Kolb-Archive.digest.vol-dp

May 16, 2002 - June 19, 2002



      surfaces.
      - Rig the wings and build and connect all the controls (cables, push-pull
      tubes)
      - Disassemble the major parts.
      - Cover and paint all the parts individually (I used the Stits poly-fiber
      method)
      - Store all your painted parts temporarilly (I put some parts in the shed,
      some in the rafters, and one wing even stored in my neighbor's garage!)
      - Last thing I worked on in the garage was the people-pod.  I attached to my
      cage a 6-inch diameter, 6-foot long "surrogate boom tube" made of PVC, just
      to set it up within the confines of the garage.  This allowed me to finish
      construction on the pod - engine installation, instruments, upholsery,
      wiring, floorpans, brakes, nosecone - everything.  
      
      When this was finally done, it took me only one day to integrate all the
      other finished parts into a complete airplane.  Removed the fake PVC boom
      and attached the real one, then the empennage, then the wings.  By then, the
      trailer was ready to store the airplane on.
      
      Worked very conveniently for me - I hope this helps for your situation.
      
      Dennis Kirby
      Mk-3, Verner-1400, Powerfin72, Completely assembled and awaiting FAA
      inspection, in
      Cedar Crest, NM
      
      
      
________________________________________________________________________________
Date: May 16, 2002
From: b young <byoung(at)brigham.net>
Subject: Re: mounting tires
Does anyone have any suggestions for a suitable lubricant to use when mounting the new tires, I read in the archives that soapy water was not recommended. How about some silicon-base lube?>>>>>> i put a small lamount of silicone grease on my tires and rims when i assembeled them.... when i asked an a&p he told me that by doing this it would be easier for the bead to slip out of place during a hard landing. well last year i had a landing that put it to the test.... and the tire bead was about the only thing that did not come apart... still dont have any idea how hard it will be to get it apart. i think i will try some larger tires when i get it all back together. boyd ________________________________________________________________________________
From: "Jon Croke" <Jon(at)joncroke.com>
Subject: Fw: Zenith-List: REFLECTOR: Sanding through EAA's Skull
Date: May 16, 2002
Fellow Kolb pilots: I found a very interesting post on the Zenith list, which I have included here. This letter from a fellow EAA member expresses some of our common feelings surrounding how EAA continues to promote Avemco Insurance, even tho this company continues to fail us in their efforts to provide cost efffective insurance for our homebuilts. ----- Original Message ----- From: "Philip Polstra" <ppolstra(at)mindspring.com> Subject: Zenith-List: REFLECTOR: Sanding through EAA's Skull > --> Zenith-List message posted by: "Philip Polstra" > > Sanding through EAA's SkullI thought my fellow builders would appreciate > this letter that another builder forwarded to me. > > Due to Avictimco's policy on insuring homebuilts one of the Velocity > builders sent the following letter to Uncle Tom. > > > May 12, 2002 > > Mr. Tom Poberezny, Publisher > Experimental Aviation Association - Sport Aviation > P.O. Box 3086 > Oshkosh, WI 54903-3086 > > Dear Mr. Poberezny & Colleagues, > > "EAA's Peripheral Blindness" on insurance is now a case study in my lectures > I am the author of marketing texts adopted by several hundred universities > (internationally) with case studies focusing on myopic management practices. > I have a Ph.D. in communications research, and I consult dozens of > professors and teach hundreds of graduate and undergraduate students the > principles of strategic marketing communications. I still have a fondness > in my heart for EAA because of past experiences, but alas, that fondness is > waning. > > I can no longer continue blithely sanding away on my composite airplane > without attempting to sand a bit on your skull. Please don't misunderstand; > I sand only with the hope that I might eventually penetrate intelligent gray > matter. The sad irony is that EAA appears oblivious to its own peripheral > blindness. For over a year now, hundreds of homebuilders believe their > insurance problem is rooted deep inside the EAA institution itself. Despite > a few carefully worded public relations efforts, your management has thus > far failed to identify the key problem expressed so elegantly by one of our > fellow builders: > > "EAA is no longer a brotherhood of homebuilders, it is a corporation in > every sense of the word." > > Lecture Title: Loss of a Single Member has Exponential Consequences > I tell my students that many institutions think of sales or membership dues > as peripheral transactions rather than steps in building lifelong > relationships. Sadly, the EAA hasn't accounted for the lifelong value of > each member's relationship; instead you think one discontented member > represents the cost of a single dues-paying member. Quite the contrary. > Recent research (2002, Duncan & Moriarty, University of Colorado), has found > that the average dissatisfied member tells nine to ten friends about the > experience. Each of those tells another ten people, ad infinitum. This > eventually compounds the single grievance exponentially. > > I count at least 50 dissatisfied EAA members in our homebuilding community > (a very conservative estimate). Assuming each of us tells ten people, EAA's > problem is no longer an isolated, disenfranchised member. He/she has grown > exponentially into hundreds, and eventually thousands. I alone tell > thousands nation-wide in my lectures, textbooks and case studies using EAA > as an example of an institution that is losing the trust of many members. > Do the math, and you'll see the problem grows exponentially over time. > > If EAA is indeed committed to relationship building, you will take the > insurance crisis as a significant problem that will not be repaired with > press releases and veiled apologies. Consider the humble builder who has > mortgaged his home to fulfill his dream; he looks up to you as his advocate. > As one of a brotherhood of thousands like him, he trusts you to make the > hard management decisions. If that means breaking ties with a long-time > "friend" like Avemco, he trusts you will do what's best for him, not for EAA > corporate alliances. Indeed, there are enough homebuilders that we are > capable of funding our own insurance program if we band together. Or, we > will find another alliance who will get the job done. > > Dare to think boldly, Mr. Poberezny. Dare to think about the > disenfranchised (perhaps only a thousand or so now) who are losing faith in > the EAA. They have a significant voice, and they talk frequently with other > homebuilders at fly-ins, on the Internet, and in FBO hangars nation-wide. > > If you refuse to respond to constructive criticism, it will only weaken the > foundation of a once-valued institution that represented the humble, > penny-wise homebuilder who needed an advocate, and chose you. Whatever your > motivation, it would be sad to see you loose your family's own humble, > democratic roots because you failed to recognize your institution's own > peripheral blindness. > > Sincerely, > > > Dennis G. Martin, Ph.D. > Professor of Communications > Brigham Young University > > > ADVERTISEMENT > > > view archives and files at http://groups.yahoo.com/group/eaa268 > > Visit 268 website at http://www.geocities.com/eaa268/ > > ________________________________________________________________________________
Date: May 18, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Changing Tires
Yep, your right on target. Stay away from grease, oils, or silcon that will allow the tire to spin on the rim later when you hit the brakes. You want something that will promote the inner ring of the tire and the bead to slip into place as air is injected but will dry out so the tire will not slip and spin on the rim. Last thing you want is the tire with a tube spinning on the rim, it will tear out the valve stem at the worst most remote field you land at. I use water with a little dish soap mixed in it. After it dries it doesn't slip. jerryb > > > > Does anyone have any suggestions for a suitable lubricant to use when > > mounting the new tires, I read in the archives that soapy water was not > > recommended. How about some silicon-base lube? > > > > Noel > >Noel/Gang: > >Water. > >Ask any Vietcong what to use to lubricate tire rubber. >He'll tell you water. Try cutting a rubber tire with a dry >knife. Then try it with wet knife and rubber. Amazing. > >I would be concerned using a lube that is going to be there >for the duration. Might have problems with tire bead >slipping on the rim. > >After many years I bought aircraft tires last year. Left >them on the rims for a year and had no problem breaking the >beads and removing with heels and hand. I have found there >are some good reasons for using aircraft tires rather than >"slow speed off road" tires: > >1. Inexpensive Air Tracs are trued and balanced, plus rated >for 120 mph prior to leaving the factory. They don't try to >shake the gear legs off before you can hit the brakes and >bring them to a stop on takeoff. > >2. On paved airstrips they track true, don't wander and >bounce, like the off road tires, even with 6 psi and gw of >nearly 1200 lbs. The off road tires have a mind of their >own, especially at low pressure. Never knew when and where >they were going once they touched down on pavement. > >john h > > ________________________________________________________________________________
Date: May 18, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Changing Tires
I'll second Dresser as a excellent source, good people, service, and prices. What more do your want. jerryb > > http://www.desser.com/ > >This is the url for Desser Tires in Memphis, TN. Order >today and your tires are on the way. Minimum charge for >shipping. > >john h > > ________________________________________________________________________________
Date: May 19, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Ultrastar vibrations
Ed/Gang: My only experience with the US was a Cuyuna UL II 02 with Homer Kolbs double poly V belt drive and a Jim Culver 50X30 two blade wood prop. It was a combination made in Heaven. Worked great. Pitched to a T. Been so long now can not remember if I had vibration problems or not. Biggest problem was getting into grass that was too tall or sand, gravel, and other FOD that got sucked through the prop. john h ________________________________________________________________________________
From: "Thumb" <Bill-Jo(at)prodigy.net>
Subject: Fw: THINK YOU'RE HAVING A BAD DAY?
Date: May 19, 2002
----- Original Message ----- From: Barry <bjadams(at)dmci.net> Subject: Fw: THINK YOU'RE HAVING A BAD DAY? > > > > THINK YOU'RE HAVING A BAD DAY > > Fire authorities in California found a corpse in a burned out section > of forest while assessing the damage done by a forest fire. The > deceased male was in the middle of the forest, dressed in a full wet > suit, > complete with scuba tanks on his back, flippers, and face mask. > > A post-mortem test revealed that the man died not from burns, but from > > massive internal injuries. Dental records provided a positive > identification. Investigators then set about to determine how a fully > > clad diver ended up in the middle of a forest fire. > > It was revealed that on the day of the fire, the man went diving off > the > > coast, some 20 miles from the forest. The fire fighters, seeking to > control the fire as quickly as possible, had called in a fleet of > helicopters with very large dip buckets. Water was dipped from the > ocean and emptied at the site of the forest fire. > > You guessed it. One minute our diver was making like Flipper in the > Pacific, the next, he was doing the breast stroke in a fire dip bucket > > 300 feet in the air and then airborne into smoke heaven. > > ________ Still having a bad day? Just remember, it could be worse... > > The average cost of rehabilitating a seal after the Exxon Valdez oil > spill in Alaska was $80,000. At a special ceremony, two of the most > expensively saved animals were being released back into the wild amid > > cheers and applause from onlookers. A minute later, in full view, a > > killer whale ate them both. > > ____________________ Still think you are having a bad day? > > A woman came home to find her husband in the kitchen shaking > frantically, almost in a dancing frenzy, with some kind of wire > running > > from his waist towards the electric kettle. Intending to jolt him > away > from the deadly current, she whacked him with a handy plank of wood, > breaking his arm in two places. Up to that moment, he had been > happily listening to his Walkman. > > _________________ STILL think you're having a bad day? > > Two animal rights protesters were protesting at the cruelty of sending > > pigs to a slaughterhouse in Bonn, Germany. Suddenly, all two thousand > pigs broke loose and escaped through a broken fence, stampeding madly. > > The two hopeless protesters were trampled to death. > > _________________ What?! STILL having a bad day?? > > Iraqi terrorist Khay Rahnajet didn't pay enough postage on a letter > bomb. It came back with "return to sender" stamped on it. > Forgetting > it was the bomb, he opened it and was blown to bits. > > There now, > feeling better? > > > > ________________________________________________________________________________
From: "Johann G." <johann-g(at)tal.is>
Subject: Ultrastar/ Firestar vibration problems
Date: May 20, 2002
Hi Ed and Kolbers. Johann from Iceland here. I have been having vibration problems with my Firestar II, with Rotax 503 DCDI and a "B" gearbox. The gear ratio is 1:2,58. I am using the IVO 62" three blade, and the main problem I have had is the ear drumming effect caused by this vibration. I did return the propeller to IVO, and they confirmed that the propeller was out of balance, so they sent me another prop. When I tried the new prop, it turned out to be different from the original, with a much higher pitch. (marked with a + on the blade root) They told me that I could use it with two blade configuration, which I did. But I was not happy with the result. More vibration, but different vibration. The plane is shaking more, but I guess that is normal with a two blade set-up. The tree blade should run smoother. This recommendation from IVO was not satisfactory, i.e. two blade set-up, because I had bought the three blade prop for a particular aircraft/engine combination, and wanted a new usable prop for the price I paid for the prop. So they are sending me a new one, which I must say is very kind of them, after all this time. In conclusion, I do have a question for everyone on the list. Is anyone using this same setup as I am using and is happy with its performance? Could this particular setup be something that will create a harmonic frequency, which causes this vibration or ear drumming? I know this subject has come up before (from me) but if this could help someone else with his first setup decision, It could save them a very tedious tests time and maybe some money. Best wishes, Johann G. Iceland. ________________________________________________________________________________
Date: May 20, 2002
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Ultrastar/ Firestar vibration problems
Johann, On my FireFly, I started out with a IVO 60 inch three blade prop on a 447 with 1:2.58 "B" gear box. I discovered that at cruise on cross countries that it had an objectionable low frequency rumble. After an hour it would be exhausting. I converted to a two blade 60 inch, turned up the pitch and the rumble went away. Currently I am flying with a two blade 68 inch IVO + prop with a 1:2.76 belt reduction on a Victor 1+ and my initial impression is that it seems to be very quiet and the engine/prop combination seems to be very smooth. But I do not have enough time on it to be sure that it is going to stay that way. Jack B. Hart FF004 Jackson, MO > >Hi Ed and Kolbers. > >Johann from Iceland here. > > I have been having vibration problems with my Firestar II, with Rotax > 503 DCDI and a "B" gearbox. The gear ratio is 1:2,58. > I am using the IVO 62" three blade, and the main problem I have had is > the ear drumming effect caused by this vibration. Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: May 20, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Prop Vibrations
Gang: A friend bought a used Sling Shot with very low hours. Beautiful airplane in every detail. Instead of using fabric rivets, per Kolb instructions, the individual who built the airplane elected to rib stitch. The airplane flew well, but had a "funky" vibration/noise that could not be corrected by prop balance, pitch change, prayer, threats, etc. One day I was flying off my buddy's left wing and slightly above him. To my surprise I noticed what looked like the fabric billowing up off the top of the left inboard wing, first couple main ribs. A closer inspection proved my observation to be correct. When we landed, discovered the rib stitching was pulling loose on the first two main ribs inboard left wing and also same for the right wing. My friend went back, used fabric rivets to replace the bad rib stitching and the vibrations went away. Aircraft are strange and mysterious when it comes to unusual problems. In this case it was not the Warp Drive 3 blade prop, but fabric. john h ________________________________________________________________________________
Date: May 20, 2002
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Ultrastar/ Firestar vibration problems
I have a 64 HP 532 with a 2.58:1 gearbox, prop hub extension, and a 2-blade 66" Ivo and it is smooth as silk. Do you have the prop hub extension? One time I tried a Warp Drive three blade without the prop extension, and it drummed badly. The problem was not the Warp Drive, but the lack of the prop hub extension. Airflow coming off the wing will interact with any prop, and obviously the two blade will pulse in a different rhythm than a three blade. Moving the prop away from the wing helps a lot. Is there anything upstream from the prop that would affect the airflow? Richard Pike MKIII N420P (420ldPoops) > > >Hi Ed and Kolbers. > >Johann from Iceland here. > > I have been having vibration problems with my Firestar II, with Rotax > 503 DCDI and a "B" gearbox. The gear ratio is 1:2,58. > I am using the IVO 62" three blade, and the main problem I have had is > the ear drumming effect caused by this vibration. > Best wishes, >Johann G. >Iceland. --- Checked by AVG anti-virus system (http://www.grisoft.com). ________________________________________________________________________________
Date: May 20, 2002
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: Ultrastar/ Firestar vibration problems
Johann and group, I'm sure that I have reported on my change from a 3 blade 62" to 2 blade 68" IVO before, but maybe it bares repeating: I find the two blade to be easier on my ears. The 3 blade felt smoother, though. They both perform about the same, maybe a slight edge to the 2 blade. John Jung Firestar II 503 > > > > >Hi Ed and Kolbers. > > > >Johann from Iceland here. > > > > I have been having vibration problems with my > Firestar II, with Rotax > > 503 DCDI and a "B" gearbox. The gear ratio is > 1:2,58. > > I am using the IVO 62" three blade, and the main > problem I have had is > > the ear drumming effect caused by this vibration. > http://launch.yahoo.com ________________________________________________________________________________
Date: May 20, 2002
Subject: Re: Ultrastar/ Firestar vibration problems
From: ul15rhb(at)juno.com
---------- Richard Pike writes: From: Richard Pike <richard(at)bcchapel.org> Subject: Re: Kolb-List: Ultrastar/ Firestar vibration problems Date: Mon, 20 May 2002 12:40:59 -0400 I have a 64 HP 532 with a 2.58:1 gearbox, prop hub extension, and a 2-blade 66" Ivo and it is smooth as silk. Do you have the prop hub extension? One time I tried a Warp Drive three blade without the prop extension, and it drummed badly. The problem was not the Warp Drive, but the lack of the prop hub extension. Airflow coming off the wing will interact with any prop, and obviously the two blade will pulse in a different rhythm than a three blade. Moving the prop away from the wing helps a lot. Is there anything upstream from the prop that would affect the airflow? Richard Pike MKIII N420P (420ldPoops) My setup is a 447 with B box and 66" Ivo cut down from a 68" with no extension. It is smooth with very little vibration, but I'm tempted to try the extension. I don't like the idea of having longer prop bolts. I finally got out this weekend for a flight. The runway has dried up after all this spring rain and it was good. Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
Date: May 20, 2002
From: Woody <duesouth(at)iname.com>
Subject: prop extension??
There is always talk about prop extensions. I was just wondering about moving the engine back 2 inches. I looked at the plans and my motor mount and do not see anything physically stopping me. I have not done the math yet but 2 inches that near to the cg should not throw it off to far. I know some Kolbs are pushing the aft limit with a light pilot but a heavier pilot should balance it out quite nicely. Is my thinking flawed again? Getting back to the Hirth question. Thanks for your input Dennis. I have tried to find out as much bad stuff about the Hirth as possible but most of the complaints fall into an urban legend category eg. bad gear boxes that fail because the owners forgot to put oil in them (3 friends of mine lost Rotax gearboxes in one summer), engine failures because of water in the gas, failures because they were jetted the way Rotaxes were. There was a bad bunch of cranks got out a few years ago but Recreational power is doing a great job at satisfying customers. I had a horrible time with the old Canadian distributors and before they folded I would not recommend the engines to any one because of them. The new company in Ohio is more customer oriented. Matt at Rec power remembers me because I kinda hurt his hand when he offered to shake mine. I had him confused with Matt from the Canadian distributorship. Hey it was an honest mistake and the Canadian Matt had more than that coming to him. ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)inr.net>
Subject: Tubes
Date: May 21, 2002
I hate to be a pain .. But As I mentioned Desser sent the wrong tube (straight valve stem), I'm inofrmed that the only aircraft tube the see for the 8.00 x 6 tire with a 90 degree valve stem is 'ground use only'. Is that the type of tube you purchased or should I just keep on looking. Thank you again. Regards Noel MK III - Nashua, NH http://www.bailinair.com ________________________________________________________________________________
From: BICUM(at)aol.com
Date: May 21, 2002
Subject: Ultra-bat 13 Question
Hello List, It is time for my annual. One year already. I have been having trouble cranking the 912 when temps get below 45 deg. Decided I would try that Ultra-bat 13. Ordered from Lockwood. Came in today. Problem is it doesn't have anything on it that says Ultra-bat or Applied Technologies. It is labeled with "Genesis" and "Hawker Energy". Has anyone else had any experience with this? Not sure I got what I asked for. Will give them a call tomorrow. Any and all help will be appreciated as usual. Also, any tips on doing an annual? Thanks, John Bickham St. Francisville, LA Mark III Classic - 912 N308JB 130 hrs ________________________________________________________________________________
Date: May 21, 2002
From: Julian Warren <jgw300(at)webolium.com>
Subject: Opening E-mail attachmens
Lar just e-mailed me that I had sent him an e-mail with an .exe file attached, and was wondering what it was! I never sent it and do not send any .exe files at any time. Please do not open any e-mail with attachments from me, but delete it. Julian ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: May 22, 2002
Subject: Re: Opening E-mail attachmens
Someone is playing games trying to infect the kolb list users, by trying to get us to open attachments. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
From: "Roland Lambert" <marotod(at)mindspring.com>
Subject: Re: Opening E-mail attachmens
Date: May 22, 2002
That's a fact.Has happened to me too. R.lambert ----- Original Message ----- From: <TAILDRAGGER503(at)aol.com> Subject: Re: Kolb-List: Opening E-mail attachmens > > Someone is playing games trying to infect the kolb list users, by trying to > get us to open attachments. > > David Snyder Building FSII Long Branch N.J. > > ________________________________________________________________________________
From: "Bob Brocious" <bbrocious(at)hotmail.com>
Subject: Looking for a Kolb Driver in PA
Date: May 22, 2002
Gentlepeople, A retired aeronatical engineer has built a Mark III. It is in Somerset, PA. He is having problems with his landings and has bent the gear twice. He is 80 years old. (He worked on the P-51 and the B-25 and flew night fighters; a 2,000 hour pilot of heavier iron). He wants to sell the bird but he needs someone to fly his plane with the potential buyer, namely me. If anyone has a suggestion or knows someone in the area that could help, I would be most appreciative. Please contact me off list as I'm having problems getting my subscription to the list restarted. Thank you, Bob Brocious Bob, Kathleen, and Kory Brocious Tenacity Farm Campbellsburg, Kentucky ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Tool suggestion
Date: May 22, 2002
Since there is no such thing as too many tools, I thought I would pass this along... McMaster-Carr www.mcmaster.com Item #2709A12 Do a search for it and click the button for "catalog page" ... it's down at the bottom of the page. When you cut a piece of tube and need to deburr the inside AND the outside, this little jewel will do them both at the same time. I have a regular speed-deburring tool , but it only works on the inside of a tube. Just passing it along. Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Tool CORRECTION...
Date: May 22, 2002
I should proofread more... I said deburr at same time...I should have said, "With the same tool"...you have to do inside with 1 end and then spin it around and do outside with the other end... Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
Date: May 22, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Tubes
> >I hate to be a pain .. But > >As I mentioned Desser sent the wrong tube (straight valve stem), I'm >informed that the only aircraft tube the see for the 8.00 x 6 tire with >a 90 degree valve stem is 'ground use only'. Gee, I wonder if the tube know this, don't say anything and alert them ahead of time. Your experimental, for tubes you don't have to use FAA/PMA approved parts. >Is that the type of tube you purchased or should I just keep on looking. > >Thank you again. > >Regards >Noel >MK III - Nashua, NH >http://www.bailinair.com > > ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: Recommended Air Pressure: 8.00 X 6 (tubed) Tires
Date: May 22, 2002
Based upon John H's recommendation I purchased a set of McCreary 8.00 X 6 Air Trac tires and tubes. Does anyone has a recommended (cold) air pressure, or range of air pressures for a MK III ? Thank you. Noel MK III - Nashua, NH http://www.bailinair.com ________________________________________________________________________________
From: HShack(at)aol.com
Date: May 22, 2002
Subject: Re: East GA Fly-in
In a message dated 5/22/02 8:00:00 PM Eastern Daylight Time, dama(at)mindspring.com writes: > There is a fly-in at Lincolnton, GA on Sat. We have a number of folks lined > up to leave from Monroe. Sorry that I don't have a link to it. > > > Kip---------------------------Monroe--------------------Kolb > Mark Sirull----------------Monroe--------------------GT 400 > Hoag Ostling-------------Peachtree city----------Aquilla Trike > Brad Williams-----------Loganville-----------------Cub > Chris Antoskow---------Calhoun------------------ Airborne Trike > Steve Youthment-------Springvalley-------------Cesnna 150 > Jack Thomas-------------??????-------------------Cessna 150 > > Obviously, I could use another Kolb on my side... > Kip > Firestar II > Atlanta > There will be several members of the Trenton Flyers [SC] attending. Two or three Kolbs included. See you there. Howard Shackleford FS I SC ________________________________________________________________________________
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: Hall type airspeed indicator
Date: May 23, 2002
Has anyone tried using the Hall type airspeed indicator connected to a pitot tube rather than mounting it in the open and using it's own air entrance? If so, how well does it work? ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: Hall type airspeed indicator
Date: May 23, 2002
----- Original Message ----- From: "Dale Sellers" <dsellers(at)sgtcollege.org> Subject: Kolb-List: Hall type airspeed indicator > > Has anyone tried using the Hall type airspeed indicator connected to a pitot > tube rather than mounting it in the open and using it's own air entrance? > If so, how well does it work? I've always wondered that myself... could we ask the manufacturer? I had one 20 years ago and always liked it better then the winter dial gage that I also used. very accurate at low speed. ________________________________________________________________________________
From: "Guy Swenson" <guys(at)rrt.net>
Subject: Re: Hall type airspeed indicator
Date: May 23, 2002
Jeff and Gang, I would hope you or whoever does this experiment would post the results on the list. I too have always wondered about using a Hall connected to a pitot. Thanks Guy S. >Just a >thought to try, drive down the road holding the tube outside your >window in >clean air and note how accurate it is compared to your >odometer.....then >attach your Hall's to the type of tube and length you plan to use and >compare the results........... ________________________________________________________________________________
From: "John Cooley" <johnc(at)datasync.com>
Subject: Info on Second Chanz chute
Date: May 23, 2002
Hi Gang, I have a Aerosafe 750 lb Second Chanz ballistic parachute that I need some info on. It is a cannister type chute and I believe made in the 90's sometime. I have talked to the original builder of the plane (built in 1991) and he did not install it. It was installed sometime afterwards, but I have not been able to determine by whom. Is anyone familiar with their date system. The only numbers I can find on the chute other than the "750lb at 90 mph" is these numbers 002907. Is this an expiration date written backwards? I have a few digital pics I can send if anyone is familiar with these units. Would also like opinions on reinstalling this unit in the Mark II Twinstar. The unit appears to be in very good shape and has spent it's life mounted to the boom tube beneath the gas tanks on this plane. I plan on reinstalling it as I think that it would be better than not having one at all. I understand that there's a possibility it might not work if ever needed. Thanks in advance John Cooley ________________________________________________________________________________
Date: May 23, 2002
From: Richard Pike <richard(at)bcchapel.org>
Subject: Ref: Hall type airspeed indicator?
