyone that is being taxed for an ul?
john h
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
If you have a special N number you desire reserve it until a couple months
before you need it then complete the rest of the process. Last I new it
cost about $10 a year to hold a N number reserved status. They don't count
those as a registration. When the N number is issued by completion of the
aircraft registration process - then it shows up and they can nab you.
In Texas they used to have two years to caught you then you were beyond the
statue although I heard they were working on changing that. They can try
to get you for tax avoidance penalties.
Some states also have casual sale law where if the seller is not a dealer,
you don't have to pay any sales tax. I got into this about year and half
after we bought out Citabria. Learned a lot talking to our state
controllers office and we didn't have to pay if we got the seller to sign
a form. He did and that was that.
! ! ! !
! ! ! ! <---- these are bars - get used to looking thru them Lar.
! ! ! !
jerryb 8)
>
>
>I was going to N number my Firestar II, but now I am having second thoughts.
>
>Paul
>
>Firestar II 99% done
>----- Original Message -----
>From: <Timandjan(at)aol.com>
>To: ;
>Subject: Re: Kolb-List: Taxes
>
>
> >
> > To all and Big Lar You bet, here in VA we pay personal property on
>airplanes,
> > Rv's, my Kolb trailer etc etc etc.
> >
> > And then, when you build a airplane and register for a N Number the states
> > use the FAA files to find out you have a airplane and then send you a
>sales
> > tax bill. I got one in Louisiana when I lived there and built my Kolb
>there.
> > When I moved to VA I had to produce the paperwork showing I paid the sales
> > tax in LA or they were going to require me to pay it again.
> >
> > Bend over is how I feel every September.
> >
> > Tim
> >
> >
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
With regard the to response below, if you want a special N number or any
number for that matter, you can reserve it at a cost of around $10
year. When your a couple months from the final airworthiness inspection
then finish the aircraft registration process using your reserved N
number. After that it will show on the FAA records as being
registered. There is no need register so far in advance just reserve your
N number.
Works for me.
jerryb
>
>I have read with surprise that anybody would be blind-sided by taxes on
>an aircraft. Nothing can replace good homework before you decide to
>build an aircraft. The following paragraphs are from the EAA.org
>website:
>
>"When should I apply for my N number?
>The aircraft must be Registered with the FAA and have the assigned N
>number painted on it before the final inspection and issuance of an
>airworthiness certificate. So, it is best to work back from the
>projected final inspection date. If you are comfortable with the FAA
>assigning the next available N number to your aircraft, we suggest that
>you apply for registration no less than 60 days prior to the final
>inspection. If you would like an N number of your choice, begin working
>with the FAA Aircraft Registration Branch's Support Section no less than
>90 days prior to inspection. Special Registration Numbers can take
>longer since your initial choices may already be in use and the FAA will
>have to come back to you for new choices.
>You can register your aircraft at any time during the construction
>process. However, you must consider that your State government may look
>to the FAA's Listing of Registered Aircraft to find aircraft eligible
>for taxation. You could be assessed an aircraft tax well before your
>project becomes an aircraft, and face a paperwork fight with your State
>over whether a tax is really owed yet. An alternative to early
>registration is to ask for an N number to be assigned to your aircraft
>project. Assigning a number to your aircraft project will establish an
>aircraft record for your aircraft project and formally associate an N
>number with it in the FAA's registration computer data system. Your
>project will appear on FAA listings but as an aircraft that has not yet
>been registered. Since some paint shops are cautious about painting an N
>number on an aircraft until they have something."
>
>Join the EAA, if for nothing else than the information available.
>
>John Williamson
>
>Arlington, TX
>
>Kolbra on order
>
>
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
>Some states also have casual sale law where if the seller is not a dealer,
>you don't have to pay any sales tax. I got into this about year and half
>after we bought out Citabria. Learned a lot talking to our state
>controllers office and we didn't have to pay if we got the seller to sign
>a form. He did and that was that.
I'm in Texas... what form are you talking about? Where do I get it?
-- Robert
________________________________________________________________________________
In a message dated 09/26/01 1:13:28 PM Central Daylight Time,
hawk36(at)mindspring.com writes:
<< Does anyone know anyone that is being taxed for an ul?
>>
Me, buddy. Your dear old Elmore county has hit me up for about $25 a year
ever since I got a hangar. Never paid anything while I was at Prattville,
but the hangar was in Raymond's name.
Bill
________________________________________________________________________________
| From: | "cjcullen" <cjcullen(at)mediaone.net> |
| Subject: | Re: Mode C waivers |
> As a general proposition I think it is fairly unlikely a Kolb pilot
> would get busted for not having a transponder in the mode C veil, but if,
God
> forbid, you were to come to the attention of the authorities for some
other
> reason and they decided to throw the book at you, not having a transponder
> would definitely be in the book you get hit with.
We fly our Kolb MkIII under the Boston Class B veil without a
transponder and it is legal. Our Kolb was originally certificated
without an "engine driven electrical system" (FAR 91.215) so
we are not required to have a transponder. Of course, this
was before Boston was changed to "enhanced Class B".
Was your Kolb certificated with an engine driven electrical system?
chuck
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Wonder if anybody has put a BMW engine on a Kolb yet?
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
>
> I tried to research the proper oil to use in my 503 FireStar. I
> contacted the Klotz office and explained the application I was
interested in.
> It was recommended by the Klotz technical department that I use their
Ski
> Craft oil It is rated TC-W3. When I inquired about ski craft being
water
> cooled and my 503 being air cooled, they said the the new synthetic
oils are so
> far ahead of what was on the market 10 years ago that the type of
> cooling is not a consideration. I would like any comments on this
regarding their
> comment.
>
>
> Ron Payne
> Building FireStar
> Gilbertsville, Ky
Ron and others,
After using mineral oils for many years and comparing Klotz synthetic to
Pennzoil air-cooled, I will never go back to any kind of mineral oil. The
difference is very noticeable. The plugs tell the real story and these
plugs stay in there for a year or longer. When I do change them, they are
like Pennzoil plugs after 10 hours of use. I use Klotz KL-216 and buy it
from the local cop who is the distributor. I pay $17 a gallon. He uses it
in his snowmobiles. Synthetics are the way to go for 2-stroke engines and
for the type of flying I do, I need the reliability that synthetics give.
This is my opinion and others will most certainly disagree with me. I do
enjoy my trusty Rotax 447 powered by Klotz.
http://www.klotzlube.com/
Ralph Burlingame
Original Firestar
14 years flying
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Contract the Texas State Comptrollers Office - request a Casual Sale Sales
Tax Exemption form. It's only good if you purchased the aircraft from a
private party and they are not a dealer. The seller is the one that
qualifies for the exemption so he has to sign the form. The buyer has to
have the seller sign it. You can fill it out. It has to be signed and
notarized. There is a time limit you have to file it. We just got in
under the wire. The form does work for a kit purchased from a vendor.
jerryb
>
> >Some states also have casual sale law where if the seller is not a dealer,
> >you don't have to pay any sales tax. I got into this about year and half
> >after we bought out Citabria. Learned a lot talking to our state
> >controllers office and we didn't have to pay if we got the seller to sign
> >a form. He did and that was that.
>
>I'm in Texas... what form are you talking about? Where do I get it?
>
> -- Robert
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Mode C waivers |
You do now.
MKIII N420P (420ldPoops)
Richard Pike
>
>Kolbers:
>
> I know of virtually no one flying Kolb class aircraft that has a
>transponder.
>Mark R. Sellers
>Kolb Twinstar Mark III
>N496BM
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
I used only Phillips Injex in my 2-stroke Rotax engines since 1983 and the
piston tops stay mostly clean unless you run too cold/rich.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hi Gang:
>
>Why is it that 2 strokers place so much emphasis on having
>the tops of their pistons sparkling clean? Is there some
>engineering data that prescribes that piston tops/crowns
>should be surgically clean? Is this an indication that your
>two stroke engine is running perfectly as prescribed? Do
>you get this condition with organic oil or with
>Amsoil/synthetic oils only?
>
>Inquiring mind wants to know.
>
>john h
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
The plugs tell the real story and these
> plugs stay in there for a year or longer. When I do change them, they are
> like Pennzoil plugs after 10 hours of use.
> Ralph Burlingame
Ralph and Gang:
You failed to mention how many hours you fly during that
year the plugs are in there.
Can you expand on "the real story" that the plugs tell?
I can't complain about the cost of synthetic oil, Klotz at
$4.25 a qt. That is what I am paying for MOBILE I before
tax. Are you running the Klotz at 100 to 1 or 50 to 1?
With the 912S I can fly 100 hours between oil changes. That
comes out to 2.5 qts plus a $2.50 filter. I burn 5 gph or
500 gal in 100 hrs.
I burned 3.75 gal an hr with my 447 on xc's or 375 gal in
100 hrs. At 50 to 1 that would require 7.5 gal of Klotz.
At 100 to one (which I would not run cause I am a fraidy
cat) it would take 3.75 gal of Klotz. That is $127.50 at
50:1 or $63.75 for 100:1.
For the 912S oil and fil cost $13.13. Forgot where I was
going with this.. :-)
Never had an oil related failure with the UL II-02, 447, or
582. Fouled one plug when I first started flying the 447.
Learned not to let it idle too long on long decents.
Still do not know where this reply is going, but will send
it anyhow. Maybe someone can glean some info from it that
is worthwhile.
Take care,
john h
Got one day to get the MKIII and me to go to London. Gonna
try and get out of here early Friday morning. See ya'll
then.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
My FireFly now has over 100 hours on it and the EGTs are indicating about a 100
Deg difference. They are both under the red line of 1200 but my confidence is
waning.
The plan is to first do a careful inspection of the plugs and wiring and
check for air leaks to make sure there is no obvious problems there. I will also
reverse the EGT probe leads to see if the problem is in one of the gages. If
the EGT indications don't reverse then I will have confirmed
the integrity of the gages.
Second I will run a warm engine compression check to see if there is significant
difference between the cylinders. If so it means at least a top end tear down.
Third I will use my mirror / light to inspect the top of the piston through the
plug boss and check the rings through the exhaust ports. I will be able to see
a side view of the piston top and confirm that at least part of the rings are
free and how bad the carbon accumulation is.
After all this careful work I will probably do a top end decarbon job anyway. My
short field (stall) landing skills need more practice.
FLAME AWAY !!!
Duane the plane in Tallahassee, FL FireFly, SN 007, 447, Ivo, big wheels
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
Here in VA the ultralighyters are being taxed, at least in my area. The
airport owners must supply a list of all aircraft on the airport at some
time in the year, I believe it's Jan1, then all owners must then pay taxes on
the aircraft. Lots are just listed as pieces etc, so they can skirt around
the full taxes, but I know for a fact that they are paying taxes on
ultralights. Not to mention us who have Nnumbers, no way around it here in
VA.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I really doubt if I'm the only one who hasn't read every word of every
publication out there, and comments from the past couple of days would seem
to bear this out. Vamoose is NOT a registered aircraft - yet. I went ahead
and reserved an N - number well ahead of time for 2 reasons.............1.
The FAA is notoriously slow in dealing with such things, and I wanted such
details out of the way well ahead of time.....which leads to.....2. I
expected to be done with this thing 3 years ago............poor, simple me.
I really did not know that I'd be charged personal property tax on an
airplane, and if I had known, I wouldn't have expected it before the
airplane was really an airplane, and not a collection of pieces on my porch.
A friend at work, who is a retired cop, told me today that a portion of my
car license fee is sent from the state to the county to cover that PPT.
That was new to me too. Whoever said that nothing is sure but death and
taxes, sure got that right. I'm not against taxes per se, we need them to
maintain our quality of life, but enuf's enuf. Disgusted
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "John Williamson" <jawmson(at)dellepro.com>
Subject: Kolb-List: Taxes
>
> I have read with surprise that anybody would be blind-sided by taxes on
> an aircraft. Nothing can replace good homework before you decide to
> build an aircraft. The following paragraphs are from the EAA.org
> website:
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Mode C waivers |
In a message dated 9/26/01 8:00:11 PM Eastern Daylight Time,
cjcullen(at)mediaone.net writes:
> We fly our Kolb MkIII under the Boston Class B veil without a
> transponder and it is legal. Our Kolb was originally certificated
> without an "engine driven electrical system" (FAR 91.215) so
> we are not required to have a transponder. Of course, this
> was before Boston was changed to "enhanced Class B".
> Was your Kolb certificated with an engine driven electrical system?
>
Chuck:
The short answer is I don't know. My plane produces enough
electricity to run the gauges that require power, the strobe lights, a ship's
power plug for my hand held radio, a Garmin 95 gps unit and a cigarette
lighter plug. All I know is that I held my breath during my inspection by
the Allentown, PA FSDO and they never said anything about it, and the word
never passed my lips.
So is what I have an electrical system within the meaning of FAR
91.215(b)(3)? Dunno. What I do know is that I am not willing to bet my
license that the FAA will be kind to me and take your interpretation and
conveniently forget about subsequent section 91.215(d)(3) which requires a
waiver from ATC for non transponder equipped aircraft.
Indeed, the fact that the FAA has a preprinted form, N90 7210-1, "Mode
C Verbal Authorization Form," and makes the waiver effective for a year
suggests that the more specific language of 91.215(d)(3) is intended to
modify the general language of 91.215(b)(3), and that they expect you to get
the waiver.
The first line of the form states, "The owner operator of the aircraft
specified above should be prepared to furnish air traffic control the
associated waiver number when operating in the New York TCA veil."
I am just trying to help my Kolb buddies stay on the right side of the
rules with a WIDE margin of safety. The waiver costs nothing to get and
certainly can't do any harm. If I am wrong the worst harm I have done is
recommend that folks do the equivalent of wear a belt and suspenders. If you
are wrong and a waiver IS required you are operating in the mode c veil
without mode c. Not good. FAR violation. And in the current frenzied
atmosphere of fear the FAA is not likely to be handing out "get out of jail
free cards."
was looking to stir the pot for a little business I'd take your side of it,
but in good conscience I can't. If I was you I'd get a waiver.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> Ralph and Gang:
>
> You failed to mention how many hours you fly during that
> year the plugs are in there.
>
> Can you expand on "the real story" that the plugs tell?
John and gang,
I fly an average of 50 hours a year, so the plugs have that amount of
time on them before I change them.
I believe the condition of the plugs will tell whether the engine is
running rich or lean AND indicate the amount of carbon deposits burned in
the mixture. Mineral oils will naturally have more carbon in the oil and
that ends up in the cylinder and on the plugs. The more time on the
plugs, the more buildup. If synthetic oil burns less carbon (and has
better lubricating qualities), then it makes perfect sense to me that it
would be the choice of oil for the 2-stroke. The shortcoming of all
2-strokes is the buildup of carbon inside the engine. The less carbon
buildup, the better it is for the engine. Simple logic. Eliminate that
problem and the 2-stroke is one heck of a reliable engine with 1/3 the
moving parts of a 4-cycle. Less parts, means less to go wrong, means
improved reliability.
John, I'm not totally familiar with all Klotz products and I don't know
if they make a synthetic oil for the 4-cycle engine.
Now for the amount of flying you do John, your 912S is the way to go. The
447 is all the engine I can have on my Original and it's serving my
purposes just fine.
Have a safe flight this weekend, guys, and I will be thinking about you.
When you get back, please let us know how your trip went, OK?
Ralph Burlingame
Original Firestar
Klotz powered 447
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Did you reserve a N number or register an aircraft get issued an N number,
there is a difference.
jerryb
>
>I really doubt if I'm the only one who hasn't read every word of every
>publication out there, and comments from the past couple of days would seem
>to bear this out. Vamoose is NOT a registered aircraft - yet. I went ahead
>and reserved an N - number well ahead of time for 2 reasons.............1.
>The FAA is notoriously slow in dealing with such things, and I wanted such
>details out of the way well ahead of time.....which leads to.....2. I
>expected to be done with this thing 3 years ago............poor, simple me.
>I really did not know that I'd be charged personal property tax on an
>airplane, and if I had known, I wouldn't have expected it before the
>airplane was really an airplane, and not a collection of pieces on my porch.
>A friend at work, who is a retired cop, told me today that a portion of my
>car license fee is sent from the state to the county to cover that PPT.
>That was new to me too. Whoever said that nothing is sure but death and
>taxes, sure got that right. I'm not against taxes per se, we need them to
>maintain our quality of life, but enuf's enuf. Disgusted
>Lar.
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.gogittum.com
>
>----- Original Message -----
>From: "John Williamson" <jawmson(at)dellepro.com>
>To:
>Subject: Kolb-List: Taxes
>
>
> >
> > I have read with surprise that anybody would be blind-sided by taxes on
> > an aircraft. Nothing can replace good homework before you decide to
> > build an aircraft. The following paragraphs are from the EAA.org
> > website:
> >
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Gang:
I also think amount of carbon/crude in a two stroke is the
result of how the engine is operated.
First, it must be propped correctly. Then there won't be
the exercise of trying to jet it since the engineers at the
factory have already done that.
Second, it must be run hard to keep it clean. A minimum of
5800 rpm for a Rotax and my old ULII02 liked that rpm also.
The engine is red lined at 6800 and I think 75% power is
aprx 5800. If the two stroke eng is operated like a John
Deere two lunger, it will carbon up in a flash. It is a
high speed engine.
Third, correct fuel/oil ration. Too much or too little
affects the engine and its internal parts differently, but
too much oil is definitely not good for it and is a major
carbon builder. Also makes the engine run leaner.
Take care (not gospel, just my personal opinion),
john h
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: 447 "annual" |
Duane,
I had similar problem with my 447 when it was new. Had one hotter than the
other - then the next dilemma, which is the bad one. You might try
swapping probes between cylinders if you can get them loose without
damaging them. In my case the bad one was the hotter cylinder. The way we
determined it was first we swapped probes. That confirmed the same
cylinder indicated it was running hot. Then we compared reading to read
from the engine on our other plane with same type engine.
After swapping probes if the temps still indicate the same cylinder is
running hotter then that's likely were your problem lies and you need to
investigate further. Has this always been this way or start just
recently? Have you messed with the carb where you might have rotated it
slightly? Rotating the carb slightly can impact the temps between
cylinders. What are the exhaust temps your reading at 2000 RPM and at
cruise? Get the CHTs also while your at it.
Try a new set of plugs - there cheap - keep track of the old one and which
cylinder they came out of - make sure to gap them and that there close to
each other before installing.
Make sure your intake and exhaust manifolds are torqued down evenly using
the proper torque pattern.
Re-torque the heads down using the proper pattern.
Look for the slightest oil leak (may look like tar) around each cylinder -
that's a sign of leakage. Just a slight bit the size of a nickle to
quarter is a clue. That what I found on mine and we changed the head
gasket, that cured it. Run within 20 degrees of the other after that.
If you pull the exhaust manifold, check the both sets of rings on each
piston to confirm they are loose and floating and not sticking. May need a
good light and small longer blade screw drive or a chop stick will work
without nicking anything. If there showing sign of sticking you need to
complete the de-carbon process.
jerryb
>
>My FireFly now has over 100 hours on it and the EGTs are indicating about> a
100 Deg difference. They are both under the red line of 1200 but my co>nfidence
is waning.
>
>The plan is to first do a careful inspection of the plugs and wiring and
>check for air leaks to make sure there is no obvious problems there. I wi>ll also
reverse the EGT probe leads to see if the problem is in one of th>e gages.
If the EGT indications don't reverse then I will have confirmed
>the integrity of the gages.
>
>Second I will run a warm engine compression check to see if there is sign>ificant
difference between the cylinders. If so it means at least a top e>nd tear
down.
>
>Third I will use my mirror / light to inspect the top of the piston throu>gh the
plug boss and check the rings through the exhaust ports. I will be> able to
see a side view of the piston top and confirm that at least part> of the rings
are free and how bad the carbon accumulation is.
>
>After all this careful work I will probably do a top end decarbon job any>way.
My short field (stall) landing skills need more practice.
>
>FLAME AWAY !!!
>
>Duane the plane in Tallahassee, FL FireFly, SN 007, 447, Ivo, big wheels
>
>
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)charter.net> |
----- Original Message -----
From: <ULDAD(at)aol.com>
Subject: Re: Kolb-List: Taxes
>
> In a message dated 09/26/01 1:13:28 PM Central Daylight Time,
> hawk36(at)mindspring.com writes:
>
> << Does anyone know anyone that is being taxed for an ul?
> >>
The Banana Republic of Lousyana "taxes" u/ls by way of a Ultralight Pilot
AND an Ultralight aircraft "registration" fees. If you fly u/ls from a state
supported airport you have to "register" with the state, paying a fee, then
'register" your aircraft, you will receive an La. "N" number (LA XXXX) which
must be at least 1 foot high letters under your wings. (friend of mine made
his "boat numbers" black, the same color as his sails)
Geoff Thistlethwaite
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Really, you have to put 1 foot high letters on the bottom of your
wings. Does GA aircraft have to do this?
jerryb
>
>
>
>----- Original Message -----
>From: <ULDAD(at)aol.com>
>To:
>Subject: Re: Kolb-List: Taxes
>
>
> >
> > In a message dated 09/26/01 1:13:28 PM Central Daylight Time,
> > hawk36(at)mindspring.com writes:
> >
> > << Does anyone know anyone that is being taxed for an ul?
> > >>
>
>The Banana Republic of Lousyana "taxes" u/ls by way of a Ultralight Pilot
>AND an Ultralight aircraft "registration" fees. If you fly u/ls from a state
>supported airport you have to "register" with the state, paying a fee, then
>'register" your aircraft, you will receive an La. "N" number (LA XXXX) which
>must be at least 1 foot high letters under your wings. (friend of mine made
>his "boat numbers" black, the same color as his sails)
>
>Geoff Thistlethwaite
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: 447 "annual" |
Duane and Group,
I suggest that you check the probes/guages first, and not worry about
anything else until you do. Analog gauges and probes can easily be 100
degrees off.
John Jung
H MITCHELL wrote:
>
>My FireFly now has over 100 hours on it and the EGTs are indicating about> a 100
Deg difference. They are both under the red line of 1200 but my co>nfidence
is waning.
>
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | A Grown Man Cries |
I am posting this so someone else doesn't make the same stupid mistake.
I had my cockpit cage all masked off to put the final pin stripe on it.
The spray gun I use has a 2 quart cup with a hose running to the gun. I
hang the cup from a piece of 3/4 inch conduit that is above the part I am
painting. The cup will travel along the conduit above my work. It works
great. I have gotten in the habit of running a pass with the gun before I
start to paint to see if I can reach all areas without moving the conduit.
I did this before I hocked up the air to the gun. I don't know why but out
of habit, I squeezed the trigger on the gun. There was about a thimble full
of MEK left in the nozzle from the last time I cleaned it. It drizzled a
stream of MEK for about 2 feet right down the finished surface. Ate right
through the paint. Had to start over, sand down the damage and re-paint.
It is amazing how fast that MEK will go through Poly-Tone.
Ron Payne
FireStar
Gilbertsville, Ky.
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
| Subject: | Re: Mode C waivers |
I agree. If you are flying in an area that requires a transponder you should have
one or should have a waiver. Things are changing and thy may crack down on
us big time.
