Kolb-Archive.digest.vol-di

December 06, 2001 - December 29, 2001



      11,600
      > ft on a whim one day in my old Cuyuna powered UltraStar that was jetted
      for
      > 1050 EGT full throttle on a hot & humid FL 95 degree day.  If I recall
      > correctly the EGT's were in the 600 - 700 degre range.  I might have made
      it
      > to 12K as I was still climbing with the engine sputtering, but it was slow
      > going & I was really cold.  That was when my UltraStar still looked like a
      n
      > UltraStar & I was completely out in the breeze.  My shivering turned into
      > shaking & the tought of getting warm again overwhelmed my curiosity for
      the
      > ultimate limit of my machine.  But I did beat you guys out with a 35
      minute
      > dead stick. (Not that I'm competitve or enjoy bragging!)     When I get my
      > turbo charged Suzuki mounted I will definitely plan to touch the stars.
      Is
      > there anyway this can be done legally on a one time basis? (We are legally
      > condmened to fly below 10,000 ft as I understand it.)    ...Richard
      > Swiderski
      
      in 1983 got to 10,000 AGL indicated in a Rotec Rally 2B.... and that didn't
      even qualify as airworthy aircraft.
      
      topher
      
      
      
________________________________________________________________________________
Date: Dec 06, 2001
From: b young <byoung(at)brigham.net>
Subject: Re: Kolb-List Digest: 20 Msgs - 12/02/01
Ron, I connected my electric pump parallel like you are talking about because I thought the diaphragm was the most likely part of the pulse pump to fail and if it does with an electric pump in series it will flood the crankcase of one cylinder. With the electric pump parallel the outlet checkvalve in the pulse pump is what holds when the electric pump is operating. The two outlets from my pulse pump come from a common chamber inside the pump so it is virtually a tee. With that Said it is only necessary to tee your electric pump discharge into one line between your pulse pump and a carburetor. I pick up my fuel pressure reading at the discharge of the electric pump and it reads pressure for both pumps. The pulse pump is about 3.8 PSI. and the electric is about 4.5 PSI. Hope this helps Steven Green Mark III 582 150 hrs. if you have a diafram failure and one side starts to flood turning on the electric pump wont help unless you have a way of turning off the pulse line or the inlet to the pump ...... and then hope the check valves dont leak..... i hooked my 912 up in series..... kiss keep it simple .... boyd ________________________________________________________________________________
Date: Dec 06, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: glider time
> >> You guys blow my personal record out of the water. I know my 12,000 feet MSL is not anywhere near a record, I regret to say, but John Jung's 17,000 feet might be . . at least for a Kolb. BTW it was cold up there (even though it was warm on the ground) that particular day. Cold enough, in fact, that I could see my breath - the temps. had dropped that much, as you may imagine, and I'm pretty well enclosed. I spent the next 10 - 15 seconds looking for the "fire-inside-the-cockpit" (my worse nightmare - a chute won't help you here folks) before I realized it was just my breath. ________________________________________________________________________________
Date: Dec 06, 2001
From: Possum <possums(at)mindspring.com>
Subject: You must be from Texas
> >UM..... sometimes you can't get down at all without driving the plane down >on a hot El Paso summer afternoon. I know a FireStar is not supposed to >soar, but mine hasn't been told. >Dave Rains Then there's the one about a Texan and a Californian relieving themselves over the side of a bridge over the Colorado River in Austin. The Californian exclaimed, 'Hey!! That water's cold!!' The Texan countered with, 'Yeah!!! And it's DEEP too!! ________________________________________________________________________________
Date: Dec 06, 2001
From: Jon <jon(at)twistedbits.net>
Subject: glider time
My personal record in my 447 FireFly is 13,300. It was a hot July day, so I got quite a few strange looks as I strapped into my FireFly wearing a ski jacket and winter gloves. :-) I just wanted to see how high I could go. It was a beautiful day, I got some nice pics of clouds and the way the sky changes color which you can see at that height. (Took a pic of the altimeter too. Sure, it could easily be faked, but I know its not.) :-) It was very, very, very cold! I was still climbing at that altitude; I don't remember the exact rate; I don't have a VSI so I was calculating it with a stopwatch, I seem to recall it was around 150-200fpm. I didn't think that was too shabby considering some of the planes who can't even seem to get that at sea level. ;-) I headed back down because I started to feel "funny". Once I got past 10,000 I checked myself occasionally by counting backwards and doing math problems and such and was OK there so I was probably all right, but I have read and heard the stories about altitude sickness and how it is very difficult to detect the symptoms. I figured I'd be better safe than sorry so I headed back down. I didn't glide down like a lot of you did though; I was anxious to get down and also to get out of that cold. I cranked in full flaperons and put it into a steep side slip until I warmed up. One interesting thing that happened was just as I was passing through 10,000' (on the way down) I discovered that it became *much* easier to breathe. Its hard to describe, but I guess it must be like what a fish would feel if it were flopping around in a heavy fog and then dropped back into the lake... The denser air was very apparent, and I took quite a few nice, deep breaths! :-) I haven't really had an inclination to try for anything higher; besides the novelty of the height, it was actually a pretty boring flight; the ground doesn't move a whole lot at that altitude. :-) -Jon- .---- Jon Steiger ------ jon(at)dakota-truck.net or jon(at)jonsteiger.com -----. | I'm the: AOPA, DoD, EAA, NMA, NRA, SPA, USUA. Rec & UL Pilot - SEL | | '70 Barracuda, '92 Ram 4x4, '96 Dakota, '96 Intruder 1400, '96 FireFly | `----------------------------------------- http://www.jonsteiger.com ----' ________________________________________________________________________________
From: "Clay Stuart" <cstuart(at)searnet.com>
Subject: photoshare
Date: Dec 06, 2001
I sent a photo to pictures(at)matronics.com. about 24 hours ago and nothing has shown up on the website yet: http://www.matronics.com/photoshare/ If this would work, it would be a real asset to this group, but nothing so far. Clay Stuart ________________________________________________________________________________
Date: Dec 06, 2001
Subject: [ Ralph Burlingame ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: Firestar http://www.matronics.com/photoshare/ul15rhb@juno.com/index.html --------------------------------- EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. --------------------------------- ________________________________________________________________________________
Date: Dec 06, 2001
Subject: [ Clay Stuart ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: Mark IIIXtra http://www.matronics.com/photoshare/tcstuart@adelphia.net/index.html --------------------------------- EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. --------------------------------- ________________________________________________________________________________
Date: Dec 06, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: [ Ralph Burlingame ] : New Email List Photo
Share Available! > > >A new Email List Photo Share is available: > > > Subject: Firestar > > http://www.matronics.com/photoshare/ul15rhb@juno.com/index.html That's pretty cool! ________________________________________________________________________________
Date: Dec 06, 2001
Subject: [ Ken Brooks ] : New Email List Photo Share Available!
RV6-List(at)matronics.com, RV7-List(at)matronics.com, RV8-List(at)matronics.com, RV9-List(at)matronics.com, Homebuilt-List(at)matronics.com, Zenith-List(at)matronics.com, Tailwind-List(at)matronics.com, Kolb-List(at)matronics.com
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: Portable Bench Power Tool Cart http://www.matronics.com/photoshare/kdbrv8r@charter.net.12.06.2001/index.html --------------------------------- EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. --------------------------------- ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Oil Leaks
Date: Dec 06, 2001
Long Winded Lar. Long as I'm being talkative tonight, here's an update on all those oil leaks I whined about a couple of weeks ago. Due to family problems, work has been slower than I'd have liked, but everything is now done, and Vamoose will be running again tomorrow. 1st oil leak was from my friends using the pushrod tubes for grab handles when they put the engine up for me. Pulled the heads, and re-did them. 2nd was from an oil gallery plug that ol' Brains Bourne forgot to goober or tighten. That one leaked LOTS of oil. It will no longer. 3rd.......extreme oil pressure was caused by a burr in the passage that the oil pressure control piston moves in against its' spring. Kept the piston stuck in one place, and the oil pressure was clear off the scale, and forced oil out of the filter o-ring, and some hoses that weren't perfect. It's now polished out. 4th, the vented cap on the oil tank, that was supposed to vent the engine is a fuel cap, (supplied with an oil tank) and the vent is spring loaded. It's history, too. Don't know what they were thinking about when they told me it was OK, but the valve cover gaskets didn't like the internal pressure, and they POURED oil.......all over the exhaust pipes. Altogether, what a mess. Prop picked up that oil and slung it................... last Sunday, I spent a few hours washing the front of my neighbor's trailer, their windows, their sidewalk, and my own storage shed. My own oil soaked driveway can wait till I'm done with all this. Not to mention oil soaked Vamoose. The CHT & EGT gauges...................when they were assembled, the dork on the assembly line rotated the case backs 90 deg. from what the diagram shows, and Brains Bourne went by location, instead of pin numbers. Duh ! ! ! They are now correct. The UMA oil pressure gauge is repaired. Master relay & start relay were mis-wired by the Lar himself, and the same guy jumped thru hoops with an ohm meter figuring things out. They are different from common practice, and different from each other. I sent a letter to A/C Spruce recommending they send a wiring diagram with future shipments. I'll be glad to help anyone who's ordered those things. Sooooo.............. an interesting, messy, and aggravating couple of weeks, partly caused by myself. I hope all this helps someone else catch this type of DUMB mistakes, before they make their own mess. Dumb Shit Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ________________________________________________________________________________
From: "Rayfield, Bill" <brayfield(at)kcc.com>
Subject: "Personal sensitivity" - or "how to piss off GA pilots"
Date: Dec 07, 2001
Guys, I have just recently taken back up the process of getting my private license (yesterday, in fact!). Yesterday, while pre-flighting a Cessna 150 (hereafter referred to as "the dog"), I noticed a gentleman in a two seat ultralight heading towards the runway. The plane in question is a "Freebird" (everyone from Alabama, that's not a Lynard Skynard reference!). It's a 2 place side by side pusher, AL tube construction. Not very pretty, but it flies. The pilot proceeded to taxi out onto the runway at about the midpoint, took off, and flew at a height of about 40-50 feet for most of the length of the runway (a 5000 footer), land, turn around on the runway, and do the same in the opposite direction. After this cycle he would pull off onto the taxi-way, shut down, and appeared to be making adjustments. Then he'd fire up and repeat the above again. Now, before I get accused of selling out the ultralight clan and going to the GA crowd, I must say I think ultralights and GA's can exist together very well. Problems can arise though when someone like this guy doesn't seem to give a crap for others in the area. Newnan-Coweta airport has grown increasingly busy lately, as evidenced by all the airport improvements going on there. It has an FBO, lights, hangars, some business, a flight school, etc. It isn't controlled, though, meaning for now, anyone is free to come and go. During all this, I had boarded the dog with my instructor, and begun taxi-ing. I heard a pilot call his notification way out (10 miles he said) and kept it in the back of my mind. Not but a minute later he called his approach. I still did not see him, but apparently he was moving pretty well. I noticed the Freebird was still doing his thing on the runway (no radios). Luckily he pulled off to the taxi way to make some adjustments to his engine, and about that time, a Raytheon business jet roared in at about 120 knots looking all clean and expensive (must be nice). It was close enough that I had been holding my breath. No one there has a problem with ultralights in particular, but when you get one dummy not being respective of others, it gives all the others a bad name. I know I learned a good lesson about how to conduct myself around others in the flying community. I hope everyone remembers to be considerate and conscientious while flying. Friendly reminder By the way, it takes a LOOOOONG time to get to 3600 feet in a Cessna 150 with two big boys and full tank of gas! Nothing like a KOLB! Bill Rayfield 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. ============================================================================== ________________________________________________________________________________
Subject: High flight
From: roger.hankins(at)kodak.com
Date: Dec 07, 2001
07:43:46 AM From: Roger Hankins This last summer I also decided to see how high my firestar would go. Took off with with egts at 1150 and started climbing. Leveled off now and then to do some clearing turns and take a few pics and then kept going up. I found out that my cheap single pointer altimeter won't wind up past 16,800. I continued climbing for at least five minutes after that at between 400-500 fpm. The air was extremely smooth. I began to get worried about venturing into controlled airspace (18,000 and above) and oxygen deprivation so I pulled the throttle back to 3000 and started back down. I can't say exactly how high I was, but I believe it was very close to, if not over 18,000 and still climbing pretty well. In all fairness I can't say for sure that I've been higher than John Jung, but I can say for sure that he is not blowing smoke. I didn't notice any mental effects, except a mild euphoria and excitement. I'm sure that it wasn't all from the thin air. It was a clear southern Oregon day and I won't soon forget the view. Having done a little reading after the fact, it was STUPID to have gone so high without supplemental oxygen. Hypoxia hits everyone differently and I was lucky it didn't bite me in the behind. The egts dropped down to about 950 just before I throttled back. I burned about 1 1/2 to 2 gallons of gas on the way up. I will never try anything like this again without an oxygen system. Have a good one all... Roger in Ashland, OR ________________________________________________________________________________
Date: Dec 07, 2001
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: High flight
Roger and Group, Thanks for sharing your high flight story. I enjoy these. Also, thannks for mentioning something that I forgot. The warning. When I took my flight, I had not expected to get over 12 or 13,000, so I was not prepared to make good decisions about going higher. While I was climbing above 13,000, I tried to remember my altitude chamber trainning from 25 years earlier. After the flight was over, and reviewing oxygen needs, I decided that I took more risk than I thought, and probably shouldn't had done it. I plan to take oxygen along if I ever do it again. But I may never get a chance. My Firestar II 503 doesn't appear to be able to climb as well as my original Firestar. What engine and Firestar model do you have? And to the Group: "Don't try this at home!" At least don't think that it is safe, or legal, because a few people have done it before. Be careful out there! John Jung roger.hankins(at)kodak.com wrote: > >From: Roger Hankins > >This last summer I also decided to see how high my firestar would go. Took >off with with egts at 1150 and started climbing. Leveled off now and then >to do some clearing turns and take a few pics and then kept going up. I >found out that my cheap single pointer altimeter won't wind up past 16,800. >I continued climbing for at least five minutes after that at between >400-500 fpm. > ________________________________________________________________________________
Date: Dec 07, 2001
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: glider time
Larry and Group, Larry makes a really good point below. One of the things that I do remember from my altitude chamber training, 32 years ago, was that it was impossible to evaluate one own condition as it deteriorated. They had us write something on paper, over and over again as the oxygen levels lowered. We were to tell them when we noticed any problem in our ability to write. No one in the group noticed any problem. But when they brought the oxygen levels back up, we were told to read what we had written. Everyones handwritting had become noticeably degraded. They really drove the lesson home by showing each of us that it would happen to us. John Jung Larry Bourne wrote: >.........anoxia is insidious, and the victim can't always >tell (s)he's affected. Seldom can tell, in fact, and it's highly dangerous. >Food for thought.................... Thoughtful Lar. > ________________________________________________________________________________
Date: Dec 07, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Informal Flyin
Morning Gang: There is going to be an informal weekend flyin tomorrow and Sunday near Malone, Florida. Malone is located between Donaldsonville, GA, and Marianna, FL, on the GA/FL line. I am getting my camping gear and stuff ready to load the MK III and fly down in the morning. Come on down and join us. If you can not fly, then drive. Here is the info reference the flyin: The coordinates for Doyle Langford's airstrip. N 31-02-577, W085-10-365. It is a dirt script in the middle of a 15 acre field that runs NW/SE. It is about 1400 feet long with woods on both ends. His house is located on the south end of runway. It is also located about 2 miles north of the Loran C tower located just north of Malone, Fl. Radio freq is 122.85. I understand food will be provided by Doyle. Ya'll come, john h ________________________________________________________________________________
Date: Dec 07, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Extreme Altitude
Morning Gang: For those of you who have the itch to become astronauts in your Kolbs, check out the following section of the AIM: http://www.faa.gov/ATPubs/AIM/Chap8/aim0801.html#8-1-2 For your info, an AIM is located at this url: http://www.faa.gov/ATPubs/AIM/index.htm It is what the title infers, Aeronautical Information Manual. Lots of good info here. Also in the FARs. This is the first time I have been in the AIM in a long time. Good to refresh one's memory. john h ________________________________________________________________________________
Date: Dec 07, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Extreme Altitude
Kolbers and Wannabie Kolbers, Plus Future Kolb Astronauts: Here is a short excerpt from the AIM: For optimum protection, pilots are encouraged to use supplemental oxygen above 10,000 feet during the day, and above 5,000 feet at night. The CFR's require that at the minimum, flight crew be provided with and use supplemental oxygen after 30 minutes of exposure to cabin pressure altitudes between 12,500 and 14,000 feet and immediately on exposure to cabin pressure altitudes above 14,000 feet. Every occupant of the aircraft must be provided with supplemental oxygen at cabin pressure altitudes above 15,000 feet. Makes ya want to go right out there and try for an unofficial record without supplemental oxygen, doesn't it??? :-) Anybody that intentionally violates this reg will probably want to see if they can walk on a cloud, if one is near their flight path. I think I will take a gander at the section on controlled airspace and see which reg we busted there. Be right back. john h PS: The parameters of the above have not changed since I started flying in the Army several years ago. However, what I flew, and where I flew it, had a difficult time reaching 12,000. Flew sky divers once in a UH-1H Huey to 12,500 feet. At that altitude, the control feel became extremely sloppy, power was zip, and when the sky divers started moving around in the cargo area, it was like riding in a dingy in a storm. But that was an old "fling wing." Our Kolbs perform better at altitude. ________________________________________________________________________________
Date: Dec 07, 2001
From: Jon <jon(at)twistedbits.net>
Subject: Re: glider time/ Altittude Excemption
> > Larry, > > Your concerns are all valid. I too would "plan" for supplemental oxegen > when exploring 20K+ heights were I'm sure are attainable with a turbocharged > Kolb. > The question I'm interested in is, how would one get an excemption to > go that high? I know for a fact, UL's are not allowed above 10K. > Some day I will want to find out the upper limit of my plane & I would > like to do it legally. > ...Richard Swiderski Is it only 10K? I thought we could go all the way up to class A at 18,000, depending on the underlying airspace? As far as getting an exemption, I think it can be done, on a one time basis; you may want to contact FAI about that. -Jon- .---- Jon Steiger ------ jon(at)dakota-truck.net or jon(at)jonsteiger.com -----. | I'm the: AOPA, DoD, EAA, NMA, NRA, SPA, USUA. Rec & UL Pilot - SEL | | '70 Barracuda, '92 Ram 4x4, '96 Dakota, '96 Intruder 1400, '96 FireFly | `----------------------------------------- http://www.jonsteiger.com ----' ________________________________________________________________________________
From: Go5for4(at)aol.com
Date: Dec 07, 2001
Subject: Off the air
You all have a happy holiday. Pilar & I are leaving for a cruse and will miss your messages. Be back on line in January 2002. ________________________________________________________________________________
Date: Dec 07, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: Extreme Altitude
> >I think I will take a gander at the section on controlled >airspace and see which reg we busted there. Be right back. > >john h Is there a limit in uncontrolled air space?? Which reg? ________________________________________________________________________________
Date: Dec 07, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: Extreme Altitude
> > >> Is there a limit in uncontrolled air space?? >> Which reg? > Possum > >Possum and Gang: > >I said I would be right back, but I forgot. Look under >Airspace in the AIM. > >As long as you stay out of Class B Airspace you are good to >17,999 feet. Class A starts at 18,000. Got to have an IFR >flight plan to go here. Boy, that's good to know, I had a (Big One) go "under" me, a while back, while I watched!! Couldn't believe he didn't see me, but I bet I wasn't even a bug on his screen. Glad to know I haven't "screwed the pooch" without knowing it in advance. Those FAA guys don't have a sense of humor. Got to go to Fed. court in Rome Georgia, myself - no fun at all - Attorney's fee's - fines - the whole nine yards. Believe me, you don't want to be there. They know you don't want to be there, so you are really behind the "8" ball. But, at 12,000 ft + you don't climb at 400 ft. a minute, your lucky if you can climb at 200 fpm and I think you are going to burn a lot more than "1 1/2 to 2 gallons of gas on the way up", in fact it is going to take what seems like forever to get to 18,000 ft. IMHO. But,I never done it, so what do I know? ________________________________________________________________________________
Subject: High flight.
From: roger.hankins(at)kodak.com
Date: Dec 08, 2001
04:15:39 AM From: Roger Hankins John and listers: I knew I had forgotten something. I have a KXP (1991 model I think) with a 503 DCDI and an IVO 2-Blade 66" set for 6200 rpm on the ground. Interesting that your flight started the same way as mine. I was taking pictures of a friend's favorite hunting area for him. I had to go up to 14,000 to get it all in one shot, and since all was well, decided to go up from there. Maybe its like drinking, judgement is the first thing to go... Stuck in the fog and rain... Roger in Ashland ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Dec 08, 2001
Subject: Re: Kolb-List Digest: 21 Msgs - 12/07/01 seat coushins
Seems that in the past I read on the list, things about special foam for seats that are real confortable for long flights. I couldn't find anything in the search engine under,foam,seats,coushins? I found a web site for CONFORFOAM. They sell soft, med. hard, 1-2-3 in.thick. 3x12x18=$74 or 1x12x18=$24 They suggested that I try the 1" med. Before I buy I wanted to see what others on the list were using and were happy with. Bob Griffin Kolb MK3 Still looking for others to join in flying from NY to Fla. 4/1/02 (no responses so far) ________________________________________________________________________________
Date: Dec 08, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Kolb-List Digest: 21 Msgs - 12/07/01 seat coushins
I found a web site for > CONFORFOAM. They sell soft, med. hard, 1-2-3 in.thick. 3x12x18=$74 or > 1x12x18=$24 > Bob Griffin Bob and Kolbers: Temperfoam saves my butt. :-) I use 1" firm. Before Temperfoam my butt would ache after about 30 minutes. Shortly before I departed on a 231.2 hour flight in 41 days, in 1994, I got a piece of foam to put in the seat bottom. That was 1,400+ flight hours ago. Have not had a cramp/ache in the posteria since installation of the foam. In the winter it takes a while to warm it up enough to conform. It is hard as a rock until it gets warm and starts conforming to the shape of your butt. It works and is worth every penny you pay for it. Don't leave home without it. :-) john h ________________________________________________________________________________
Date: Dec 08, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Kolb-List Digest: 21 Msgs - 12/07/01 seat coushins
Dave Rains wrote: > What you really want is Tempor Foam. Morning Dave and Gang: Just posted one on Tempor Foam. That's what I use. http://www.seatfoam.com/index.htm This stuff does the same job, but I have not personally used it. How goes the weather in your part of the desert? john h ________________________________________________________________________________
From: Gdledbetter(at)aol.com
Date: Dec 08, 2001
Subject: Re: Kolb-List Digest: 21 Msgs - 12/07/01 seat coushins
I bought a Tempor chair cushion at Brookstone that fits my Firefly seat perfectly and really is comfortable. But I will agree that it is really pricey. Gene Ledbetter Cincinnati, OH Firefly - 65 hrs and will decarbon next week ________________________________________________________________________________
Date: Dec 08, 2001
From: John Jung <jrjung(at)sgmmail.com>
Subject: December flying
Group, I went flying yesterday, even though it was only 30 degrees. I am going to be away from my plane this winter (going to Arizona), so I wanted to get one more flight in. We had a large high pressure system here in the Upper Michigan. Clear dry air, with seemingly unlimited visability always makes me want to fly. My Firestar II jumped off the ground in 180 feet and climbed at 1300 fpm. Cold air has at least that advantage. I climbed up to 5,200 ASL and enjoyed the view. It didn't take too long for me to get cold, so I didn't stay up very long. Pulling the throttle back to 4,000 rpm, and putting the nose down made the view even better. It seemed to take longer to get down then it took to climb up there. The landing roll was about as short as the takeoff roll. It sure is nice to have a trouble free plane sitting in the hanger, so that I can ocassionally take a flight like that. The only change that I made, because of the cold, was that I used the chokes and the primer to start the engine. I usually use just the primer. John Jung Firestar II N6163J 503DCDI ________________________________________________________________________________
Date: Dec 08, 2001
Subject: Extreme altitude
From: William George <WGeorge(at)macrev.com>
Hi Gang, Been following the posts on "personal altitude records." I agree with the posts of John H and others who urge caution for several reasons. 1. Physiology. Unless you have had high altitude training you are potting yourself at great risk above 10 to 12000 feet. As previously posted, the onset of hypoxia is insidious and one of the symptoms is euphoria. 2. Airspace. You are nearly stationary at Kolb speeds and an airplane with a TAS of 460 knots will give you an aluminum suppository in a heartbeat. In most parts of the country you will be violating airspace rules that were promulgated in the first place for aircraft separation. The fun of our airplanes in (my opinion) is to fly low and slow and enjoy the experience of being up there. I will admit to reaching 10,000 feet in my Mk-3 solo and still having 500 fpm climb when I got there. That was using the HAC carbs on the 582. Guess why I didn't go higher? Be safe, Bill George Mk-3 Verner1400 Powerfin ________________________________________________________________________________
From: "cjcullen" <cjcullen(at)mediaone.net>
Subject: Re: Kolb-List Digest: 21 Msgs - 12/07/01
Date: Dec 08, 2001
>> <<<<<< Is it only 10K? I thought we could go all the way >> up to class A at >> 18,000, depending on the underlying airspace? > > jon if i remember corectly at 10,000 you need a altitude > encoding transponder . You need an altitude encoding transponder in Class B and Class C airspace. Class E can go up to 18K. If you are in a location where you can takeoff and fly up to 18K in Class E then you do not need a transponder with altitude reporting. By the way, You can do almost anything you want if you get ATC approval ahead of time. I could fly a barely airworthy J-3 with no radio into Boston Class B and land at Logan if I phoned them up and made arrangements and got approval. ( rotsa ruck getting approval for that of course but it is within the realm of possibility). If you want to set altitude records with your Mark III up where the turbos go then you might be able to get ATC assistance even if technically you don't need their approval. ATC assistance can help make it more safe. They might even enjoy helping you. I know somebody who proposed marriage to his girlfriend while buzzing around Boston Class B. He just called up ahead of time, told them what he wanted to do and got a time slot. As he was leaving Class B, ATC calls him and says, "WELL? What did she say?" (she said affirmative) chuck ________________________________________________________________________________
From: "Paul Sasseville" <sassevilleapiaries(at)hotmail.com>
Subject: 503 Max RPM
Date: Dec 08, 2001
I did the break in on the Rotax 503 with duel carb, while the Firestar was tied down the max RPM was 5860. I have a 3 blade IVO , is this max RPM ok ? Paul Sasseville Firestar II 99% done Zolfo Springs, Fl ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 08, 2001
Subject: Re: Kolb-List Digest: 21 Msgs - 12/07/01 seat coushins
In a message dated 12/8/01 10:00:09 AM Eastern Standard Time, Gdledbetter(at)aol.com writes: > Gene Ledbetter > Cincinnati, OH > Firefly - 65 hrs and will decarbon next week > > > Sixty-five hours!!? 265 hours & haven't even thought about it. Maybe at 300. Shack ________________________________________________________________________________
From: Dave Rains <rr(at)htg.net>
Subject: 503 Max RPM
Date: Dec 08, 2001
No, I think you should set the pitch in your Ivo to reach around 6300-6400 RPM, static. Others may have different opinions, but your current setting is bordering on unsafe in mine. OK fellow Kolb drivers, Flame Away! Dave Rains FS II (725 hrs) El Paso -----Original Message----- From: Paul Sasseville [SMTP:sassevilleapiaries(at)hotmail.com] Subject: Kolb-List: 503 Max RPM I did the break in on the Rotax 503 with duel carb, while the Firestar was tied down the max RPM was 5860. I have a 3 blade IVO , is this max RPM ok ? Paul Sasseville Firestar II 99% done Zolfo Springs, Fl ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 08, 2001
Subject: Re: 503 Max RPM
In a message dated 12/8/01 7:39:49 PM Eastern Standard Time, sassevilleapiaries(at)hotmail.com writes: > I did the break in on the Rotax 503 with duel carb, while the Firestar was > tied down the max RPM was 5860. I have a 3 blade IVO , is this max RPM ok ? > > I'm no expert, but I believe you're way low. Crank in about 1 degree less pitch you should shoot for around 6200 -6300 rpm static. Prop or gearbox doesn't matter. Howard Shackleford FS I, 503DCDI, Warp 3 blade, 3.47:1 SC ________________________________________________________________________________
Date: Dec 08, 2001
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: 503 Max RPM
Paul, A Firestar will fly fine with a 503 limited to 5,800 static. It will run a little too cool and it won't get off the ground as fast or climb as fast. But it will not be unsafe. You will remove some pitch later anyway, so why not do it now. I like to see between 6,200 and 6,300 static on my 503. John Jung Paul Sasseville wrote: > >I did the break in on the Rotax 503 with duel carb, while the Firestar was >tied down the max RPM was 5860. I have a 3 blade IVO , is this max RPM ok ? > >Paul Sasseville >Firestar II 99% done >Zolfo Springs, Fl > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Engine Results
Date: Dec 08, 2001
Did some fairly extensive running today, and came up with a few numbers. Can ya see the grin behind those words ?? Sumagun, Rick, my thrust line is about an inch higher than yours.............. I can see where I'll have to be very careful when I take the tie down rope off. SDS presets the ignition timing to 10 deg adv. for initial startup. Gyrocopter builder Adam came over with his fancy Snap-on timing light, and found the ignition to be . . . .10 deg @ 1500 rpm & 2000 rpm. So far, practical idle seems to be 1600 rpm. This shows that my pickup magnet placement is accurate, and their programming is accurate. With the tail folded, so there's no lift back there, tail started to float, and stretch the rope at 3200 rpm. At 3500 I could feel the double thickness of 3/8" nylon rope stretching. At 4000 it was like a big rubber band. Mixture control works instantly, you can feel & hear the difference as you richen & lean the mixture, but the readout seems to lag, and doesn't seem to go full scale. Dunno. When the engine warmed up, egt's at 3200 rpm were around 1200 deg., cht's were around 325 deg. Increase power to 3800, and they started to climb. egt climbed to 1400 fairly quickly, with mixture at about 16 - 1. Richened up to 13 - 1, egt's came down quickly to 1250, and rpm's climbed a bit. cht climbed slowly and held at 360 - 370 deg. Is this too high ??? It's way under the marked red line on the gauge. (??) Oil pressure is right square on 100 psi, which seems a little high, and oil temp stayed right at 140 deg. Adam also brought by a homemade thrust scale, which I'm going to publish a pictorial on very soon. Very simple, apparently accurate, and strong. Turned out it needed to be. It's calibrated to 340 # - the combined weight of him & his girlfriend. End of the scale is about 500 #, maybe a bit more. Started to pull on it, with Adam monitoring, and moved the throttle fairly quickly past 4000 rpm, and at about 44 - 4600 rpm, he started waving his arms. By then I was passing 4800 rpm, (2400 prop rpm), the engine was saying, "yyyyeeeeeeaaaaaaaahhhhhh" - effortless - and I backed out of 'er. Adrenaline was smokin' by then. Cooled it out for a bit, shut it down, and he was laughing..................man, he said, I thought you broke my gauge...............pegged it with a big slam before you hit full throttle. Before I try that again, I'm going to get a stronger rope, too. That 8' double nylon rope stretched at least 2 feet. Talk about excitement. There's a lot of power there, and a lot of noise, too. At low rpm, you can hear the exhaust. Pass 3000 rpm, (1500 prop rpm) and the prop drowns it out. That was 4 hrs ago, (already ??) and I'm still wound up. What Fun ! ! ! Tomorrow, the hard work starts..............dialing in the timing and fuel mixtures at all rpms. Also have to check out prop pitch...........doesn't look like 13 deg is going to be enuf. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: relative wind message of Fri, 30 Nov 2001 23:50:01
...