The answer is yes and very well. A number of years ago I had a Maxair Hummer and wanted a Hall meter on the panel. I had a 28" (approx) length of 7/8" od tubing which I notched out to fit snugly around the bottom part of the Hall meter, with the Hall meters inlet opening pointing down the tube, and roughly in the center of the tube. I used a large diameter tube because I suspected that since the Hall relys on flow through rather than pressure, it would require a large volume of air compared to a regular airspeed tube. There is a low speed Hall and a high speed one, you want the high speed one. (Goes to 80? 85? Don't remember) I mounted the meter on the panel, with the 7/8" tube going forward and exiting out the upper surface of the nose fairing. (I had a fairing on my Hummer that was very similar to a Firestar fairing.) The tube stuck through and out of the fairing for about a foot, and the inlet to the tube was about 6" - 8" above the surface of the fairing, and straight ahead into the line of flight. Looked like some sort of gun... Went and tested it out, still having my original airspeed indicator to compare it to, and it read low all across the scale. So I took a short length of 1" x .049 tubing and slipped it over the the inlet end, to increase the inlet ID of the tube from 7/8" to 1", ram more air, and that made it real close, within a mile or two across the scale. Went flying next to some friends, and it seemed to be within a mile or two of what they indicated. Since I had no real proof that the original airspeed indicator was exactly right, I was content. Flew it a bit, and marked the new stall, manuevering and red line speeds on it with some colored tape, and they are still there, I flew it last summer, and it still works. Since a Hall is very quick in reacting to airspeed changes, I liked it. Be advised that little tiny spiders can get into it and build little tiny webs around the disc and on the stainless rod, and until you figure it out, it won't do anything. Also, consider that you now have a relatively loose aluminum tube pointing more or less straight ahead, and if you crash into something solid, you don't want it to spear you. Hall meter off to one side of the panel and a bend in the tube? PVC tube? Something to think about. Aside from that, I say go for it. Richard Pike MKIII N420P (420ldPoops) > > >Has anyone tried using the Hall type airspeed indicator connected to a pitot >tube rather than mounting it in the open and using it's own air entrance? >If so, how well does it work? > > >--- >Incoming mail is certified Virus Free. >Checked by AVG anti-virus system (http://www.grisoft.com). --- Checked by AVG anti-virus system (http://www.grisoft.com). ________________________________________________________________________________
From: "John Anderson" <janderson3(at)nc.rr.com>
Subject: Re: Info on Second Chanz chute
Date: May 23, 2002
John Anderson ******************* ----- Original Message ----- From: "John Cooley" <johnc(at)datasync.com> Subject: Kolb-List: Info on Second Chanz chute > > Hi Gang, > I have a Aerosafe 750 lb Second Chanz ballistic parachute that I need > some info on. It is a cannister type chute and I believe made in the 90's > sometime. I have talked to the original builder of the plane (built in 1991) > and he did not install it. It was installed sometime afterwards, but I have > not been able to determine by whom. Is anyone familiar with their date > system. The only numbers I can find on the chute other than the "750lb at 90 > mph" is these numbers 002907. Is this an expiration date written backwards? > I have a few digital pics I can send if anyone is familiar with these units. > Would also like opinions on reinstalling this unit in the Mark II > Twinstar. The unit appears to be in very good shape and has spent it's life > mounted to the boom tube beneath the gas tanks on this plane. I plan on > reinstalling it as I think that it would be better than not having one at > all. I understand that there's a possibility it might not work if ever > needed. > > Thanks in advance > John Cooley > > Second Chance has been out of bussiness for quite some time now. I had concerns about the chute on my plane and put the question out on rec.aviation.ultralights, the following was what I gathered: This is feed back to further everyones knowledge. These were emails sent directly to my address so out of respect for the individuals privacy I have deleted the names. Good stuff. John, As far as the canopy is concerned.... it depends. Canopies constructed exclusively with synthetic materials will not decay if it has been store in a cool, dark and relatively dry enviroment. On the other hand, if the canopy has cotton bias tapes (which are not very common) or any other non-synthetic material (such as cotton duck/leather reinforcements), then the canopy can suffer a degradation if stored for a long period. I don't know how the second chance system is deployed but if its a rocket I'd be concerned more with the bridle than the canopy. If you can find repack instructions any competent rigger can inspect and repack the canopy for you. Check with your local FAA office for riggers in your area. BTW, extensive tests conducted by the British have shown no degradation in canopy inflation (personnel parachutes) times in round canopies stored for up to 15 years in a cool, dark, dry enviroment. Senior Rigger John, my concern would not be the parachute, but the propellant. The compounds are bound to degrade or change with time. A former partner in Second Chantz once told me that he didn't think people should count on the rockets firing if older than 6 years or been stored in a hot or humid environment. BTW, I "test" fired a 10 year old unit out in the desert last summer. Went like a bat out of hell, so your mileage may vary. And this from this news group november last year, regarding a question as to who knows how to repack second chance. Try contacting Les Hatfield at Free Flight Skydiving School in Coleman Florida (352-748-8005). Les is a rigger at the drop zone in Coleman and worked at Second Chantz both designing chute systems and packing. He will repack their chute but does not work on the propulsion systems (air or rocket). > > ________________________________________________________________________________
Date: May 23, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Recommended Air Pressure: 8.00 X 6 (tubed) Tires
> Does anyone has a recommended (cold) air pressure, or range of air > pressures for a MK III ? > > Thank you. > > Noel Noel/Gang: The larger tires do several things for me. Give me good flotation on sand and soft terrain. And absorb a lot of shock, taking that load off the main gear legs and airframe. I started off with 15 psi in my 4 ply 8.00 X 8 Air Tracs. Then 12, 10, 8, and now am happy with 6 psi. john h ________________________________________________________________________________
From: "VIC" <vicw(at)vcn.com>
Subject: Re: Fly In
Date: May 23, 2002
Fly in June 8th, Belle Fourche, South Dakota. Untralights and Chutes Welcome Camp on the field. Fly in and breakfast is free. ________________________________________________________________________________
From: FlyRotax(at)aol.com
Date: May 23, 2002
Subject: Re: East GA Fly-in
There will be anonther Kolb, aYellow one. ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: MK III Xtra
Date: May 24, 2002
Just out of curiousity, is anyone bulding a MK III Xtra? I'm wondering how good or bad the kit is and whether or not a 'larger' pilot like myself would fit in it; I'm 6'3". Regards Noel MK III - Nashua, NH http://www.bailinair.com ________________________________________________________________________________
From: "James, Ken" <KDJames(at)berkscareer.com>
Subject: MK III Xtra
Date: May 24, 2002
I have just started a Mk III Xtra. The BAD the drawings are not the best and I have built the wrong tail and needed to build another style, also the flaps were not the right ones being used. The Good so far I have gotten good service for replacing tube that I cut using the wrong plans. Can't Tell you about height I'm 5'10 Let me know how it goes Ken James Drafting Design Instructor Berks Career and Technology Center 3307 Freidensburg Rd. Oley Pa. 19547 610-987-6201 Ext 3532 Kdjames(at)berkscareer.com -----Original Message----- From: N.B. DelMore [mailto:mk3(at)bailinair.com] Subject: Kolb-List: MK III Xtra Just out of curiousity, is anyone bulding a MK III Xtra? I'm wondering how good or bad the kit is and whether or not a 'larger' pilot like myself would fit in it; I'm 6'3". Regards Noel MK III - Nashua, NH http://www.bailinair.com ________________________________________________________________________________
From: "Hans van Alphen" <HVA(at)bellsouth.net>
Subject: Re: Mark III Xtra
Date: May 24, 2002
Hi Noel, Have 49 hours on my Mark III Xtra and have 6 inches of headroom, I am 6'-0" I have one of the original heavy kits. Love it. Hans van Alphen Mark III Xtra BMW powered 49 hours. >From: "N.B. DelMore" <mk3(at)bailinair.com> >Subject: Kolb-List: MK III Xtra > > >Just out of curiousity, is anyone bulding a MK III Xtra? > >I'm wondering how good or bad the kit is and whether or not a 'larger' >pilot like myself would fit in it; I'm 6'3". > >Regards > >Noel >MK III - Nashua, NH >http://www.bailinair.com > ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Tube sizes
Date: May 24, 2002
Need to order a few pieces of tubing from Aircraft Spruce and don't have my plans here at the office. Can somebody verify a tubing size for the aileron spars? I know it is 1 1/4" OD, but can't remember the wall thickness. Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: One other size...
Date: May 24, 2002
Need a wall thickness for the 5/16" tubing used on all the control surfaces. Boogered up a couple of pieces and I'm gonna come up about 18" short for my last flap... Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
From: "Bill Woods" <kolbpilot(at)msn.com>
Subject: Re: East GA Fly-in
Date: May 24, 2002
Does anyone have GPS coordinates to fly-in? Bill Woods ----- Original Message ----- From: FlyRotax(at)aol.com Subject: Re: Kolb-List: East GA Fly-in There will be anonther Kolb, aYellow one. = = = = Get mor ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: Easy Solution: Breaking Tire Beads
Date: May 24, 2002
I posted a question about breaking tire beads about a week ago, and I ended up using a dremel tool and cut-off blade to remove one of the tires from the Matco (MH6B) rims. I didn't want to do that again as there was, IMHO, too much of a chance of damaging the soft aluminum rims. Searching about on the net I discovered a set of crude plans to for a 'homemade' bead breaker which used 2X4's and an existing 2x4 'wall stud'; I assume it was in someone's garage. Based upon the number of tires I might be remounting over the course of time, I thought that constructing this was too much of a hassle. Also excluded was the very nice $129.00 bead breaker sold by Aircraft Spruce which is made by a gent in Washington, too much money. My solution was to cut a 6" piece of a scrap of 2 X 4 into the shape of a trapaziod which took all of 5 minutes; e.g. C -------| \ | \ | \ | \ | 'C' (Place under (empty) drill chuck) \ | 'R' (Locate at wheel rim edge) \-| R Placed the wheel on the table of my drill press (covered with a shop rag to guard against marring, placed my 'homemade' bead breaker between the tire rim and the drill chuck and used the drill press feed handle to apply the necessary force. I used a little soapy water to lubricate the bead, a the bead broke almost immediately with very little effort and the soft pine used for the breaker didn't even mar the rim finish at all. Note that my drill press is a heavy duty Delta floor model, so your mileage may vary. Regards Noel MK III - Nashua, NH http://www.bailinair.com ________________________________________________________________________________
From: HShack(at)aol.com
Date: May 24, 2002
Subject: Re: East GA Fly-in
In a message dated 5/24/02 1:16:02 PM Eastern Daylight Time, kolbpilot(at)msn.com writes: > Does anyone have GPS coordinates to fly-in? > Bill Woods > > Yes. Lincolnton, Ga. Unicom 122.9 33*46.789 82*29.188 3200' Sod See you there. We arrive about 10 am. Howard Shackleford FS I [Lite blue & black] Trenton, SC ________________________________________________________________________________
From: "Hans van Alphen" <HVA(at)bellsouth.net>
Subject: Re: EAA Certificate of Accomplishment
Date: May 24, 2002
This is from the EAA hotline... " Congratulations In Order For 1,000 Hour Homebuilts. If you have flown your amateur-built aircraft for more than 1,000 hours, EAA Aviation Information Services wants to hear from you so it can properly recognize the accomplishment. Your important contribution to recreational aviation and the homebuilt movement will be commemorated with a special Certificate of Accomplishment signed by EAA President Tom Poberezny. To receive your 1,000-Hour Homebuilt Certificate, send your name, complete mailing address, and aircraft make, model and N-number to info(at)eaa.org or mail to EAA Aviation Information Services, P.O. Box 3086, Oshkosh, WI 54903-3086 " Curious to see how many on the Kolb list are able to apply... Please list your names. Hans van Alphen Mark III Xtra BMW powered only 49 hours. ________________________________________________________________________________
From: "Guy Swenson" <guys(at)rrt.net>
Subject: Re: MK III Xtra
Date: May 24, 2002
Noel and Listers With the changes TNK has made with the MK III Xtra"Lite" kit, you would have no problem adjusting the rudder peddles far enough forward for you to fit comfortably. They have removed a couple of the upper crossover tubes at the front of the fuse. With the tube in place it limited how far forward you could have them(Rudder Peddles). I have the original version of what has been referred to as the "Heavy" MK III Xtra. my empty weight is 559 Lb., only 9 Lb. higher than my target weight of 550Lbs. My empty weight will increase by 29 lbs after I install my BRS-VLS, should be ready for me to pick up in about 2 weeks. Last year at Oshkosh I got a ride with Norm in the MK III Xtra lite. I figured the gross weight to be about 950lbs at lift off. I was very impressed with its performance and handling. Missed a Kodak moment though, while waiting to take off, we had to wait for an inbound aircraft (Kolb) to land. I sat there with my digital camera turned off while John Hauck arrived in Osh from his Barrow AK trip. Sorry John, sometimes I wonder why I even take the camera with me. I would not hesitate to order the MK III Xtra Lite. If all the bugs haven't been worked out of the plans yet. It's still an excellent aircraft with awesome performance even with a 582. Just my opinion. Guy Swenson MK III Xtra N3053B ----- Original Message ----- From: "N.B. DelMore" <mk3(at)bailinair.com> Subject: Kolb-List: MK III Xtra > > Just out of curiousity, is anyone bulding a MK III Xtra? > > I'm wondering how good or bad the kit is and whether or not a 'larger' > pilot like myself would fit in it; I'm 6'3". > > Regards > > Noel > MK III - Nashua, NH > http://www.bailinair.com > > ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: May 25, 2002
Subject: Re: Kolb-List Digest: 16 Msgs - 05/24/02
A while ago we talked on the list about being carefull having ones plane on display at an airshow. It will be roped off. I'll let the list know on Monday how I made out. Flew into Schenectady NY yesterday to get set up. Kolb Co., EAA, & USUA all provided me with literature to pass out. Safe Flying Bob Griffin Albany NY ________________________________________________________________________________
Date: May 25, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: EAA Certificate of Accomplishment
> Curious to see how many on the Kolb list are able to apply... > > Please list your names. > > Hans van Alphen Hans/Gang: I got a certificate and invite to park in a special slot at Oshkosh 2000 (for experimentals with 1,000 hours or more). They also sent along a yellow placard to show the ground guides at OSH to park us in a special area. Unfortunately, I didn't make it to OSH flying and I preferred to land and tie down with my friends in the UL area. john h ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: 582 impeller housing stripped
Date: May 25, 2002
Hi All, The bottom 2 Taptite screws on the 582's impeller housing are stripped. Filled the radiators to get ready for break in this week, & found coolant leaking from one of the bottom bolts on the housing. The LEAF catalog says these have to be loctited if removed because they tap themselves when originally installed, & after going in and out a few times the bolts lose their fit. At least one, if not both of the bottom bolts are past the point of a loctite solution. Have a neighbor who is a tool & die maker, and he suggested going to 6.5MM, & then up to 7MM if needed. Not sure I can even find a 6.5MM bolt, nevermind a taptite screw. Any ideas or solutions to this one would be soooooooo much appreciated. Chris ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: 582 impeller housing stripped
Date: May 25, 2002
For a cure, try a heli-coil, and use loctite when installing it. Your friends' idea of the 7mm would be a little simpler fix, and 7mm shouldn't be that hard to find. I haven't seen 6.5's, and they'd be so close, I don't know if I'd trust them. If it's just barely too loose, and you don't quite trust it; go against the grain, make the purists scream, and tap it out to 1/4-20.............easy to find, and which is .02 larger than the 6mm/1.0mm. 1/4-28 won't work..........it's so close to 6/1.0 that quite often you can interchange them. Does it have to be a "taptite" screw ?? I'm not familiar with them. If you're just trying to seal threads, a standard bolt and loctite will work. When you go to take one of those loctited screws out, heat the head of it with a propane torch for a few seconds, till it's too hot to touch. Let it soak for a bit, and take it out..........gently. May have to heat it some more. The heat will soften the loctite...........but make sure you don't use the hi-temp stuff. When re-assembling, use a tap to clean the threads of the hole, and a die to clean the bolt. Get all the old loctite out of there. When you go to buy the tap, take a nut with you, and try several taps. I've found that many of the cheaper (and some of the expensive) taps have larger threads, which will help eat the threads you're trying to save. Vice versa on the dies. Ask me how I know ! ! ! Also, I learned THis bitter lesson some years ago on fishing reels................start the screws by hand ONLY, until you're sure they're in the original threads. If they won't start by hand, find out why.............don't put a wrench on them till you do. Generally because they're not clean, or a burred thread. Fix 'em, or they'll give you grief. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Chris Sudlow" <sudlow77(at)earthlink.net> Subject: Kolb-List: 582 impeller housing stripped > > Hi All, > > The bottom 2 Taptite screws on the 582's impeller housing are stripped. > Filled the radiators to get ready for break in this week, & found > coolant leaking from one of the bottom bolts on the housing. The LEAF > catalog says these have to be loctited if removed because they tap > themselves when originally installed, & after going in and out a few > times the bolts lose their fit. At least one, if not both of the bottom > bolts are past the point of a loctite solution. > > Have a neighbor who is a tool & die maker, and he suggested going to > 6.5MM, & then up to 7MM if needed. Not sure I can even find a 6.5MM > bolt, nevermind a taptite screw. > > Any ideas or solutions to this one would be soooooooo much appreciated. > > Chris > > ________________________________________________________________________________
From: "richard wood" <duesouth(at)iname.com>
Date: May 25, 2002
Subject: Re: First Flight
- Atta boy Bill. When can I see this little bird fly? Just want to let all of ya know that we flew my Mk111Xtra today. -- Sign-up for your own FREE Personalized E-mail at Mail.com http://www.mail.com/?sr=signup ________________________________________________________________________________
From: "Clive Hatcher" <clive_hatcher(at)lineone.net>
Subject: aero-news
Date: May 26, 2002
I also talked to the guy on the booth and was told that the initial kit that they were offering ($200 I think)included a fuel stop valve to stop the engine. This would mean waiting for the float chamber to empty which takes a surprisingly long time at idle revs. Clive Hatcher Mk III / 582, UK -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of jerryb Subject: Re: Kolb-List: aero-news I talked to the company promoting the Smart Plugs at Sun & Fun. Found him to be very likeable person and the product very interesting. For a single ignition engine, the plug offers the advantage of acting like a back up ignition. Once the engines running it will do it thing and keep the engine running should the primary ignition die. How do you stop it, we don't have mixture controls like the GA aircraft engines. jerryb ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: May 26, 2002
Subject: Re: Kolb-List Digest: 9 Msgs - 05/25/02
In a message dated 5/26/02 2:51:11 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: > First Flight > > Way to go on your 1st. flight Bill.See, all that work does really pay off. Now the fun begins, enjoy it. Bob Griffin Albany NY ________________________________________________________________________________
Date: May 26, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: First Flight
> Just want to let all of ya know that we flew my Mk111Xtra today. > Bill Futrell Bill/Gang: Congrats!!! Have fun, be careful. Tell Izek I said hello. john h ________________________________________________________________________________
Date: May 26, 2002
Subject: [ Cleone Markwell ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Cleone Markwell Subject: CH601 modifications http://www.matronics.com/photoshare/cleone@rr1.net.05.26.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 26, 2002
Subject: [ Guido Ramaekers ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Guido Ramaekers Subject: Calypso 1A and 2A http://www.matronics.com/photoshare/guido.ramaekers-wouters@pandora.be.05.26.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 26, 2002
Subject: [ Vic Worthington ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Vic Worthington Subject: Firestar First Flight http://www.matronics.com/photoshare/vicw@vcn.com.05.26.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 26, 2002
Subject: [ Jeffrey Jones ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Jeffrey Jones Subject: UltraStar http://www.matronics.com/photoshare/jeffrey.jones@fuse.net.05.26.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 26, 2002
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: Gap Seal http://www.matronics.com/photoshare/possums@mindspring.com.05.26.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 26, 2002
Subject: [ Dave Alberti ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Dave Alberti Subject: Standard Push to Accelerate Set=up http://www.matronics.com/photoshare/daberti@execpc.com.05.26.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 26, 2002
Subject: [ Lloyd McFarlane ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Lloyd McFarlane Subject: Kolb Firestar http://www.matronics.com/photoshare/lrmcf@ix.netcom.com.05.26.2002/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: "Hans van Alphen" <HVA(at)bellsouth.net>
Subject: Re: Mark III Xtra first flight
Date: May 27, 2002
> >> Just want to let all of ya know that we flew my Mk111Xtra today. > >> Bill Futrell > Hey Bill, Congratulation Bill on your first flight, what engine do you have and tell us your initial performance figures, climb FPM, cruise, WOT and at what weight. Thanks Hans van Alphen Mark III Xtra BMW powered 51 hours N100MX ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Mark III Xtra first flight
Date: May 27, 2002
Sounds like more congratulations are in order. Where & when ?? How did it go ?? Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Hans van Alphen" <HVA(at)bellsouth.net> Subject: Kolb-List: Re: Mark III Xtra first flight > > > > > >> Just want to let all of ya know that we flew my Mk111Xtra today. > > > >> Bill Futrell > > > Hey Bill, > Congratulation Bill on your first flight, what engine do you have and tell > us your initial performance figures, climb FPM, cruise, WOT and at what > weight. > Thanks > > Hans van Alphen > Mark III Xtra > BMW powered > 51 hours > N100MX > > ________________________________________________________________________________
From: "Geoff Thistlethwaite" <geoffthis(at)charter.net>
Subject: Re: Mark III Xtra first flight
Date: May 27, 2002
----- Original Message ----- From: "Hans van Alphen" > Hey Bill, > Congratulation Bill on your first flight, what engine do you have and tell > us your initial performance figures, climb FPM, cruise, WOT and at what > weight. > Thanks > > Hans van Alphen > Mark III Xtra > BMW powered > 51 hours > N100MX > Hey Hans, Did I miss your report on your engine installation? Where did you get it? What mods did you have to do to it? What was the all up weight and costs? And what are your performance figures? Also how bout some pics..... curious Geoff Thistlethwaite Firestar II hopefully in rebuild this summer ________________________________________________________________________________
Date: May 27, 2002
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: Sun & Fun - Going Home... http://www.matronics.com/photoshare/possums@mindspring.com.05.27.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 27, 2002
Subject: [ John Cooley ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: John Cooley Subject: Second Chanz Chute http://www.matronics.com/photoshare/johnc@datasync.com.05.27.2002/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: AULSU(at)aol.com
Date: May 27, 2002
Subject: Forward stick pressure during cruise.
My problem started when the wheels kicked up a metal object on TO that split my wooden prop and dented the fuselage tube. I installed the new tube but dented it during instillation. Not wanting to buy a new one, I cut the tube and spliced it inside and out with pieces from the old. The splices were 22" each and placed just forward of the tailfeathers. I also lost the instillation instructions and think I installed the H frame a little off center. This was evidenced by having to turn the tube 180 degrees to get the bolt thru the H frame. I test flew it and found that I had to hold forward pressure during cruise and decent and had little fwd. stick. My solution was to raise the fwd. edge of the stabilizer one inch. This helped a little. I would greatly appreciate your thoughts and suggestions. What about raising the fwd edge of the stabilizer more or adding trim tabs to the rear? My Kolb is kit 259 of the classic series with a Rotax 582 and a new 3 bladed Ultra-prop with 130 hrs. flight time. From Tom Guidroz in Houms,La. ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: MK III Classic: scanned manuals/drawings?
Date: May 27, 2002
Does any one have a copy of the MK III Classic buliders manual, either as image files or OCR scanned? I just spilled a cup of coffee on mine and I'm not about to pay another $50 for a photocopy of same. Also wondering if anyone has scanned copies of the blueprints, I think it would be great to incorporate appropriate portions of the blueprints/drawings in the builders log. Many thanks. Regards Noel MK III - Nashua, NH http://www.bailinair.com ________________________________________________________________________________
Date: May 27, 2002
From: Possum <possums(at)mindspring.com>
Subject: Re: Photo share abundance message of
Shackelford) > >Whats with all the photo share postings all of a sudden....another >virus?? I don't know - my stuff was sent in a month ago. Guess "photo share"'s been down for a while and just ketchin up. ________________________________________________________________________________
Date: May 27, 2002
From: Possum <possums(at)mindspring.com>
Subject: Re: Photo share abundance message of
Shackelford) I wonder if a 2 stroke Rotax idling at >2000 rpm would continue to generate enough heat to fire the catalyst? >Possibly the lower rpms would allow the cat to cool sufficiently to kill >the engine rather than starving the fuel supply. Never thought to ask >in April. >I think a fuel shut-off would be a good safety precaution or alternate >course in case of dieseling, even with conventional ignition systems. >Just a thought I don't think I would want anything that I couldn't shut off instantly should that be necessary. Because sometimes 'it is necessary' - a engine runing at idle will push a plane down an asphalt runway a lot faster than you might want to go. And there are the air shows-like the one this weekend in Lincolnton, GA on Sat. Got kids running around. Got props turning. Kids and props don't mix well. Have you ever seen what a kid can do to a $600 prop -me let me tell - you it ain't pretty. BTW - how did the Guy in the Rans S-12 that "augured in" at the airshow do, I heard he was not badly hurt?? ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: Photo share abundance message of Sun, 26 May
Date: May 27, 2002
I wonder if a 2 stroke Rotax idling at > 2000 rpm would continue to generate enough heat to fire the catalyst? > Possibly the lower rpms would allow the cat to cool sufficiently to kill > the engine rather than starving the fuel supply. Never thought to ask > in April. > I think a fuel shut-off would be a good safety precaution or alternate > course in case of dieseling, even with conventional ignition systems. > Just a thought. From what I read in the latest ultraflight magazine they have a vacuum device for instant shutdown.... not sure how that works. the product will run from 50% power up without the 12volt heating voltage applied. will need the heater turned on below that. the article also said that you must disconnect your ducati ignition or it will be destroyed... so apparently your loosing the old sparkplugs, not getting one of each. that part I didn't like. 500 hours till the catalyst has to be replaced so that's not bad. Topher ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Re: Forward stick pressure during cruise.