I have a electrical system with a very small alternator in my N numbered VW powered
MKIII. I have a waiver that I get every year from the control tower folks
that own the air space over my strip. I sent them a letter stating that I don't
have enough of an electrical system to safely power a transponder. Generally
these folks will give you a break if you give them a opportunity. I'm not sure
what will happen this year with this world trade center thing. I'm sure I
have a better chance of getting the waiver now than I would if I were to get
busted flying in the area first.
my 2 cents worth
Rick Neilsen
VW powered MKIII
>>> Cavuontop(at)aol.com 09/26/01 10:29PM >>>
The short answer is I don't know. My plane produces enough
electricity to run the gauges that require power, the strobe lights, a ship's
power plug for my hand held radio, a Garmin 95 gps unit and a cigarette
lighter plug. All I know is that I held my breath during my inspection by
the Allentown, PA FSDO and they never said anything about it, and the word
never passed my lips.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
Fellas going to London...the weather looks like it is going to cooperate.
Went flying here in Alabama, last night and the visibility was incredible.
Looking forward to a good time...
Gonna bring the Camcorder and the Nikon 35mm camera. Anyone feel like doing
some air to air photo stuff???
If possum will leave the air to air rockets at home (or at least on the
ground) I'd film everybody.
Jeremy "Is it Friday yet?" Casey
jrcasey(at)ldl.net
________________________________________________________________________________
In a message dated 9/26/01 9:41:09 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
>
> The plugs tell the real story and these
> > plugs stay in there for a year or longer. When I do change them, they are
> > like Pennzoil plugs after 10 hours of use.
> > Ralph Burlingame
>
> Ralph and Gang:
>
> You failed to mention how many hours you fly during that
> year the plugs are in there.
>
> Can you expand on "the real story" that the plugs tell?
>
> I can't complain about the cost of synthetic oil, Klotz at
> $4.25 a qt. That is what I am paying for MOBILE I before
> tax. Are you running the Klotz at 100 to 1 or 50 to 1?
> With the 912S I can fly 100 hours between oil changes. That
> comes out to 2.5 qts plus a $2.50 filter. I burn 5 gph or
> 500 gal in 100 hrs.
>
> I burned 3.75 gal an hr with my 447 on xc's or 375 gal in
> 100 hrs. At 50 to 1 that would require 7.5 gal of Klotz.
> At 100 to one (which I would not run cause I am a fraidy
> cat) it would take 3.75 gal of Klotz. That is $127.50 at
> 50:1 or $63.75 for 100:1.
> For the 912S oil and fil cost $13.13. Forgot where I was
> going with this.. :-)
>
> Never had an oil related failure with the UL II-02, 447, or
> 582. Fouled one plug when I first started flying the 447.
> Learned not to let it idle too long on long decents.
>
> Still do not know where this reply is going, but will send
> it anyhow. Maybe someone can glean some info from it that
> is worthwhile.
>
> Take care,
>
> john h
>
> Got one day to get the MKIII and me to go to London. Gonna
> try and get out of here early Friday morning. See ya'll
> then.
>
> John, I think this is your best thread....thanks for "doing it by the
> numbers"
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Fun with your 447 |
I want to thank everyone for helping me to get my engine straightened out.
It seems I am a plodder who has be lead by the nose. I am still messing
around with carburetor needles due to peaky EGT's.
Jerryb,
I have reset the prop for 6000 rpm max for cruise, and it settled the peaky
EGT problem for all rpm's except around 4200, and the EGT's run right up to
1200.
this, only sharing my experience.
TCowan & Terry,
Also flew with a 11G2 with the clip in slot #3 and the normal 15K2 needle
with the clip in #2 slot on the same day with in minutes of each other.
The 11G2 ran an EGT of 1100+ and the 15K2 ran an EGT of 1050. Both peaked
at 1200 at 4200 rpm. Overall, the engine seemed to run a little better
with the 15K2 needle. I believe the only way to resolve the 4200 EGT
peaking problem is to modify the needle. To get started, I will have to
add a throttle position indicator so I can determine where the throttle is
positioned at 4200 rpm. On the ground this will let me reposition the
throttle, so that I can take off the air cleaner and mark needle so that I
can determine which portion of the needle to modify.
I had an exceptional flight on Tuesday. There was bright sunshine, a 20+
wind out of the northwest, and it was about 67 degrees. At about 2 pm, I
flew up the Mississippi river bottoms into the wind about 15 miles and hit
some tremendous thermals. I got in a big one next to Ste. Genevieve at
2000 feet, I idled back the engine to 3000 rpm and circled. It boosted me
up to 3500 feet, and I had to jump out because I was getting too cold. Then
I flew the fifteen miles back to the airport at 3000 rpm, and 30 mphi
passing over the uncut bean fields to stay in thermals. Arrived over the
runway at 2600 feet. It was just pure fun. Some of the thermals boosted
me up at 600-800 feet per minute. The trip took 26 minutes and the engine
used one gallon of gas.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Hans van Alphen" <HVA(at)bellsouth.net> |
| Subject: | Re: Kolb-List Digest: 53 Msgs - 09/26/01 |
>From: "Kirk Smith" <snuffy(at)usol.com>
>Subject: Kolb-List: BMW engine
>
>
>Wonder if anybody has put a BMW engine on a Kolb yet?
>
>
Yes Kirk, building a Mark III Extra with a 1994 BMW R100 engine. Have 9 hrs
running it on the ground. Covering the tail now. Hope to fly soon.....
Measured the engine thrust with my $20.- thrust tester and it was 300 LBS,
or about 5 lbs per HP. as expected. Rotax C gearbox 3:1 and 68" Powerfin
prop. 6200 RPM.
Hans van Alphen
Building Mark III Extra
BMW powered.
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
Ralph wrote:"
After using mineral oils for many years and comparing Klotz synthetic to
Pennzoil air-cooled, I will never go back to any kind of mineral oil. The
difference is very noticeable. The plugs tell the real story and these
plugs stay in there for a year or longer. When I do change them, they are
like Pennzoil plugs after 10 hours of use. I use Klotz KL-216 and buy it
from the local cop who is the distributor. I pay $17 a gallon. He uses it
in his snowmobiles. Synthetics are the way to go for 2-stroke engines and
for the type of flying I do, I need the reliability that synthetics give.
This is my opinion and others will most certainly disagree with me. I do
enjoy my trusty Rotax 447 powered by Klotz."
Last time the oils thing came up I posted my opinion of synthetic versus penzoil.
Ralph applauded me. This time the cheers go to you mr. Burlingame. Just a few
more thoughts to add. Petroleum based oil is the old way. Synthetics are the
new way. Synthetics provide far superior lubrication, no crap all over the tail
feathers, lower egt's allowing to jet down, more HP, expected longer to MOH.
They don't cost much more than the penz if you become a dealer or can be even
less if you buy in bulk quantities. I opted to become an amsoil dealer cuz
I just love the 100:1 that comes in the little 8 oz bottles.
That said, stay with penzoil for air cooled if you like the old way, old cars,
keypunch computer cards, 78's, and opening a can with the pointy end of a can
opener. Even penzoil has come up with synthetic blends, also available at walmart.
Why would rotax recommend Penzoil? It all comes down to $$. I came from a
snowmobiling background. The gallon "rotax" oil was in yellow jugs, and the only
difference between that and the penzoil gallon container was that it said
rotax where it said penzoil on the walmart jug. Doesn't Rotax get enough our our
money? Don't know what their stipend from penzoil was or is, but give me a
break on this "factory recommended oil".
I will comment that folks should stay away from INJEX. I have seen two premature
failures running on that crap.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
| Subject: | Mode C Transponder |
Richard, I'm looking for one to install in mine, as I fly out of a field
under Class B and wish to "conform" as much as possible. Do you or does any
body else now what the least expensive unit on the market is? Or where to
get a reliable used one? I've poked around in eBay and found some, but
disclaimers like "believed to be in working order when removed" concern me.
I wouldn't want to dish out $400 in order to avoid paying $1,200 only to
find that I'm $400 poorer and still "sans Mode C".
Peter Volum
You do now.
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Public service announcement... |
A kind public service announcement for ALL listers that have oil-brand
related questions...If the urge to ask, "What oil is best?" comes into your
mind just go to your computer, unplug the monitor, and drop it on your foot.
This will keep your mind off oil brands long enough to find something else
to worry about...(What about that blue fuel line stuff? That dead horse
hasn't been beat in a while?!?!)
Bottom line answer to all "BEST OIL BRAND" questions is this..."Personal
opinion..." It's like asking a NASCAR fan who their favorite driver is, or
"Ford vs. Chevy" , or "Republican or Democrat" , or ALABAMA or AUBURN
(insert local football rivalry at will...)
You will just get a bunch of personal opinions and you won't get a better
feeling about it anyway, so remember..."Oil question? Hurt foot..." (That
will discourage the oil chatter)
Jeremy "I wonder how many people I offended with this post?" Casey
jrcasey(at)ldl.net
"The oil debate is like wrestling with a pig...sooner or later you realize
your all dirty and the pig is enjoying himself..."
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Refueling at Kolb Flyin |
Morning Gang:
Some of you all that are driving down to Chesnut Knolls Air
Foundation could help out us guys that "have" to fly in. We
could use a few 5 gal cans to haul auto fuel. Will save us
a lot of money over price of 100LL, plus my engine runs
better on auto fuel.
Thanks for your help,
john h
________________________________________________________________________________
| From: | charles webster <caw(at)nctc.com> |
| Subject: | Re: Mode C Transponder |
barnstormers and trade a plane both have avionics sites
Peter Volum wrote:
>
> Richard, I'm looking for one to install in mine, as I fly out of a field
> under Class B and wish to "conform" as much as possible. Do you or does any
> body else now what the least expensive unit on the market is? Or where to
> get a reliable used one? I've poked around in eBay and found some, but
> disclaimers like "believed to be in working order when removed" concern me.
> I wouldn't want to dish out $400 in order to avoid paying $1,200 only to
> find that I'm $400 poorer and still "sans Mode C".
>
> Peter Volum
>
> You do now.
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Mode C Transponder |
Peter,
Look in T-A-Plane. Stuff there is almost always tagged airworthy. GA (is
that a bad word?) guys don't buy/use/fly equipment that is not-airworthy.
Bob N.
________________________________________________________________________________
| From: | "Rayfield, Don" <drayfiel(at)kcc.com> |
| Subject: | Refueling at Kolb Flyin |
I'll throw in one 6 gal gas can. That's all I have
-----Original Message-----
From: John Hauck [mailto:hawk36(at)mindspring.com]
Subject: Kolb-List: Refueling at Kolb Flyin
Morning Gang:
Some of you all that are driving down to Chesnut Knolls Air
Foundation could help out us guys that "have" to fly in. We
could use a few 5 gal cans to haul auto fuel. Will save us
a lot of money over price of 100LL, plus my engine runs
better on auto fuel.
Thanks for your help,
john h
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: | "Ole Noetnes" <onoetnes(at)online.no> |
| Subject: | Mode C Transponder |
there is sometimes good stuff , x-ponders & blind encoders for sale at
e-bay. the new garmin gtx series all digital units are also worth looking at
when weight is an issue. they are actually not too expensive for a factory
new unit compared to bendix/king etc. others worth looking at are used
examples of at-50 and at-150 from i believe Narco.I've seen those in the
2-300 $ range at e-bay. check that the unit is actually a 14V unit, as a lot
of used GA-avionics are 28V
ole
twinstar mk2 in norway
-----Opprinnelig melding-----
Fra: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]P vegne av bob n
Sendt: 27. september 2001 18:26
Til: kolb-list(at)matronics.com
Emne: Re: Kolb-List: Mode C Transponder
Peter,
Look in T-A-Plane. Stuff there is almost always tagged airworthy. GA (is
that a bad word?) guys don't buy/use/fly equipment that is not-airworthy.
Bob N.
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
| Subject: | Re: Mode C Transponder |
> Look in T-A-Plane. Stuff there is almost always tagged airworthy. GA (is
> that a bad word?) guys don't buy/use/fly equipment that is not-airworthy.
I am going to print up a bunch of "airworthy" labels on my computer and
stick them to all the important components on my Kolb... Cause then I know I
will be safe! ;-)
Topher
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
BJ,
You were doing fine until you said more HP. Now you sound like a snake oil
salesman. How was this determined - by the oil manufacturer or an
independent lab.
Unfortunately one disadvantage associated with Synthetics that they don't
do well is protect against rust and corrosion during longer term storage
like when not run for weeks or over the winter months.
jerryb
>
>Ralph wrote:"
>After using mineral oils for many years and comparing Klotz synthetic to
>Pennzoil air-cooled, I will never go back to any kind of mineral oil. The
>difference is very noticeable. The plugs tell the real story and these
>plugs stay in there for a year or longer. When I do change them, they are
>like Pennzoil plugs after 10 hours of use. I use Klotz KL-216 and buy it
>from the local cop who is the distributor. I pay $17 a gallon. He uses it
>in his snowmobiles. Synthetics are the way to go for 2-stroke engines and
>for the type of flying I do, I need the reliability that synthetics give.
>
>This is my opinion and others will most certainly disagree with me. I do
>enjoy my trusty Rotax 447 powered by Klotz."
>
>Last time the oils thing came up I posted my opinion of synthetic versus
>penzoil. Ralph applauded me. This time the cheers go to you mr.
>Burlingame. Just a few more thoughts to add. Petroleum based oil is the
>old way. Synthetics are the new way. Synthetics provide far superior
>lubrication, no crap all over the tail feathers, lower egt's allowing to
>jet down, more HP, expected longer to MOH. They don't cost much more than
>the penz if you become a dealer or can be even less if you buy in bulk
>quantities. I opted to become an amsoil dealer cuz I just love the 100:1
>that comes in the little 8 oz bottles.
>
>That said, stay with penzoil for air cooled if you like the old way, old
>cars, keypunch computer cards, 78's, and opening a can with the pointy end
>of a can opener. Even penzoil has come up with synthetic blends, also
>available at walmart. Why would rotax recommend Penzoil? It all comes down
>to $$. I came from a snowmobiling background. The gallon "rotax" oil was
>in yellow jugs, and the only difference between that and the penzoil
>gallon container was that it said rotax where it said penzoil on the
>walmart jug. Doesn't Rotax get enough our our money? Don't know what their
>stipend from penzoil was or is, but give me a break on this "factory
>recommended oil".
>
>I will comment that folks should stay away from INJEX. I have seen two
>premature failures running on that crap.
>
>
>B.J. Moore, P.E.
>Circle Four Farms Development Engineer
>ASC Basic Flight Instructor - "The Flyin Moose".
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Mode C Transponder |
Regarding printing labels for electronic equipment: sure, it can be
done. But as the former Div. Head for factory repair/mod/cal of all
Collins Radio avionics, I don't think it a good idea unless you have
factory-authorized test equip and test procedures. Regardless of the
antipathy that UL people (I have a FF) have for GA, if one uses
electronic equip.in the FAA ATC environment, it must conform to the
specs spelled out by FAA. While printing labels, there is an area that
hasn't been brought up: the biennial certification of transponders and
altitude encoders (that'll be $150, pls). Here a Schaeffer Pen logbook
entry would save you abt $75 a year. Local youngster caught making ONE
DOLLAR bills with homescanner/printer. Now that's really dumb.!
Bob N. old FAA -licensed mech.
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
Hi guys,
Called Kolb today for some rental car co. numbers and was totally blown away
with their don't come here attitude. Count the Woods brothers and Possum
out. Was really looking forward to it, maybe Lucedale Miss. fly-in Oct. 21.
Bill Woods
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Mode C Transponder |
Greetings,
If you go used you will be into old tubes and unknown futures. My friend and
avionics tech said he would have to recommend the little garmin gtx 320. It
is low power drain and pretty standard, and they seem to work. It will need
an outboard encoder. It is probably the way I would go if I needed one right
now. If you do the garmin, do not use the switched power out of the
transponder to run the encoder. They have some kind of problem in some of
their gtx320a units that makes that unwise. It is the only
problem he has seen.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
In a message dated 9/27/01 12:17:45 PM Eastern Daylight Time, caw(at)nctc.com
writes:
> I've poked around in eBay and found some, but
> > disclaimers like "believed to be in working order when removed" concern
> me.
> > I wouldn't want to dish out $400 in order to avoid paying $1,200 only to
> > find that I'm $400 poorer and still "sans Mode C".
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
What does the prospects look like for the "UN" fly-in now? I've heard of
several people NOT coming now, so I don't know how good my list is
anymore...Drop me a quick note...I want to see who's going, car, plane, or
bicycle...don't care. Whether you'll be there Friday night or Sat.
Jeremy "REALLY GETTING BUMMED OUT NOW" Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kolb fly-in...NOT |
Jeremy,
I was all set to go, just like last year. I had scheduled a business trip
for that area but when they canceled I didn't make the flight reservations to
arrive the weekend of the fly-in. Now it's too late to change airline
reservations unless I want to pay an extra charge.
I don't understand why they canceled, the excuse they gave doesn't make sense.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane
In a message dated 9/27/01 4:26:27 PM Eastern Daylight Time, jrcasey(at)ldl.net
writes:
> What does the prospects look like for the "UN" fly-in now? I've heard of
> several people NOT coming now, so I don't know how good my list is
> anymore...Drop me a quick note...I want to see who's going, car, plane, or
> bicycle...don't care. Whether you'll be there Friday night or Sat.
________________________________________________________________________________
| From: | Gdledbetter(at)aol.com |
I'm still driving down Friday afternoon.
Gene Ledbetter
________________________________________________________________________________
| From: | DMe5430944(at)aol.com |
I have a Firefly with 447 Rotax, only 2 hours on engine including break-in by
Light 'Speed Aviation who built the plane. My problem is starting the engine,
it is a pull start (I use the word start loosely) I crank and crank but
nothing happens, I have new plugs, (verified the gap continuously), replaced
the mainjet with specified for this altitude and temperature, fuel bowl is
full of gas, 1/2 inch down from rim. I put choke on full at first 2 or 3
pulls on starter, open the throttle a little (about 1/2 inch) and crank and
crank and crank, doesn't even fire. Does any one have any ideas? Will Uribe
helped me start it twice, and I did start it once, since then nothing. I am
considering installing an electric starter. Any ideas or comments.
Don Mekeel, FF002
El Paso, Texas
________________________________________________________________________________
| From: | Herb Gearheart <herbgh(at)nctc.com> |
Herb from Scottsville,Ky by car.
Jeremy Casey wrote:
>
> What does the prospects look like for the "UN" fly-in now? I've heard of
> several people NOT coming now, so I don't know how good my list is
> anymore...Drop me a quick note...I want to see who's going, car, plane, or
> bicycle...don't care. Whether you'll be there Friday night or Sat.
>
> Jeremy "REALLY GETTING BUMMED OUT NOW" Casey
> jrcasey(at)ldl.net
>
>
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Dang I was hopin they'd have it. Was gonna demo my rat zapper ala The
Green Mile.....
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Flying to London |
Hi Gang:
Let it be known that if I can get the 912S cranked tomorrow,
I will be winging my way to Chesnut Knolls Air Foundation.
I just got off the phone with Jeremy Casey. He and his
buddy will be flying in in a 150 tomorrow afternoon. We
plan to play this weekend by ear. If we are welcome at Kolb
fine. I think we will be. If we are not, or we feel
uncomfortable, then we will go someplace else or go home.
Whatever. :-)
I have been getting ready to fly for several days and that
is what I am going to do.
I do not know why Bill Woods decided to cancel out other
than what he put in his post to the List.
Maybe we are all too sensitive. I'll try not to be, even
though it ain't one of my better personality traits. hehehe
Still looking forward to seeing you all at London.
john h
PS: I am flying from here to Rome, GA, for breakfast, if
the cafe is still open since last year when I flew through
there. From Rome to London (Kolb).
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Don,
Don't waste your money on electric start at this time. A good condition
447 will start within 5 pulls or something is wrong. And if there is
something wrong, electric start won't help. Get some help from someone
experienced in troubleshooting 2 cycle engines.
John Jung
DMe5430944(at)aol.com wrote:
>
>I have a Firefly with 447 Rotax, only 2 hours on engine including break-in by
>Light 'Speed Aviation who built the plane. My problem is starting the engine,
>it is a pull start (I use the word start loosely) I crank and crank but
>nothing happens, I have new plugs, (verified the gap continuously), replaced
>the mainjet with specified for this altitude and temperature, fuel bowl is
>full of gas, 1/2 inch down from rim. I put choke on full at first 2 or 3
>pulls on starter, open the throttle a little (about 1/2 inch) and crank and
>crank and crank, doesn't even fire. Does any one have any ideas? Will Uribe
>helped me start it twice, and I did start it once, since then nothing. I am
>considering installing an electric starter. Any ideas or comments.
>
>Don Mekeel, FF002
>El Paso, Texas
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Flying to London |
Hey Gang:
In addition to me, there is an active duty AF type driving
up with his wife to visit the Kolb Factory. After a flight
in the MK III, he was hungry for a Kolb Firestar!!!
Take care,
john h
________________________________________________________________________________
| From: | Gdledbetter(at)aol.com |
Don,
I recently experienced a similar problem with the 447 on myFirefly which was
also built by LiteSpeed...
My problem turned out to be a bad on/off switch. It's easy for you to
determine if this is your problem since the switch grounds out your ignition
and if the switch fails closed, the engine will never start.
So, take your dikes and cut one of the wires from the switch and that will
likely give you a running engine. You will then have to touch the ends of
the cut wire to kill the engine so you might want to strip the ends before
you try to start....
It takes 4 to 5 pulls in warm weather here in Ohio and took 7 pulls last
winter in the florida panhandle.
Gene
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> Second, it must be run hard to keep it clean. A minimum of
> 5800 rpm for a Rotax and my old ULII02 liked that rpm also.
> The engine is red lined at 6800 and I think 75% power is
> aprx 5800. If the two stroke eng is operated like a John
> Deere two lunger, it will carbon up in a flash. It is a
> high speed engine.
> john h
snip
John and gang,
This is another area where synthetics have proven their worth in recent
years. The 2-stroke no longer needs to be run hard to keep the engine
carbon free. The low carbon content of the synthetics will not build up
as the mineral oils do, so the engine can be run at moderate rpms. Mine
has been running at 5100 in cruise for 4 years, and I am literally
extending the life of my engine by running it at lower rpms. If the
engine was going to carbon up, I would have seen it by now (250 hours).
When I had my 377 engine, I was forced to run it at 5800 to get the same
cruise speed. Now I get the same fuel burn rate with the 447 because of
the reduced throttle setting, so the larger engine is giving me the same
cruise but not working as hard, thanks to synthetics.
Things have also changed with rust inhibitors in synthetics. Klotz makes
claims that an engine can be stored in their oil. I have my old 377
sitting in the garage pickled in Klotz.
Ralph Burlingame
Original Firestar
447 powered by Klotz
________________________________________________________________________________
| From: | George Alexander <gtalexander(at)att.net> |
DMe5430944(at)aol.com wrote:
>
>
> I have a Firefly with 447 Rotax, only 2 hours on engine including break-in by
> Light 'Speed Aviation who built the plane. My problem is starting the engine,
> it is a pull start (I use the word start loosely) I crank and crank but
> nothing happens, I have new plugs, (verified the gap continuously), replaced
> the mainjet with specified for this altitude and temperature, fuel bowl is
> full of gas, 1/2 inch down from rim. I put choke on full at first 2 or 3
> pulls on starter, open the throttle a little (about 1/2 inch) and crank and
> crank and crank, doesn't even fire. Does any one have any ideas? Will Uribe
> helped me start it twice, and I did start it once, since then nothing. I am
> considering installing an electric starter. Any ideas or comments.