Date: Dec 08, 2001
> Then why did 2 perfectly decent, but old, neighbors of mine, Orville and > Wilbur, spend all they had to go all the way from a perfectly wonderful state > of Ohio to North Carolina just to play with something they wanted to call an > aeroplane because they couldn't get there gliders or planes up to ~15 mph on their short little launch rail with those tiny little spool wheels? if the wind is going up a hill then the airplane gets to fly just like it would with no wind but not sink as fast relative to the ground ( which the Wrights probably wanted to stay away from). Again it is aerodynamics that don't change with steady wind, not things that are relative to the ground. takeoff and landing are relative to the ground and the wind is a huge help then. if you could have a fifty mph upward wind everywhere you went you wouldn't need much for wings. Topher ________________________________________________________________________________
From: "Paul Sasseville" <sassevilleapiaries(at)hotmail.com>
Subject: Re: 503 Max RPM
Date: Dec 09, 2001
Thanks Dave and All I will adjust the prop and try again today. I have a hanging game scale should I try to see how much thrust it gets? What should it be? Paul Sasseville Zolfo Springs, Florida Firestar II 98% done ----- Original Message ----- From: "Dave Rains" <rr(at)htg.net> Subject: RE: Kolb-List: 503 Max RPM > > No, I think you should set the pitch in your Ivo to reach around 6300-6400 > RPM, static. Others may have different opinions, but your current setting > is bordering on unsafe in mine. OK fellow Kolb drivers, > Flame Away! > Dave Rains > FS II (725 hrs) > El Paso > > -----Original Message----- > From: Paul Sasseville [SMTP:sassevilleapiaries(at)hotmail.com] > Sent: Saturday, December 08, 2001 5:36 PM > To: kolb-list(at)matronics.com > Subject: Kolb-List: 503 Max RPM > > > > I did the break in on the Rotax 503 with duel carb, while the Firestar was > tied down the max RPM was 5860. I have a 3 blade IVO , is this max RPM ok ? > > Paul Sasseville > Firestar II 99% done > Zolfo Springs, Fl > > ________________________________________________________________________________
Date: Dec 09, 2001
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: Engine Results
Way to go, Larry! It is starting to sound real encouraging, now. First flight can't be too far away. Back when I to drove a hotrod VW, the timing had to be held back to no more than 15 degrees until it reached 2,500 rpm, at which point it could go to full advance at 32 degrees. With no prop noise, I could easily hear preignition. John Jung Larry Bourne wrote: > >Did some fairly extensive running today, and came up with a few numbers. > Can ya see the grin behind those words ? > ________________________________________________________________________________
Date: Dec 09, 2001
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Help! Rotax 447 Question
Has anyone been able to get a 447 to run consistently at 4500-4600 rpm? I was at the airport working on the FireFly and someone much older than I landed in a FireStar. He wandered and we talked. I asked him how long he had been flying the FireStar and he said something like 16+ years. Then I asked what his fuel consumption rate, cruise speed and rpm was. He said 1.5 gal/hr, 55 mph and 4200 rpm on his 377. He asked me what mine were and when I said 3+ gal/hr, 65 mph and 5600, he said I was working the engine too hard. After thinking about what he said, I dug out a fuel flow meter I have had for a couple of years (Mizer - from Jensen's Marketing, Austraila), installed it temporarily, tied the FireFly to the pickup and took the following data. Rpm - Gal/hr 3000 - 0.4 3500 - 0.5 4000 - 0.5 4200 - 0.6 4400 - 0.8 4600 - 1.6 4800 - 3.0 5000 - 3.0 5200 - 3.4 5400 - 3.5 5600 - 3.9 5800 - 4.3 6000 - 5.0 As you can see, there is a break in the data at right around 4500 rpm, and I thought that old guy had discovered the secret to getting the most out of his 377 and I should be able to do the same. So I untied the FireFly and cruised at 4600 rpm. My GPS said I was flying at 55 to 60 mph. But here is the problem, I have to keep jigging the throttle to keep it on 4500-4600 rpm. The engine seems to be unstable at this speed. It will stay there for a few seconds and then it will speed up to 5000 rpm and if you move the throttle the slightest bit so slow the engine it will fall below 4500 rpm. Are there any tricks to getting it to run consistently at 4500-4600? In an attempt to gain more stability in this rpm region, a few days later I ran another test. I have read about the "Seadoo" racing people inject water into the exhaust manifolds to improve low to midrange performance. It lowers the density of the exhaust gases, reduces the speed of sound in the exhaust system and makes the exhaust pipe seem longer. It seemed to me that if one could implement this system, one should also be able to reduce fuel flow rates and get a little farther on a five gallon tank. I drilled an 1/8 inch hole in the exhaust pipe elbow so that I could insert a #20 - 1" long stainless steel needle through the hole and pointing toward the muffler. I connected the needle to a tube that lead to a pressurized water source. The FireFly was tied to the pickup and I took some more data. The #20 needle was picked because it would flow water at about 1 gal/hr at 10 psig and 2+ gal/hr at 20 psig, rates at which it would make it possible to carry five gallons of water on the FireFly. I had to raise the carburetor needle one slot before obtainning the following data. RPM - 0 - 10 - 20 psig 4400 - 2.0 - 4600 - 2.9 - 2.6 - 2.5 4800 - 3.0 - 2.8 - 2.6 5000 - 3.1 - 3.0 - 2.7 5200 - 3.3 - 3.1 - 2.8 5400 - 3.5 - 3.3 - 3.1 5600 - 3.6 - 3.3 - 3.2 5800 - 3.9 - 3.8 - 3.6 6000 - 4.1 - 4.1 - 4.1 These data indicate that one can improve fuel consumption rates by injecting water on the 447 with the best improvement of a half gallon per hour showing at 5200 rpm with a water flow rate of two gallons plus per hour of water. This scheme would probably be much more effective when used with a smaller engine. There was no noticeable improvement in engine speed stability at 4600 rpm. So, again the question, has anyone been able to get a Rotax 447 to hold 4500 to 4600 rpm cruise with the engine proped to 6000 rpm max? If you have, I would appreciate finding out how you did it. When I get the pictures developed, I will put the setup up on my web site. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 09, 2001
Subject: Re: 503 Max RPM
In a message dated 12/9/01 6:29:47 AM Eastern Standard Time, sassevilleapiaries(at)hotmail.com writes: > I will adjust the prop and try again today. I have a hanging game scale > should I try to see how much thrust it gets? What should it be? > > > Only if you just want to know. 6300 will give you about all the thrust you are gonna' get [with your existing prop]. If you ever want more, you will have to go with a Warp Drive [which I recommend] or maybe a wood prop. Shack FS I SC ________________________________________________________________________________
Date: Dec 09, 2001
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Help! Rotax 447 Question
No specific data on the 447, but based on some experience with the 532 and 277 engines that had a similar quirk, here are some things you might try. When the 277 jet needle would get worn a little thinner than stock, the engine would hunt in a similar fashion. That was because it was now too rich at that RPM. Getting too rich at a certain RPM seems to make the engine try to hunt out of that RPM area. Depending on what your EGT's are between 4500-4600, it may not be possible to lean the engine out in that area. But if it is, try the next thicker jet needle that will lean the engine by a hair in that area. The other possibility is something that was suggested to me by that notorious curmudgeon, Steve Beatty of Airscrew Performance. (Some swear by him, others swear at him. He has been helpful to me, so take this for what it's worth). My 532 has an rpm range where it will either speed up or slow down, but not stay. Beatty suggested adding about an inch to the length of the expansion cone of the muffler, which he said would help it stabilize it's RPM's somewhat. I plan to add about an inch where the female ball joint attaches to the expansion cone. If it doesn't work, it will be easy enough to remove. Will post my results when I get to it. (Since I am up to my eyeballs in a building project at church, it may take a while...I had planned major mods to my MKIII this winter, but it ain't gonna happen!) Richard Pike MKIII N420P (420ldPoops) > >Has anyone been able to get a 447 to run consistently at 4500-4600 rpm? > >I was at the airport working on the FireFly and someone much older than I >landed in a FireStar. He wandered and we talked. I asked him how long he >had been flying the FireStar and he said something like 16+ years. Then I >asked what his fuel consumption rate, cruise speed and rpm was. He said >1.5 gal/hr, 55 mph and 4200 rpm on his 377. He asked me what mine were and >when I said 3+ gal/hr, 65 mph and 5600, he said I was working the engine >too hard. > >After thinking about what he said, I dug out a fuel flow meter I have had >for a couple of years (Mizer - from Jensen's Marketing, Austraila), >installed it temporarily, tied the FireFly to the pickup and took the >following data. > >Rpm - Gal/hr >3000 - 0.4 >3500 - 0.5 >4000 - 0.5 >4200 - 0.6 >4400 - 0.8 >4600 - 1.6 >4800 - 3.0 >5000 - 3.0 >5200 - 3.4 >5400 - 3.5 >5600 - 3.9 >5800 - 4.3 >6000 - 5.0 > >As you can see, there is a break in the data at right around 4500 rpm, and >I thought that old guy had discovered the secret to getting the most out of >his 377 and I should be able to do the same. So I untied the FireFly and >cruised at 4600 rpm. My GPS said I was flying at 55 to 60 mph. But here >is the problem, I have to keep jigging the throttle to keep it on 4500-4600 >rpm. The engine seems to be unstable at this speed. It will stay there >for a few seconds and then it will speed up to 5000 rpm and if you move the >throttle the slightest bit so slow the engine it will fall below 4500 rpm. >Are there any tricks to getting it to run consistently at 4500-4600? > >In an attempt to gain more stability in this rpm region, a few days later I >ran another test. I have read about the "Seadoo" racing people inject >water into the exhaust manifolds to improve low to midrange performance. >It lowers the density of the exhaust gases, reduces the speed of sound in >the exhaust system and makes the exhaust pipe seem longer. It seemed to me >that if one could implement this system, one should also be able to reduce >fuel flow rates and get a little farther on a five gallon tank. I drilled >an 1/8 inch hole in the exhaust pipe elbow so that I could insert a #20 - >1" long stainless steel needle through the hole and pointing toward the >muffler. I connected the needle to a tube that lead to a pressurized water >source. The FireFly was tied to the pickup and I took some more data. The >#20 needle was picked because it would flow water at about 1 gal/hr at 10 >psig and 2+ gal/hr at 20 psig, rates at which it would make it possible to >carry five gallons of water on the FireFly. I had to raise the carburetor >needle one slot before obtainning the following data. > >RPM - 0 - 10 - 20 psig >4400 - 2.0 - >4600 - 2.9 - 2.6 - 2.5 >4800 - 3.0 - 2.8 - 2.6 >5000 - 3.1 - 3.0 - 2.7 >5200 - 3.3 - 3.1 - 2.8 >5400 - 3.5 - 3.3 - 3.1 >5600 - 3.6 - 3.3 - 3.2 >5800 - 3.9 - 3.8 - 3.6 >6000 - 4.1 - 4.1 - 4.1 > >These data indicate that one can improve fuel consumption rates by >injecting water on the 447 with the best improvement of a half gallon per >hour showing at 5200 rpm with a water flow rate of two gallons plus per >hour of water. This scheme would probably be much more effective when used >with a smaller engine. There was no noticeable improvement in engine speed >stability at 4600 rpm. > >So, again the question, has anyone been able to get a Rotax 447 to hold >4500 to 4600 rpm cruise with the engine proped to 6000 rpm max? If you >have, I would appreciate finding out how you did it. > >When I get the pictures developed, I will put the setup up on my web site. > >Jack B. Hart FF004 >Jackson, MO > > >Jack & Louise Hart >jbhart(at)ldd.net > > ________________________________________________________________________________
From: "Dean Halstead" <deanbo(at)calweb.com>
Subject: Mark III Project - For Sale
Date: Dec 09, 2001
The perfect X-Mas present (for you or your spouse) I have a Mark III project approx. 45% complete. Wings, Tail and Control Surfaces are complete and ready to cover. Includes: Wing Kit Fuselage Kit Covering Kit Hydraulic Brakes Full Enclosure Epoxy Paint Steel Parts and Cage are Powder Coated Cost of above is around $12,000 plus shipping Asking $10,000 or Best Offer Located in Sacramento, California Please see web-site below... http://www.calweb.com/~deanbo/kolb/index.htm ________________________________________________________________________________
Date: Dec 09, 2001
Subject: Re: relative wind message of Fri, 30 Nov
2001 23:50:01 ...
From: Richard Carlisle <rrcarl(at)nhvt.net>
> > if you could have a fifty mph upward wind everywhere you went you > wouldn't need much for wings. And if you have a 40 knot head wind you can hover a Twinstar. Just before I broke the Twinstar down for a rebuild I did this. The wind picked up whie I was flying so I knew I would not have much ground speed landing. As it turned out I was able to play with the throttle and hover with an airspeed of about 40. Insted of landing on the runway, I hovered in and landed right on the ramp next to the hangar. It was the coolest thing. If I tried to do it again, I probably couldnt. 40 knot wings are not uncommon around here, but steady 40 knot winds are. Ross ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Taxes
Date: Dec 09, 2001
Once in a while, something good happens. Remember a few weeks ago, when I cried about the huge personal property tax assessment I got from the county for Vamoose ?? I jumped thru hoops with the fax machine, and ultimately got a live person on the phone. She faxed me a form that I filled out and faxed back. Yesterday, I got a letter from the Assessor, and set it off to one side, so I could ponder how badly I wanted to open it, and get the bad news. Just now, I grabbed that awful thing, sliced it open, and . . . . . . . . it says . . . . . . . Original Assessment - Aircraft - Value - $50,000. Revised Value - 0. Remarks: Aircraft not Flown; Homebuilt under Construction. Aaaaayyyy-yyyiiii-yyyyyiiiiiiiiiiiiii ! ! ! Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ________________________________________________________________________________
Date: Dec 09, 2001
Subject: Re: Taxes
From: Richard Carlisle <rrcarl(at)nhvt.net>
Seems to me you just post poned the inevitable. What happens when the plane is no longer "under construction"? The way it workd here is you are taxed on purchase price. In the case of a kit plane, the purchase price is the invoice from kolb for the kit. One guy I know who built a Zenair pays tax based on the invoice of the stage 1 kit. Something like $5000. Of course, all this only applies if the plane is going to be registered. The only way they would know you own an unregistered UL is if you told them. Anyone who would do that, deserves to pay the tax :) Ross > From: "Larry Bourne" <biglar(at)gogittum.com> > Reply-To: kolb-list(at)matronics.com > Date: Sun, 9 Dec 2001 14:23:44 -0800 > To: "Kolb" > Subject: Kolb-List: Taxes > > > Once in a while, something good happens. Remember a few weeks ago, when > I cried about the huge personal property tax assessment I got from the > county for Vamoose ?? I jumped thru hoops with the fax machine, and > ultimately got a live person on the phone. She faxed me a form that I > filled out and faxed back. Yesterday, I got a letter from the Assessor, > and set it off to one side, so I could ponder how badly I wanted to open > it, and get the bad news. Just now, I grabbed that awful thing, sliced > it open, and . . . . . . . . it says . . . . . . . Original Assessment - > Aircraft - Value - $50,000. Revised Value - 0. Remarks: > Aircraft not Flown; Homebuilt under Construction. > Aaaaayyyy-yyyiiii-yyyyyiiiiiiiiiiiiii ! ! ! > > Larry Bourne > Palm Springs, Ca. > Kolb Mk III - " Vamoose" > http://www.gogittum.com > > > > > ________________________________________________________________________________
Date: Dec 09, 2001
Subject: Re: Help! Rotax 447 Question
From: ul15rhb(at)juno.com
> So, again the question, has anyone been able to get a Rotax 447 to > hold 4500 to 4600 rpm cruise with the engine proped to 6000 rpm max? If > you have, I would appreciate finding out how you did it. > > When I get the pictures developed, I will put the setup up on my web > site. > > Jack B. Hart FF004 > Jackson, MO Jack, you sure went to a lot of trouble to get some economy out of the 447. I am able to hold 4500-4600 RPM only if the engine is under heavy load when flying slow at a high angle of attack just above stall. I used to fly like this often because I noticed it conserved fuel and I enjoyed slow flight. I got concerned about lack of air flow over the wing, at a high angle, impeding the cooling of the engine. Another concern with flying slow under heavy load, was that I cracked the muffler one year when I lowered the nose and picked up speed in cool air. It cracked around the joint nice and clean. It sure was loud. Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
Date: Dec 09, 2001
From: Bob Bean <slyck(at)frontiernet.net>
Subject: for sale
Dean, after all that work? --disenchanted? laid off? You deserve to fly that Kolb. If it's the medical, just fly out of the boondocks (or hope for SP) I can't think of anything better to own when you are on SS. unless it's a fs or ff. --BB still walking his 1300' strip :o( ________________________________________________________________________________
Date: Dec 09, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Conversion Tables - 40KT Wind
Hello Gang: Was doing some converting on Richard Carlisle's hovering to a landing wind speed of 40KTS. Wanted to see how that looked in mph. It came out to 46 MPH. Did a little search and came up with this one: http://www.spjc.edu/clw/math/whiteg/convers.htm Conversions Calculator has area, length, volume/capacity, velocity equivilents. Thought you all might be able to use it. Will you describe your flight that day, i.e., from getting the plane out of the hanger until you put that little baby back in the hanger? Where is your geographical location? Just curious. I do not plan on going out and trying to best your adventurous flight. john h ________________________________________________________________________________
From: <cajwoods(at)mindspring.com>
Subject: Re: Extreme Altitude
Date: Dec 09, 2001
Possum, I'm a good friend of yours, and I hate to burst your bubble, but went through 10,000 ft. the other day and I was still pulling 12,00 FPM. Sorry, maybe I should throttle back some. Later, Bill Woods Slingshot 912S powered ----- Original Message ----- From: "Possum" <possums(at)mindspring.com> Subject: Re: Kolb-List: Extreme Altitude > > > > > > >> Is there a limit in uncontrolled air space?? > >> Which reg? > > Possum > > > >Possum and Gang: > > > >I said I would be right back, but I forgot. Look under > >Airspace in the AIM. > > > >As long as you stay out of Class B Airspace you are good to > >17,999 feet. Class A starts at 18,000. Got to have an IFR > >flight plan to go here. > > Boy, that's good to know, I had a (Big One) go "under" me, a while back, > while I watched!! > Couldn't believe he didn't see me, but I bet I wasn't even a bug on his > screen. > Glad to know I haven't "screwed the pooch" without knowing it in advance. > Those FAA guys don't have a sense of humor. Got to go to Fed. court in Rome > Georgia, myself - no fun at all - Attorney's fee's - fines - the whole > nine yards. > Believe me, you don't want to be there. They know you don't want to be there, > so you are really behind the "8" ball. > But, at 12,000 ft + you don't climb at 400 ft. a minute, your lucky if you can > climb at 200 fpm and I think you are going to burn a lot more than > "1 1/2 to 2 gallons of gas on the way up", in fact it is going to take > what seems like forever to get to 18,000 ft. IMHO. But,I never done it, so > what do I know? > > ________________________________________________________________________________
Date: Dec 09, 2001
From: George Alexander <gtalexander(at)att.net>
Subject: Re: Taxes
Richard Carlisle wrote: > <<>> > Of course, all this only applies if the plane is going to be registered. > The only way they would know you own an unregistered UL is if you told them. <<>> Unless you live in a state like NJ. The "Sales Tax Police" visited (supposedly) every airport in the state. They got owner information on every "flying craft" at every field. Sent owners a letter(s) stating something to the effect that "we believe you may owe sales tax on the aircraft at Named Airport." In the cases of registered aircraft, (experimental or certificated) they included N number, mfr, type, etc... In the case of anything not registered, they left blanks for those items and requested the missing information be filled in. They also gave directions as to where to send the 6% sales tax and if you didn't pay up in 60 days, they MAY pursue collection. I called the person who signed my letter. After a long discussion, the bottom line was that if you bought a kit(s) or an airplane from a party who was in the business of selling such things, you were liable for taxes. If you paid taxes in the state you bought the item from, you would get credit (up to the 6% required by NJ) for taxes paid with any difference due and payable. If you bought a set of plans and then bought the required materials from a variety of commercial sources, in and out of state, you might be liable for taxes for any materials not otherwise taxed. (Figuring that one out could be a chore. I assume they would negotiate.) As it turns out, everyone at our field, except one who bought a full kit from the mfr, fell under the following: Bought the "flying craft" from another party, who is/was not in the business of selling such things. This type of transaction is considered a "casual sale" and, in NJ, is exempt, FOR NOW, from sales tax. He made sure that I heard the "FOR NOW" part. A couple of the long time owners said the tax people do this once in a while (last time anyone remembered was about 10 years ago) just to see how much loose change they can shake out of the trees. Your state may vary... George Alexander Original Firestar http://gtalexander.home.att.net ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Dec 09, 2001
Subject: Re: Kolb-List Digest: 21 Msgs - 12/07/01 seat coushins
Hi-Tech Foams Jim & Janice Fix Lincoln Ne.(402-470-2346) or www.seatfoam.com At 165 Lbs I have 3 layer. It is absolutely the best 80.00 I have ever spent! G.Aman FS2 128 Hrs ________________________________________________________________________________
Date: Dec 09, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: Extreme Altitude
> >Possum, > I'm a good friend of yours, and I hate to burst your bubble, but went >through 10,000 ft. the other day and I was still pulling 12,00 FPM. Sorry, >maybe I should throttle back some. >Later, >Bill Woods Slingshots & "Guided Missles" don't count, and yeah, I know, four stokes don't burn any gas. Besides, my bubble is bursted evertime I try to fly with you. ________________________________________________________________________________
Date: Dec 09, 2001
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Conversion Tables - 40KT Wind
Conversion programs are great. There is a dandy, free download that will convert anything to anything (almost) at http://www.joshmadison.com/software/convert/download.asp It is called Convert and it is only 152k. Richard Pike MKIII N420P (420ldPoops) > >Hello Gang: > >Was doing some converting on Richard Carlisle's hovering to >a landing wind speed of 40KTS. Wanted to see how that >looked in mph. It came out to 46 MPH. Did a little search >and came up with this one: > >http://www.spjc.edu/clw/math/whiteg/convers.htm > >Conversions Calculator has area, length, volume/capacity, >velocity equivilents. Thought you all might be able to use >it. ________________________________________________________________________________
From: "Rayfield, Bill" <brayfield(at)kcc.com>
Subject: Conversion Tables - 40KT Wind
Date: Dec 10, 2001
John and List, As an addition to this, I have a small program called "conversion.exe" you can store on your computer. It has every usable conversion you need. It's pretty good. Since we can post attachments, just respond to my address with "conversion" in the subject. I'll send it to anyone asking. Bill Rayfield brayfield(at)kcc.com -----Original Message----- From: John Hauck [mailto:hawk36(at)mindspring.com] Subject: Kolb-List: Conversion Tables - 40KT Wind Hello Gang: Was doing some converting on Richard Carlisle's hovering to a landing wind speed of 40KTS. Wanted to see how that looked in mph. It came out to 46 MPH. Did a little search and came up with this one: http://www.spjc.edu/clw/math/whiteg/convers.htm Conversions Calculator has area, length, volume/capacity, velocity equivilents. Thought you all might be able to use it. Will you describe your flight that day, i.e., from getting the plane out of the hanger until you put that little baby back in the hanger? Where is your geographical location? Just curious. I do not plan on going out and trying to best your adventurous flight. 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. ============================================================================== ________________________________________________________________________________
Date: Dec 10, 2001
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Engine Results
Sounds great. I will get you the ranges that Great Plane Aircraft publishes for their engines. But in the mean time your CHTs sound about right assuming you are taking your readings off the spark plug seats. The never exceed is 450 degrees, recommenced max is 420 degrees in climb less than 5 min. I mounted my CHT on a exhaust side head bolts because it is a real pain to change the spark plugs. Doing so the reading is 25 degrees low. The oil temps are low about what I'm getting this time on the year. I may need to install a thermostat. When setting timing you can set the advance to kick in a fairly low RPMs because there is very little load below 2500RPMs. My reduction drive builder likes to see most of the advance at 2000 to make it smoother on approach to landing. I don't know what my idle setting is I set my engine for 30 degrees at 3000 and I just take what I get at idle. You should be able to get a lower idle. I have a fairly radical cam and I'm getting a 600 RPM idle. I don't let it set there long as it is kind of rough but I want the engine to shut off quickly when I turn off the ignition and it will not at a higher idle. If I set the idle higher the engine really shakes when I shut it down. Didn't Julian find that he had the wrong chip in his fuel injection computer for a good idle, seem like you have two the same fuel injection system. How about the rest of the airplane building? is it covered yet? Rick Neilsen Reduction drive VW powered MKIII classic. >>> biglar(at)gogittum.com 12/08/01 10:54PM >>> Did some fairly extensive running today, and came up with a few numbers. Can ya see the grin behind those words ?? Sumagun, Rick, my thrust line is about an inch higher than yours.............. I can see where I'll have to be very careful when I take the tie down rope off. SDS presets the ignition timing to 10 deg adv. for initial startup. Gyrocopter builder Adam came over with his fancy Snap-on timing light, and found the ignition to be . . . .10 deg @ 1500 rpm & 2000 rpm. So far, practical idle seems to be 1600 rpm. This shows that my pickup magnet placement is accurate, and their programming is accurate. With the tail folded, so there's no lift back there, tail started to float, and stretch the rope at 3200 rpm. At 3500 I could feel the double thickness of 3/8" nylon rope stretching. At 4000 it was like a big rubber band. Mixture control works instantly, you can feel & hear the difference as you richen & lean the mixture, but the readout seems to lag, and doesn't seem to go full scale. Dunno. When the engine warmed up, egt's at 3200 rpm were around 1200 deg., cht's were around 325 deg. Increase power to 3800, and they started to climb. egt climbed to 1400 fairly quickly, with mixture at about 16 - 1. Richened up to 13 - 1, egt's came down quickly to 1250, and rpm's climbed a bit. cht climbed slowly and held at 360 - 370 deg. Is this too high ??? It's way under the marked red line on the gauge. (??) Oil pressure is right square on 100 psi, which seems a little high, and oil temp stayed right at 140 deg. Adam also brought by a homemade thrust scale, which I'm going to publish a pictorial on very soon. Very simple, apparently accurate, and strong. Turned out it needed to be. It's calibrated to 340 # - the combined weight of him & his girlfriend. End of the scale is about 500 #, maybe a bit more. Started to pull on it, with Adam monitoring, and moved the throttle fairly quickly past 4000 rpm, and at about 44 - 4600 rpm, he started waving his arms. By then I was passing 4800 rpm, (2400 prop rpm), the engine was saying, "yyyyeeeeeeaaaaaaaahhhhhh" - effortless - and I backed out of 'er. Adrenaline was smokin' by then. Cooled it out for a bit, shut it down, and he was laughing..................man, he said, I thought you broke my gauge...............pegged it with a big slam before you hit full throttle. Before I try that again, I'm going to get a stronger rope, too. That 8' double nylon rope stretched at least 2 feet. Talk about excitement. There's a lot of power there, and a lot of noise, too. At low rpm, you can hear the exhaust. Pass 3000 rpm, (1500 prop rpm) and the prop drowns it out. That was 4 hrs ago, (already ??) and I'm still wound up. What Fun ! ! ! Tomorrow, the hard work starts..............dialing in the timing and fuel mixtures at all rpms. Also have to check out prop pitch...........doesn't look like 13 deg is going to be enuf. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ________________________________________________________________________________
Date: Dec 10, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Flyin Near Malone, Florida
Good Morning Gang: Here are a few pics taken by Jim Holbrook, Firestar driver, from Panama City, Florida, during an excellent informal flyin at Doyle Langford's farm near Malone, Florida: http://hawk36.home.mindspring.com/D%20Langford%20Flyin/ He has more and will post them when they become available. Glad I flew down, 130 miles from Gantt Int AP, Saturday. Today looks like winter may be on its way. Threw my gear in the MK III and was landing at Doyle's sand strip on the farm 1.5 hours later. We had an excellent barbeque dinner, camped out in the hanger, flew over to Sadie's Flea Market for a big breakfast Sunday, then back home to Titus, Alabama. Weather was perfect. Had a 10 mph headwind on the ground returning home. Climbed to 5,000 and it eventually turned into a 5 mph tailwind. Love it when the wind cooperates. Take care, john h ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Flyin Near Malone, Florida
Date: Dec 10, 2001
Nice pics, John. I especially liked "Mike5A." 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: Flyin Near Malone, Florida > > Good Morning Gang: > > Here are a few pics taken by Jim Holbrook, Firestar driver, > from Panama City, Florida, during an excellent informal > flyin at Doyle Langford's farm near Malone, Florida: > > http://hawk36.home.mindspring.com/D%20Langford%20Flyin/ > > He has more and will post them when they become available. > > Glad I flew down, 130 miles from Gantt Int AP, Saturday. > Today looks like winter may be on its way. > > Threw my gear in the MK III and was landing at Doyle's sand > strip on the farm 1.5 hours later. We had an excellent > barbeque dinner, camped out in the hanger, flew over to > Sadie's Flea Market for a big breakfast Sunday, then back > home to Titus, Alabama. Weather was perfect. Had a 10 mph > headwind on the ground returning home. Climbed to 5,000 and > it eventually turned into a 5 mph tailwind. Love it when > the wind cooperates. > > Take care, > > john h > > > > > > > ________________________________________________________________________________
Date: Dec 10, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Mark III Counter Balance Weights
Hi Gang: Will someone please send me the length of the 5/8 steel rods used in the MK III aileron coounter balance weights. Thanks, john h ________________________________________________________________________________
From: "Duncan McBride" <duncan.mcbride(at)worldnet.att.net>
Subject: Re: Mark III Counter Balance Weights
Date: Dec 10, 2001
Sure - mine are 20" overall, with a 1/4 inch hole centered 1/2" from one end. I got them to balance when they were inserted almost all the way back in the sockets. > > Hi Gang: > > Will someone please send me the length of the 5/8 steel rods > used in the MK III aileron coounter balance weights. > > Thanks, > > john h ________________________________________________________________________________
From: Timandjan(at)aol.com
Date: Dec 10, 2001
Subject: Re: Taxes
Same as in Virginia. Registered or not, taxes are collected, personal property taxes. Basically if it has wheels or is a personal craft they collect a taxes. Boats trailers etc. Airports here are required to provide a list of the airpanes (any type including ultralights) that are kept at the field. Then the county sends you your personal property tax. I call them the dirty bastards, the personal property tax pisses me off. Why not charge me every year again for the clothes I am wearing or the food I consumed last year. Seems like it's almost criminal. The PP tax punishes one for buying something nice, the more it's worth the more you pay. Tim ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Engine Results
Date: Dec 10, 2001