Date: May 27, 2002
Hi Tom, Sounds like you might be feeling the effects of 4.6 lb. added way back on your M3 where its effect is more significant. I would check your weight and balance and if that is okay, then make what changes are needed to trim it properly. But don't attempt to correct an aft CG condition condition with trim. (Sounds like a very strong splice.) Dennis ----- Original Message ----- From: <AULSU(at)aol.com> Subject: Kolb-List: Forward stick pressure during cruise. > > My problem started when the wheels kicked up a metal object on TO that > split my wooden prop and dented the fuselage tube. I installed the new tube > but dented it during instillation. Not wanting to buy a new one, I cut the > tube and spliced it inside and out with pieces from the old. The splices were > 22" each and placed just forward of the tailfeathers. I also lost the > instillation instructions and think I installed the H frame a little off > center. This was evidenced by having to turn the tube 180 degrees to get the > bolt thru the H frame. > > I test flew it and found that I had to hold forward pressure during cruise > and decent and had little fwd. stick. My solution was to raise the fwd. edge > of the stabilizer one inch. This helped a little. > > I would greatly appreciate your thoughts and suggestions. What about raising > the fwd edge of the stabilizer more or adding trim tabs to the rear? My Kolb > is kit 259 of the classic series with a Rotax 582 and a new 3 bladed > Ultra-prop with 130 hrs. flight time. > >From Tom Guidroz in Houms,La. > > ________________________________________________________________________________
Date: May 27, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Mark III Xtra first flight
> I have a 912 for power,after 3.4 hrs of flying I noticed a little oil > on the two front valve covers. Have any of you 912 pilots had any trouble > with oil leaking there. > Bill Futrell Bill/Gang: A lot of us 912 powered MK III flyers have had problems with wet valve covers and carbs. This is probably caused by wind stream blowing the vapor standoff out of the aircleaners and onto the engine. My 912 and 912S did this until I installed the carb heat kit from Pegasus. The fiberglass covers over the air filters cured the problem. Have not had a drop of fuel blown from the carbs since initial installation. Also allows the carbs to have a better "static pressure" source for both float bowl vent tube and the vent hole in the lip of the carb intake. john h ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: May 28, 2002
Subject: Re: Kolb-List Digest: 15 Msgs - 05/27/02 airshow
Flew back from Schenectady airshow Monday am. Had the plane on static display. Record attendence for Saturday was 50,000. No problem with people fooling with the plane as they provided security with civil air patrol marching up & down the ropes. Answered 100's of questions such as a young fellow read the sign telling that it was amphibious and asked if it went under the water. Another older gent asked if the radiator was for looks ? I passed out 7 boxes of literature on EAA, USUA, and KOLB. Many wanted to know where they could take rides or learn to fly something like the Kolb, so I told them who to contact. That was the main reason for going, to help promote light aircraft and sport flying. Fly safe Bob Griffin Albany NY ________________________________________________________________________________
From: Dave Rains <rr(at)htg.net>
Subject: Private Pilot License
Date: May 28, 2002
Just got back from Mississippi with my 175. I will now make a concentrated effort toward my private ticket while pulling some much needed maintenance on my FireStar. Question: What do you folks recommend for study tools for the written? Any advice on any issue? Am looking forward to registering my Kolb, (and RANS) and flying legal. Dave Rains El Paso ________________________________________________________________________________
Date: May 28, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Private Pilot License
Question: What do you folks recommend for study tools for > the written? Any advice on any issue? Am looking forward to registering > my Kolb, (and RANS) and flying legal. > Dave Rains Dave/Gang: I went after my private ticket in 1990. I had never had a civilian ticket and had not flown anything in the Army since 1976. First thing I did was go out to Maxwell AFB and join the Aero Club. Then enrolled in a ground school that was conducted by some of the IP's (that's military for CFI's). The ground school, which used the Gleim set of books and study guides was good. I had not problem when it came time to do the written or the check ride. It was a good refresher for a lot of "stuff" I had forgotten and I learned some "stuff" about fixed wing aircraft and flying. Does Ft Bliss have an Aero Club? Do you have an Air Force Base nearby that does? Good luck and have fun, john h ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: Private Pilot License
Date: May 28, 2002
----- Original Message ----- From: "Dave Rains" <rr(at)htg.net> Subject: Kolb-List: Private Pilot License > > Just got back from Mississippi with my 175. I will now make a concentrated > effort toward my private ticket while pulling some much needed maintenance > on my FireStar. Question: What do you folks recommend for study tools for > the written? i got a dvd study video with online testting... just started it, but seems fairly good so far. From a company called flightprep. around $150 Topher ________________________________________________________________________________
From: "Guy Swenson" <guys(at)rrt.net>
Subject: Re: Private Pilot License
Date: May 28, 2002
Dave and Gang, Go on line or to any Flight School and get the Gleim "Private Pilot FAA Written Exam" book or CD version. It has all 711 exam questions and answers. Memorize it!! it's not really that hard. The computer based exam will randomly select 60 of the 711 questions. I would also get with a flight instructor first, According to FAR 61.105 you must log ground instruction from an authorized instructor or present evidence showing that you have satisfactorily completed a course of instruction or home study. I did the home study with the Gleim book the took one of the written tests provided with the book. My instructor checked the test over and gave me the necessary signoff. Good Luck Guy Swenson Question: What do you folks recommend for study tools for > the written? Any advice on any issue? > Dave Rains > El Paso ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: East GA Fly-in
Date: May 28, 2002
The Lincolnton, GA fly-in did turn out to be rather Kolb friendly with perhaps 5 Firestars and the same # of Mk III's in attendance. Howard Shackleford of SC found me and gave the impression that the Trenton Flyers are a great group and really know how to have some fun. Bill from the same group had a paint job on his Firestar that put my checkerboards to shame. The only bad part was that I had the un-pleasure of watching a spin-in on Saturday. A RANS S-12 took off from the 3000' grass runway and immediately began drifting, likely from torque and pulling it into the air. He got out it ground effect and went over our heads at 100 feet. The engine sounded good all the way but as he crossed over I saw his elevator nearly fully deflected up. He mushed another 15 seconds and I saw it begin to spiral in beyond a tree line. The engine was full power all the way until the impact sound which sounded like a house collapsing. The good news... the pilot had a broken pelvis, the kid passenger a broken foot. Both had been cut up a bit too. The steel cage design here likely save them...see photo at http://www16.brinkster.com/msirull/EAF/photos/RansCrash.htm Kip Firestar II Atlanta http://www.springeraviation.net/ ________________________________________________________________________________
From: "David Hennon" <Dhennon(at)cfl.rr.com>
Subject: Private Pilot License
Date: May 29, 2002
I'm sure you will get a million answers to this one. I took the ground school course at local community college(10 weeks), bought the Gleim Private Pilot Book and ordered the CD. Memorized the 711 questions, not that hard, took and passed the written test. My 2 cents, Dave Orlando -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Dave Rains Subject: Kolb-List: Private Pilot License ________________________________________________________________________________
Date: May 29, 2002
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: FireFly & Simonini Victor 1+ Engine Flys - Update
I reworked the coolant line clamps and packing to prevent coolant line chaffing, and it seems to be working. I reworked the holes that the exhaust to head clamp passes through and replaced the hose clamp with a heavier version. Also moved the muffler mounting back toward the rear by 3.5 inches to get the mounting hole closer to the center of mass so that it would help prevent the muffler from swinging, and I made a new attachment bracket to hold the muffler to the engine. Flew another four take off and landings for a total of 21 air minutes. The engine has a little over one air hour. The rings are seating and the engine is really starting to come on and fuel consumption is dropping. It will fly at 55 mph gps average at one gallon per hour. I am still having problems with a leaky exhaust at the ball and socket. Fortunately this is only a problem at higher rpms. I will be adding more springs to try and keep it closed. Also, my fuel pump bracket is too light, and engine vibration is causing it to crack. No problems with cooling. The engine is much quieter than the Rotax 447. This is taking much longer than I expected due to rain while I am home, and being away from home. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: May 29, 2002
From: Jimmy <jhankin(at)planters.net>
Subject: Private Pilot License
I found this site for studying and it is very good, select what you want to review, take a test and have it graded. Site is by Kip Shaffer. http://w3.one.net/~/kip/faatest.html Jimmy Hankinson 912-863-7384 Rocky Ford, Ga. 30455 jhankin(at)planters.net Kolb Firefly/447/210hrs Local field, Pegasus/2000/Grass Airport JYL/Sylvania, Ga. ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: Private Pilot License
Date: May 29, 2002
I too used the Jeppesen and recommend it. I used a Part 141 school for my PPL, solo'ed in 8.2 hours and finished in 36.2 hours. Just enough hours to get your ticket and then go out there and kill oneself due to over confidence. ;-) My second flight as a PP and I scared the **** out of myself during a touch and go at an airport in the mountains on a hot and humid day. Something about the site of trees and big hills approaching too fast and too close caused me to go back for more 'instruction'. I did however, grease the landing at the home airport as my darling wife relieved herself in the sick sack during the final; I think instructors should try that trick as a distraction manuver, very effective. ;-) As a side note, I spent some time learning to fly gliders, which I think really helps one develop ones piloting skills. Too bad Kold doesn't offer a motorglider kit. ;-) Regards Noel MK III - Nashua, NH http://www.bailinair.com ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Private Pilot License
Date: May 29, 2002
Ken took the words right out of my mouth, and he's absolutely right, especially since you're such an experienced pilot. The 20 hours is for solo time, not time till solo. You need a minimum of 20 hours dual, and 20 hours solo - for the total minimum of 40 hrs. Most people need a little more, but your experience should offset that. Go for it..........you won't regret it. Gogittum, Dave...........hell, ya learned to scuba dive didn't ya ??...........and like the man said..........all that Sport Pilot stuff will be behind you. Gogittum Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Ken Korenek" <ken-foi(at)attbi.com> Subject: Re: Kolb-List: Private Pilot License > > Dave Rains wrote: > > > I understand it takes 20 hours to solo, (scary) and that can be done in a > > week. -- > > > Dave, > > > I would think that it would take you a LOT LESS than 20 hours to solo. I > soloed in 6 hrs, and am no whiz. The whole ticket can be earned in as > little as 40 hrs (flight time) and I think the last few people I knew about got > it in 50 hrs. > > Don't just memorize the test questions. You will cut your knowledge base > short. Study the manual and then let the test questions determine when you > have learned the material. You'll remember a lot more in a year by learning > the material and not just the test questions. > > The private certificate is just a license to learn, not the end of > training. > > A private certificate is a considerable education, but is doable in a > reasonable amout of time and effort. Once you get it, you'll be lifted above > all the moaning and knashing of teeth over the "Sport Pilot Proposal." > > > ________________________________________________________________________________
Date: May 29, 2002
From: Jimmy <jhankin(at)planters.net>
Subject: Private Pilot
In a list about a site for written test and grading and study there was an error in the address. The corrected list is below. http://w3.one.net/~kip/faatest.html Jimmy Hankinson 912-863-7384 Rocky Ford, Ga. 30455 jhankin(at)planters.net Kolb Firefly/447/210hrs Local field, Pegasus/2000/Grass Airport JYL/Sylvania, Ga. ________________________________________________________________________________
From: "VIC" <vicw(at)vcn.com>
Subject: Re: Kolb-List Digest: 9 Msgs - 05/22/02
Date: May 29, 2002
If any one on the list have any experience with a HAC carburetor I could use some assistance. Vic ________________________________________________________________________________
From: "Kenny Broste" <kenandmona(at)earthlink.net>
Subject: Required instruments for experimental airwothiness certificate?
Date: May 29, 2002
Fellow Kolbers, Is a gauge for fuel quantity on the panel required? Does anyone have experience with the Grand Rapids EIS fuel option? I plan on using the EIS with altimeter option on my as yet unpurchased 503 DCDI. A compass is required, right? Would a GPS with aviation database and compass capability suffice? Do they specify a quality to the required instruments? A lot of questions but this list hasn't failed me yet. All yours advice has been worth a lot. Ken (Beginning the poly spray covering, Firestar II) ________________________________________________________________________________
Date: May 29, 2002
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: Required instruments for experimental
airwothiness certificate? A $10 magnetic compass is more accurate and reliable than a $600 electronic compass (or one found in a GPS)... in my opinion, of course. And, it's always there, easy to read, etc., etc. I'm about to install a fuel flow meter (stand-alone, not part of an EIS) for my 503 DCDI... (It may be a couple of weeks before it is actually plumbed up, but I'll be glad to let you know my results when I get some experience with it.) -- Robert At 09:50 PM 5/29/2002, you wrote: > > >Fellow Kolbers, > >Is a gauge for fuel quantity on the panel required? Does anyone have >experience with the Grand Rapids EIS fuel option? I plan on using the >EIS with altimeter option on my as yet unpurchased 503 DCDI. A compass >is required, right? Would a GPS with aviation database and compass >capability suffice? Do they specify a quality to the required >instruments? A lot of questions but this list hasn't failed me yet. >All yours advice has been worth a lot. > >Ken >(Beginning the poly spray covering, Firestar II) > > -- cell: 713-503-2949 -- fax : 425-928-3369 -- web pages: http://www.rlaird.net http://www.texas-flyer.com ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: May 30, 2002
Subject: Re: Required instruments for experimental airwothiness certificate?
Hi Ken, Here are some pictures of my FireStar's panel. http://home.elp.rr.com/airplane/Gallup.jpg http://gtalexander.home.att.net/images/pic16.jpg It has a compass, airspeed indicator and the EIS. The EIS has the altimeter, VSI and fuel flow meter. That was all I needed to certify my FireStar under experimental. Those were the only instruments and a GPS I used to fly 4,000 miles to Oregon and back to El Paso, TX. Regards, Will Uribe El Paso, TX FireStar II N4GU C-172 N2506U http://home.elp.rr.com/airplane/ > > > Fellow Kolbers, > > Is a gauge for fuel quantity on the panel required? Does anyone have > experience with the Grand Rapids EIS fuel option? I plan on using the > EIS with altimeter option on my as yet unpurchased 503 DCDI. A compass > is required, right? Would a GPS with aviation database and compass > capability suffice? Do they specify a quality to the required > instruments? A lot of questions but this list hasn't failed me yet. > All yours advice has been worth a lot. > > Ken > (Beginning the poly spray covering, Firestar II) > ________________________________________________________________________________
Date: May 30, 2002
From: Scott Perkins <2scott(at)bellsouth.net>
Subject: Firefly Kit for sale
A few months ago I mentioned selling the partially built complete Firefly kit here for the family of an elderly friend who died before completing it. They just told me to reduce the price to $5000. Does not include engine or parachute but does include some fabric for covering. photos and ad on Barnstormers or can be sent by email Scott Perkins 678 290-0507 Atlanta ________________________________________________________________________________
Date: May 30, 2002
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: Required instruments for experimental airwothiness certificate?
Ken, I didn't have a fuel gauge on the panel when my Firestar was inspected. I explained to the inspector that the tank was calibrated. Since then, I added an EIS with a gas gauge feature that reads to 1/10 of a gallon. I really like it. The compass was a requirement for inspection, but I removed it when I added the EIS. My panel now looks like Will's only with the compass. I carry a GPS and either a spare GPS or a $5 pocket compass for it's backup. John Jung Kenny Broste wrote: > > >Fellow Kolbers, > >Is a gauge for fuel quantity on the panel required? Does anyone have >experience with the Grand Rapids EIS fuel option? I plan on using the >EIS with altimeter option on my as yet unpurchased 503 DCDI. A compass >is required, right? Would a GPS with aviation database and compass >capability suffice? Do they specify a quality to the required >instruments? A lot of questions but this list hasn't failed me yet. >All yours advice has been worth a lot. > >Ken >(Beginning the poly spray covering, Firestar II) > > ________________________________________________________________________________
Date: May 30, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: E-Mail Address
Does Kolb still have an e-mail address. I have tried the one I have used in the past and then went to their web site and tried their "Contact Us" e-mail and both times my message came back as a bad address.=0D =0D Ron Payne ________________________________________________________________________________
Date: May 30, 2002
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Private Pilot License
I have had my private license for 18 years and had 3 years of ultralight experience before I started to get my license. You will find as I did that you will be ready for solo well before 20 hours have gone by. I think I soloed after 12 hours. I think my instructor was trying build hours to get into a airline job so everything took more hours. I also took my ground school at a local community college and highly recommended it. The written test was a breeze after it. You need to ask your self what you are going to do with your private license. If you are just going to fly a Kolb or some other light plane that might fit in the sport pilot and only local flights then go for the sport pilot license. I found that the expense of renting general aviation aircraft caused me to fly less and because I flew less I felt less comfortable and so on. I also found that the training and experience in general aviation made it a real challenge to get my landing technique right in our low inertia Kolbs. There are parts of the private pilot license that you just don't use as a kolb pilot. There is also the problem of getting the biennial check ride and physical. I find it difficult to find a instructor that will fly in a experimental. Some of the problem is they have airplanes they want to rent. I end up renting a general aviation airplane with an instructor to get current in that airplane then get my check ride. I also have a number of friends that are losing their medicals in their 50+ years. When this sport pilot thing goes in to effect I will just fly under the umbrella of the sport pilot license. I will no longer have to get a biennial check ride or physical. My MKIII is registered as a experimental and I got a repairmens certificate so I can do annuals and other work on the plane. Don't get me wrong you can't get too much knowledge and training. I enjoyed getting my private license but it was expensive and took a lot of time. My $.02 worth Rick Neilsen Redrive VW Powered MKIII >>> biglar(at)gogittum.com 05/29/02 10:45AM >>> Ken took the words right out of my mouth, and he's absolutely right, especially since you're such an experienced pilot. The 20 hours is for solo time, not time till solo. You need a minimum of 20 hours dual, and 20 hours solo - for the total minimum of 40 hrs. Most people need a little more, but your experience should offset that. Go for it..........you won't regret it. Gogittum, Dave...........hell, ya learned to scuba dive didn't ya ??...........and like the man said..........all that Sport Pilot stuff will be behind you. Gogittum Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Ken Korenek" <ken-foi(at)attbi.com> Subject: Re: Kolb-List: Private Pilot License > > Dave Rains wrote: > > > I understand it takes 20 hours to solo, (scary) and that can be done in a > > week. -- > > > Dave, > > > I would think that it would take you a LOT LESS than 20 hours to solo. I > soloed in 6 hrs, and am no whiz. The whole ticket can be earned in as > little as 40 hrs (flight time) and I think the last few people I knew about got > it in 50 hrs. > > Don't just memorize the test questions. You will cut your knowledge base > short. Study the manual and then let the test questions determine when you > have learned the material. You'll remember a lot more in a year by learning > the material and not just the test questions. > > The private certificate is just a license to learn, not the end of > training. > > A private certificate is a considerable education, but is doable in a > reasonable amout of time and effort. Once you get it, you'll be lifted above > all the moaning and knashing of teeth over the "Sport Pilot Proposal." > > > ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: broken flap weld
Date: May 30, 2002
Hi Listers, Thought I would share an incident with you... West of Chicago is a grass strip where Hang Glide Chicago tows hangliders with a Mark III. I've been training out there for the last 2 years, and have become a part time tug pilot. The MIII is modified with larger span wings - one extra rib, and larger chord flaps - about 4" larger, and has a 912. I was towing yesterday afternoon, and after the first tow, the instructor said he thought the tow was a bit fast. Told him I was holding 28 - 30 MPH. Did another tow, and after landing, and taxiing down wind, stopped to see if that tow was better for speed. After shutting down to talk to him, a breeze came up from behind the plane, and both flaps fell to 90 degrees from the ground. Looked at the flap handle and it was in the up position. Looked at the flap linkage to the torque tube, and it had completely snapped at the weld. No more flying... After further discussion my friend mentioned that the cage was only a year old, and that the cages from TNK didn't have the triangle gusset welded at the attachment to the flap torque tube - Old Kolb cages have them, as does mine which was from Old Kolb. We didn't see any corrosion inside or outside of the torque tube. The plane is modified, and surely larger flaps & towing hang gliders puts extra stress on systems, but I wonder how much of the weld failure was due to that, & how much of the failure was due to the change in the way the weld was done - ie: no gusset. Anybody else ever hear of or have this weld break on the MIII or other Kolb planes??? Anybody know if the gusset was added during development to correct a problem? I seem to remember posts from others who have had weld problems in the past year or two, but can't remember what part of the cage. Chris ________________________________________________________________________________
Date: May 30, 2002
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Written Test
I was with Jeppsen... I found that KIP"S SITE and it REALLY HELPED... It uses the jeppsen system and you can take practice tests and there mixed just like the real test... I got a 92 on my FAA Written.... --- Sometimes you just have to take the leap and build your wings on the way down... Gotta Fly... Outgrown your current e-mail service? Get a 25MB Inbox, POP3 Access, No Ads and No Taglines with LYCOS MAIL PLUS. http://login.mail.lycos.com/brandPage.shtml?pageId=plus ________________________________________________________________________________
Date: May 30, 2002
Subject: [ Tim Townsend ] : 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 Townsend Subject: Tim Townsend's Kolb Mark III http://www.matronics.com/photoshare/townsend@webound.com.05.30.2002/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: "Richard Tonry" <rtonry(at)hotmail.com>
Subject: HKS 700E on a Kolb? Opinions, a dime for your thoughts?
Date: May 30, 2002
Hi, I just joined this list. I am the new owner of a used Firestar II that I'm preping for flight. I'm helping my friend replace his engine on his Kolb. I'm thinking of an HKS 700E for his Mark III. I'm looking for opinions. Anyone have any experience they care to share on these engines? Are they mature enough? Are they reliable enough? Are they worth it? Has anyone seen an installation on a Mark III? Rich ________________________________________________________________________________
Date: May 31, 2002
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: Fly Fishin http://www.matronics.com/photoshare/possums@mindspring.com.05.31.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: May 31, 2002
From: <wecounselman3(at)yahoo.com>
Subject: OT:Ancient Student Pilot Ramble
Kolbers, I am a 50+ yo student pilot. I lurk here a lot and get the list in digest mode. I have ~55 hrs. in C150/C120/C152/C172/GT500, starting in 1968 and ending (for GA) in 2000 when my blood pressure got too high. I think almost nobody gets the private ticket in anything like 40 hrs. Its probably more like 65 hrs and up. And that is pretty darn expensive and time consuming. Schools and clubs assume the private is the goal, if not commercial or ATP, and the pressure is on the student to "get it done", to get that coveted piece of paper. But that, obviously, has not been my way, as Frank Sinatra said. As far as I know it costs just the same to rent a plane for a student pilot as it does as for a private pilot. I can puddle-jump from Q41 to LHN just as well with a student certificate as with the "driver's license". I like the process. I like seeing what the ground looks like from the air (no low wing plane need apply). I guess thats why I like Kolbs and other pushers- I don't feel that safe in Cessnas anymore after flying in untralight trainers. Granted, the sky is pretty empty compared to the streets, but can you imagine starting to turn your car and having your view totally blocked until you finished your turn? I only know of three tractor GA planes that have a view in the turn; Cygnet, Bolkow Junior and Saab Safari. I want one. Of course to be able to fly one I would need to get my BP down and get my medical back and get more money to fly. I have asked several email lists if I should "finish" my flight training and spend my funds on GA training; or buy/build an ultralight. About half say "don't be a fool man, you are almost there. If you don't get that license you will always regret it!". The other half say "yea, I spent $3K getting my private ticket. I have never used it but it sure looks pretty up on the wall". Pilots, like everybody else, are insular and biased. Non-pilots say "those little planes scare me, airliners are lots safer", which is statistically correct. GA pilots say "you won't catch me in one of those "flying lawn chairs". Experimental pilots say "two-strokes fail too much, give me a good old (insert certificated engine name here)". Ultralight pilots say "trikes are too strange and those powered parachutes are just in the way". Poisonally, I think its pretty important to see in the direction you are turning. I like the higher G rating of some ultralights. And I love the idea of a BRS chute when all else fails, even if it does nothing to save you in a stall/spin accident. With their short, low speed takeoffs and landings, ballistic chutes, and great visibility, ultralight planes always seemed much safer to me than Wichita Spam Cans, IMHO. Several people on the list have noted that renting a GA plane is so pricey that they cannot afford to fly renters enough to stay current and feel safe in the air (not to mention the shabby ambiance, think Checker Cab, and sometimes doubtful maintenance of most rental planes). And buying a new or used airplane is not a financial option for most of us. Alternately, the trouble with ultralights is this. After ultralight flight training, where can I rent one? Nowhere, that I know of. What an idea, rent an ultralight! Any venture capitalists out there? Guess I have ranted enough, or nearly enough. I love those Kolbs, but I did drive down to Lodi Sunday to see the Rans Stinger. Its very Kolb-like. Pusher Rotax engine, very fast build, around $8k for the airframe. Please don't flame me but one pilot there said the controls were lighter than the Kolb (here-say, I have flown neither). Darn purty plane. Thanks, Bill PS-For the sake of us who get this in digest form, please remember to trim off excess text in your posts. ===== http://fifaworldcup.yahoo.com ________________________________________________________________________________
Date: May 31, 2002
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: OT:Ancient Student Pilot Ramble
Bill, When I started my pilot training in a Cessna 150, I was flying my 4th ultralight, a Quicksilver. And I thought that owning an ultralight and renting a Cessna would be a good combination. But before I finished my training, I bought a Kolb Firestar. After finishing my private, I only rented a few times. It just wasn't fun compared to the Kolb. The Firestar gave me ultralight fun and traveled far enough for weekend trips. Since then I built a Firestar II and N-numbered it. Looking back, I could have just kept the original Firestar or built a FireFly and saved myself thousands for a piece of paper. My suggestion is: Get a ride in a Mark III before you decide anything. John Jung http://jrjung.0catch.com/Firestar.html wecounselman3(at)yahoo.com wrote: > >Kolbers, >I am a 50+ yo student pilot. > ________________________________________________________________________________
Date: May 31, 2002
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: HKS 700E on a Kolb? Opinions, a dime for your thoughts?
Rich, The word on the HKS is that it is comparable to a 503 in power. Most people want more power on a Mark III. John Jung Richard Tonry wrote > >I'm thinking of an HKS 700E for his Mark III. I'm looking for opinions. > ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Re: Required instruments for experimental airwothiness certificat
e?
Date: May 31, 2002
Ken - Taken directly from FAR section 91.205 ("Powered civil aircraft, standard airworthiness certificates: Instrument and equipment requirements"), here is the minimum list of instruments and equipment required by the FAA for the Airworthiness Certificate (for day VFR): Airspeed Indicator Altimeter Magnetic Compass Tachometer Oil Pressure Gauge (if engine uses a pressure system) Temp Gauge (for liquid-cooled engines) Oil Temp Gauge (for air-cooled engines) Fuel Gauge Anti-Collision Light Seat Belts (Shoulder Harness for front seats) ELT For night VFR, add Position Lights. I do not have a dedicated "fuel gauge" for my Mark-3. I am planning on relying on loooking directly at the translucent plastic fuel jugs (marked with the appropriate fuel-level indications) to satisfy the fuel gauge requriement. The FAA will be inspecting my aircraft within the next couple weeks - I'll let the List know if this fuel quantity method passes or not. Dennis Kirby s/n 300, N93DK (Got my new N-number!) Cedar Crest, NM ________________________________________________________________________________
From: "George Bass" <George_Bass_0(at)hotmail.com>
Subject: Re: OT:Ancient Student Pilot Ramble
Date: May 31, 2002
>As far as I know it costs just the same to rent a plane >for a student pilot as it does as for a private pilot. That is true in nearly every case I've personally seen. >I have asked several email lists if I should "finish" my >flight training and spend my funds on GA training; or >buy/build an ultralight. Only you can decide whether you will benefit from your efforts to achieve an FAA rating as a Pvt Pilot, or perhaps in the "new" category of "Sport Pilot". >After ultralight flight training, where can I rent one? Only place I've ever rented an Ultralight is from one of the many U/L training centers/sales centers that I have located in whatever part of the country I'm in. Most require a coursory "checkout" with the local instructor, but, renting is a very real option. Altho I'm blessed with not having the medical problems, I have to tell you that I have been flying for many years and have acquire about 85 hours in GA planes, along with very nearly that many hours in Ultralights. I VERY MUCH PREFER U/L's. There is no comparison to the enjoyment and satisfaction the U/L provides. If the FAA keeps the training portion of the U/L 'regs' I will be owning a 2-place and will fininsh my BFI. IF.! Otherwise, I'll be going the route of GA, only because of the idiotic restrictions in the new proposal. Good luck. Blue sky always, George Bass USUA # 80399 USUA Club # 555 USUA Club # 770 ________________________________________________________________________________
Date: May 31, 2002
From: bob n <ronoy(at)shentel.net>
Subject: [Fwd: UL: FAA UL power point presentation (long)]
Kolbers--Here's a chance to help the FAA understand ULing, both the vehicles and their pilots. Bob N. From: "flightdawg2000" <flightdawg2000(at)yahoo.com> List-Unsubscribe: Date: Fri, 31 May 2002 15:51:04 -0000 Subject: UL: FAA UL power point presentation (long) Melanie and I've been asked to put together a power point presentation to brief FSDO inspectors on Ultralights. As most of you know, many FAA representatives have a limited understanding about UL's. This isn't a fault of the FAA inspectors. Part of the problem is how Part 103 works; UL's aren't "aircraft." This doesn't mean FAA reps do not want to learn. In fact, they do want to learn due to the massive growth of "Ultralight" flying (note the quotation marks and no mention of Part 103). The prospect of Sport Pilot enhances their interest to learn more about our sport. Our intent is to present a realistic and clear picture of current American Ultralights and the pilots who fly them. Not simply "rules and regulations" BS, just a simple, clear picture of reality. My discussion with the FAA rep who initially asked me for the presentation included "fat" UL's. Not a problem. It may surprise some folks to learn that many FAA reps desire to promote safe flying and do not want to run around handing out violations. A "fat" UL is not necessarily a concern even though it is in violation of Part 103. A UL pilot who is a hazard to others or is giving "rides" is a much more important matter to be resolved. We fully intend to foster the idea of promoting safety over "aviation hall monitors". To do this, we need your help. FAA reps need to have a full understanding about what is going on in our sport in order for them to promote equal safety for all American pilots who share the airspace. If we don't inform them, who will? My experience has been that when a local FAA Safety rep who shows up at an airfield to ask questions, most UL pilots take to the hills and those remaining behind do a Sgt. Shultz imitation - "I know noooothing!". It will help our sport to have someone who can speak "UL", "GA", "FAA" and "Safety" give a presentation to the FAA inspectors who are responsible for the safety of our local airspace. I may not be the best person for this mission, but I've been asked to do it due to my previous work as an aviation safety rep in both UL's and commercial aviation and due to Melanie's safety work. With the help of fellow UL pilots, we will do our best to give a full understanding on what is needed to enhance safe Ultralight flying. If you want to help, please send me or Melanie pictures, stories or anything else you think would be constructive. If in doubt, send it anyway. We would like to tell the story of UL's, both past and present, both good and bad. To do this we need info, either pictures or text. Dates, names and places aren't required (to protect the guilty!) except in the history section noted below or if credit is desired such as a club group photo. Currently, I'm thinking of the following outline: 1. Definitions (namely Part 103) 2. History. John Moody, "Father of Ultralights" and Chuck S. "Father of modern Ultralights". A synopsis of how we got from there to here. This will include the raw beginnings, the 20/20 debacle, lawn chair companies making UL kits vs. the quality of modern manufacturers, the advent of the 2-seat trainer/part 103 waiver, industry trends towards "fat" UL's and 2-seaters, etc. This part requires dates, names and places. 3. Where we are today, both good and bad. This will include why some "fat" UL's are good/okay and why some are bad. This will also include activities such as clubs, organizations, fly ins, competitions and so forth. I'll mention the three largest groups (ASC, EAA and USUA) plus the three largest fly ins (Oshkosh, SnF and LTUG). Help both here and on history is were I need the most help both factually and picture wise. 4. How to promote UL safety programs. The project requires factual information to present to an educated and smart audience. Whitewashing will not do anybody any good. They need truthful, factual, realistic representation of what works, what doesn't work, what is safe and what isn't safe. With your help, we can ensure the fAA inspectors are provided a realistic picture of American Ultralight flying with a clear idea on where the safety line exists even if that line is not exactly "legal" per Part 103. I'd like to add in Canadian and other International differences to show how they do it and why, so we'd like to also hear from list members outside the United States. This presentation will be finalized by AUG/SEP02. Once the .ppt is complete, it may be shared with other FSDO's nation wide. This is one reason why we'd like to get it right and why we need your help. We can complete this project with a little help from our fellow UL pilots or we can do it with a LOT of help from our fellow UL pilots. We'd prefer a LOT of help. Your call. If you are interested in helping, please email info or pictures directly to: Flightdawg(at)dellepro.com(Jack) or Planedancer(at)dellepro.com(Melanie) Forwarding this help request to other UL lists would be appreciated. Safe Flying, Jack DFW Lite Flyer Buy Stock for $4 and no minimums. FREE Money 2002. http://us.click.yahoo.com/orkH0C/n97DAA/Ey.GAA/SyTolB/TM ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: For Sale: MK III Classic Fuselage (Kit 2 + Extras)
Date: May 31, 2002
I just learned yesterday that at the stage of construction that I am in at the moment I can upgrade/convert to the MK III Xtra, for basically the cost of a new 'Kit 2' and the need to rebuild the wing rear spar and new flaperons. As such I have decided to sell my MK III Classic fuselage (Kit 2). Includes the following: Kolb MK III Fuselage Matco Hydraulic Brake System with Matco 6" wheels (2) DICO 8.00x6 tundra tires and tubes All other factory parts/components supplied with Kit 2 $5000.00 (firm) I would much prefer it be picked up here in Nashua, NH. However, if it must be shipped the buyer will need to pay for crating and shipping charges. In a nutshell your getting the brake system, wheels, tubes and tires free. If your interested in the whole airframe I'd probably be willing to sell it for the same price as a MK III Classic Quick Build as it is slightly beyond that stage of construction. Very little work has been done on the fuselage section; primarily the installation of the floor pans and brake master cylinders. There have been no modifications to the fuselage or brake system. Landing gear has been installed, axles aligned etc. Brake hydraulic system has not been plumbed. You can get a look at it here: http://www.bailinair.com/images/plane/plane_back.jpg http://www.bailinair.com/images/plane/plane_front.jpg http://www.bailinair.com/images/plane/wheel1.jpg http://www.bailinair.com/images/plane/wheel2.jpg http://www.bailinair.com/images/plane/wheel3.jpg http://www.bailinar.com/images/plane/wheel4.jpg Please note that the tires pictured a NOT the DICO tires. Regards Noel Nashua, NH MK III (Xtra ??) http://www.bailinair.com ________________________________________________________________________________
Date: May 31, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: OT:Ancient Student Pilot Ramble
> Well said, John H. > > Bob N. the old one Thank you sir! Hope some of the professed professional ultralighters were as observant as you. :-) Some seem to think that all experience is good experience, even without training. How's the Wife? Hope she is getting her self back to normal and going out again. Nell and I are getting our stuff together to head out to Northern Canada and Alaska for a couple months. We will be out of here about the middle of June. For me it is an escape to a wonderful, wild, and beautiful place, where the critters out number the people. I need it to recharge my battery. The old Dodge is ready to hit the road, as is the 5th wheel. This trip we won't have old Ernie, the Bassett Hound (my black child), with us. Old boy has been gone three years and we talk about him every day. He made the trip to Alaska, to include Dead Horse, 5 years ago. Loved every minute of it. Take care my friend, john h ________________________________________________________________________________
From: "Richard Tonry" <rtonry(at)hotmail.com>
Subject: Re: HKS 700E on a Kolb? Opinions, a dime for your thoughts?