>
> Don Mekeel, FF002
Don:
When I first started with ULs, the guy who taught me had
lots of experience with the Rotax line of engines. His
prescribed starting procedure for:
a cold engine (as in hasn't been run in more than 12
hours)....
fuel ON; kill switch ON; throttle CLOSED; enrichener ON.
Should start in no more than 3-4 pulls. Many times in 1-2.
Once the engine starts, leave the enrichener on until the
engine starts running a little rough and then turn
enrichener off.
a non-cold engine (as in has been run within the last 6-8
hours)....
fuel ON; kill switch ON; throttle CRACKED; enrichener OFF.
Should start in 1 pull, 2-3 at most.
The above assumes you do have fuel THROUGHOUT your system
from the TANK to the BOWL.
His strongest words were that if the enrichener is ON, the
throttle must be closed. Throttle other than closed, the
enrichener must be OFF.
(If you are using a primer direct to the carb, forget the
enrichener alltogether and use the non-cold engine method.)
I have followed this procedure religiously for every engine
and it has always worked. Also have shared this with others
who have had starting difficulties with a very high degree
of success.
If this doesn't work, then there has to be a problem with
the engine.
Good Luck!
George Alexander
Original Firestar
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Hope to see you Saturday, and we can talk about it more, but I usually run
my 532 around 4800-5500, and it does not carbon up at all. But then I don't
use Pennzoil.
Richard Pike
MKIII N420P (420ldPoops)
>
>Gang:
>
>I also think amount of carbon/crude in a two stroke is the
>result of how the engine is operated.
>
>First, it must be propped correctly. Then there won't be
>the exercise of trying to jet it since the engineers at the
>factory have already done that.
>
>Second, it must be run hard to keep it clean. A minimum of
>5800 rpm for a Rotax and my old ULII02 liked that rpm also.
>The engine is red lined at 6800 and I think 75% power is
>aprx 5800. If the two stroke eng is operated like a John
>Deere two lunger, it will carbon up in a flash. It is a
>high speed engine.
>
>Third, correct fuel/oil ration. Too much or too little
>affects the engine and its internal parts differently, but
>too much oil is definitely not good for it and is a major
>carbon builder. Also makes the engine run leaner.
>
>Take care (not gospel, just my personal opinion),
>
>john h
>
>
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
Don, the first time I tried to start my 503 I pulled till I was blue in the
face. Choke on, choke off, not a peep out of it. Thought maybe the wiring was
messed up and maybe damaged the coils. A friend came over and started for me.
They need a boat load of fuel to fire up cold. Full choke and 4 or 5 HARD
pulls because it needs serious RPM to make electric. Now with a Primer
installed, using a couple of foamy partial squirts and one full pump stroke,
90% of the time it lights on the first pull without choke, except below 40
degrees when I choke it. It must be tough to flood a two stroke.G.Aman FS2
DCDI 105hrs and startin easy
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> Unfortunately one disadvantage associated with Synthetics that they
> don't do well is protect against rust and corrosion during longer term
> storage like when not run for weeks or over the winter months.
> jerryb
Jerry, all that has changed too. Klotz has rust inhibitors in it to
prevent any rust from forming. In an earlier post I mentioned Koltz can
be used as an engine storage lube.
I mix it Klotz 50:1 for all those who wanted to know.
Ralph Burlingame
Original Firestar
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
>
> I have a Firefly with 447 Rotax, only 2 hours on engine including
> break-in by
> Light 'Speed Aviation who built the plane. My problem is starting
> the engine,
> it is a pull start (I use the word start loosely) I crank and crank
> but
> nothing happens.
snip
If the kill switch is ok, I suggest installing a fuel primer for $20. I
would not be without one.
Ralph Burlingame
Original Firestar
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
I think that is the problem because I can start it with a good 4 or 5 pulls.
But there are 200 lbs behind every pull.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane
In a message dated 9/27/01 9:26:06 PM Eastern Daylight Time,
ZepRep251(at)aol.com writes:
> Don, the first time I tried to start my 503 I pulled till I was blue in the
> face. Choke on, choke off, not a peep out of it. Thought maybe the wiring
> was
> messed up and maybe damaged the coils. A friend came over and started for
> me.
> They need a boat load of fuel to fire up cold. Full choke and 4 or 5 HARD
> pulls because it needs serious RPM to make electric. Now with a Primer
> installed, using a couple of foamy partial squirts and one full pump
> stroke,
> 90% of the time it lights on the first pull without choke, except below 40
> degrees when I choke it. It must be tough to flood a two stroke.G.Aman FS2
> DCDI 105hrs and startin easy
________________________________________________________________________________
| From: | WGeorge737(at)aol.com |
| Subject: | NOTAM, UL clarification |
From EAA
FAA ISSUES CLARIFICATIONS TO NOTAMS COVERING AIRSHOWS, ULTRALIGHTS AND
PARACHUTES ---
>From FAA Headquarters, AFS-800
To All Aviation Flight Standards Divisional Managers :
This to clarify the information contained in various NOTAMs with regard to
part 103 ultralight operations, parachute operations, and airshows. This
clarification has been coordinated with air traffic here at HQ.
Regarding Ultralight operations:
1. Outside enhanced Class B. - All part 103 ultralight operations (powered
and unpowered) to include flight training under the training exemption
issued to the four ultralight organizations. The flight training is for both
solo and dual.
2. Inside enhanced Class B - All part 103 ultralight operations (powered and
unpowered) to include flight training under the exemption issued to the four
ultralight organizations. The flight training is limited to dual only.
3. Exemption holders are: USUA, EAA, ASC, USHGA.
4. There is NO requirement for a transponder inside of any (enhanced or
normal) class B airspace.
Bill George
Mk-3 - Verner 1400
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
In a message dated 9/27/01 4:26:27 PM Eastern Daylight Time, jrcasey(at)ldl.net
writes:
> ...I want to see who's going, car, plane, or
> bicycle...don't care. Whether you'll be there Friday night or Sat.
>
I am planning to fly to London, be there around 2 or 3 Friday evening.
Making a stop in middlesboro per Old Poops recommendation.
S. Green
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderskir(at)earthlink.net> |
Ralph,
I too became a believer in Klotz & used it most of my flying life.
Besides, it smells sooooo good!
Richard Swiderski
----- Original Message -----
From: <ul15rhb(at)juno.com>
Subject: Re: Kolb-List: Oils
>
> > Second, it must be run hard to keep it clean. A minimum of
> > 5800 rpm for a Rotax and my old ULII02 liked that rpm also.
> > The engine is red lined at 6800 and I think 75% power is
> > aprx 5800. If the two stroke eng is operated like a John
> > Deere two lunger, it will carbon up in a flash. It is a
> > high speed engine.
>
> > john h
>
> snip
>
> John and gang,
>
> This is another area where synthetics have proven their worth in recent
> years. The 2-stroke no longer needs to be run hard to keep the engine
> carbon free. The low carbon content of the synthetics will not build up
> as the mineral oils do, so the engine can be run at moderate rpms. Mine
> has been running at 5100 in cruise for 4 years, and I am literally
> extending the life of my engine by running it at lower rpms. If the
> engine was going to carbon up, I would have seen it by now (250 hours).
> When I had my 377 engine, I was forced to run it at 5800 to get the same
> cruise speed. Now I get the same fuel burn rate with the 447 because of
> the reduced throttle setting, so the larger engine is giving me the same
> cruise but not working as hard, thanks to synthetics.
>
> Things have also changed with rust inhibitors in synthetics. Klotz makes
> claims that an engine can be stored in their oil. I have my old 377
> sitting in the garage pickled in Klotz.
>
> Ralph Burlingame
> Original Firestar
> 447 powered by Klotz
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Your choke is not really a choke, it is an enrichener circuit. (You knew that)
The choke circuit is dependent on having the throttle closed to work correctly.
Although the choke circuit will add extra fuel to the mixture when the
engine is running, it normally will not work right when the engine is trying
to be started and the throttle is cracked or open.
Try closing the throttle completely and putting the choke on. If your problem
is mixture related, that might help.
If it is not mixture related, at least you are no worse off...
I once had a 532 that would not start cold without a shot of ether. No
explanation.
Richard Pike
MKIII N420P (420ldPoops)
>
>I have a Firefly with 447 Rotax, only 2 hours on engine including break-in by
>Light 'Speed Aviation who built the plane. My problem is starting the engine,
>it is a pull start (I use the word start loosely) I crank and crank but
>nothing happens, I have new plugs, (verified the gap continuously), replaced
>the mainjet with specified for this altitude and temperature, fuel bowl is
>full of gas, 1/2 inch down from rim. I put choke on full at first 2 or 3
>pulls on starter, open the throttle a little (about 1/2 inch) and crank and
>crank and crank, doesn't even fire. Does any one have any ideas? Will Uribe
>helped me start it twice, and I did start it once, since then nothing. I am
>considering installing an electric starter. Any ideas or comments.
>
>Don Mekeel, FF002
>El Paso, Texas
>
>
________________________________________________________________________________
| From: | charles webster <caw(at)nctc.com> |
have you checked intake gaskets just one idea
of many
DMe5430944(at)aol.com wrote:
>
> I have a Firefly with 447 Rotax, only 2 hours on engine including break-in by
> Light 'Speed Aviation who built the plane. My problem is starting the engine,
> it is a pull start (I use the word start loosely) I crank and crank but
> nothing happens, I have new plugs, (verified the gap continuously), replaced
> the mainjet with specified for this altitude and temperature, fuel bowl is
> full of gas, 1/2 inch down from rim. I put choke on full at first 2 or 3
> pulls on starter, open the throttle a little (about 1/2 inch) and crank and
> crank and crank, doesn't even fire. Does any one have any ideas? Will Uribe
> helped me start it twice, and I did start it once, since then nothing. I am
> considering installing an electric starter. Any ideas or comments.
>
> Don Mekeel, FF002
> El Paso, Texas
>
>
________________________________________________________________________________
| From: | "Tommy & Carolyn" <TommyandCarolyn(at)centurytel.net> |
Hey Group,
It's not too late to head our way!!! We had three Kolb's last year.
We've already had one show up. Dell Cross from Groves, TX.
This old fella trailers on original Kolb Flyer with twin Solo's but makes up
for trailering when he set's up by spending more time in the air than anyone
else.
Here's the invite again. By the way, first year we had 81 aircraft and last
year 141, a mixed bag. We're looking forward to bigger and better, you can
help.
Tommy, Titan flyer and Kolb builder.
Allen Parish Fall Camp-0ut / Fly-in
September 28 - 30, 2001
Supported by EAA Chapter 614
Cenla Escadrille
There will be plenty of good food, camping, with bathroom and shower
facilities. Friday the 28th, an evening pig roast for the overnight campers.
The Grand Casino Caushatta in Oberlin will be providing transportation to
and from the casino and its hotel. For hotel accommodations and area
interest contact the Allen Parish Tourist Commission at 1-888-639-4868 or on
line at www.allenparish.com.
This Fly-in will be held at the Allen Parish Airport located approximately 4
miles south of Oakdale, LA on Hwy. 165. The identifier is L42. The airport
coordinates: N30-45, W92-41.3. Field elevation is 107' MSL. Pattern altitude
is standard. Runway 18-36 has a new overlay and is 5010' X 75' asphalt.
There will be a 600' X 50' turf strip marked by cones on the northwest side
of the runway for ultralight aircraft, powered parachutes and any other
aircraft desiring to land on grass. The airspace will be controlled by the
Air National Guard air traffic control tower located on the east side of the
runway, operating on 122.8. Non radio aircraft are reminded to use extreme
caution when approaching the airport.
Upon arrivial, watch for the "FOLLOW ME" vehicle for parking. There are no
parking, tie-down, overnight, registration or camping fees. Please sign in
at the registration booth as we would like to know who attends.
FMI: Joel FMI: Tommy
318-335-9721 318-748-6308
318-215-0090 cen23370(at)centurytel.net
1-800-466-3161
airport(at)beci.net
flyallen(at)bellsouth.net
----- Original Message -----
From: <cajwoods(at)mindspring.com>
Subject: Kolb-List: Kolb No Go
>
> Hi guys,
> Called Kolb today for some rental car co. numbers and was totally blown
away
> with their don't come here attitude. Count the Woods brothers and Possum
> out. Was really looking forward to it, maybe Lucedale Miss. fly-in Oct.
21.
>
> Bill Woods
________________________________________________________________________________
| From: | "Coggins, Josh, NPONS" <joshcoggins(at)att.com> |
Don,
On my Firestar w/447 the explanation below worked except that I
would leave the ignition off for the first 3-5 pulls of the rope (Throttle
closed, fuel lines primed,ignition OFF, pull 3-5times). Then crack the
throttle to 3000rpm setting (which was about 1/4in on my setup), turn
ignition ON and pull again. It ALWAYS fired up this way, even in 30 degree
temps. After it started running rough I would shut off the enrichner.
I sold this Firestar and the new owner couldn't get it to start. He
said he pulled and pulled with every combination of choke, throttle postion,
etc and it still wouldn't start. Finally, he called me and I gave him
instructions on how I started it. After he got off the phone he thought I
was full of BS, but decided to try it anyway. He called me later and told
me it started right away.
Josh
-----Original Message-----
From: George Alexander [mailto:gtalexander(at)att.net]
Subject: Re: Kolb-List: Rotax 447
DMe5430944(at)aol.com wrote:
>
>
> I have a Firefly with 447 Rotax, only 2 hours on engine including break-in
by
> Light 'Speed Aviation who built the plane. My problem is starting the
engine,
> it is a pull start (I use the word start loosely) I crank and crank but
> nothing happens, I have new plugs, (verified the gap continuously),
replaced
> the mainjet with specified for this altitude and temperature, fuel bowl is
> full of gas, 1/2 inch down from rim. I put choke on full at first 2 or 3
> pulls on starter, open the throttle a little (about 1/2 inch) and crank
and
> crank and crank, doesn't even fire. Does any one have any ideas? Will
Uribe
> helped me start it twice, and I did start it once, since then nothing. I
am
> considering installing an electric starter. Any ideas or comments.
>
> Don Mekeel, FF002
Don:
When I first started with ULs, the guy who taught me had
lots of experience with the Rotax line of engines. His
prescribed starting procedure for:
a cold engine (as in hasn't been run in more than 12
hours)....
fuel ON; kill switch ON; throttle CLOSED; enrichener ON.
Should start in no more than 3-4 pulls. Many times in 1-2.
Once the engine starts, leave the enrichener on until the
engine starts running a little rough and then turn
enrichener off.
a non-cold engine (as in has been run within the last 6-8
hours)....
fuel ON; kill switch ON; throttle CRACKED; enrichener OFF.
Should start in 1 pull, 2-3 at most.
The above assumes you do have fuel THROUGHOUT your system
from the TANK to the BOWL.
His strongest words were that if the enrichener is ON, the
throttle must be closed. Throttle other than closed, the
enrichener must be OFF.
(If you are using a primer direct to the carb, forget the
enrichener alltogether and use the non-cold engine method.)
I have followed this procedure religiously for every engine
and it has always worked. Also have shared this with others
who have had starting difficulties with a very high degree
of success.
If this doesn't work, then there has to be a problem with
the engine.
Good Luck!
George Alexander
Original Firestar
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Tommy,
Just wanted to say , for the benifit of anyone on the List who
might be thinking about going to the Allen Parish Fly-in, what a great time
we had there last year. If anyone decides to drop by they can count on
meeting one of the friendliest group of folks they could ever hope to meet.
We should be getting in there before dark Friday evening. Plan on going to
Kentucky next year when Kolb might be a little bit more receptive to
everybody.
See Ya Then,
Ed & Patt Diebel
________________________________________________________________________________
In a message dated 9/27/01 5:51:30 PM Eastern Daylight Time,
DMe5430944(at)aol.com writes:
> I have a Firefly with 447 Rotax, only 2 hours on engine including break-in
> by
> Light 'Speed Aviation who built the plane. My problem is starting the
> engine,
> it is a pull start (I use the word start loosely) I crank and crank but
> nothing happens, I have new plugs, (verified the gap continuously),
> replaced
> the mainjet with specified for this altitude and temperature, fuel bowl is
> full of gas, 1/2 inch down from rim. I put choke on full at first 2 or 3
> pulls on starter, open the throttle a little (about 1/2 inch) and crank and
> crank and crank, doesn't even fire. Does any one have any ideas? Will Uribe
> helped me start it twice, and I did start it once, since then nothing. I am
> considering installing an electric starter. Any ideas or comments.
>
> Don Mekeel, FF002
>
I never open throttle at all and it always starts in no more than 5 pulls
with the choke on. ...Then back of little on choke after it starts....447
rotax
GeoR38
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Group,
For anyone that might someday have trouble starting your Rotax, I
suggust that you save what George wrote, below. It is the best that I
have seen wriiten on the subject.
And to George, "Good work!".
John Jung
George Alexander wrote:
>
>
>When I first started with ULs, the guy who taught me had
>lots of experience with the Rotax line of engines. His
>prescribed starting procedure for:
>
>a cold engine (as in hasn't been run in more than 12
>hours)....
>
>fuel ON; kill switch ON; throttle CLOSED; enrichener ON.
>
>Should start in no more than 3-4 pulls. Many times in 1-2.
>Once the engine starts, leave the enrichener on until the
>engine starts running a little rough and then turn
>enrichener off.
>
>a non-cold engine (as in has been run within the last 6-8
>hours)....
>
>fuel ON; kill switch ON; throttle CRACKED; enrichener OFF.
>
>Should start in 1 pull, 2-3 at most.
>
>The above assumes you do have fuel THROUGHOUT your system
>from the TANK to the BOWL.
>His strongest words were that if the enrichener is ON, the
>throttle must be closed. Throttle other than closed, the
>enrichener must be OFF.
>
>(If you are using a primer direct to
>the carb, forget the
>enrichener alltogether and use the non-cold engine method.)
>
>I have followed this procedure religiously for every engine
>and it has always worked. Also have shared this with others
>who have had starting difficulties with a very high degree
>of success.
>
>If this doesn't work, then there has to be a problem with
>the engine.
>
>Good Luck!
>
>George Alexander
>Original Firestar
>http://gtalexander.home.att.net
>
________________________________________________________________________________
| From: | "Kottke, Dwight" <dkottke(at)scherping.carlisle.com> |
Ralph, I also am a Klotz convert. In the early to mid 70's I made a very
handsome living rebuilding 2-stroke snowmobile engines. Klotz was new on the
market and everybody had to have it to go faster. Well that worked fine
until the following winter when these people pulled there sleds out of
storage and tried to start them. The cranks were rusted solid. I was very
hesitant to put such an oil in something leaving the ground, but I have used
it now for two years and I'm very happy with it.
Dwight Kottke
The Flying Farmer
-----Original Message-----
From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
Subject: Re: Kolb-List: Oils
> Unfortunately one disadvantage associated with Synthetics that they
> don't do well is protect against rust and corrosion during longer term
> storage like when not run for weeks or over the winter months.
> jerryb
Jerry, all that has changed too. Klotz has rust inhibitors in it to
prevent any rust from forming. In an earlier post I mentioned Koltz can
be used as an engine storage lube.
I mix it Klotz 50:1 for all those who wanted to know.
Ralph Burlingame
Original Firestar
________________________________________________________________________________
| From: | Artdog1512(at)aol.com |
| Subject: | oil again and again ..... |
john hauck -
i think you misunderstand. i never said aircooled oil doesn't
work - it obviously does. i never said aircooled oil was worse than TCW. my
arguement was kinda sarcastic, i was knocking the oil companies because they
sorta mislead us into thinking TCW rated oil is not good for our aircooled
engines and i feel that - why isn't it? the 2 stroke world has used TCW rated
oil in all sorts of applications for years, why is TCW no longer valid? i
think the whole thing is a maketing gimmick ..
mark sellers -
you make reference to snake oil, oddball carb settings and not
following manufacture's specs.... well, my 377 is spec to the bone, i've
modified nothing. for sake of arguement, my CHT's went down 100 degrees when
i switched to synthetic oil at 100 to 1. i've got over 300 hours on this
engine using synthetic 2 stroke at 100 to 1. i don't consider using synthetic
oil an experiment. as far as using 87 octane gas, what can i say? it works.
no rattles, ping, or spitting. ........... tim
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
A
I put choke on full at first 2 or 3
>pulls on starter, open the throttle a little (about 1/2 inch) and crank and
>crank and crank, doesn't even fire.
Any rotax or Hirth I have owned would never start unless the throttle
was fully closed. Give it full choke no throttle and tell us what happens.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: oil again and again ..... |
In a message dated 9/28/01 9:28:21 AM Eastern Daylight Time,
Artdog1512(at)aol.com writes:
> mark sellers -
> you make reference to snake oil, oddball carb settings and not
> following manufacture's specs.... well, my 377 is spec to the bone, i've
> modified nothing. for sake of arguement, my CHT's went down 100 degrees
> when
> i switched to synthetic oil at 100 to 1. i've got over 300 hours on this
> engine using synthetic 2 stroke at 100 to 1. i don't consider using
> synthetic
>
Tim:
No reasonable person argues with success. Least of all me. Anecdotal
evidence of successful "off spec" engine operation is better than no history
of success at all. 300 trouble free hours in a Rotax is a worthy
accomplishment, and any Kolber who gets his Rotax to TBO without a forced
landing should get a merit badge. There are, however, a couple of points you
might also consider: 1) Use of a non-approved oil and fuel would probably
void the warranty on your Rotax engine. 2) A 100 degree decrease in CHT
would certainly put my engine out of the "green" operational range.
But to put the argument on a more general, and I think more
profitable, level you have to remember that we are basically talking about a
numbers game here. A little like the old saw about enough monkeys and enough
typewriters eventually writing Shakespeare. If you were to take 100
identical Rotax engines and run them to TBO in the specified operating
parameters with the specified fuel and oil you would get a certain failure
rate. If you took the same 100 engines and ran them off spec to TBO you
would get another failure rate. Because no one has done this we don't know
what those percentages actually are, but my ASSUMPTION (and I flag that) is
that the failure rate of the engines operated off spec would be higher.
The fact that a few, or even alot, of the engines operated off spec
made it to TBO would be interesting but not dispositive of the question of
what is the better way to proceed in this crap shoot we call 2 stroke
aviation.
There are a few, admittedly subjective, observations I have made which
support my ASSUMPTION. In my capacity as counsel for the old Kolb company I
had occasion to dig into lots of Kolb accidents. One of the threads of
commonality I noticed among the disasters was a willingness on the part of
the pilot/builder to do a little "shadetree engineering." I think we all
know the engineering that goes into even relatively simple planes like the
Kolb products can be very subtle and complex. Start messing with one
parameter and before you know it you have scrambled a bunch of others. I
think the same is true of Rotax engines, perhaps even more so.
The distillation of my point is simply that there is safety in
numbers. Giants walk the earth in the form of courageous experimenters like
John Hauck and the redoubtable Mr. Pike. I am not one of them. If I was a
buffalo I would be smack in the middle of the herd, letting the guys out in
front take all the chances. I am happy you are ahead of me.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)charter.net> |
----- Original Message -----
From: "jerryb" <ulflyer(at)airmail.net>
Subject: Re: Kolb-List: Taxes
>
> Really, you have to put 1 foot high letters on the bottom of your
> wings. Does GA aircraft have to do this?
> jerryb
Oh No! GA aircraft are regulated by the FAA and the State of LA can't step
on their turf, BUT U/Ls are fair game apparently ........