I don't have a regular advance mechanism like yours. It's all digital, entered on a small computer, so I can enter any value I want. That's next, I guess, and it looks like it'll be fairly tedious. Yes, I am getting CHT's from the spark plug seat. Found that if I hold the tang of the thermocouple with needle nose pliers, and use a dab of anti-sieze, I can - carefully - torque the plug down without any problem. Your flat spot sounds like it must be carburetion. Mine has a smooth linear response at all settings, clear up to 4800 rpm, and - so far - no rpm specific harmonics. It stumbles a bit coming off idle, but I kind of expect that. Also, it's a little hard starting...........kicks back against the starter pretty good, and shakes hell out of the airplane. I'll talk to SDS about it, but I think it's too much advance on start cycle. Not sure about the injectors or program, but I think I'll be able to smooth out the idle when I start messing with the low rpm spark advance. Pilot on the Vickers Vimy replica told me they got their BMW V-12's to idle smooth by retarding the ignition. I heard about Julian's injector problem too, but he's not answering emails too good lately. I don't think (what do I know ??) his problem is too big of injectors, tho', cause as I slow mine down below 2000 rpm, the mixture starts to richen up. Found that as I slow down rpm's, slowly lean out the mixture, and keep an eye on the meter, and keep it at 15-1. At 1200 rpm, it's getting pretty ragged, but I can still make it stumble by leaning too much. Also, I've come to find that the folks at SDS are VERY sharp, and it's unlikely they'd make a boo-boo like that. Never know tho'. That's all on hold for a few days, cause I'm prepping the wings for covering. Then we'll get back to fine tuning. Using their book is a pain, cause it jumps around, so I've started making a summary of the procedures, and I'll print them out in large type, so they'll be more user friendly in the cockpit with the engine running. Good Luck on yours...................sounds like you've got a real winner. Can't wait to join you ! ! ! How does it stack up against the 912's now ?? Bet you can really give them a run for their money. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Richard Neilsen" <neilsenr(at)michigan.gov> Subject: Re: Kolb-List: Engine Results > > Sounds great. > > I will get you the ranges that Great Plane Aircraft publishes for their engines. But in the mean time your CHTs sound about right assuming you are taking your readings off the spark plug seats. The never exceed is 450 degrees, recommenced max is 420 degrees in climb less than 5 min. I mounted my CHT on a exhaust side head bolts because it is a real pain to change the spark plugs. Doing so the reading is 25 degrees low. The oil temps are low about what I'm getting this time on the year. I may need to install a thermostat. > > When setting timing you can set the advance to kick in a fairly low RPMs because there is very little load below 2500RPMs. My reduction drive builder likes to see most of the advance at 2000 to make it smoother on approach to landing. I don't know what my idle setting is I set my engine for 30 degrees at 3000 and I just take what I get at idle. You should be able to get a lower idle. I have a fairly radical cam and I'm getting a 600 RPM idle. I don't let it set there long as it is kind of rough but I want the engine to shut off quickly when I turn off the ignition and it will not at a higher idle. If I set the idle higher the engine really shakes when I shut it down. Didn't Julian find that he had the wrong chip in his fuel injection computer for a good idle, seem like you have two the same fuel injection system. > > How about the rest of the airplane building? is it covered yet? > > Rick Neilsen > Reduction drive VW powered MKIII classic. > > >>> biglar(at)gogittum.com 12/08/01 10:54PM >>> > > Did some fairly extensive running today, and came up with a few numbers. > Can ya see the grin behind those words ?? Sumagun, Rick, my thrust > line is about an inch higher than yours.............. I can see where > I'll have to be very careful when I take the tie down rope off. SDS > presets the ignition timing to 10 deg adv. for initial startup. > Gyrocopter builder Adam came over with his fancy Snap-on timing light, > and found the ignition to be . . . .10 deg @ 1500 rpm & 2000 rpm. So > far, practical idle seems to be 1600 rpm. This shows that my pickup > magnet placement is accurate, and their programming is accurate. With > the tail folded, so there's no lift back there, tail started to float, > and stretch the rope at 3200 rpm. At 3500 I could feel the double > thickness of 3/8" nylon rope stretching. At 4000 it was like a big > rubber band. Mixture control works instantly, you can feel & hear the > difference as you richen & lean the mixture, but the readout seems to > lag, and doesn't seem to go full scale. Dunno. When the engine warmed > up, egt's at 3200 rpm were around 1200 deg., cht's were around 325 deg. > Increase power to 3800, and they started to climb. egt climbed to 1400 > fairly quickly, with mixture at about 16 - 1. Richened up to 13 - 1, > egt's came down quickly to 1250, and rpm's climbed a bit. cht climbed > slowly and held at 360 - 370 deg. Is this too high ??? It's way under > the marked red line on the gauge. (??) Oil pressure is right square on > 100 psi, which seems a little high, and oil temp stayed right at 140 > deg. Adam also brought by a homemade thrust scale, which I'm going to > publish a pictorial on very soon. Very simple, apparently accurate, and > strong. Turned out it needed to be. It's calibrated to 340 # - the > combined weight of him & his girlfriend. End of the scale is about 500 > #, maybe a bit more. Started to pull on it, with Adam monitoring, and > moved the throttle fairly quickly past 4000 rpm, and at about 44 - 4600 > rpm, he started waving his arms. By then I was passing 4800 rpm, (2400 > prop rpm), the engine was saying, "yyyyeeeeeeaaaaaaaahhhhhh" - > effortless - and I backed out of 'er. Adrenaline was smokin' by then. > Cooled it out for a bit, shut it down, and he was > laughing..................man, he said, I thought you broke my > gauge...............pegged it with a big slam before you hit full > throttle. Before I try that again, I'm going to get a stronger rope, > too. That 8' double nylon rope stretched at least 2 feet. Talk about > excitement. There's a lot of power there, and a lot of noise, too. At > low rpm, you can hear the exhaust. Pass 3000 rpm, (1500 prop rpm) and > the prop drowns it out. That was 4 hrs ago, (already ??) and I'm still > wound up. What Fun ! ! ! Tomorrow, the hard work > starts..............dialing in the timing and fuel mixtures at all rpms. > Also have to check out prop pitch...........doesn't look like 13 deg is > going to be enuf. Lar. > > Larry Bourne > Palm Springs, Ca. > Kolb Mk III - " Vamoose" > http://www.gogittum.com > > ________________________________________________________________________________
From: "Bill Elder" <billelder(at)denver.net>
Subject: Re: Mark III Counter Balance Weights
Date: Dec 10, 2001
John - They are 20" long. Bill in Colorado building Mark III/912S -----Original Message----- From: John Hauck <hawk36(at)mindspring.com> Date: Monday, December 10, 2001 10:38 AM Subject: Kolb-List: Mark III Counter Balance Weights > >Hi Gang: > >Will someone please send me the length of the 5/8 steel rods >used in the MK III aileron coounter balance weights. > >Thanks, > >john h > > ________________________________________________________________________________
Date: Dec 10, 2001
Subject: Re: Taxes
From: Richard Carlisle <rrcarl(at)concentric.net>
In NH we have no sales tax. The state only cares that registered airplanes have paid up. It is a state tax you pay when you get your annual state registration sticker...Which is how they can tell if you paid your tax. The airports are supposed to notify the state of any unregistered (state) airplanes, but they never do, and the state doesnt wander about and check. I think for the most part everyone complies. The tax is is pretty low. Something like a half of a percent. A friend who just bought a new Mooney Bravo for $590,000 paid $2500 in state tax when he got his sticker. Ross > From: George Alexander <gtalexander(at)att.net> > Reply-To: kolb-list(at)matronics.com > Date: Sun, 09 Dec 2001 20:25:02 -0500 > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: Taxes > > > Richard Carlisle wrote: >> > > <<>> > >> Of course, all this only applies if the plane is going to be registered. >> The only way they would know you own an unregistered UL is if you told them. > > <<>> > > Unless you live in a state like NJ. > > The "Sales Tax Police" visited (supposedly) every airport in > the state. They got owner information on every "flying > craft" at every field. Sent owners a letter(s) stating > something to the effect that "we believe you may owe sales > tax on the aircraft at Named Airport." In the cases of > registered aircraft, (experimental or certificated) they > included N number, mfr, type, etc... In the case of > anything not registered, they left blanks for those items > and requested the missing information be filled in. They > also gave directions as to where to send the 6% sales tax > and if you didn't pay up in 60 days, they MAY pursue > collection. > > I called the person who signed my letter. After a long > discussion, the bottom line was that if you bought a kit(s) > or an airplane from a party who was in the business of > selling such things, you were liable for taxes. If you paid > taxes in the state you bought the item from, you would get > credit (up to the 6% required by NJ) for taxes paid with any > difference due and payable. If you bought a set of plans > and then bought the required materials from a variety of > commercial sources, in and out of state, you might be liable > for taxes for any materials not otherwise taxed. (Figuring > that one out could be a chore. I assume they would > negotiate.) > > As it turns out, everyone at our field, except one who > bought a full kit from the mfr, fell under the following: > Bought the "flying craft" from another party, who is/was not > in the business of selling such things. This type of > transaction is considered a "casual sale" and, in NJ, is > exempt, FOR NOW, from sales tax. He made sure that I heard > the "FOR NOW" part. > > A couple of the long time owners said the tax people do this > once in a while (last time anyone remembered was about 10 > years ago) just to see how much loose change they can shake > out of the trees. > > Your state may vary... > > George Alexander > Original Firestar > http://gtalexander.home.att.net > > > > > > > ________________________________________________________________________________
Date: Dec 10, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Engine Results
Good Luck on yours...................sounds like > you've got a real winner. Can't wait to join you ! ! ! How does it stack > up against the 912's now ?? Bet you can really give them a run for their > money. Lar. Big Lar and Gang: hehehe You knew I would respond to this one. :-) Us 912 and 912S guys are ready, willing, and able, whenever you all are. I have 1,135 hours on my old 912 without loosing the engine, except the time I pumped two gals of water in the tank and another time when I pumped enough debris in the tank to plug the fuel filter. Other than those two times, the engine never quite running, even at idle. As of yesterday, I have 299.0 hours on the 912S. Only time I had the engine quit was at Toad River, BC, in 2000, when the idle jets iced on short final. That has been remedied with carb heat. No problem with ice during the 2001 flight to Barrow. All us Kolbers are behind you all experimenting with the VW conversions. If folks did not experiment, we would still be walking. I have no idea how many hours have been accumulated over the years on the 912 and 912S, only what I have flown with mine. Reliability can only be tested with time. Take it easy and don't rush things. Get out there and start grinding those hours out. Enjoy your projects and fly carefully. Good luck to both of you and our friend who is building the BMW powered MK III. john h ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Engine Results
Date: Dec 10, 2001
Once again, that's what I get for not looking before I leap. Thought I was posting direct to Rick. Sorry........................but yah................the race will be on ! ! ! Betcha I can outclimb ya. Haaarrrrrrrrrrr Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "John Hauck" <hawk36(at)mindspring.com> Subject: Re: Kolb-List: Engine Results > > Good Luck on yours...................sounds like > > you've got a real winner. Can't wait to join you ! ! ! How does it stack > > up against the 912's now ?? Bet you can really give them a run for their > > money. Lar. > > Big Lar and Gang: > > hehehe > > You knew I would respond to this one. :-) > > Us 912 and 912S guys are ready, willing, and able, whenever > you all are. > > I have 1,135 hours on my old 912 without loosing the engine, > except the time I pumped two gals of water in the tank and > another time when I pumped enough debris in the tank to plug > the fuel filter. Other than those two times, the engine > never quite running, even at idle. > > As of yesterday, I have 299.0 hours on the 912S. Only time > I had the engine quit was at Toad River, BC, in 2000, when > the idle jets iced on short final. That has been remedied > with carb heat. No problem with ice during the 2001 flight > to Barrow. > > All us Kolbers are behind you all experimenting with the VW > conversions. If folks did not experiment, we would still be > walking. > > I have no idea how many hours have been accumulated over the > years on the 912 and 912S, only what I have flown with > mine. Reliability can only be tested with time. Take it > easy and don't rush things. Get out there and start > grinding those hours out. Enjoy your projects and fly > carefully. > > Good luck to both of you and our friend who is building the > BMW powered MK III. > > john h > > ________________________________________________________________________________
Date: Dec 10, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Mo' Pics
Hey Guys & Gals: We have updated the Langford flyin pics. http://hawk36.home.mindspring.com/D%20Langford%20Flyin/ The one of Miss P'fer on short final during a steep approach with the nose pushed down holding 60-65 mph with 40 deg flaps is one of my favorites. http://hawk36.home.mindspring.com/D%20Langford%20Flyin/Stumpf1a.jpg This is graphic indication what the Mark III is capable of. There is also a new pic of Miss P'fer waiting for her oil to get to 120 deg so we can take off and go play. :-) http://hawk36.home.mindspring.com/D%20Langford%20Flyin/Hauck1.jpg john h PS: May have to cut and paste the url's if they do not link. ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 10, 2001
Subject: Re: Mark III Counter Balance Weights
In a message dated 12/10/01 12:38:11 PM Eastern Standard Time, hawk36(at)mindspring.com writes: > Will someone please send me the length of the 5/8 steel rods > used in the MK III aileron coounter balance weights. > > I have a friend who just bought a flying MK III that doesn't have the counter-balances; does he need them? Shack FS I SC ________________________________________________________________________________
From: Cavuontop(at)aol.com
Date: Dec 10, 2001
Subject: Re: Mark III Counter Balance Weights
In a message dated 12/10/01 7:01:02 PM Eastern Standard Time, HShack(at)aol.com writes: > I have a friend who just bought a flying MK III that doesn't have the > counter-balances; does he need them? > Yes. Mark R. Sellers Kolb Twinstar Mark III, N496BM http://hometown.aol.com/cavuontop/n496bm.html ________________________________________________________________________________
Date: Dec 10, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Battery
Richard, Does your carb on your engine have an accelerator pump on it? The reason I ask is your statement about priming using the throttle as a pump. If you don't have an accelerator pump, I don't see how pumping the throttle would prime the engine. There are gelled type sealed acid batteries you might want to consider - 17-amp Hr. jerryb > >I'm still using a 14 AMP battery but I prime the carbs with my back up >fuel pump, give the engine two full strokes of the throttle to inject fuel >into the engine, rotate the engine by hand through three compression >strokes, two more strokes of the throttle, then I start. This is the >procedure for starting at 45 degrees and it fires on the first cylinder. >After 1st start I pump the throttle like crazy to keep it running as I >don't have a choke. My battery is plenty big enough for me but it doesn't >live very long. I replace the battery every spring. I think the high load >of starting the big engine with the small battery takes its tole. Hope >this helps. > >I got 4 hours on the plane last weekend in breaks in between the rain. >Yesterday was 55 degrees with no wind and sunny. I'm finding I have kind >of a climb pitch setting on my prop. Static I see 3300RPMs, on takeoff I >see 3400 RPMs @ 50MPH or 3500 @ 60 mph. I haven't measured climb rate but >it is impressive. Most of the time I find I'm using less than full >throttle. With my old engine I got the habit of raising the tail to gain >speed on the ground for take off. With the new it works much better to >keep the tail low and advance the throttle slowly by the time I get to 75% >power I'm CLIMBING. My cruse speeds are around 70MPH at 3300RPMs and 74MPH >at 3400 RPM, at full throttle the RPMs go to 3800RPMs and 85 MPH. I >haven't maintained full throttle for long so I may get more speed but I'm >really turning more RPMs that I want my engine to turn. I used to do my >approach a 2100 RPMs but with the new engine the plane falls out of the >sky at that RPM I had to increase to 2500RPMs to ! >get a reasonable approach. My new engine also doesn't want to run in the >2000-2500 range. It will idle at 600RPMs and runs real smooth at 1500 RPMs >I run this RPM for warm up. I increase to 1600 to taxi, when I get to 2000 >RPMs the engine leaps to 2500 RPMs. The new engine has a RPM range that >isn't as smooth as others (1800-2600) and the engine just doesn't feel the >same as the direct drive engine. I think the new engine is actually >smoother than the direct drive engine but frequency is app. twice so it >feels worse. Its not a problem it just feels different. > >Rick Neilsen >Redrive VW powered MKIII classic > > >>> "Larry Bourne" 12/02/01 02:18AM >>> >Hi Rick: What size battery are you using ?? The one I'm using is a >temporary thing, and is pretty big, tho' not completely unusable. I'm >looking at an 18 amp/hr sealed gel cell from LEAF, but not sure if it's >big enuf, or maybe even too big. Whaddaya think ?? How is testing coming >on yours ??...............or can you still fly ?? Guess it must be winter >back there now, eh ?? Hard to picture...........my season of freedom has >just started. 40 nights & 70 days. It's really great - finally - but >sure makes me dread next summer. Actually, I kind of doubt if I'll stay >here another year. > > ________________________________________________________________________________
Date: Dec 10, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Battery
Dick, When are you coming out with a switching regular for the Rotax systems. I would like to replace the shunt regular I'm using and throw it out. I would like a 10 AMP output capacity. This will allow battery charging, powering the strobes (yours), recognition lights, radios, instruments, and few other things. jerryb > >The 14.2 volts isn't the problem. Normal charge voltage for a lead acid >battery is 13.2 to 14.3 volts. What is shortening the life of smaller >batteries is the rate a shunt type regulator is doing that charging. > >Dick Kuntzleman, Pres. > Kuntzleman Electronics, > Inc > > ________________________________________________________________________________
Date: Dec 10, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Yaesu Handheld -- Caveat Emptor
>I received the following answer from David Akins, Manager, Commercial >Service, Vertex Standard: > >[quote] We do understand the circumstances that you describe with respect to >the VOR operation in the VXA-100. The problems that you describe are more >related to the attempted use of any handheld radio for VOR operation inside >a moving airplane. This is why we state in the VXA-100 Operating Manual: >"Note The VXA-100's VOR and CDI Navigation features are supplemental aids to >navigation only, and are not intended to be a substitute for accurate >(primary) VOR/CDI or landing service equipment.".... We do wish that VOR >function could be made more accurate and stable, but our factory advises >that this just is not possible in a handheld radio. I don't understand this. VOR's don't work well on the ground so just where do they expect one to use the VOR feature. I used my King X-99, and it work great in a moving airplane. Didn't have to pull over to the curb even once. Only problem with the King is the charger connection they provide you with is a tickle charge. If your using it and there a lot of receiver traffic, you can discharge it faster than it will charge. Also have an ICOM A-22. Haven't tried the VOR feature - 3000 ft is now nose bleed territory but I may give it a try the next time I'm up. Right now having to stay low and sneak around to stay out of the sights of F-16's. Something doesn't sound right with the reply from this company. I think you need to run it up higher. jerryb ________________________________________________________________________________
Date: Dec 10, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: King KX99 and ICOM A3
If your using > it and there a lot of receiver traffic, you can discharge it faster than it > will charge. > jerryb Jerry and Gang: How long you been using the KX99? I swapped out my STS for a KX99, in 1989. First flight was from Alabama to Jim Younkin's History Aircraft Museum in Fayetteville, Arkansas. KX99 worked great on the way out. I had no battery in the Firestar, so ran the charger wire to the output side of the reg/rec. On the way back to Alabama I begin to pick up a little beep sound in the headset every 5 or 10 mins. Didn't know what it was. Thought it might have something to do with the new fangled King radio. A short time later, my brand new expensive KX99 went belly up. I turned it off and kept on flying. Later that day or the next I turned it on to see if it would work. Low and behold, it worked like a champ and the beep was gone. Finally, it dawned on me. The KX99 will not charge when the power switch is in the on position. It will only charge in the off position. Not to useful in a batteryless aircraft. You radio is not depleting the battery faster than it can charge. It is not charging when the power switch is on. It only charges the nicad battery when the power switch is off. I tried to get this changed last time I sent the radio to King for an overhaul. No can do. It is an STC's radio and can not be changed from its original certified condition without a whole lot of red tape and Congressional orders being cut. The KX99 worked out ok in the MKIII because I have a battery in it. I wired the power wire through a circuit breaker that is hot when the master switch is off. When I turn the power switch of the KX99 off, the aircraft battery is charging the radio nicad. On my extended XCs, charging the nicad off the aircraft battery overnight was more than enough to keep it operational the following day. If, by chance, I heard the beep, I could turn the radio off during flight and charge the nicad when I did not need to use the KX99. I retired the KX99 after the Alaska flight in July. It went belly up on the xmit side between Smithers and Prince George, BC. I still had the receive capability to monitor traffic, but not xmit. When I got home I shopped for an ICOM A3. It has no VOR capability, but it will operate from aircraft 12VDC power without its nicad battery attached. Makes a tiny little clean setup. They say dynamite comes in small packages. Well, this little cigarette pack size radio does the job. Receives extremely well and have had not problem xmitting to towers or other aircraft. Paid a little over $300.00 for it from Tropical Aero in Ft Lauderdale. Came with the headset adapter. Whewwwww! All that to say the King KX99 does not charge the nicad with the radio power switch on. Only in the off position. john h ________________________________________________________________________________
Date: Dec 11, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Yaesu Handheld -- Caveat Emptor
Nope Ron, I don't work for them but I have seen how some customers treat vendors and manufacturers. Judging by your comments it leads me to the belief your what we call a tight wad and want everyone else to pay your way. If being placed on hold for 20 seconds is your limit, you got just what you deserve. I would suggest you give it another try but you probably get a better price (Manuf. list/discounted) from one of the distributors I suggested. I hope you were able to locate an adapter. As for me calling vendors and using their 800#, it depends what I'm calling them for. If I'm ordering something I use the 800#, if it to discuss some parts or application I use their toll number pay for the call, isn't that the fair way. I even seen a few post on the list commenting that they think the distributor for covering materials should have an 800 number so they can call they on it to get advise and instruction on covering. Isn't it enough to expect the distributor to take the time (manpower) and provide free technical advise and guidance. What's wrong with the caller matching by paying for the call. The question is why couldn't Aircraft Spruce come up with a price and part for your radio your bought from them. If their a distributor they should be able to supply that accessory. If they can't or are unwilling to, you should make a complaint with ICOM. At least maybe your learned something which is reason I do as little business with Aircraft Spruce as possible. They have a nice catalog and appear to sell a lot of stuff, but I've had few orders they haven't screwed up in some form or other. I really miss Alexander Aircraft Supply. They were great until Aircraft Spruce bought them out - didn't take long and they operated just like the West coast operation. jerryb > > >-------Original Message------- > >From: kolb-list(at)matronics.com >Date: Thursday, December 06, 2001 01:54:13 >To: kolb-list(at)matronics.com >Subject: Re: Kolb-List: Yaesu Handheld -- Caveat Emptor > > >I bought my A5 from Aircraft Spruce and they do not have this part listed >and have not located one. The number I dialed for Icom was for parts and >service, not administration. If Icom wanted me to go through a distributer, >they should have told me right off the top which one stocked the item that I >was looking for. Every other supplier that I deal with has an 800 number >for purchases. I was on hold for way over 20 seconds. It amazes me how you >think you know what I was thinking and what occured when you have no idea as >to what went on. Do you pay for all the calls to suppliers that you deal >with or do you use their 800 number? You sure are defensive of Icom. Could >you possibly work for them? > >Ron > >Ron, >I've seen your comment on the list before. ICOM sells through distributors >so I am not surprised. The number you dialed likely got you into their >administration offices switch board not customer service. They make >products for many different markets so probably had to lookup the proper >number to forward you to. You got impatient and hung up before they >returned with the number. > >I done a search on the Internet for Icom Corp USA using google.com. First >item on the item on the list was ICOM America >
http://www.icomamerica.com/ - click on Contact Us - scroll down > >Took me all of 20 seconds to get to the proper contact info. >Why you expect a manufacturer to pay for your call I don't know. They have >to pass that cost back to the customers, I support the let the "consumer of >the service" pay for it. Makes it fair for everyone, you pay for what you >use. What's wrong with that? > >Here's what they had posted on their web page: >To order ICOM parts, service manuals, or replacement owners manuals, please >contact your local authorized ICOM America dealer or call ICOM America's >Parts Department at (425) 454-7619 Monday - Friday, 8:00 AM-5:00 PM Pacific >Time. We accept Visa, MasterCard, American Express, money order, or UPS C.O >D. > >Why don't you contact a distributor, you can get that off their web page >also. Most large volume consumer electronic manufacturers do not handle >personal direct sales, but based upon their web page I see they do. What >about the dealer you got the radio from. Here's a couple of dealers that >have provided good service to me in the past. Gulf Coast Avionics in >Lakeland FL. http://www.gulf-coast-avionics.com/ >Another is Hart Aviation http://www.hartaviation.com/ >I'm not sure what your problem is other than paying for your own call. >jerryb > > > > > > >---- > > > > > >_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_- > > > > > > >_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_- > > ________________________________________________________________________________
Date: Dec 11, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Taxes
Why not rise to the occasion and change the law. It antiquated law that has to cost a bunch to administer. Why not make things more streamlined. Take action, form an organization and push it through. > >Same as in Virginia. Registered or not, taxes are collected, personal >property taxes. Basically if it has wheels or is a personal craft they >collect a taxes. Boats trailers etc. > >Airports here are required to provide a list of the airpanes (any type >including ultralights) that are kept at the field. Then the county sends you >your personal property tax. > >I call them the dirty bastards, the personal property tax pisses me off. Why >not charge me every year again for the clothes I am wearing or the food I >consumed last year. Seems like it's almost criminal. The PP tax punishes one >for buying something nice, the more it's worth the more you pay. > >Tim > > ________________________________________________________________________________
Date: Dec 11, 2001
Subject: [ Ralph Burlingame ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: Lots of Photos http://www.matronics.com/photoshare/ul15rhb@juno.com.12.10.2001/index.html --------------------------------- EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. Main Photo Share Index: http://www.matronics.com/photoshare --------------------------------- ________________________________________________________________________________
Date: Dec 11, 2001
From: Matt Dralle <dralle(at)matronics.com>
Subject: New Photo Share Main Index Page - The Detail You Asked For...
Hi Listers! I've been noticing a lot of people having fun with the new Email List Photo and File Share feature and I've seen a great many hits on the various member pages. A number of you wrote to say that some additional topic data on the Main Photo Share Index page would certainly be helpful and I would have to agree. It took a little programming, and it was a job retrofitting to all of the older Shares, but I think you'll be pleased with the outcome! I've added Poster Name, Photo Share Subject, and Target Email List data to the Main Index. Clicking on a Subject text opens a new window with the Photo Share and the thumbnails. Have a look and feel free to submit your photos for sharing! The instructions are at the top of the Main Photo Share Index Page. The URL is: http://www.matronics.com/photoshare Enjoy!! Matt Dralle Email List Admin. ________________________________________________________________________________
Date: Dec 11, 2001
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Mark III Counter Balance Weights
When I purchased my MKIII Kolb claimed that the balance weights weren't needed on the MKIII. I got them anyway. When I installed mine I cut the weights to 2.5 inches and installed them sticking out of the full length tube as far as possible. This is close to balancing the ailerons but much less weight. I haven't seen any flutter at the less than 90MPH that I have seen . Rick Neilsen Redrive VW powered MKIII classic >>> HShack(at)aol.com 12/10/01 06:59PM >>> In a message dated 12/10/01 12:38:11 PM Eastern Standard Time, hawk36(at)mindspring.com writes: > Will someone please send me the length of the 5/8 steel rods > used in the MK III aileron coounter balance weights. > > I have a friend who just bought a flying MK III that doesn't have the counter-balances; does he need them? ________________________________________________________________________________
From: "info" <info(at)aircrafttechsupport.com>
Subject: Toll free number.......
Date: Dec 11, 2001
Jerryb and friends... We've always had a toll free number for both ordering your Kolb Covering Kits & fabric covering supplies, as well as technical support. The only problem is that when you finish the covering and painting process, we miss you all calling us!! How 'bout calling us on our toll free number once in a while just to let us know how it's going? It's a great feeling to follow a project through the building process, (even through the test flight), and being a part of it...... Thanks, & Happy Holidays, Jim & Dondi Miller Aircraft Technical Support, Inc. Poly-Fiber & Ceconite Distributors (Toll Free) (877) 877-3334 Web Site: www.poly-fiber.com E-mail: info(at)aircrafttechsupport.com ________________________________________________________________________________
Date: Dec 11, 2001
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Engine Results
Larry The following was copied from my Great Plains Aircraft Manual: Minimum oil temp......160 degrees F Maximum oil temp......230 F Cruise oil temp.......200 F Minimum oil pressure at cruise...23PSI Maximum oil pressure at cruise...70PSI Maximum oil pressure - cold.....100PSI CHT at cruise 350 - 375 F CHT during climb (5min)...420 F Do not exceed CHT 450 F EGT at cruise 1150 F Do not exceed EGT 1500 F Hope this helps. John has some good points about the reliability of those Rotax 4 stroke engines. The record these engines have is hard to beat. I merely had about 5000 reasons to try the VW engine. The guy that made my reduction drive has had pretty good luck with his VW engines but every engine, reduction drive, and prop combination is a whole new ball game. VW parts are inexpensive. I can order a complete new long block for $3300.00 and replacement pistons cylinders, and rings are less than $200.00. As long as nothing breaks the cost of maintaining a VW is pretty cheep. Rick Neilsen Redrive VW powered Kolb MKIII classic >>> biglar(at)gogittum.com 12/10/01 02:24PM >>> I don't have a regular advance mechanism like yours. It's all digital, entered on a small computer, so I can enter any value I want. That's next, I guess, and it looks like it'll be fairly tedious. Yes, I am getting CHT's from the spark plug seat. Found that if I hold the tang of the thermocouple with needle nose pliers, and use a dab of anti-sieze, I can - carefully - torque the plug down without any problem. Your flat spot sounds like it must be carburetion. Mine has a smooth linear response at all settings, clear up to 4800 rpm, and - so far - no rpm specific harmonics. ________________________________________________________________________________
Date: Dec 11, 2001
From: John Richmond <twoschmoops(at)yahoo.com>
Subject: Re: Toll free number.......