Date: May 31, 2002
Would the Jabiru be a good alternative? Any info on Kolb MKIII installations? Thanks, Rich ----- Original Message ----- From: "John Jung" <jrjung(at)sgmmail.com> Subject: Re: Kolb-List: HKS 700E on a Kolb? Opinions, a dime for your thoughts? > > Rich, > > The word on the HKS is that it is comparable to a 503 in power. Most > people want more power on a Mark III. > > John Jung > > Richard Tonry wrote > > > > >I'm thinking of an HKS 700E for his Mark III. I'm looking for opinions. > > > > ________________________________________________________________________________
From: "Tim T99" <townsend(at)webound.com>
Subject: Brand New Mark III classic for sale
Date: Jun 01, 2002
List, I need to sell my Mark III classic as soon as possible. If any one knows of good places to advertise it I would be grateful. (I am thinking of Ebay and trade-a-plane.com) The plane is 99% finished, all that is left is building the wing center section, rigging the flap and aileron linkage, install the door latches and safety wire it. It has a rotax 582 with intake and exhaust silencers, strobes, Super EIS with altitude and VSI. Brakes, basic VFR instruments, Full enclosure, interior kit, left hand throttle and choke, dual controls. The locking swiveling tail wheel, a very nice ANR head set and landing lights. I have every thing needed to finish the plane, two sets of plans and books. All receipts and paper work with the plane. At least I got to taxi it around the house a couple of times but selling it is fine with me as my son and I have fun plans. You can see it at the photo share under Townsend,, the link http://www.matronics.com/photoshare/townsend@webound.com.05.30.2002/index.html I also need to know what it is worth the way it sits now. Thank you all, Tim Townsend ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Jun 02, 2002
Subject: Re: OT:Ancient Student Pilot Ramble
----- Original Message ----- From: "Jack & Louise Hart" <<A HREF="mailto:jbhart(at)ldd.net">jbhart(at)ldd.net> Subject: Re: Kolb-List: OT:Ancient Student Pilot Ramble Snip > I feel threatened by such observations because I hold no ticket except Part > 103-7, and I consider my self very serious about flying. Greetings, I wouldn't feel threatened, The FAA gave me a certificate telling me I'm a pilot but Dave who doesn't have one has more experience then I do. He flys every day and I only fly once a week. Today, Dave had an engine out while flying his ultralight, landed on a sandy road out in the desert. He had the present of mind to call me on his cell phone, while gliding his ultralight, to tell me where he was going down. He landed without damage to the air frame, the engine is another story. I had a someone drive out and find him while I fueled up my FireStar and went up looking for him. When I arrived over the site his friend was already there. I had never landed on a sandy road so I was all over the place when I touched down. Good thing I didn't hit a sand dune. Dave does this all the time so he did a good job of landing with the engine out. I think I would have bent something. Here are some pictures I took today The frist one is the force landing site. http://members.aol.com/WillUribe/landing.jpg The second picture is trailering the ultralight to Dave's hanger. http://members.aol.com/WillUribe/pickup.jpg Regards, Will Uribe El Paso, TX FireStar II N4GU C-172 N2506U http://home.elp.rr.com/airplane/ ________________________________________________________________________________
Date: Jun 01, 2002
From: Bob Bean <slyck(at)frontiernet.net>
Subject: paperwork
Jack, your viewpoint has a lot of validity...however no two pilots were ever created equal. Some are naturals and if they get past their youth in one piece, are the very best. Familiarity with one's own plane accompanied with good judgement are more important than all the little pieces of paper stuffed in your wallet. Even though I started out learning in the LA basin and got a GA ticket, my basic desires have always leaned toward bare bones flying because that's what floats my boat.--enjoy the air! -BB ________________________________________________________________________________
Date: Jun 02, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: J-3
Clay/Gents: I like this: ************************* Retired pilot Manton Fain, 77, of Dallas first soloed in a Cub in 1942 and retired 50 years later from the cockpit of the supersonic Concorde. His favorite plane of all was his Cub. "If you can fly a Cub, you can fly the Concorde, but the reverse is not necessarily true," he said. *************************** Enjoyed the article. It illustrates that we can do with our Kolbs what the "others" do with Cub clones that cost many more dollars to buy, fly, and maintain. When Miss P'fer flies to Northern Canada and Alaska, she is usually in the company of Super Cubs more than any other type aircraft. Landing and taking off "out" is something I do everytime I fly from my grass strip. To me it is the "normal" way to fly. Miss P'fer has the capability to land on dirt, sand, and gravel roads, sand bars in the Talapoosa River, hay fields in Virginia, dry lakes in New Mexico, a friends driveway near Cottondale, Florida, and the grass strips at Sun and Fun and Oshkosh. What a hoot to do the above with two seats and camping gear. Take care, john h ________________________________________________________________________________
From: "Joel Reed" <jfreed(at)dejazzd.com>
Subject: Strobe lights
Date: Jun 02, 2002
Hi Kolbers, I was thinking of installing wing tip strobe lights on my Firestar, and I had wondered if it is possible to install them while the covering is on, and how and whats the best way to do it. Did you run the wire through the wing spar or ??? If any of you out there had installed wing tips strobe lights after the covering is on, I would like to hear how you did it thanks. Joel 84 Firestar Lancaster, Pa ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Jun 02, 2002
Subject: Re: [Fwd: UL: FAA UL power point presentation (long)]
Bob....one thing that I would put in the outline as a major subtitle is the availability of a workable, installable, reliable parachute which did not exist for any plane/pilot combination before the advent of ultralighting. Even though they don't get hardly any use, I probably wouldn't BE an ultralighter without one. We fly non certificated airplanes, and we even enjoy making modifications to them, therefore the idea of the second chanz (sic) opens the door for a lot of us and takes the ultimate risk out of the joy of flying ultralights. In other words, modern technology has opened the door to ultralighting in more than just enabling it through the application of light materials, but by making it safer as well. George Randolph Firestar driver, and glider pilot (the 233 I flew did NOT have a chute, and I experienced the scariest event of my life in it because it did NOT.) ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Safety-Wire on Muffler Springs
Date: Jun 03, 2002
Kolb Friends - What is the proper technique for safety wiring the muffler springs? I was at a fly-in last weekend and saw at least three different methods that various pilots had used to install the safety wire/RTV-red silicone combination. Is there a different technique for 2-stroke vs. 4-stroke engines? Many thanks - Dennis Kirby Cedar Crest, NM ________________________________________________________________________________
Date: Jun 03, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Safety-Wire on Muffler Springs
Is there a different technique for 2-stroke vs. 4-stroke > engines? > > Many thanks - > Dennis Kirby Dennis/Gents: Two strokes were notorious for breaking exhaust springs. Best to load 'em up with silicone seal after safety wiring. The Titan exhaust system on the 912S uses four exhaust springs. After 355 hours the springs are rusty, but they are still there. I think I put silicone seal in them, but no safety wire. I do not know what the prescribed official procedure is. john h ________________________________________________________________________________
From: "John Cooley" <johnc(at)datasync.com>
Subject: Re: OT:Ancient Student Pilot Ramble
Date: Jun 03, 2002
Will and Dave, Please share what happened on the engine out. I know Dave has had his engine rebuilt in the past year. Is it related to this or is it some other problem. Thanks, John Cooley Firestar II #1162, 503 DCDI > Today, Dave had an engine out while flying his ultralight, landed on a sandy > road out in the desert. He had the present of mind to call me on his cell > phone, while gliding his ultralight, to tell me where he was going down. He > landed without damage to the air frame, the engine is another story. ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Brand New Mark III classic for sale
Date: Jun 03, 2002
Tim, I have someone looking for a Mark 3. Let me know what your asking and I'll pass it on. Jeremy Casey jrcasey(at)ldl.net List, I need to sell my Mark III classic as soon as possible. If any one knows of good places to advertise it I would be grateful. (I am thinking of Ebay and trade-a-plane.com) The plane is 99% finished, all that is left is building the wing center section, rigging the flap and aileron linkage, install the door latches and safety wire it. It has a rotax 582 with intake and exhaust silencers, strobes, Super EIS with altitude and VSI. Brakes, basic VFR instruments, Full enclosure, interior kit, left hand throttle and choke, dual controls. The locking swiveling tail wheel, a very nice ANR head set and landing lights. I have every thing needed to finish the plane, two sets of plans and books. All receipts and paper work with the plane. At least I got to taxi it around the house a couple of times but selling it is fine with me as my son and I have fun plans. You can see it at the photo share under Townsend,, the link http://www.matronics.com/photoshare/townsend@webound.com.05.30.2002/inde x.html I also need to know what it is worth the way it sits now. Thank you all, Tim Townsend = = = = ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Brand New Mark III classic for sale
Date: Jun 03, 2002
OOPS! Sorry that was suppose to go off-line...let me get this egg off my face... Jeremy Tim, I have someone looking for a Mark 3. Let me know what your asking and I'll pass it on. Jeremy Casey jrcasey(at)ldl.net ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: Brand New Mark III classic for sale
Date: Jun 03, 2002
Just the fuselage or the whole kit? Regards Noel > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of > Jeremy Casey > Sent: Monday, June 03, 2002 2:15 PM > To: kolb-list(at)matronics.com > Subject: RE: Kolb-List: Brand New Mark III classic for sale > > > > Tim, > > I have someone looking for a Mark 3. Let me know what your > asking and I'll pass it on. > > Jeremy Casey > jrcasey(at)ldl.net > > > List, > > I need to sell my Mark III classic as soon as possible. > If any one knows of good places to advertise it I would > be grateful. (I am thinking of Ebay and trade-a-plane.com) > > The plane is 99% finished, all that is left is building the > wing center section, rigging the flap and aileron linkage, > install the door latches and safety wire it. It has a rotax 582 > with intake and exhaust silencers, strobes, Super EIS with > altitude and VSI. Brakes, basic VFR instruments, Full enclosure, > interior kit, left hand throttle and choke, dual controls. The locking > swiveling tail wheel, a very nice ANR head set and landing lights. > > I have every thing needed to finish the plane, two sets of plans and > books. > All receipts and paper work with the plane. At least I got to taxi it > around the house a couple of times but selling it is fine with me as > my son and I have fun plans. > > You can see it at the photo share under Townsend,, > > the link > > http://www.matronics.com/photoshare/townsend@webound.com.05.30 > .2002/inde > x> .html > > I also need to know what it is worth the way it sits now. > > Thank you all, > > Tim Townsend > > > > > > > =========== > =========== > =========== > =========== > > > > > > ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: Brand New Mark III classic for sale
Date: Jun 03, 2002
Ugh .. Me too .. My apologies, I'll have to be a bit more careful to check and see where the mail is coming from in these instances.. Noel Nashua, NH MK III http://www.bailinair.com ----------------------------------------- Just the fuselage or the whole kit? Regards Noel > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of > Jeremy Casey > Sent: Monday, June 03, 2002 2:15 PM > To: kolb-list(at)matronics.com > Subject: RE: Kolb-List: Brand New Mark III classic for sale > > > > Tim, > > I have someone looking for a Mark 3. Let me know what your > asking and I'll pass it on. > > Jeremy Casey > jrcasey(at)ldl.net > > > List, > > I need to sell my Mark III classic as soon as possible. > If any one knows of good places to advertise it I would > be grateful. (I am thinking of Ebay and trade-a-plane.com) > > The plane is 99% finished, all that is left is building the > wing center section, rigging the flap and aileron linkage, > install the door latches and safety wire it. It has a rotax 582 > with intake and exhaust silencers, strobes, Super EIS with > altitude and VSI. Brakes, basic VFR instruments, Full enclosure, > interior kit, left hand throttle and choke, dual controls. The locking > swiveling tail wheel, a very nice ANR head set and landing lights. > > I have every thing needed to finish the plane, two sets of plans and > books. > All receipts and paper work with the plane. At least I got to taxi it > around the house a couple of times but selling it is fine with me as > my son and I have fun plans. > > You can see it at the photo share under Townsend,, > > the link > > http://www.matronics.com/photoshare/townsend@webound.com.05.30 > .2002/inde > x> .html > > I also need to know what it is worth the way it sits now. > > Thank you all, > > Tim Townsend > > > > > > > =========== > =========== > =========== > =========== > > > > > > ________________________________________________________________________________
Date: Jun 03, 2002
From: Cavuontop(at)aol.com
Subject: Re: Safety-Wire on Muffler Springs
Gents: I think the principal reason that muffler springs break is corrision. I've powder coated my spings and they last much better. I don't bother with the silicone caulk. Mark Sellers ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Builder/Pilot Database
Date: Jun 03, 2002
Please visit http://www.springeraviation.net/ for a list of builders and pilots of Kolb aircraft who are willing to share their experiences. Also, I have added my builders log and weight and balance data recently. Kip Laurie Firestar II Atlanta ________________________________________________________________________________
Date: May 03, 2002
From: Possum <possums(at)mindspring.com>
Subject: Re: Safety-Wire on Muffler Springs
> >Two strokes were notorious for breaking exhaust springs. >Best to load 'em up with silicone seal after safety wiring. They've got something new to take the place of those rusty old muffler springs now - if you can afford it. Cost about $25.00 from CPS and is stainless steel and you don't have to take your muffler off to put it on. CPS part # 30385 - not in old catalogs, but you can see one at : http://www.adventuremotorsport.com/BallJointMufflerKit.htm ________________________________________________________________________________
From: "Robert Kearbey" <kearbey(at)jps.net>
Subject: Re: Brand New Mark III classic for sale
Date: Jun 03, 2002
I have a markIII for sale. Building a heli! Asking $16,000.00. has many extras. Bob in California ----- Original Message ----- From: "Jeremy Casey" <jrcasey(at)ldl.net> Subject: RE: Kolb-List: Brand New Mark III classic for sale > > Tim, > > I have someone looking for a Mark 3. Let me know what your > asking and I'll pass it on. > > Jeremy Casey > jrcasey(at)ldl.net > > > List, > > I need to sell my Mark III classic as soon as possible. > If any one knows of good places to advertise it I would > be grateful. (I am thinking of Ebay and trade-a-plane.com) > > The plane is 99% finished, all that is left is building the > wing center section, rigging the flap and aileron linkage, > install the door latches and safety wire it. It has a rotax 582 > with intake and exhaust silencers, strobes, Super EIS with > altitude and VSI. Brakes, basic VFR instruments, Full enclosure, > interior kit, left hand throttle and choke, dual controls. The locking > swiveling tail wheel, a very nice ANR head set and landing lights. > > I have every thing needed to finish the plane, two sets of plans and > books. > All receipts and paper work with the plane. At least I got to taxi it > around the house a couple of times but selling it is fine with me as > my son and I have fun plans. > > You can see it at the photo share under Townsend,, > > the link > > http://www.matronics.com/photoshare/townsend@webound.com.05.30.2002/inde > x> .html > > I also need to know what it is worth the way it sits now. > > Thank you all, > > Tim Townsend > > > > > > > > > > ________________________________________________________________________________
From: "Tim T99" <townsend(at)webound.com>
Subject: Re: Brand New Mark III classic for sale
Date: Jun 03, 2002
Noel, Was you talking to me or Jeremy? Thanks Tim ----- Original Message ----- From: "N.B. DelMore" <mk3(at)bailinair.com> Subject: RE: Kolb-List: Brand New Mark III classic for sale > > Just the fuselage or the whole kit? > > Regards > Noel > > > -----Original Message----- > > From: owner-kolb-list-server(at)matronics.com > > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of > > Jeremy Casey > > Sent: Monday, June 03, 2002 2:15 PM > > To: kolb-list(at)matronics.com > > Subject: RE: Kolb-List: Brand New Mark III classic for sale > > > > > > > > Tim, > > > > I have someone looking for a Mark 3. Let me know what your > > asking and I'll pass it on. > > > > Jeremy Casey > > jrcasey(at)ldl.net > > > > > > List, > > > > I need to sell my Mark III classic as soon as possible. > > If any one knows of good places to advertise it I would > > be grateful. (I am thinking of Ebay and trade-a-plane.com) > > > > The plane is 99% finished, all that is left is building the > > wing center section, rigging the flap and aileron linkage, > > install the door latches and safety wire it. It has a rotax 582 > > with intake and exhaust silencers, strobes, Super EIS with > > altitude and VSI. Brakes, basic VFR instruments, Full enclosure, > > interior kit, left hand throttle and choke, dual controls. The locking > > swiveling tail wheel, a very nice ANR head set and landing lights. > > > > I have every thing needed to finish the plane, two sets of plans and > > books. > > All receipts and paper work with the plane. At least I got to taxi it > > around the house a couple of times but selling it is fine with me as > > my son and I have fun plans. > > > > You can see it at the photo share under Townsend,, > > > > the link > > > > http://www.matronics.com/photoshare/townsend@webound.com.05.30 > > .2002/inde > > x> > .html > > > > I also need to know what it is worth the way it sits now. > > > > Thank you all, > > > > Tim Townsend > > > > > > > > > > > > > > =========== > > =========== > > =========== > > =========== > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Richard Tonry" <rtonry(at)hotmail.com>
Subject: Re: Strobe lights
Date: Jun 03, 2002
Joel, My buddy has a MKIII. He added the wing tip strobes. He used some long copper rod. The kind you use when grounding your house. Its cheap and strong. He tack soldered two together. He drilled a hole in the wing tip and ran the rod through, cut a hole in the fabric in at the wing gap, attached the strobe wire to the rod, then pulled the rod through. It worked just fine. Rich ----- Original Message ----- From: "Joel Reed" <jfreed(at)dejazzd.com> Subject: Kolb-List: Strobe lights > > Hi Kolbers, > I was thinking of installing wing tip strobe lights on my Firestar, > and I had wondered if it is possible to install them while the covering > is on, and how and whats the best way to do it. Did you run the wire > through the wing spar or ??? If any of you out there had installed wing > tips strobe lights after the covering is on, I would like to hear how > you did it thanks. > > Joel > 84 Firestar > Lancaster, Pa > > ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Re: Safety-Wire on Muffler Springs
Date: Jun 04, 2002
Dennis, My understanding is that vibration causes the spring failures and the purpose of filling the spring with silicon is to help dampen the vibrations with the spring, which in turn decreases significantly the number of stress cycles the spring experiences. I have always used both silicon and safety wire. The safety wire is a bit complicated to explain, but basically the goal is to retain the spring pieces if the spring breaks. Run a loop of safety wire through the body of the spring, looping it around both spring attach points of the muffler. Don't pull the loop tight as the movement of the joint would in that case tend to stress the safety wire. This primary loop will retain the body of the spring if it breaks in center portion of the spring. However the hook ends of the spring sometimes break off and to capture these ends, wrap the ends of the safety wire around each hook on the ends of the spring. Wrap it several times and then twist the safety wire tightly to grip the spring hook securely. If are good you can to everything with one piece of safety wire, but I wouldn't attempt to explain that with words alone. Rust can certainly be a stress riser (a site for initiation of a fatigue crack), so keeping the springs rust free would be a help. Dennis ----- Original Message ----- From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil> Subject: Kolb-List: Safety-Wire on Muffler Springs > > Kolb Friends - > > What is the proper technique for safety wiring the muffler springs? > > I was at a fly-in last weekend and saw at least three different methods that > various pilots had used to install the safety wire/RTV-red silicone > combination. Is there a different technique for 2-stroke vs. 4-stroke > engines? > > Many thanks - > Dennis Kirby > Cedar Crest, NM > > ________________________________________________________________________________
From: "Bill Woods" <kolbpilot(at)msn.com>
Subject: Etowah Bend Fly-in
Date: Jun 04, 2002
Hi Gang, The Georgia Sport Flyers annual fly-in is this weekend, June 8th at Etowah Bend Field in north GA. Will have reindeer games and lots of good food. Hope to see some Kolbs roll in. Coordinates are: N 34 12.333 W 084 58.622. See you there. Bill Woods /explorer.msn.com ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Fuel Pressure Gauge
Date: Jun 04, 2002
Running out of gas (fuel pressure) during would be a real bummer. The fuel pressure gauges in the airplane builders catalogs show a price of $30 to $100 (o-10 psi, 2"). I found one at Summit Racing Eqpt for just $16.95 (0-15 psi, 1"). Their liquid damped model is $19.95 (for high RPM vibration while mounted on the carb inlet). This unit is not made to mount in a panel but I am sure that feature can be added with a back strap. Contact them at summitracing.com, PN:SUM-63122. I'll redline mine at about 3 psi. I have been using a gauge from a blood pressure cuff but it reads in mm/Hg. The cost of this was zero since the rubber in the cuff had rotted away and the whole mess was headed for the dumpster when I grabbed it. My Engineer's Handbook gave me the conversion factor for mm/Hg to psi. It has served me well during my "annuals" but is a little too clunky for in-flight use. Duane the plane, Tallahassee, FL, FireFly SN 007,119 Hrs, Mk3-912 90%. ________________________________________________________________________________
Date: Jun 04, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: The New Kolb Aircraft Co
Hi Friend: Just got an email from Linda at NKA. Here is the address: "CustomerSupport" Telephone number: 606-862-9692 Web site: http://www.tnkolbaircraft.com/ Let us know if these do or do not work. Take care, john h ________________________________________________________________________________
From: SGreenpg(at)aol.com
Date: Jun 04, 2002
Subject: Re: The New Kolb Aircraft Co
In a message dated 6/4/02 6:41:34 PM Eastern Daylight Time, clive_hatcher(at)lineone.net writes: > I have managed to break the bracket supporting > pivoting tailwheel on my Mk III Clive, Is this the original tailwheel bracket from old Kolb or the new full swivel tail wheel? I might be able to help you out if you need an original tailwheel assy. S. Green ________________________________________________________________________________
Date: Jun 04, 2002
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Fuel Pressure Gauge
Duane, You can buy a panel mount 1.5 gage from Gaugestore.com for $10.80. Look at: http://www.gaugestore.com/42wikpresgau.html Jack B. Hart FF004 Jackson, MO > >Running out of gas (fuel pressure) during would be a real bummer. > >The fuel pressure gauges in the airplane builders catalogs show a price o>f $30 to $100 (o-10 psi, 2"). I found one at Summit Racing Eqpt for just >$16.95 (0-15 psi, 1"). Their liquid damped model is $19.95 (for high RPM >vibration while mounted on the carb inlet). This unit is not made to moun>t in a panel but I am sure that feature can be added with a back strap. C>ontact them at summitracing.com, PN:SUM-63122. I'll redline mine at about> 3 psi. > >I have been using a gauge from a blood pressure cuff but it reads in mm/H>g. The cost of this was zero since the rubber in the cuff had rotted away> and the whole mess was headed for the dumpster when I grabbed it. My Eng>ineer's Handbook gave me the conversion factor for mm/Hg to psi. It has s>erved me well during my "annuals" but is a little too clunky for in-fligh>t use. > >Duane the plane, Tallahassee, FL, FireFly SN 007,119 Hrs, Mk3-912 90%. > > Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "David Key" <dhkey(at)msn.com>
Subject: DFW Lite Flyers is having a flyin this weekend
Date: Jun 05, 2002
DFW Lite Flyers is having a flyin this weekend for those of you near Texas. See www.DfwLiteFlyers.org for more details. Also I have had EXCELLENT HELP from The New Kolb Company reguarding the CG on a Mark III classic. I was out in the field with the plane on scales and was very glad the offered the formulas and sent me to a tech guy. Turns out I was at the very back of the CG range and had been flying there for sometime. I moved it toward the front and feel a lot better. Mark III classic owners I recommend the interrior package that Kolb sells or used to sell I just put one in and the plane looks a lot better on the inside. Dave Key Dallas, Tx Join the worlds largest e-mail service with MSN Hotmail. http://www.hotmail.com ________________________________________________________________________________
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: Exhaust spring safety
Date: Jun 05, 2002
On the subject of exhaust spring safety, I have an Ultra Star with the Cuyuna engine. It has two ball and socket exhaust close together, six springs each. So that's twelve springs to have to worry about so I had the idea of putting a couple wraps of stainless steel screen wire around the whole thing and putting a stainless hose clamp at each end of the wrap, around the exhaust pipe, thus forming a screen cage around the whole problem that will catch anything that comes off the joints. Works for me. My $.05 worth (inflation). Dale Sellers Ultra Star ________________________________________________________________________________
From: "Blane Cox" <coxhb(at)hotmail.com>
Subject: FF for sell
Date: Jun 05, 2002
Dear List: Since moving from Phoenix to East Tennesee I have been uncomfortable flying due to the rougher terrain and less safe places to land. For the next few months I'm putting my Firefly up for sale. If it doesn't sell, then maybe I'll keep flying. $7,500.00 for 1997 Firefly with open travel trailer. Rotax 447, 130 hours, intake silencer/after muffler, TN prop, balistic chute, hydraulic brakes (disconnected) dual CHT/EGT, airspeed, altimeter, tach. Hobbs meter. Winter camophlage colors. I have about $12,000 invested in it. Located in Johnson City, TN. Email me if interested. coxhb(at)hotmail.com All the Best, Chicken Blane Join the worlds largest e-mail service with MSN Hotmail. Click Here ________________________________________________________________________________
Date: Jun 05, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Strobe lights
Your going to need a hole for the wire in the wing bow tube, so drill a hole for it and take a long piece of wire and run it from the hole in the tip to the root end of the wing. I think a piece of 14ga. copper wire out of length of a 2 or 3 conductor Romax electrical cable (typ. house AC wire) would work fairly well. I think it would work better leaving the insulation on. Once you have it thru, use it pull back the strobe cable or a strong pull string. The wire should be secured at each end to keep the wire taught and moving around within the wing. Just a note, I put a set of the Kuntzleman dual strobes with stream lined head on my Hawk and am quite disappointed, doesn't show up well in the daylight. There's another strobe available from Bob Comperini. Bob is the moderator for the Fly-UL group. Check his site at the links below. Others post that they are super bright. Seeing is believing, I haven't seen them but we need someone to give them a try.