Geoff Thistlethwaite
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: YAK YAK YAK YAK YAK YAK YAK YAK YAK |
John,
Let me increase my post-count by saying that your off-line post was on-line.
bn 16 and holding
________________________________________________________________________________
| From: | "Peter Volum" <PVolum(at)etsmiami.com> |
| Subject: | Rotax Service Bulletins |
Most of you are probably aware that by registering with Rotax you can be
advised of service bulletins as they are released, but as I didn't know this
(until a friend sent me this link regarding the 912UL:
http://www.kodiakbs.com/news/newsrelease.htm), I'm sharing it with the group
in case somebody else may also benefit.
To register, all you need to do is fill out a form at:
http://www.rotax-owner.com/sdocs.htm
Apart from the obvious safety benefit of learning as quickly as possible of
any safety issues there's the cost-benefit of getting fixes taken care of at
Rotax's expense by acting quickly.
Peter Volum
Miami, FL
Mk. III
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | Re: Rotax Service Bulletins |
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Friday, September 28, 2001 16:10:28
Subject: Kolb-List: Rotax Service Bulletins
-->
That was some great information, Thanks.
Ron Payne
Kolb-List message posted by: "Peter Volum"
Most of you are probably aware that by registering with Rotax you can be
advised of service bulletins as they are released, but as I didn't know this
(until a friend sent me this link regarding the 912UL:
http://www.kodiakbs.com/news/newsrelease.htm), I'm sharing it with the group
in case somebody else may also benefit.
To register, all you need to do is fill out a form at:
http://www.rotax-owner.com/sdocs.htm
Apart from the obvious safety benefit of learning as quickly as possible of
any safety issues there's the cost-benefit of getting fixes taken care of at
Rotax's expense by acting quickly.
Peter Volum
Miami, FL
Mk. III
_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
________________________________________________________________________________
| From: | "Randy Berry" <sc_bassman(at)hotmail.com> |
I agree with this post. I had problems starting my 503 also ... with the choke
only. Got a primer and it usually starts on first or second pull
now. I usually give it about 3 shots initially when cold. Sometimes chokes, but
then I give it another shot and usually will start running smoothly. Got mine
from Lockwood.
Randy
Firestar KXP
SC
----- Original Message -----
From: ZepRep251(at)aol.com
Subject: Re: Kolb-List: Rotax 447
Don, the first time I tried to start my 503 I pulled till I was blue in the
face. Choke on, choke off, not a peep out of it. Thought maybe the wiring was
messed up and maybe damaged the coils. A friend came over and started for me.
They need a boat load of fuel to fire up cold. Full choke and 4 or 5 HARD
pulls because it needs serious RPM to make electric. Now with a Primer
installed, using a couple of foamy partial squirts and one full pump stroke,
90% of the time it lights on the first pull without choke, except below 40
degrees when I choke it. It must be tough to flood a two stroke.G.Aman FS2
nload : http://explorer.msn.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Ultralight/Sport Pilot |
Wow ! ! ! Sounds like you've been thru the wars. ( Still going thru them,
sounds like ) My feeling - for what it's worth - would be to go ahead and
build the FireFly. Others on the List would know more about whether you'll
fit, but I'm sure it'll carry you. The FireFly is a legal ultralight, so
you wouldn't have to worry about the current mess, or its' final resolution.
If your size is a problem with the 'Fly, then maybe the 'Star, but I'd hold
off on registering it until you absolutely have to...................guess
I'm a little gun-shy right now.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Dave Carr" <dcarr(at)uniontel.net>
Subject: Re: Kolb-List: Taxation
>
> Congrats on your solution to the tax problem. While the list isn't to busy
> as many are at the un flyin and you are very experienced in ultra lights
and
> Kolb in particular I hope I might get you to give me some advise. I am 65,
> retired, and holder of a Private pilots license and a A&E Mechanics
license.
> I have used neither in many years but now that I am retired and living on
40
> acres with room for a 1200 foot runway, My interest in flying has been
> reborn. I have had some health problems such as Glaucoma which has cost me
> the central vision in one eye. I had some heartbeat problems which ended
in
> an angioplasty with a stent. I have NOT had a Heart attack. I am taking
> medication for high blood pressure. I went to an AME to renew my 3rd class
> medical and the Doc checked the medicine I am on and said that should not
be
> a problem. The one eye would mean I probably would require a flight check.
I
> said ok and he sent it to FAA. They had a fit and said I had to jump
through
> hoops and special tests etc. End result was 18 months later I got my
medical
> good for 6 months after my flight check.
>
> The reason I am telling you my woes is as you can see it will be a never
> ending fight for a medical. I have decided to wait for the Sport pilot
> license, but with the problems the last couple of weeks, that may not
> happen. I have been thinking of a firefly but I am a big guy, 6'2" and 300
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: Ultralight/Sport Pilot |
Dave,
My advise is be to get a Firestar II with a 503 and call it an
ultralight. Even an original Firestar with a 447 would do the job. My
Firestar II 503 has carried 350 pounds with no problem. It just used a
longer takeoff and landing run and had a climb rate of around 450 f/m.
Mine is N-numbered, but with the hassles of staying current in another
plane, (and taxation, etc), I sometimes wonder why I bothered
n-numbering it.
John Jung
Dave Carr wrote:
snip....
Any advise you or anyone else would care to offer would sure be welcome.
Dave Carr
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: (no subject) |
Tim and Group,
I accidentally posted this to the list, so I apoligise to anyone
bothered by it. But I don't think that anyone should be. In my opinion,
those that post a lot, also offer the most advise, and by doing so, are
the most helpfull to those needing help. They are the ones that deserve
"thanks" and should get the most creduit for the list being as good as
it is.
John Jung
Artdog1512(at)aol.com wrote:
>
>
> john jung writes:
>
>>
>>I have a history of the list for about the last month. Here is the count
>>of people that posted 15 or more times:
>>
>
>
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Sittin out on the deck this morning an old grunt hears the sound of a
far away engine.....can't see a thing, the fog is too dense......He tips
his ear and listens closer........not an engine..................a
twenty millimeter?......nope, to slow for that. Must be twin 40's. Wait
a minute it's not an engine at all. It's his old buddy Huey bringing in
the mail astride his old workhorse. Ya old fart......go get another
coffee.........
________________________________________________________________________________
In a message dated 9/28/01 11:43:55 PM Eastern Daylight Time,
dcarr(at)uniontel.net writes:
> I have been thinking of a firefly but I am a big guy, 6'2" and 300
> pounds. I suspect I am dreaming if I think a true UL will lift me! What do
> you think? I would like to build a Firestar and N number it
Forget the Firefly- get the Firestar; it will do the job. I fly one & I'm
280 @ 6', my wingman is also 280 @ 6'4". A 503 is a must.
Shack
FS I
SC
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 53 Msgs - 09/26/01 |
<<<<
The short answer is I don't know. My plane produces
enough
electricity to run the gauges that require power, the strobe
lights, a ship's
power plug for my hand held radio, a Garmin 95 gps unit and
a cigarette
lighter plug. All I know is that I held my breath during
my inspection by
the Allentown, PA FSDO and they never said anything about
it, and the word
never passed my lips.>>>>>>
somewhere in the back of my mind i remember ( or at least i
think i remember) that to qualify for an electrical system
that you needed a batery and electric starter. without
those items you could qualify for the exemption..
boyd
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: (no subject) |
>
>
> well john,
> can we assume these gentlemen make up the "Liar's Hall of
> Fame"?
>................ tim
Aww now I feel bad. I will restrict my postings in the future. Don't
want to challenge big Lar for the number 3 position anyway.
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Oh...what a beautiful rendition it must have been.....wish I could have
been there....must have felt like a hundred thousand '''''''' Kolbs
'''''''' flying over. You must have trembled in anticipation of the
next lap. Lovely story my friend I hope they archive it. More of those
old flying storys would be appreciated. Kirk
________________________________________________________________________________
| From: | "Branscomb" <wbrans(at)provide.net> |
| Subject: | Re: Tail Dragger |
Bill, I went to Napoleon this AM, but did not find Tony. I will keep trying
to contact him. He is a multi millionaire, owns the airport, but doesn't
answer phone calls and email. One must 'catch' him at the airport -- it
seems. Saturday AM or Sunday AM are the choice days. -w-
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
> You can add me to the "get up to date" camp, because I changed to
> Pennsoil Air Coolded, after 13 years of running synthetic oil
> (Amsoil).
> I guess there is just no hope for some of us.
>
> John Jung
John, how come you switched over to Pennzoil?
Ralph
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: Re: more!
>
>
> Whilst I await.........Back in the Triple Canopy watchin a show called
> survivors.......I saw one of those snakes in the sky. He wheeled up into
a
> wing over, curled around and streaked into the trees spittin venom. Bunch
a
> damn kids in green shorts came a runnin out the dumbo weeds damn glad to
be
> breathin dirt. That ole snake came out the other end with half a jungle
in
> his belly. Eyed those boonierats , measured his fresh load of mahogany,
> coiled up and sprung for home. One last pass over the boys so they could
> say thanks buddy. Tip a blade, Thumbs up and wink. Long time ago.
Thinkin
> back........that old snake looked a lot like a Kolb......Hmmmmm.....
>
________________________________________________________________________________
| From: | Possum <possums(at)mindspring.com> |
| Subject: | Re: Salem bin Laden killed in Texas Ultralight Crash |
>
> Salem bin Laden, Osama's eldest brother was killed in the 1988 crash of a
Quicksilver Sprint at Kitty Hawk ultralight flight
>park
Glad we could do "OUR" part, only 51 of the bastards left to go! Let's gettum.
"Salem bin Laden--Late 1950s-60s: Privileged youth; 17th child of 52 siblings;
son of Muhammed bin Laden,(gee wonder if his Daddy spent a lot of time with
him)
founder of bin Laden Group,
a Saudi construction company; father reportedly worth
as much as $5-7 billion. AP"
Maybe we could get them all interested in Ultralights.
BTW, just got back from the "UNFLYIN" weather was great, Kolb people were
super nice (even to me) but not enough of you guys.
Got back on 13 gallons of gas, 220 miles, XXX tail winds, ground speed 90's
really neat except for the landings - but I only had to make two of them.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | 447 EGT differences |
I am happy to report that my problem of 100 degree EGT temperature differences
between cylinders has been solved. As part of my "annual" I installed a gage to
measure my fuel pump discharge pressures and started the engine. The discharge
pressures at various RPMs were duly noted but while she was running I could
see the EGT temperatures increasing and the dreaded 100 degree difference was
still there. In a fit of test anxiety I reached under the instrument panel and
wiggled the gage wires. Voila! the difference went away and my confidence in
my engine went up one click as I tightened the connection.
The fuel pump discharge test gage is one I barrowed from my WalMart blood pressure
tester. It measures in mm of Hg but the conversions are in my Engineer's Handbook
and from other sources too I am sure. The "real" aircraft grade units
are way to expensive. The acceptable discharge pressures
are in Mike Stratman's "Rotax Care and Feeding".
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
All of the posts so far on starting problems are on target with my experience.
The only thing that might be added is something I learned after a lot of "won't
start" problems. Be sure and check the flow of fuel from the primer to the carburetor
before you start counting the number of pump strokes. New primmer pumps
may be tight but sometimes those tiny valves in
the pumps leak and the primer lines fill with air. The result is that those first
few strokes are pumping air not gas into the carburetor. I always fill the
fuel lines with the squeeze pump then watch as the fuel from the primmer goes
into the carburetor.
My FireFly has to be pull started from outside the cockpit and the primmer pump
discharge line is easy to see. For those of you with electric start can just
keep on cranking or check the line before you get in the cockpit.
Duane the plane in Tallahassee, FL, SN 007, 447, Ivo, big wheels, 103 Hrs on this
one.
----- Original Message -----
From: Randy Berry
Subject: Re: Kolb-List: Rotax 447
I agree with this post. I had problems starting my 503 also ... with the
choke only. Got a primer and it usually starts on first or second pull
now. I usually give it about 3 shots initially when cold. Sometimes chok
es, but then I give it another shot and usually will start running smooth
ly. Got mine from Lockwood.
Randy
Firestar KXP
SC
----- Original Message -----
From: ZepRep251(at)aol.com
Subject: Re: Kolb-List: Rotax 447
Don, the first time I tried to start my 503 I pulled till I was blue in t
he
face. Choke on, choke off, not a peep out of it. Thought maybe the wiring
was
messed up and maybe damaged the coils. A friend came over and started for
me.
They need a boat load of fuel to fire up cold. Full choke and 4 or 5 HARD
pulls because it needs serious RPM to make electric. Now with a Primer
installed, using a couple of foamy partial squirts and one full pump stro
ke,
90% of the time it lights on the first pull without choke, except below 4
0
degrees when I choke it. It must be tough to flood a two stroke.G.Aman FS
2
nload : http://explorer.msn.com
=
=
=
=
=
=
________________________________________________________________________________
| From: | Herb Gearheart <herbgh(at)nctc.com> |
Herb just got back also. Great bunch at Kolb and always a great bunch of guys
flying Kolbs. I well understand the decision of the Kolb people--given the
national tragedy that we suffered. They were there to provide sandwitches and soft
drinks and tours of the facility,however. Very hospitable folks.
Thanks to Don for bringing the copy of the ultra star manual to me. And thanks
John H. for suggesting that I cut the aierlon cord in half. Those are the only
thing that I haven't covered yet!:-) Herb
Possum wrote:
>
> >
> > Salem bin Laden, Osama's eldest brother was killed in the 1988 crash of a
> Quicksilver Sprint at Kitty Hawk ultralight flight
> >park
>
> Glad we could do "OUR" part, only 51 of the bastards left to go! Let's gettum.
>
> "Salem bin Laden--Late 1950s-60s: Privileged youth; 17th child of 52 siblings;
> son of Muhammed bin Laden,(gee wonder if his Daddy spent a lot of time with
> him)
> founder of bin Laden Group,
> a Saudi construction company; father reportedly worth
> as much as $5-7 billion. AP"
>
> Maybe we could get them all interested in Ultralights.
>
> BTW, just got back from the "UNFLYIN" weather was great, Kolb people were
> super nice (even to me) but not enough of you guys.
> Got back on 13 gallons of gas, 220 miles, XXX tail winds, ground speed 90's
> really neat except for the landings - but I only had to make two of them.
>
>
________________________________________________________________________________
| From: | charles webster <caw(at)nctc.com> |
| Subject: | [Fwd: Fw: (no subject)] |
From: <Campbel2@cox-internet.com>
"kay Ashburger" , "Tony Webster" ,
"Sabrina Campbell" , "Dee Bowers" ,
"Anne Payne"
Subject: Fw: (no subject)
Date: Sat, 29 Sep 2001 05:58:59 -0500
----- Original Message -----
From: Jubugw1(at)aol.com
bango7(at)bellsouth.net ; grimmett(at)infi.net ; CHOLY(at)cox-internet.com ;
Rknittel12(at)aol.com ; Carrayhon(at)aol.com ; Geriwoodtx(at)aol.com ;
Ginls42(at)aol.com
Subject: (no subject)
Dear Osama Bin Laden, Yasser Arafat, and Sadam Hussein, et. al.,
We are pleased to announce that we unequivocally accept your challenge
to an old-fashioned game of whoop-ass. Now that we understand the rule
that there are no rules, we look forward to playing by them for the
first time.
Since this game is a winner-take-all, we unfortunately are unable to
invite you to join us at the victory celebration. But rest assured that
we will toast you -- LITERALLY.
While we will admit that you are off to an impressive lead, it is
however
now our turn at the plate.
By the way, we will be playing on your court now.
Batter up.
Sincerely,
The 270,000,000 citizens of the United States of America
----- Original Message -----
From: <A
href"mailto:Jubugw1(at)aol.com"
titleJubugw1(at)aol.com>Jubugw1(at)aol.com
To: cristy.bryant(at)att.net ; campbel2@cox-internet.com"
titlecampbel2@cox-internet.com>campbel2@cox-internet.com ; bango7(at)bellsouth.net ; grimmett(at)infi.net ;
CHOLY@cox-internet.com"
titleCHOLY@cox-internet.com>CHOLY@cox-internet.com ; Rknittel12(at)aol.com
; Carrayhon(at)aol.com ; Geriwoodtx(at)aol.com
; Ginls42(at)aol.com
Sent: Wednesday, September 26, 2001 10:48 AM
Subject: (no subject)
Dear Osama
Bin Laden,
Yasser Arafat, and Sadam Hussein, et. al.,
We are pleased to
announce
that we unequivocally accept your challenge to an old-fashioned game of
whoop-ass. Now that we understand the rule that there are no rules, we
look
forward to playing by them for the first time.
Since this game
is a
winner-take-all, we unfortunately are unable to invite you to join us at
the
victory celebration. But rest assured that we will toast you --
LITERALLY.
While we will admit that you are off to an impressive lead, it
is
however
now our turn at the plate.
By the way, we will be
playing on
your court now.
Batter up.
Sincerely,
The
270,000,000
citizens of the United States of America
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Yes, you do need an endorsement to fly a taildragger unless you were PIC in a
taildragger before 1991. The FAA inspector who checked my FireStar for its
airworthiness asked me for my taildragger's endorsement.
Part 61.31 (i) Additional training required for operating tailwheel airplanes.
(1) Except as provided in paragraph (i)(2) of this section, no person may
act as pilot in command of a tailwheel airplane unless that person has
received and logged flight training from an authorized instructor in a
tailwheel airplane and received an endorsement in the person's logbook from
an authorized instructor who found the person proficient in the operation of
a tailwheel airplane. The flight training must include at least the following
maneuvers and procedures:
(i) Normal and crosswind takeoffs and landings;
(ii) Wheel landings (unless the manufacturer has recommended against such
landings); and
(iii) Go-around procedures. (2) The training and endorsement required by
paragraph (i)(1) of this section is not required if the person logged
pilot-in-command time in a tailwheel airplane before April 15, 1991.
In a message dated 9/29/01 9:16:25 PM Eastern Daylight Time,
slyck(at)frontiernet.net writes:
> Kolbers, last I knew there was no legal requirement for "conventional"
> gear endorsement.
Hope this helps.
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: electric flaps |
Went to Chestnut Knolls today, stayed a couple hours and came home,
roughest ride in 36 years. Got green and wore out. After I got home, I had
to go to bed and rest before I could do anything. Anyway, I missed you if
you were there, do you still have the actuator? I will be redoing my
cockpit this winter and I will need one. Thanks
rp
>
> When I go down to Kentucky later this month I will be bringing an
>electric flap actuator I designed and built that will bolt right onto a
>Mk111 without drilling or welding. Perhaps a 10 min. job not including the
>wiring. Does anyone have anything they would want to swap for it? It does
>not even have to be aviation related.
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Ralph,
I switched to Pennzoil last year after my 503 had 2 stuck rings with
only 110 hours. That made it my 5th Rotax to get the rings stuck on
Amsoil. And the 503 got run the hardest. I kept hearing about engines
that had run hundreds of hours on Pennzoil with no stuck rings. I also
heard good things about injection. Since what I was doing wasn't
working as well as I wanted, I decide to try something else.
John
ul15rhb(at)juno.com wrote:
>
>
>John, how come you switched over to Pennzoil?
>
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
What mixture were you using when you were using Amsoil?
-- Robert
>
>Ralph,
>
>I switched to Pennzoil last year after my 503 had 2 stuck rings with
>only 110 hours. That made it my 5th Rotax to get the rings stuck on
>Amsoil. And the 503 got run the hardest. I kept hearing about engines
>that had run hundreds of hours on Pennzoil with no stuck rings. I also
>heard good things about injection. Since what I was doing wasn't
>working as well as I wanted, I decide to try something else.
________________________________________________________________________________
| From: | "Branscomb" <wbrans(at)provide.net> |
| Subject: | CFI Tail draggger |
Ed, are you a CFI? Bill Futrell in Garden City MI has just completed his MK3
Extra. He needs a 'tail dragger'
endorsement. CFI's are hard to find and one trail dragger qualified is even
more difficult. Can you help? Or know of anyone who can. -Warren Branscomb
in Belleville, MI.
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Robert and Group,
100 to 1. I did like the way the tail stayed clean with Amsoil, and I
believe that it gave me a slight power edge. For those that doubt me
about the power, check out the performance of my 377 on Amsoil at:
http://jrjung.0catch.com/Original.html
John Jung
Robert Laird wrote:
>
>What mixture were you using when you were using Amsoil?
>
> -- Robert
>
>
>>
>>Ralph,
>>
>>I switched to Pennzoil last year after my 503 had 2 stuck rings with
>>only 110 hours. That made it my 5th Rotax to get the rings stuck on
>>Amsoil. And the 503 got run the hardest. I kept hearing about engines
>>that had run hundreds of hours on Pennzoil with no stuck rings. I also
>>heard good things about injection. Since what I was doing wasn't
>>working as well as I wanted, I decide to try something else.
>>
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann-g(at)tal.is> |
| Subject: | Re: Pull start trolly. |
Hi John.
Thank you very much for the offer. I will send you the payment for the
pulley and the shipping cost. Just let me know.
Have you decided on the Zenith 701 project yet?
I appreciate the help.
Talk to you later,
Johann G.
>
> Johann,
>
> I think that I have an extra one. If I can remember to look fo it and
> find it, I ship it to you. If I can't find it, I'll look it up in a
> catalog and give you the ordering info. We call it a pulley.
>
> John Jung
>
>
> >
>
>
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | STILL WAITING FOR KIT #2 |
Has anyone been to Kolb lately? I've been waiting patiently for three months
now for a Firestar kit.They told me they had their welding jigs set up for
kolbras.
David Snyder Building FSII Long Branch N.J.
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: electric flaps |
>
>Went to Chestnut Knolls today, stayed a couple hours and came home,
>roughest ride in 36 years. Got green and wore out. After I got home, I had
>to go to bed and rest before I could do anything. Anyway, I missed you if
>you were there, do you still have the actuator? I will be redoing my
>cockpit this winter and I will need one. Thanks
>rp
Sorry I couldn't make it. I hope all who attended had a good time.
Hopefully if it become a real event next year I will be there. If you want
the flap actuator you can have it. Send me your shipping address.
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Thanks John for your reply and I don't want to play out this oil thing
much longer as it appears too controversial. I have seen Pennzoil users
with stuck rings too and I think part of the problem is not the oil.
During cold weather if the main jet is changed to a richer one and the
midrange jet needle remains the same, then here's what happens (in my
opinion). On takeoff the mixture is very rich, then when it's throttled
back the mixture gets lean very quickly and fries that rich oil into the
rings causing them to stick at some point. The solution is to raise the
needle one notch during cold weather so the midrange and max carb
settings have a closer mixture.
I used to change my main jet every winter to a richer one (and had stuck
rings using mineral oil) but not anymore. Now I leave the main jet to the
default (165) and raise the needle to position #3.
I had to take the exhaust manifold off yesterday to retrieve a broken
plastic chopstick out of my front cylinder. It broke when I was raising
the piston to look for TDC so I could do my Seafoam treatment. As I
peered into the cylinder, it looked great with no carbon buildup on the
piston. Kolz and Seafoam are doing their jobs.
I'm going to use an aluminum tube to find TDC from now on.
Ralph Burlingame
Original Firestar
14 year flying
>
> Ralph,
>
> I switched to Pennzoil last year after my 503 had 2 stuck rings with
>
> only 110 hours. That made it my 5th Rotax to get the rings stuck on
>
> Amsoil. And the 503 got run the hardest. I kept hearing about
> engines
> that had run hundreds of hours on Pennzoil with no stuck rings. I
> also
> heard good things about injection. Since what I was doing wasn't
> working as well as I wanted, I decide to try something else.