Sure, if you want even more bugging calls! I'll be happy to contact you again! Here are a few pictures of progress so far. The second one is why I had to re-work most everything - RUST (rivets) --- info wrote: > > > Jerryb and friends... > > We've always had a toll free number for both ordering your Kolb > Covering > Kits & fabric covering supplies, as well as technical support. > > The only problem is that when you finish the covering and painting > process, we miss you all calling us!! > > How 'bout calling us on our toll free number once in a while just to > let > us know how it's going? > > It's a great feeling to follow a project through the building > process, > (even through the test flight), and being a part of it...... > > Thanks, & Happy Holidays, > > Jim & Dondi Miller > Aircraft Technical Support, Inc. > Poly-Fiber & Ceconite Distributors > (Toll Free) (877) 877-3334 > Web Site: www.poly-fiber.com > E-mail: info(at)aircrafttechsupport.com > > > > > > > > ===== John & Lynn Richmond :-) Palm Coast, Fl. Mk3 269LJ, 582, 41 hrs 1,400 miles, longest=270 ________________________________________________________________________________
Date: Dec 11, 2001
Subject: Re: Kolb-List Digest: 28 Msgs - 12/10/01
From: Scott and Pam Trask <PTrask(at)diisd.org>
on 12/11/01 1:50 AM, Kolb-List Digest Server at kolb-list-digest(at)matronics.com wrote: > > Subject: Re: Kolb-List: Mark III Counter Balance Weights > > > In a message dated 12/10/01 12:38:11 PM Eastern Standard Time, > hawk36(at)mindspring.com writes: > > >> Will someone please send me the length of the 5/8 steel rods >> used in the MK III aileron coounter balance weights. >> >> > > I have a friend who just bought a flying MK III that doesn't have the > counter-balances; does he need them? > > Shack > FS I > SC > I don't have the aileron counter weights on my MK111 have over a 1000hrs on the airframe. Had the 582 and now the 912 no troubles. Scott Trask IMT ________________________________________________________________________________
From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com>
Subject: King KX99 and ICOM A3
Date: Dec 11, 2001
John, I've got the Icom A-3 in my Titan and I agree with your comments. My dad said that I sound clearer than most of the Cessnas when I fly. I also use David Clark H10-40 headsets, so I don't know if the headsets make a difference, but my dad said that he can't hear any background noise when I transmit. I don't have to worry about batteries when I fly since it is powered from the aircraft's 12V power. But, if I want to use it to monitor the tower while I am working on my plane I just slip on the battery pack and it's mobile. I've got the same setup for my GPS, it is powered by the aircraft's 12V power supply, when I want to take it out, I just take it out of the RAM mount and it works off from the batteries. I've always thought this would be good in the event of an engine out in remote areas. I could call an airliner above (since the radio can scan for active frequencies) and relay my exact location according to the GPS, in a pinch. Or I could walk out with the GPS and radio working on batteries. Josh -----Original Message----- From: John Hauck [mailto:hawk36(at)mindspring.com] Subject: Kolb-List: King KX99 and ICOM A3 If your using > it and there a lot of receiver traffic, you can discharge it faster than it > will charge. > jerryb Jerry and Gang: How long you been using the KX99? I swapped out my STS for a KX99, in 1989. First flight was from Alabama to Jim Younkin's History Aircraft Museum in Fayetteville, Arkansas. KX99 worked great on the way out. I had no battery in the Firestar, so ran the charger wire to the output side of the reg/rec. On the way back to Alabama I begin to pick up a little beep sound in the headset every 5 or 10 mins. Didn't know what it was. Thought it might have something to do with the new fangled King radio. A short time later, my brand new expensive KX99 went belly up. I turned it off and kept on flying. Later that day or the next I turned it on to see if it would work. Low and behold, it worked like a champ and the beep was gone. Finally, it dawned on me. The KX99 will not charge when the power switch is in the on position. It will only charge in the off position. Not to useful in a batteryless aircraft. You radio is not depleting the battery faster than it can charge. It is not charging when the power switch is on. It only charges the nicad battery when the power switch is off. I tried to get this changed last time I sent the radio to King for an overhaul. No can do. It is an STC's radio and can not be changed from its original certified condition without a whole lot of red tape and Congressional orders being cut. The KX99 worked out ok in the MKIII because I have a battery in it. I wired the power wire through a circuit breaker that is hot when the master switch is off. When I turn the power switch of the KX99 off, the aircraft battery is charging the radio nicad. On my extended XCs, charging the nicad off the aircraft battery overnight was more than enough to keep it operational the following day. If, by chance, I heard the beep, I could turn the radio off during flight and charge the nicad when I did not need to use the KX99. I retired the KX99 after the Alaska flight in July. It went belly up on the xmit side between Smithers and Prince George, BC. I still had the receive capability to monitor traffic, but not xmit. When I got home I shopped for an ICOM A3. It has no VOR capability, but it will operate from aircraft 12VDC power without its nicad battery attached. Makes a tiny little clean setup. They say dynamite comes in small packages. Well, this little cigarette pack size radio does the job. Receives extremely well and have had not problem xmitting to towers or other aircraft. Paid a little over $300.00 for it from Tropical Aero in Ft Lauderdale. Came with the headset adapter. Whewwwww! All that to say the King KX99 does not charge the nicad with the radio power switch on. Only in the off position. john h ________________________________________________________________________________
Date: Dec 11, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Kolb-List Digest: 28 Msgs - 12/10/01
> I don't have the aileron counter weights on my MK111 have over a 1000hrs on > the airframe. Had the 582 and now the 912 no troubles. > Scott Trask IMT Scott and Gang: You are lucky. The old factory MK III, Fat Albert, I flew many hours in many modes. Never experienced aileron flutter nor heard of anyone else in that aircraft experience it. However, I have been plagued with aileron flutter in all three Kolb airplanes I built: Ultrastar, Firestar, and MK III. Probably, the primary reason, in my case, is heavy ailerons due to dope and paint. The other is unbalance and some slop in the aileron control linkage. Aileron counterbalance weights solved my problem about 1,400 hours ago. Not an inkling of flutter since. Will assure you my MK III has experienced speeds, turbulence, and conditions that most MK III's will not have to contend with in their normal life span. john h ________________________________________________________________________________
Date: Dec 11, 2001
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: JerryB
What's your e-mail address and where do you live? I tried to e-mail you but the address was not good.=0D =0D Ron Payne=0D Gilbertsville, Ky. ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: King KX99 and ICOM A3
Date: Dec 11, 2001
I could call an airliner above (since the radio can scan for active frequencies) and relay my exact location according to the GPS, in a pinch. Or I could walk out with the GPS and radio working on batteries. Josh Great plan for sure...just 1 part. Forget the scan for freq. stuff. Just dial in 121.5 and start talking. ALL AIRLINES monitor 121.5... Jeremy "Hope I never have to use 121.5" Casey ________________________________________________________________________________
Date: Dec 11, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: King KX99 and ICOM A3
Or I could walk > out with the GPS and radio working on batteries. > Josh Josh and Gang: Maybe!!! Depending where you are, it may be best to stay with the aircraft. All your gear is there. The aircraft is easier to spot from the air (normally). There may be fuel in the tank to use for fires, wings for shelter, if you don't have a tent. Reckon it all depends on the situation. john h ________________________________________________________________________________
From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com>
Subject: King KX99 and ICOM A3
Date: Dec 11, 2001
Sorry guys, I thought I was replying to the Fly-UL email list, I didn't mean to mention a plane other than a Kolb. BTW, I miss my Firestar. The Titan is nice, but it's not as fun to fly low like the Firestar was. Josh -----Original Message----- From: Coggins, Josh, NPONS Subject: RE: Kolb-List: King KX99 and ICOM A3 John, I've got the Icom A-3 in my Titan and I agree with your comments. My dad said that I sound clearer than most of the Cessnas when I fly. I also use David Clark H10-40 headsets, so I don't know if the headsets make a difference, but my dad said that he can't hear any background noise when I transmit. I don't have to worry about batteries when I fly since it is powered from the aircraft's 12V power. But, if I want to use it to monitor the tower while I am working on my plane I just slip on the battery pack and it's mobile. I've got the same setup for my GPS, it is powered by the aircraft's 12V power supply, when I want to take it out, I just take it out of the RAM mount and it works off from the batteries. I've always thought this would be good in the event of an engine out in remote areas. I could call an airliner above (since the radio can scan for active frequencies) and relay my exact location according to the GPS, in a pinch. Or I could walk out with the GPS and radio working on batteries. Josh -----Original Message----- From: John Hauck [mailto:hawk36(at)mindspring.com] Subject: Kolb-List: King KX99 and ICOM A3 If your using > it and there a lot of receiver traffic, you can discharge it faster than it > will charge. > jerryb Jerry and Gang: How long you been using the KX99? I swapped out my STS for a KX99, in 1989. First flight was from Alabama to Jim Younkin's History Aircraft Museum in Fayetteville, Arkansas. KX99 worked great on the way out. I had no battery in the Firestar, so ran the charger wire to the output side of the reg/rec. On the way back to Alabama I begin to pick up a little beep sound in the headset every 5 or 10 mins. Didn't know what it was. Thought it might have something to do with the new fangled King radio. A short time later, my brand new expensive KX99 went belly up. I turned it off and kept on flying. Later that day or the next I turned it on to see if it would work. Low and behold, it worked like a champ and the beep was gone. Finally, it dawned on me. The KX99 will not charge when the power switch is in the on position. It will only charge in the off position. Not to useful in a batteryless aircraft. You radio is not depleting the battery faster than it can charge. It is not charging when the power switch is on. It only charges the nicad battery when the power switch is off. I tried to get this changed last time I sent the radio to King for an overhaul. No can do. It is an STC's radio and can not be changed from its original certified condition without a whole lot of red tape and Congressional orders being cut. The KX99 worked out ok in the MKIII because I have a battery in it. I wired the power wire through a circuit breaker that is hot when the master switch is off. When I turn the power switch of the KX99 off, the aircraft battery is charging the radio nicad. On my extended XCs, charging the nicad off the aircraft battery overnight was more than enough to keep it operational the following day. If, by chance, I heard the beep, I could turn the radio off during flight and charge the nicad when I did not need to use the KX99. I retired the KX99 after the Alaska flight in July. It went belly up on the xmit side between Smithers and Prince George, BC. I still had the receive capability to monitor traffic, but not xmit. When I got home I shopped for an ICOM A3. It has no VOR capability, but it will operate from aircraft 12VDC power without its nicad battery attached. Makes a tiny little clean setup. They say dynamite comes in small packages. Well, this little cigarette pack size radio does the job. Receives extremely well and have had not problem xmitting to towers or other aircraft. Paid a little over $300.00 for it from Tropical Aero in Ft Lauderdale. Came with the headset adapter. Whewwwww! All that to say the King KX99 does not charge the nicad with the radio power switch on. Only in the off position. john h ________________________________________________________________________________
Date: Dec 11, 2001
From: JIMMY HANKINSON <jhankin(at)planters.net>
Subject: Pictures
Having a problem accessing photo-list, can bring up list and click on different listing but nothing happens. Am I doing something wrong? Jimmy Hankinson FireFly #35, 447 Rotax, 200 Hrs. BRS 750 Chute, Brakes, Full enclosure. Rocky Ford, Georgia 30455 Southeast, Georgia Plantation Air Park, JYL Pegasis Field, Local 2000' Strip ________________________________________________________________________________
From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com>
Subject: King KX99 and ICOM A3
Date: Dec 11, 2001
You are right, John, it would depend on the situation. If I were on a fun flight around my home area, I would probably try to walk out if I was not too far away from civilization so that I wouldn't have to involve the authorities. But, if I was on a cross country or a long way from civilization and the terrain was mountainous, I would stay with my plane. Josh -----Original Message----- From: John Hauck [mailto:hawk36(at)mindspring.com] Subject: Re: Kolb-List: King KX99 and ICOM A3 Or I could walk > out with the GPS and radio working on batteries. > Josh Josh and Gang: Maybe!!! Depending where you are, it may be best to stay with the aircraft. All your gear is there. The aircraft is easier to spot from the air (normally). There may be fuel in the tank to use for fires, wings for shelter, if you don't have a tent. Reckon it all depends on the situation. john h ________________________________________________________________________________
From: dralle(at)matronics.com (Matt Dralle)
Date: Dec 11, 2001
"Kolb-List: Pictures" (Dec 11, 3:08pm)
Subject: Re: Pictures
When you click on a Subject line on the main list, a _new_ browser window should open with the share in question. Make sure that the window isn't maybe opening underneath something else on your desktop. Matt >-------------- > >Having a problem accessing photo-list, can bring up list and click on >different listing but nothing happens. Am I doing something wrong? > > Jimmy Hankinson > FireFly #35, 447 Rotax, 200 Hrs. > BRS 750 Chute, Brakes, Full enclosure. > Rocky Ford, Georgia 30455 > Southeast, Georgia > Plantation Air Park, JYL > Pegasis Field, Local 2000' Strip > > >-------------- -- Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551 925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft They that can give up essential liberty to obtain a little temporary safety deserve neither liberty nor safety. Benjamin Franklin Historical Review of Pennsylvania, 1759 ________________________________________________________________________________
Date: Dec 11, 2001
From: kuffel <kuffel(at)cyberport.net>
Subject: Re: King KX99 and ICOM A3
Group, <<> > Might want to scan anyway. It is true all airliners monitor 121.5 but usually it is with a special receiver which flashes a light when carrier squelch is opened. They don't have to actually *listen* to 121.5 and can testify from actual experience they didn't when I needed them. With all the false ELT signals, listening all the time would really interfere with safe operations. <> Would strongly second John's advice to stay with the airplane. If you need to walk far enough to where a GPS and radio would do you any good, then you are far enough in the boonies to be better off staying with the airplane. Once again, actual experience. Have spent a lot of time in Alaska looking for people who apparently survived the crash but walked away and were either found dead or more often never found at all. Tom Kuffel Whitefish, MT Building Original FireStar ________________________________________________________________________________
Date: Dec 11, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: King KX99 and ICOM A3
Have spent a lot > of time in Alaska looking for people who apparently survived the crash > but walked away and were either found dead or more often never found > at all. > > Tom Kuffel Tom and Gang: You are absolutely right. We know why they weren't found too. :-) Ole Griz has a ferocious appetite, along with a passle of other critters in the North. My buddy JD Smith augmented my 22 cal survival rifle with a 44 mag pistol and a big hunting knife for my flight from North Pole to Barrow and back. Said that 22 was great for shooting small game. Take it with you, but take the the 44. It will kill a grizzly. I kept the 44, pistol belt, ammo and knife on the left seat all the way. Take care, john h ________________________________________________________________________________
Date: Dec 11, 2001
From: b young <byoung(at)brigham.net>
Subject: Re: Kolb-List Digest: 28 Msgs - 12/10/01
Will someone please send me the length of the 5/8 steel rods used in the MK III aileron coounter balance weights. Thanks, john h john it seems that there was a discussion a while back and there were 2 different legnths sent out.... st seems that mine were 10 inches or so.... would have to go to the airport to measure..... when i balanced mine i did so before i mounted the flaps. boyd ________________________________________________________________________________
Date: Dec 11, 2001
Subject: Re: Engine Results, BRS talk
From: ul15rhb(at)juno.com
> Big Lar and Gang: > > Disgusting ain't it. Makes one wonder what else didn't get > done right. I am not picking on Lar alone, this happens to > ROTAX engines, and all the other certified engines one way > or another. If it is mechanical and humans are involved in > the chain, there will be mistakes. This could have been a > bad one for Lar had he been flying. What would it take for > total seperation, tail boom strike, etc. Seems like one of > those, ahhhhhhhhhhhh, parachutes might be nice to have, > stuck up there in the gap seal waiting for the red handle to > be pulled. > > Ain't no guarantees, > > john h > > Hope you get it sorted out Larry. Ain't fair is it? John and others, Pulling that red handle doesn't guarantee that it's going to work. There are 138 saves with a BRS, but they will never tell you how many they didn't save for one reason or another. I know of at least one. That red handle may be attached to an expensive paper weight for all you know. I'm not knocking BRS, just stating there are no guarantees in life. Your life was spared with a throw-out parachute, not a BRS. Am I right? Ralph Burlingame Original Firestar 15 years flying it, without a BRS ________________________________________________________________________________
From: "Mid-State Sandblasting" <plane(at)rtmc.net>
Subject: Re: Ultra Star
Date: Dec 12, 2001
Hi Jeff I hope that you have as much flying enjoyment from your ultrastar as I have had with mine I have been flying with a Subaru ea 71 for 14 months now and it is running as good as any engine could. I try to fly at lest a half hour every day if it is not raining or blowing to hard. must be windy a lot as I only have been able to get 120 hours on the old Soobydoo in 14 months The only thing that I must do is put a fuel flow system on so I can keep track of my fuel I use about 2.5 gal wide open 3200 rpm @ 70mph 2500 rpm @ 50 mph. the soobydoo seems to like 60 mph the best as must of my flying is at that speed landing speed is a little faster about 45 mph at touch down I could get it down to less then that but 45 just works good for me. Randy still flying the soobydoo in NC ----- Original Message ----- From: "JeffandBecky" <jeffandbecky(at)fuse.net> Subject: Kolb-List: Ultra Star > > I have been introduced into the Kolb world with the purchase of an Ultra > Star. Must say, the gentlemen whom I made the purchase from sold me a > very nice Ultra Star. Along with the purchase came great show of > character and concern for my well being. For some time I have watch the > list and dreaming of owning a Kolb. Even though my goal is a Mark III > Xtra or so, this should be a good start. What a pleasure to strap in > and go have some fun. The Kolb list and flyers have been well > represented by an individual who has great compassion towards flying. > > To you my friend thanks for your help. > > > Jeff > Burlington KY > > ________________________________________________________________________________
Date: Dec 11, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Engine Results, BRS talk
> John and others, > > Pulling that red handle doesn't guarantee that it's going to work. There > are 138 saves with a BRS, but they will never tell you how many they > didn't save for one reason or another. I know of at least one. That red > handle may be attached to an expensive paper weight for all you know. I'm > not knocking BRS, just stating there are no guarantees in life. > > Your life was spared with a throw-out parachute, not a BRS. Am I right? > > Ralph Burlingame > Original Firestar > 15 years flying it, without a BRS Ralph: Are you drunk again? :-) I hope you can fly your airplane for another 15 years without a parachute. And I sincerely hope you do not need one. BTW: How many hours have you flown that Firestar? john h john h ________________________________________________________________________________
Date: Dec 11, 2001
Subject: [ Steven Green ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: Kolb Mark III http://www.matronics.com/photoshare/SGreenpg@aol.com.12.11.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 11, 2001
Subject: [ Eugene Zimmerman ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: Kolb Pictures http://www.matronics.com/photoshare/eugenezimmerman@dejazzd.com.12.11.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 12, 2001
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: Engine Results
Larry and Group, Here is a tip for getting projects completed: Try to keep a positive attitude. Rather than being "disgusted" when something breaks, look for the good in it if possible. Using Larry's example; remind yourself that it happened on the ground and you are lucky that it didn't happen in the air. John Jung Larry Bourne wrote: > This afternoon, went out >and found that the input shaft to the drive was twisted right off, like a >piece of cheese. Don't guess I need to have too many >inspections...............got me one of the bad pieces of steel, all right. >S.O.a.B. ! ! ! > How many times have I signed off now as "Disgusted Lar." > ________________________________________________________________________________
Date: Dec 12, 2001
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Engine Results
Larry Hang in there, be happy you incountered the problem on the ground. This should give you time to get that bird covered while Milo is working on the fix. I tried to send this yesterday but it didn't go so... The following was copied from my Great Plains Aircraft Manual: Minimum oil temp......160 degrees F Maximum oil temp......230 F Cruise oil temp.......200 F Minimum oil pressure at cruise...23PSI Maximum oil pressure at cruise...70PSI Maximum oil pressure - cold.....100PSI CHT at cruise 350 - 375 F CHT during climb (5min)...420 F Do not exceed CHT 450 F EGT at cruise 1150 F Do not exceed EGT 1500 F Hope this helps. John has some good points about the reliability of those Rotax 4 stroke engines. The record these engines have is hard to beat. I merely had about 5000 reasons to try the VW engine. The guy that made my reduction drive has had pretty good luck with his VW engines but every engine, reduction drive, and prop combination is a whole new ball game. VW parts are inexpensive. I can order a complete new long block for $3300.00 and replacement pistons cylinders, and rings are less than $200.00. As long as nothing breaks the cost of maintaining a VW is pretty cheep. Rick Neilsen Redrive VW powered Kolb MKIII classic >>> biglar(at)gogittum.com 12/10/01 02:24PM >>> I don't have a regular advance mechanism like yours. It's all digital, entered on a small computer, so I can enter any value I want. That's next, I guess, and it looks like it'll be fairly tedious. Yes, I am getting CHT's from the spark plug seat. Found that if I hold the tang of the thermocouple with needle nose pliers, and use a dab of anti-sieze, I can - carefully - torque the plug down without any problem. Your flat spot sounds like it must be carburetion. Mine has a smooth linear response at all settings, clear up to 4800 rpm, and - so far - no rpm specific harmonics. ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Re: Mark III Counter Balance Weights
Date: Dec 12, 2001
On 12-11-01, Richard Neilsen wrote: << When I purchased my MKIII Kolb claimed that the balance weights weren't needed on the MKIII. I got them anyway. >> Fellow Kolbers - I had the same situation as Rick - Old Kolb told me my Mark-3 didn't need the aileron counterbalance weights. Three and a half years later, now that my plane is a-a-a-almost ready to fly, this recent thread on balance weights has convinced me otherwise. I've seen enough List members tell how the weights are good insurance to prevent flutter, even though Kolb says the Mark-3s don't need them. Glad I listen to this List. John Hauck was gracious enough to sell me his spare set of balance weights to install on my aircraft (thanks, John!) Goes to show you the value of listening to those with the experience! I plan to test run my newly-installed engine on my Mark-3 within the next week or so. Everything else is basically finished, so hopefully, first flight is not too far away! And unlike Big Lar, I don't plan to challenge any of you 912 operators out there to a climb contest ... I couldn't take the humiliation. But who knows - in a state of euphoric triumph, after finally breathing life into my aluminum and fabric creation, I too may get a bit over-excited on the List! (congrats, Lar!) Dennis Kirby Mark-3, Verner-1400, Powerfin-72, 98.9 percent done, in Cedar Crest, New Mexico ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Mark III Counter Balance Weights
Date: Dec 12, 2001
Remember that I said it was all hot air ! ! ! But Fun ! ! ! If ever we DO get into a side by side situation, I'm sure it'll be irresistable to give 'er a go, but also to keep in mind that it's all in fun.................and who knows till you try.................you just might whup 'em. I hear that Verner is a very good engine. Lar. Do not Archive. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- > > And unlike Big Lar, I don't plan to challenge any of you 912 operators out > there to a climb contest ... I couldn't take the humiliation. But who knows > - in a state of euphoric triumph, after finally breathing life into my > aluminum and fabric creation, I too may get a bit over-excited on the List! > (congrats, Lar!) > > Dennis Kirby > Mark-3, Verner-1400, Powerfin-72, 98.9 percent done, in > Cedar Crest, New Mexico > > ________________________________________________________________________________
Date: Dec 12, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Mark III Counter Balance Weights
If ever we DO > get into a side by side situation, I'm sure it'll be irresistable to give > 'er a go, > Verner is a very good engine. Lar. Dennis, Lar, and Gang: Don't want to bust anybody's bubble, but MK III aircraft and everything else Homer designed except maybe the Sling Shot, are not speed demons. Top speed on my MK III remains about the same as it did when I was flying a 582, 912 and 912S. That is a spread of 30 HP difference between the 582 and the 912S. Also, I only get 95 HP continuous out of the 912S. They reach about 90mph and hit a brick wall. After that power is wasted on noise, fuel, and pilot fatigue. 80 mph is a good cruise and if you get in a hurry 90 is not bad in smoother air. Don't be disappointed if it will not fly 150 mph. The beauty of Kolb aircraft is their spectacular STOL capabilities, gentle stall characteristics, controlability, survivability, and endurance. I even think mine is purty. :-) Take care, john h ________________________________________________________________________________
Date: Dec 12, 2001
From: Woody <duesouth(at)iname.com>
Subject: Re: Ultra Star
Sounds like you are having good luck with the Sooby. I bought an ea 71 for my Twinstar but Homer talked me out of installing it. It's still kicking around the garage. That was one smooth running engine. Good luck with your experimenting. What is your rate of climb? > >Hi Jeff > I hope that you have as much flying enjoyment from your ultrastar as I have >had with mine I have been flying with a Subaru ea 71 for 14 months now and >it is running as good as any engine could. I try to fly at lest a half >hour every day if it is not raining or blowing to hard. must be windy a lot >as I only have been able to get 120 hours on the old Soobydoo in 14 months >The only thing that I must do is put a fuel flow system on so I can keep >track of my fuel I use about 2.5 gal wide open 3200 rpm @ 70mph 2500 >rpm @ 50 mph. the soobydoo seems to like 60 mph the best as must of my >flying is at that speed landing speed is a little faster about 45 mph at >touch down I could get it down to less then that but 45 just works good for >me. > > Randy still flying the soobydoo in NC >----- Original Message ----- >From: "JeffandBecky" <jeffandbecky(at)fuse.net> >To: >Subject: Kolb-List: Ultra Star > > > > > > I have been introduced into the Kolb world with the purchase of an Ultra > > Star. Must say, the gentlemen whom I made the purchase from sold me a > > very nice Ultra Star. Along with the purchase came great show of > > character and concern for my well being. For some time I have watch the > > list and dreaming of owning a Kolb. Even though my goal is a Mark III > > Xtra or so, this should be a good start. What a pleasure to strap in > > and go have some fun. The Kolb list and flyers have been well > > represented by an individual who has great compassion towards flying. > > > > To you my friend thanks for your help. > > > > > > Jeff > > Burlington KY > > > > > > ________________________________________________________________________________
Date: Dec 12, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: ballistic parachutes
> Also does anyone know if the Firestar II can be kept flying level with > the rudder if the ailerons are suddenly inoperative or will the plane > gradually go into a spiral? > > Bill Vincent Bill: I do not know of any Kolb aircraft that can be flown with rudder should the ailerons become inop, hung up, full or partial deflection, left or right. When my Ultrastar broke the upper airleron bell crank arm, the ailerons went immediately into flutter. Air speed at the time was 75 mph indicated, altitude 250 feet AGL. I have flown the Kolbra but .5 hr and do not have the foggiest if it is controllable in roll with rudder only. I have a feeling it isn't. As Ralph Burlingame so stated yesterday, "No guarantee the parachute will work." Also no guarantee the ailerons or elevators with work. There are many situations one can get into when the only possible way to survive is the parachute. I know, those of you who don't need one will figure a way to get around this if the situation arises. :-) I hope so. Parachutes are personal pieces of equipment most of the time. If you have a two place and are hauling passengers, then it isn't quite so personal. You have someone else's life in your hands. You are the man in charge. Most of the time when the last resort for survival is the parachute, doesn't matter if you are a good pilot or not. The fact is the ground is terribly hard. The rate of descent of the parachute is not a big factor. The fact that your pretty airplane is about to be totaled does not matter. What does matter is you and your passenger's survival. Do everything you can to insure you can survive. If you have not been there, you will not understand where I am coming from. To find yourself in an airplane that has quit flying or has suddenly become uncontrollable is not the time to decide you wish you had a parachute, or whether to use it or not. I believe some fatalities could have been prevented had the pilot not forgotten he had a parachute on board. Believe me. When the emergency arises, you do not want to panic, freeze up, and forget you have a way out. If you have a parachute, be sure you practice regularly what you actions will be, should you need it. Be able to find the handle with your eyes closed, with left or right hand. Be able to make an instant decision to pull the handle, should the need arise. Be prepared to find and pull the handle should you find your aircraft spinning, tumbling, wildly out of control. When the time comes, the aircraft may not be as stable as it is on the ground when you are practicing emergency employment. Before my Brother, Jim, repacked my Jim Handbury Hand Deployed Parachute, at his home near Woodville, Florida, he had me put the parachute on, sit on the airconditioning unit, and see if I could get full line deployment by throwing it as I would in an actual situation. I did a pretty good job of throwing it. Jim repacked it. Seven days later I threw it again to save my bones. I certainly had no idea I would ever need that parachute. I had a habit of flying over to the local airport wearing the parachute. After landing, take off the parachute and fly around the airport without it. It saved weight and I could get in and out of the Ultrastar quicker. The day that I used the parachute I did the same thing. My EAA Chapter had a chilli supper at the airport. Less than a minute after I departed for home the upper arm of the aileron bell crank failed and I was momentarily under the canopy. One never knows. Take care, john h ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: ballistic parachutes
Date: Dec 12, 2001
There's been a lot of talk about this in the past, and speculation on the best angle to hit at. I believe they generally figure on a descent of about 1800 fpm under the chute..............about 20 mph.............and I suspect that's why they don't show the landings. It'll save your life alright - but as was said - the plane will be pretty crunched in the meantime............but worth it, eh ?? Those're the numbers Cirrus uses for their certified plane, and I understand that the plane is not considered repairable afterwards. I believe BRS's numbers are similar. Big Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Bill Vincent" <emailbill(at)chartermi.net> Subject: Kolb-List: ballistic parachutes > > John and Gang: > > I think having a parachute is a very good idea. You will never know > when you may be incapacitated; there will be a structural failure; the > elevator becomes jammed or a mid-air ....etc. etc. > > I have seen a few films of a BRS chute bringing down an Ultralight > aircraft, but it seems like they always cut the film just before the > plane hits the ground. > > ________________________________________________________________________________
Date: Dec 12, 2001
Subject: [ Possum ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: J.R's.Plane http://www.matronics.com/photoshare/Kolb-List,Ultralight-List.12.12.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 12, 2001
Subject: [ Possum ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: JR's Plane http://www.matronics.com/photoshare/possums@mindspring.com.12.12.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 12, 2001
Subject: [ Bill Futrell ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Subject: Mark-111-Xtra http://www.matronics.com/photoshare/Bill-Jo@prodigy.net.12.12.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 12, 2001
Subject: [ Larry Bourne ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Larry Bourne Subject: Ready to Cover http://www.matronics.com/photoshare/biglar@gogittum.com.12.12.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 13, 2001
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Bears and Guns
>Dave Rains >Federal Range Rider >FS II How in the world do you get to be a Federal Range Rider (and in a Kolb, no less!) and how much does it pay? :-) -- R ________________________________________________________________________________
Date: Dec 13, 2001
Subject: [ John Hauck ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: John Hauck Subject: 1984 Kolb Ultrastar http://www.matronics.com/photoshare/hawk36@mindspring.com.12.13.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 13, 2001
Subject: [ Larry Bourne ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Larry Bourne Subject: John Hauck's Pic of Vamoose http://www.matronics.com/photoshare/biglar@gogittum.com.12.13.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 13, 2001
From: JIMMY HANKINSON <jhankin(at)planters.net>
Subject: Pictures
Attached picture of my FireFly. E-mail list Kolb Name: Jimmy Hankinson Date: 12-13-01 Subject: FireFly Description: FireFly 1999, 200 Hours, Rocky Ford, Ga. Photo: FireFly pose2-135 jpg Jimmy Hankinson FireFly #35, 447 Rotax, 200 Hrs. BRS 750 Chute, Brakes, Full enclosure. Rocky Ford, Georgia 30455 Southeast, Georgia Plantation Air Park, JYL Pegasis Field, Local 2000' Strip ________________________________________________________________________________
Date: Dec 13, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: King KX99 and ICOM A3
John & Gang, Sorry to say it but John on this issue your wrong. The King KX-99 vehicle charger jack only does a "tickle charge". The problem is with exception of transmitting, the audio output section can consume more power than the tickle charge is capable of supplying. The beeping you heard was the warning the battery is about discharged. It will charge with the power switch on or off. When off it charges faster. This is because there is no audio drain on the unit, when turned on if there is much RX aural traffic, the audio section discharges at a rate faster than the tickle charger can charge it. I talked to King corporate technical people about this years ago. Why because I too ran into the same problem you did, it discharges faster than it charges if there's much RX audio traffic. Other than that it is a fine radio, little bigger and heavier than the newer ICOM models but it's clear with good noise suppression. Kicks my ICOM A-22's butt but it does has the disadvantage that it can run down faster that the tickle charge can charge it when in use and it lacks a clean way to power it directly in a vehicle without cobbling up a battery pack.. jerryb > > If your using > > it and there a lot of receiver traffic, you can discharge it faster than it > > will charge. > > > jerryb > >Jerry and Gang: > >How long you been using the KX99? > >I swapped out my STS for a KX99, in 1989. First flight was >from Alabama to Jim Younkin's History Aircraft Museum in >Fayetteville, Arkansas. KX99 worked great on the way out. >I had no battery in the Firestar, so ran the charger wire to >the output side of the reg/rec. On the way back to Alabama >I begin to pick up a little beep sound in the headset every >5 or 10 mins. Didn't know what it was. Thought it might >have something to do with the new fangled King radio. A >short time later, my brand new expensive KX99 went belly >up. I turned it off and kept on flying. Later that day or >the next I turned it on to see if it would work. Low and >behold, it worked like a champ and the beep was gone. >Finally, it dawned on me. The KX99 will not charge when the >power switch is in the on position. It will only charge in >the off position. Not to useful in a batteryless aircraft. > >You radio is not depleting the battery faster than it can >charge. It is not charging when the power switch is on. It >only charges the nicad battery when the power switch is >off. > >I tried to get this changed last time I sent the radio to >King for an overhaul. No can do. It is an STC's radio and >can not be changed from its original certified condition >without a whole lot of red tape and Congressional orders >being cut. > >The KX99 worked out ok in the MKIII because I have a battery >in it. I wired the power wire through a circuit breaker >that is hot when the master switch is off. When I turn the >power switch of the KX99 off, the aircraft battery is >charging the radio nicad. On my extended XCs, charging the >nicad off the aircraft battery overnight was more than >enough to keep it operational the following day. If, by >chance, I heard the beep, I could turn the radio off during >flight and charge the nicad when I did not need to use the >KX99. > >I retired the KX99 after the Alaska flight in July. It went >belly up on the xmit side between Smithers and Prince >George, BC. I still had the receive capability to monitor >traffic, but not xmit. When I got home I shopped for an >ICOM A3. It has no VOR capability, but it will operate from >aircraft 12VDC power without its nicad battery attached. >Makes a tiny little clean setup. They say dynamite comes in >small packages. Well, this little cigarette pack size radio >does the job. Receives extremely well and have had not >problem xmitting to towers or other aircraft. Paid a little >over $300.00 for it from Tropical Aero in Ft Lauderdale. >Came with the headset adapter. > >Whewwwww! All that to say the King KX99 does not charge the >nicad with the radio power switch on. Only in the off >position. > >john h > > ________________________________________________________________________________
Date: Dec 13, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: King KX99 and ICOM A3
Hi JerryB and Gang: > Sorry to say it but John on this issue your wrong. Your opinion is fine with me, but does not change the FACTS I wrote in my response to your post on the KX99. I worked very closely with the same technician at King for two years, in 2000 and 2001, during overhaul of my KX99 and prep for both flights to Alaska. Based on my experience with powering the radio with the 12VDC input jack, not necessarily "vehicle" jack, and conversations with King, I stand by my previous reply. Now, it doesn't make a hill of beans for me cause I have officially retired the old KX99 and have a little ICOM that is doing what I wanted the KX99 to do when I bought it in 1989. I'll try to get over this as soon as the rain stops here in cold, damp, and dreary Alabama. :-) john h ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 13, 2001
Subject: Re: ballistic parachutes
In a message dated 12/12/01 9:42:04 PM Eastern Standard Time, emailbill(at)chartermi.net writes: > Also does anyone know if the Firestar II can be kept flying level with > the rudder if the ailerons are suddenly inoperative or will the plane > gradually go into a spiral? > > If there isn't too much wind, I can make a wide 180 degree turn, cut the throttle to idle, & land the plane on the runway without touching the stick [no aileron or elevator inputs]. My descent rate is 500 fpm, so I haven't actually let my Firestar I touch the runway in that mode 'cause I think the landing gear would bend a little. Some time, I can play with the throttle in the last 100' & decrease the descent rate enough that the landing would be pretty smooth, but that's pretty "iffy". To do this you must keep ahead of the plane with the rudder or she'll get away from you. Shack FS I SC ________________________________________________________________________________
Date: Dec 13, 2001
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Subject: Re: ballistic parachutes