http://www.qnet.com/~robertc/ultralight.html http://www.qnet.com/~robertc/strobes.html jerryb > >Hi Kolbers, > I was thinking of installing wing tip strobe lights on my Firestar, >and I had wondered if it is possible to install them while the covering >is on, and how and whats the best way to do it. Did you run the wire >through the wing spar or ??? If any of you out there had installed wing >tips strobe lights after the covering is on, I would like to hear how >you did it thanks. > > Joel > 84 Firestar > Lancaster, Pa > > ________________________________________________________________________________
From: ALLENB007(at)aol.com
Date: Jun 05, 2002
Subject: Re: FF for sell
Blane, Do you have pictures of your firefly you could email to me? I owned a firefly a couple of years ago and am thinking of another one. Look forward to the pic's Allen Bellamy v.p 704-533-9991 ________________________________________________________________________________
Date: Jun 05, 2002
From: Woody <duesouth(at)govital.net>
Subject: test
Just a test. Ya got nothin better to do than read test messages? :) ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Re: Fuel Pressure Gauge
Date: Jun 05, 2002
Re the $16 gauge for 10$. You may also be able to check the pressure by sticking the fuel discharge line in your ear and have someone tell you how far your eyes bug out: cost $0. I wish folks would post those super bargain prices before I spend my dough. I'll start looking for the next item on my shopping list by this: Wanted new 1050 ballistic parachute, soft-pack preferred, will consider others. Duane the plane ----- Original Message ----- From: Jack & Louise Hart Subject: Re: Kolb-List: Fuel Pressure Gauge Duane, You can buy a panel mount 1.5 gage from Gaugestore.com for $10.80. Look at: http://www.gaugestore.com/42wikpresgau.html Jack B. Hart FF004 Jackson, MO > >Running out of gas (fuel pressure) during would be a real bummer. > >The fuel pressure gauges in the airplane builders catalogs show a price o >f $30 to $100 (o-10 psi, 2"). I found one at Summit Racing Eqpt for just >$16.95 (0-15 psi, 1"). Their liquid damped model is $19.95 (for high RPM >vibration while mounted on the carb inlet). This unit is not made to moun >t in a panel but I am sure that feature can be added with a back strap. C >ontact them at summitracing.com, PN:SUM-63122. I'll redline mine at about > 3 psi. > >I have been using a gauge from a blood pressure cuff but it reads in mm/H >g. The cost of this was zero since the rubber in the cuff had rotted away > and the whole mess was headed for the dumpster when I grabbed it. My Eng >ineer's Handbook gave me the conversion factor for mm/Hg to psi. It has s >erved me well during my "annuals" but is a little too clunky for in-fligh >t use. > >Duane the plane, Tallahassee, FL, FireFly SN 007,119 Hrs, Mk3-912 90%. > > Jack & Louise Hart jbhart(at)ldd.net = = = = ________________________________________________________________________________
From: "Tommy & Carolyn" <TommyandCarolyn(at)centurytel.net>
Subject: CH1 for sale
Date: Jun 05, 2002
Hello Group, I have a friend who is not on line that is selling his single place clipped wing Challenger. His name is John Ernst from De Ridder, LA. His phone is 337-249-7267 or 463-8332. Tommy ________________________________________________________________________________
Date: Jun 05, 2002
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: Strobe lights
At 06:49 PM 6/5/2002, you wrote: >Just a note, I put a set of the Kuntzleman dual strobes with stream lined >head on my Hawk and am quite disappointed, doesn't show up well in the >daylight. There's another strobe available from Bob Comperini. Bob is >the moderator for the Fly-UL group. Check his site at the links >below. Others post that they are super bright. Seeing is believing, I >haven't seen them but we need someone to give them a try. I just recently bought the strobes from Comperini and put them on my plane... they are AMAZING! But, like the old saying goes: you get what you pay for, and I ain't talking money. The strobes are 2 amps each, so I'm using up 4 amps when I switch 'em on... Those amps are what makes 'em bright. And BOY are they bright! My brother who often flies with me will radio: "I can't see you, but I can see your strobes!" People literally see me coming for miles and miles before they can see me... but they know it's ME because I'm the only one with strobes that bright. HIGHLY recommended if you have the amps to spare. -- Robert ________________________________________________________________________________
Date: May 05, 2002
From: Possum <possums(at)mindspring.com>
Subject: Re: Fuel Pressure Gauge
Are you guys "really" putting fuel pressure gages on "FireFlys"? How much extra room do you have on your dash?? ________________________________________________________________________________
Date: Jun 06, 2002
From: bob n <ronoy(at)shentel.net>
Subject: Re: buying stuff
T-A-P is full of cos. selling ELTs--abt $170. Bob N. ________________________________________________________________________________
From: "Guy Swenson" <guys(at)rrt.net>
Subject: Re: Shopping List
Date: Jun 06, 2002
> Wanted new 1050 ballistic parachute, soft-pack preferred, will consider o> thers. > > Duane the plane Duane and Kolbers, Check out this dealer for your BRS needs. I snipped the following from Barnstormers classifieds. "BRS 'CHUTES, NONE PRICED LOWER! . WOW!! Don't you pay too much now! Deep discounts, 5 year BRS dealer, factory shipping / support. Dewberry Aircraft Co. Toll Free: 888-240-4214 E:Dewcraft1(at)aol.com Contact Jim Dewberry, Owner - DEWBERRY AIRCRAFT CO. located Birmingham AL USA. Telephone: 888-240-4214. Fax: 205-967-6905." If I remember correctly the 1050 soft pack was just over $2400.00 completed delivered to your door factory fresh. I ordered the VLS from Jim and will pick it up at the factory in Saint Paul, MN when its ready, should be the end of this week. Good luck Guy Swenson MKIII Xtra ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: Re: Shopping List
Date: Jun 06, 2002
Duane, Got mine for just under 2500 from the local distributor - I think most distributors discount off list price. You may be able to negotiate with them. Chris ----- Original Message ----- From: "Guy Swenson" <guys(at)rrt.net> Subject: Kolb-List: Re: Shopping List > > > Wanted new 1050 ballistic parachute, soft-pack preferred, will consider o> > thers. > > > > Duane the plane > > Duane and Kolbers, > Check out this dealer for your BRS needs. > > I snipped the following from Barnstormers classifieds. > > "BRS 'CHUTES, NONE PRICED LOWER! . WOW!! Don't you pay too much now! Deep > discounts, 5 year BRS dealer, factory shipping / support. Dewberry Aircraft > Co. Toll Free: 888-240-4214 E:Dewcraft1(at)aol.com Contact Jim Dewberry, > Owner - DEWBERRY AIRCRAFT CO. located Birmingham AL USA. Telephone: > 888-240-4214. Fax: 205-967-6905." > > If I remember correctly the 1050 soft pack was just over $2400.00 completed > delivered to your door factory fresh. I ordered the VLS from Jim and will > pick it up at the factory in Saint Paul, MN when its ready, should be the > end of this week. > > Good luck > Guy Swenson > MKIII Xtra > > ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Re: Fuel Pressure Gauge
Date: Jun 06, 2002
Hey Possum, There is no room in my panel since it has all been used up by my artificial horizon, radarscope :o) . My fuel pressure gauge is used only during "annual" or 50 Hr checks. I know this doesn't insure me against possible sudden/total failure such as trash in those little flapper valves or broken pulse line. It may warn me of reduced efficiency that may precede these and other problems anywhere in the system. I will use a gauge during flight testing of my Mk3/912 to make sure my mechanical and electric fuel pumps are doing the job and staying within the recommended carb inlet pressure range. Good to ya brother, Duane the plane ----- Original Message ----- From: Possum Subject: Re: Kolb-List: Fuel Pressure Gauge Are you guys "really" putting fuel pressure gages on "FireFlys"? How much extra room do you have on your dash?? = = = = ________________________________________________________________________________
Date: Jun 06, 2002
From: "Gary r. voigt" <johndeereantique(at)uswest.net>
Subject: Re: Strobe lights
I also have the Kuntzleman streamline dual strobes and have owned them for about a year and people that fly with me say all they can see is a little twinkle, i paid about $250.00 for them and they are run off the rotax 447...i don't want to criticize the co. to much because he has helped me alot and i did not pay $750.00 like some costs. any thoughts. thanks, Gary r. voigt Robert Laird wrote: > > At 06:49 PM 6/5/2002, you wrote: > >Just a note, I put a set of the Kuntzleman dual strobes with stream lined > >head on my Hawk and am quite disappointed, doesn't show up well in the > >daylight. There's another strobe available from Bob Comperini. Bob is > >the moderator for the Fly-UL group. Check his site at the links > >below. Others post that they are super bright. Seeing is believing, I > >haven't seen them but we need someone to give them a try. > > I just recently bought the strobes from Comperini and put them on my > plane... they are AMAZING! But, like the old saying goes: you get what > you pay for, and I ain't talking money. The strobes are 2 amps each, so > I'm using up 4 amps when I switch 'em on... Those amps are what makes 'em > bright. And BOY are they bright! My brother who often flies with me will > radio: "I can't see you, but I can see your strobes!" People literally > see me coming for miles and miles before they can see me... but they know > it's ME because I'm the only one with strobes that bright. HIGHLY > recommended if you have the amps to spare. > > -- Robert > ________________________________________________________________________________
Date: Jun 06, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Strobe lights
all they can see is a little > twinkle, i paid about $250.00 for them and they are run off the rotax 447...i > don't want to criticize the co. to much because he has helped me alot and i > did not pay $750.00 like some costs. any thoughts. > > thanks, > Gary r. voigt Gary/Gang: I bought a set of Whelen Strobes in 1991 for my MK III. Cost about $500.00 back then, but they are also Nav and tail lights. Every thing on the wingtips to preclude running wire and mounts back to mess us the vertical stab or rudder. They were true double flash, state of the art back then, strobes. Same same real airplanes use. They will operate off any of the Rotax engines, 2 or 4 stroke, with or without a battery. I had to replace the power pack on my old system last year because it sat idle during the year while I repaired my airplane. When I fired it up, it blinked a couple times and went belly up. After that, I found out the capacitors will die if they have been used and then sit for a prolonged period of time. It uses normal capacitors same as any strobe system. I paid for what I got, but I got a system that works, can be seen, and is totally reliable. The only problem I encountered was the down time and now I have learned my lesson. I did replace the power pack last year with the "Comet" flash system which is a burst of about 4 flashes. Simple to hook up to fire both wing tips simultaneously or alternately. Simply swap plugs from one to the other. I used Illusion for my Ultrastar and Firestar. Dan White kitted them. Build them yourself and maintain/repair constantly yourself with Dan's help over the phone. Those were the good ole days. john h ________________________________________________________________________________
From: DMe5430944(at)aol.com
Date: Jun 06, 2002
Subject: Electric starter
I am the proud owner of a KOLb Firefly SN 002, beautiful little plane but the only drawback is starting with the pull start and then trying to climb in the cockpit while keeping the plane stationary and avoiding hitting the throttle with my knee.(happened twice, nearly took out the hanger across the street until I got it under control) It's a real rodeo but not fun. So I have ordered an electric starter from CPS and should have it by next week. Now has anyone installed a starter in a Firefly and have any tips for the installation to include things to watch for that may lead to complications. Any help is appreciated. Don Mekeel Firefly 002 El Paso, Texas USA ________________________________________________________________________________
From: DMe5430944(at)aol.com
Date: Jun 06, 2002
Subject: Electric Starter
I forgot to mention that the engine is a Rotax 447 Don Mekeel Firefly 002 El Paso, Texas, USA ________________________________________________________________________________
Date: Jun 06, 2002
Subject: Re: Strobe lights
From: ul15rhb(at)juno.com
---------- John Hauck writes: I used Illusion for my Ultrastar and Firestar. Dan White kitted them. Build them yourself and maintain/repair constantly yourself with Dan's help over the phone. Those were the good ole days. john h John and others, My Illusion strobes have lasted 15 years and are brighter than most strobes. They're aren't state-of-the-art but are simple and reliable. I run mine directly off the alternator (yellow wires). For the guy who ordered an electric starter: I have used a pull-start all these years because I wanted to keep the plane light. Yes, I have to be careful especially on asphalt without brakes. I've got it down to a science now. Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Web page update...
Date: Jun 06, 2002
Finally got back to working on my Mark 3...not setting any completion projections, but she's moving along at a smart little clip now... Kill some internet bandwidth by looking here... http://kilocharlieaero.homestead.com/home.html Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Couple of questions...
Date: Jun 06, 2002
I've heard all the "don't do it" stuff about Teflon tape and fuel lines. I know there is the possibility that a strand of the stuff will get into the line and ruin your whole day...point taken. Was told to use "paste" instead of the tape...so I went to Ace (home of the helpful hardware man) and found a tube that sounds right. Here is a picture of the tube I bought... http://kilocharlieaero.homestead.com/files/pipe_goo.jpg Does that look like the right stuff? Also I had the bright idea to align my elevators on my flat table (where I know I'll get them even with each other... (see picture) http://kilocharlieaero.homestead.com/files/update5.jpg I'll have to cut a slit in the table to drop the bellcrank part of the elevator pivot and I'll have to make sure I allow enough distance between the inboard tubes of the horizontal stabilizers, to assure they don't foul the boom tube, but can anyone think of a reason not to drill the 4130 end fittings that go in the elevator spar here rather than on the tail boom like the manual says? Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
From: "Blane Cox" <coxhb(at)hotmail.com>
Subject: Firefly for Sale Response
Date: Jun 06, 2002
Dear Kolbers: I've had several responses to my sale offer. Here's answers to general questions that may be of interest to the group. I will mail pictures to anyone who's interested. Just give me your mailing address. I don't have digitized pictures or the scanner tomake them. I think an intake silencer is worth the money especially if you base from a airport where ULs are frowned upon. Change the main jet from 165 down to 155 for a 447 single carb. My open trailer is a modified boat trailer. The plane rides backwards. A cradle holds the tail boom so the tailwheel is not touching. Winches make it a one man load/unload task. Tongue weight is ten pounds. For those who don't want a picture mailed but are curious, winter camo colors are white,tan and dark brown. There is a silver coat underneath. All the Best, Chicken Blane Join the worlds largest e-mail service with MSN Hotmail. Click Here ________________________________________________________________________________
Date: Jun 06, 2002
From: Woody <duesouth(at)govital.net>
Subject: Re: Electric starter
With all these conversions to electric start there must be a couple used pull starts not being used out there. If you have one for sale or are not using please get ahold of me. It will be for a 582. ________________________________________________________________________________
Date: Jun 06, 2002
From: b young <byoung(at)brigham.net>
Subject: help lar
ok mekey..... just do it....... i should have you a race..... to see who gets in the air first... me or mekey.... boyd ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 06, 2002
Subject: Re: Strobe lights
In a message dated 6/5/02 11:29:41 PM Eastern Daylight Time, rlaird(at)cavediver.com writes: > I just recently bought the strobes from Comperini and put them on my > plane... they are AMAZING! But, like the old saying goes: you get what > you pay for, and I ain't talking money. The strobes are 2 amps each, so > I'm using up 4 amps when I switch 'em on... Those amps are what makes 'em > bright. And BOY are they bright! My brother who often flies with me will > radio: "I can't see you, but I can see your strobes!" People literally > see me coming for miles and miles before they can see me... but they know > it's ME because I'm the only one with strobes that bright. HIGHLY > recommended if you have the amps to spare. > > -- Robert > > > How about name your source, part # & price? Shack FS I SC ________________________________________________________________________________
Date: Jun 06, 2002
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: Strobe lights
Check out this URL:
http://www.qnet.com/~robertc/ultralight.html All your questions are answered there. (Disclaimer: I receive no remunerations whatsoever, and not related to Bob, or have anything whatsoever to do with his business or the businesses involved... I simply love the strobes!) -- Robert At 09:09 PM 6/6/2002, you wrote: > >In a message dated 6/5/02 11:29:41 PM Eastern Daylight Time, >rlaird(at)cavediver.com writes: > > > > I just recently bought the strobes from Comperini and put them on my > > plane... they are AMAZING! But, like the old saying goes: you get what > > you pay for, and I ain't talking money. The strobes are 2 amps each, so > > I'm using up 4 amps when I switch 'em on... Those amps are what makes 'em > > bright. And BOY are they bright! My brother who often flies with me will > > radio: "I can't see you, but I can see your strobes!" People literally > > see me coming for miles and miles before they can see me... but they know > > it's ME because I'm the only one with strobes that bright. HIGHLY > > recommended if you have the amps to spare. > > > > -- Robert > > > >How about name your source, part # & price? ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: help lar
Date: Jun 06, 2002
A RACE ????? That implies something's being done on both sides. Be-sides, I thought you were flying long ago............what's holdin' you up ?? Lazy Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "b young" <byoung(at)brigham.net> Subject: Kolb-List: help lar > > ok mekey..... just do it....... i should have you a > race..... to see who gets in the air first... me or > mekey.... > > boyd > > ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Couple of questions...
Date: Jun 06, 2002
That's the right stuff. I like to use an acid brush, and work it right down to the bottom of the threads, all the way around............just to be sure. It's easy to wipe off any excess when done......... kinda hard to add more if you need it. I've seen many old time plumbers just dab a gob of it onto one side of the threads, and figure on the turning of the pipe to spread it around. It works..........much of the time...........on water pipes, etc., then again, sometimes it doesn't. I've run miles of natural gas, and propane piping over the years, and learned some bad (good ??) lessons. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Jeremy Casey" <jrcasey(at)ldl.net> Subject: Kolb-List: Couple of questions... > > I've heard all the "don't do it" stuff about Teflon tape and fuel lines. > I know there is the possibility that a strand of the stuff will get into > the line and ruin your whole day...point taken. Was told to use "paste" > instead of the tape...so I went to Ace (home of the helpful hardware > man) and found a tube that sounds right. Here is a picture of the tube > I bought... > > http://kilocharlieaero.homestead.com/files/pipe_goo.jpg > > Does that look like the right stuff? > > Also I had the bright idea to align my elevators on my flat table (where > I know I'll get them even with each other... (see picture) > > http://kilocharlieaero.homestead.com/files/update5.jpg > > I'll have to cut a slit in the table to drop the bellcrank part of the > elevator pivot and I'll have to make sure I allow enough distance > between the inboard tubes of the horizontal stabilizers, to assure they > don't foul the boom tube, but can anyone think of a reason not to drill > the 4130 end fittings that go in the elevator spar here rather than on > the tail boom like the manual says? > > > Jeremy Casey > BCD Drafting, Inc. > jrcasey(at)ldl.net > > ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Web page update...
Date: Jun 06, 2002
Nice work, Jeremy. I really enjoyed your pages. Lar. Do not Archive. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Jeremy Casey" <jrcasey(at)ldl.net> Subject: Kolb-List: Web page update... > > Finally got back to working on my Mark 3...not setting any completion > projections, but she's moving along at a smart little clip now... > > Kill some internet bandwidth by looking here... > > http://kilocharlieaero.homestead.com/home.html > > > Jeremy Casey > BCD Drafting, Inc. > jrcasey(at)ldl.net > > ________________________________________________________________________________
From: "Mid-State Sandblasting" <plane(at)rtmc.net>
Subject: ultrastar for sale
Date: Jun 06, 2002
I have decided to up date to a firestar and I am going to sell the soobydoo. I fly it almost everyday it has a Subaru ea 71 engine the plane has over 180 hours on the soob since it was installed about a year and a half a go. the airframe has lots of hours on it. I have put 300 on it my self. it is not a show plane, but it is very dependable and only uses 2gal per hour at 55 mph. 5 gal fuel tank, no altimeter if interested call 336 857 2440 nights or email me. $ 6800.00 ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: airborne
Date: Jun 06, 2002
Hello Everyone, MIII with a 582 flew smoothly on the first trip around the pattern. After 4 years of work, it was a tremendous pleasure to see her fly. Thanks to everyone on the list for the info & help, especially Richard Pike for his rigging suggestions & engine knowledge, Woody for his direct style & experience, and most of all for Dennis & Homer for designing such a fun airplane to fly. There are now 4 Kolb MIII's flying out of Leland airport in Illinois (E16) & 2 of them towing hang gliders. I always tried to do at least one thing on the plane every day, and am actually surprised that it's finally done and that the flying is just beginning. Chris ________________________________________________________________________________
From: Vincehallam(at)aol.com
Date: Jun 07, 2002
Subject: Re: ultrastar for sale
can you post details ?i dont know this type .....thanks vnz hallam ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Jun 07, 2002
Subject: Re: Kolb-List Digest: 22 Msgs - 06/06/02
In a message dated 6/7/02 2:53:24 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: Congratulations Chris on your first flight of your MK3. Maintain airspeed on short final. Hope you have hundreds ( or in J.H. place) thousands of fun and safe flying hours. Bob Griffin ________________________________________________________________________________
From: "John Anderson" <janderson3(at)nc.rr.com>
Subject: Kolb Ultrastar for sale
Date: Jun 07, 2002
Hate to do it, but got to move on to the next project. Kolb Ultrastar 1984 125 hr approx Both main wings freshly recovered due to hanger rash always stored inside, no rust at all 35 hp cuyuna EXCELENT Condition includes custom trailer that was built to be fully inclosed but never was true 10 minute from trailer to set up (not includeing preflight) asking $5900 John Anderson ******************* ________________________________________________________________________________
Date: Jun 07, 2002
From: Cavuontop(at)aol.com
Subject: EAA 176, Pennington, NJ
Kolbers: EAA Chapter 176 will be having a young eagles day tomorrow, Saturday June 8th at Twin Pine Airport(N75)in Pennington, NJ, from 10:00 until 4:00. I'll be there with my Mark 3, and Russ Widman may show up with his. All Kolbers are welcome. Mark Sellers ________________________________________________________________________________
From: "Sheldon Ferkey" <sferkey(at)charter.net>
Subject:
Date: Jun 07, 2002
Factory SlingShot for Sale. I bought this beautiful factory built plane directly from Kolb last fall and never got to fly it. The property that I was leasing for a runway was sold over the winter and is no longer available for my use. The plane has every available option to include the Rotax 912 engine, 3 blade color-match Ivo prop, EIS with remote, VLS ballistic chute, streamlined wingtip stobes, deluxe interior to include embroidered leather seats and cockpit/engine cover, premium instruments, GA quality heel brakes and much more. The exteroir is a bright red ($4000.00) polyeurathane finish. Will sell for 1/2 the price of a kit. May consider trades. e-mail me at sferkey(at)charter.net ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Re: airborne
Date: Jun 07, 2002
Congratulations, Chris ! A major part of my inspiration to finish & fly my Mark-3 comes from reading victory posts like yours. Have fun, and fly safe! Dennis Kirby maybe mine will fly this month too, in Cedar Crest, NM ________________________________________________________________________________
From: "N.B. DelMore" <mk3(at)bailinair.com>
Subject:
Date: Jun 07, 2002
1. Do you have a photo of the aircraft? 2. Where is it located? 3. What is the asking price? Thank you. Noel > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of > Sheldon Ferkey > Sent: Friday, June 07, 2002 9:34 AM > To: kolb-list(at)matronics.com > Subject: Kolb-List: > > > > > Factory SlingShot for Sale. I bought this beautiful factory > built plane > directly from Kolb last fall and never got to fly it. The > property that > I was leasing for a runway was sold over the winter and is no longer > available for my use. The plane has every available option to include > the Rotax 912 engine, 3 blade color-match Ivo prop, EIS with > remote, VLS > ballistic chute, streamlined wingtip stobes, deluxe interior > to include > embroidered leather seats and cockpit/engine cover, premium > instruments, > GA quality heel brakes and much more. The exteroir is a bright red > ($4000.00) polyeurathane finish. Will sell for 1/2 the price > of a kit. > May consider trades. e-mail me at sferkey(at)charter.net > > > =========== > =========== > =========== > =========== > > > > > > ________________________________________________________________________________
From: "Sheldon Ferkey" <sferkey(at)charter.net>
Subject: Re:
Date: Jun 07, 2002
Noel, I do have photos of the plane but am rather computer illiterate as to how to e-mail them. If you want to go to Kolbs' home page and click on WHAT'S NEW then on SLINGSHOT you'll find a photo of this very plane. It is located in Des Moines IA. I have about $28,500.00 invested but would consider anything over $20,000.00. You may call me directly at (715) 887-4363 or cell (715) 572-2647. Thanks. Sheldon ----- Original Message ----- From: "N.B. DelMore" <mk3(at)bailinair.com> Subject: RE: Kolb-List: > > 1. Do you have a photo of the aircraft? > 2. Where is it located? > 3. What is the asking price? > > Thank you. > Noel > > > -----Original Message----- > > From: owner-kolb-list-server(at)matronics.com > > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of > > Sheldon Ferkey > > Sent: Friday, June 07, 2002 9:34 AM > > To: kolb-list(at)matronics.com > > Subject: Kolb-List: > > > > > > > > > > Factory SlingShot for Sale. I bought this beautiful factory > > built plane > > directly from Kolb last fall and never got to fly it. The > > property that > > I was leasing for a runway was sold over the winter and is no longer > > available for my use. The plane has every available option to include > > the Rotax 912 engine, 3 blade color-match Ivo prop, EIS with > > remote, VLS > > ballistic chute, streamlined wingtip stobes, deluxe interior > > to include > > embroidered leather seats and cockpit/engine cover, premium > > instruments, > > GA quality heel brakes and much more. The exteroir is a bright red > > ($4000.00) polyeurathane finish. Will sell for 1/2 the price > > of a kit. > > May consider trades. e-mail me at sferkey(at)charter.net > > > > > > =========== > > =========== > > =========== > > =========== > > > > > > > > > > > > > > ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Jun 07, 2002
Subject: Re: EAA 176, Pennington, NJ
I'll be there without my unfinished Kolb. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
Date: Jun 07, 2002
From: Woody <duesouth(at)govital.net>
Subject: Re: airborne
Way to go Chris. There is nothing like the excitement of the very first time you take to the air in an aeroplane you built yourself. I would have kissed an ugly cop if there was one around after my first landing in my Kolb Flyer. I am glad I some of my emails were helpful. Take it easy and have fun. How far is Leland from detroit? > >Hello Everyone, > >MIII with a 582 flew smoothly on the first trip around the pattern. >After 4 years of work, it was a tremendous pleasure to see her fly. > >Thanks to everyone on the list for the info & help, especially Richard >Pike for his rigging suggestions & engine knowledge, Woody for his >direct style & experience, and most of all for Dennis & Homer for >designing such a fun airplane to fly. There are now 4 Kolb MIII's flying >out of Leland airport in Illinois (E16) & 2 of them towing hang gliders. > >I always tried to do at least one thing on the plane every day, and am >actually surprised that it's finally done and that the flying is just >beginning. > >Chris > > ________________________________________________________________________________
From: "VIC" <vicw(at)vcn.com>
Subject: Re: Kolb-List Digest: 22 Msgs - 06/06/02
Date: Jun 07, 2002
Will be in Eugene, Oregon area fist week of July. Looking for Kolb builders/flyers to vist with. Vic ________________________________________________________________________________
From: "info" <info(at)aircrafttechsupport.com>
Subject: Congrats!!!!!!!!
Date: Jun 08, 2002
Congratulations on your first flight, Chris! Please send pictures, we'd like to put em on our website! Thanks, 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: "Sandy Hegyi" <sandyh(at)dccnet.com>
Subject: aileron balancing weights
Date: Jun 08, 2002
I've just finished rebuilding an older (1987) twinstar and i am puzzled about how the balancing weights mount on the ailerons. The page of the plans that i have is missing and since the plane was disassembled when i bought it i haven't a clue as to what they do or how they are mounted. Any photos or explainations would be greatly appreciated. thanks Sandy > ________________________________________________________________________________
Date: Jun 09, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Strobe lights
Kuntzleman is a good outfit and stands behind there equipment well. If I were to use them again I would probably lean toward the single round head rather than the streamlined heads. The round heads appear to be brighter than the stream lined ones. For some reason the single round head appears to be the brightest from what I've of them. Would like to see one of the other brands for a side by side comparison. jerryb > > I also have the Kuntzleman streamline dual strobes and have owned them >for about a year and people that fly with me say all they can see is a little >twinkle, i paid about $250.00 for them and they are run off the rotax 447...i >don't want to criticize the co. to much because he has helped me alot and i >did not pay $750.00 like some costs. any thoughts. > > thanks, > Gary r. voigt > >Robert Laird wrote: > > > > > At 06:49 PM 6/5/2002, you wrote: > > >Just a note, I put a set of the Kuntzleman dual strobes with stream lined > > >head on my Hawk and am quite disappointed, doesn't show up well in the > > >daylight. There's another strobe available from Bob Comperini. Bob is > > >the moderator for the Fly-UL group. Check his site at the links > > >below. Others post that they are super bright. Seeing is believing, I > > >haven't seen them but we need someone to give them a try. > > > > I just recently bought the strobes from Comperini and put them on my > > plane... they are AMAZING! But, like the old saying goes: you get what > > you pay for, and I ain't talking money. The strobes are 2 amps each, so > > I'm using up 4 amps when I switch 'em on... Those amps are what makes 'em > > bright. And BOY are they bright! My brother who often flies with me will > > radio: "I can't see you, but I can see your strobes!" People literally > > see me coming for miles and miles before they can see me... but they know > > it's ME because I'm the only one with strobes that bright. HIGHLY > > recommended if you have the amps to spare. > > > > -- Robert > > > > ________________________________________________________________________________
Date: Jun 09, 2002
From: John Jung <jrjung(at)sgmmail.com>
Subject: Re: aileron balancing weights
Sandy, The balance weights mount in the end of the forward aileron tube, with the weight going forward. There is a picture on my web-site: http://jrjung.0catch.com/Folded.html The balance weight on the right wing is visable. Don't pay any attention to the part connecting the two ailerons. It just slides into the balance tubes to keep the ailerons steady when folded. John Jung Sandy Hegyi wrote: > >I've just finished rebuilding an older (1987) twinstar and i am puzzled >about how the balancing weights mount on the ailerons. The page of the >plans that i have is missing and since the plane was disassembled when i >bought it i haven't a clue as to what they do or how they are mounted. Any >photos or explainations would be greatly appreciated. > >thanks > >Sandy > ________________________________________________________________________________
Date: Jun 09, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Tool suggestion
Just noticed Lowes Home Improvement Warehouse just started carrying this tool in out area. It's about $11. jerryb > >Since there is no such thing as too many tools, I thought I would pass >this along... > >McMaster-Carr www.mcmaster.com > >Item #2709A12 > >Do a search for it and click the button for "catalog page" ... it's down >at the bottom of the page. > >When you cut a piece of tube and need to deburr the inside AND the >outside, this little jewel will do them both at the same time. I have a >regular speed-deburring tool , but it only works on the inside of a >tube. Just passing it along. > >Jeremy Casey >BCD Drafting, Inc. >jrcasey(at)ldl.net > > ________________________________________________________________________________
Date: Jun 09, 2002
Subject: Re: Strobe lights
From: ul15rhb(at)juno.com
Jerry and others, Kuntzleman does give excellent customer service, but the Illusion strobes are much brighter. A local Firestar guy has the Kuntzleman's and I can barely see them in flight. Ralph Burlingame Original Firestar 15 years flying it > > Kuntzleman is a good outfit and stands behind there equipment well. > If I > were to use them again I would probably lean toward the single round > head > rather than the streamlined heads. The round heads appear to be > brighter > than the stream lined ones. For some reason the single round head > appears > to be the brightest from what I've of them. Would like to see one > of the > other brands for a side by side comparison. > jerryb > > > > > > > I also have the Kuntzleman streamline dual strobes and have > owned them > >for about a year and people that fly with me say all they can see > is a little > >twinkle, i paid about $250.00 for them and they are run off the > rotax 447...i > >don't want to criticize the co. to much because he has helped me > alot and i > >did not pay $750.00 like some costs. any thoughts. > > > > thanks, > > Gary r. voigt > > > >Robert Laird wrote: > > > > > > > > > At 06:49 PM 6/5/2002, you wrote: > > > >Just a note, I put a set of the Kuntzleman dual strobes with > stream lined > > > >head on my Hawk and am quite disappointed, doesn't show up well > in the > > > >daylight. There's another strobe available from Bob > Comperini. Bob is > > > >the moderator for the Fly-UL group. Check his site at the > links > > > >below. Others post that they are super bright. Seeing is > believing, I > > > >haven't seen them but we need someone to give them a try. > > > > > > I just recently bought the strobes from Comperini and put them > on my > > > plane... they are AMAZING! But, like the old saying goes: you > get what > > > you pay for, and I ain't talking money. The strobes are 2 amps > each, so > > > I'm using up 4 amps when I switch 'em on... Those amps are what > makes 'em > > > bright. And BOY are they bright! My brother who often flies > with me will > > > radio: "I can't see you, but I can see your strobes!" People > literally > > > see me coming for miles and miles before they can see me... but > they know > > > it's ME because I'm the only one with strobes that bright. > HIGHLY > > > recommended if you have the amps to spare. > > > > > > -- Robert > > > > > > > > > > > > messages. > > > > > > > ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: Re: Congrats!!!!!!!!
