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
________________________________________________________________________________
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
________________________________________________________________________________
From: | Possum <possums(at)mindspring.com> |
>
>> 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.
________________________________________________________________________________
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!!
________________________________________________________________________________
From: | Jon <jon(at)twistedbits.net> |
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> |
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
________________________________________________________________________________
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.
---------------------------------
________________________________________________________________________________
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.
---------------------------------
________________________________________________________________________________
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!
________________________________________________________________________________
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> |
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" |
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.
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==============================================================================
________________________________________________________________________________
From: | roger.hankins(at)kodak.com |
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
________________________________________________________________________________
From: | John Jung <jrjung(at)sgmmail.com> |
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.
>
________________________________________________________________________________
From: | John Jung <jrjung(at)sgmmail.com> |
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.
>
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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
________________________________________________________________________________
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
________________________________________________________________________________
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.
________________________________________________________________________________
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 ----'
________________________________________________________________________________
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.
________________________________________________________________________________
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?
________________________________________________________________________________
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?
________________________________________________________________________________
From: | roger.hankins(at)kodak.com |
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 |
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)
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
From: | John Jung <jrjung(at)sgmmail.com> |
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
________________________________________________________________________________
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 |
>> <<<<<< 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> |
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
________________________________________________________________________________
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> |
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | John Jung <jrjung(at)sgmmail.com> |
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> |
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 |
...
> 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> |
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
>
>
________________________________________________________________________________
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 ?
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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> |
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
________________________________________________________________________________
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
>
>
>
>
>
________________________________________________________________________________
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
________________________________________________________________________________
From: | Bob Bean <slyck(at)frontiernet.net> |
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(
________________________________________________________________________________
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 |
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?
>
>
________________________________________________________________________________
From: | George Alexander <gtalexander(at)att.net> |
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 |
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
________________________________________________________________________________
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.
________________________________________________________________________________
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 |
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.
==============================================================================
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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
>
>
>
>
>
>
>
________________________________________________________________________________
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 |
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 |
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 |
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 |
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
>
>
________________________________________________________________________________
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
>
>
>
>
>
>
>
________________________________________________________________________________
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 |
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
>
>
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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.
________________________________________________________________________________
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 |
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
________________________________________________________________________________
From: | jerryb <ulflyer(at)airmail.net> |
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.
>
>
________________________________________________________________________________
From: | jerryb <ulflyer(at)airmail.net> |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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
>
> >
> >
> >----
> >
> >
> >_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
> >
> >
>
>
>_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
>
>
________________________________________________________________________________
From: | jerryb <ulflyer(at)airmail.net> |
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
>
>
________________________________________________________________________________
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
---------------------------------
________________________________________________________________________________
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.
________________________________________________________________________________
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....... |
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
________________________________________________________________________________
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.
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | "Ron or Mary" <ronormar(at)apex.net> |
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 |
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
From: | JIMMY HANKINSON <jhankin(at)planters.net> |
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 |
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) |
"Kolb-List: Pictures" (Dec 11, 3:08pm)
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
--------------------------------------------
________________________________________________________________________________
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
--------------------------------------------
________________________________________________________________________________
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."
>
________________________________________________________________________________
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 |
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 |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
From: | Woody <duesouth(at)iname.com> |
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
> >
> >
>
>
________________________________________________________________________________
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 |
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.
> >
________________________________________________________________________________
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________________________________________________________________________________
From: | Robert Laird <rlaird(at)cavediver.com> |
>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
________________________________________________________________________________
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________________________________________________________________________________
From: | JIMMY HANKINSON <jhankin(at)planters.net> |
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: | 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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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.