Lar, your about right on the rate of decent, just installed my BRS 5 on my firestar KXP model... drove down to south st. paul with my enclosed trailer and plane so they could inspect it. (it's nice to be close to the manufacture) everything looked good to them and they took a couple of pics for there file. I was offered a cup of coffee and a tour of the place...(talk about chutes) wow!!! there was a fuselage of a cessna 172 on a boom system for there current R&D testing of a chute for it....when it gets released i was told it would run about 14,000.00 - 16,000.00 for it. on rate of decent i can except to hit the ground anywhere from 12 to 20 mph. in my plane with the BRS 5 model and my gross weight limit...however this is with no occelation which you will get if you have to pull the handle at 150 ft. or so. don't quote me on this there are just to many variables. btw BRS just told me of another save the other day at Oshkosh in a quicksilver at a very low level...just installed the day before. I can give you the details off-list or go to the accident site. I'am sure glad i have one installed on my fs1... and it is the most expensive piece of equipment i hope i will never use. true...they may not work all the time but i want a second chance in life should the situation arise. thanks, Gary r. voigt Excelsior, mn. Larry Bourne wrote: > > There's been a lot of talk about this in the past, and speculation on the > best angle to hit at. I believe they generally figure on a descent of > about 1800 fpm under the chute..............about 20 mph.............and I > suspect that's why they don't show the landings. It'll save your life > alright - but as was said - the plane will be pretty crunched in the > meantime............but worth it, eh ?? Those're the numbers Cirrus uses > for their certified plane, and I understand that the plane is not considered > repairable afterwards. I believe BRS's numbers are similar. > Big Lar. > > Larry Bourne > Palm Springs, Ca. > Kolb Mk III - " Vamoose" > http://www.gogittum.com > > ----- Original Message ----- > From: "Bill Vincent" <emailbill(at)chartermi.net> > To: > Subject: Kolb-List: ballistic parachutes > > > > > John and Gang: > > > > I think having a parachute is a very good idea. You will never know > > when you may be incapacitated; there will be a structural failure; the > > elevator becomes jammed or a mid-air ....etc. etc. > > > > I have seen a few films of a BRS chute bringing down an Ultralight > > aircraft, but it seems like they always cut the film just before the > > plane hits the ground. > > > > ________________________________________________________________________________
Date: Dec 13, 2001
From: Bruce fletcher <bwfbwf55441(at)yahoo.com>
Subject: Re: ballistic parachutes
--- HShack(at)aol.com wrote: > > In a message dated 12/12/01 9:42:04 PM Eastern > Standard Time, > emailbill(at)chartermi.net writes: > > > > Also does anyone know if the Firestar II can be > kept flying level with > > the rudder if the ailerons are suddenly > inoperative or will the plane > > gradually go into a spiral? Most planes can keep the wings level using rudder. > You can easily keep ultralight wings level with the rudder. You can't hold alt. with the rudder, that takes elevator or throttle. On cross countries it's fun to fly a leg using rudder and throttle to keep on course and altitude or rudder and elev. trim. try it ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Pictures
Date: Dec 13, 2001
Dunno what happened, Jimmy..............didn't come thru on mine. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "JIMMY HANKINSON" <jhankin(at)planters.net> Subject: Kolb-List: Pictures > > Attached picture of my FireFly. > > E-mail list Kolb > Name: Jimmy Hankinson > Date: 12-13-01 > Subject: FireFly > Description: FireFly 1999, 200 Hours, Rocky Ford, Ga. > Photo: FireFly pose2-135 jpg > > > Jimmy Hankinson > FireFly #35, 447 Rotax, 200 Hrs. > BRS 750 Chute, Brakes, Full enclosure. > Rocky Ford, Georgia 30455 > Southeast, Georgia > Plantation Air Park, JYL > Pegasis Field, Local 2000' Strip > > > > > > > ________________________________________________________________________________
From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com>
Subject: ballistic parachutes
Date: Dec 13, 2001
I'd like to comment on the subject of using the rudder only. I am a former Kolb owner so I hope you all forgive me for mentioning another brand that I now fly, but I feel that the content is related to all ultralight pilots. I used to fly a radio controlled Cox foam glider that had rudder only controls. The way that you controlled pitch was to "wiggle" the rudder back and forth, this caused it to climb. I tried this on my Titan and it worked! I believe that I could control the plane enough to fly a straight line and be able to control sink/climb using the rudder only if I lost elevator control. My Titan is trimmed very well, it doesn't try to turn one way or the other when I let go of the stick, which I believe is very important to being able to control it with rudder only. Actually, I sometimes simulate partial control failures by not using one of the controls and see how to fly the plane without it. I now think that I could get the plane down at an airport with at least one of the major controls being gone. I imagine that the aerodynamics of the individual design may allow this on some designs and not others. What do you all think? Josh -----Original Message----- From: Bruce fletcher [mailto:bwfbwf55441(at)yahoo.com] Subject: Re: Kolb-List: ballistic parachutes --- HShack(at)aol.com wrote: > > In a message dated 12/12/01 9:42:04 PM Eastern > Standard Time, > emailbill(at)chartermi.net writes: > > > > Also does anyone know if the Firestar II can be > kept flying level with > > the rudder if the ailerons are suddenly > inoperative or will the plane > > gradually go into a spiral? Most planes can keep the wings level using rudder. > You can easily keep ultralight wings level with the rudder. You can't hold alt. with the rudder, that takes elevator or throttle. On cross countries it's fun to fly a leg using rudder and throttle to keep on course and altitude or rudder and elev. trim. try it ________________________________________________________________________________
From: "Richard Swiderski" <swiderskir(at)earthlink.net>
Subject: Re: Turning With Rudder Only
Date: Dec 14, 2001
Josh, How well a plane responds to turning by using only rudder inputs is primarily determined by the extent of its diheidral. 2-axis planes depend solely on the rudder to control banking. All of them have a lot of diheidral. Kolbs have hardly any dihedral, so they are barely, if at all able to be controled only with rudder input. The advantage of the flatter wing is that it is less subseptable to crosswind & more responsive to airleron input. The disadvantage is that they demand more constant input (can't take your hands off to read a map very well) & you can't lift a wing very well using opposite rudder. ...Richard Swiderski ----- Original Message ----- From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com> Subject: RE: Kolb-List: ballistic parachutes > > I'd like to comment on the subject of using the rudder only. I am a > former Kolb owner so I hope you all forgive me for mentioning another brand > that I now fly, but I feel that the content is related to all ultralight > pilots. > > I used to fly a radio controlled Cox foam glider that had rudder > only controls. The way that you controlled pitch was to "wiggle" the rudder > back and forth, this caused it to climb. I tried this on my Titan and it > worked! I believe that I could control the plane enough to fly a straight > line and be able to control sink/climb using the rudder only if I lost > elevator control. My Titan is trimmed very well, it doesn't try to turn one > way or the other when I let go of the stick, which I believe is very > important to being able to control it with rudder only. Actually, I > sometimes simulate partial control failures by not using one of the controls > and see how to fly the plane without it. I now think that I could get the > plane down at an airport with at least one of the major controls being gone. > I imagine that the aerodynamics of the individual design may allow this on > some designs and not others. What do you all think? > Josh > > -----Original Message----- > From: Bruce fletcher [mailto:bwfbwf55441(at)yahoo.com] > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: ballistic parachutes > > > --- HShack(at)aol.com wrote: > > > > In a message dated 12/12/01 9:42:04 PM Eastern > > Standard Time, > > emailbill(at)chartermi.net writes: > > > > > > > Also does anyone know if the Firestar II can be > > kept flying level with > > > the rudder if the ailerons are suddenly > > inoperative or will the plane > > > gradually go into a spiral? > > Most planes can keep the wings level using rudder. > > You can easily keep ultralight wings level with the > rudder. You can't hold alt. with the rudder, that > takes elevator or throttle. On cross countries it's > fun to fly a leg using rudder and throttle to keep on > course and altitude or rudder and elev. trim. > > try it > > ________________________________________________________________________________
Date: Dec 13, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: ballistic parachutes
> Most planes can keep the wings level using rudder. > > You can easily keep ultralight wings level with the > rudder. Bruce fletcher Hi Bruce and Gang: I think I missed something along the way. What model Kolb do you fly? There is a guy on the list that added a considerable amount of dihedral to his Firestar, I think, and was able to fly it, wings level, plus bank and recover, with rudder. But for me, I can not do that in a Kolb airplane that is rigged according to plans. Maybe I am not trying hard enough. :-) john h ________________________________________________________________________________
Date: Dec 14, 2001
Subject: [ Jimmy Hankinson ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Jimmy Hankinson Subject: FireeFly #35 http://www.matronics.com/photoshare/jhankin@planters.net.12.14.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 14, 2001
Subject: [ Possum ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Possum Subject: "SpaceShuttle" Woods http://www.matronics.com/photoshare/possums@mindspring.com.12.14.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
From: TCowan1917(at)aol.com
Date: Dec 14, 2001
Subject: Re: rudder only
I dont know, I am kinda dumb but it does not take a rocket scientist to figure that our ails are part of the lift of the wing, they fly. the elevator is part of the stab and it flies. so, it would only seem logical that if you loose your ails and they flap, you wont have the lift to sustain flight. not like you would like anyway. if you loose your elevator, it is lights out. trust me, after a zillion years of flying rc, you aint got a chance when you lose your elevator. no full stab, no flight. no way, no how. practice alll you want but I would prefer to practice pulling chute if I loose my elevator. hope you never have to find out the truth. ted cowan, alabama ________________________________________________________________________________
Date: Dec 14, 2001
From: Bruce fletcher <bwfbwf55441(at)yahoo.com>
Subject: Re: ballistic parachutes
> What model Kolb do you fly? > Kolb lll www.metroflorida.com/plane I was taught this in the navy 50 years ago works with jets too. Bruce ________________________________________________________________________________
Date: Dec 14, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: ballistic parachutes
> > What model Kolb do you fly? > > > Kolb lll www.metroflorida.com/plane > Bruce Bruce and Gang: Thanks for the reply and the information on your airplane. Your Kolb III is not much Kolb and a lotta Jim Lee, especially the wings. I knew Jim for many years prior to his last accident. I believe I stated previously, I know of no Kolb, built per standard Kolb plans, that will fly with rudder alone. You may be able to play around for a short while, but eventually it will get into a bank attitude that the rudder can not correct. I can not speak for anyone else, because some have already stated they can "almost" make landings with rudder alone. I will take my chances with the balistic recovery system should I lose aileron control and let the insurance company buy me another airplane. john h ________________________________________________________________________________
From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com>
Subject: Re: rudder only
Date: Dec 14, 2001
Ted, But what happens when you let go of the stick? If your plane is trimmed it will keep on flying pretty much straight ahead, until some outside force (turbulence) makes it start to turn. So, if your plane is trimmed and you are flying straight and level and an elevator cable breaks, your plane will continue flying normally, you won't even know there is a problem until you try to use the elevator. There is a myth that if one of the cables breaks that all of a sudden you are going into a dive to your death. My theory is that in this type of situation, you can try using one of the other controls(rudder) to "artificially" create pitch control. When you turn left with the rudder, the right wing speeds up, which usually causes it to climb. If you input right rudder quickly, the left wing speeds up and climbs. This is why I think the rudder can be used in the event of elevator control loss. By dancing on the rudders I have been able to make my plane climb while totally letting go of the stick so that the elevator has no effect. Josh -----Original Message----- From: TCowan1917(at)aol.com [mailto:TCowan1917(at)aol.com] Subject: Kolb-List: Re: rudder only I dont know, I am kinda dumb but it does not take a rocket scientist to figure that our ails are part of the lift of the wing, they fly. the elevator is part of the stab and it flies. so, it would only seem logical that if you loose your ails and they flap, you wont have the lift to sustain flight. not like you would like anyway. if you loose your elevator, it is lights out. trust me, after a zillion years of flying rc, you aint got a chance when you lose your elevator. no full stab, no flight. no way, no how. practice alll you want but I would prefer to practice pulling chute if I loose my elevator. hope you never have to find out the truth. ted cowan, alabama ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: rudder only
Date: Dec 14, 2001
----- Original Message ----- From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com> Subject: RE: Kolb-List: Re: rudder only > > Ted, > But what happens when you let go of the stick? If your plane is > trimmed it will keep on flying pretty much straight ahead, until some > outside force (turbulence) makes it start to turn. So, if your plane is > trimmed and you are flying straight and level and an elevator cable breaks, > your plane will continue flying normally, you won't even know there is a > problem until you try to use the elevator. There is a myth that if one of > the cables breaks that all of a sudden you are going into a dive to your > death. My theory is that in this type of situation, you can try using one > of the other controls(rudder) to "artificially" create pitch control. When > you turn left with the rudder, the right wing speeds up, which usually > causes it to climb. If you input right rudder quickly, the left wing speeds > up and climbs. This is why I think the rudder can be used in the event of > elevator control loss. By dancing on the rudders I have been able to make > my plane climb while totally letting go of the stick so that the elevator > has no effect. oh my. if the left wing is speeding up the right wing is slowing down, and you have a wash in lift. but if you didn't and some how you had an increase in lift then that increase in lift would be located very nearthe cg and would create very small pitching moment. if the rudder is mounted high above the cg the large deflections of rudder back and forth will make drag, that can pitch the nose up. f18s deflect both there rudders inboard during cat launches to get additional nose up pitching moment. what it on JAG sometime look funny. if you lose elevator but not trim then you can fly a plane. if you don't have a separate trim cable then your done. the elevator will float to what ever angle the incoming wind is at, the trim tab just keeping its angle relative to the wind the same, not relative to the fuselage, which is what matters in pitch stability. the stabilizer is to small to do much by itself so you will simply dive to some very high trim speed. this is where reflexable flaps come in handy, you can trim the plane with them a bit. if you lose an aileron most likely a Kolb will very quickly spiral into the ground, the rudder not being near strong enough a roll control to overcome the differential lift of the failed aileron. an easy measure is how much aileron can you put in a slip before you run out of rudder control. probably 50% on a kolb. (just a wag, somebody flying give us a number). more dihedral, more rudder or less aileron will make them closer. Topher ________________________________________________________________________________
Date: Dec 14, 2001
From: Bruce fletcher <bwfbwf55441(at)yahoo.com>
Subject: Re: ballistic parachutes
> > > > But > for me, I can not do that in a Kolb airplane that is > rigged > according to plans. > > Maybe I am not trying hard enough. :-) > > john h John I think people are getting in to this too deep. Your not going to fly for hours this way or in rough weather. Say your heading is starting to drift, just kick a little opposite rudder to get the plane back on course, because you have both hands on a map. The rudder only works with the ailerons not the elevator. Bruce ________________________________________________________________________________
Date: Dec 14, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: ballistic parachutes
> I think people are getting in to this too deep. Your > not going to fly for hours this way or in rough > weather. > Bruce Bruce and Gang: Undoubtedly, I am not getting my point across. :-) Last comment on flying Kolb aircraft, built and rigged according to Homer's plans: They are not controlable without ailerons. It is possible at times to play with the rudder for a very short time to keep the wings level, then the aircraft will roll into a left or right bank/turn. At that time, you will not be able to recover from the bank with rudder. That's my story and I am sticking to it. Also, end of story. john h ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: rudder only
Date: Dec 14, 2001
And that's exactly why I chose to put in a backup elevator cable in Vamoose. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: <TCowan1917(at)aol.com> Subject: Kolb-List: Re: rudder only > > I dont know, I am kinda dumb but it does not take a rocket scientist to > figure that our ails are part of the lift of the wing, they fly. the > elevator is part of the stab and it flies. so, it would only seem logical > that if you loose your ails and they flap, you wont have the lift to sustain > flight. not like you would like anyway. if you loose your elevator, it is > lights out. trust me, after a zillion years of flying rc, you aint got a > chance when you lose your elevator. no full stab, no flight. no way, no > how. practice alll you want but I would prefer to practice pulling chute if > I loose my elevator. hope you never have to find out the truth. ted cowan, > alabama > > ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Photos
Date: Dec 14, 2001
All this photo sharing jogged my memory... These 2 shots were from a morning in Oct. that was actually cold (unlike the 70+ temps we're having here in Alabama (oh...I meant God's country...)) Anywho, here they are... http://kilocharlieaero.homestead.com/files/Photos/smokywater.jpg http://kilocharlieaero.homestead.com/files/Photos/Horizon_view.jpg These other 2 are just larger formats of a couple pics John H. put up a while back...I wanted to print them out and the smaller more downloadable size was just too grainy...these are clearer but a fairly large file (approx 460k for the larger one). Many thanks to photographer Jim Holbrook. http://kilocharlieaero.homestead.com/files/Photos/Stumpf1.jpg http://kilocharlieaero.homestead.com/files/Photos/Hauck1.jpg Have to get a good photo manipulating program that can shrink the size of my images...the pictures I take with my digital Nikon are generally more than 1 meg apiece. I want to be able to edit the picture size and the .jpeg compression as well. Some light image editing capabilities would be nice (i.e. lighten/darken, get rid of red eye, etc....no need for the heavy duty image manipulation like Possum does!!!) Any suggestions? Oh yea, price is important (free would be great...) Jeremy Casey jrcasey(at)ldl.net ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Moved web site...
Date: Dec 14, 2001
I had to move my old website... Just got it back up. Some of it was there before, but some is new...will be alot of "new" before long... If you had it bookmarked before, then update your bookmark. It is still very much "under construction" so please forgive... Jeremy Casey jrcasey(at)ldl.net http://kilocharlieaero.homestead.com/home.html ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Dec 14, 2001
Subject: Cover Before or After ?
Any pros and cons on covering cage before or after completion of controls, seat, etc. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
From: "Mid-State Sandblasting" <plane(at)rtmc.net>
Subject: Re: rudder only
Date: Dec 14, 2001
A friend of mine lost control of his elevator on a phantom last year and he made it back to the runway and made a good landing. I was on the ground and seen him land and I did not know he had a problem. He said all he had to do was give it power to climb and reduce power to descend and land.he only had about 4 hours flying time when this happened scared the h--- out of him. he sold the plane and bought a 4 wheeler What broke!! to cause this you say. the elevator is controlled by a push pull cable the outer part of the cable came lose from its mount the bolt that went threw the notch was to small. a bigger hole and bolt and a safety clamp fixed it Randy Still waiting for the rain to stop to fly the soobydoo ----- Original Message ----- From: <TCowan1917(at)aol.com> Subject: Kolb-List: Re: rudder only > > I dont know, I am kinda dumb but it does not take a rocket scientist to > figure that our ails are part of the lift of the wing, they fly. the > elevator is part of the stab and it flies. so, it would only seem logical > that if you loose your ails and they flap, you wont have the lift to sustain > flight. not like you would like anyway. if you loose your elevator, it is > lights out. trust me, after a zillion years of flying rc, you aint got a > chance when you lose your elevator. no full stab, no flight. no way, no > how. practice alll you want but I would prefer to practice pulling chute if > I loose my elevator. hope you never have to find out the truth. ted cowan, > alabama > > ________________________________________________________________________________
Date: Dec 15, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Test - Disregard
Test message - Disregard ________________________________________________________________________________
From: BICUM(at)aol.com
Date: Dec 15, 2001
Subject: Re: Cover Before or After ?
Another reason for covering after...... Dropping a tool with sharp edges (like needlenose). Or a slipped wrench. It is really easy to put a hole in a beautifully painted fabric job. Taping and masking are well worth the effort. John Bickham Kolb Mark III - 912 St. Francisville, LA N308JB ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Dec 15, 2001
Subject: Re: rudder only
In a message dated 12/14/01 10:25:34 AM Eastern Standard Time, joshcoggins(at)att.com writes: > . By dancing on the rudders I have been able to make > my plane climb while totally letting go of the stick so that the elevator > has no effect. > Josh > Why don't you just increase the throttle to accomplish the same thing.. (if it is trimmed properly) GeoR38.....that is what I did for exactly the same reason ________________________________________________________________________________
From: "Clay Stuart" <tcstuart(at)adelphia.net>
Subject: floor pan
Date: Dec 15, 2001
I have searched the archives looking for any floor pan installation hints. I was going to try to cut the aluminum with a jig saw after clamping on some angle straight edges for guides. Will this work? Will a metal brake be necessary to bend the parts for the console? The Mark IIIXtra has the center instrument pod that puts the instruments closer to the seats. I am thinking of installing the pod upside down. In the Experimenter's article on the Xtra, Kolb was considering this change to give more leg room. I am 5"11", where can I expect the rudder pedals to be located on the "sliders". Halfway? Thanks, Clay Stuart Danville KY ________________________________________________________________________________
Date: Dec 15, 2001
From: Bob Bean <slyck(at)frontiernet.net>
Subject: adel
Someone recently asked where to buy Adel clamps. The Lowes hardware store here has a few in the metal sliding drawer nuts and bolts dept. --I have no idea what rubber type is on them, but they look better than tie-wraps. --BB ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: seat covers?
Date: Dec 15, 2001
I'm buying the "CONFOR" foam for the seats on the MIII & wondering what others are using for seat covers, if anything? Somebody said the foam was moisture absorbant. Does that mean you use the foam "bare?" Also wondering if any attachment to the sling seats or other areas is required. Hope everyone is enjoying the season. chris ________________________________________________________________________________
From: "Richard Neitzel" <neitzel(at)newnorth.net>
Subject: Wing trailing edge tube splice
Date: Dec 15, 2001
Building a Mark III and just got started on the wings. I searched the archives hoping to shed some light on the splice in the trailing edge material. There are no drawings or specific instructions as to what to use for the splice material. A piece of 1.125 X .058 fits inside the 1.25 X .035 but seems sloppy. Take any suggestions. Thanks. ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: adel
Date: Dec 15, 2001
There was an article in one of the magazines a few months ago about them, and what the number codes mean. I sent a message to the List about them. If I see it again, I'll update the issue. As I recall, the ones in the hardware store have nitrile liners, same as the aircraft ones, but different metal. I've used both, and haven't seen any problem with the hardware store ones, but I guess they ARE a tiny bit heavier than the "good" ones. Work fine for me. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Bob Bean" <slyck(at)frontiernet.net> Subject: Kolb-List: adel > > Someone recently asked where to buy Adel clamps. The Lowes hardware > store here has a few in the metal sliding drawer nuts and bolts dept. > --I have no idea what rubber type is on them, but they look better > than tie-wraps. --BB > > ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Dec 15, 2001
Subject: Re: Wing trailing edge tube splice
Richard, I received a slightly larger then the trailing edge tube with about a 1/4 " cut down the center of it. By compressing the cut tube, it will fit tight in the trailing edge. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Dec 15, 2001
Subject: Re: seat covers?
Chris, My wife covered my seat cushions with denim. Tough and it works well with the foam. I hold it in place in the Firestar with Velcro strips. G.Aman FS2 ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Dec 15, 2001
Subject: Re: Wing trailing edge tube splice
Rear spar extensions were made using a machined aluminum plug, then riveted with 8 1/8 "in rivets in the firestars.Same with ailerons, but that was back a couple of years. ________________________________________________________________________________
From: "Cim & Tindy" <townsend(at)webound.com>
Subject: Re: Wing trailing edge tube splice
Date: Dec 15, 2001
I found a split tube that was to be used to connect the tubes,, worked out ok. Our Best Tim & Cindy Townsend ----- Original Message ----- From: Richard Neitzel To: kolb-list(at)matronics.com Sent: Saturday, December 15, 2001 7:14 PM Subject: Kolb-List: Wing trailing edge tube splice Building a Mark III and just got started on the wings. I searched the archives hoping to shed some light on the splice in the trailing edge material. There are no drawings or specific instructions as to what to use for the splice material. A piece of 1.125 X .058 fits inside the 1.25 X .035 but seems sloppy. Take any suggestions. Thanks. = = messages. = http://www.matronics.com/browselist/kolb-list = ________________________________________________________________________________
Date: Dec 15, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: adel
See the URL below, they sell a vary of material - Adel is a brand name, Loom clamps I believe is the generic name. http://tiewraps.com/searchpage.html Here's URL to aeroelectric connection's article about Adel clamps: http://209.134.106.21/articles/adel.html Below is a copy of the post made by Lar regarding Adel Clamps - from search off the archives. The education continues. A couple of days ago, I went to the local Ace Hardware Aircraft Supply, and bought a handful of clamps. I think they're called "Adel Clamps," or some such. These are gonna hold my shiny new fuel and oil lines in position, neat and tight for evermore...............and look sexy to boot. Right ?? Right ! ! ! I know A.C. Spruce has the aluminum ones for a reasonable price, but I'm a little mad at them, and besides, I wanted to jump right on this, and get it going. Riiiight ! ! ! So, now that my money's safely spent, tonight I read the new Nov. 2000 issue of Custom Planes, ( this is an Excellent Magazine, folks ! ! ! ) and lo and behold, there's a full article on..........................Adel Clamps. All kinds. Didn't even know there were "all kinds." Now I do, and they're even stamped with a code, telling you what you have. The article has a key, telling which code signifies what, and the properties of each. My shiny new clamps are stamped " G10," which turns out to be "low carbon steel band, with chloroprene cushion, good to 212 degrees F." 10 is the size in 16th's. No - these aren't a "perfect 10." Well, the cushion is good, but the band is not recommended for aircraft use. Wouldn't ya know it. This is twice in a week. I'm still smarting from the compass fiasco, and now this. Speaking of that, since the compass is on its' way, I'll go ahead and work with it a bit, and see what happens. Head Shakin' Lar. P.S. The Aircraft Spruce version are coded "DF," which means aluminum band, nitrile cushion, 212 degrees." Recommended for most applications, especially in fuel systems, good resistance to ozone. Oh well, I guess the others can go in the grab box, for another use, another time. Live and Learn. Lar. > >There was an article in one of the magazines a few months ago about them, >and what the number codes mean. I sent a message to the List about them. >If I see it again, I'll update the issue. As I recall, the ones in the >hardware store have nitrile liners, same as the aircraft ones, but different >metal. I've used both, and haven't seen any problem with the hardware store >ones, but I guess they ARE a tiny bit heavier than the "good" ones. Work >fine for me. Lar. > >Larry Bourne >Palm Springs, Ca. >Kolb Mk III - " Vamoose" >http://www.gogittum.com > >----- Original Message ----- >From: "Bob Bean" <slyck(at)frontiernet.net> >To: "kolb" >Subject: Kolb-List: adel > > > > > > Someone recently asked where to buy Adel clamps. The Lowes hardware > > store here has a few in the metal sliding drawer nuts and bolts dept. > > --I have no idea what rubber type is on them, but they look better > > than tie-wraps. --BB > > > > > > ________________________________________________________________________________
Date: Dec 16, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Props
Hi Ron, Happens to run across your post about props. Didn't see any replies back. Don't threat, the IVO is a fine prop. There's a lot of them on Kolbs. I added the quick (pitch) adjust to make setting the pitch easier but am happy with ours. Have one our FireFly and one another plane. Props are like everything else everyone has their favorite. jerryb > >pumps fine on my twinstar. might not be the best fan around, but takes abuse >from dust and stuff quite well. i do run metal leading edge tape. nice >climb, ok. cruise and i had worse shake with a warp on a hirth-powered >minimax i had. > >if having the best available is an issue; sell the ivo and get what is >considered the best. > >ole > >twinstar in norway > >-----Opprinnelig melding----- >Fra: owner-kolb-list-server(at)matronics.com >[mailto:owner-kolb-list-server(at)matronics.com]P vegne av Ron or Mary >Sendt: 1. november 2001 22:25 >Til: Kolb >Emne: Kolb-List: Props > > >I wish the thread concerning props had appeared before I bought mine. When >I went out to Kolb to pick up my engine (503 with B box) last summer, I had >decided to go with a Powerfin prop. When I mentioned this to the powers at >Kolb they all said not to do that and to go with an IVO. They talked me out >of the Powerfin so I ordered a IVO. Now I hear all of the negitives about >it. Does anyone have anything good to say about an IVO? Due to the B gear >box that I already have, a Warp Drive is not an option. I want to stay with >a three blade set up. > >Ron Payne >Building FireStar >Gilbertsville, Ky > > ________________________________________________________________________________
Date: Dec 16, 2001
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: Props
Ya--Makes you a little nervious when you see negative comments about something you just spent almost $500.00 for. The leading edge tapes started comming off with the blades laying on my bench. IVO said they had a bad batch of glue sent me new tapes but I ruined all three trying to put them on I sent the blades back to IVO and they replaced the tapes. I just got them back yesterday. I don't know what I did wrong. All three had creases in them after I installed them. I need to learn how to do this as I know I will have to replace them sooner or later.=0D =0D =0D Ron Payne=0D -------Original Message-------=0D =0D From: kolb-list(at)matronics.com=0D Date: Sunday, December 16, 2001 02:28:39=0D Subject: Re: SV: Kolb-List: Props=0D =0D =0D Hi Ron,=0D Happens to run across your post about props. Didn't see any replies =0D back. Don't threat, the IVO is a fine prop. There's a lot of them on =0D Kolbs. I added the quick (pitch) adjust to make setting the pitch easier =0D but am happy with ours. Have one our FireFly and one another plane. Props =0D are like everything else everyone has their favorite.=0D jerryb=0D =0D =0D >=0D >pumps fine on my twinstar. might not be the best fan around, but takes abuse=0D >from dust and stuff quite well. i do run metal leading edge tape. nice=0D >climb, ok. cruise and i had worse shake with a warp on a hirth-powered=0D >minimax i had.=0D >=0D >if having the best available is an issue; sell the ivo and get what is=0D >considered the best.=0D >=0D >ole=0D >=0D >twinstar in norway=0D >=0D >-----Opprinnelig melding-----=0D >Fra: owner-kolb-list-server(at)matronics.com=0D >[mailto:owner-kolb-list-server(at)matronics.com]P vegne av Ron or Mary=0D >Sendt: 1. november 2001 22:25=0D >Til: Kolb=0D >Emne: Kolb-List: Props=0D >=0D >=0D >=0D >I wish the thread concerning props had appeared before I bought mine. When=0D >I went out to Kolb to pick up my engine (503 with B box) last summer, I had=0D >decided to go with a Powerfin prop. When I mentioned this to the powers at=0D >Kolb they all said not to do that and to go with an IVO. They talked me out=0D >of the Powerfin so I ordered a IVO. Now I hear all of the negitives about=0D >it. Does anyone have anything good to say about an IVO? Due to the B gear=0D >box that I already have, a Warp Drive is not an option. I want to stay with=0D >a three blade set up.=0D >=0D >Ron Payne=0D >Building FireStar=0D >Gilbertsville, Ky=0D >=0D >=0D =0D =0D = =0D = =0D = =0D = =0D =0D =0D =0D =0D =2E ________________________________________________________________________________
From: "Bruce McElhoe" <brucem(at)theworks.com>
Subject: Yaesu Handhelds --Caveat Emptor
Date: Dec 16, 2001
Here it my response to an e-mail sent by a VP of Vertex Standard regarding the Yaesu handheld I am dissatisfied with. This is the second round of letter exchanges. ----- Original Message ----- From: "Vertex Standard" <vertexstandard(at)vxstdusa.com> Subject: RE: VXA-100 Dear Mr. Henderson, A copy of your letter to Folis Jones was sent to me, and I would like to respond to it as follows. You wrote: > Answering e-mails and trying to solve technical questions is not easy. > Especially when you don't have the product in front of you or experience > the same conditions. I certainly understand that it would be difficult to evaluate my receiver without having it in hand. As I explained in my first letter to Vertex Standard, I contacted your service department and was told that useless readings were characteristic of the VXA-100, and that they did not have a signal generator necessary for testing my receiver. I was told not to send the receiver to them. You wrote: > "VOR NAV in any handheld aviation radio cannot be relied upon for > instrument-grade navigation purposes. Vertex Standard disclaims > responsibility for instrument-grade accuracy by the following statement > which is printed in every Operating Manual: "The VXA-100's (VXA-200's) > VOR and CDI Navigation features are supplemental aids to navigation only, and > are not intended to be a substitute for accurate primary VOR/CDI or > landing service equipment." > > Perhaps my first letter was not sufficiently clear. I stated that, "...the heading information (including the CDI indicator) is erratic and unuseable." I meant really useless. The numbers roll by so fast that they make no sense at all. The CDI indicator dances back and forth in a random manner. This provides no "supplemental" aid to navigation whatsoever. You wrote: > There are many factors that can contribute to inaccurate or erratic VOR > readings in a handheld: > - the use of a "rubber-duck" type antenna inside the cockpit (delivers > much less signal than an outside antenna) Some of my tests were about ten miles from the station in direct line of sight. I would expect your small antenna to be adequate at such a close distance. You wrote: > - radio signal reflections from metal skin or metal frame pieces within > the aircraft. As I explained in my letter to Vertex Standard, I was in a fiberglass airplane. You wrote: > - rapid fading and fluctuation of radio signals as the aircraft moves though the air with respect to the VOR station. > - movement and orientation of the radio within the cockpit. The identifier was loud and strong with no indication of fading. Fluctuation of the demodulated bearing signal is perhaps a source of the problem. This is unacceptable performance in my opinion. You wrote: > Connection to a good quality NAV band antenna that is properly installed on > the aircraft's exterior MAY improve your handheld's VOR performance. I agree. However, my complaint is that the performance is unacceptable in the receiver I purchased. You wrote: > However, it is still not reasonable to expect the same level of > performance > and stability as you receive from your panel-mount VOR instrument. > The VOR/CDI functions in any handheld aviation radio (Yaesu and other > brands) are intended to give you a general indication of your position > only. > This would be helpful to find your general location/bearings during an > emergency "instruments-out" situation. I agree. I am not comparing your receiver to my panel mount. I am telling you that your display is unreadable. It does not come close to giving me a "general indication" of my position only. It is not at all "helpful to find your general location/bearings during an emergency "instruments-out" situation." You wrote: > Mr. Jones, All of this got started because a technical engineer would not accept a > "trade in" on a radio we did not sell. Vertex Standard sells to > "Authorized Dealers" ONLY. As I explained in a recent e-mail to you, I feel it is proper for me to take this design problem to you and not to one of your distributors. Yaesu has stuck me with an inadequate product. It would be equally reprehensible for me to stick one of your distributors with such a useless device. You wrote: > Now that's the rest of the story. There still is no clear answer to the > problem because the conditions that the radio is being used in. So if the > "Group" wants to throw stones there is nothing I can do. > > Regards, > Scott Henderson > Vertex Standard >> > Mr. Henderson, there is something you can do. I suggest you investigate this problem yourself, and decide if Yaesu's reputation is worth all this stonewalling. Take a VXA-100 up in a lightplane yourself. See if you are selling an honest product, or if you are being duped by the company's party line. Regards, Bruce McElhoe Firefly #88 Reedley, California ________________________________________________________________________________
From: "jrodebush" <jrodebush(at)cinci.rr.com>
Subject: Split tube
Date: Dec 16, 2001
"Building a Mark III and just got started on the wings. I searched the archives hoping to shed some light on the splice in the trailing edge.............." It's a split (acually more like a milled slot) tube. I didn't get them in my kit either but called TNK and they set a set out right away. Rex Rodebush ________________________________________________________________________________
Date: Dec 16, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Split tube
> It's a split (acually more like a milled slot) tube. I didn't get them in > my kit either but called TNK and they set a set out right away. > > Rex Rodebush Rex and Gang: Back in the good ole days, we used to have to make those split tubes ourselves, i.e., Ultrastar and Firestar. Was a lot of fun, but would be more fun to have someone else do it for us. john h ________________________________________________________________________________
Date: Dec 16, 2001
Subject: [ Tim Webber ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Tim Webber Subject: Moving Map Display http://www.matronics.com/photoshare/tbertw@tenbuckplans.com.12.16.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Yaesu Handhelds --Caveat Emptor
Date: Dec 16, 2001
Good for you, Bruce. Hang in there. Sometimes you just gotta get your back up, & grit your teeth. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Bruce McElhoe" <brucem(at)theworks.com> Subject: Kolb-List: Yaesu Handhelds --Caveat Emptor > > Here it my response to an e-mail sent by a VP of Vertex Standard regarding > the Yaesu handheld I am dissatisfied with. This is the second round of > letter exchanges. > ________________________________________________________________________________
From: "VIC" <vicw(at)vcn.com>
Subject: Re: Kolb-List Digest: 18 Msgs - 12/13/01
Date: Dec 15, 2001
There are brown bears and grizzly bears. Brown bears are not much of a threat to man. Grizzly bears should be treated with caution. The US Game and Fish advises that when in brown bear country you wear small bells to scare away the bears and when you are in grizzly bear country you should carry pepper spray to protect yourself. You can tell the type of bear in an area by observing their droppings. Brown bear droppings will contain bits of leaves and berries. Grizzly droppings will contain small bells and smell like pepper spray. Vic Buckeye, AZ (for the winter) ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Dec 16, 2001
Subject: Re: Ultra Star
hello you flying fools Got a problem that I thought i could ask you men of experience on how to solve a problem with. I have as one of my many toys a kolb Ultrastar with a Cuyuana UL2o2 engine. I'm having a hard time finding an air filter that works on my engine. I have a standard Mikiui 32 carberator on it and when giving full power the engine does not get enuff air. I have tried two K&B paper filters and a foam filter but the engine stalls out when giving full military power to the engine. I pull the filter off the engine and the engine runs fine. So it has to be the filter...Right? ________________________________________________________________________________
From: "John Anderson" <janderson3(at)nc.rr.com>
Subject: Re: Ultra Star
Date: Dec 16, 2001
It is probably carburetor adjustment causing your problems. I have a US with the same Cuyuna engine and the K&N filters work great. Have you tried rejetting the engine ? John Anderson ******************* ----- Original Message ----- From: <Flycrazy8(at)aol.com> Subject: Re: Kolb-List: Ultra Star > > hello you flying fools > Got a problem that I thought i could ask you men of experience on how to > solve a problem with. I have as one of my many toys a kolb Ultrastar with a > Cuyuana UL2o2 engine. I'm having a hard time finding an air filter that works > on my engine. I have a standard Mikiui 32 carberator on it and when giving > full power the engine does not get enuff air. I have tried two K&B paper > filters and a foam filter but the engine stalls out when giving full military > power to the engine. I pull the filter off the engine and the engine runs > fine. So it has to be the filter...Right? > > ________________________________________________________________________________
Date: Dec 16, 2001
From: Sinikka Pirttimaki <sinikka(at)earthlink.net>
Subject: Firefly headroom?