Date: Jun 09, 2002
Jim & Dondi, Thanks for all your help. Always enjoyed speaking with both of you. I think your customer service is outstanding. Will send pics when I get a chance. I don't have a digital camera yet, but will convert some prints to digital & email. Hope all is well. Chris ----- Original Message ----- From: "info" <info(at)aircrafttechsupport.com> Subject: Kolb-List: Congrats!!!!!!!! > > Congratulations on your first flight, Chris! > > Please send pictures, we'd like to put em on our website! > > Thanks, > 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: "David Key" <dhkey(at)msn.com>
Subject: new propeller
Date: Jun 10, 2002
Well, I flew in the rain, not smart, and not smart with a wood prop. Anyway I've been looking for a good reason to get a new prop and have my mind set on a Powerfin. What size and type are you running on your Mark III and how do you like it? Thanks, Dave Key ________________________________________________________________________________
Date: Jun 10, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: new propeller
> I've been looking for a good reason to get a new prop and have my mind set > on a Powerfin. > Dave Key Dave/Gang: I don't fly with a Powerfin, but I have flown 1,500+ hours in front of a Warp Drive on my old MK III. Because rain is tough and the kind of flying I do occassionally, I choose the nickle leading edges because even solid carbon fiber is eroded by rain. Because of the geographic areas and remoteness that me and my MK III find ourselves at times, I chose a proven product that has the ability to get me home, no matter what. Yesterday, on the return leg from Jasper, GA, to my home field, an exhaust spring hit the leading edge of one blade causing minor damage. Knocked out a chunk about 1/4 X 1/2 inch. Did not realize it had happened until I was doing my post flight at home. BTW: Did the 160 mile leg in one hop at 1.5 hours at 85 mph indicated airspeed. Not bad for an old fat lady. On other occassions have had a 18 inch X 1.5 inch piece of exhaust pipe with a 90 deg and a 180 deg bend og through the Warp Drive and still made it home. john h ________________________________________________________________________________
Date: Jun 10, 2002
From: Jimmy <jhankin(at)planters.net>
Subject: Re: Strobe lights
I too have a Kuntzleman strobe unit that is not very bright. I was told by the President of the company to return it for a checkout and if ok, will refund purchase price. Does anyone have a e-mail for Illusion or a web address. Jimmy Hankinson 912-863-7384 Rocky Ford, Ga. 30455 jhankin(at)planters.net Kolb Firefly/447/210hrs Local field, Pegasus/2000/Grass Airport JYL/Sylvania, Ga. ________________________________________________________________________________
From: "Jeffrey Jones" <jeffrey.jones(at)interactivetechnologies.com>
Subject: Re: Strobe lights
Date: Jun 10, 2002
Jimmy, Do not have the web address, but here is their phone number. 831/688-9260 ----- Original Message ----- Jeff > Does anyone have a e-mail for Illusion or a web address. > ________________________________________________________________________________
From: Dickk9(at)aol.com
Date: Jun 10, 2002
Subject: Re: Strobe lights
In a message dated 6/9/02 11:26:55 PM Eastern Daylight Time, ul15rhb(at)juno.com writes: << Kuntzleman does give excellent customer service, but the Illusion strobes are much brighter. >> Hi to all on the Kolb list. Being a Kolb owner myself and a member to the Kolb list I would like to take this opportunity to respond to recent posts. About Kuntzleman Electronics Anti-collision strobe systems. We are not the BRIGHTEST, however, we have flight tested our Magnum units and they are visible in excess of 5 miles and are 2 Joules BRIGHTER than one of the popular systems that is FAA approved for General Aviation use. We are not the fastest FLASH, however, we DO meet the FAA flash rate requirements for General Aviation use. We are not certified by the FAA for General Aviation use, we could be if we wanted to enter that market. That would cause a substantial price increase. We are not designed for use on FIRE TRUCKS, POLICE CARS, AMBULANCES, TOW TRUCKS, SCHOOL BUSES, etc. We ARE designed specifically for ULTRALIGHT & EXPERIMENTAL aircraft use. We designed all of our systems with a specific use in mind. Over the years we have listened to our customers suggestions and tried to give them what they ask for. Our design takes into consideration BRIGHTNESS and FLASH RATE, WEIGHT and POWER CONSUMPTION. Along with longevity of the system. Every one of these things is equally important. We are the lightest unit on the market, 10 ounces. We draw the LEAST amount of power from your electrical system, less than 2 Amps. Our Smart Strobe systems will work on any power you feed them from 10 to 100 volts AC or DC with no change in brightness or flash rate. Our driver boxes will fire the strobe bulb of any GA strobe head. So, if you desire a GA strobe head we can sell you a box to power it. All of our systems are sold with a warranty and a satisfaction policy. Should you need repair service it will, in most cases, be completed in a 24 hour time frame and a lot of times for FREE! Our prices are at or below any of our competition. We have been building strobe systems since 1984 and have over 10,000 in service all over the world. We are currently supplying the US Army with a modified Dual Smart Strobe driver that is being used on one of their helicopters to replace a system built by a well known strobe manufacture. The Army has thoroughly tested this system and it meets all of their specs. So, when shopping for a strobe system look at all the features a system has to offer. Thank you, Dick Kuntzleman, President & Mark II builder Kuntzleman Electronics, Inc. ________________________________________________________________________________
Subject: Re: Lord mounts
From: Erich_Weaver(at)URSCorp.com
Date: Jun 10, 2002
06/10/2002 03:31:25 PM Hey listers! A general question that I cant recall being discussed before: Do I need to be concerned about my Lord engine mounts ever wearing out? Is there any recommended replacement schedule? I cant see or feel any evidence of mine going bad, but I really dont want to have that first experience mid-flight! Also, I've been told by some to include a large fender washer on the Lord mounts to prevent the engine from tearing completely off should one or more mounts fail. Is this common practice or overkill? regards, Erich Weaver erich_weaver(at)urscorp.com 130 Robin Hill Road, Suite 100 Santa Barbara, California 93117 Tel: 805-964-6010 fax: 805-964 0259 ________________________________________________________________________________
Subject: powerfin?
From: "Jim Gerken" <gerken(at)us.ibm.com>
Date: Jun 10, 2002
06/10/2002 03:26:39 PM >Well, I flew in the rain, not smart, and not smart with a wood prop. Anyway >I've been looking for a good reason to get a new prop and have my mind set >on a Powerfin. What size and type are you running on your Mark III and how >do you like it? >Thanks, >Dave Key I am running a 66 inch three blade original design Powerfin on a 582, Mkiii, "C" box with 1.62:1 ratio. It works great, smooth, durable, efficient. I have 5 years and 180 hours on it. If you are interested, call Powerfin and speak with the owner Stuart. He can explain your options with whatever box ratio you are running. I understand he has a new design for aircraft which fly in the speed range of Kolbs (some people like to think the prop is specially for Kolbs, but I believe Stuart says it is for all similar, Kolb just happens to fall in the middle of the design point). Mine is setup to just touch redline on the 582, and will hit 90 mph in level flight. The climb rate is excellent, although i don't have an instrument to measure it. Jim Gerken ________________________________________________________________________________
From: "Jeffrey Jones" <jeffrey.jones(at)interactivetechnologies.com>
Subject: Re: Lord mounts
Date: Jun 10, 2002
Eric/Others Noticed a nice difference in changing my mounts. Lord did not sell directly to me however took my part number and found plenty of distributors to buy from. If you need a contact let me know. Found my mount under the industrial side of Lord products. They have a great PDF file to open or download. Here is the link: http://www.lordmpd.com/catalogs/ia_products.asp. Changed my mounts for $42.00 and worth it! I do use the big washer.....a must for safety. Jeff > Hey listers! > > A general question that I cant recall being discussed before: Do I need > to be concerned about my Lord engine mounts ever wearing out? Is there any > recommended replacement schedule? I cant see or feel any evidence of mine > going bad, but I really dont want to have that first experience mid-flight! > > Also, I've been told by some to include a large fender washer on the Lord > mounts to prevent the engine from tearing completely off should one or > more mounts fail. Is this common practice or overkill? ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 10, 2002
Subject: Re: Strobe lights
In a message dated 6/10/02 1:52:56 PM Eastern Daylight Time, Dickk9(at)aol.com writes: > So, when shopping for a strobe system look at all the features a system has > to offer. > > > Thank you, > Dick Kuntzleman, President & Mark II builder > Kuntzleman Electronics, Inc. > > > Dick, I would say this is a timely response. I still like your stuff. Shack FS I SC ________________________________________________________________________________
Date: Jun 10, 2002
Subject: Re: Lord mounts
From: ul15rhb(at)juno.com
Erich, I have the original lord mounts on my Original Firestar after 15 years. I keep it in the garage and use Armor-All on them often. There are no signs of cracking and they seem to be fine. By the way, I use the Armor-All on my carb boot too. Danny Day once told me I was nuts to be using the same carb boot for over 5 years, but what he doesn't know is the sunlight here in MN is not as intense as it is down in AZ. Mine is in the garage most of its life and that saves the rubber. I have the original tires on too. Ralph Burlingame Original Firestar 700 hours flying ---------- Erich_Weaver(at)URSCorp.com writes: From: Erich_Weaver(at)URSCorp.com Subject: Kolb-List: Re: Lord mounts Date: Mon, 10 Jun 2002 10:52:46 -0700 06/10/2002 03:31:25 PM Hey listers! A general question that I cant recall being discussed before: Do I need to be concerned about my Lord engine mounts ever wearing out? Is there any recommended replacement schedule? I cant see or feel any evidence of mine going bad, but I really dont want to have that first experience mid-flight! Also, I've been told by some to include a large fender washer on the Lord mounts to prevent the engine from tearing completely off should one or more mounts fail. Is this common practice or overkill? regards, Erich Weaver erich_weaver(at)urscorp.com 130 Robin Hill Road, Suite 100 Santa Barbara, California 93117 Tel: 805-964-6010 fax: 805-964 0259 ________________________________________________________________________________
From: "Jim" <flykolb(at)carolina.rr.com>
Subject: Re: Strobe lights
Date: Jun 10, 2002
I have also been very pleased with my Kuntzleman strobes and the service is excellent. I had a special mount for my strobes and when one needed replacement , I sent the old one to Kuntzleman and he replaced the bulb in my mount at no extra charge. ----- Original Message ----- From: <HShack(at)aol.com> Subject: Re: Kolb-List: Strobe lights > > In a message dated 6/10/02 1:52:56 PM Eastern Daylight Time, Dickk9(at)aol.com > writes: > > > > So, when shopping for a strobe system look at all the features a system has > > to offer. > > > > > > Thank you, > > Dick Kuntzleman, President & Mark II builder > > Kuntzleman Electronics, Inc. > > > > > > > > Dick, I would say this is a timely response. I still like your stuff. > > Shack > FS I > SC > > ________________________________________________________________________________
Date: Jun 10, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Lord mounts
Do I need > to be concerned about my Lord engine mounts ever wearing out? > Erich Weaver Erich/Gang: I am. I check mine as part of preflight. During my time in this sport, the Lord mount is the only system I have used. Well, one time Brother Jim and I experimented with a system of our own, on the Firestar, but they were wayyyyyyy too hard. Flew from Woodville, FL, to Titus, AL, and all the rivets in my body loosened up. We were trying to overcome the tendency of the 447 to rotate up in the rear and roll right (I think). During WOT I had to reduce power to get the thrust line back where it belonged, which in turn increased my airspeed. By playing with power, I could actually get my 85 mph out of the Firestar. If I didn't play with it, it would bog down at about 70 mph. Back to the subject. I have only had one Lord mount fail in many many hours. It was on the MK III with the 912. There was no problem encountered. If they start to crack, split, deteriorate, or what ever, spend some bucks and buy some more. I use the hardest available for the 912 and 912S. I think it is a 92. john h ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Lord mounts
Date: Jun 10, 2002
I'm not sure about the "wearing out", Erich...........my feeling would be to inspect them for signs of deterioration. I have heard of the fender washer thing, and used them on Vamoose. As you say, if a mount does let go.............things might get interesting, possibly stressful (??) but at least the engine would be more or less in position. Cheap insurance, in my eyes. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: <Erich_Weaver(at)URSCorp.com> Subject: Kolb-List: Re: Lord mounts > > > Hey listers! > > A general question that I cant recall being discussed before: Do I need > to be concerned about my Lord engine mounts ever wearing out? Is there any > recommended replacement schedule? I cant see or feel any evidence of mine > going bad, but I really dont want to have that first experience mid-flight! > > Also, I've been told by some to include a large fender washer on the Lord > mounts to prevent the engine from tearing completely off should one or > more mounts fail. Is this common practice or overkill? > > regards, > > Erich Weaver > erich_weaver(at)urscorp.com > 130 Robin Hill Road, Suite 100 > Santa Barbara, California 93117 > > Tel: 805-964-6010 > fax: 805-964 0259 > > ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Jun 11, 2002
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
In a message dated 6/11/02 2:51:02 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: > > So, when shopping for a strobe system look at all the features a system > has > > to offer. > I've been using Kuntzleman stobes (double dual) for 6 yrs.and I,m very satisfied along with Dicks service. Hooking up the Kuntzleman hot box I hooked a wire wrong and smoke came out of the box. Sent it back, it was returned to me the end of that week, all gone over, fixed, no charge. We all have choices: Kolb vs. Fergy Rotax vs. ??? Kuntzleman vs. ??? Just kidding abit. I look at it sort of like Ford and Chevy, Warp and Ivo. There are brighter, faster, heavier, more expensive ones, but I'll stick with mine and support Dick who builds & flies Kolbs and has been part of the Kolb family for years. My strobes are kind of like the ol Timex watches, my left on has grass stains on the bottom of it and the right one has had corn leaves wrapped around it, and they are still ticking !! Safe flying Bob Griffin Albany NY ________________________________________________________________________________
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: Strobes
Date: Jun 11, 2002
I have an original Kuntzleman single strobe on my Ultrastar that was not working when I purchased it . I contacted the company and was told the wiring was incorrect by the previous owner. Hooked it up correctly and it is working fine. I was told this is an original with a baby food jar for a lens.This unit dates from the early 80's when he started the company. And he can repair it if it ever needs anything because the parts are interchangeable with the later unit...except for the baby food jar. The single unit is very bright and I will purchase another when I finish the second machine....in other words, I like the single unit and I like the company..... Ed in Western NY ________________________________________________________________________________
Date: Jun 11, 2002
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: powerfin?
I have a three bladed 72" Power Fin on my 1.6 to 1 reduction drive VW MKIII. I'm very happy with the prop. I really don't have a point reference for other props. I was flying with a direct drive 60 X 28 wood prop. I'm getting conservatively twice the thrust that I was getting. I'm also cruising with a much lower power level at higher speeds. Steve Bennet at Great Planes Aircraft did some testing of Power Fin, Warp Drive, and IVO props. He claims that Power Fin produced the highest thrust and IVO the lowest by a significant margin. It's no secret that Warp Drive Props are rugged but they have high inertia forces that can cause problems if your gear box isn't designed for it. My feeling is that there is no place for wood props on a pusher. They are just too easy to damage. My $.02 worth Rick Neilsen Redrive VW powered MKIII >>> gerken(at)us.ibm.com 06/10/02 04:26PM >>> >Well, I flew in the rain, not smart, and not smart with a wood prop. Anyway >I've been looking for a good reason to get a new prop and have my mind set >on a Powerfin. What size and type are you running on your Mark III and how >do you like it? >Thanks, >Dave Key I am running a 66 inch three blade original design Powerfin on a 582, Mkiii, "C" box with 1.62:1 ratio. It works great, smooth, durable, efficient. I have 5 years and 180 hours on it. If you are interested, call Powerfin and speak with the owner Stuart. He can explain your options with whatever box ratio you are running. I understand he has a new design for aircraft which fly in the speed range of Kolbs (some people like to think the prop is specially for Kolbs, but I believe Stuart says it is for all similar, Kolb just happens to fall in the middle of the design point). Mine is setup to just touch redline on the 582, and will hit 90 mph in level flight. The climb rate is excellent, although i don't have an ________________________________________________________________________________
From: "VIC" <vicw(at)vcn.com>
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
Date: Jun 11, 2002
Ralph: Danny Day also told me that the Kolb as an unsafe aircraft and not to buy one. Vic ________________________________________________________________________________
Date: Jun 11, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: powerfin?
It's no secret that > Warp Drive Props are rugged but they have high inertia forces that can > cause problems if your gear box isn't designed for it. > Rick Neilsen Rick/Gang: What gear boxes were you referring too in the above reference Warp Drive Props? I have flown many hours with the Warp Drive with not apparent problems. Based on the amount of time I spend in the pilot's seat, the areas of the world I fly, and the type of flying I do, I would have no other prop but a Warp Drive. Sure, Warp has sponsored me for the last 9 years. One of the best sponsors I have had the priviledge to be associated with. Until another prop comes along that will perform and last like the Warp, I will stick with them. I have told many people many times that sponsor or not, I would fly with Warp Drive. john h ________________________________________________________________________________
Date: Jun 11, 2002
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: powerfin?
>Based on the amount of time I spend in the pilot's seat, the >areas of the world I fly, and the type of flying I do, I >would have no other prop but a Warp Drive. Sure, Warp has >sponsored me for the last 9 years. One of the best sponsors >I have had the priviledge to be associated with. Until >another prop comes along that will perform and last like the >Warp, I will stick with them. I have told many people many >times that sponsor or not, I would fly with Warp Drive. Does the Warp Drive prop require a nickel leading-edge for using in water applications? Does the PowerFin? -- R ________________________________________________________________________________
Date: Jun 11, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: powerfin?
> Does the Warp Drive prop require a nickel leading-edge for using in water > applications? Does the PowerFin? > > -- R Robert/Gang: Here is what I said yesterday to the Kolb List: > Because rain is > tough and the kind of flying I do occassionally, I choose > the nickle leading edges because even solid carbon fiber is > eroded by rain. I can not speak for any other prop except wood and Warp Drive, because those are what I have experience with. Also, I will never tell anyone not to buy any other brand prop. I will only tell you what my experience with a product is, not what I think it is. The Warp Drive blade is solid carbon fiber, continuous fiber from tip to blade grip and back to the tip. Occasional rain is not going to ruin it. May clean off the bugs and some of the flat black paint. Hours and days of continuous rain flying, which most folks are not going to do, requires the nickle steel leading edge to prevent erosion. Wooden blades with no leading edge protection do not fair well or very long in rain. I ruined a brand new GSC wooden prop that flew from home to Lakeland and back only. Hit a big rain storm coming out of Lakeland on the way home. Looked liked someone had thrown a bucket of gravel through the prop at WOT. john h PS: I do not know about the Power Fin and leading edge protection. All I know about the Power Fin is what I read on this List. ________________________________________________________________________________
Date: Jun 11, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: powerfin?
The three bladed Warp Drive is over the limit for the "B" gear box.=0D =0D Ron Payne=0D =0D -------Original Message-------=0D =0D From: kolb-list(at)matronics.com=0D Date: Tuesday, June 11, 2002 09:50:46 AM=0D Subject: Re: Kolb-List: powerfin?=0D =0D =0D It's no secret that=0D > Warp Drive Props are rugged but they have high inertia forces that can=0D > cause problems if your gear box isn't designed for it.=0D =0D > Rick Neilsen=0D =0D Rick/Gang:=0D =0D What gear boxes were you referring too in the above=0D reference Warp Drive Props? I have flown many hours with=0D the Warp Drive with not apparent problems.=0D =0D Based on the amount of time I spend in the pilot's seat, the=0D areas of the world I fly, and the type of flying I do, I=0D would have no other prop but a Warp Drive. Sure, Warp has=0D sponsored me for the last 9 years. One of the best sponsors=0D I have had the priviledge to be associated with. Until=0D another prop comes along that will perform and last like the=0D Warp, I will stick with them. I have told many people many=0D times that sponsor or not, I would fly with Warp Drive.=0D =0D john h=0D =0D =0D = =0D = =0D = =0D = =0D =0D =0D =0D =0D =2E ________________________________________________________________________________
From: DMe5430944(at)aol.com
Date: Jun 11, 2002
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
________________________________________________________________________________
From: DMe5430944(at)aol.com
Date: Jun 11, 2002
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
________________________________________________________________________________
From: DMe5430944(at)aol.com
Date: Jun 11, 2002
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Re: Squirrely Mk3
Date: Jun 11, 2002
John Hauck, et al, I just returned from another proficiency flight in my Fly. While I was at the airport Rutledge Fuller (He is an A&P now) showed me a Mk3/912 he was working on. It looked like a pretty nice job but he said it was unstable during takeoffs and landings. Rut is an excellent pilot and it takes a lot to scare him but he said this thing made him very nervous. Increases in throttle bring the nose down very abruptly and he had a hard time getting her down. She also has a bad tendency to twist with takeoff torque. He said he was considering setting the vertical stabilizer to counter the torque effect. I told him that you tried that without success and replaced back where it was originally. I walked around it and observed that the landing gear had been shortened by a replacement which looked bad to me. She squats very close to the ground. She was also kind of creaky from lack of lubrication on virtually all controls. There was a "Hauck" rudder trim tab but Rut had reduced the bend angle. I advised him to put the bend back where it was and agreed that he should check the W/B and rigging. Rut is our local Flightstar dealer. It is possible that with his Spam cans and Flightstars he has grown used to flying tractors and forgotten how to fly high thrust line Kolbs. I hope I don't have this kind of trouble waiting for me when I get my Mk3 ready to fly. Constructive suggestions cheerfully accepted, Duane the plane, Tallahassee, FL, FireFly SN 007, 120 Hrs, Mk3/912 in the workshop. ----- Original Message ----- From: John Hauck Subject: Re: Kolb-List: Re: Lord mounts Do I need > to be concerned about my Lord engine mounts ever wearing out? > Erich Weaver Erich/Gang: I am. I check mine as part of preflight. During my time in this sport, the Lord mount is the only system I have used. Well, one time Brother Jim and I experimented with a system of our own, on the Firestar, but they were wayyyyyyy too hard. Flew from Woodville, FL, to Titus, AL, and all the rivets in my body loosened up. We were trying to overcome the tendency of the 447 to rotate up in the rear and roll right (I think). During WOT I had to reduce power to get the thrust line back where it belonged, which in turn increased my airspeed. By playing with power, I could actually get my 85 mph out of the Firestar. If I didn't play with it, it would bog down at about 70 mph. Back to the subject. I have only had one Lord mount fail in many many hours. It was on the MK III with the 912. There was no problem encountered. If they start to crack, split, deteriorate, or what ever, spend some bucks and buy some more. I use the hardest available for the 912 and 912S. I think it is a 92. john h = = = = ________________________________________________________________________________
Date: Jun 11, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
Maybe I missed something. Who is Danny Day and what part of the Kolb package makes it unsafe? I have voiced an opinion about some concerns in the Kolb line but nothing that could not be corrected during construction. I would like some details as to what he thinks is unsafe. Ron Payne -------Original Message------- From: kolb-list(at)matronics.com Date: Tuesday, June 11, 2002 10:40:18 AM Subject: Re:Kolb-List: Re: Kolb-List Digest: 13 Msgs - 06/10/02 Ralph: Danny Day also told me that the Kolb as an unsafe aircraft and not to buy one _- ________________________________________________________________________________
From: "David Key" <dhkey(at)msn.com>
Subject: Prop size
Date: Jun 11, 2002
Is anyone running a 70 inch 2 blade Powerfin on a Mark III? How do you like it...I was wondering if that would fit. I'm going to measure mine this weekend and see. Thanks, Dave ________________________________________________________________________________
From: "jawmson" <jawmson(at)attbi.com>
Subject: Comments on the Kolb
Date: Jun 11, 2002
Kolb Listers, There have been several recent posts that reference comments made by Danny Day. Who is this person and where can I read his comments. I will reserve my judgment on him until I see his words or until I fly my Kolbra. John Williamson Arlington, TX Kolbra, Jabiru 2200 http://home.attbi.com/~kolbrapilot/ ________________________________________________________________________________
From: "Brian Hale" <hale.b(at)attbi.com>
Subject: Firestar I for sale
Date: Jun 11, 2002
Kolb Listers: I have decided to sell my faithful Firestar I, here are the details- Rotax 503 with starter and oil injection, Warp Drive, EIS, Full enclosure, Tundra tires, 300 hrs frame/100 hrs engine, always hangered, I believe the kit was completed around '96, I bought the plane in Nov '98. I am located in Sacramento, CA. I am not the builder, I bought the plane from the builder, I believe workmanship is top quality, the plane has some hanger rash, but otherwise in excellent flying condition. Only history is some damage to the left wing, the trailing edge and part of the aileron were repaired and the wing was recovered, that was 150 hours ago. Not sure what to ask, I was hoping to get some input from the list on pricing, I do know what I would have to get to sell. I will always be a Kolb fan, I am selling this plane so I can move up to a two seater, most likely a Mark III, but not sure yet. Anyone interested can contact me at 916 988 8449 or hale.b(at)attbi.com Brian Hale ________________________________________________________________________________
Date: Jun 11, 2002
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: Squirrely Mk3
> I walked around it and observed that the landing gear had been shortened > by a replacement which looked bad to me. She squats very close to the gro> und. It is possible that with his Spam can> s and Flightstars he has grown used to flying tractors and forgotten how > to fly high thrust line Kolbs. > I hope I don't have this kind of trouble waiting for me when I get my Mk3> ready to fly. > Duane the plane, Tallahassee, FL, FireFly SN 007, 120 Hrs, Duane/Gang: Can not comprehend why someone would want to shorten and lower the MK III from the stock configuration. My line of thought is just the opposite. I reconfigured to raise the nose and move the main gear forward to put more weight on the tail wheel. I can see it would be a hand full to take off and land. I do not forsee you having any problem with your MK III. You have been there before. john h ________________________________________________________________________________
From: Dickk9(at)aol.com
Date: Jun 11, 2002
Subject: Re: Comments on the Kolb
Danny Day runs Colorado Unlimited Adventure Corp. in Tumacacori, AZ Phone 520 398 8311 Email cuac(at)msn.com ________________________________________________________________________________
Date: Jun 11, 2002
From: tom sabean <sabean(at)ns.sympatico.ca>
Subject: Trailer
Anybody have the exact interior measurements for a trailer that would fit the Mark111 Xtra? I searched the archives and found lots of useful info but could find no definitive measurements. Thanks, Tom Sabean Building Mk111 Xtra ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Jun 12, 2002
Subject: Re: Strobe lights
> > So, when shopping for a strobe system look at all the features a system has > > to offer. > > > > > > Thank you, > > Dick Kuntzleman, President & Mark II builder > > Kuntzleman Electronics, Inc. > > > > > > > > Dick, I would say this is a timely response. I still like your stuff. > > Shack > FS I > SC I like my Kuntzleman strobe light and power supply. Take a look; http://members.aol.com/guillermou/237.jpg Will Uribe El Paso, TX FireStar II N4GU C-172 N2506U http://home.elp.rr.com/airplane/ ________________________________________________________________________________
Date: Jun 12, 2002
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Squirrely Mk3
Just for the record "Squirrely" is NOT a term associated with any Kolb aircraft. They are responsive and require some attention but not that other word. Kolb aircraft will go exactly were you point them. They don't seem to be capable of PIO (pilot induced oscillation) which is good. There is a adjustment that you need to make when you change throttle settings but when you quit moving the throttle the pitch force changes also quit. If a Kolb turned out to be that other word, I would suggest you check that you are within the CG limits before flying that plane. If that doesn't fix the problem then find out were you deviated from the construction manual in a big way and fix it. My $.02 worth Rick Neilsen Redrive VW powered MKIII Snip <<<<>>> ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Web page update...