>
> John
>
> ul15rhb(at)juno.com wrote:
>
> >
> >
> >John, how come you switched over to Pennzoil?
> >
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | DCREECH3(at)aol.com |
I'm thinking of adding a small amount of weight, perhaps 5 pounds, to the
front of my Firestar to move the CG forward. (I'm a 165-pound pilot.) It
looks like the nose pod itself probably shouldn't be asked to support more
than its own weight. What has worked for other people as to kinds of weights
and attachment points? Any ideas appreciated.
Lee
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Stall (mush) Landings |
The last time I was out flying I wanted to make sure that I could still do those
neat stall landings I was doing last Spring. After several attempts it was determined
that more practice was required.
The objective of this maneuver is to be able to land in one of those less than
ideal alternative patches you are forced to use after your engine fails. The trick
is to clear any approach obstacles and touch down with minimum forward speed
so you can stand on your brakes and stop before you go through the obstacle
at the far end of the field. This assumes that you started with enough altitude
to get to the patch, you maintain enough speed to make the necessary turns
and are approaching upwind.
The problem is that my high drag low mass FireFly loses speed very fast when I
level her out for touch down. She seemed to be letting me down way
before I was at my 33 mph stall speed.
I decided to see if my stall speed had changed (full load of gas, hot dayrottle
until her nose dipped and we recovered nicely. On my second try I
watched my rate of climb indicator and found that I was loosing altitude
even before the stall. She was mushing and falling at about forty and by
the time I slowed to the nose dipping she was already falling pretty fast. The
conclusion was that I need to approach at 40+ mph (upwind) and stop considering
that nose dipping as the stall landing speed. This also applies to any time
you think you may be approaching a stall because you may
be falling well before the wing stops lifting. Most of us who are still here to
read this post make our approach turns with plenty of speed. I went back to the
field I did much better by keeping my speed above 40 mph.
KEEP YOUR AIRSPEED. True stall landings are way too risky.
Duane the plane Mitchell, FireFly SN 007, 447, Ivo, big wheels
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
Lee, I weigh 130 so I went through the same dilemma. Take a look at pic #3
here http://www.springeraviation.net/pics.html and you will notice I have 5,
5lb. scuba diver weights around a seatbelt. It detatches easily when
carrying a passenger who brings the CG slightly forward. Kind of ugly but
vey functional. You may consider a lead plate attatched somewhere to the
floorpan.
Kip Laurie
Firestar II
Atlanta
99.9 hours
----- Original Message -----
From: <DCREECH3(at)aol.com>
Subject: Re: Kolb-List: weights
>
> I'm thinking of adding a small amount of weight, perhaps 5 pounds, to the
> front of my Firestar to move the CG forward. (I'm a 165-pound pilot.) It
> looks like the nose pod itself probably shouldn't be asked to support more
> than its own weight. What has worked for other people as to kinds of
weights
> and attachment points? Any ideas appreciated.
>
> Lee
>
>
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
My nose pod is pleanty strong, I layed a couple of the soft pack scuba dive
belt weights in the front, worked great. The bags are lead shot filled. The
plane flied great when I have a 80 pound kid in the back seat, so with the
soft weights just laying there, I remove them when I take passengers.
Tim
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: CFI Tail draggger |
Hi Warren,
Unfortunately I let my ratings lapse. I'm going to get them renewed next
month with my BFR. I started calling around but haven't had much luck.
I'll keep looking. Some taildragger-friendly airports include Toledo
Metcalf (800-972-2769), New Hudson (Y47, 248-437-2333); Marshall
(616-781-3996); Mason (517-676-4860); or IFL East at Pontiac has Drake
Aviation with the redoubtable Howard Fried (wrote the "Eye of the Examiner"
series in Flying magazine) at 888-666-9601. If any of my chums are still
current I'll give you a call.
Always good to hear from you, Warren. Let's get together and talk airplane
sometime.
Ed
----- Original Message -----
From: "Branscomb" <wbrans(at)provide.net>
Subject: Kolb-List: CFI Tail draggger
>
> Ed, are you a CFI? Bill Futrell in Garden City MI has just completed his
MK3
> Extra. He needs a 'tail dragger'
> endorsement. CFI's are hard to find and one trail dragger qualified is
even
> more difficult. Can you help? Or know of anyone who can. -Warren
Branscomb
> in Belleville, MI.
>
>
________________________________________________________________________________
Do you have a primer? After starting problems with my new 447 I bought a
primer system from Califirnia Power Systems at Sun-n-Fun. Starts on the first
pull every time, even after stiiing for several weeks.
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: CFI Tail draggger |
Sorry, listers, meant to reply bc.
Ed in JXN
----- Original Message -----
From: "Ed Chmielewski" <edchmiel(at)mindspring.com>
Subject: Re: Kolb-List: CFI Tail draggger
>
> Hi Warren,
> Unfortunately I let my ratings lapse. I'm going to get them renewed
next
> month with my BFR. I started calling around but haven't had much luck.
> I'll keep looking
>
> ----- Original Message -----
> From: "Branscomb" <wbrans(at)provide.net>
> To:
> Subject: Kolb-List: CFI Tail draggger
>
>
> >
> > Ed, are you a CFI? Bill Futrell in Garden City MI has just completed his
> MK3
> > Extra. He needs a 'tail dragger'
> > endorsement. CFI's are hard to find and one trail dragger qualified is
> even
> > more difficult. Can you help? Or know of anyone who can. -Warren
> Branscomb
> > in Belleville, MI.
> >
> >
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Stall (mush) Landings |
> KEEP YOUR AIRSPEED. True stall landings are way too risky.
>
>Duane the plane Mitchell, FireFly SN 007, 447, Ivo, big wheels
True stall landings are only risky if initated at too great an altitude.
The trick is to fly the plane at speed on down and get it into the ground
effect and then initiate the stall landing. If you approach at fifty mph
it will give you about two seconds to get it on down to a foot or so above
the ground before it stops flying. If you keep holding it off the tail
wheel will hit first, and in my case it stops flying at 25-27mphi. I never
make a wheels tail high landing at a speed that will squack the tires. I
always make throttle closed, low energy sometimes three point stall
landings. It takes a little practice but it is well worth the effort.
Once you have mastered the technique, one can use slower steeper appoaches
and still stall it at a low level in ground effect.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Stall (mush) Landings |
> I wen> t back to the field I did much better by keeping my speed above 40 mph.
> KEEP YOUR AIRSPEED. True stall landings are way too risky.
>
> Duane the plane Mitchell, FireFly SN 007, 447, Ivo, big wheels
Duane and Gang:
Either I am confused or you are confused as to what an full
stall landing is. Maybe we are both confused. :-) The way
I read your post, you are mushing (which is also stalling in
a Kolb) on your approach instead of flying/gliding.
An example of a full stall landing (not a full stall
approach) is final at 75 mph, chop the power, descend to a
couple inches or a foot at the most, into ground effect,
hold it, start coming back on the stick to keep the airplane
off the ground without climbing, keep coming back, coming
back, coming back on that stick, the wings will break, and
if you are a couple inches off the ground, you will have
landed at below flying speed, won't balloon back into the
air, and make a nice, short roll out. Remember now, before
you start chunking arrows at me that the above is "one"
example of a full stall landing. My normal approach,
whether full stall or wheel landing, is about 10 mph over
stall.
Now, it makes no difference what your approach speed is, as
long as it is safely above stall speed, a full stall landing
is executed the same way at the end of your approach to
land.
My own personal opinion now. One of the greatest factors in
fatal Kolb accidents (manufacturers hate for me to talk
about fatal accidents), is the assumption, whether conscious
or subconscious, that the nose is gonna be down when you are
stalled. A classic stall demo, yes. But stalling with the
wings level at low altitude is what is going to hurt us. We
know something is wrong with the airplane cause it is not
responding to my our control inputs. We think it should be
flying because the wings are level and pitch axis is level.
We are a little confused and fail to get the nose down quick
to regain flying speed. Our ASI may even be telling us we
are above normal stall speed when we are in a mush/stall.
If we are close to the ground our mind is telling us not to
push the nose down because that is the opposite way we want
to be traveling at that moment. Result: Fall out of the
sky with a dumb look on our face.
How do I know that? Cause I have been there and suffered
the consequences. 1993: Tried to fly my MK III out of a
field a few minutes after I had experienced an engine
seizure (582 - 200+ hrs). After going through a prop pull
through to determine the engine was free, starting and
running at low speed to determine that it would run,
climbing in, strapping in, doing a full power run up, temps
normal, mag check ok, full throttle, take off, 50 feet agl,
second seizure, behind the power curve, aircraft level,
stalled, one notch of flaps, uncontrolled fall, smack the
ground level, wipe out landing gear (both), wipe off landing
light and vhf antenna, and bust my ass (bottom of my thighs
were black and blue from impact with the front of the seat
bottom). Hit the ground so hard that my glasses were found
in the nose pod after gravity and that sudden stop took
over. How hard did I hit? On top of the glasses ear pieces
I was wearing a David Clark headset with gel ear seals.
I learned a few things from that mistake:
1. Airplanes will stall into the ground completely
uncontrolled in a level attitude from low altitudes. At
higher, safer altitudes I would have had time to react
correctly and with a nudge of the stick forward been flying
again.
2. If a 2 stroke (no matter what kind of oil is mixed with
the gas :-) ) seizes, do not attempt to fly until you are
satisfied after a thorough inspection and repair that the
engine is serviceable.
3. Don't take anything for granted when flying an airplane.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Knobbiest: Stall (mush) Landings |
| From: | ul15rhb(at)juno.com |
Guys,
Stall landings should not be done in heavy winds especially crosswinds.
Airspeed is the controlling factor when dealing with winds and it
dissipates quickly in draggy ultralights.
My opinion only, but like the Klotz synthetic oil, running 2-strokes at
low rpms, and Seafoam treatments, not everyone will agree with me.
Ralph Burlingame
Original Firestar
14 years flying FS
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Only flew taildraggers for the first 25 years, always stalled em in.
First time I ever flew with a training wheel I landed it full stall too,
tail even hit the grass. Instructor was yellin at me the whole time.
Hehehe! I think it may have been the first time he'd heard the stall
buzzer during a landing. Young kid. That's why they call em tail
draggers. Ya drag the tail along the ground to slow the plane to stall
speed. Then kerplop! Kids love it. Even in a Kolb.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Gang:
We live in a beautiful country. Here is a small part of
it. This is in Tom Kuffel's local flying area around
Whitefish, MT. This pic was taken a few minutes after
takeoff from Glacier National Park Airport, Whitefish, MT.
Getting ready to go through the gap and up the southern pass
and east to the Great Plains. What a sight, especially from
a little airplane that was built in a basement by an
amateur. Pic taken about the 22d of July 2001, give or take
a day or two:
http://hawk36.home.mindspring.com/Barrow%20Flight%202001/BRW%2017/Img19.JPG
I am going to be out of town for two or three weeks, away
from my computer. Reckon I am going to lose my status as
prime poster of the Kolb List. :-) Oh well, there is
always tomorrow when I get back home. Will be pulling the
5th wheel direct to Albuquerque, NM via Memphis, TN, and
I40W. After Albuquerque gonna try and hit it rich in
Vegas. Hope to enjoy a lot of the natural beauty of the
West, which I have only observed from my MK III. Will head
back east through El Paso, TX, San Antonio, TX, and
Alabama. I will try and remember to take a copy of my Kolb
List roster so I can contact some of you all when I am
passing through.
Be good. Don't get your feelings hurt. Love one another.
:-) Keep on building and flying.
john h
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: electric flaps |
> Sorry I couldn't make it. I hope all who attended had a good time.
>Hopefully if it become a real event next year I will be there. If you want
>the flap actuator you can have it. Send me your shipping address.
It is
Richard Pike
409 Wicklow Drive
Kingsport, Tennessee 37664
Coming back from Kolb it was the roughest ride I have ever had down low,
and smooth at 7,500, but too cold to stay up there with my open cockpit.
This winter I will redo my cockpit so I can close it up, but the design I
have in mind needs the electric flap actuator to get the flaps to work. You
are a real gracious person to do this, thank you very much.
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Lee,
I wouldn't add any weight unless your CG exceeds 37%.
John Jung
Firestar II N6163J
DCREECH3(at)aol.com wrote:
>
>I'm thinking of adding a small amount of weight, perhaps 5 pounds, to the
>front of my Firestar to move the CG forward. (I'm a 165-pound pilot.) It
>looks like the nose pod itself probably shouldn't be asked to support more
>than its own weight. What has worked for other people as to kinds of weights
>and attachment points? Any ideas appreciated.
>
>Lee
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: CFI Tail draggger |
HI Warren.
It's good to see you back on the list. Does this mean you will be
keeping the Twinstar? Hopefully I will be able to give Bill enough
taildraggin training even if I am unqualified. It is allways better to get
a pro do the teaching but I guess I am better than nothing. My own opinion
is that Kolb being a tail dragger is a non issue. You're off the tail wheel
and on to the mains in under a hundred feet and under 20 mph. Not a lot of
chances to screw up there but it still is possible if you aren't attentive..
>
>Ed, are you a CFI? Bill Futrell in Garden City MI has just completed his MK3
>Extra. He needs a 'tail dragger'
>endorsement. CFI's are hard to find and one trail dragger qualified is even
>more difficult. Can you help? Or know of anyone who can. -Warren Branscomb
>in Belleville, MI.
>
>
________________________________________________________________________________
| Subject: | Re: Pull start trolly. |
Hi JoHann,
I bought my pulley fairlead from a sailboat supply outfit. They have a good
selection of high quality ones.
Good Luck, John Bruzan Chicago FSII BRS EIS 503scdi 106 HR
________________________________________________________________________________
| From: | "William Herren" <wmdherren(at)hotmail.com> |
I think a bit of velcro to keep the weights where you put them might be a
good idea. There can be turbulence to dislodge the weights. A friend got
hurt when something jambed the controls on the Ag-Cat he was in. Any other
aircraft he might not have faired as well. Bill in Lousyana Do not
archive
>From: Timandjan(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: weights
>Date: Sun, 30 Sep 2001 11:53:12 EDT
>
>
>My nose pod is pleanty strong, I layed a couple of the soft pack scuba dive
>belt weights in the front, worked great. The bags are lead shot filled. The
>plane flied great when I have a 80 pound kid in the back seat, so with the
>soft weights just laying there, I remove them when I take passengers.
>
>Tim
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> I think a bit of velcro to keep the weights where you put them might be a
> good idea. There can be turbulence to dislodge the weights.
William Herren
Bill and Gang:
I personally would secure any weights in my airplane. Not
just from turbulence, but crashing. I probably crash more
than normal, although I haven't had one in 8 years, this
time, but a 5 lb chunk of lead or shot bag could cause some
serious "uh ohs" in a crash. I haven't met any pilot yet
that was completely immune to these things. If they are,
well.................
I haven't had to add weight for weight and balance, although
my poor old airplanes really get loaded up when I get in the
traveling mood. I have found that all the Kolb aircraft I
have built and flown have had a wide latitude of weight and
balance. I emphasize, my airplanes. Don't know about
yours. :-)
Take care,
john h
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: Tail dragger |
Here in Canada my licence just says I can fly any single engine land plane.
up to 4000lb. No endorsements for tail dragger.
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
| Subject: | Re: Tail dragger |
> Also I would like to hear from Kolbers that have installed
>transponders.
>What kind they have and the opinion of all on both of these subjects.
> Contact me on or off list. Thanks
> Bill Futrell
I have a Terra Transponder, and it works great. Flip flop LED display,
easy to install, very compact. But they are out of business now, so
probably not a good choice.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderskir(at)earthlink.net> |
| Subject: | Re: Stall (mush) Landings |
Duane & All,
I think the SlingShot & probably the FireFly have very different
just-above-stall flight characteristics than the other Kolbs. I couldn't
put my finger on it at the time, but initially, I was having the hardest
time greasing a landing & I always was landing short of my intended touch
down point. I did master it but was a bit puzzled as to why I found the
transition more difficult than expected.
Later, at a flyin, I signed up for some competition flying. One of the
events was the dead stick landing. I had practiced a bunch of power
off/idle landings on a 1 mile concrete runway, but never with the engine
shut off. This was 1/2 mile grass strip & the object was to knock the dust
off the line on the 1/2 way point without bouncing thereafter. I had no
doubt that I could put her down safely on a 1/2 mile strip but I hadn't yet
practiced putting her down on a specific point. We had 3 tries to nail it.
On my 1st attempt I thought I would nail it but I suddenly came down fast &
way short. The 2nd attempt I came in faster but still landed short of where
my projectory told me I would. The 3rd attempt I came in alot faster & did
much better. I tied for 3rd place but only four pilots signed up for that
event!
Later after playing it over in my mind, I realized the SlingShot would
begin to fall alot faster when the anlge of attack was increased just a
little. The secret is to keep the airspeed up to lengthen your glide, or if
you try to glide just above stall, your sink rate increases dramatically. I
did not find this to be the case with my UltraStar or MkII. My conclusion
is because of our relatively short wingspan, the wing is working extra hard
& the induced drag really goes up with the increase in the angle of attack.
This would also effect our landing performance as well. This is just my
thinking & the model seems to fit. Its food for thought. ...Richard
Swiderski
----- Original Message -----
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Kolb-List: Stall (mush) Landings
>
> The last time I was out flying I wanted to make sure that I could still d> o
those neat stall landings I was doing last Spring. After several attemp> ts it
was determined that more practice was required.
>
> The objective of this maneuver is to be able to land in one of those less> than
ideal alternative patches you are forced to use after your engine f> ails.
The trick is to clear any approach obstacles and touch down with mi> nimum forward
speed so you can stand on your brakes and stop before you g> o through the
obstacle at the far end of the field. This assumes that you> started with
enough altitude to get to the patch, you maintain enough sp> eed to make the necessary
turns and are approaching upwind.
>
> The problem is that my high drag low mass FireFly loses speed very fast w> hen
I level her out for touch down. She seemed to be letting me down way
> before I was at my 33 mph stall speed.
>
> I decided to see if my stall speed had changed (full load of gas, hot day> rottle
until her nose dipped and we recovered nicely. On my second try I
> watched my rate of climb indicator and found that I was loosing altitude
> even before the stall. She was mushing and falling at about forty and by
> the time I slowed to the nose dipping she was already falling pretty fast> .
The conclusion was that I need to approach at 40+ mph (upwind) and stop> considering
that nose dipping as the stall landing speed. This also appl> ies to any
time you think you may be approaching a stall because you may
> be falling well before the wing stops lifting. Most of us who are still h> ere
to read this post make our approach turns with plenty of speed. I wen> t back
to the field I did much better by keeping my speed above 40 mph.
> KEEP YOUR AIRSPEED. True stall landings are way too risky.
>
> Duane the plane Mitchell, FireFly SN 007, 447, Ivo, big wheels
>
>
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
> just from turbulence, but crashing. I probably crash more
> than normal, although I haven't had one in 8 years,
What about that little incident in Alaska last year... Or don't they count
if you're on the ground?
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Christopher John Armstrong wrote:
> What about that little incident in Alaska last year... Or don't they count
> if you're on the ground?
Topher and Gang:
They all get involved with the ground sooner or later. :-)
You can count that one if you want to. I never considered
it an accident. More of an incident and really a crash.
Don't know what the reg indicates. Don't reckon it
matters.
Although it resulted in damage that cost a lot of time,
money, and energy to repair, I, personally, class it as
negligible compared to most of the others. Was not life
threatening, although it got my attention. And it was not
the direct result of my piloting skill, although it might
come under pilot responsibility, if the pilot had any way to
know that the axle socket would fail on that landing. :-)
How's that for waffling?
Based on the amount of damage, I can probably claim it as an
incident, but not investigated. I have had much worse that
the FAA did not have time or bother to investigate. Not UL
but experimental.
I am not proud of any of them, but I did learn something
from each. In fact, I learned a lot from each, especially
as I grow older.
Take care,
john h
________________________________________________________________________________
| From: | "Cim & Tindy" <townsend(at)webound.com> |
| Subject: | Re: Stall (mush) Landings |
List,
I know PPC's are looked down on here but throttle
management is all we have. We have no elevator.
I think the key to a good landing is good throttle
response. You will learn to be on top of it not behind it.
You want a perfect landing try a ppc,,, Not a bad way to fly.
Choosing an rpm for landing is not the answer,, work that thing.
Fly a PPC and you will know what I am talking about.
Just ask Dallas. Throttle management.
Our Best
Tim & Cindy Townsend
----- Original Message -----
From: Richard Swiderski
To: kolb-list(at)matronics.com
Sent: Sunday, September 30, 2001 9:44 PM
Subject: Re: Kolb-List: Stall (mush) Landings
Duane & All,
I think the SlingShot & probably the FireFly have very different
just-above-stall flight characteristics than the other Kolbs. I
couldn't
put my finger on it at the time, but initially, I was having the
hardest
time greasing a landing & I always was landing short of my intended
touch
down point. I did master it but was a bit puzzled as to why I found
the
transition more difficult than expected.
Later, at a flyin, I signed up for some competition flying. One
of the
events was the dead stick landing. I had practiced a bunch of power
off/idle landings on a 1 mile concrete runway, but never with the
engine
shut off. This was 1/2 mile grass strip & the object was to knock the
dust
off the line on the 1/2 way point without bouncing thereafter. I had
no
doubt that I could put her down safely on a 1/2 mile strip but I
hadn't yet
practiced putting her down on a specific point. We had 3 tries to
nail it.
On my 1st attempt I thought I would nail it but I suddenly came down
fast &
way short. The 2nd attempt I came in faster but still landed short of
where
my projectory told me I would. The 3rd attempt I came in alot faster
& did
much better. I tied for 3rd place but only four pilots signed up for
that
event!
Later after playing it over in my mind, I realized the SlingShot
would
begin to fall alot faster when the anlge of attack was increased just
a
little. The secret is to keep the airspeed up to lengthen your glide,
or if
you try to glide just above stall, your sink rate increases
dramatically. I
did not find this to be the case with my UltraStar or MkII. My
conclusion
is because of our relatively short wingspan, the wing is working extra
hard
& the induced drag really goes up with the increase in the angle of
attack.
This would also effect our landing performance as well. This is just
my
thinking & the model seems to fit. Its food for thought.
...Richard
Swiderski
----- Original Message -----
From: "H MITCHELL" <mitchmnd(at)msn.com>
To: "kolblist"
Subject: Kolb-List: Stall (mush) Landings
>
> The last time I was out flying I wanted to make sure that I could
still d
> o those neat stall landings I was doing last Spring. After several
attemp
> ts it was determined that more practice was required.
>
> The objective of this maneuver is to be able to land in one of those
less
> than ideal alternative patches you are forced to use after your
engine f
> ails. The trick is to clear any approach obstacles and touch down
with mi
> nimum forward speed so you can stand on your brakes and stop before
you g
> o through the obstacle at the far end of the field. This assumes
that you
> started with enough altitude to get to the patch, you maintain
enough sp
> eed to make the necessary turns and are approaching upwind.
>
> The problem is that my high drag low mass FireFly loses speed very
fast w
> hen I level her out for touch down. She seemed to be letting me down
way
> before I was at my 33 mph stall speed.