Hi! I'm 6'4" and I hear that the Firefly has 38.5" of headroom. Is it possible to adjust the seat to give me more head and legroom? Please let me know if anyone out there is at least 6'4" and fits in the Firefly. Urs Schmid sinikka(at)earthlink.net ________________________________________________________________________________
Date: Dec 16, 2001
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Firefly headroom?
I am only six feet tall, but I am long in the trunk and short legs. I use a sling seat and I figure my head room is about what you mention. But when I lay back there is plenty of room. I went to the sling seat so that I could reach the rudder pedals, and to move the C.G. forward. You may have to fly with your knees up pretty high, or you may want to ask Kolb to build a fuselage cage with the seat cross members welded lower in the cage. I wish I had tried one on before I bought my kit, but it was not possible at the time. If you can find a FireFly close to you and see if the owner will let you try it on. Jack B. Hart FF004 Jackson, MO > >Hi! I'm 6'4" and I hear that the Firefly has 38.5" of headroom. Is it >possible to adjust the seat to >give me more head and legroom? Please let me know if anyone out there is >at least 6'4" and fits >in the Firefly. >Urs Schmid >sinikka(at)earthlink.net > > Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: Dec 16, 2001
From: Jon <jon(at)twistedbits.net>
Subject: Re: Firefly headroom?
On Sun, 16 Dec 2001, Sinikka Pirttimaki wrote: > > Hi! I'm 6'4" and I hear that the Firefly has 38.5" of headroom. Is it > possible to adjust the seat to > give me more head and legroom? Please let me know if anyone out there is > at least 6'4" and fits > in the Firefly. > Urs Schmid > sinikka(at)earthlink.net I don't know if this will help you or not, but just in case, I've got about 36" in my FireFly. I'm about 6'1", and I've got an inch or two of headroom. (Wearing a helmet is a bit cumbersome as it often hits the bottom of the wing.) I didn't build my FireFly so I'm not sure about adjusting the seat. Just from looking at it, options are limited, but you might be able to gain some additional room if you felt comfortable cutting and rewelding the cage. -Jon- .---- Jon Steiger ------ jon(at)dakota-truck.net or jon(at)jonsteiger.com -----. | I'm the: AOPA, DoD, EAA, NMA, NRA, SPA, USUA. Rec & UL Pilot - SEL | | '70 Barracuda, '92 Ram 4x4, '96 Dakota, '96 Intruder 1400, '96 FireFly | `----------------------------------------- http://www.jonsteiger.com ----' ________________________________________________________________________________
Date: Dec 16, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Firefly headroom?
How should I put this, your to tall, that is unless all your height is in your legs. Your head would be sitting between the two wing roots. I strongly suggest your consider a FireStar. jerryb FireFly owner > >Hi! I'm 6'4" and I hear that the Firefly has 38.5" of headroom. Is it >possible to adjust the seat to >give me more head and legroom? Please let me know if anyone out there is >at least 6'4" and fits >in the Firefly. >Urs Schmid >sinikka(at)earthlink.net > > ________________________________________________________________________________
From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com>
Subject: Re: rudder only
Date: Dec 16, 2001
joshcoggins(at)att.com writes: > . By dancing on the rudders I have been able to make > my plane climb while totally letting go of the stick so that the elevator > has no effect. > Josh > Why don't you just increase the throttle to accomplish the same thing.. (if it is trimmed properly) GeoR38.....that is what I did for exactly the same reason Josh replies... I haven't practiced with the throttle, but you are right. Because the engine is mounted on top of the wing, a blip of throttle should reduce pitch, while throttling back should make the plane nose up. Josh ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Dec 16, 2001
Subject: Re: rudder only
In a message dated 12/16/01 6:45:17 PM Eastern Standard Time, joshcoggins(at)att.com writes: > > GeoR38.....that is what I did for exactly the same reason > > Josh replies... > I haven't practiced with the throttle, but you are right. Because > the engine is mounted on top of the wing, a blip of throttle should reduce > pitch, while throttling back should make the plane nose up. > Josh > Josh you are correct of course that the moment of the thrust line to the direction of travel is such that a downward pitch is going to happen momentarily, however, the center of lift is always behind the CG in a properly trimmed plane like the Kolb, therefore the forces on the horizontal stab are always down, especially with the high angle of incidence between the wing and the stab. As you speed up, the downward force on the stab increases and the moment of the stab about the Center of Lift exceeds the opposite moment of the Center of lift about the more forward CG, therefore the nose comes up.and the increased lift causes the plane to rise. If you increase your personal weight however, as I did, it was necessary for me to add a trim tab to the elevator, so that the speed that I could travel without elevator to raise the nose was well below the speed of sound. As you can see, I gained way too much weight. George Randolph Akron, ohio ________________________________________________________________________________
Date: Dec 16, 2001
From: Woody <duesouth(at)iname.com>
Subject: Re: Ultra Star
The air filter does richen the mixture a bit. Removing it leans it. I think you may be running to rich with the filter on. Sort of like your car bogging down if the choke is on a bit. Try raising the clip or jetting smaller. You did not mention cht or rpm which would help diagnose the problem. > >hello you flying fools >Got a problem that I thought i could ask you men of experience on how to >solve a problem with. I have as one of my many toys a kolb Ultrastar with a >Cuyuana UL2o2 engine. I'm having a hard time finding an air filter that works >on my engine. I have a standard Mikiui 32 carberator on it and when giving >full power the engine does not get enuff air. I have tried two K&B paper >filters and a foam filter but the engine stalls out when giving full military >power to the engine. I pull the filter off the engine and the engine runs >fine. So it has to be the filter...Right? > > ________________________________________________________________________________
Date: Dec 16, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Cover Before or After ?
Cim & Tindy wrote: > Hey, does that help with the rudder trim, or do you still > need a rudder trim tab? Hi Gang: Not really. I experimented with the leading edge of the upper vertical stabilizer off set many years ago on the 912 and 912S powered Mark III. Yaw trim correction was negligible. I eventually repositioned the leading edge to the center line. A rudder trim tab of the proper size and angle will put the MK III right in the "ball park" (trimmed) at cruise. A down side of off set is, the tailpost is welded up centered forward. To off set the leading edge is to bend the aluminum tubing, putting pressure on one side. My leading edge tube, which I overbuilt to .058, broke at the point where the 1/8" rivet holes were drilled at the midpoint on each side. To off set the leading edge properly, the sockets on the tail post should be cut off and rewelded to the correct angle. Then the upper vertical stabilizer would be in a straight line rather than a curve. Also, the lower vertical stabilizer should probably also be off set at the same angle as the upper. However, all that work is not worth the result, which is negligible yaw trim correction. Take care, john h ________________________________________________________________________________
From: "Bruce McElhoe" <brucem(at)theworks.com>
Subject: Re: Yaesu Handhelds --Caveat Emptor
Date: Dec 16, 2001
Larry Thanks for your kind response. I've noticed your contributions to the Kolb-list, and I enjoy reading them. I don't know if my persistence will do any good. My major goal is to spread the word among other Kolbers. From the e-mails I've received, it looks like other handhelds work well in the NAV mode. I received generally good reviews on ICOM, King, and Sporty's handheld VOR reception. Well, at least, I've had the pleasure of disappointing Yaesu as much as they disappoint me. And maybe I saved you from similar disappointment. Regards, Bruce Firefly #88 ----- Original Message ----- From: "Larry Bourne" <biglar(at)gogittum.com> Subject: Re: Kolb-List: Yaesu Handhelds --Caveat Emptor > > Good for you, Bruce. Hang in there. Sometimes you just gotta get your back > up, & grit your teeth. Lar. > > Larry Bourne > Palm Springs, Ca. > Kolb Mk III - " Vamoose" > http://www.gogittum.com > > ----- Original Message ----- > From: "Bruce McElhoe" <brucem(at)theworks.com> > To: > Subject: Kolb-List: Yaesu Handhelds --Caveat Emptor > > > > > > Here it my response to an e-mail sent by a VP of Vertex Standard regarding > > the Yaesu handheld I am dissatisfied with. This is the second round of > > letter exchanges. > > > > ________________________________________________________________________________
Date: Dec 16, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Firefly headroom?
Jack, hope you don't mind if I post the URL to your web site photo's. Very interesting info if I might say. http://www.thirdshift.com/jack/firefly/firefly37.html You said your 6'4", but didn't say how much you weigh. My partner and I push 260, he's 5'10" and clearance is OK for him but much taller and your head will start hitting the wing root cover between the wings. Truly the FireFly is the sports car of the Kolbs and tends to be tailored towards the smaller person. Not a lot of extra room in side. When we got our kit back in 95 I asked Kolb to drop the front bar of the seat about an 1" to relieve pressure on back on my legs. This seems to be a factor with shorter legged people. It may not be a factor for people with longer legs as the angle of their legs keep them off the front bar but if you come to sell the plane later, it may be one item to surface. The shorter wing span means it little hotter on landing - and may take a little more runway to get off but it does fly nice and climbs 1000 ft per minute with us fat boys on 447. It flies great and is fun one you get the hang of how to land it. > >I am only six feet tall, but I am long in the trunk and short legs. I use >a sling seat and I figure my head room is about what you mention. But when >I lay back there is plenty of room. I went to the sling seat so that I >could reach the rudder pedals, and to move the C.G. forward. You may have >to fly with your knees up pretty high, or you may want to ask Kolb to build >a fuselage cage with the seat cross members welded lower in the cage. I >wish I had tried one on before I bought my kit, but it was not possible at >the time. If you can find a FireFly close to you and see if the owner will >let you try it on. > >Jack B. Hart FF004 >Jackson, MO > > > > > >Hi! I'm 6'4" and I hear that the Firefly has 38.5" of headroom. Is it > >possible to adjust the seat to > >give me more head and legroom? Please let me know if anyone out there is > >at least 6'4" and fits > >in the Firefly. > >Urs Schmid > >sinikka(at)earthlink.net > > > > > > >Jack & Louise Hart >jbhart(at)ldd.net > > ________________________________________________________________________________
Date: Dec 16, 2001
From: Matt Dralle <dralle(at)matronics.com>
Subject: [ PLEASE READ ] : Matronics Network Upgrade Mon. 12/17/01
Listers, According to my ISP, Speakeasy, they will be doing some sort of "backbone upgrade" Monday, 12/17/01. Their message doesn't mention whether or not this will impact connectivity for any length of time. I wanted everyone to know that there might be a time when access to the Matronics Web Server and Email Lists might be unavailable. If there's a problem, I'll post a message from a different email address with details. Bottom line: Hopefully nobody will notice... Best regards, Matt Dralle Matronics Email List Admin. Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: "D Smalec" <smald(at)shianet.org>
Subject: Re: Kolb-List Digest: 30 Msgs - 12/16/01
Date: Dec 17, 2001
joshcoggins(at)att.com writes: > . By dancing on the rudders I have been able to make > my plane climb while totally letting go of the stick so that the elevator > has no effect. > Josh > >Why don't you just increase the throttle to accomplish the same thing.. (if >it is trimmed properly) Group: A month or so back I posted a thread on hands free flying, and didn't get any response, so here goes again.- Has any one ever tried moving your feet back from the rudder pedals? In my FS1 at 50 mph, I can climb or descend by moving my feet fore & aft. I weigh 180# There isn't much of a climb angle, but it may be useful some day. Darren Smalec, FS1,2702 Hirth, Central MI. ________________________________________________________________________________
Date: Dec 17, 2001
From: bob n <ronoy(at)shentel.net>
Subject: AA batt deal
This isn't 100% UL flying related, but if anyone uses AA alky batts and is near a Circuit City store, they have a pack of 20 batts for $9.99 with a $9 rebate! Limit 3 packs. Bob N. pee ess Today marks the 98th anniversary of the Wright bros. first succesful powered flight--and NO, I wasn't there. ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
"Kolb-List"
Subject: Few photos...
Date: Dec 17, 2001
I am steadily building a new web page and have posted some I pictures I took and some I got from others... Have a look and more will be put up later... Jeremy Casey jrcasey(at)ldl.net ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Re: Cover Before or After ?
Date: Dec 17, 2001
<< Any pros and cons on covering cage before or after completion of controls, seat, etc. David Snyder Building FSII Long Branch N.J. >> David, and other Kolbers in the building stage - Here is how I sequenced the cockpit covering task, and it's working well for me: I first temporarily attached everything that attaches to the cockpit area (minus the instrument panel) onto a naked cage. This includes nosecone, windshield, doors, floorpans, brake cylinders, tailboom, trim, and the tail control cables. Of these, only the floorpans and brakes were installed permanently; everyting else was attached with screws, allowing me to remove it all later. Then I covered and painted the cage. After that, I was able to take my time to re-install the nosecone, windshield, instrument panel, etc and not worry about paint overspray. It was easy to move & transport just the cage around in my pickup truck, going to and from the paint spray booth. Another advantage of doing it this way: You can hold off on attaching the tailboom (and tailfins, controls) until the VERY LAST step. (This assumes you've already built these, fitted everything together once, and removed them.) This lets you completely finish the cockpit pod (install seats, instruments, electrical, fuel system, engine, landing gear, etc.) in the confines of a one-car garage! (Wings, ailerons, flaps, all tail surfaces are already built, covered & painted, and stored.) Be sure to install your hydraulic brakes before covering! My Mark-3 is on its maingear, and I've installed a surrogate tailboom made of 6-inch diameter PVC that only extends 4 feet out of the cage, and it sets on a stool. It just fits in my garage. When the cockpit pod is completely finished, I will roll it out, remove the surrogate boom, and install the real one (which has already been fitted to the cage previously). Once that tailboom goes on, it's out of the safety & security of my garage and will park permanently on its trailer. Hope this helps - Dennis Kirby 1997 Mark-3, s/n 300, Verner, Powerfin, almost ready to fly in Cedar Crest, NM ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Few photos...
Date: Dec 17, 2001
I am steadily building a new web page and have posted some I pictures I took and some I got from others... Have a look and more will be put up later... Jeremy Casey jrcasey(at)ldl.net Oops...It might be better to tell you WHERE I put them huh??? It's not easy being stupid.... http://kilocharlieaero.homestead.com/gallery1.html Sigh.... ;-) Jeremy Casey jrcasey(at)ldl.net ________________________________________________________________________________
Date: Dec 17, 2001
Subject: Re: Few photos...
From: Richard Carlisle <rrcarl(at)concentric.net>
Out of curiosity...Where did the gear accuator on the Lotus float come from and how much does it weigh? Looks like a pretty neat system. Ross > From: "Jeremy Casey" <jrcasey(at)ldl.net> > Reply-To: kolb-list(at)matronics.com > Date: Mon, 17 Dec 2001 15:51:37 -0500 > To: > Subject: RE: Kolb-List: Few photos... > > > I am steadily building a new web page and have posted some I pictures I took > and some I got from others... > > Have a look and more will be put up later... > > Jeremy Casey > jrcasey(at)ldl.net > > > > Oops...It might be better to tell you WHERE I put them huh??? > > It's not easy being stupid.... > > http://kilocharlieaero.homestead.com/gallery1.html > > Sigh.... > > ;-) > > Jeremy Casey > jrcasey(at)ldl.net > > > > > > > ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Dec 17, 2001
Subject: Re: Cover Before or After ?
Thanks Dennis, I''m sold. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Dec 17, 2001
Subject: Re: Ultra Star
Thanks for the reply. The cht temps run 275 degrees on the back cylinder and 250 degrees on the front . The Egt 1100 @ 6250 rpm. Raising the clip on the needle will make the engine run leaner? ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Dec 17, 2001
Subject: Re: Ultra Star
Hey John, No i have not tryed adjusting the carburator. The engine runs so well I hate to fix something that's working so well.... lol.. How is the best way to adjust it...? needle clip or jetting screw? ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 17, 2001
Subject: Re: Firefly headroom?
In a message dated 12/16/01 6:37:42 PM Eastern Standard Time, ulflyer(at)airmail.net writes: > How should I put this, your to tall, that is unless all your height is in > your legs. Your head would be sitting between the two wing roots. I > strongly suggest your consider a FireStar. > Well folks, I'm 6' 0" & when I wear my helmet it hits the bottom of the wing gap seal; I fly a Firestar I. I have the Lexan/aluminum gap seal. After I built & installed it, I found my helmet hit it, so I recessed an opaque plastic 12" bowl in the bottom as far forward as I could; it helped, but not forward enough. I am now flying sans helmet until I can figure a solution. Maybe a custom fiberglass gap seal with a big grove front to back in the bottom.......... Shack FS I SC ________________________________________________________________________________
Date: Dec 17, 2001
From: Woody <duesouth(at)iname.com>
Subject: Re: Ultra Star
Your engine seems to be running cool so leaning it out would be a benefit. If possible check the owners manual and see what the factory recommended temps are . I will assume they are around 425 max. Cuyunas are not known for their ability to withstand high temps so perhaps aim for around 350 at least. Keep an eye on the back cylinder while flying.Moving the clip up drops the needle down plugging up the hole a bit more thus leaning the mixture. You will probably need smaller jets. Always have your air filter on when setting the carbs. > >Thanks for the reply. The cht temps run 275 degrees on the back cylinder and >250 degrees on the front . The Egt 1100 @ 6250 rpm. Raising the clip on the >needle will make the engine run leaner? > > ________________________________________________________________________________
Date: Dec 17, 2001
From: Woody <duesouth(at)iname.com>
Subject: Re: Firefly headroom?
I don't know if this will help but I am 6' mostly in the torso. I am now building up a highly modified Mk111. One of my modifications is lowering the cabin height to create a parasol wing. I went to semi reclined seating to give me headroom Perhaps you can change the seating in the firefly to do the same thing. >Well folks, I'm 6' 0" & when I wear my helmet it hits the bottom of the wing >gap seal; I fly a Firestar I. I have the Lexan/aluminum gap seal. After I >built & installed it, I found my helmet hit it, so I recessed an opaque >plastic 12" bowl in the bottom as far forward as I could; it helped, but not >forward enough. > >I am now flying sans helmet until I can figure a solution. Maybe a custom >fiberglass gap seal with a big grove front to back in the bottom.......... > >Shack >FS I >SC > > ________________________________________________________________________________
Date: Dec 18, 2001
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Fuel Filter
I saw a fuel filter in the Aircraft Spruce catalog that look good so I ordered one for my 503. It has a glass case and you can see the filter element to know when it should be changed. The elements are replaceable. When it came in, it had a large warning sign on it. "Do not use on aircraft non-automotive engines, motorcycles, marine engines etc". It is a Purolator PRO FUEL inline filter. I called Purolator and ask why this warning. They could not give me a reason for this warning, just that they do not recommend it for aircraft use. Anyone have any experience or thoughts on this item? Ron Payne ________________________________________________________________________________
From: Bklebon4(at)cs.com
Date: Dec 18, 2001
Subject: Re: Fuel Filter
________________________________________________________________________________
From: Bklebon4(at)cs.com
Date: Dec 18, 2001
Subject: Re: Fuel Filter
This was addressed on the list some time ago, so it should be in the archives. The filter element threads on a hollow threaded rod that the fuel flows through. The fuel comes out through some holes in the hollow rod. If the filter element rotates in a position where the element covers the holes, the engine could starve for fuel. This can be prevented by safety-wiring the element in place. I have been using one of these filters for three years without incident. They can be purchased an just about any auto supple store. ________________________________________________________________________________
Date: Dec 18, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Fuel Filter
They could not give me a reason for this warning, just that they > do not recommend it for aircraft use. Anyone have any experience or > thoughts on this item? Ron Payne Ron and Gang: Been using the same/different brand name filter on all three of my airplanes for the past 17 years. They are good or I wouldn't it. It is easy to stick a couple elements and gaskets in my little ditty bag for spares to carry on the airplane. They will clog if enough debris is introduced. Proved that in 1998 north of Dallas, Texas. That is the only time in many many hours that I have been able to clog one up. Got the first 10 gals of fuel to come out of a 1000 gal tank with new pump and hose. Flushed all the crap into my airplane. :-( The first night I used the new filter on my Ultrastar the glass cylinder cracked. When I went back to the airstrip the next morning all my fuel was on the ground. Maybe I had that "one n a million" failure. I do not know. But I replaced the glass cylinder with a piece of .058 X 7/8 6061 alum. Now I do not have to worry about it breaking. It is a critical part. The filters can be cleaned (somewhat) by reversing them in the fuel lines and back flushing. This will work when you do not have a spare, or until you can get a new one to replace it. Wal*Mart has these filters in the boating section. That is where I get my replacement filters. Take care, john h ________________________________________________________________________________
Date: Dec 18, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Fuel Filter
Bklebon4(at)cs.com wrote: If > the filter element rotates in a position where the element covers the holes, > the engine could starve for fuel. This can be prevented by safety-wiring the > element in place. Gang: I must have a different kind of filter. I have never seen one that would block the holes and prevent fuel from flowing. The cylindrical filter element slips over the tube with fuel holes and is secured with a round thumb nut. I don't safety wire mine. Never had a problem with it. I have had mine leak on me occasionally, when I over-tightened, but other than that, nada. john h ________________________________________________________________________________
From: "Rayfield, Bill" <brayfield(at)kcc.com>
Subject: Fuel Filter
Date: Dec 18, 2001
I think we use something similar. One word for the "do not use on aircraft label".......LIABILITY Bill Rayfield Global Nonwovens Engineering phone: (770) 587-8371 fax: (770) 587-7717 email: brayfield(at)kcc.com -----Original Message----- From: John Hauck [mailto:hawk36(at)mindspring.com] Subject: Re: Kolb-List: Fuel Filter They could not give me a reason for this warning, just that they > do not recommend it for aircraft use. Anyone have any experience or > thoughts on this item? Ron Payne Ron and Gang: Been using the same/different brand name filter on all three of my airplanes for the past 17 years. They are good or I wouldn't it. It is easy to stick a couple elements and gaskets in my little ditty bag for spares to carry on the airplane. They will clog if enough debris is introduced. Proved that in 1998 north of Dallas, Texas. That is the only time in many many hours that I have been able to clog one up. Got the first 10 gals of fuel to come out of a 1000 gal tank with new pump and hose. Flushed all the crap into my airplane. :-( The first night I used the new filter on my Ultrastar the glass cylinder cracked. When I went back to the airstrip the next morning all my fuel was on the ground. Maybe I had that "one n a million" failure. I do not know. But I replaced the glass cylinder with a piece of .058 X 7/8 6061 alum. Now I do not have to worry about it breaking. It is a critical part. The filters can be cleaned (somewhat) by reversing them in the fuel lines and back flushing. This will work when you do not have a spare, or until you can get a new one to replace it. Wal*Mart has these filters in the boating section. That is where I get my replacement filters. Take care, 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: "Peter Volum" <PVolum(at)etsmiami.com>
Subject: Fuel Filter
Date: Dec 18, 2001
I suspect it's probably a "lawyer generated" warning. Let's face it, the filter doesn't know that it has been mounted on. Its job is simply to filter gas. My FACET fuel pump (obtained from Aircraft Spruce) came with the same warning. I wonder how many Facet pumps Aircraft Spruce sells for installations other than on airplanes? Peter V. They could not give me a reason for this warning, just that they > do not recommend it for aircraft use. Anyone have any experience or > thoughts on this item? Ron Payne ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
"Brian Benton" , "Jeff Davenport" , "Jay Mason" , "Edward Rodgers" , "FlyChallenger" , "Kolb-List"
Subject: Oops my plane run away...
Date: Dec 18, 2001
This is what happens when a plane is hand started with the throttle wide open and no brakes on... http://kilocharlieaero.homestead.com/files/airplanePropChop1.jpg http://kilocharlieaero.homestead.com/files/airplanePropChop2.jpg Be Safe... Jeremy Casey jrcasey(at)ldl.net ________________________________________________________________________________
From: "John Anderson" <janderson3(at)nc.rr.com>
Subject: Re: Ultra Star
Date: Dec 18, 2001
There is a good write up how to adjust your carburator at http://rdaerosports.com. The write is for Rotax engines but the same principals apply. My CHT run 350 - 300 degrees and my EGT runs about 1100. If you lean it enough to read 400 degrees the engine runs a lot better but not as reliably, found that out the hard way...... John Anderson ******************* ----- Original Message ----- From: <Flycrazy8(at)aol.com> Subject: Re: Kolb-List: Ultra Star > > Hey John, > No i have not tryed adjusting the carburator. The engine runs so well I hate > to fix something that's working so well.... lol.. How is the best way to > adjust it...? needle clip or jetting screw? > > ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Dec 18, 2001
Subject: For IVO prop owners
Greetings, I just found an IVOPROP List f you would like more information about this list, you can find the list's information page at: http://www.topica.com/lists/ivoprop If you have any questions, please visit our help system at http://www.topica.com/ (click on "help" on the bottom of the screen) or email our Customer Support Department at support(at)get.topica.com Here is a welcome message from IVOPROP: ----------------------------- Thanks for joining this list. To read this list on the web, please visit: http://www.topica.com/lists/ivoprop IVOPROP traffic(at)ultralightnews.com ________________________________________________________________________________
From: "michael mcalister" <michaelmcalister(at)mediaone.net>
Subject: Firefly headroom?