Date: Jun 12, 2002
The Mark 3 is growing a tail!!! Put up a few more pictures... http://kilocharlieaero.homestead.com/progress2.html Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Tail riggin'
Date: Jun 12, 2002
I spent a good deal of time last night adjusting the tail on the M3. Figured out that when the hinges are aligned with the pivot bolts of the elevator bellcrank, that the horizontal stabilizer will not move fore/aft when the elevator is moved up or down. The farther off the hingeline is from the pivot bolts then the more the horizontal stabs will move fore/aft. Well, I clamped a sharpie marker to the horizontal stabilizer and started adjusting back and forth...the sharpie tip makes a mark on the boom tube about 1/16 long as you swing the elevator up and down. (see http://kilocharlieaero.homestead.com/files/marker.jpg ) The plans say to leave space between the forward mounting hinges of the horizontal stab. To allow for this movement. Does 1/16 total movement sound close enough? The washers I've been using for shims are a little less than 1/16" thick and any closer adjustment would require filing down a washer to a half-thickness. When I get it close enough, I'll make the little steel tubing spacers the same length as the washer packs. What think? Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Re: Squirrely Mk3
Date: Jun 12, 2002
Richard Nielson, et al, Down boy! Sorry I offended your sensitivity about the squirrely Kolb. As reported at the end of the day the squirrelyness had been banished by the Flightstar-dealer-pilot's learning how to fly Kolbs again which should leave the Kolb's sterling reputation still in tact for most of us. Rest assured that my fourth Kolb will be thoroughly checked and flight tested based on AC 90-89 just as the other three were. Duane the plane, Tallahassee, FL, FireFly SN 007, 120 Hrs, Mk3/912. ----- Original Message ----- From: Richard Neilsen Subject: Kolb-List: Re: Squirrely Mk3 > Just for the record "Squirrely" is NOT a term associated with any Kolb aircraft. They are responsive and require some attention but not that other word. Kolb aircraft will go exactly were you point them. They don't seem to be capable of PIO (pilot induced oscillation) which is good. There is a adjustment that you need to make when you change throttle settings but when you quit moving the throttle the pitch force changes also quit. If a Kolb turned out to be that other word, I would suggest you check that you are within the CG limits before flying that plane. If that doesn't fix the problem then find out were you deviated from the construction manual in a big way and fix it. My $.02 worth Rick Neilsen Redrive VW powered MKIII Snip <<<<>>> = = = = ________________________________________________________________________________
Date: Jun 12, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: FireStar Gross Weight Weight
I have been calling Kolb all day to try and find out what the gross weight is for a FireStar but can only get an answering machine. Does anyone out there know the figure. In the FireStar brochure that I got from Kolb it shows the gross weight at 725 lbs. Farther on down the same brochure it lists the gross weight at 860 lbs. If I go by the 725 figure, I can carry a passenger of no more than 18 lbs. I am trying to get the placards engraved so I can get the final inspection. Does anyone out there know what the factory recommended gross weight is?=0D =0D Ron Payne ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Jun 12, 2002
Subject: Re: FireStar Gross Weight Weight
860 on the FS II with 7 ribs. ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Web page update...
Date: Jun 12, 2002
Neat pics, and a nice job, Jeremy.............but wait till you get to drilling the flap & aileron hinge holes...........you ain't seen nothin' yet. Uh..............nice air conditioned basement, and all, ( I AM envious), but, uh.............how ya gonna get it outa there ?? Up the steps ?? Uh - Huh ! ! ! That's only s'posed to happen with boats. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Jeremy Casey" <jrcasey(at)ldl.net> Subject: Kolb-List: Web page update... > > The Mark 3 is growing a tail!!! > > Put up a few more pictures... > > http://kilocharlieaero.homestead.com/progress2.html > > > Jeremy Casey > BCD Drafting, Inc. > jrcasey(at)ldl.net > > ________________________________________________________________________________
Date: Jun 12, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: FireStar Gross Weight Weight
Might that be the difference between the 5 versus the 7 rib per wing option? jerryb > >I have been calling Kolb all day to try and find out what the gross weigh>t >is for a FireStar but can only get an answering machine. Does anyone out >there know the figure. In the FireStar brochure that I got from Kolb it >shows the gross weight at 725 lbs. Farther on down the same brochure it >lists the gross weight at 860 lbs. If I go by the 725 figure, I can carr>y a >passenger of no more than 18 lbs. I am trying to get the placards engrav>ed >so I can get the final inspection. Does anyone out there know what the >factory recommended gross weight is?=0D >=0D >Ron Payne > > ________________________________________________________________________________
Date: Jun 12, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: powerfin?
Seen a good case of wood prop leading edge erosion this last weekend. A Kolb (MK2/3?) with a wood prop got caught in moderate to heavy rain and badly eroded the leading edge in less than 50 miles. jerryb > > > > Does the Warp Drive prop require a nickel leading-edge for using in water > > applications? Does the PowerFin? > > > > -- R > >Robert/Gang: > >Here is what I said yesterday to the Kolb List: > > > Because rain is > > tough and the kind of flying I do occassionally, I choose > > the nickle leading edges because even solid carbon fiber is > > eroded by rain. > >I can not speak for any other prop except wood and Warp >Drive, because those are what I have experience with. Also, >I will never tell anyone not to buy any other brand prop. I >will only tell you what my experience with a product is, not >what I think it is. > >The Warp Drive blade is solid carbon fiber, continuous fiber >from tip to blade grip and back to the tip. Occasional rain >is not going to ruin it. May clean off the bugs and some of >the flat black paint. Hours and days of continuous rain >flying, which most folks are not going to do, requires the >nickle steel leading edge to prevent erosion. > >Wooden blades with no leading edge protection do not fair >well or very long in rain. I ruined a brand new GSC wooden >prop that flew from home to Lakeland and back only. Hit a >big rain storm coming out of Lakeland on the way home. >Looked liked someone had thrown a bucket of gravel through >the prop at WOT. > >john h > >PS: I do not know about the Power Fin and leading edge >protection. All I know about the Power Fin is what I read >on this List. > > ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: FireStar Gross Weight Weight
Date: Jun 12, 2002
"Long Winded" is questionable. I think it was kinda short, considering how much you REally said. Let's hope everyone appreciated it as much as I did. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Ken Korenek" <ken-foi(at)attbi.com> Subject: Re: Kolb-List: FireStar Gross Weight Weight > > Ron or Mary wrote: > > > find out what the gross weight is for a FireStar > > Ron, > > I just went thru this a month or so ago with a set of 5 rib wings on an > FSII configuration; 503, 10 gallons of fuel and other additions that brought > the GW to 711 with my 260 pound carcass. > > The FSI with 5 ribs is rated at 550 pounds GW. An FS II with 7 ribs is > rated at 725 pounds. When I asked Kolb about that same brochure with the 860 > figure, I never really got a good answer, other than the 725 pounds should be > used as GW. I suspect that the 860 pound figure is a misprint. I also know > that these aircraft were designed very conservatively and that overloading > them by carrying too much fuel and people is commonplace and a climb ________________________________________________________________________________
Date: Jun 12, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
> >Ralph: > >Danny Day also told me that the Kolb as an unsafe aircraft and not to buy >one. > >Vic > > ________________________________________________________________________________
Date: Jun 12, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Kolb-List Digest: 13 Msgs - 06/10/02
Vic, If you going to make post to the list like this I feel it would be responsibile to provide more detail. When was this said, what model(s) did it pertain to, those produced by the old or the new Kolb company. Kolb has had an excellent tract record under the old company. I haven't heard anything serious since the new company has taken the operation over. jerryb > >Ralph: > >Danny Day also told me that the Kolb as an unsafe aircraft and not to buy >one. > >Vic > > ________________________________________________________________________________
Date: Jun 12, 2002
From: b young <byoung(at)brigham.net>
Subject: Re: Kolb-List Digest: 29 Msgs - 06/11/02
<<<>>>> Richard can you get the numbers??????? boyd ________________________________________________________________________________
Date: Jun 13, 2002
From: <wecounselman3(at)yahoo.com>
Subject: Love ya, Kolbers
To Rick Neilsen and all listers. You are a font of information. Don't get sucked into flame wars. Flying Is. Rick, do you find your VW engine conversion overweight and/or fragile? Why a redrive and a VW? Why the weight/expense of the redrive? Did you assemble the engine or did Great Planes or someone else do it? What type/ratio of redrive? What type prop? Did you bore out the cyls.? Compression ratio? Regular unleaded or premium? Bed mount or lord mount? Thanks, Bill C. ===== http://fifaworldcup.yahoo.com ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Web page update...
Date: Jun 13, 2002
I could try to twist it up the stairs...but rolling it out the 9' wide garage door on the end would probably be easier... ;-) And I've already pre-drilled ALL the hinges. Was a 2 night affair...about 4 hours worth of standing in front of the drill press (yawn...) Jeremy Neat pics, and a nice job, Jeremy.............but wait till you get to drilling the flap & aileron hinge holes...........you ain't seen nothin' yet. Uh..............nice air conditioned basement, and all, ( I AM envious), but, uh.............how ya gonna get it outa there ?? Up the steps ?? Uh - Huh ! ! ! That's only s'posed to happen with boats. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ________________________________________________________________________________
Date: Jun 13, 2002
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Love ya, Kolbers
The VW weighs within 10lbs of a Rotax 912. Fragile, so far no. Redrive, I flew the same basic engine configuration for three years in direct drive mode and my MKIII was marginal as a single place. The reduction drive produces more than twice the thrust with basically the same engine. Why a VW, the primary reason was cost. The Rotax 912 is a better engine but it is more that I can afford and rebuild costs will bring tears to your eyes. There isn't a VW engine package so there is a lot of custom work to get it all working. I paid $3,300 for a Bernie Bergman built long block 2180cc engine last winter. I added a bunch of other parts which I would guess would add another $2500 to the cost. I have details and photos on the following web site http://www.geocities.com/NeilsenRM/kolb-MKIII.htm So far I'm very happy with the engine. The engine is smooth and powerful. I'M burning app three gallons per hour at low cruse at 70 mph turning 3200 engine RPM at 50% power. My engine mount is heaver than it needs to be. I'm waiting to see what Julian Warren comes up with for a engine mount. If we can get other people moving again there will be other great developments with the VW engine on Kolbs. I don't want to mention names but Larry & Julian get to it. Rick Neilsen Redrive VW powered MKIII >>> wecounselman3(at)yahoo.com 06/13/02 03:13AM >>> Rick, do you find your VW engine conversion overweight and/or fragile? Why a redrive and a VW? Why the weight/expense of the redrive? Did you assemble the engine or did Great Planes or someone else do it? What type/ratio of redrive? What type prop? Did you bore out the cyls.? Compression ratio? Regular unleaded or premium? Bed mount or lord mount? Thanks, Bill C. ===== ________________________________________________________________________________
From: "John Anderson" <janderson3(at)nc.rr.com>
Subject: Re: Exhaust spring safety
Date: Jun 13, 2002
----- Original Message ----- From: "Dale Sellers" <dsellers(at)sgtcollege.org> Subject: Kolb-List: Exhaust spring safety > > On the subject of exhaust spring safety, I have an Ultra Star with the > Cuyuna engine. It has two ball and socket exhaust close together, six > springs each. So that's twelve springs to have to worry about so I had the > idea of putting a couple wraps of stainless steel screen wire around the > whole thing and putting a stainless hose clamp at each end of the wrap, > around the exhaust pipe, thus forming a screen cage around the whole problem > that will catch anything that comes off the joints. Works for me. My $.05 > worth (inflation). > > Dale Sellers > Ultra Star > Dale What I did was fed safety wire back and forth through the springs and wrapped the ends together. When I was done the wire was wrapped 360 deg around the pipe on both ends and through each spring twice. I then took high temp RTV and forced it down through the middle of each spring. Way over kill, should have just put a bead down the outside of each spring.. John Anderson ******************* ________________________________________________________________________________
Date: Jun 13, 2002
From: Ken Korenek <ken-foi(at)attbi.com>
Subject: Re: Exhaust spring safety
> I then took > high temp RTV and forced it down through the middle of each spring. Way > over kill, should have just put a bead down the outside of each spring. Just putting a bead of RTV down the side does nothing. Filling the center of each spring does two things. First, and in conjunction with the safety wire, it holds captive any pieces of spring that do break loose. Secondly, the RTV reduces the ability for the springs to vibrate which is what causes the springs to fail in the first place. If you only put a bead down the side, there is not enough RTV to dampen the tendency for the springs to vibrate and it is more likely to suffer a high frequency failure than if you fill the center. ********************* Ken W. Korenek ken-foi(at)attbi.com FireStar II, Rebuilding 7 Rib Wings 4906 Oak Springs Drive Arlington, Texas 76016 817-572-6832 voice 817-572-6842 fax 817-657-6500 cell 817-483-8054 home ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Jun 13, 2002
Subject: Re: FireStar Gross Weight Weight
860 is not a misprint. 725 is used for GW calculations. It's not going to perform like advertised at 860. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
From: "VIC" <vicw(at)vcn.com>
Subject: Re: Danny Day's Comment
Date: Jun 13, 2002
List Members please reread my post about Danny Day's comments concerning Kolbs. I was responding to Ralph's Post "Danny Day once told me I was nuts to be using the same carb boot for over 5 years." Recall that I said Danny Day "also" told me ....... Mr. Day made his comment to me in a phone conversation I had with him a couple of years ago when I told him I was building a Firestar and was looking for some dual instruction. I was given Mr. Day's number as a possible instructor. Needless to say I found someone else to give me some dual instruction. My comment was not meant to reflect badly against Kolbs because I fly a Firestar and I do not agree with Mr. Day. I hope no one thought I was bad-mouthing Kolbs. Kolbs are very responsive (this is good) and I agree with Rick Neilson recent post that although Kolb requires attention (every light aircraft does) the Kolb does exactly what you tell it to do. Not Rick's comment exactly but I think you get the message. I took some dual time in a Maxair Drifter and my instructor told me "learn to land a Drifter and the Kolb will be easy" I still vividly recall my first landing in my Kolb. It was almost a non-event except for the great joy I experienced in accomplishing my goal. I knew then, that my decision to build a Kolb and find a different instructor was the correct decision. Vic ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Bending stainless tangs...
Date: Jun 13, 2002
What is the best way to bend the stainless tangs for the cable bracing? Vise with soft jaws and hit them with a hammer? The manual says no sharp bends... Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
Date: Jun 13, 2002
From: Bob Bean <slyck(at)frontiernet.net>
Subject: gas tanks
Has anyone some knowledge about Mil spec B-83054 aviation foam filled gas tanks? Seems like a good idea. How much reduced capacity would the foam create? -BB ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Bending stainless tangs...
Date: Jun 13, 2002
I just used 2 pair of vice grips. Position them where you want, and put on the pressure. Easy to do, and easy to gauge the amount of bend. Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Jeremy Casey" <jrcasey(at)ldl.net> Subject: Kolb-List: Bending stainless tangs... > > What is the best way to bend the stainless tangs for the cable bracing? > Vise with soft jaws and hit them with a hammer? The manual says no > sharp bends... > > Jeremy Casey > BCD Drafting, Inc. > jrcasey(at)ldl.net > > ________________________________________________________________________________
From: SGreenpg(at)aol.com
Date: Jun 13, 2002
Subject: Re: Alternative fabric finishing processes
Give Jim and Dondi a call at Aircraft Technical Support. They even have a toll free tech. support line. 877-877-3334 They are the Poly Fiber people. They also sell a real neat drill jig for drilling your Kolb wing ribs for the fabric rivets. Steven ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Alternative fabric finishing processes
Date: Jun 13, 2002
Some time ago, ( year ago ?? ) I sent a message about that drilling jig.............shoulda made a web page out of it, I guess. CRS. Anyway, the thing is inexpensive, works beautifully, and I can't imagine doing the job without it; but I DID have a problem with the bit trying to "walk" slightly when it 1st hit the ribs, which caused some off-center holes. I solved it with one of those orange jawed, spring loaded "pony" clamps. Quick & easy............put the jig in position, clamp it, drill it, move it............stays put till you want it to move. It also helps to use the Black & Decker "Bullet Point" drill bits............they have a little less tendency to "walk." Helpful Lar. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: <SGreenpg(at)aol.com> Subject: Re: Kolb-List: Alternative fabric finishing processes > > Give Jim and Dondi a call at Aircraft Technical Support. They even have a > toll free tech. support line. 877-877-3334 They are the Poly Fiber people. > > They also sell a real neat drill jig for drilling your Kolb wing ribs for the > fabric rivets. > > Steven > > ________________________________________________________________________________
Date: Jun 13, 2002
Subject: Re: Bending stainless tangs...
From: ul15rhb(at)juno.com
writes: > > What is the best way to bend the stainless tangs for the cable > bracing? > Vise with soft jaws and hit them with a hammer? The manual says no > sharp bends... > > Jeremy Casey > BCD Drafting, Inc. > jrcasey(at)ldl.net Jeremy, I put them in a vise that had an aluminum cover on the jaws and made a gradual bend with a rubber hammer. I'm flying with those same tangs now. Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
Date: Jun 13, 2002
Subject: [ Dale Sellers ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Dale Sellers Subject: Ultra Star Pictures http://www.matronics.com/photoshare/dsellers@sgtcollege.org.06.13.2002/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: "N.B. DelMore" <mk3(at)bailinair.com>
Subject: Bending stainless tangs...
Date: Jun 14, 2002
You can also use a couple of hardwood blocks, one with the proper radius filed/sanded/etc, a vise and a hard plastic mallet/hammer. Check out some of the Bigellis books from EAA, I belive the "SportPlane Builder" is the better one, with lots of component manufacturing hints `n kinks. Noel Nashua, NH MK III http://www.bailinair.com ________________________________________________________________________________
Date: Jun 14, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: List Browsing Feature!
Dear Listers, I thought I'd post a little reminder to everyone about a very slick feature of the email Lists here at Matronics. You can now use Netscape or Internet Explorer to browse the current messages on your favorite List! The List Browse Function tracks the current 7 day's worth of List messages for any given List. Indexes are updated every 30 minutes with new messages that have been posted. You can resort the message indexes by Thread, Subject, Author, or Date and easily track and find current threads. A number of List members have written to say that they love the List Browser because they can keep tabs on the latest List messages throughout the day without having to constantly check their email or wait for the Digest issue to come out. You can check out the List Browse Feature by going to the following URL and clicking on the List of your choice: http://www.matronics.com/listbrowse Enjoy! Matt Dralle 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 ________________________________________________________________________________
Date: Jun 14, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: FireStar Gross Weight Weight
I finally got ahold of Kolb and asked what the max gross take off weight should be. Ray Brown checked their FireStar and said that they had it posted as 725 lbs. He didn't know where the 860 lbs came from and since the brocure listed the max weight as 725 lbs, that is what I should use. That means with me at 206 lbs in the seat and 10 gallons of fuel, I can carry a passenger of no more than 22 lbs. Hopefully Kolb will look into this a little more and come up with a firm figure based on some engineering research. Ron Payne -------Original Message------- From: kolb-list(at)matronics.com Date: Thursday, June 13, 2002 04:48:03 PM Subject: Re: Kolb-List: FireStar Gross Weight Weight 860 is not a misprint. 725 is used for GW calculations. It's not going to perform like advertised at 860. David Snyder Building FSII Long Branch N.J. _-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_- ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Jun 14, 2002
Subject: Re: Kolb-List Digest: 32 Msgs - 06/13/02
In a message dated 6/14/02 2:51:11 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: > Will be pulling the plug on this thing and pulling out of > > here in the morning. John & Nell,Don,t know if you are gone yet or not ? Wanted to wish you a safe trip (adventure) through Alaska. We'll miss you on the list. If you ever travel up the "Right Side" We have a huge guest room. Have a great time !! Bob Griffin Albany NY ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Alternative fabric finishing processes
Date: Jun 14, 2002
You wouldn't happen to know who makes it, huh? ;-) I used the fire out of the jig last Saturday and it's worth twice whatever they're getting for them...(and I don't know what their asking for it...but they have great prices on everything else) Thanks Steve... Jeremy Give Jim and Dondi a call at Aircraft Technical Support. They even have a toll free tech. support line. 877-877-3334 They are the Poly Fiber people. They also sell a real neat drill jig for drilling your Kolb wing ribs for the fabric rivets. Steven = = = = ________________________________________________________________________________
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: ultrastar
Date: Jun 14, 2002
----- Original Message ----- From: Edward Steuber Subject:ultrastar Dale, Great pictures ! I do see one thing you may consider doing on the wings before you cover and that is adding the brace betwween the drag strut ( rear wing fitting brace ) and the wing. This was not on the original plans but added by a lot of builders after Dennis Souder flew the factory plane to destruction and this is what failed but at a very high G load. I think it was close to 9 g's so may not be needed. I have one set of wings with the brace and one without. I think I have my prop vibration problem solved but noticed you have a belt drive also. What is the ratio and what prop are you using ? Was this original when you acquired the machine ? When you cover your machine, look into the 2.7 oz. dacron....there is very little weight penalty for the heavier material versus the 1.7 oz per square yard..........but the durability is much better although you must be careful when you heat shrink it to the structures...... too much heat can twist things when it shrinks too much . I have friends that have covered 2 Pietenpol Experimentals with dacron and house paint (latex) .They used a flat black for UV protection and then painted with color.....either latex or cheap tractor enamel and both after 4 years are still new looking but hangared and flown a lot. I was told you can even use a roller for applying......results may vary... Thanks and hope this helps, Ed in Western NY ________________________________________________________________________________
From: "Keith Bedell" <bedelk(at)hotmail.com>
Subject: XDP4000X-List: unhappy
Date: Jun 14, 2002
All- I hooked up my xdp-4000x and it sounds like crap. I ordered the necessary cable from online and tried to tune it, but it just got worse. Is there something missing htat I need to do to get it to work. When I bypass it with rca splitters the res of my system works like a charm. I have the 6001ES running three 10' ES subs. Then 2 1805 ES's handling everything else. Aside from the problems with the 4x, there is a huge disparity between cd volume and radio volume. I mean huge!!!. I can max out radio volume and it sounds ok, then pop in a cd and half way blows mee out of the cab. Any ideas, I anm just so dissapointed right now.... From: Matt Dralle <DRALLE(at)MATRONICS.COM> Reply-To: xdp4000x-list(at)matronics.com To: Email-Lists(at)matronics.com Subject: XDP4000X-List: List Browsing Feature! Date: Fri, 14 Jun 2002 00:52:33 -0700 -- XDP4000X-List message posted by: Matt Dralle Dear Listers, I thought I'd post a little reminder to everyone about a very slick feature of the email Lists here at Matronics. You can now use Netscape or Internet Explorer to browse the current messages on your favorite List! The List Browse Function tracks the current 7 day's worth of List messages for any given List. Indexes are updated every 30 minutes with new messages that have been posted. You can resort the message indexes by Thread, Subject, Author, or Date and easily track and find current threads. A number of List members have written to say that they love the List Browser because they can keep tabs on the latest List messages throughout the day without having to constantly check their email or wait for the Digest issue to come out. You can check out the List Browse Feature by going to the following URL and clicking on the List of your choice: http://www.matronics.com/listbrowse Enjoy! Matt Dralle 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: TAILDRAGGER503(at)aol.com
Date: Jun 14, 2002
Subject: Re: FireStar Gross Weight Weight
Right, maybe they should call it a Fire Star 1 then. Or I can loose 200 lbs before I finish the plane. David Snyder Building FSII Long Branch N.J. ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: FireStar Gross Weight Weight
Date: Jun 14, 2002
> I am sure that you are right Ken. I do feel however that this is rather > important though. Now that Kolb has stated that 725lbs is the gross take off > weight, that is the figure that will have to be used on the placard right or > wrong. If someone then takes off with a weight of more than 725 lbs, he is > taking off with an overloaded aircraft in violation of FAA rules. If an > accident should happen he could be in serious trouble. At least that is my > undrstanding of the rules. If anyone has a different understanding of the > FAA rules I would appreciate hearing them. Kolb is not the manufacturer of the aircraft the builder is and the builder as the manufacturer gets to set any limits on the plane that they want. The rv-6 GW is recomended to be 1600 by vans but almost all the builders register them to 1800. THe main thing to remember is that if you are flying out of your registered gross weight limit or out of cg range and something happens then you are in trouble. but you do get to set those limits based on your own judgement, unless the examiner decides your out of bounds by saying your FSII gross weight limit is 4000 pounds. ________________________________________________________________________________
From: SGreenpg(at)aol.com
Date: Jun 14, 2002
Subject: Re: FireStar Gross Weight Weight
In a message dated 6/14/02 8:26:50 AM Eastern Daylight Time, ronormar(at)apex.net writes: > . I do feel however that this is rather > important though. Now that Kolb has stated that 725lbs is the gross take > off > weight, that is the figure that will have to be used on the placard right > or > wrong. If someone then takes off with a weight of more than 725 lbs, he is > taking off with an overloaded aircraft in violation of FAA rules. If an > accident should happen he could be in serious trouble. At least that is my > undrstanding of the rules. If anyone has a different understanding of the > FAA rules I would appreciate hearing them. > I believe Kolb has done their homework and the number is 725 it sounds like. But!!! You are the manufacturer of your plane so you can set the gross at what ever you want it to be. The kit manufacturer gives a number that they feel safe with. The gross weight number on my plane is very slightly higher than what the kit manufacturer now recommends and it passed inspection by the FAA inspector. Hope this helps Steven ________________________________________________________________________________
From: "Beauford Tuton" <beauford(at)tampabay.rr.com>
Subject: Re: Bending stainless tangs...