>
> I decided to see if my stall speed had changed (full load of gas,
hot day
> rottle until her nose dipped and we recovered nicely. On my second
try I
> watched my rate of climb indicator and found that I was loosing
altitude
> even before the stall. She was mushing and falling at about forty
and by
> the time I slowed to the nose dipping she was already falling pretty
fast
> . The conclusion was that I need to approach at 40+ mph (upwind) and
stop
> considering that nose dipping as the stall landing speed. This also
appl
> ies to any time you think you may be approaching a stall because you
may
> be falling well before the wing stops lifting. Most of us who are
still h
> ere to read this post make our approach turns with plenty of speed.
I wen
> t back to the field I did much better by keeping my speed above 40
mph.
> KEEP YOUR AIRSPEED. True stall landings are way too risky.
>
> Duane the plane Mitchell, FireFly SN 007, 447, Ivo, big wheels
>
>
=
=
=
=
=
=
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Hi Gang:
A correction/reply to my reply:
> > What about that little incident in Alaska last year... Or don't they count
> > if you're on the ground?
The incident happened in Canada, if we want to be persact
about this here cross examination.
> More of an incident and really a crash.
Got to start reading what I am writing. Scratch the above
sentence and insert: A bad experience! :-)
Thank you all,
john h
________________________________________________________________________________
| From: | "Christopher John Armstrong" <Tophera(at)centurytel.net> |
Wasnt trying to be a pain John, but as you are by far and away the most
experianced at flying these planes, as well as splatting them. I wanted to
make sure you were given full credit for all your experiance! I honestly
dont know anybody else who has survived as much flying, let alone emergency
situations, as you have.
Topher
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Don't worry John.............we'll keep the faith for ya. That area
around Whitefish really is great. Good pic. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
Subject: Kolb-List: Our Country
>
> Gang:
>
> We live in a beautiful country. Here is a small part of
> it. This is in Tom Kuffel's local flying area around
> Whitefish, MT. This pic was taken a few minutes after
> takeoff from Glacier National Park Airport, Whitefish, MT.
> Getting ready to go through the gap and up the southern pass
> and east to the Great Plains. What a sight, especially from
> a little airplane that was built in a basement by an
> amateur. Pic taken about the 22d of July 2001, give or take
> a day or two:
>
>
http://hawk36.home.mindspring.com/Barrow%20Flight%202001/BRW%2017/Img19.JPG
>
> I am going to be out of town for two or three weeks, away
> from my computer. Reckon I am going to lose my status as
> prime poster of the Kolb List. :-) Oh well, there is
> always tomorrow when I get back home. Will be pulling the
> 5th wheel direct to Albuquerque, NM via Memphis, TN, and
> I40W. After Albuquerque gonna try and hit it rich in
> Vegas. Hope to enjoy a lot of the natural beauty of the
> West, which I have only observed from my MK III. Will head
> back east through El Paso, TX, San Antonio, TX, and
> Alabama. I will try and remember to take a copy of my Kolb
> List roster so I can contact some of you all when I am
> passing through.
>
> Be good. Don't get your feelings hurt. Love one another.
> :-) Keep on building and flying.
>
> john h
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)iname.com> |
| Subject: | Re: electric flaps |
>
> I
>have in mind needs the electric flap actuator to get the flaps to work. You
>are a real gracious person to do this, thank you very much.
Thats what the list is for, helping each other. Other members have been
good to me and I am just carrying on the tradition. Just cover the
shipping. I wanted the electric flap because my redesign called for moving
the flap handle assembly as I converted the Kolb to a parasol wing.
Unfortunately it was hanging out in the breeze and just didn't fit into the
sculptured look I have built for my MK 111 I hope you can put it to good
use. Please send the shipping address.
________________________________________________________________________________
| From: | Andrew Gassmann <agassmann(at)earthlink.net> |
| Subject: | Re: Salem bin Laden killed in Texas Ultralight Crash |
>Salem bin Laden killed in Texas Ultralight Crash
From: http://www.pbs.org/wgbh/pages/frontline/shows/binladen/who/family.html
Andy
Salem bin Laden, who died in 1988.
Like his father in 1968, Salem died in a 1988 air crash...in
Texas. He was flying a BAC
1-11 which had been bought in July 1977 by Prince Mohammed
Ben Fahd. The
plane's flight plans had long been at the center of a number
of investigations.
According to one of the plane's American pilots, it had been
used in October 1980
during secret Paris meetings between US and Iranian
emissaries. Nothing was ever
proven, but Salem bin Laden's accidental death revived some
speculation that he
might have been "eliminated" as an embarrassing witness. In
fact, an inquiry was
held to determine the exact circumstances of the accident.
The conclusions were
never divulged.
>Andy
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Wasnt trying to be a pain John, but as you are by far and away the most
> experianced at flying these planes, as well as splatting them.
> Topher
Topher and Gang:
That's a hell'uva record, isn't it. I know you weren't
trying to be a pain. Neither was I. :-) That's why all
the smiley faces. Email intent can be deceiving even though
is we are careful not to offend. Best do this type
correspondence with an open mind.
Here is an interesting web site for the gentleman from
Brazil that just completed an around the world flight in a
motor glider. Our paths crossed somewhere around
Whitehorse, YT. We did not see each other, or I didn't see
him, but I remember landing somewhere he had just refueled.
I do not have time to research it now, but will when I
return from my trip West. He was flying the motor glider
powered with the same engine I had, Rotax 912S. He also
stopped in Vernon, BC, to visit Eric Tucker and have some
work done on the engine.
http://www.asasdovento.com.br/english/
Take care,
john h
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: Salem bin Laden killed in Texas Ultralight Crash |
Go to the web site you have provided and read the" Editors Note" just below
the paragraph you have quoted.
Then check this article out.
http://web.star-telegram.com/content/fortworth/2001/09/27/state/fw010402-092
7-XB001-kennedy.htm.
Guy
----- Original Message -----
From: "Andrew Gassmann" <agassmann(at)earthlink.net>
Subject: Re: Kolb-List: Salem bin Laden killed in Texas Ultralight Crash
>
> >Salem bin Laden killed in Texas Ultralight Crash
>
>
> From:
http://www.pbs.org/wgbh/pages/frontline/shows/binladen/who/family.html
> Andy
> Salem bin Laden, who died in 1988.
>
> Like his father in 1968, Salem died in a 1988 air crash...in
> Texas. He was flying a BAC
> 1-11 which had been bought in July 1977 by Prince Mohammed
> Ben Fahd. The
> plane's flight plans had long been at the center of a number
> of investigations.
> According to one of the plane's American pilots, it had been
> used in October 1980
> during secret Paris meetings between US and Iranian
> emissaries. Nothing was ever
> proven, but Salem bin Laden's accidental death revived some
> speculation that he
> might have been "eliminated" as an embarrassing witness. In
> fact, an inquiry was
> held to determine the exact circumstances of the accident.
> The conclusions were
> never divulged.
>
> >Andy
>
>
________________________________________________________________________________
| From: | "Hans van Alphen" <HVA(at)bellsouth.net> |
| Subject: | $20.- Thrust Gauge |
Hey JerryB and others,
Had several inquiries about my $20.- thrust gauge.
As posted before ordered from harbour freight a 100 lbs. hanging scale (
#43045-Oana) and a rope hoist (#36849-0vga) for a total cost of $20.98.
After much experimentation I found the drag on the pulleys of the rope
hoist substantial and far from accurate. So I decided to only use 3 of
the seven pulleys and calibrated for the anticipated weight. Usually you
get about 5 lbs.thrust per HP. I have a 60 HP. engine and therefore
wanted to calibrate for 300 lbs.
We attached the rope pulley to rafters and added 300 lbs.(my brother 220
lbs. plus 2 - 40 lbs bags of water softener salt ) I got a reading on
the hanging scale of 60 lbs.
The scale also has a sliding indicator to "remember" the weight. You
could do this alone, but is more fun with others, I had quite an
audience.
When attached to a tree and my Mark III Extra I got the same reading of
60 lbs 300 lbs. thrust.
Do not use any mathematical means of arriving at weight, the friction is
to great on the pulleys. Calibrate and you are 100 percent sure of
accuracy. Now you can test different props or optimize different prop
settings. It works.
Hans van Alphen
Building Mark III Extra
BMW powered.
________________________________________________________________________________
| From: | "Seitzer, Bettie (TEK Systems)" <Bettie.Seitzer(at)AndersenCorp.com> |
Well folks - after several weeks of indescribable frustration at not
being able to take the Kolb up (our park is inside the enhanced class B)
we put the bird on a trailer and towed it over to another flying buddy's
private strip. The catch is that the strip is in a little valley and
Saturday was a fairly windy day. Dale went up for a couple of
go-arounds and managed to land it just fine on the 600' strip with hills
on both sides and on one end. Takeoffs were downwind (no biggee, I
practiced those on our short strip at home). Landings were upwind, but
Dale found out that at about 10' off the ground the wind instantly
disappeared (owing to the location of the above mentioned hill). He
warned me that I would need to be ready to add power at landing. I
headed out and felt like I had been let out of the cage - I was singing
America the Beautiful (all four verses). Flew around for a while and
came back to try the landing. Of course there was an audience and I was
feeling pretty good - set it up nice. The wind disappeared instantly at
about 10 feet off the ground. I was ready, and did hit a little hard,
but it didn't feel too bad; none of my teeth were loose and my feet
didn't leave the floor. rolled up to where the audience was standing
(looking pretty grim for what I thought had been an acceptable landing).
I got out of the plane and saw that the left gear leg was badly bent.
No more flying that day :( Needless to say I was bummed.
Dale called Ralph - thanks for being there once again Ralph. He
suggested turning the leg and getting back up in the air. We did that
but the bird was just a little too pigeon toed for our taste. What to
do? Well, that farm boy I married is pretty ingenious and happened to
think of the hydraulic log splitter that stands ready at all times. We
rigged up a brace to hold it, Found a chunk of steel to block the wedge,
used an 8" x 8" block of wood in front of the ram and cranked the leg
back into shape. She is still a little pigeon toed, but quite
acceptable. Moral of the story - you can never have too many
specialized tools in your garage (but I bet you guys already knew that
hahahahahaha).
I do plan to fly back there and get it right next time.
________________________________________________________________________________
| From: | "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net> |
| Subject: | 912/912S/914 Powered Kolbs |
Listers,
I am waiting on the FAA/DAR to come (Oct 9) and make me into an
airplane. In my checking out the 912/914 powered Kolbs at Sun-N-Fun for
the past couple of years, I have noted that almost without exception
they all sport a rudder trim tab.
I have fabricated and installed a 15 X 3 inch tab to the rudder in
anticpation of this need. I was not astute enough to take note of the
approximate amount of deflection (bend) in these trim tabs I observed.
I have formed mine to 18 degrees.
I would appreciate any assitance/recommendation in selecting one of the
following options.
Too Much
Too Little
Just Right
Try it and see
L. Ray Baker
Lake Butler, FL
Mark III, 912,BRS,N329RB.
Waiting to be Airwothy
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)state.mi.us> |
Bill
Great to hear from you and that plane looks fantastic.
I understand your dilemma. First time I flew I had the same problem. I highly recommend
that you do get some practice in a MKIII or close. I was a Cessna pilot
and had a real problem starting to flair at fifty feet. If you try to land
like a GA airplane you WILL bend that beautiful bird and maybe your self.
For my first biannual, transition training, and tail dragger indorsement I drove
to the Old Kolb. It was WELL worth the money. For my second biannual I got it
at the New Kolb flyin two years ago. I have been unable to fly my MKIII with
two people due to the lack of engine power so I still have a problem getting
biannual. I have my landings down pat (now) in the MKIII and the last thing I
want to do is have a GA instructor start beating on me to start my flair at fifty
feet again. Some of you may remember that I bent my MKIII with a full flap
landing before I was ready. Us GA types just aren't prepared for how fast the
ground comes up at us when using full flaps with idle power. Really brings tears
to you eyes to see your new baby all bent up.
The tail dragger indorsement, I'm not sure I needed it. You might worry about getting
busted by a FAA type that reads the regulations in a way that says you
need it. What convinced me was a local instructor was very happy to do give me
a tail dragger indorsement in his Champ but he wanted a minium of 20 hours. The
tail dragger experience you will need in the stock Kolb is 0, zip, none.
Give the New Kolb a call.
As for a transponder if you have registered your plane as a experimental you will
need the transponder in some air space. Personally I think ultralights need
them also but.... You can ask for an exemption as I did. Just give them a excuse
to say yes. I have a very small alternator that I think is too small (it really
is, I design it that way) to safely power a transponder too. That's MY story,
who are they to say other wise? What's the worst they can say. If they
say NO then look for a transponder.
My $.02 worth
Rick Neilsen
Shortly to be reduction drive VW powered MKIII
>>> "Thumb" 09/30/01 02:35PM >>>
Hi Rich
I am looking for someone that has a MK111 with a CFI. I need some transition
time and also a taildragger endorsement. I thought I saw that you were.Did you
get an endorsement?
I am in Garden City Mich , not to far from you.I got my plane done and now
the FAA tells me I have to put a transponder in it and also get a taildragger
endorsement. And I tell you that is not easy to find.
Here is a couple pictures of my plane.
Thanks Bill Futrell
Garden City Mich
734-422-1406
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Should have mentioned, John................if you get all the way to Lost
Wages.........er.........Las Vegas, Palm Springs is only 3 or 4 hours
away...............???? 760-324-7646.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Our Country
>
> Don't worry John.............we'll keep the faith for ya. That area
> around Whitefish really is great. Good pic. Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
> ----- Original Message -----
> From: "John Hauck" <hawk36(at)mindspring.com>
> To: "Kolb List"
> Subject: Kolb-List: Our Country
>
>
> >
> > Gang:
> >
> > We live in a beautiful country. Here is a small part of
> > it. This is in Tom Kuffel's local flying area around
> > Whitefish, MT. This pic was taken a few minutes after
> > takeoff from Glacier National Park Airport, Whitefish, MT.
> > Getting ready to go through the gap and up the southern pass
> > and east to the Great Plains. What a sight, especially from
> > a little airplane that was built in a basement by an
> > amateur. Pic taken about the 22d of July 2001, give or take
> > a day or two:
> >
> >
>
http://hawk36.home.mindspring.com/Barrow%20Flight%202001/BRW%2017/Img19.JPG
> >
> > I am going to be out of town for two or three weeks, away
> > from my computer. Reckon I am going to lose my status as
> > prime poster of the Kolb List. :-) Oh well, there is
> > always tomorrow when I get back home. Will be pulling the
> > 5th wheel direct to Albuquerque, NM via Memphis, TN, and
> > I40W. After Albuquerque gonna try and hit it rich in
> > Vegas. Hope to enjoy a lot of the natural beauty of the
> > West, which I have only observed from my MK III. Will head
> > back east through El Paso, TX, San Antonio, TX, and
> > Alabama. I will try and remember to take a copy of my Kolb
> > List roster so I can contact some of you all when I am
> > passing through.
> >
> > Be good. Don't get your feelings hurt. Love one another.
> > :-) Keep on building and flying.
> >
> > john h
> >
> >
>
>
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Re:Tail wheel endorsment |
I know that with Avenco insurance a tail wheel endorsment is required. I also
did a check rid at the old Kolb, sure miss that, but I got my tail wheel
endirsment from the family CFI, pretty handy for the biannual also.
Tim
________________________________________________________________________________
| From: | charles webster <caw(at)nctc.com> |
i am planing on building a mark 111 extra next year can you elorabate on the landing
technique a little more am presently flying a champion 7-FC
Richard Neilsen wrote:
>
> Bill
>
> Great to hear from you and that plane looks fantastic.
>
> I understand your dilemma. First time I flew I had the same problem. I highly
recommend that you do get some practice in a MKIII or close. I was a Cessna pilot
and had a real problem starting to flair at fifty feet. If you try to land
like a GA airplane you WILL bend that beautiful bird and maybe your self.
>
> For my first biannual, transition training, and tail dragger indorsement I drove
to the Old Kolb. It was WELL worth the money. For my second biannual I got
it at the New Kolb flyin two years ago. I have been unable to fly my MKIII with
two people due to the lack of engine power so I still have a problem getting
biannual. I have my landings down pat (now) in the MKIII and the last thing
I want to do is have a GA instructor start beating on me to start my flair at
fifty feet again. Some of you may remember that I bent my MKIII with a full flap
landing before I was ready. Us GA types just aren't prepared for how fast the
ground comes up at us when using full flaps with idle power. Really brings
tears to you eyes to see your new baby all bent up.
>
> The tail dragger indorsement, I'm not sure I needed it. You might worry about
getting busted by a FAA type that reads the regulations in a way that says you
need it. What convinced me was a local instructor was very happy to do give
me a tail dragger indorsement in his Champ but he wanted a minium of 20 hours.
The tail dragger experience you will need in the stock Kolb is 0, zip, none.
>
> Give the New Kolb a call.
>
> As for a transponder if you have registered your plane as a experimental you
will need the transponder in some air space. Personally I think ultralights need
them also but.... You can ask for an exemption as I did. Just give them a excuse
to say yes. I have a very small alternator that I think is too small (it
really is, I design it that way) to safely power a transponder too. That's MY
story, who are they to say other wise? What's the worst they can say. If they
say NO then look for a transponder.
>
> My $.02 worth
> Rick Neilsen
> Shortly to be reduction drive VW powered MKIII
>
> >>> "Thumb" 09/30/01 02:35PM >>>
> Hi Rich
>
> I am looking for someone that has a MK111 with a CFI. I need some transition
time and also a taildragger endorsement. I thought I saw that you were.Did
you get an endorsement?
> I am in Garden City Mich , not to far from you.I got my plane done and now
the FAA tells me I have to put a transponder in it and also get a taildragger
endorsement. And I tell you that is not easy to find.
> Here is a couple pictures of my plane.
> Thanks Bill Futrell
> Garden City Mich
> 734-422-1406
>
>
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
This is the monthly reminder that a Kolb builder/pilot database is found at:
http://www.springeraviation.net/
Thanks,
Kip Laurie
Firestar II
Atlanta
________________________________________________________________________________
| From: | "BJ Moore" <BJMoore(at)c4farms.com> |
| Subject: | chokes, primers, & engine starting |
I'd like to shed a little experience on this engine starting thread. My plane used
to have a single carb on the 503. It would start using only the choke in 2-4
pulls. My instructor had the exact same setup in his plane - single carb 503,
started about the same.
I decided I wanted the more HP available from 2 carbs and made the conversion.
After installing 2 carbs, I found it very difficult, if not impossible to get
it going. I got so sick of pulling it that my starting routine included removing
the air cleaner, shooting it with starting fluid, and then killing it, replacing
the air cleaners, etc. Lots of time, sweat, a recoil starter failure, starting
fluid, broken choke actuators, were expended trying to start that blasted
thing.
I have since installed a 532 (always hungry for more power) on my plane using the
same carburetors I had on the 503. When I made this conversion, I also opted
to install a plunger primer. Two pumps from the plunger and off it goes, every
time, one or two pulls on the rip cord.
An understanding on how the choke circuit works on these bings helps explain the
situation. Negative pressure in the throttle bore is what pulls extra fuel through
the choke circuit into the crankcase. This is why starting works best with
the throttle closed, as more negative pressure is created, pulling more fuel
in from the choke circuit. With a single carb rotax, there is enough negative
pressure to make this work. With a dual carb setup, the negative pressure created
at the carb bore is halved. If trying to start it manually, it is very
difficult to pull enough fuel through the choke circuits. An electric starter
can do it, but manual recoil starting just doesn't cut it.
So, on a single carb version 447, 503 the choke works. Dual carb setups with e-start
also work on chokes. If however, you are manually starting a dual carb rotax,
plunge priming will very much simplify your life. I had the old style bings
without the primer nozzle provision. The retro nozzle installation kit that
is used to squirt fuel into the intake at the engine side of the carb only takes
a half hour to install, once you have a decent location and method to locate
the plunger mount.
I have since removed the choke cables, actuator, and blocked off the choke circuit
with silicone (via recommendation from Mark Smith of mx fame). Happy starting,
happy flying.
B.J. Moore, P.E.
Circle Four Farms Development Engineer
ASC Basic Flight Instructor - "The Flyin Moose".
________________________________________________________________________________
| From: | Kirby Dennis Contr SMC/TM <Dennis.Kirby(at)kirtland.af.mil> |
Friends -
With all the recent talk about taxes, here is my recent experience in
registering my aircraft here in New Mexico:
I applied for an N-number a few months ago, and received my number in the
past month. Then recently, I got a letter from the State telling me that I
had to pay an airplane registration fee of $9 per year. (based on one cent
per pound of aircraft's gross weight)
I called the State office and told them the aircraft was not finished yet.
Their answer to me was simply to send them the payment when the aircraft
finally flies. Easy enough for me! I can handle nine bucks a year to keep
the feds happy and out of my hair.
Dennis Kirby
Mark-III, s/n 300, Verner-powered, 98% finished in
Cedar Crest, NM
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Kolb Database |
Thank you for changing the print color so that the list will print out.
Jack B. Hart FF004
Jackson, MO
>
>This is the monthly reminder that a Kolb builder/pilot database is found at:
>http://www.springeraviation.net/
>Thanks,
>Kip Laurie
>Firestar II
>Atlanta
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Bent gear leg |
> She is still a little pigeon toed, but quite
> acceptable.
> Bettie
Bettie and Gang:
Your Firestar wheel alignment can be accomplished with a
piece or water pipe, or any husky piece of tubing, that will
just slip over the axle. Pipe should be about 6' long or
longer for comfortable leverage. Now, bend/tweek the axle
where you want it, one or both, the ones that need a little
guidance.
My old Firestar would get misaligned once in a while.
Usually, I would suffer from negative camber more than
anything else. Probably caused by hard landings, rough
fields, and heavy loads. I disliked the negative camber
look. It accentuated the fact that something was bent.
Sorta like the positive camber look.
It worked for me. Maybe it will work for you all.
Take care,
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: 912/912S/914 Powered Kolbs |
> Too Much
> Too Little
> Just Right
> Try it and see
>
> L. Ray Baker
Ray and Gang:
Do a search in the archives. Last June I went through the
trim tab shuffle. Should find length, width, and amount of
bend. If you can't find anything, then fly it and adjust
from there until you get it the way you want it.
I do not have the airplane here, so can not get the
measurements of mine, which has gotten the aircraft into
negative yaw at cruise speeds. But, it is long enough to
attach to 3 rudder ribs, with two inches to attach to the
ribs and 5 inches of operating trim tab, if my memory serves
me correctly, which it probably doesn't. When I go down
stairs I will look to see if I can find the first iteration
of my trim tab which I deep sixed. But it has the right
dimensions and bend angle. Course bend angle is going to be
to your specs per your flying characteristics for your
airplane.
Take care,
john h
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Pull start trolly. |
Don't know about the rest of you but I was puzzled at what a Pull Start
Trolly was. I envisioned some form of cart used for making hang glider or
gear less UL launches. Learned something.
jerryb
>
>Hi JoHann,
>I bought my pulley fairlead from a sailboat supply outfit. They have a good
>selection of high quality ones.
>Good Luck, John Bruzan Chicago FSII BRS EIS 503scdi 106 HR
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | 103 ops in Class B |
Folks, it appears like Part 103 operations within and outside of class B
are authorized.
Before flight check with your area FSS at 1-800-WXBRIEF for confirmation.
Ask about Part 103 operations in class B. Operation outside of class B
airspace was already approved and in effect.