Date: Dec 18, 2001
hey shack, i'm 6'2" and i have the same problem... i WEAR the helmet and left the gap seal OFF! flies great. i'm thinking about an AL sheet gap seal that goes along the top and just wraps under the wing root... with nothing on the bottom side, so my big head (with helmet) can have room to wiggle. michael > Well folks, I'm 6' 0" & when I wear my helmet it hits the bottom > of the wing > gap seal; I fly a Firestar I. I have the Lexan/aluminum gap > seal. After I > built & installed it, I found my helmet hit it, so I recessed an opaque > plastic 12" bowl in the bottom as far forward as I could; it > helped, but not > forward enough. > > I am now flying sans helmet until I can figure a solution. Maybe > a custom > fiberglass gap seal with a big grove front to back in the bottom.......... > > Shack > FS I > SC ________________________________________________________________________________
From: Cavuontop(at)aol.com
Date: Dec 18, 2001
Subject: Re: Firefly headroom?
In a message dated 12/18/01 5:17:41 PM Eastern Standard Time, michaelmcalister(at)mediaone.net writes: > i'm thinking about an AL sheet gap seal that goes along the > top and just wraps under the wing root... with nothing on the bottom side, > so my big head (with helmet) can have room to wiggle. > You might take a look at the gap seal section of my web page. I curved a couple of pieces of aluminum angle and was able to make a gap seal that has excellent visibility and gives me quite a bit of extra headroom. Mark R. Sellers Kolb Twinstar Mark III, N496BM http://hometown.aol.com/cavuontop/n496bm.html ________________________________________________________________________________
From: HShack(at)aol.com
Date: Dec 18, 2001
Subject: Re: Firefly headroom?
In a message dated 12/18/01 5:17:41 PM Eastern Standard Time, michaelmcalister(at)mediaone.net writes: > hey shack, > i'm 6'2" and i have the same problem... > i WEAR the helmet and left the gap seal OFF! > flies great. i'm thinking about an AL sheet gap seal that goes along the > top and just wraps under the wing root... with nothing on the bottom side, > so my big head (with helmet) can have room to wiggle. > > michael > > > I'm gonna' try the Firestar without the wing root gap-seal on Thursday. Some have said they don't fly good without them; we'll see. Shack FS I SC ________________________________________________________________________________
Date: Dec 18, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Firefly headroom?
> I'm gonna' try the Firestar without the wing root gap-seal on Thursday. Some > have said they don't fly good without them; we'll see. > > Shack Shack and Gang: "Some have said they don't fly good without them" I wonder why??? Reckon it is because it is part of the wing? :-) My Ultra Star and Firestar lost a lot of lift and was extremely draggy without the gap seal. I do not recommend flying without it. john h ________________________________________________________________________________
From: AULSU(at)aol.com
Date: Dec 18, 2001
Subject: Kolb Mark III noise polution
I am considering options to lessen the noise in my classic Mark III. When talking to the Tower, I have to throttle back so that I can communicate. I could add an additional smaller muffler like many of the newer trikes have on their Rotax 582's. I could also replace my wooden prop with a three bladed adjusted prop. I could probably replace my headset with a helmet but prefer my comfort. Your comments please, Tom Guidroz at aulsu(at)aol.com Houma La. ________________________________________________________________________________
Date: Dec 19, 2001
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Kolb Mark III noise polution
The after muffler will help, and I found a two bladed Ivoprop was somewhat quieter than a three bladed Ivoprop. A slower turning prop is quietest of all. (different gearbox, $$$) But what will help the most is having some sort of rear cockpit wall between you and the prop. Richard Pike MKIII N420P (420ldPoops) > >I am considering options to lessen the noise in my classic Mark III. When >talking to the Tower, I have to throttle back so that I can communicate. I >could add an additional smaller muffler like many of the newer trikes have on >their Rotax 582's. I could also replace my wooden prop with a three bladed >adjusted prop. I could probably replace my headset with a helmet but prefer >my comfort. > >Your comments please, Tom Guidroz at aulsu(at)aol.com Houma La. > > ________________________________________________________________________________
Date: Dec 18, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Kolb Mark III noise polution
> I am considering options to lessen the noise in my classic Mark III. When > talking to the Tower, I have to throttle back so that I can communicate. Tom Guidroz Tom and Gang: Mark III's are noisy. Muffler/silencer won't help enough to go through the bother. Props probably make most of the noise interference you are xmiting through your mic when you hit the PTT button. I use David Clark 10-40 headset and Sigtronics SPA400N intercom. That seems to work well enough for me to fly and be heard without throttling back. If you can't eliminate the noise (and I don't think you can), then you have to use equipment that can operate in a high noise environment. john h ________________________________________________________________________________
Date: Dec 19, 2001
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Kolb Mark III noise polution
One of our guys on another brand of plane got a piece of that corrugated sign material from a "sign shop" and put up a barrier between the cockpit and engine/cargo area. He done it to reduce cockpit tornado airflow but a side benefit was it reduced engine noise. The stuff comes in different colors and is cheap. Jerry > >The after muffler will help, and I found a two bladed Ivoprop was somewhat >quieter than a three bladed Ivoprop. A slower turning prop is quietest of >all. (different gearbox, $$$) But what will help the most is having some >sort of rear cockpit wall between you and the prop. >Richard Pike >MKIII N420P (420ldPoops) > > > > > >I am considering options to lessen the noise in my classic Mark III. When > >talking to the Tower, I have to throttle back so that I can communicate. I > >could add an additional smaller muffler like many of the newer trikes > have on > >their Rotax 582's. I could also replace my wooden prop with a three bladed > >adjusted prop. I could probably replace my headset with a helmet > but prefer > >my comfort. > > > >Your comments please, Tom Guidroz at aulsu(at)aol.com Houma La. > > > > > > ________________________________________________________________________________
Date: Dec 19, 2001
From: ed mills <edgmills(at)yahoo.com>
Subject: Re: Firefly headroom?
I would suggest that you not fly without the gap seal but if you do CHECK THE STALL SPEED!!! I found out the hard way that the stall speed goes up without it!! I am still repairing My Firefly. Ed Dallas, Tx --- HShack(at)aol.com wrote: > > In a message dated 12/18/01 5:17:41 PM Eastern > Standard Time, > michaelmcalister(at)mediaone.net writes: > > > > hey shack, > > i'm 6'2" and i have the same problem... > > i WEAR the helmet and left the gap seal OFF! > > flies great. i'm thinking about an AL sheet gap > seal that goes along the > > top and just wraps under the wing root... with > nothing on the bottom side, > > so my big head (with helmet) can have room to > wiggle. > > > > michael > > > > > > > > I'm gonna' try the Firestar without the wing root > gap-seal on Thursday. Some > have said they don't fly good without them; we'll > see. > > Shack > FS I > SC > > > > Contributions of > any other form > > latest messages. > other List members. > > http://www.matronics.com/subscription > http://www.matronics.com/photoshare > http://www.matronics.com/search > http://www.matronics.com/archives > http://www.matronics.com/emaillists > > > > > ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Dec 19, 2001
Subject: Re: Kolb Mark III noise polution
In a message dated 12/19/01 2:51:47 AM Eastern Standard Time, kolb-list-digest(at)matronics.com writes: > I am considering options to lessen the noise in my classic Mark III. When > talking to the Tower, I have to throttle back so that I can communicate. I > could add an additional smaller muffler like many of the newer trikes have > on > their Rotax 582's. I could also replace my wooden prop with a three bladed > adjusted prop. I could probably replace my headset with a helmet but > prefer > my comfort. > > Your comments please, Tom Guidroz at aulsu(at)aol.com Houma La. Greetings, I installed the after muffler and the intake silencer on my FireStar. I'm still exposed to an average of 118 dB(A). I use ear plugs under my headset so I can raise the volume on my radio and be able to hear over the engine prop noise. I also installed active noise reduction on my headset and have been wearing a helmet lately. I do all this to prevent hearing loss. Regards, Will Uribe El Paso, TX FireStar II N4GU C-172 N2506U http://home.elp.rr.com/airplane/ ________________________________________________________________________________
From: SGreenpg(at)aol.com
Date: Dec 19, 2001
Subject: Re: Kolb Mark III noise polution
In a message dated 12/18/01 11:05:15 PM Eastern Standard Time, AULSU(at)aol.com writes: > I am considering options to lessen the noise in my classic Mark III. Tom, I had the same problem with my Mark III, having to throttle back to talk to the tower or even a passenger on the intercom. I took a 2' X 4' piece of acoustic ceiling tile and fitted it just behind the seats to form a wall like R. Pike has already mentioned. After it was shaped right I laid fiberglass on the back side to strengthen it a little and a piece of thin charcoal gray material from the sewing dept. at Walmart on the front for cosmetic purposes. I don't have any numbers on the noise level reduction but I can talk and be understood on the radio and my cheap intercom system is doing the job just fine now. BTW I fastened the piece in place using blind nuts epoxied into the tile and Adel clamps around the tubing. Steven Green Mark III 150 hrs. ________________________________________________________________________________
From: "jim minewiser" <flykolb(at)carolina.rr.com>
Subject: Enhanced Class B
Date: Dec 19, 2001
Just heard that there is no longer any "Enhanced" Class B airspace. This is great for me and many others. I am under the Charlotte Class B and I had to get approval before any flight. Now I can stay under the Class B with no prior approval required. Check it out at FAA Notams or EAA webpage. Jim Charlotte, NC Mark III ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Dec 19, 2001
Subject: Re: Ultra Star
thanks a heap john........Can't wait to get to it......... what is the maxium on cht? ________________________________________________________________________________
From: "Paul Sasseville" <sassevilleapiaries(at)hotmail.com>
Subject: Re: Kolb Mark III noise polution
Date: Dec 19, 2001
Hay Will, Did the ANR help much? Paul Sasseville Firestar II Zolfo Springs, Fl ----- Original Message ----- From: <WillUribe(at)aol.com> Subject: Re: Kolb-List: Kolb Mark III noise polution > > In a message dated 12/19/01 2:51:47 AM Eastern Standard Time, > kolb-list-digest(at)matronics.com writes: > > > > I am considering options to lessen the noise in my classic Mark III. When > > talking to the Tower, I have to throttle back so that I can communicate. I > > could add an additional smaller muffler like many of the newer trikes have > > on > > their Rotax 582's. I could also replace my wooden prop with a three bladed > > adjusted prop. I could probably replace my headset with a helmet but > > prefer > > my comfort. > > > > Your comments please, Tom Guidroz at aulsu(at)aol.com Houma La. > > Greetings, > I installed the after muffler and the intake silencer on my FireStar. I'm > still exposed to an average of 118 dB(A). I use ear plugs under my headset > so I can raise the volume on my radio and be able to hear over the engine > prop noise. I also installed active noise reduction on my headset and have > been wearing a helmet lately. I do all this to prevent hearing loss. > > Regards, > Will Uribe > El Paso, TX > FireStar II N4GU > C-172 N2506U > http://home.elp.rr.com/airplane/ > > ________________________________________________________________________________
Date: Dec 20, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: Sea Foam
> >Has anyone had experience with a product called "Sea Foam", which is supposed to extend the decarb interval in 2-stroke engines? Specifically with respect to the Rotax 503. I've heard some positive things about this, but would like to hear some other opinions based on knowledge or actual experience before I decide whether to use it. > >Thanks, >Lee >Firestar II Never heard of tha stuff? What's it called again? ________________________________________________________________________________
Date: Dec 20, 2001
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Sea Foam
> Has anyone had experience with a product called "Sea Foam", > Lee Lee and Gang: I haven't, but many on the List have. The archives should be full of information on the pros and cons of Seafoam. Go to: http://www.matronics.com/archives Take care, john h ________________________________________________________________________________
From: "Hans van Alphen" <HVA(at)bellsouth.net>
Subject: Re: Noise insulation
Date: Dec 20, 2001
>> > >> >I am considering options to lessen the noise in my classic Mark III. When >> >talking to the Tower, I have to throttle back so that I can communicate Hey Tom, A good material I have used on my Mark III Extra is the 3/4" foam insulation board with silver foil on each side, it is rigid fairly strong and weighs nothing. I used it under the rear gapseal and across the back behind my head. I even build a cargo bay out of it 18x16x16 behind pilot seat for headphones etc.. Used the silver air conditioning tape to put it all together. All available at Home Depot. Hans van Alphen Mark III Extra 99.9% done BMW Powered ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Dec 20, 2001
Subject: Re: Kolb Mark III noise polution
In a message dated 12/20/01 2:52:00 AM Eastern Standard Time, kolb-list-digest(at)matronics.com writes: > Hay Will, > Did the ANR help much? > > Paul Sasseville > Firestar II > Zolfo Springs, Fl > It works great on lower frequency noise but can't keep up with the higher frequency noise. Regards, Will Uribe El Paso, TX FireStar II N4GU C-172 N2506U http://home.elp.rr.com/airplane/ ________________________________________________________________________________
From: "John Anderson" <janderson3(at)nc.rr.com>
Subject: Re: Ultra Star
Date: Dec 20, 2001
I believe meltdown is 425, on climb out if I start bumping 400, I start reducing power. John Anderson ******************* ----- Original Message ----- From: <Flycrazy8(at)aol.com> Subject: Re: Kolb-List: Ultra Star > > thanks a heap john........Can't wait to get to it......... > what is the maxium on cht? > > ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Dec 20, 2001
Subject: Re: Noise insulation
There is a more expensive material that looks like the same stuff, but has different layers of sound proofing made for marine engines. Try E& B Marine or West Marine. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
From: "Guy Swenson" <guys(at)rrt.net>
Subject: Re: seaf*am
Date: Dec 21, 2001
> I wonder what the consequences of a little water injected into the carb of a > 2 cycle would be?? Has it been tried? Herb in Ky Herb That 4 cycle engine with the cracked head was depositing the water/anti-freeze mixture right to the top of the piston. Intentionally injecting water or water/anti-freeze mixture into the carbs of a 2 cycle COULD wash the lower end of the engine resulting in anything from rust formation, loss of lubrication to the bearings(eventual bearing failure), and possible seal failure. My experience with SeaFoam is minimal and limited to 2 cycle boat motors. I think running it through the engine on a more regular basis before the carbon buildup is too great increases it's effectiveness. Thanks Guy S. MK III Xtra Please keep in mind I said COULD damage the engine not would damage the engine. ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Dec 21, 2001
Subject: Full Canopy
Has anyone customized the FS full canopy to the slightly more head room Slingshot type? Being 6' 3" does not have it's advanages. MERRY CHRISTMAS TO ALL. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
Date: Dec 21, 2001
From: Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject: Re: seaf*am
Herb Gearheart wrote: > > > Gang > I am aware(as are many others) that water/antifreeze injested into a 4 > cycle engine cleans the piston and valves of carbon over some length of time. I > had a crack around a valve guide and when I pulled the head that cyl was very > clean. To the best of my knowledge I had run the auto about 200 miles with this > gradually worsening problem. > I wonder what the consequences of a little water injected into the carb of a > 2 cycle would be?? Has it been tried? Herb in Ky > Rusty crankshaft bearings that would prematurely fail. gene ________________________________________________________________________________
Date: Dec 21, 2001
From: Herb Gearheart <herbgh(at)nctc.com>
Subject: Re: Carbon build up
Hi Guy and group Right you are. Large quantities of water would be a no no. I am wondering about a spray mist for a few seconds ? What appears to happen is that the carbon is shocked cooled and cracks loose from the piston. The engine would need to be run for several minutes afterward to "dry it out". If this is not feasible or practical or dangerous to the engine; how about a high pressure stream into the exhaust port? Certainly not enough to wash down the cyl walls. Herb in ky Guy Swenson wrote: > > > I wonder what the consequences of a little water injected into the carb > of a > > 2 cycle would be?? Has it been tried? Herb in Ky > > Herb > That 4 cycle engine with the cracked head was depositing the > water/anti-freeze mixture right to the top of the piston. Intentionally > injecting water or water/anti-freeze mixture into the carbs of a 2 cycle > COULD wash the lower end of the engine resulting in anything from rust > formation, loss of lubrication to the bearings(eventual bearing failure), > and possible seal failure. > My experience with SeaFoam is minimal and limited to 2 cycle boat motors. I > think running it through the engine on a more regular basis before the > carbon buildup is too great increases it's effectiveness. > > Thanks > Guy S. > MK III Xtra > > Please keep in mind I said COULD damage the engine not would damage the > engine. > ________________________________________________________________________________
From: "Bruce McElhoe" <brucem(at)theworks.com>
Subject: Re: Yaesu Handheld -- Caveat Emptor
Date: Dec 21, 2001
Hi all, Do not open the attachment to the e-mail from Frans van de Ven. It contains a virus. Bruce McElhoe FireFly #88 Reedley, Calif. ----- Original Message ----- From: Frans van de Ven To: brucem(at)theworks.com Sent: Friday, December 21, 2001 2:44 PM Subject: Re: Kolb-List: Yaesu Handheld -- Caveat Emptor ________________________________________________________________________________
Date: Dec 21, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: Yaesu Handheld -- Caveat Emptor
> >Hi all, > >Do not open the attachment to the e-mail from Frans van de Ven. It >contains a virus. Yes, it does!~ ________________________________________________________________________________
From: "Ed Chmielewski" <edchmiel(at)mindspring.com>
Subject: Re: glider time -- Caveat Emptor
Date: Dec 21, 2001
----- Original Message ----- From: "Possum" <possums(at)mindspring.com> Subject: Re: Kolb-List: Yaesu Handheld -- Caveat Emptor > > > > >Hi all, > > > >Do not open the attachment to the e-mail from Frans van de Ven. It > >contains a virus. > > Yes, it does!~ As does his message with "glider time" as the subject! Ed in JXN ________________________________________________________________________________
Date: Dec 22, 2001
From: "Bruce n' Kathy" <n3nrr(at)erols.com>
Subject: Re: Carbon build up
I was reading the kolb list and you mentioned the 2 stroke oil, Synthetic. Do they sell it in bulk/discount. and what may be the price? Thanks -- Bruce n' Kathy Come and visit us at http://www.frugalbee.com ________________________________________________________________________________
Date: Dec 22, 2001
Subject: Re: Carbon build up
From: ul15rhb(at)juno.com
writes: > > I was reading the kolb list and you mentioned the 2 stroke oil, > Synthetic. > Do they sell it in bulk/discount. > and what may be the price? > Thanks > -- > Bruce n' Kathy > Come and visit us at http://www.frugalbee.com > Hi Bruce, If you go to the Klotz website, you can order it in 55 gal drums. If a lot of pilots want to get in on the order, this would be one way to save money. http://www.klotzlube.com/ Ralph ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: choke & throttle cables
Date: Dec 22, 2001
I'm hooking up the choke & throttle cables at the choke lever & throttle stick. Out of curiosity, I pulled on the cables to see what the action was like. The throttle pulled evenly to full open, but the choke wouldn't pull at all. Is there a sequence of doing one before the other? Any advice on getting this right would be really appreciated. Hope everyone is enjoying the holiday season. chris ________________________________________________________________________________
From: "Richard Neitzel" <neitzel(at)newnorth.net>
Subject: Length of aileron tube
Date: Dec 22, 2001
I have been working on my wings and had to stop construction because both of the inboard steel ribs were welded incorrectly and must be replaced. So to continue with construction I moved on to build ailerons and flaps. On page 17 of the manual it states that an 18 1/2 inch piece is splice onto the aileron tube. On page 26 under aileron construction, it says splice 18 1/2 inches to the 144 inch tube but the total length should be 162 3/4???? Can anyone clarify? Thanks Have a great Christmas everybody! Dick Neitzel Mark III neitzel(at)newnorth.net ________________________________________________________________________________
From: "D Smalec" <smald(at)shianet.org>
Subject: Re: Kolb-List Digest: 17 Msgs - 12/21/01
Date: Dec 22, 2001
>Hi Guy and group >Right you are. Large quantities of water would be a no no. I am wondering >about a spray mist for a few seconds ? What appears to happen is that the carbon >is shocked cooled and cracks loose from the piston. The engine would need to be >run for several minutes afterward to "dry it out". >If this is not feasible or practical or dangerous to the engine; how about a >high pressure stream into the exhaust port? Certainly not enough to wash down >the cyl walls. Herb in ky Group: Years ago I had an Auto Mechanics Instructor demonstrate pouring a good stream of about 32 oz. water down a carb while running at 2-3000 rpms to loosen carbon from valves/combustion chamber. Much carbon came out the exhaust. Too much water though WILL bend a rod, as liquids don't compress very well. I don't know how this would work in a 2-stroke, or if this will remove carbon from behind the rings. Maybe someone can experiment on a snowmobile. Darren Smalec, FS1 Central MI. ________________________________________________________________________________
Date: Dec 22, 2001
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Subject: Re: Carbon build up
Bruce n' Kathy, Ralph and I get it from a dealer here in mn. here are the following prices, quart----------$6.00 Gal.-----------$18.00 Drum, 55 gal.-$880.00 Add tax---don't know what state your from but he can also quote you on shipping charges. here is his e-mail if you have any questions klotzlubemn(at)aol.com I usually buy 10 gal. at a time, still on my first 10.....for me he is cheaper than the factory because of shipping. thanks, Gary r. voigt Bruce n' Kathy wrote: > > I was reading the kolb list and you mentioned the 2 stroke oil, > Synthetic. > Do they sell it in bulk/discount. > and what may be the price? > Thanks > -- > Bruce n' Kathy > Come and visit us at http://www.frugalbee.com > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List Digest: 17 Msgs - 12/21/01
Date: Dec 22, 2001
Water injection works great on 4 stroke engines, and will accomplish several things. One, of course, is the cleaning action on the piston, head, and valves. Another is a "quenching" action that cools and slows the combustion process, giving the effect of higher octane, or lower compression. I used water injection on a high compression (10.5+ to 1) V8 I built, when hi-octane leaded gas was phased out around 1980, and it worked very well...............when it worked. WW II fighters used it on their supercharged engines, to help control detonation. It's a useful process..........on 4 stroke engines, which draw the fuel/air mix thru a carburettor, thru a valve, into a cylinder. As has been mentioned, 2 strokes draw their fuel/air mix thru the crankcase, then up into the cylinder, which may make it a little trickier. There's some on the List who've shown themselves to be very good at carefully working up a procedure, and carefully documenting each step. Maybe they'd take this one on..............???? Just for my own WAG, I'd say it'd probably work in the 2 stroke. The amount of water injected is tiny............not like the cleanout procedure lined out below. I forget for sure, ( old timer's CRAFT disease ) but it seems to me that I used about 1 gallon of water for a lot of gas - probably 20 or 30 gallons. Try checking with Edelbrock...........they used to make a good, computerized system. The vacuum feed systems are erratic, and don't give the most spray when it's needed. Oh yah................when I finally pulled the heads on that V8, to put on lower compression heads, the whole combustion area on each cylinder was nearly spotless. Great stuff, but I had a lot of trouble with the system plugging up the tiny water orifice. You really gotta filter it, and monitor it. Gogittum Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "D Smalec" <smald(at)shianet.org> Subject: Kolb-List: Re: Kolb-List Digest: 17 Msgs - 12/21/01 > > >Hi Guy and group > >Right you are. Large quantities of water would be a no no. I am > wondering > >about a spray mist for a few seconds ? What appears to happen is that the > carbon > >is shocked cooled and cracks loose from the piston. The engine would need > to be > >run for several minutes afterward to "dry it out". > >If this is not feasible or practical or dangerous to the engine; how > about a > >high pressure stream into the exhaust port? Certainly not enough to wash > down > >the cyl walls. Herb in ky > Group: > Years ago I had an Auto Mechanics Instructor demonstrate pouring a good > stream of about 32 oz. water down a carb while running at 2-3000 rpms to > loosen carbon from valves/combustion chamber. Much carbon came out the > exhaust. > Too much water though WILL bend a rod, as liquids don't compress very well. > I don't know how this would work in a 2-stroke, or if this will remove > carbon from behind the rings. Maybe someone can experiment on a snowmobile. > Darren Smalec, FS1 Central MI. > > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Wings
Date: Dec 22, 2001
Hmmmmm....................more noodling. Several Kolb-ers that I've visited keep their planes in a trailer. I've noticed that when loading, they have to watch the leading edges very carefully, to prevent them dragging on the rear sill of the trailer as you push the plane up the ramp. I'm final prepping my wings now for covering, and have to mount the wing fold attachments. Still not sure about using a hanger on the tail boom, so want these, just in case. Anyway, with the stock hangers in place, the leading edge of the wing is just a couple of inches off the ground. Not real nuts about that ! ! ! A friend and I fooled with it for a bit, and it looks to me that if I were to make a new attachment fitting, and put it on the leading edge of the wing, instead of the main spar, it would hold the leading edge more than a foot from the ground. Even with ailerons sticking up, it would still be only about 7 ft high. If that's too high, it would be simple (and stronger) to make a bar to go between the spar and leading edge, with an attachment fitting welded where-ever you like along it. When covered, all that would show is the stub tube, just like now. Any one given this any thought ??? I also very much like the recent idea in the pics, of putting straps across the wingtips to prevent swinging. Inventive Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ________________________________________________________________________________
From: DMe5430944(at)aol.com
Date: Dec 22, 2001
Subject: greetings
A Merry Christmas and Happy New Year to all Kolbers Don Mekeel FF002 El Paso, Texas ________________________________________________________________________________
Date: Dec 22, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: Wings
> >Hmmmmm....................more noodling. Several Kolb-ers that I've >visited keep their planes in a trailer. I've noticed that when loading, >they have to watch the leading edges very carefully, to prevent them >dragging on the rear sill of the trailer as you push the plane up the >ramp. I'm final prepping my wings now for covering, and have to mount >the wing fold attachments. Still not sure about using a hanger on the >tail boom, so want these, just in case. Anyway, with the stock hangers >in place, the leading edge of the wing is just a couple of inches off >the ground. Not real nuts about that ! ! ! A friend and I fooled with >it for a bit, and it looks to me that if I were to make a new attachment >fitting, and put it on the leading edge of the wing, instead of the main >spar, it would hold the leading edge more than a foot from the ground. >Even with ailerons sticking up, it would still be only about 7 ft high. >If that's too high, it would be simple (and stronger) to make a bar to >go between the spar and leading edge, with an attachment fitting welded >where-ever you like along it. When covered, all that would show is the >stub tube, just like now. Any one given this any thought ??? I also >very much like the recent idea in the pics, of putting straps across the >wingtips to prevent swinging. Inventive Lar. I don't think the leading edges are strong enough to support the wings on the road. BTW: is anybody else getting attachments with "this virus" embedded from the Kolb list?? W32.Badtrans.B@mm If so, see the following URL: http://securityresponse.symantec.com/avcenter/venc/data/w32.badtrans.b@mm.html ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Dec 22, 2001
Subject: Re: Length of aileron tube
Richard, I had similar problems with drag strut alignment at the inner rib attach tube. Turned out that they had sent me Firefly inner steel ribs, not firestar ribs, big difference in alignment Aman FS2 ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Dec 22, 2001
Subject: Re: Length of aileron tube
Richard, My firestar plans say add 13 +1/8" to a 12' tube ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Wings
Date: Dec 22, 2001
After sending that message this afternoon, I went back out & back to noodling. With the leading edge resting on the fuselage side support, the top of the aileron would be about 7 ft high. Looking at the angles, I think that if I run a U-shaped brace from the upper side of the leading edge, back to the lower edge of the spar, and maybe arch it a bit, it would give a perfect angle to match the fuselage side. Then I could put the support wherever I like................probably to hold the wing about a foot off the ground. The support stub will probably need to be braced just below the fabric, to prevent excessive flexing. Probably won't have much time to fool with it for a week or 2 now. To me, it looks very do-able, and also, the stub could be made a little longer, to make for easier safety pinning. We'll see.....................! ! ! Stub-Bourne Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Possum" <possums(at)mindspring.com> Subject: Re: Kolb-List: Wings > > > > >Hmmmmm....................more noodling. Several Kolb-ers that I've > >visited keep their planes in a trailer. I've noticed that when loading, > >they have to watch the leading edges very carefully, to prevent them > >dragging on the rear sill of the trailer as you push the plane up the > >ramp. I'm final prepping my wings now for covering, and have to mount > >the wing fold attachments. Still not sure about using a hanger on the > >tail boom, so want these, just in case. Anyway, with the stock hangers > >in place, the leading edge of the wing is just a couple of inches off > >the ground. Not real nuts about that ! ! ! A friend and I fooled with > >it for a bit, and it looks to me that if I were to make a new attachment > >fitting, and put it on the leading edge of the wing, instead of the main > >spar, it would hold the leading edge more than a foot from the ground. > >Even with ailerons sticking up, it would still be only about 7 ft high. > >If that's too high, it would be simple (and stronger) to make a bar to > >go between the spar and leading edge, with an attachment fitting welded > >where-ever you like along it. When covered, all that would show is the > >stub tube, just like now. Any one given this any thought ??? I also > >very much like the recent idea in the pics, of putting straps across the > >wingtips to prevent swinging. Inventive Lar. > > I don't think the leading edges are strong enough to support the wings > on the road. > > BTW: is anybody else getting attachments with "this virus" embedded from the > Kolb list?? > > W32.Badtrans.B@mm > > If so, see the following URL: > > http://securityresponse.symantec.com/avcenter/venc/data/w32.badtrans.b@mm.ht ml > > ________________________________________________________________________________
From: "Guy Swenson" <guys(at)rrt.net>
Subject: Re: Length of aileron tube
Date: Dec 23, 2001
On page 17 of the manual it states that an 18 1/2 inch piece > is splice onto the aileron tube. On page 26 under aileron construction, > it says splice 18 1/2 inches to the 144 inch tube but the total length > should be 162 3/4???? Can anyone clarify? Dick, In the Mark III Xtra manual they have corrected the aileron tube lenght to 162 1/2 inches, but, on the Mark III Xtra plans pg 9 they call for 162 3/4 inches? With the Classic and the Xtra utilizing the same wing and ailerons, you would be safe using the 162 1/2. Thats the size I built mine and they fit just fine. Guy S. MK III Xtra ======================================================================= > > ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Dec 23, 2001
Subject: Re: Kolb-List Digest: 17 Msgs - 12/22/01
Merry Christmas and a Wonderful new year for all on the list who are flying, building, or dreaming of, KOLBS. (thanks Homer) Bob Griffin MK3 #098 ________________________________________________________________________________
Date: Dec 23, 2001
From: Bill Vincent <emailbill(at)chartermi.net>
Subject: Sharing an experience
Kolb Flyers: This information may be helpful to someone: This past summer my friend, who bought a second hand Kolb Firestar, called me and told me he had he is having trouble with his engine ( Rotax 447 ) losing power in the last week; and he almost did not make it back to the airfield that morning. When my friend landed he noticed fuel all over the tail section. I recommended to him not to fly it until I checked out the problem. I saw the fuel on the tail section, at first I thought it was coming from the carburetor but then I noticed it was coming from the fuel pump area. Noticing fuel inside the pulse line I squeezed the line and it instantly split length-wise about 1 1/2 inches long near the engine side. I did not check to see if there was a hole in the fuel pump diaphragm, the pulse line was pliable near the pump but hard and brittle near the engine; according to my friends' records the line had about 100 hours on it ... it must have been collapsing for quite awhile. The pulse line looked like fuel line, clear with a tint of green. We replaced the line with clear urethane pulse line and replaced the fuel pump, the engine is now running smoothly. P.S. I change my pulse line every 50 hours. Bill Vincent Firestar II Quinnesec, Upper Peninsula of Michigan ________________________________________________________________________________
Date: Dec 23, 2001
Subject: Re: Sharing an experience
From: ul15rhb(at)juno.com
> > the pulse line was pliable near the pump but hard and brittle near the > engine; according to my friends' records the line had about 100 > hours on > it ... it must have been collapsing for quite awhile. > The pulse line looked like fuel line, clear with a tint of green. > We replaced the line with clear urethane pulse line and replaced > the > fuel pump, the engine is now running smoothly. > > P.S. I change my pulse line every 50 hours. > > Bill Vincent > Firestar II > Quinnesec, Upper Peninsula of Michigan This is a good reason to use single ply automotive fuel line for the pulse line. It's durable and will withstand heat, pressure, and ultraviolet light. Hose clamps should also be used on all four connections to the pump and pulse line. Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
From: "Wayne Boyter" <boyter@pioneer-net.com>
Subject: 582 Blue head
Date: Dec 23, 2001
Help I put a almost new rotax 582 blue head motor on my mark 3 The water temp. is runing in the low 190 range. My old 582 rotax ran 145 to 155 range, Do the new 582 Rotax motors run hotter. Wayne Kolb Mark 3 Rotax 582 Three blade warp Dr ________________________________________________________________________________
Date: Dec 23, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: Sport Pilot on and on ....