Date: Jun 14, 2002
Jeremy: Soft vise and a hammer (plastic mallet) worked for me... got gently curved results... Beauford FF076 ----- Original Message ----- From: "Jeremy Casey" <jrcasey(at)ldl.net> Subject: Kolb-List: Bending stainless tangs... > > What is the best way to bend the stainless tangs for the cable bracing? > Vise with soft jaws and hit them with a hammer? The manual says no > sharp bends... > > Jeremy Casey > BCD Drafting, Inc. > jrcasey(at)ldl.net > > ________________________________________________________________________________
From: "Christopher John Armstrong" <Tophera(at)centurytel.net>
Subject: Re: FireStar Gross Weight Weight
Date: Jun 14, 2002
> Right, maybe they should call it a Fire Star 1 then. Or I can loose 200 lbs > before I finish the plane. > > David Snyder Building FSII Long Branch N.J. if you built the plane fairly light it should only weight ~360 pounds. that gives you 365 for stuff. with 30 pounds of fuel you still have 335 pounds for people. i weight 165 ready to fly. so I can haul around 170 pound passenger. whats the problem? THe plane has always been pitched as just barely able to carry two smaller people so It seams to me that if you built it real light and you can carry two FAA standard 170 pounders and 5 gallons of fuel for a quick demo flight thats not bad. Topher the small ________________________________________________________________________________
Date: Jun 16, 2002
From: b young <byoung(at)brigham.net>
Subject: Re: gross wt
<<<<<>>>>>> it seems that when looking at the plackards that were available there were some that had no entry point for gross weight. i took a piece of alum left over and made my own plackard using a viberating marking tool... ( well maybe i should say that i had my wife do it..... i wanted someone to be able to read it.) boyd ________________________________________________________________________________
Date: Jun 16, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: FireStar Gross Weight Weight
Ron, Here' an clip from a prior post to the Kolb list that may resolve your problem. jerrb >snip... > >Shack et al, > >Dennis once told me that during a family gathering one of his relatives w>ho was very fat insisted on being taken up in his Mark 3. Dennis knew the> plane could do it but he was not looking forward to the trip. When the g>uy finally got in the seat he found that the safety belt was not long eno>ugh to go around his belly. Of course Dennis could not violate the law so> the ride was scrubbed much to his relief. LESSON LEARNED: Check the leng>th of your passenger side seat belt and be certain they are short enough!> > >Duane the plane in Tallahassee, FL, Firefly,105.5 Hrs, 912 Mk 3 in works snip.. ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: Promise
Date: Jun 16, 2002
Now I know where all those =BA's on some posts come from. When I typed in 106 below, I then opened Character Map, and inserted the small "degree" symbol, like a little zero, to show 106 degrees. That's an html symbol, and won't work on the Matronics format. I forget the terminology, but you've got to be in plain format to send to the List. Do not Archive. Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- > on ol' Lar, too...........it was 106=BA today. Even pulled all the ________________________________________________________________________________
Date: Jun 16, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: FireStar Gross Weight Weight
I hear what you guys are saying. I am the builder but I am not the designer. The designer should know what standards he designed the plane for. Kolb publishes the gross weight and the vne for the FireStar as well as other limits. If I disregard their published standards and use a vne of 120 vs their vne of 90 and use a gross weight of much more than their published figures, I am opening myself up to the very real possibility of legal action if an accident occurs. As long as nothing happens I might get away with it but I am not willing to take the risk. I will use their figures. I don't feel that the operating limits of an aircraft should be a matter of personal opinion. They should be based on sound engineering principals which I am not in a position to determine here at my home shop. Ron Payne -------Original Message------- From: kolb-list(at)matronics.com Date: Sunday, June 16, 2002 09:40:16 AM Subject: Re: Kolb-List: FireStar Gross Weight Weight Ron, Sorry but your wrong about what figure has to be used for gross weight. Licensing the plane under the amateur built experimental category you are the manufacturer thus you determine what the gross weight figure is. Most ________________________________________________________________________________
Date: Jun 16, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: FireStar Gross Weight Weight
Thanks Ken--It's nice to get a little back up now and then. I had to look up "epiphany" in the dictionary to see if it was a compliment or not. Still not quite sure.=0D =0D Ron=0D =0D -------Original Message-------=0D =0D From: kolb-list(at)matronics.com=0D Date: Sunday, June 16, 2002 12:59:49 PM=0D Subject: Re: Kolb-List: FireStar Gross Weight Weight=0D =0D =0D Ron or Mary wrote:=0D =0D > I don't feel that the operating limits of an aircraft should be a matter of=0D > personal=0D > opinion. They should be based on sound engineering principals which I am not=0D > in a position to determine here at my home shop.=0D =0D Ron,=0D =0D You've got it! An epiphany of sorts. You have come to a conclusion that=0D very few on the list will ever understand.=0D =0D =0D =0D =0D =2E ________________________________________________________________________________
From: "VIC" <vicw(at)vcn.com>
Subject: Re: Kolb-List Digest: 2 Msgs - 06/15/02
Date: Jun 16, 2002
I accidentally got paint on my Lexan windshield. My work shop is a cornucopia of chemicals so I tried everything on a scrap of Lexan. Klean Strip brand 100% Mineral Spirits Paint Thinner removed the paint and did not damage the Lexan. ________________________________________________________________________________
Date: Jun 17, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: FireStar Gross Weight Weight
Ron, I think what people are trying to do is point out that yes you as the manufacturer can legally declare any value for the gross weight, your not restricted from doing so by the FAA as you had indicated in prior post. Whether you chose to or are willing to accept the ethical and liability implications is another issue. I agree using the kit manufacturers recommended limits is the smart decision. jerryb > >I hear what you guys are saying. I am the builder but I am not the designer. >The designer should know what standards he designed the plane for. Kolb >publishes the gross weight and the vne for the FireStar as well as other >limits. If I disregard their published standards and use a vne of 120 vs >their vne of 90 and use a gross weight of much more than their published >figures, I am opening myself up to the very real possibility of legal action >if an accident occurs. As long as nothing happens I might get away with it >but I am not willing to take the risk. I will use their figures. I don't >feel that the operating limits of an aircraft should be a matter of personal >opinion. They should be based on sound engineering principals which I am not >in a position to determine here at my home shop. > >Ron Payne > >-------Original Message------- > >From: kolb-list(at)matronics.com >Date: Sunday, June 16, 2002 09:40:16 AM >To: kolb-list(at)matronics.com >Subject: Re: Kolb-List: FireStar Gross Weight Weight > > >Ron, >Sorry but your wrong about what figure has to be used for gross weight. >Licensing the plane under the amateur built experimental category you are >the manufacturer thus you determine what the gross weight figure is. Most > > ________________________________________________________________________________
From: "Gogittum Lar" <biglar(at)gogittum.com>
Subject: Re: FireStar Gross Weight Weight
Date: Jun 16, 2002
WELL SAID ! ! ! ! Larry Bourne Palm Springs, Ca. Kolb Mk III - " Vamoose" http://www.gogittum.com ----- Original Message ----- From: "Ron or Mary" <ronormar(at)apex.net> Subject: Re: Kolb-List: FireStar Gross Weight Weight > > I hear what you guys are saying. I am the builder but I am not the designer. > The designer should know what standards he designed the plane for. Kolb > publishes the gross weight and the vne for the FireStar as well as other > limits. If I disregard their published standards and use a vne of 120 vs > their vne of 90 and use a gross weight of much more than their published > figures, I am opening myself up to the very real possibility of legal action > if an accident occurs. As long as nothing happens I might get away with it > but I am not willing to take the risk. I will use their figures. I don't > feel that the operating limits of an aircraft should be a matter of personal > opinion. They should be based on sound engineering principals which I am not > in a position to determine here at my home shop. > > Ron Payne > > -------Original Message------- > > From: kolb-list(at)matronics.com > Date: Sunday, June 16, 2002 09:40:16 AM > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: FireStar Gross Weight Weight > > > Ron, > Sorry but your wrong about what figure has to be used for gross weight. > Licensing the plane under the amateur built experimental category you are > the manufacturer thus you determine what the gross weight figure is. Most > > ________________________________________________________________________________
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: Gross weight
Date: Jun 17, 2002
I am not sure if this will help in the Gross Weight debate but here goes anyway. I have been cropdusting for almost 30 years and operating the same Grumman Agcat for 20 ( don't ask what happened to the first one). The published gross weight for this aircraft would allow about 1100 # of load which would make the aircraft unprofitable in agricultural use. But.......an exemption to this rule states that the pilot can placard the hopper for an amount that is safely controllable and entered in the logs....most Cats I have seen are placarded for a 2000# hopper load......My Cat"s airframe has 15000 + hrs and still going strong and in this type of flying environment it has not been babied.I know of numerous Cat's owned by others with much more time on them who have not had structural failures with much more abuse ...and I'm talking ABUSE. So if I had one of the five rib wings and 2 seats I would probably fly it solo 95% of the time and then put a passenger in it on occasions with certain "consideration"(read careful) and not be overly concerned but not complacent ,either. If I had a seven rib wing I would be even less concerned....but that is just me and we all know what reputation ag pilots have so take this for what each of you think it's worth..... I might add that if the history of the airframe is not known and it may have been involved in an accident, all my bets are off. I know some of you are saying, how can you compare a Kolb to an Ag Cat but you also have to remember the test flying that Dennis Souder did with an Ultrastar many moons ago. A good pilot with a great machine...... Very IMPRESSIVE.... I have two.....Ultrastar's that is..... and have built other experimentals and all the builders that said the gross weight is up to the builder are correct...within reason. do not archive Ed in Western NY ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 17, 2002
Subject: Re: UL: Re : TRENTON FLYERS [SC] FLY-IN June 21-23
The first annual Trenton Flyers Fly-in, Edgefield County Airport, Trenton, SC will be June 21-23; activities are on Saturday. Poker Run [8am], Spot Landing, Bomb Drop, Candy Drop. We welcome anything that flies. We expect fixed wing UL's, trikes, parachutes, gyros, some radio control, maybe ballons,& GA. There will be food; gas or premix available. Bring your tent & camp. Ground transportation available. Need something? Look for anyone in a "Trenton Flyers" hat or tee-shirt. We are located about 15 miles north-east of Augusta, GA. We have 3,200' of grass. Unicom is 122.9. Elev. 610'. GPS co-ord. 33-44-12N 081-49-10W Howard Shackleford [803]359-1136 ________________________________________________________________________________
Date: Jun 18, 2002
From: "Ron or Mary" <ronormar(at)apex.net>
Subject: Re: Fw: Re: Unsafe Kolb
I received this responce from Danny Day when I asked him about the unsafe comments on the Kolb list. Since he stated that this letter is on the record, I feel free to forward it to the list. Ron Payne -------Original Message------- From: DANIEL D DAY DBA Date: Monday, June 17, 2002 02:43:49 PM Subject: Re: Unsafe Kolb Ron, I have been misquoted again. I have said that the Kolb is not a good beginner aircraft. I have said that it would be unsafe for someone to teach themself to fly a folb as it is not an easy plain to fly like a Quicksilver. The kolb is not a good aircraft to transision to either, as it does not fly like any other. I have flown Kolbs for years and have had no problems. I do however caution you and any other person that is planing on flying a Kolb to take lessons in a Kolb with a compataint instructor. A Cub or a Champ or a Drifter does not fly like a Kolb. I have never said that I do not like Kolbs or said that the Kolb is unsafe. Please consider this as an on the reccord statment. The other thing I would suggest to you is to get your information from real people that you can look in the eye, Not from Dick Heads on the internet. Respectfully, Danny Day ________________________________________________________________________________
From: TJIND(at)aol.com
Date: Jun 18, 2002
Subject: Elevator and Trim cables (mark lll)
Hello, I have looked in the archives for information re: an "easy" way to rig the elevator and trim cables and have not been successful. I have the lower and upper cables set but not nico'ed in yet. The prints/manual are not to clear when it comes to the rigging of the trim lever. Any help would be much appreciated! Manual calls for 9.75 inches of elevator travel up and down, I do not have that much. Thanks. Tom Neenan Center Point Iowa Mark lll Serial #006 ________________________________________________________________________________
Date: Jun 18, 2002
Subject: Re: Fw: Re: Unsafe Kolb
From: ul15rhb(at)juno.com
Well Danny Day is wrong again. I transitioned to my Kolb after my Quicksilver MX training of just 2 and 1/2 hours with no previous taildragger experience. Yes I'm self taught, but I practiced a lot. In ultralight flying, skill is 90% and knowledge 10%. If I can do it, others can too but it requires some dedication. Ralph Burlingame Original Firestar 15 years flying it ---------- "Ron or Mary" writes: From: "Ron or Mary" <ronormar(at)apex.net> Subject: Kolb-List: Fw: Re: Unsafe Kolb Date: Tue, 18 Jun 2002 05:00:02 -0500 (Central Daylight Time) I received this responce from Danny Day when I asked him about the unsafe comments on the Kolb list. Since he stated that this letter is on the record, I feel free to forward it to the list. Ron Payne -------Original Message------- From: DANIEL D DAY DBA Date: Monday, June 17, 2002 02:43:49 PM Subject: Re: Unsafe Kolb Ron, I have been misquoted again. I have said that the Kolb is not a good beginner aircraft. I have said that it would be unsafe for someone to teach themself to fly a folb as it is not an easy plain to fly like a Quicksilver. The kolb is not a good aircraft to transision to either, as it does not fly like any other. I have flown Kolbs for years and have had no problems. I do however caution you and any other person that is planing on flying a Kolb to take lessons in a Kolb with a compataint instructor. A Cub or a Champ or a Drifter does not fly like a Kolb. I have never said that I do not like Kolbs or said that the Kolb is unsafe. Please consider this as an on the reccord statment. The other thing I would suggest to you is to get your information from real people that you can look in the eye, Not from Dick Heads on the internet. Respectfully, Danny Day ________________________________________________________________________________
From: "Hans van Alphen" <HVA(at)bellsouth.net>
Subject: Re: Gross Weight
Date: Jun 18, 2002
How can one change the registered gross weight on a Mark III Extra from 1000 lb. to 1100 or 1200 lb. ? I think I would like to do this because there are times I go over the 1000 lb limit, just as John Hauck regularly flies up to 1200 lb gross weight, and one would be technically in violation and one would probably not be insured. The insurance companies are always looking for a way out and if you fly over gross weight that would be a perfect excuse for them not to pay out. Would a new placard and a logbook entry suffice ? Hans van Alphen Mark III Extra BMW powered 51 hours N100MX ________________________________________________________________________________
Date: Jun 18, 2002
From: jerryb <ulflyer(at)airmail.net>
Subject: Re: Fw: Re: Unsafe Kolb
This could be an interesting debate. I think Danny in his reply has honestly stated it as it is. I do believe there is something about the way Kolbs land, there's somewhere there but I find it hard to describe. You just have to get adjusted to their characteristic. We got a new FireStar on the field. So far both co-builders have pranged the gear. The first has a tail wheel light airplane, the second a new UL pilot that has had UL instruction in another make. There's a technique you have to get down. Even though I had a lot hours in a GA tailwheel airplane, I still bent a gear leg on our FireFly early on. If your research the list, there been a number of post of the owners bending gear legs early on. The good part is the damage is normally limited to the gear leg(s) and ones pride. (Note, the gear legs are designed to give rather than bending the cage. If not bent to severe, they can be straighten in a press a few times, and their not that expensive or difficult to replace.) It makes you humble and then your learning mode peaks up. Ralph, I think you have long forgotten your early days. The Kolbs a good solid airplane. I would not put a new UL pilot in a FireFly, the FireStar maybe but I would much rather see they have a little time in something else first. jerryb > >Well Danny Day is wrong again. I transitioned to my Kolb after my >Quicksilver MX training of just 2 and 1/2 hours with no previous >taildragger experience. Yes I'm self taught, but I practiced a lot. > >In ultralight flying, skill is 90% and knowledge 10%. > >If I can do it, others can too but it requires some dedication. > >Ralph Burlingame >Original Firestar >15 years flying it > > >---------- "Ron or Mary" writes: > >From: "Ron or Mary" <ronormar(at)apex.net> >To: "Kolb" >Subject: Kolb-List: Fw: Re: Unsafe Kolb >Date: Tue, 18 Jun 2002 05:00:02 -0500 (Central Daylight Time) > > >I received this responce from Danny Day when I asked him about the unsafe >comments on the Kolb list. Since he stated that this letter is on the >record, I feel free to forward it to the list. > > Ron Payne > >-------Original Message------- > >From: DANIEL D DAY DBA >Date: Monday, June 17, 2002 02:43:49 PM >To: ronormar(at)apex.net >Subject: Re: Unsafe Kolb > >Ron, > >I have been misquoted again. I have said that the Kolb is not a good >beginner aircraft. I have said that it would be unsafe for someone to teach >themself to fly a folb as it is not an easy plain to fly like a Quicksilver. > >The kolb is not a good aircraft to transision to either, as it does not fly >like any other. I have flown Kolbs for years and have had no problems. I do >however caution you and any other person that is planing on flying a Kolb to > >take lessons in a Kolb with a compataint instructor. A Cub or a Champ or a >Drifter does not fly like a Kolb. I have never said that I do not like Kolbs > >or said that the Kolb is unsafe. Please consider this as an on the reccord >statment. The other thing I would suggest to you is to get your information >from real people that you can look in the eye, Not from Dick Heads on the >internet. > >Respectfully, > >Danny Day > > ________________________________________________________________________________
Date: Jun 18, 2002
Subject: how I fly
From: ul15rhb(at)juno.com
Ralph, I think you have long forgotten your early days. The Kolbs a good solid airplane. I would not put a new UL pilot in a FireFly, the FireStar maybe but I would much rather see they have a little time in something else first. jerryb Jerry and others, I remember my early days well. I did bend my gear on my very first flight in 86. The very next weekend I had the gear legs straightened and I practiced all afternoon out on the ice, during the winter, on Lake Minnetonka near my home. I never bent the gear after that. A few months later when it was time to land on a real runway, I got into a crosswind and went off the runway on takeoff. I didn't do any damage, but I had to examine why it happened. I used the technique that I used when I flew taildragger R/C airplanes. This was to keep the tail on the ground a long as you can on take off and landing. This has always worked for me, but I practiced quite a bit. I had to know when the plane wanted to lift off and when it lost flying speed, on landing, so I knew when to plant the tailwheel. All this is done WITHOUT looking at the ASI and therein lies the key. This is the main difference between flying ultralights and GA planes. I make all crosswind takeoffs with full back stick and then quickly move it forward when the plane breaks ground. On landing, I bring the stick all the way back when it loses flying speed. Too soon and it will balloon. Too late and it will hit the mains and bounce. It's all in the timing which is the 90% skill I was talking about earlier. Practice makes perfect. Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Jun 18, 2002
Subject: Annual inspection
Greetings, It has been a year sense my FireStar II got it's airworthiness certificate. I need to do a condition inspection. Does anyone have a list of what to inspect? I inspect my FS every time I go flying and when I do maintenance on it but I don't want to take anything for granted or miss something. Also, what does the FAA like to read in the log books for a condition inspection? Thanks Will Uribe El Paso, TX But working in Edison, NJ FireStar II N4GU 165 hrs. placarded at 860 pounds gross weight C-172 N2506U http://home.elp.rr.com/airplane/ ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Jun 18, 2002
Subject: Re: Fw: Re: Unsafe Kolb
I don't understand why Danny Day would say something like that. I have landed my FireStar in places I would never even think of landing my Cessna 172. It's very safe and I would recommend it to anyone looking for a fun airplane to fly. Yes, I did bend a gear leg once but that is part of it's safety features. Will Uribe El Paso, TX FireStar II N4GU C-172 N2506U http://home.elp.rr.com/airplane/ ________________________________________________________________________________
Date: Jun 18, 2002
Subject: Re: Annual inspection
From: ul15rhb(at)juno.com
Will, Do the following: o remove exhaust manifold and check rings o check muffler brackets for cracks o recoat muffler joints with anti-seize compound o check prop bolt torque o check all control surface rivets and control linkage o pull elevator and rudder cables out to inspect o check wheel bearings o check airframe for cracks in welds o test fabric o take out gas tank, drain, and inspect o check all fuel lines and clamps o remove wing inspection plates and inspect drag strut in wings o inspect throttle cable These are the main things to check. Ralph Burlingame Original Firestar 15 years flying it ---------- WillUribe(at)aol.com writes: From: WillUribe(at)aol.com Subject: Kolb-List: Annual inspection Date: Tue, 18 Jun 2002 15:01:32 EDT Greetings, It has been a year sense my FireStar II got it's airworthiness certificate. I need to do a condition inspection. Does anyone have a list of what to inspect? I inspect my FS every time I go flying and when I do maintenance on it but I don't want to take anything for granted or miss something. Also, what does the FAA like to read in the log books for a condition inspection? Thanks Will Uribe El Paso, TX But working in Edison, NJ FireStar II N4GU 165 hrs. placarded at 860 pounds gross weight C-172 N2506U http://home.elp.rr.com/airplane/ ________________________________________________________________________________
From: TAILDRAGGER503(at)aol.com
Date: Jun 18, 2002
Subject: Re: Gross weight
In a message dated 6/18/02 10:02:14 AM Eastern Daylight Time, ken-foi(at)attbi.com writes: > . > > The fact that Kolb lists conflicting gross weight values in the same > FireStar > brochure and will not explain it does not help to resolve the controversy. > What brochoure is that? ________________________________________________________________________________
From: "Bruce McElhoe" <mcelhoe(at)cvip.net>
Subject: Re: Annual inspection
Date: Jun 18, 2002
Will, See FAR Part 43, Appendix E for required inspection items. See your operating limitations for the log-book entry. Regards, Bruce McElhoe FireFly #88 Reedley, Calif. > > Greetings, > It has been a year sense my FireStar II got it's airworthiness certificate. > I need to do a condition inspection. Does anyone have a list of what to > inspect? I inspect my FS every time I go flying and when I do maintenance on > it but I don't want to take anything for granted or miss something. Also, > what does the FAA like to read in the log books for a condition inspection? > > Thanks > Will Uribe > El Paso, TX > But working in Edison, NJ > FireStar II N4GU 165 hrs. placarded at 860 pounds gross weight > C-172 N2506U > http://home.elp.rr.com/airplane/ > ________________________________________________________________________________
Date: Jun 18, 2002
Subject: Re: Gross weight
From: ul15rhb(at)juno.com
Ken and others, I don't know if any of you remember another John Hauck that flew 15,000 miles around the US in an overloaded Mark II during the fall of 1991. This happened to be a guy named Rick Trader who flew across the United States and into Alaska and back. Upon return to the old Kolb Company, Dennis Souder and team weighed Rick's plane and was found to be 300 lbs ABOVE the gross weight limit of 725 lbs for a total weight of 1025 lbs. This is 41% over gross weight and there were times during this trip where an ADDITIONAL 40 lbs was carried into Alaska! Please be aware this pilot flew through some very heavy turbulence and under extreme conditions most of us will never see and no added modifications were made to the basic airframe for this trip. This most certainly tests the 'real-life' stress conditions that a kit plane manufacturer cannot possibly test for. So, the bottom line is 'yes' the Kolbs are tough and can handle a load and more, BUT all stresses on an airframe are cumulative and this is why there are margins of safety built into our planes. Reference: "Kolb Ultralights and lightplanes" Ralph Burlingame Original Firestar 15 years flying it ________________________________________________________________________________
Date: Jun 18, 2002
Subject: Re: Annual inspection
From: ul15rhb(at)juno.com
Will, I forgot to mention to inspect the lift strut. Ralph Burlingame On Tue, 18 Jun 2002 19:19:38 GMT ul15rhb(at)juno.com writes: > > Will, > > Do the following: > > o remove exhaust manifold and check rings > o check muffler brackets for cracks > o recoat muffler joints with anti-seize compound > o check prop bolt torque > o check all control surface rivets and control linkage > o pull elevator and rudder cables out to inspect > o check wheel bearings > o check airframe for cracks in welds > o test fabric > o take out gas tank, drain, and inspect > o check all fuel lines and clamps > o remove wing inspection plates and inspect drag strut in wings > o inspect throttle cable > > These are the main things to check. > > Ralph Burlingame > Original Firestar > 15 years flying it > > > ---------- WillUribe(at)aol.com writes: > > From: WillUribe(at)aol.com > To: kolb-list(at)matronics.com > Subject: Kolb-List: Annual inspection > Date: Tue, 18 Jun 2002 15:01:32 EDT > > > Greetings, > It has been a year sense my FireStar II got it's airworthiness > certificate. > I need to do a condition inspection. Does anyone have a list of > what to > inspect? I inspect my FS every time I go flying and when I do > maintenance on > it but I don't want to take anything for granted or miss something. > Also, > what does the FAA like to read in the log books for a condition > inspection? > > Thanks > Will Uribe > El Paso, TX > But working in Edison, NJ > FireStar II N4GU 165 hrs. placarded at 860 pounds gross weight > C-172 N2506U > http://home.elp.rr.com/airplane/ > > > > > messages. > > > > > > > ________________________________________________________________________________
From: "Chris Sudlow" <sudlow77(at)earthlink.net>
Subject: Re: Fw: Re: Unsafe Kolb
Date: Jun 18, 2002
I think what makes the landings different is that you fly it on, and then have to hold it on with forward stick until it settles. When I trained in the Cessnas the yoke just kept coming back until the nose settled. That and the fact that everything happens so quickly. My .02 ----- Original Message ----- From: "jerryb" <ulflyer(at)airmail.net> Subject: Re:Kolb-List: Fw: Re: Unsafe Kolb > > This could be an interesting debate. I think Danny in his reply has > honestly stated it as it is. I do believe there is something about the way > Kolbs land, there's somewhere there but I find it hard to describe. You > just have to get adjusted to their characteristic. > > We got a new FireStar on the field. So far both co-builders have pranged > the gear. The first has a tail wheel light airplane, the second a new UL > pilot that has had UL instruction in another make. There's a technique you > have to get down. Even though I had a lot hours in a GA tailwheel > airplane, I still bent a gear leg on our FireFly early on. If your > research the list, there been a number of post of the owners bending gear > legs early on. The good part is the damage is normally limited to the gear > leg(s) and ones pride. (Note, the gear legs are designed to give rather > than bending the cage. If not bent to severe, they can be straighten in a > press a few times, and their not that expensive or difficult to > replace.) It makes you humble and then your learning mode peaks > up. Ralph, I think you have long forgotten your early days. > > The Kolbs a good solid airplane. I would not put a new UL pilot in a > FireFly, the FireStar maybe but I would much rather see they have a little > time in something else first. > > jerryb > > > > > >Well Danny Day is wrong again. I transitioned to my Kolb after my > >Quicksilver MX training of just 2 and 1/2 hours with no previous > >taildragger experience. Yes I'm self taught, but I practiced a lot. > > > >In ultralight flying, skill is 90% and knowledge 10%. > > > >If I can do it, others can too but it requires some dedication. > > > >Ralph Burlingame > >Original Firestar > >15 years flying it > > > > > >---------- "Ron or Mary" writes: > > > >From: "Ron or Mary" <ronormar(at)apex.net> > >To: "Kolb" > >Subject: Kolb-List: Fw: Re: Unsafe Kolb > >Date: Tue, 18 Jun 2002 05:00:02 -0500 (Central Daylight Time) > > > > > >I received this responce from Danny Day when I asked him about the unsafe > >comments on the Kolb list. Since he stated that this letter is on the > >record, I feel free to forward it to the list. > > > > Ron Payne > > > >-------Original Message------- > > > >From: DANIEL D DAY DBA > >Date: Monday, June 17, 2002 02:43:49 PM > >To: ronormar(at)apex.net > >Subject: Re: Unsafe Kolb > > > >Ron, > > > >I have been misquoted again. I have said that the Kolb is not a good > >beginner aircraft. I have said that it would be unsafe for someone to teach > >themself to fly a folb as it is not an easy plain to fly like a Quicksilver. > > > >The kolb is not a good aircraft to transision to either, as it does not fly > >like any other. I have flown Kolbs for years and have had no problems. I do > >however caution you and any other person that is planing on flying a Kolb to > > > >take lessons in a Kolb with a compataint instructor. A Cub or a Champ or a > >Drifter does not fly like a Kolb. I have never said that I do not like Kolbs > > > >or said that the Kolb is unsafe. Please consider this as an on the reccord > >statment. The other thing I would suggest to you is to get your information > >from real people that you can look in the eye, Not from Dick Heads on the > >internet. > > > >Respectfully, > > > >Danny Day > > > > > > ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Jun 19, 2002
Subject: Re: Kolb-List Digest: 34 Msgs - 06/18/02
In a message dated 6/19/02 2:55:53 AM Eastern Daylight Time, kolb-list-digest(at)matronics.com writes: > what does the FAA like to read in the log books for a condition inspection? > > Will, After your annual insp. of your aircraft, enter into your aircraft log , the following ____ Date, recorded tach time, and " I find this aircraft to be in safe operating condition and certify it has been inspected as per appendix D of FAR 43" Follow with your name and repairmans cert. # Safe flying Bob Griffin ________________________________________________________________________________
From: TJIND(at)aol.com
Date: Jun 19, 2002
Subject: Elevator and Trim cables (marklll)
Hello, I have looked in the archives for information re: and "easy" way to rig the elevator and trim cables and have not been successful. I have the lower and upper cables set but not "nico'ed" in yet. The prints/manual are unclear when it comes to the rigging of the trim lever. Any help would be much appreciated! Manual calls for 9.75 inches of elevator travel up and down, I do not have that much. Thanks! Tom Neenan Center Point Iowa Mark lll Serial # 006 ________________________________________________________________________________
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Ref: Danny Day
Date: Jun 19, 2002
TAKE THAT YOU DEAD HORSE!!! (POW,BAM,CRACK)...AND THAT!!! (SMACK)...AND THAT!!! ;-) Jeremy Casey BCD Drafting, Inc. jrcasey(at)ldl.net ________________________________________________________________________________
Date: Jun 19, 2002
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Elevator and Trim cables (marklll)
Try going by Lowe's or similar and get some of the brass kerneys that are used to attach grounding wires to other wires. They are like a nut along a slotted brass bolt, you put two wires in and tighten it down, and it squeezes the wires together. Assemble your cables the way you think you want them and use those kerneys to hold everything in place while you fine tune things. If you already have the nicos on, tighten them up and squeeze them off. As far as the lack of travel, I think I had to do some judicious grinding around where the bellcrank pivoted just ahead of the main tube. Seem to remember that something was binding a bit, preventing full travel. Eyeball it and use your judgement if it seems anything is hanging up that shouldn't, grind it back a hair. Richard Pike MKIII N420P (420ldPoops) > > >Hello, >I have looked in the archives for information re: and "easy" way to rig the >elevator and trim cables and have not been successful. I have the lower and >upper cables set but not "nico'ed" in yet. The prints/manual are unclear >when it comes to the rigging of the trim lever. Any help would be much >appreciated! Manual calls for 9.75 inches of elevator travel up and down, I >do not have that much. > >Thanks! >Tom Neenan >Center Point Iowa >Mark lll Serial # 006 > > >--- >Incoming mail is certified Virus Free. >Checked by AVG anti-virus system (http://www.grisoft.com). --- Checked by AVG anti-virus system (http://www.grisoft.com). ________________________________________________________________________________
Date: Jun 19, 2002
From: Jimmy <jhankin(at)planters.net>
Subject: Tow Trolly
Attached one photo of my tail wheel trolley that works very good. Made out of aluminum and lawn mower wheels. Notches in front hook on wheel axle and lift wheel. Jimmy Hankinson 912-863-7384 Rocky Ford, Ga. 30455 jhankin(at)planters.net Kolb Firefly/447/200hrs/60JH Local field, Pegasus/2000/Grass Airport JYL/Sylvania, Ga. ________________________________________________________________________________
Date: Jun 19, 2002
From: Jimmy <jhankin(at)planters.net>
Subject: Re: Tow Trolly
Sent picture to wrong address. Jimmy Hankinson 912-863-7384 Rocky Ford, Ga. 30455 jhankin(at)planters.net Kolb Firefly/447/200hrs/60JH Local field, Pegasus/2000/Grass


May 16, 2002 - June 19, 2002

Kolb-Archive.digest.vol-dp