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Bent gear leg |
In a message dated 10/1/01 2:20:53 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
> She is still a little pigeon toed, but quite acceptable. Bettie
Bettie:
My advice? Swap the gear leg out. Get a new one. The metal has been
fatigued-- and your next hard landing could be much more interesting. The
guy I sold my mark 2 to used it for training. Lots of hard landings, and I
know that I had rotated both legs 180 degrees ONCE as permitted by Kolb prior
to selling it to him Anyway, one day he did a very nice normal landing with
a student on board at a sod farm out here and the right gear leg snapped at
the outboard end where the aluminum leg enters the steel socket. They
skidded for a bit, dug in the right wingtip, flipped forward and crushed the
nose cone and almost went all the way over on their back. When the tail came
back down it hit so hard it kinked the fuse tube. False economy trying to
keep that old leg in service.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Seitzer, Bettie (TEK Systems)" <Bettie.Seitzer(at)AndersenCorp.com> |
Well, that is exactly what I was wondering. I know that the leg was
slightly bent at least one time before this. While no one ever plans
a hard landing - it can happen anytime - even when (as I thought this
time) it is set up perfectly on a nice grass strip. Of course then we
hear stories of people bending them back multiple times and not having
any problem. Anybody else have any experience? The thing that still
amazes me is that the leg absorbed all of the shock and left me quite
comfortable in my favorite chair. :-)
After "straightening" it, we did rotate it 180 since there is still a
slight bend. I just don't know how many times that metal can be flexed
like that before it won't take it anymore.
-----Original Message-----
From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
Subject: Re: Kolb-List: Bent gear leg
In a message dated 10/1/01 2:20:53 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
> She is still a little pigeon toed, but quite acceptable. Bettie
Bettie:
My advice? Swap the gear leg out. Get a new one. The metal has
been
fatigued-- and your next hard landing could be much more interesting.
The
guy I sold my mark 2 to used it for training. Lots of hard landings,
and I
know that I had rotated both legs 180 degrees ONCE as permitted by Kolb
prior
to selling it to him Anyway, one day he did a very nice normal landing
with
a student on board at a sod farm out here and the right gear leg snapped
at
the outboard end where the aluminum leg enters the steel socket. They
skidded for a bit, dug in the right wingtip, flipped forward and crushed
the
nose cone and almost went all the way over on their back. When the tail
came
back down it hit so hard it kinked the fuse tube. False economy trying
to
keep that old leg in service.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Bent gear leg |
Better a little bit safe, than a whole lot sorry, Bettie. If you're not
sure..............change it. Not that expensive, and it can save a lot of
additional expense, not to mention grief. My .02..............again.
GoGittum Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Seitzer, Bettie (TEK Systems)" <Bettie.Seitzer(at)AndersenCorp.com>
Subject: RE: Kolb-List: Bent gear leg
>
> Well, that is exactly what I was wondering. I know that the leg was
> slightly bent at least one time before this. While no one ever plans
> a hard landing - it can happen anytime - even when (as I thought this
> time) it is set up perfectly on a nice grass strip. Of course then we
> hear stories of people bending them back multiple times and not having
> any problem. Anybody else have any experience? The thing that still
> amazes me is that the leg absorbed all of the shock and left me quite
> comfortable in my favorite chair. :-)
> After "straightening" it, we did rotate it 180 since there is still a
> slight bend. I just don't know how many times that metal can be flexed
> like that before it won't take it anymore.
>
> -----Original Message-----
> From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Bent gear leg
>
>
> In a message dated 10/1/01 2:20:53 PM Eastern Daylight Time,
> hawk36(at)mindspring.com writes:
>
>
> > She is still a little pigeon toed, but quite acceptable. Bettie
>
>
> Bettie:
>
> My advice? Swap the gear leg out. Get a new one. The metal has
> been
> fatigued-- and your next hard landing could be much more interesting.
> The
> guy I sold my mark 2 to used it for training. Lots of hard landings,
> and I
> know that I had rotated both legs 180 degrees ONCE as permitted by Kolb
> prior
> to selling it to him Anyway, one day he did a very nice normal landing
> with
> a student on board at a sod farm out here and the right gear leg snapped
> at
> the outboard end where the aluminum leg enters the steel socket. They
> skidded for a bit, dug in the right wingtip, flipped forward and crushed
> the
> nose cone and almost went all the way over on their back. When the tail
> came
> back down it hit so hard it kinked the fuse tube. False economy trying
> to
> keep that old leg in service.
>
> Mark R. Sellers
> Kolb Twinstar Mark III
> N496BM
>
>
________________________________________________________________________________
| From: | cajwoods(at)mindspring.com |
| Subject: | Re: 912/912S/914 Powered Kolbs |
Ray,
I always bend a little too much and make it a little too big, can always
take some bend out or trim a little off.
Bill Woods
912S Slingshot
----- Original Message -----
From: "rbaker(at)shop4zero.com" <rbaker(at)ccgnv.net>
Subject: Kolb-List: 912/912S/914 Powered Kolbs
>
> Listers,
>
> I am waiting on the FAA/DAR to come (Oct 9) and make me into an
> airplane. In my checking out the 912/914 powered Kolbs at Sun-N-Fun for
> the past couple of years, I have noted that almost without exception
> they all sport a rudder trim tab.
>
> I have fabricated and installed a 15 X 3 inch tab to the rudder in
> anticpation of this need. I was not astute enough to take note of the
> approximate amount of deflection (bend) in these trim tabs I observed.
> I have formed mine to 18 degrees.
>
> I would appreciate any assitance/recommendation in selecting one of the
> following options.
>
> Too Much
> Too Little
> Just Right
> Try it and see
>
> L. Ray Baker
> Lake Butler, FL
> Mark III, 912,BRS,N329RB.
> Waiting to be Airwothy
>
>
________________________________________________________________________________
| From: | erich_weaver(at)urscorp.com |
10/01/2001 05:54:23 PM
Fellow Kolbers:
I took Kip Laurie's (did I get that name right?) suggestion on a camera
mount for the Mrk III and it worked out great. Used a 1 to 2 foot piece
of aluminum tubing sized with an i.d. to match the wing holding bracket on
the bottom of the wing. Drilled holes to match those in the wing holder
and then inserted a short piece of welding rod and bent it over to secure
the tubing to the wing holder.
I then used RAM mount components from Aircraft Spruce to enable attachment
of a still camera or video to the opposite end of the tubing. The RAM
mount is very secure, while allowing adjustment of the camera to any
desired angle. For the still camera, I pointed the camera back toward the
cage and nose so that the view can be captured with me still visible in
the frame.
My camera (Canon Elph) has an option for remote operation, where the
camera is put in the remote mode, and then a hand held clicker triggers the
shutter by infrared remote (the remote clicker was around $25). Works
great, but the drawback is that you must take a picture every four minutes
or less, otherwise the camera shuts off automatically. Checked out a few
other cameras with the remote option and they seem to all have this same
feature although with slightly variable durations before shut off. Still,
for the price of a roll of film and development, I can go for more than 90
minutes in picture mode assuming 24-exposures. The digital camera is at
the top of my wish list...
Suffice it to say, I got some good shots from the air that include ME in
them without needing a buddy in another aircraft (sorry - no web site to
post to). Kind of a unique perspective, and one I haven't seen used in the
otherwise fine photo logs from John H., Will and Dave, etc. I also tried
the same system with my video camera, just turning it on before takeoff and
letting it run. Was a little concerned about extra drag on one side
affecting the plane, but it was really not a problem at all. The low level
beach flying on video is very cool - for me at least (wife and kid were
bored to tears).
Anyhow, give it a try - you can make a nice Xmas card (assuming you are
single).
regards,
Erich Weaver
erich_weaver(at)urscorp.com
130 Robin Hill Road, Suite 100
Santa Barbara, California 93117
Tel: 805-964-6010
fax: 805-964 0259
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
At 04:52 PM 10/1/2001, you wrote:
>I took Kip Laurie's (did I get that name right?) suggestion on a camera
>mount for the Mrk III and it worked out great. Used a 1 to 2 foot piece
>of aluminum tubing sized with an i.d. to match the wing holding bracket on
>the bottom of the wing. Drilled holes to match those in the wing holder
>and then inserted a short piece of welding rod and bent it over to secure
>the tubing to the wing holder.
How about a photo of that thar rig? I don't quite get it.
-- Robert
________________________________________________________________________________
| From: | "michael mcalister" <michaelmcalister(at)mediaone.net> |
| Subject: | what size engine for firestar |
i just purchased a used firestar w/ a 377 rotax engine which runs really
well and has at least 320 hours+. I am told by a Rotax vendor that the 377
has a TBO of 300 hours and is at least 10 years old. do anyone have
experience with "older" engines??
What "wears out" on the rotax?? some aircraft engines just need pistons and
cylinders from time to time.
Oh, almost forgot. If I do replace the engine, would the 447 be OK
powerwise and fuel-consumption wise?? any and all thoughts appreciated.
thanks
michael in Virginia
________________________________________________________________________________
| From: | Richard Pike <richard(at)BCChapel.org> |
Because it's a lighter airplane, and has an engine with a reduction drive,
(Which turns the prop into a BIG drag brake when you pull the throttle to
idle) a Kolb MKIII slows down a lot faster in the flare than a 7-FC. You
will need to practice maintaining airspeed right down to about 18-24" AGL
before you start to let the airspeed bleed off. If you pull the throttle to
idle when you are still 10-15' AGL, you better have the nose pointed at a
down angle, or you will run out of airspeed with several feet still to go
and wrap your gear into a knot. And that is with no flaps. Once you add
full flaps on the MKIII, your approach angle will become alarming, and you
will have an overwhelming tendency to want to start flaring about 15' too
high, lest you make a big, smoking hole in the ground. Fear not, the
horrendous approach angle is SOP. Practice a lot of landings with no flaps,
then go to 15 degrees, and then add more, and don't be afraid to give it a
shot of throttle on short final to keep your airspeed up. When you go to
full flaps, don't worry about the approach angle, think "AIRSPEED,
AIRSPEED, AIRSPEED". What airspeed do you normally start your flare at?
That is the airspeed you want through flare, the approach angle is
irrelevant. Your visual picture will be very different in the MKIII than
what you are used to, but it's cool, just work your way up to it, and you
will grow to appreciate your new airplane's ability to get into little
short fields the Champ would freak out at.
Richard Pike
MKIII N420P (420ldPoops)
>
>i am planing on building a mark 111 extra next year can you elorabate on the
>landing technique a little more am presently flying a champion 7-FC
________________________________________________________________________________
| From: | "plane" <plane(at)atomic.net> |
| Subject: | Re: Bent gear leg |
I have straightened mine at lest 5 times and the previous owner at lest once
I am getting better at my landings now. took a little time to get used to
the extra weight of the Subaru engine and the higher landing speed the only
time that I bent the legs was with off field landings with a dead motor or
lost prop.
Randy flying the soobydoo In NC
----- Original Message -----
From: Seitzer, Bettie (TEK Systems) <Bettie.Seitzer(at)AndersenCorp.com>
Subject: RE: Kolb-List: Bent gear leg
>
> Well, that is exactly what I was wondering. I know that the leg was
> slightly bent at least one time before this. While no one ever plans
> a hard landing - it can happen anytime - even when (as I thought this
> time) it is set up perfectly on a nice grass strip. Of course then we
> hear stories of people bending them back multiple times and not having
> any problem. Anybody else have any experience? The thing that still
> amazes me is that the leg absorbed all of the shock and left me quite
> comfortable in my favorite chair. :-)
> After "straightening" it, we did rotate it 180 since there is still a
> slight bend. I just don't know how many times that metal can be flexed
> like that before it won't take it anymore.
>
> -----Original Message-----
> From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Bent gear leg
>
>
> In a message dated 10/1/01 2:20:53 PM Eastern Daylight Time,
> hawk36(at)mindspring.com writes:
>
>
> > She is still a little pigeon toed, but quite acceptable. Bettie
>
>
> Bettie:
>
> My advice? Swap the gear leg out. Get a new one. The metal has
> been
> fatigued-- and your next hard landing could be much more interesting.
> The
> guy I sold my mark 2 to used it for training. Lots of hard landings,
> and I
> know that I had rotated both legs 180 degrees ONCE as permitted by Kolb
> prior
> to selling it to him Anyway, one day he did a very nice normal landing
> with
> a student on board at a sod farm out here and the right gear leg snapped
> at
> the outboard end where the aluminum leg enters the steel socket. They
> skidded for a bit, dug in the right wingtip, flipped forward and crushed
> the
> nose cone and almost went all the way over on their back. When the tail
> came
> back down it hit so hard it kinked the fuse tube. False economy trying
> to
> keep that old leg in service.
>
> Mark R. Sellers
> Kolb Twinstar Mark III
> N496BM
>
>
________________________________________________________________________________
| From: | Rogerde5(at)aol.com |
| Subject: | Re: Bent gear leg |
Betty,
About your bent gear leg some where I read in one of Homer Kolbs old
manuals you can straighten them one time. After that if you bend it again
throw it away. Don't feel bad I bent one a month ago myself on a Mark 2.
Roger Stiehl
Mark 2 flyer
________________________________________________________________________________
| From: | "cjcullen" <cjcullen(at)mediaone.net> |
| Subject: | Re: Bent gear leg |
> hear stories of people bending them back multiple times and not having
> any problem. Anybody else have any experience?
We put a bend in both gear legs shortly after we started flying the
Mk III our club built. Tom did the right side and I did the left.
Another club member, who has a lot of machine shop experience, said
we could straighten each gear leg 3 times before swapping in a new one.
Not having a log splitter handy, we ordered 2 new gear legs.
Maybe somebody will fix the old ones some day.
chuck
________________________________________________________________________________
| From: | "Johann G. Johannsson" <johann-g(at)tal.is> |
| Subject: | Re: Pull start trolly. |
Hi Jerry and Kolb list members.
Sorry for the confusing word I used for the pull start block.
I am just a foreigner, and sometimes I mix other languages to express my
thoughts.
I am learning every day from the list, and do appreciate being a member.
Thank you all for a great support.
I did find a supplier in UK, who will send me their catalog on all kinds of
Blocks.
If anyone is interested in their site, here it is:
http://www.rwo-marine.com/
Best regards,
Johann G.
Iceland.
----- Original Message -----
From: "jerryb" <ulflyer(at)airmail.net>
Subject: Re: Kolb-List: Pull start trolly.
>
> Don't know about the rest of you but I was puzzled at what a Pull Start
> Trolly was. I envisioned some form of cart used for making hang glider or
> gear less UL launches. Learned something.
> jerryb
>
>
> >
> >Hi JoHann,
> >I bought my pulley fairlead from a sailboat supply outfit. They have a
good
> >selection of high quality ones.
> >Good Luck, John Bruzan Chicago FSII BRS EIS 503scdi 106 HR
> >
> >
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Re: Bent gear leg |
If anyone is interested I have made up a jig for line-drilling the new legs so
that the drill bit will come out dead center on the old hole on the other side
of the ankle tube. I don't use it much anymore yuk, yuk. Drawings available for
a SASE.
Duane the plane in Tallahassee Fl, FireFly SN 007, she loves the sky.
----- Original Message -----
From: Rogerde5(at)aol.com
Subject: Re: Kolb-List: Bent gear leg
Betty,
About your bent gear leg some where I read in one of Homer Kolbs old
manuals you can straighten them one time. After that if you bend it again
throw it away. Don't feel bad I bent one a month ago myself on a Mark 2.
Roger Stiehl
Mark 2 flyer
=
=
=
=
=
=
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Bent gear leg |
In a message dated 10/1/01 5:03:03 PM Eastern Daylight Time,
Bettie.Seitzer(at)AndersenCorp.com writes:
> I just don't know how many times that metal can be flexed
> like that before it won't take it anymore.
>
Bettie:
The older, lighter gear legs that were used in the Mark 2s and the
earlier firestars would take a set over time; that is, they would just
develop a bit of a curve after a while, even without hard landings. Dennis
Souder said when your gearl leg took a set that you could turn it over once,
but that once it took a set in the opposite direction that was it. I think
that is sound advice. I too have read accounts by guys who have straightened
them with presses and so forth and claim to have no problem. Like I said,
false economy. I knew a guy who ran his 182 off the runway and collapsed his
nose gear and bent his prop because he was too cheap to replace a rotting
tire that went flat on landing. The cost of a gear leg looks insignificant
compared to what it takes to replace a wingtip.
Mark R. Sellers
Kolb Twinstar Mark III
N496BM
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderskir(at)earthlink.net> |
| Subject: | Re: Bent gear leg |
Duane,
How about an address so we can mail you our SASE?
Thanks!
----- Original Message -----
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Re: Kolb-List: Bent gear leg
>
> If anyone is interested I have made up a jig for line-drilling the new le> gs
so that the drill bit will come out dead center on the old hole on the> other
side of the ankle tube. I don't use it much anymore yuk, yuk. Draw> ings available
for a SASE.
>
> Duane the plane in Tallahassee Fl, FireFly SN 007, she loves the sky.
>
> ----- Original Message -----
> From: Rogerde5(at)aol.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Bent gear leg
>
>
> Betty,
> About your bent gear leg some where I read in one of Homer Kolbs old
> manuals you can straighten them one time. After that if you bend it again
> throw it away. Don't feel bad I bent one a month ago myself on a Mark 2.
> Roger Stiehl
> Mark 2 flyer
>
>
________________________________________________________________________________
| From: | charles webster <caw(at)nctc.com> |
thanks for the info i am doing just about that right now will take a little
adjustment . i am presently using a grass strip at my home it is 650 feet
everybody says boy you sure do land short
thanks again
tony webster
Richard Pike wrote:
>
> Because it's a lighter airplane, and has an engine with a reduction drive,
> (Which turns the prop into a BIG drag brake when you pull the throttle to
> idle) a Kolb MKIII slows down a lot faster in the flare than a 7-FC. You
> will need to practice maintaining airspeed right down to about 18-24" AGL
> before you start to let the airspeed bleed off. If you pull the throttle to
> idle when you are still 10-15' AGL, you better have the nose pointed at a
> down angle, or you will run out of airspeed with several feet still to go
> and wrap your gear into a knot. And that is with no flaps. Once you add
> full flaps on the MKIII, your approach angle will become alarming, and you
> will have an overwhelming tendency to want to start flaring about 15' too
> high, lest you make a big, smoking hole in the ground. Fear not, the
> horrendous approach angle is SOP. Practice a lot of landings with no flaps,
> then go to 15 degrees, and then add more, and don't be afraid to give it a
> shot of throttle on short final to keep your airspeed up. When you go to
> full flaps, don't worry about the approach angle, think "AIRSPEED,
> AIRSPEED, AIRSPEED". What airspeed do you normally start your flare at?
> That is the airspeed you want through flare, the approach angle is
> irrelevant. Your visual picture will be very different in the MKIII than
> what you are used to, but it's cool, just work your way up to it, and you
> will grow to appreciate your new airplane's ability to get into little
> short fields the Champ would freak out at.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> >
> >i am planing on building a mark 111 extra next year can you elorabate on the
> >landing technique a little more am presently flying a champion 7-FC
>
>
________________________________________________________________________________
| Subject: | Re: Stall (mush) Landings |
In a message dated 9/30/01 11:24:30 AM Eastern Daylight Time,
mitchmnd(at)msn.com writes:
> . The conclusion was that I need to approach at 40+ mph (upwind) and stop> considering
that nose dipping as the stall landing speed. This also appl> ies to
any time you think you may be approaching a stall because you may
> be falling well before the wing stops lifting. Most of us who are still h> ere
to read this post make our approach turns with plenty of speed. I wen> t back
to the field I did much better by keeping my speed above 40 mph.
> KEEP YOUR AIRSPEED. True stall landings are way too risky.
>
> Duane the plane Mitchell, FireFly SN 007, 447, Ivo, big wheels
>
You are absolutely right Duane, the Firestar also mushes before the nose dips
in what is normally called as stall and the reasoning of the high drag is, I
think caused by the high angle of incidence between the wing and the
horizontal stab. Otherwise I'll betcha that plane would wait for the stall
before it came down. Just my opinion...has anyone greatly moved the leading
edge of their horizontal stab way up to almost level with the bottom of the
wing line? Is it necessary to change the CG when you do this and change the
Center of Lift by adjusting the ailerons? Flame away!!
GeoR38
________________________________________________________________________________
| Subject: | Re: Bent gear leg |
| From: | ul15rhb(at)juno.com |
Bettie,
My first landing on the Original Firestar legs were badly bent and I had
them straightened by pounding out with a sledge hammer. I flew another 3
years on those legs before replacing them with heavy duty ones. I have
rotated my new ones at least 4 times in the last 11 years. I think it
depends on how badly bent they are and how smooth you can make your
landings.
Ralph Burlingame
Original Firestar
14 years flying it
writes:
>
>
> Well, that is exactly what I was wondering. I know that the leg
> was
> slightly bent at least one time before this. While no one ever
> plans
> a hard landing - it can happen anytime - even when (as I thought
> this
> time) it is set up perfectly on a nice grass strip. Of course then
> we
> hear stories of people bending them back multiple times and not
> having
> any problem. Anybody else have any experience? The thing that
> still
> amazes me is that the leg absorbed all of the shock and left me
> quite
> comfortable in my favorite chair. :-)
> After "straightening" it, we did rotate it 180 since there is still
> a
> slight bend. I just don't know how many times that metal can be
> flexed
> like that before it won't take it anymore.
>
> -----Original Message-----
> From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Bent gear leg
>
>
>
> In a message dated 10/1/01 2:20:53 PM Eastern Daylight Time,
> hawk36(at)mindspring.com writes:
>
>
> > She is still a little pigeon toed, but quite acceptable.
> Bettie
>
>
> Bettie:
>
> My advice? Swap the gear leg out. Get a new one. The metal
> has
> been
> fatigued-- and your next hard landing could be much more
> interesting.
> The
> guy I sold my mark 2 to used it for training. Lots of hard
> landings,
> and I
> know that I had rotated both legs 180 degrees ONCE as permitted by
> Kolb
> prior
> to selling it to him Anyway, one day he did a very nice normal
> landing
> with
> a student on board at a sod farm out here and the right gear leg
> snapped
> at
> the outboard end where the aluminum leg enters the steel socket.
> They
> skidded for a bit, dug in the right wingtip, flipped forward and
> crushed
> the
> nose cone and almost went all the way over on their back. When the
> tail
> came
> back down it hit so hard it kinked the fuse tube. False economy
> trying
> to
> keep that old leg in service.
>
> Mark R. Sellers
> Kolb Twinstar Mark III
> N496BM
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Bent gear leg |
> I have straightened mine at lest 5 times and the previous owner > at lest once
> I am getting better at my landings now.
> Randy flying the soobydoo In NC
Randy and Gang:
What kind of gear legs to you have?
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Hi Gang:
I haven't flown with alum gear legs since the first couple
months I flew my Firestar in 1987. They were a pain in the
butt. I bent the original (skinny) legs taxing on my grass
strip for my first takeoff (first flight). Tried the Twin
Star legs and they worked a little better, but still very
easy for me to bend.
In 1988, started experimenting with heat treated 4130
tubular gear legs. Have stuck with them and they are on my
MK III, which is very heavy, especially when it is loaded
for long XCs (between 1100 and 1200 lbs). I use the same
size tube for the MK III as I did for the original
Firestar. Ain't that something! I have never broken one,
but bent two 90 degrees when I landed from about 30 feet in
a mush.
Brother Jim and I have updated the way we attach the
axle/gear leg socket. After losing the axle/gear leg socket
last year at Muncho Lake, BC, we made up new legs the way
Jim wanted to make them back in 1991, weld the axle socket
to the end of the gear leg. Then have the whole thing heat
treated.