We have to admit it: the FAA's Part 103 ultralights have gotten a bit out of hand, not entirely without reason, of course. We have all seen some of the most incredible "aircraft" in that category, but they've gotten too overweight. That, in turn, as you may imagine, makes them too fast, as well. As I understand it, the FAA has decided to clear things up, once and for all -- without relying on some special provision of "Sport Pilot" to come along. This sort of thing presumably happens from time to time. Now I vaguely understand the principles involved here, but perhaps a few facts would be in order: (1) The planes no longer have any "maximum speed". If they stall at 28 mph or less, that's fine. The idea is that there's no reason to penalize a good design (like mine) by limiting it to 63 mph any more. (2) There's also no more absolute weight limit, the FAA, in conjunction with the President's Council on Physical Fitness (you all know how Pres. Bush likes to workout), has decided that the pilot should not weigh more than the aircraft. In other words, the FAA is going to look only at the total weight of the ultralight, as flown, but without its gallons of fuel. This is bad for the 254+ pilots, I regret to say -- they're all grounded -- but it's a great way to introduce a bunch of youngsters to the sport! That "ultralight" that Dad built, but doesn't fit into, anyway, weighs 420 pounds. It's not legal now, with its 120hp - VW turbo charged engine, in-flight adjustable prop, 20 gallon fuel tank and side air scoops; but Dad is still trying to get the darned thing approved - as we are all too wont to do. Under the new rules, though, the airplane's not wasted: Dad's 120-lb kid can fly it, and carry fishing tackle, too! As is usually the case, there's a way to get around the rule, if your a little overweight. First of all, if you carry no more than two gallons of fuel, you are allowed to weigh as much as you like, but the total weight of the aircraft and you (less fuel) cannot weigh more than 508 pounds. That means you can't both fly the Possumobile-Viper you made from spare wrought iron furniture, "and" weigh 300 pounds. Now, if you would like to apply for a waiver, there's one more possibility: if your aircraft was built before 1996, and "at that time"(which is, of course, how they would phrase it) you weighed no more than 306 pounds, and at that time you had a General Motors product registered "and" insured in your name, and if you have a copy of your electric bill, from outside the formerly "enhanced" Class-B airspace, and your Mother's maiden name was over four, but no more than nine, letters long, and you have a letter of recommendation from two physicians who have known you from birth, providing of course that your personal history includes no felonies, domestic violence, or elected office -- you may apply for an ultralight exemption under the Sport Pilot -- FAR 103(A)e6-ii, subpart Zt-786, revision 332(a)1. You, of course, will need a rotorcraft/taildragger rating received prior to September 11 of this year, take a proficiency flight checkride, pass a written exam, and hold a Class II medical. Plagiarized from www.UL/MadeSimple.gov. Merry Christmas ________________________________________________________________________________
From: "Jeffrey Jones" <jeffandbecky(at)fuse.net>
Subject: Sport Pilot
Date: Dec 24, 2001
May be stemmed from incidents like the news reporter in Cincinnati. Flew his ultralight over a crowd in the stadium. The pilot himself was well over 200lbs and his added video equipment grossly overweight his ultralight. Needless to say the wings folded and he died. How much weight can or should one really carry? When a Mark III or Slingshot is built, sure the gross weight will be higher for the plane is built to handle it. From: Possum <possums(at)mindspring.com> Subject: Re: Kolb-List: Sport Pilot on and on .... (2) There's also no more absolute weight limit, the FAA, in conjunction with the President's Council on Physical Fitness (you all know how Pres. Bush likes to workout), has decided that the pilot should not weigh more than the aircraft. In other words, the FAA is going to look only at the total weight of the ultralight, as flown, but without its gallons of fuel. This is bad for the 254+ pilots, I regret to say -- they're all grounded -- but it's a great way to introduce a bunch of youngsters to the sport! ________________________________________________________________________________
From: Gdledbetter(at)aol.com
Date: Dec 24, 2001
Subject: Sport Pilot made one more step
This was in the Aero-New network this morning. Gene Ledbetter Sport Pilot Gets OMB's OK FAA Answered Budget Office's Doubts; NPRM is Next Longsuffering potential customers and manufacturers, on hold over the NPRM (Notice of Proposed RuleMaking) on Sport Pilot, details of which have been widely known for over a year, may soon get a look at the actual thing. The Office of Management and Budget, which asked for some "clarifications" of items in the proposed NPRM last summer, and which received the answers from the DoT a couple weeks ago [The FAA timely answered the questions; but the DoT got sidelined by September 11 --ed.], has said that its concerns have been properly answered. The OMB has now served the "ball" back over the net, tot he FAA, which should, very soon, be releasing the actual NPRM for us to see. There are two distinct programs under the umbrella, "Sport Pilot:" pilots, and "Sport Pilot" aircraft. For an explanation of how these work, see ANN's exclusive coverage, in a special section, from January of 2001. In short, the "Sport Pilot" pilot would receive a different pilot's license, that would allow him or her to fly "Sport Pilot" category aircraft, after a shorter period of instruction. The Sport-Light Aircraft category would be a new subcategory to Federal Air Regulations (FARs) Part 21, which would enable existing and future two-seat light-planes now used for training ultralight pilots under an exemption to the FARs to be certificated as experimental light aircraft and flown by sport pilots. The proposed Sport Pilot rule would also create a special airworthiness certification category in Part 21 that would allow manufacturers to sell new light, ready-to-fly light aircraft without the most-restrictive requirements of FAR Part 23 certification. FMI: www.faa.gov ________________________________________________________________________________
Date: Dec 24, 2001
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: 503 Muffler and Oil Tank Brackets
Just so someone else does not do what I did--I fabricated my muffler brackets as per the drawings. Installed them and torqued them as per instructions. Installed the muffler. Made the oil tank brackets and installed the tank and torqued everything to specs. I then decided to install the spark plugs. Still had the plastic plugs in the plug holes. No way to get the rear spark plugs in each cylinder in. The muffler brackets extended just enough over the holes to stop me from getting a plug socket on the plug and no way to get the plug wire on the plug. Had to tare everything down just to cut the corners off of both muffler brackets. Ron Payne FireStar II with 503 ________________________________________________________________________________
Date: Dec 24, 2001
From: bob n <ronoy(at)shentel.net>
Subject: Re: 503 Muffler and Oil Tank Brackets
Same with FireFly 070! I sent this info to several FF builders almost 2 years ago, and thot TNK would have fixed it by now, on the drwgs. I just turned the cross-angles 180 degrees, then thew them away and made new ones, correctly, so I could change plugs. Reminded me of an early 70s car that you had to loosen the mtr mounts to change rear plug. Bob N. aka Grey Baron ________________________________________________________________________________
Date: Dec 24, 2001
From: bob n <ronoy(at)shentel.net>
Subject: Holiday Greetings from Curmudgeon Central
Ready to delete? This has little or nothing to do with flying, either GA or UL. I would like to extend my best wishes to all, including all who fly, regardless of their vehicles. This has been a year of changes: some for the better, many for worse, and some things that were supposed to happen, but didn't. Some listees have had problems, ranging from health to personal tragedies. I believe I can say that each person's trouble affects us all to some degree or other...no man is an island... Although it's not yet New Years, maybe we should think of making a few resolutions now, just so they can be broken--and mended--by 1/1/02. Here are some things I'd like to see: A lessening--or better--a cessation of name calling, especially of the more vile kind. The Internet takes name calling out of the realm of fisticuffs into ethereal taunts. Would anyone actually say one of these names to a person's face? Kinda weak to hide behind a kybd. Be nice, Since it's not socially kind to publicly comment on one's excess avoirdupois, then we should knock off the appellation "Fat-UL." Nor should we denigrate those who are "legal," or at least trying. Trikes, which is much kinder than tricycles--heck, I'd (try to) fly one, just for the added experience. If someone hasn't actually flown one, then they should not look down their three-axis noses. And Pee-Pee Cees. Dang, they oughta be a barrel of fun, especially if you wanted to go up, then down. Not very good for the average terrorist, though. OK, whadda we got left? What with the alleged power and water shortages, Hot Tubs may be relegated to the Old Marine Shower, using yer crash helmet fer a bucket. Cry fer Richie. And Heavy-lifter Chad may/or may not get snitched upon, depending upon what alfabots ketch him...there's a pun here--it's about boats. And what of Mark-the-sailmaker? I've heard of Omar-the-tentmaker. Just when we thought The Lists were S&L, comes along Upwind vs. Downwind. Geez that really made the old Guns, Politics and Religion wars look like Tiddly Winks. Just about put a sock on the whole year. One good thing about our wars--they get so bad that they most likely scare off the scammers, but then again, Good Old Steve G. is here to bring any and all up short with his bon mots. So this was the year that was. The past is history, the future is a mystery--that leaves the present, which is why it's called that--a present, for us to use and enjoy. the best to all Bob N. ________________________________________________________________________________
Date: Dec 24, 2001
From: bob n <ronoy(at)shentel.net>
Subject: My Greetings
Please note that I meant Steve Gould, not Steve Green. Bob N. ________________________________________________________________________________
From: "Steve Kroll" <skroll(at)dellepro.com>
Subject: Re: decarboning the Rotax Engine
Date: Dec 24, 2001
Hey Gene, How many hours do you have on that 377 that you've never had apart and.....are you talking not even for a de-carbon?? What EGTs have you been running ? Yeah, I'm with you on the 4 strokes. I have been having very good reliability from my little 377 Firestar too. I've never had it apart. I've been flying 2 strokes since 1980 and only fixed a few leaks ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: 503 Muffler and Oil Tank Brackets
Date: Dec 24, 2001
I never did nothin' like that. Uh uh. Burns ya don't it ?? Do not Archive. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose"
http://www.gogittum.com ----- Original Message ----- From: "Ron or Mary" <ronormar(at)apex.net> Subject: Kolb-List: 503 Muffler and Oil Tank Brackets > > Just so someone else does not do what I did--I fabricated my muffler > brackets as per the drawings. Installed them and torqued them as per > instructions. Installed the muffler. Made the oil tank brackets and > installed the tank and torqued everything to specs. I then decided to > install the spark plugs. Still had the plastic plugs in the plug holes. No > way to get the rear spark plugs in each cylinder in. The muffler brackets > extended just enough over the holes to stop me from getting a plug socket on > the plug and no way to get the plug wire on the plug. Had to tare everything > down just to cut the corners off of both muffler brackets. > > Ron Payne > FireStar II with 503 > > ________________________________________________________________________________
Date: Dec 26, 2001
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Where Do You put Everything?
Trying to find a place to stuff everything in this FireStar. Mounted the hot box on the left side of where the passenger seat should be. The strobe box is just forward of that. Trying to figure out where to put the ELT and battery now. The instructions on the ELT say to mount it horizontally to a rigid structure that will not deflect in a crash. Where would that be in a Kolb? I can put the battery on the right side of the passenger seat which will not be in there. I have given up on the idea of making this a two passenger plane. It is going to be like threading a needle to get the seat belt back to the landing gear tube. Anyone have any pictures of a FireStar with this equipment mounted? Ron Payne ________________________________________________________________________________
From: Timandjan(at)aol.com
Date: Dec 26, 2001
Subject: Re: 503 Muffler and Oil Tank Brackets
Yep, wait until you have to retorque the heads, all that has to be removed as well. ________________________________________________________________________________
From: "Bill Woods" <kolbpilot(at)msn.com>
Subject: New e-mail address
Date: Dec 26, 2001
Hi Gang, New e-mail address for Bill Woods is kolbpilot(at)msn.com. Pretty COOL huh! Bill Woods 912S Slingshot /explorer.msn.com ________________________________________________________________________________
From: dixieshack(at)webtv.net (Mike and Dixie Shackelford)
Date: Dec 27, 2001
Subject: Re: Battery location
Happy New Year Ron.....buddy of mine in Ocala mounted a gell-cell in the nose cone ahead of the rudder pedals, mainly for cg concerns....he weighs about 150. Glassed a little shelf inside the nose and holds the battery with a bungee. Battery lays on its side with terminals pointing toward the pilot. Kinda neat and easy. Mike Shackelford ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Re: Where Do You put Everything?
Date: Dec 27, 2001
On 12/26/01, "Ron or Mary" wrote: < Trying to figure out where to put the ELT and battery now. The instructions on the ELT say to mount it horizontally to a rigid structure that will not deflect in a crash. Where would that be in a Kolb? > Ron - For mounting the ELT, I copied this idea from Paul V. (of this List): Mount your ELT to the tailboom tube, as forward as possible (just aft of the fwd end, where it attaches to the cage). You can make a pair of simple interface blocks out of wood that conform to the curve of the boom tube. My ELT (AmeriKing-450) came with a mounting tray, approx 3x5 inches. This mounting tray sits on the two saddle blocks, and the whole array is fastened to the boom tube with large diam hose clamps. I put thin foam padding between the wood blocks and the tube. Very solid attachment. I don't have a picture to show you, but I know I've seen it somewhere on this List. (Can anyone help?) Dennis Kirby Mk-3, Verner, Powerfin, almost done Cedar Crest, NM ________________________________________________________________________________
From: "Thumb" <Bill-Jo(at)prodigy.net>
Subject: Re: Where Do You put Everything?
Date: Dec 27, 2001
Ron Steven Green has this set-up contact him and he may have some pictures. I mounted mine to the floor pan.Mine had a flat mounting plate that came with the unit. Bill Futrell----- Original Message ----- From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil> Subject: Kolb-List: Re: Where Do You put Everything? > > On 12/26/01, "Ron or Mary" wrote: > > < Trying to figure out where to put the ELT and battery now. The > instructions on the ELT say to mount it horizontally to a rigid structure > that will not deflect in a crash. Where would that be in a Kolb? > > > Ron - > For mounting the ELT, I copied this idea from Paul V. (of this List): > Mount your ELT to the tailboom tube, as forward as possible (just aft of the > fwd end, where it attaches to the cage). You can make a pair of simple > interface blocks out of wood that conform to the curve of the boom tube. My > ELT (AmeriKing-450) came with a mounting tray, approx 3x5 inches. This > mounting tray sits on the two saddle blocks, and the whole array is fastened > to the boom tube with large diam hose clamps. I put thin foam padding > between the wood blocks and the tube. Very solid attachment. I don't have > a picture to show you, but I know I've seen it somewhere on this List. (Can > anyone help?) > Dennis Kirby > Mk-3, Verner, Powerfin, almost done > Cedar Crest, NM > > ________________________________________________________________________________
Date: Dec 27, 2001
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: Where Do You put Everything?
I went straight out to my shop to check on this location. This is a FireStar and there is not enough room there. My ELT is an ARTEX and the tray is about 6 inches long and there is only 3 inches of space on top of the boom. The instructions with this ELT says that it has to be mounted laying down and in line with the for and aft line of the plane. There is even an arrow on it to show you which end is to face forward. I have seen pictures of ELT units mounted cross ways of the plane but can't do that with this one. Thanks for the responce. Ron Payne -------Original Message------- From: kolb-list(at)matronics.com Date: Thursday, December 27, 2001 10:37:16 Subject: Kolb-List: Re: Where Do You put Everything? Kirby(at)kirtland.af.mil> On 12/26/01, "Ron or Mary" wrote: < Trying to figure out where to put the ELT and battery now. The instructions on the ELT say to mount it horizontally to a rigid structure that will not deflect in a crash. Where would that be in a Kolb? > Ron - For mounting the ELT, I copied this idea from Paul V. (of this List): _-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_- ________________________________________________________________________________
Date: Dec 27, 2001
Subject: [ Bill Vincent ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Bill Vincent Subject: Bill Vincent's Kolb http://www.matronics.com/photoshare/emailbill@chartermi.net.12.27.2001/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Wing Area of a Mark-3?
Date: Dec 28, 2001
Fellow Kolbers - Here's something that has been puzzling me since I bought my Mark-3 kit four years ago: What is the actual wing area of the Mark-3? Brochure says 160 square feet. But my calculations don't give me that answer. Each wing is 163 inches long, from root to tip. The width (chord), not counting the flaps & ailerons is 50 inches. Adding the extra area of the flaps and ailerons results in an average chord of 62 inches for the full span of the wing. Doing the math yields 70 square feet per wing. And this is generous, because it assumes a perfectly rectangular wing and does not account for area lost due to the curve of the wingtip. Two wings equals 140 square feet. So, where does Kolb come up with 160 square feet? Anybody know? Dennis Kirby Cedar Crest, NM ________________________________________________________________________________
From: "Peter Volum" <PVolum(at)etsmiami.com>
Subject: Wing Area of a Mark-3?
Date: Dec 28, 2001
Gap seal? -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Kirby Dennis Contr ASC/TM Subject: Kolb-List: Wing Area of a Mark-3? Fellow Kolbers - Here's something that has been puzzling me since I bought my Mark-3 kit four years ago: What is the actual wing area of the Mark-3? Brochure says 160 square feet. But my calculations don't give me that answer. Each wing is 163 inches long, from root to tip. The width (chord), not counting the flaps & ailerons is 50 inches. Adding the extra area of the flaps and ailerons results in an average chord of 62 inches for the full span of the wing. Doing the math yields 70 square feet per wing. And this is generous, because it assumes a perfectly rectangular wing and does not account for area lost due to the curve of the wingtip. Two wings equals 140 square feet. So, where does Kolb come up with 160 square feet? Anybody know? Dennis Kirby Cedar Crest, NM ________________________________________________________________________________
From: "joseph e corma" <jozy(at)rcn.com>
Subject: oil injection
Date: Dec 28, 2001
Fellow Fliers, I have a oil injected 503 firestar II with 40 hrs. I would like to know if anyone else uses oil injection and if they have had any problems. thank you. ________________________________________________________________________________
Date: Dec 28, 2001
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Subject: safety harness
I would like to know what make of four or five point harness some of you are using for the firestar1 (kxp model) in conjunction with the BRS 500 or 750 model. I did not see too much in the archives. also where did you purchase. thanks in advance Gary r. voigt ice is ready for winter flying!!!!! ________________________________________________________________________________
Date: Dec 28, 2001
From: Possum <possums(at)mindspring.com>
Subject: Re: safety harness
> > I would like to know what make of four or five point >harness some of you are using for the firestar1 (kxp model) >in conjunction with the BRS 500 or 750 model. I did not see >too much in the archives. also where did you purchase. > > > thanks in advance > Gary r. voigt > ice is ready for winter flying!!!!! I'm using one of these from Aircraft Spruce and 750 BRS monunted in rear. Belt - http://www.mindspring.com/~possums/Snapinseat.jpg Attach - http://www.mindspring.com/~possums/Gapseal.jpg Attch - http://www.mindspring.com/~possums/Modfowdframe.jpg BRS - http://www.mindspring.com/~possums/Gapseal.jpg ________________________________________________________________________________
From: Timandjan(at)aol.com
Date: Dec 28, 2001
Subject: Re: oil injection
160 hrs on my oil injection 503. When I do my inspenction annually the rings look great. The age old question of to do or not to do oil injection is there, but I have had great luck. Tim ________________________________________________________________________________
From: "Ian Heritch" <heritch(at)infohiwy.net>
Subject: Re: safety harness
Date: Dec 28, 2001
I bought my red harness from Venture Cinchers, PO Box 2163, Ft. Smith, Arkansas 72902; 501-648-4987. They know the Kolb line, I think they supply a number of kit manufacturers in addition to Aircraft Spruce, LEAF & CPS. Ian Heritch Slingshot ----- Original Message ----- From: "Gary r. voigt" <johndeereantique(at)uswest.net> Subject: Kolb-List: safety harness > > I would like to know what make of four or five point > harness some of you are using for the firestar1 (kxp model) > in conjunction with the BRS 500 or 750 model. I did not see > too much in the archives. also where did you purchase. > > > thanks in advance > Gary r. voigt > ice is ready for winter flying!!!!! > > ________________________________________________________________________________
From: DCREECH3(at)aol.com
Date: Dec 28, 2001
Subject: Re: oil injection
I fly an oil-injected 503 on a Firestar II. It has 180 hours on it, of which 25 are mine since I bought the plane. I have had no problems with it. Apparently the previous owner didn't either, although he did once replace the plastic drive gear as a precaution, I think around 100 hours. He said the old one didn't appear worn. Lee ________________________________________________________________________________
Subject: Carbon build up
Date: Dec 28, 2001
From: "Coggins, Josh, NPONS" <joshcoggins(at)att.com>
Ralph wrote... John and others, I disagree that 2-strokes need to run at high rpms to be carbon free. I run mine at a cruise rpm of 5100 rpm and it's been this way for 4 years. I only use full power on takeoff. There is no carbon buildup because: 1) I use synthetic 2-stroke oil (Klotz KL-216 http://www.klotzlube.com/) 2) I give it a Seafoam treatment every 10-15 hours. Ralph Burlingame Original Firestar 15 years flying it Josh adds... Ralph, I agree with you. You don't have to run 2 strokes at high rpms to keep the carbon from building up. However, I believe part of the reason that you don't get much carbon at 5100 rpm is because you have the engine jetted properly for that rpm (EGT's somewhere around 1100deg.). I bet that if your engine was running cool (or rich) at 5100rpm you would be getting a lot more carbon buildup. Josh ________________________________________________________________________________
From: ZepRep251(at)aol.com
Date: Dec 28, 2001
Subject: Re: oil injection
Joe have been using oil injection for 3 years, 128 hrs worth. Not enough carbon to warrant cleaning at the 75 Hr teardown.Using Pennzoil for air cooled and 100LL av gas for most of those Hrs. Had lead bloom on the plugs at 25hrs but so far, so good G.Aman FS2 ________________________________________________________________________________
Date: Dec 29, 2001
From: Richard Pike <richard(at)BCChapel.org>
Subject: Re: Wing Area of a Mark-3?
When calculating the wing area of an aircraft, the (projected) area inside or atop the fuselage is included. Richard Pike MKIII N420P (420ldPoops) > > >Fellow Kolbers - > >Here's something that has been puzzling me since I bought my Mark-3 kit four >years ago: What is the actual wing area of the Mark-3? > >Brochure says 160 square feet. But my calculations don't give me that >answer. > >Each wing is 163 inches long, from root to tip. The width (chord), not >counting the flaps & ailerons is 50 inches. Adding the extra area of the >flaps and ailerons results in an average chord of 62 inches for the full >span of the wing. Doing the math yields 70 square feet per wing. And this >is generous, because it assumes a perfectly rectangular wing and does not >account for area lost due to the curve of the wingtip. Two wings equals 140 >square feet. > >So, where does Kolb come up with 160 square feet? Anybody know? > >Dennis Kirby >Cedar Crest, NM > > ________________________________________________________________________________
From: "Ian Heritch" <heritch(at)infohiwy.net>
Subject: Re: safety harness
Date: Dec 29, 2001
Hi Bill, Believe it or not, I intended to email you today with a host of questions. Last week I finally finished painting, man what a job. I am so glad that is over, I cannot imagine putting forth the effort you did to achieve your fabulous finish. I have begun working on the gap seal. If you don't mind, I plan to copy your gap seal fabricating it from sheet aluminum in order to use it to hold the oil tank. Do you remember what guage sheet aluminum you used? I see you used angle to give it strength. Where did you find the plastic black groments, and what did you use as the edge material? Also, did you fill the gap between the bottom of the wing and the cage? It is a good size gap, but the construction "pamphlet" (Irefuse to call it a manual) doesn't address it. Go figure. I understand you are building an RV-8, hope its going well. I co-built an RV-6 several years ago. In hindsight I think the RV was easier more enjoyable to build than the Kolb. I did not like the fabric. As always, thanks for your help I truly appreciate it. Ian Heritch ----- Original Message ----- From: "Bill Woods" <kolbpilot(at)msn.com> Subject: Re: Kolb-List: safety harness > > Ian, > Haven't heard from you in a while, How's the SS coming? Good to hear from> you. > Bill Woods > 912S Slingshot > > PS. I have new e-mail address: kolbpilot(at)msn.com. ________________________________________________________________________________
Date: Dec 29, 2001
Subject: 2-stroke reliability
From: ul15rhb(at)juno.com
> Josh adds... > Ralph, I agree with you. You don't have to run 2 strokes at > high rpms to keep the carbon from building up. However, I believe > part of the reason that you don't get much carbon at 5100 rpm is > because you have the engine jetted properly for that rpm (EGT's > somewhere around 1100deg.). I bet that if your engine was running > cool (or rich) at 5100rpm you would be getting a lot more carbon > buildup. > Josh You are absolutely right Josh. As we've said earlier, 2-strokes used to carbon up mainly due to the leaded gasoline running the old mineral oils. Technology has changed. Newer mineral oils and synthetics have really boosted the reliability and TBO's of 2-strokes to the point they are credible small aircraft engines. No longer is the saying, "Friends don't let friends fly 2-strokes". I will continue to run my 447 on synthetic oil. When I overhaul it at 600 hours, I want to see how much wear there is and the condition inside. I will continue to cruise at 5100 rpm giving it regular Seafoam treatments. With 250 hours on it now, it may take a few years to get there. In the meantime, I will enjoy flying ahead of a reliable 2-stroke. By the way, my EGT's are right at 1100 degrees and I raise the needle one notch during the winter months. Am I babying my 2-stroke? I don't think so. Just giving it the TLC it deserves by getting me home on each and every flight without investing in a $10,000 Rotax 912 (come to think of it, I couldn't have a 912 on my little plane anyway). Here's the oil I've been using: Klotz KL-216 http://www.klotzlube.com/. If you can't find a distributor, they will ship it directly to your door. I have no stock or connections with the Klotz company, but I do have an interest in keeping you guys safe out there. Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: Carbon build up
Date: Dec 29, 2001
> Josh adds... > Ralph, I agree with you. You don't have to run 2 strokes at high rpms to keep the carbon from building up. However, I believe part of the reason that you don't get much carbon at 5100 rpm is because you have the engine jetted properly for that rpm (EGT's somewhere around 1100deg.). I bet that if your engine was running cool (or rich) at 5100rpm you would be getting a lot more carbon buildup. > Josh this is exactly right. Getting the mixture correct at all rpm's is not easy, but if you do you will have as much luck running at any rpm. If Rotax would give us an Electronic fuel injection system instead of these needles and jets you would see perfectly running engines under all conditions... unless the fancy electronics fail! some of the modern snow mobile engines are very impressive, better fuel economy to boot. ________________________________________________________________________________
Date: Dec 29, 2001
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: 2-stroke reliability
About a year age I contacted Klotz to get some of their oil. I explained exactly what I was needing it for. I made sure that the rep I was talking to understood that I was using a aircooled Rotax 503. He recommended that I use their KL-306 Skicraft tech TC-W3. It is my understanding that this is for Jet Ski's that are water cooled. This is what they sent me. I have not gotten to the point of starting the engine yet so have not used any of this oil. Anyone have any feelings as to using Klotz KL-306 vs KL-216? Ron Payne Here's the oil I've been using: Klotz KL-216 http://www.klotzlube.com/. If you can't find a distributor, they will ship it directly to your door. I have no stock or connections with the Klotz company, but I do have an interest in keeping you guys safe out there. Ralph Burlingame Original Firestar 15 years flying it _-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_- ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Dec 29, 2001
Subject: FIRESTAR II BUILDERS
The nicos at the rear end of the rudder control cables rub slightly, on the elevator control mech, in the up position. Adjusting the rudder horn upwards solves that problem, but forces the nicos into the boom . Drilling a 3/16" hole on both sides of the rudder horn a 1/2" from the original holes and connecting the cable there solved that dangerous fault. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
Date: Dec 29, 2001
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Subject: Re: 2-stroke reliability
Ron, the kl-306 is what they mainly use down in the southern regions like Florida, it is pretty much the same as kl-216, mixes the same, burns the same, viscosity is about the same, the only major difference is the packaging for the different regions. thanks, Gary r. voigt Ron or Mary wrote: > > About a year age I contacted Klotz to get some of their oil. I explained > exactly what I was needing it for. I made sure that the rep I was talking to > understood that I was using a aircooled Rotax 503. He recommended that I use > their KL-306 Skicraft tech TC-W3. It is my understanding that this is for > Jet Ski's that are water cooled. This is what they sent me. I have not > gotten to the point of starting the engine yet so have not used any of this > oil. Anyone have any feelings as to using Klotz KL-306 vs KL-216? > > Ron Payne > > Here's the oil I've been using: Klotz KL-216 http://www.klotzlube.com/. > > If you can't find a distributor, they will ship it directly to your door. > I have no stock or connections with the Klotz company, but I do have an > interest in keeping you guys safe out there. > > Ralph Burlingame > Original Firestar > 15 years flying it > > _-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_- > ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Dec 29, 2001
Subject: FSII Full Canopy Hoop
Does the full enclosure hoop extend out past the leading edge? I,m looking to cut some of the L.E. for some head room. Happy NewYear David Snyder Building FSII Long Branch N.J. 6'3" ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: FSII Full Canopy Hoop
Date: Dec 29, 2001
My doors JUST clear the leading edge when they open. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: <TAILDRAGGER503(at)aol.com> Subject: Kolb-List: FSII Full Canopy Hoop > > Does the full enclosure hoop extend out past the leading edge? I,m looking to > cut some of the L.E. for some head room. Happy NewYear > > David Snyder Building FSII Long Branch N.J. 6'3" > > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Where Do You put Everything?
Date: Dec 29, 2001
I put the ELT up in the wing center section, behind my head, and the battery behind/under the passenger seat. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Thumb" <Bill-Jo(at)prodigy.net> Subject: Re: Kolb-List: Re: Where Do You put Everything? > > Ron Steven Green has this set-up contact him and he may have some > pictures. I mounted mine to the floor pan.Mine had a flat mounting plate > that came with the unit. Bill Futrell----- Original Message ----- > From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil> > To: > Subject: Kolb-List: Re: Where Do You put Everything? > > > > > > > On 12/26/01, "Ron or Mary" wrote: > > > > < Trying to figure out where to put the ELT and battery now. The > > instructions on the ELT say to mount it horizontally to a rigid structure > > that will not deflect in a crash. Where would that be in a Kolb? > > > > > Ron - > > For mounting the ELT, I copied this idea from Paul V. (of this List): > > Mount your ELT to the tailboom tube, as forward as possible (just aft of > the > > fwd end, where it attaches to the cage). You can make a pair of simple > > interface blocks out of wood that conform to the curve of the boom tube. > My > > ELT (AmeriKing-450) came with a mounting tray, approx 3x5 inches. This > > mounting tray sits on the two saddle blocks, and the whole array is > fastened > > to the boom tube with large diam hose clamps. I put thin foam padding > > between the wood blocks and the tube. Very solid attachment. I don't > have


December 06, 2001 - December 29, 2001

Kolb-Archive.digest.vol-di