> > >
>
________________________________________________________________________________
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> |
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 |
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 |
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
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
--------------------------------------------
________________________________________________________________________________
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 |
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: | 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
________________________________________________________________________________
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> |
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> |
----- 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
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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> |
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... |
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 |
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> |
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
>
>
________________________________________________________________________________
From: | jerryb <ulflyer(at)airmail.net> |
Subject: | Test - Disregard |
Test message - Disregard
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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
________________________________________________________________________________
From: | Bob Bean <slyck(at)frontiernet.net> |
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> |
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 |
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> |
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 |
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 |
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 |
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 |
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
=
________________________________________________________________________________
From: | jerryb <ulflyer(at)airmail.net> |
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
> >
> >
>
>
________________________________________________________________________________
From: | jerryb <ulflyer(at)airmail.net> |
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
>
>
________________________________________________________________________________
From: | "Ron or Mary" <ronormar(at)apex.net> |
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 |
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> |
"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
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
> 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
________________________________________________________________________________
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 |
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 |
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 |
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> |
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?
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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 ----'
________________________________________________________________________________
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> |
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
________________________________________________________________________________
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
________________________________________________________________________________
From: | Woody <duesouth(at)iname.com> |
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?
>
>
________________________________________________________________________________
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 |
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.
> >
>
>
________________________________________________________________________________
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
>
>
________________________________________________________________________________
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 |
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.
________________________________________________________________________________
From: | bob n <ronoy(at)shentel.net> |
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"
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 ? |
<< 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> |
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
________________________________________________________________________________
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 |
Subject: | Re: Cover Before or After ? |
Thanks Dennis, I''m sold.
David Snyder Building FSII Long Branch N.J.
________________________________________________________________________________
From: | Flycrazy8(at)aol.com |
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 |
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?
________________________________________________________________________________
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
________________________________________________________________________________
From: | Woody <duesouth(at)iname.com> |
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?
>
>
________________________________________________________________________________
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
>
>
________________________________________________________________________________
From: | "Ron or Mary" <ronormar(at)apex.net> |
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
________________________________________________________________________________
________________________________________________________________________________
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.
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
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> |
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,
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==============================================================================
________________________________________________________________________________
From: | "Peter Volum" <PVolum(at)etsmiami.com> |
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... |
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> |
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 |
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? |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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.
________________________________________________________________________________
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.
>
>
________________________________________________________________________________
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
________________________________________________________________________________
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.
> >
> >
>
>
________________________________________________________________________________
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 |
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 |
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 |
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 |
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 |
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/
>
>
________________________________________________________________________________
From: | Possum <possums(at)mindspring.com> |
>
>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?
________________________________________________________________________________
From: | John Hauck <hawk36(at)mindspring.com> |
> 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 |
>> >
>> >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 |
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> |
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 |
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> |
> 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 |
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.
________________________________________________________________________________
From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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 |
----- 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
________________________________________________________________________________
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
________________________________________________________________________________
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 |
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 |
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 |
>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: | "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 |
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> |
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 |
A Merry Christmas and Happy New Year to all Kolbers
Don Mekeel
FF002
El Paso, Texas
________________________________________________________________________________
From: | Possum <possums(at)mindspring.com> |
>
>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 |
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 |
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> |
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 |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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> |
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 |
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
________________________________________________________________________________
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
________________________________________________________________________________
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
________________________________________________________________________________
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.
________________________________________________________________________________
From: | bob n <ronoy(at)shentel.net> |
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 |
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 |
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
>
>
________________________________________________________________________________
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 |
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 |
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) |
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? |
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? |
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
>
>
________________________________________________________________________________
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):
_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
________________________________________________________________________________
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:
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--------------------------------------------
________________________________________________________________________________
From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
Subject: | 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: | "Peter Volum" <PVolum(at)etsmiami.com> |
Subject: | Wing Area of a Mark-3? |
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> |
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.
________________________________________________________________________________
From: | "Gary r. voigt" <johndeereantique(at)uswest.net> |
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: | 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 |
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 |
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 |
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
________________________________________________________________________________
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 |
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
________________________________________________________________________________
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 |
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.
________________________________________________________________________________
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 |
> 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.
________________________________________________________________________________
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 |
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.
________________________________________________________________________________
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 |
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 |
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? |
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