I am proud to say that these legs performed flawlessly on my
flight to Alaska this year, and survived the Flyin at Kolb
last weekend. Toted some pretty good size boys around the
patch in Miss P'fer with no problem.
I still have the last gear legs I had on my Firestar. Maybe
one of these days I will build a Firestar to fit those
legs. BTW: These legs are 35.5 inches long. Extend into
the gear leg socket until the bump the intersection of the
socket tubes. That length put the original Firestar in a
perfect 3-pt stance for takeoffs and landings. By having
the capability of turning up the bottom of the wing on
landing, it is possible to slow down and reduce ground roll
significantly. Main reason we went to the longer gear legs
was to help me slow down on my then 600' grass strip. With
the short legs the FS landed in a level attitude. Rolled
out in a level attitude and used up every inch of the strip
because I did not have brakes the first 500 hours I flew it.
Take care,
john h
PS: I believe there are several posts on how to build these
gear legs in the archives.
________________________________________________________________________________
In a message dated 9/30/01 4:41:51 PM Eastern Daylight Time,
hawk36(at)mindspring.com writes:
> Be good. Don't get your feelings hurt. Love one another.
> :-) Keep on building and flying.
>
> john h
>
lyur good john....
GeoR38
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Gang:
We had a Kolb Flying at Chesnut Knolls Air Foundation last
Fri and Sat. A bunch of us showed up, two MK IIIs and
Possum's Viking (a different version of the Firestar, his).
Several other's on the Kolb List showed up in the ground
vehicles. We had a camp fire Fri night. Dana Labhart
(Norm's wife), brought a great big ole pan of peanut butter
balls to munch around the fire. She left me in charge of
them. :-) I put them in my airplane for the night. Next
morning I delivered them air express from mid-field where we
were camping to the Kolb Office at no charge. Dana had pan
cakes and eggs, with plenty hot coffee waiting for us when
we got up about 0700 and mozzied on down to the kitchen in
the office bldg. Again at lunch Dana had fixings for
sandwiches and a scrumpscous apple pie and pecan pie. My
hat is off to Dana, who took the initiative to show her
hospitality to the Kolb folks that came to the flyin.
I departed my grass strip in Titus, AL, about 1030 Fri
morning. Made my first stop for breakfast about noon, my
time, at Rome, GA. They still have an operations cafe on
the airport. Started out pushing anywhere from a 10 to 25
mph headwind. That was the scenario all the way to London,
KY. Took me 5 hours to fly there. A few minutes after
departure from Rome I realized I had not taken my pills.
Nearest airport in my line of flight was Dalton, GA. Landed
on the approach end. Taxied onto the grass. Took my pills,
watered the grass, and took off the same way I landed
without having to back taxi. Next stop at Meadow Lakes
Airport, Kingston, TN. Nice facility, down home type with
one paved and one grass strip oriented north and south.
Owned and operated by a retired Marine. Semper Fi! That
was the last words out of his mouth as this old Army type
climbed back into Miss P'fer for the final leg to Kolb,
straight across the mountains. Was like riding a bronco
until I got to 7,000 feet and out of the mountain
turbulence. Arrived Kolb aprx 1810, about 5 min after all
the gang had gone to town to eat steak. I had a beef weiner
MRE chased with hauck's holler well water that I brought
from home. No telephone available to call Nell at home to
let her know I had arrive safely. Decided to fly over to
London AP to use the phone. Got dark before I got there.
Forgot my phone card. Nell's line was busy. Got back in
Miss P'fer and flew back to Kolb. The airstrip was a black
hole from up above. I could see the gang had returned from
the Steak House with their fat tummies. With the aid of my
KC Off Road Halogen landing light, I was able to make a
perfect landing in pitch black dark, flaring just at the
right time, fully stalling a couple inches off the sod,
without bending my gear legs. :-)
Spent Sat morning flying all my buddies that attended the
flyin. After first flying Danny Mullins, Kolb General
Manager, who had never flown in Miss P'fer. He was
complimentary of her and her ability to climb with 15 gal
(90 lbs) of fuel and our two big butts at aprx 1,200 fpm.
Miss P'fer also did a fantastic job of landing in the stiff
breeze that was generally blowing right down the strip.
With all that weight, she floated like a butter fly.
After the next flight the alternator went belly up, no
charge on volt meter. Gene Ledbetter assisted me in running
down the culprit, a faulty alternator switch on the instr
panel. I soldered a jumper wire across the switch which
corrected the problem. The failed switch was less than
fully serviceable when I installed it in my new MK III. The
bad switch was pulling excess current from the alternator
and I didn't know it. With the jumper wire in place, the
voltmeter read higher, did not deflect near as much when
normal loads were placed on the system. Got to get a new
switch to replace the old one.
About the middle of the afternoon I realized that if I stood
around enjoying the beautiful weather much longer, I would
be the only one left to enjoy it. After Richard Pike flew
in, visited a spell, then departed for home, everybody else
got the same idea. Well, I got it too because the wind was
blowing hard and was going to be right on my tail all the
way back to Alabama. After pushing that same wind for 5
hours to cover the 334 sm north, I did not want to do the
same thing possibly Sunday morning. I struck my tent,
loaded Miss P'fer, and departed for home. Two hours later I
landed at Rome, GA, took on 5 gal of fuel (I only had 15 on
board when I departed Kolb), went to the bathroom, and
headed for home. An hour later and I was touching down in
the pasteur Miss P'fer calls home. What a blast. 334 miles
in 32 hours while cruising between 80 and 90 mph. My ground
speed stayed well about 100 mph the entire flight. Warp
speed. :-)
Looking forward to a bigger and better flyin, the 4th annual
Kolb Flyin, next year.
Ya'll come,
john h
PS: Danny Mullins, Bruce Chesnut, Ray Brown, Travis, Linda,
and Dana Labhart were all there Saturday to show us around.
Steven Green from Etowah, TN, also flew up in his MK III.
________________________________________________________________________________
| Subject: | Re: Bent gear leg |
In a message dated 10/1/01 5:03:03 PM Eastern Daylight Time,
Bettie.Seitzer(at)AndersenCorp.com writes:
> . While no one ever plans
> a hard landing - it can happen anytime - even when (as I thought this
> time) it is set up perfectly on a nice grass strip. Of course then we
> hear stories of people bending them back multiple times and not having
> any problem. Anybody else have any experience? The thing that still
> amazes me is that the leg absorbed all of the shock and left me quite
> comfortable in my favorite chair. :-)
> After "straightening" it, we did rotate it 180 since there is still a
> slight bend. I just don't know how many times that metal can be flexed
> like that before it won't take it anymore.
I have rebent about 6 legs so far and still have not had a break in any of
the rebent ones. I know what Sellers is talking about and I believe in what
he says that saving a few bucks can lead to some severe cost and maybe worse.
However, my rebends have never been rebent all the way back ..only most of
the way and then I reinstall backwards to make it pigeontoed. Of course when
the weight of the plane is on the pigeoned leg, it appears pretty straight.
Knock on wood.
GeoR38
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Stall (mush) Landings |
>
>....snip Later after playing it over in my mind, I realized the
>SlingShot would
>begin to fall alot faster when the anlge of attack was increased just a
>little. The secret is to keep the airspeed up to lengthen your glide, or if
>you try to glide just above stall, your sink rate increases dramatically. I
>did not find this to be the case with my UltraStar or MkII. My conclusion
>is because of our relatively short wingspan, the wing is working extra hard
>& the induced drag really goes up with the increase in the angle of attack.
>This would also effect our landing performance as well. This is just my
>thinking & the model seems to fit. Its food for thought. ...Richard
>Swiderski
I too have a FireFly and have noticed that it will rapidly develop a high
sink quite if you get it slow. I found it best to keep the speed up to
around 60 on approach, 55 over the over the runway. It will bleed speed
off quite fast and due to the short wings can quickly develop a fast sink
rate if speed is allowed to decay to much to. We try to fly approach at
60, over the runway at 55 and don't let it get below 50 until your nearly
ready to touch down. The trick is judgement and timing .
If you allow your speed to get to low to soon, you may yourself unable to
over come the decent rate even if you add power as it takes a moment for
the Rotax to spin up and grab hold. Prang... there goes a gear leg, "bend"
there, done that. Control your speed and decent rate until you get near
the runway at which point start bringing the nose up rounding out (flare)
to establish a slow decent rate. At this point the speed will begin to
decay very quickly. Allow it to sink close to touching down while holding
it off by coming back slowly with the stick while maintaining the
aircraft's landing attitude. (Idea is get just above the runway and travel
parallel to it as speed decays until it touches down at the lowest
speed.) If you've timed everything right you should have the stick all the
way back at the time a full stall occurs and it touches down. At that
point you should be below flying speed. In windy conditions I carry a
little more speed until I start the flare and in cross winds I avoid using
full flaps.
I was having a bit of a problem transitioning over to our FireFly for some
reason. My partner suggested that we go to another field where there was
little traffic and 3000 foot sod strip. I started by slow taxing, working
my speed up to tail up with "min. power". (Get it rolling then back off
the power or you will fly.) After a few runs and getting comfortable with
that I took off. First shot a few landings to a complete stop then started
doing touch and goes. By the time I had done 10 landings I was feeling
very comfortable in it. Took a short break and went back and shot 10
more. By the time I got done I was to the point of getting cocky and was
able to spot land it. I would recommend this approach to anyone that wants
to quickly build their competence level in the airplane.
jerryb
>----- Original Message -----
>From: "H MITCHELL" <mitchmnd(at)msn.com>
>To: "kolblist"
>Subject: Kolb-List: Stall (mush) Landings
>
>
> >
> > The last time I was out flying I wanted to make sure that I could still d>
> o those neat stall landings I was doing last Spring. After several attemp> >
ts it was determined that more practice was required.
> >
> > The objective of this maneuver is to be able to land in one of those less>
> than ideal alternative patches you are forced to use after your engine f> >
ails. The trick is to clear any approach obstacles and touch down with mi> >
nimum forward speed so you can stand on your brakes and stop before you g> > o
through the obstacle at the far end of the field. This assumes that you> > started
with enough altitude to get to the patch, you maintain enough sp> > eed
to make the necessary turns and are approaching upwind.
> >
> > The problem is that my high drag low mass FireFly loses speed very fast w>
> hen I level her out for touch down. She seemed to be letting me down way
> > before I was at my 33 mph stall speed.
> >
> > I decided to see if my stall speed had changed (full load of gas, hot day>
> rottle until her nose dipped and we recovered nicely. On my second try I
> > watched my rate of climb indicator and found that I was loosing altitude
> > even before the stall. She was mushing and falling at about forty and by
> > the time I slowed to the nose dipping she was already falling pretty fast>
> . The conclusion was that I need to approach at 40+ mph (upwind) and stop> >
considering that nose dipping as the stall landing speed. This also appl> >
ies to any time you think you may be approaching a stall because you may
> > be falling well before the wing stops lifting. Most of us who are still h>
> ere to read this post make our approach turns with plenty of speed. I wen> >
t back to the field I did much better by keeping my speed above 40 mph.
> > KEEP YOUR AIRSPEED. True stall landings are way too risky.
> >
> > Duane the plane Mitchell, FireFly SN 007, 447, Ivo, big wheels
> >
> >
>
>
________________________________________________________________________________
| From: | "Kottke, Dwight" <dkottke(at)scherping.carlisle.com> |
Ralph what are "heavy duty" Firestar legs?
-----Original Message-----
From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
Subject: Re: Kolb-List: Bent gear leg
Bettie,
My first landing on the Original Firestar legs were badly bent and I had
them straightened by pounding out with a sledge hammer. I flew another 3
years on those legs before replacing them with heavy duty ones. I have
rotated my new ones at least 4 times in the last 11 years. I think it
depends on how badly bent they are and how smooth you can make your
landings.
Ralph Burlingame
Original Firestar
14 years flying it
writes:
>
>
> Well, that is exactly what I was wondering. I know that the leg
> was
> slightly bent at least one time before this. While no one ever
> plans
> a hard landing - it can happen anytime - even when (as I thought
> this
> time) it is set up perfectly on a nice grass strip. Of course then
> we
> hear stories of people bending them back multiple times and not
> having
> any problem. Anybody else have any experience? The thing that
> still
> amazes me is that the leg absorbed all of the shock and left me
> quite
> comfortable in my favorite chair. :-)
> After "straightening" it, we did rotate it 180 since there is still
> a
> slight bend. I just don't know how many times that metal can be
> flexed
> like that before it won't take it anymore.
>
> -----Original Message-----
> From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Bent gear leg
>
>
>
> In a message dated 10/1/01 2:20:53 PM Eastern Daylight Time,
> hawk36(at)mindspring.com writes:
>
>
> > She is still a little pigeon toed, but quite acceptable.
> Bettie
>
>
> Bettie:
>
> My advice? Swap the gear leg out. Get a new one. The metal
> has
> been
> fatigued-- and your next hard landing could be much more
> interesting.
> The
> guy I sold my mark 2 to used it for training. Lots of hard
> landings,
> and I
> know that I had rotated both legs 180 degrees ONCE as permitted by
> Kolb
> prior
> to selling it to him Anyway, one day he did a very nice normal
> landing
> with
> a student on board at a sod farm out here and the right gear leg
> snapped
> at
> the outboard end where the aluminum leg enters the steel socket.
> They
> skidded for a bit, dug in the right wingtip, flipped forward and
> crushed
> the
> nose cone and almost went all the way over on their back. When the
> tail
> came
> back down it hit so hard it kinked the fuse tube. False economy
> trying
> to
> keep that old leg in service.
>
> Mark R. Sellers
> Kolb Twinstar Mark III
> N496BM
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "JOHN M. COOLEY" <johnc(at)datasync.com> |
| Subject: | Re: chokes, primers, & engine starting |
Hi Gang,
I have read so much about pull starting the Rotax 2 strokes I finally
feel compelled to share my experience. I have a relatively new 503 with pull
start only. I purchased it in late 2000. I have had two other Rotax 503's
with electric start on them and that is nice, but the one with the pull
start is so easy to start I don't desire an electric start on it and I don't
have a plunger primer on it. It has the main fuel line with a primer bulb
and a bypass line around the bulb. If the engine is cold, I pinch the bypass
line with my fingers (black automotive fuel line) and pump the bulb up
tight. I then pull the lever on the choke or enrichener and it will start
98% of the time on the third pull. I don't understand why the same basic
engine can have so many different starting mannerism's. I'm not going to
start pondering why and why not or all the different scenarios, but I did
want to share my experience with ya'll.
Thanks,
John Cooley
Firestar II #1162 503 DCDI, BRS, Powerfin, EIS, 67 hrs
>
> I'd like to shed a little experience on this engine starting thread. My
plane used to have a single carb on the 503. It would start using only the
choke in 2-4 pulls. My instructor had the exact same setup in his plane -
single carb 503, started about the same.
>
> I decided I wanted the more HP available from 2 carbs and made the
conversion. After installing 2 carbs, I found it very difficult, if not
impossible to get it going. I got so sick of pulling it that my starting
routine included removing the air cleaner, shooting it with starting fluid,
and then killing it, replacing the air cleaners, etc. Lots of time, sweat, a
recoil starter failure, starting fluid, broken choke actuators, were
expended trying to start that blasted thing.
> So, on a single carb version 447, 503 the choke works. Dual carb setups
with e-start also work on chokes. If however, you are manually starting a
dual carb rotax, plunge priming will very much simplify your life. I had the
old style bings without the primer nozzle provision. The retro nozzle
installation kit that is used to squirt fuel into the intake at the engine
side of the carb only takes a half hour to install, once you have a decent
location and method to locate the plunger mount.
________________________________________________________________________________
| From: | "JOHN M. COOLEY" <johnc(at)datasync.com> |
| Subject: | Re: Our Country-Octoberlite fly-in |
Hi John Hauck and Gang,
John, does this mean your gonna miss the Octoberlite fly-in here in
Lucedale this year? I was looking forward to seeing you and hearing some
stories first hand. Hope you get back in time to make it. Also have saw a
few other folks reference this fly-in. Ya'll please come if you can. We have
had up to 7 seven Kolb's in the past few years. Some of the events Saturday
will be the usual ultralight stuff and also our club has arranged for some
local skydivers to make a jump as part of the show. Johnny Smith, who
usually does aerobatics in various kinds of aircraft that is rated for that
purpose will not be there I'm sad to say. He is in Med school and will be
performing somewhere else that pays him. We normally have some other pilots
in full size stuff that put on a show also. We always have a lot of good
fellowship and a feed Saturday night. Also some of the local Boy scout clubs
are supposed to have a Jamboree at the fly-in. Please come it you can. We'll
have a good time.
Later,
John Cooley
Firestar II #1162
> I am going to be out of town for two or three weeks, away
> from my computer. Reckon I am going to lose my status as
> prime poster of the Kolb List. :-)
________________________________________________________________________________
| From: | "Seitzer, Bettie (TEK Systems)" <Bettie.Seitzer(at)AndersenCorp.com> |
I usually make pretty smooth landings although the hills and contours of
Northern Lights lend themselves to a little bouncing. I talked it over
with Dale and we do in fact have the "heavy duty" firestay gear legs.
Apparently the original legs on that plane were lighter weight, smaller
diameter and really prone to bending. Straightening them with the
hydraulic log splitter gave us a degree of control that I doubt we would
gotten with a sledge hammer (I have notoriously bad aim with hammers).
We also discussed the much dreamed about purchase of a Mark III and Dale
mentioned getting the Heavy duty legs. The vote was unanimous, so we
will do that. Thinking that the legs on the firestar are good for now.
-----Original Message-----
From: Kottke, Dwight [mailto:dkottke(at)scherping.carlisle.com]
Subject: RE: Kolb-List: Bent gear leg
Ralph what are "heavy duty" Firestar legs?
-----Original Message-----
From: ul15rhb(at)juno.com [mailto:ul15rhb(at)juno.com]
Subject: Re: Kolb-List: Bent gear leg
Bettie,
My first landing on the Original Firestar legs were badly bent and I had
them straightened by pounding out with a sledge hammer. I flew another 3
years on those legs before replacing them with heavy duty ones. I have
rotated my new ones at least 4 times in the last 11 years. I think it
depends on how badly bent they are and how smooth you can make your
landings.
Ralph Burlingame
Original Firestar
14 years flying it
writes:
>
>
> Well, that is exactly what I was wondering. I know that the leg
> was
> slightly bent at least one time before this. While no one ever
> plans
> a hard landing - it can happen anytime - even when (as I thought
> this
> time) it is set up perfectly on a nice grass strip. Of course then
> we
> hear stories of people bending them back multiple times and not
> having
> any problem. Anybody else have any experience? The thing that
> still
> amazes me is that the leg absorbed all of the shock and left me
> quite
> comfortable in my favorite chair. :-)
> After "straightening" it, we did rotate it 180 since there is still
> a
> slight bend. I just don't know how many times that metal can be
> flexed
> like that before it won't take it anymore.
>
> -----Original Message-----
> From: Cavuontop(at)aol.com [mailto:Cavuontop(at)aol.com]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Bent gear leg
>
>
>
> In a message dated 10/1/01 2:20:53 PM Eastern Daylight Time,
> hawk36(at)mindspring.com writes:
>
>
> > She is still a little pigeon toed, but quite acceptable.
> Bettie
>
>
> Bettie:
>
> My advice? Swap the gear leg out. Get a new one. The metal
> has
> been
> fatigued-- and your next hard landing could be much more
> interesting.
> The
> guy I sold my mark 2 to used it for training. Lots of hard
> landings,
> and I
> know that I had rotated both legs 180 degrees ONCE as permitted by
> Kolb
> prior
> to selling it to him Anyway, one day he did a very nice normal
> landing
> with
> a student on board at a sod farm out here and the right gear leg
> snapped
> at
> the outboard end where the aluminum leg enters the steel socket.
> They
> skidded for a bit, dug in the right wingtip, flipped forward and
> crushed
> the
> nose cone and almost went all the way over on their back. When the
> tail
> came
> back down it hit so hard it kinked the fuse tube. False economy
> trying
> to
> keep that old leg in service.
>
> Mark R. Sellers
> Kolb Twinstar Mark III
> N496BM
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Don't wanna overwhelm you with posts, John, but I re-read this, and here's a
little more food for thought, since you sound like a travelling man, and are
retired.................. From Albuquerque, it's not too much of a
jump up to Cortez, CO; a few miles east of there is Mesa Verde, with some
of the old cliff dweller indian ruins. Beautiful, and fascinating. Up to
Moab, UT isn't much more of a jump, and it's a spectacular place, with
Canyonlands, and Arches Nat. Parks right there, and this is a perfect time
of year. Take lot's of drinking water...........I got myself dehydrated and
got pretty sick. It's 7000' up, and I did a LOT of walking. Coming on
down, Page, AZ, and Glen Cyn dam; beginning of the Grand Canyon, and Lake
Powell..........all this gives a great feeling for the size and scope of our
country. I've made this trip, and it's a dandy. Don't know your likes,
dislikes, or schedule, but here 'tis anyway................ Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
Subject: Kolb-List: Our Country
>
> Gang:
>
> We live in a beautiful country. Here is a small part of
> it. This is in Tom Kuffel's local flying area around
> Whitefish, MT. This pic was taken a few minutes after
> takeoff from Glacier National Park Airport, Whitefish, MT.
> Getting ready to go through the gap and up the southern pass
> and east to the Great Plains. What a sight, especially from
> a little airplane that was built in a basement by an
> amateur. Pic taken about the 22d of July 2001, give or take
> a day or two:
>
>
http://hawk36.home.mindspring.com/Barrow%20Flight%202001/BRW%2017/Img19.JPG
>
> I am going to be out of town for two or three weeks, away
> from my computer. Reckon I am going to lose my status as
> prime poster of the Kolb List. :-) Oh well, there is
> always tomorrow when I get back home. Will be pulling the
> 5th wheel direct to Albuquerque, NM via Memphis, TN, and
> I40W. After Albuquerque gonna try and hit it rich in
> Vegas. Hope to enjoy a lot of the natural beauty of the
> West, which I have only observed from my MK III. Will head
> back east through El Paso, TX, San Antonio, TX, and
> Alabama. I will try and remember to take a copy of my Kolb
> List roster so I can contact some of you all when I am
> passing through.
>
> Be good. Don't get your feelings hurt. Love one another.
> :-) Keep on building and flying.
>
> john h
>
>
________________________________________________________________________________
| From: | JIMMY HANKINSON <jhankin(at)planters.net> |
| Subject: | Replacement gear |
I am ready to replace the landing gear legs on my FireFly. Have
straightened them about 4 times using a hydralic press.
I have a new set of legs that the previous owner bought when he
purchased the FireFly new.
The Firefly was built in 1999.
My landings are much better now, most of the time smooth.
There have been several post on different kinds of gear. There have
been mention of steel gear, heavy duty gears, 4130 gears and others.
Will other gears from other heavier Kolbs fit the FireFly? The
measurements of my gear is 1" at the top and tapers to 3/4" at the axle.
I can't figure out why, but when I bend a gear it is most likely to be
the right!!!
Jimmy Hankinson
Firefly #35, 447 Rotax ,185 Hrs.
Rocky Ford, Georgia 30455
Southeast, Georgia
JYL -- Airport
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Replacement gear |
> I can't figure out why, but when I bend a gear it is most likely to be
> the right!!!
>
> Jimmy Hankinson
September 24, 2001 - October 02, 2001
Kolb-Archive.digest.vol-dd