Kolb-Archive.digest.vol-dv
September 07, 2002 - September 23, 2002
different airplanes, and took about 12 hours to get comfortable. Even after
about 200 hours, i'm learning everytime i fly.
If you want to come to chicago, i'll give you some free air time. I would
rather do that than see someone have an accident. You'll be soooooo glad
you've got time in type when it comes time to fly yours that you spent all
of that time and money completing.
The speeds of the Kolbs are slower than GA planes, but all of the
transitions in flight happen much faster.
Chris
----- Original Message -----
| From: | <c.f.white(at)att.net> |
| Subject: | Need some help from my friends! |
>
> I'm getting ready to fly my Mark3/912 for the first time
> and could sure use some advice from some of
> you "seasoned veterans". Having never flown a tail
> dragger before, I've been taking lessons in a
> Citrobria... just to get current.
>
> My instructor asked me several questions about my plane
> that hopefully a few of you could help me with:
> 1. What are the power settings and airspeeds you use for
> landing?
> 2. Does it land better with a 3-point or wheel landing?
> 3. What is the glide like ratio @ gross?
> 4. How does it fly compared to a Cub?
>
> Any other tips or advice would certainly be appreciated.
> After 4 years of building... I think this thing is about
> ready to fly!
>
> Charles White
> Houston, Texas
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
>
>
>Those EGT temps. are the same listed in the manual for the 503 as "normal";
>many of the 'guru's" on this list advocate running them a little hotter.
>Who's right, or does it matter as long as we don't exceed 1200 degrees?
>
>Shack
>FS II
>SC
I was told years ago by the owners of Sky Sports that the EGT should be
used as a reference. If the plugs look right then the egt's are good. If
one day you notice a big variation in the usual temp reading then find out
why. Cht is the temp gauge you should be flying by in an air cooled engine.
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Thunderbird flies !!!!!!! |
My modified Mk111 had air under its tires for the first time today. It
may have been only crow hops but it was still flying. Take off speed seems
to be about 30 - 33 mph. A half dozen crow hops did not give me a real
feeling for the flight characteristics but it sure was exciting for me.
This was my 6th first flight of a Kolb and it is still exciting. A bit of
work on the pitot tube and I may even make it around the patch tomorrow. If
I get enough hours on it I may drag it down to London with me this month.
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Kolbs versus cubs a comparison |
I now have about 200 hours in my Firerstar 2, have about 20 in a cub and
that's what I got my taildragger endorsement in and do my biennials in.
Saying that, A kolb flies and handles like a ultralight, say a flightstar, a
Rans possible a sleek MX, not a cub or a Cessna.
To me even a heavy Kolb flies like a ultralight, it does not have the inertia
or the mass or the flare like a GA airplane. The kolb you fly to the ground,
flaring or flying it to the ground and a flare happens at inches, not feet
like a heavy, sleek Cub or cessna. Once in the air, it's an airplane except
for the more sluggish controls and flying like a ultralight. The Kolbs have
sturdy controls more like a Ga plane, but they still bank (not pitch or
rudder) more like a ultralight than a GA airplane.
I have flown a bunch of planes, taught myself to fly in a ultralight before
getting my license so I feel I know ultralights. They are a different animal,
get some training in a ultralight, ultralight experienced instructor. There
are lots of GA instructors that are great, but if they have never flown a
ultralight, ther can't talk about the performance or flight charaterics.
Like I said I have almost 200 hours on mine, never bent the gear, , , , , , ,
flown when other ultralight pilots won't get in the air, Remember, its a
Kolb, handles like a tricycle airplane but its a real airplane with out a
training wheel in front.
Also, the takeoff performance will freak you out if you are not used to it.
The high angle of attack. Not any GA plane. Also someone mentioned the wing
angle of attack, If I am correct, the kolb flies at 17 degrees of angle of
attack, no Ga plane which flies lever or parrallel to the ground. This
screwed me up when I build my Plane, I will call it a brain fart, I had been
flying the family cub with the brotherinlaw instructor, taught me that when
flying level the wing is level with the horizon. So in my stupidity when I
built my Kolb, when I built the streamline struts I made them parallel to the
wing, oops, so now when I am flying level the struts are pitched up, guess I
am the only one that notices. Although I wish had the streamline airflow
achieved if they were correct, I might gain a half mile per hour.
Hope this helps.
________________________________________________________________________________
| From: | "John Williamson" <jawmson(at)attbi.com> |
| Subject: | Re: Experimental Placards?? |
Teryy and fellow listers,
The whole text of FAR 45 can be accessed at this url:
http://www.access.gpo.gov/nara/cfr/cfrhtml_00/Title_14/14cfr45_00.html
The "X" in the registration number can only be used IAW FAR 45.22(b). Our
Kolbs are not old enough, yet.
Since we are only eligible to display the "N" and the rest of our
registration number, FAR 45.23(b) applies for the display of the word
"Experimental" .
Excerpts of FAR: (in part it says)......
45.22 Exhibition, antique, and other aircraft: Special rules.
(b) A small U.S.-registered aircraft built at least 30 years ago or a
U.S.-registered aircraft for which an experimental certificate has been
issued under 21.191(d) or 21.191(g) for operation as an exhibition aircraft
or as an amateur-built aircraft and which has the same external
configuration as an aircraft built at least 30 years ago may be operated
without displaying marks in accordance with 45.21 and 45.23 through 45.33
if:
(1) It displays in accordance with 45.21(c) marks at least 2 inches high on
each side of the fuselage or vertical tail surface consisting of the Roman
capital letter "N" followed by:
(i) The U.S. registration number of the aircraft; or
(ii) The symbol appropriate to the airworthiness certificate of the aircraft
("C", standard; "R", restricted; "L", limited; or "X", experimental)
followed by the U.S. registration number of the aircraft; and
45.21 General.
(a) Except as provided in 45.22, no person may operate a U.S.-registered
aircraft unless that aircraft displays nationality and registration marks in
accordance with the requirements of this section and 45.23 through 45.33.
........
45.23 Display of marks; general.
(a) Each operator of an aircraft shall display on that aircraft marks
consisting of the Roman capital letter "N" (denoting United States
registration) followed by the registration number of the aircraft. Each
suffix letter used in the marks displayed must also be a Roman capital
letter.
(b) When marks that include only the Roman capital letter "N" and the
registration number are displayed on limited or restricted category aircraft
or experimental or provisionally certificated aircraft, the operator shall
also display on that aircraft near each entrance to the cabin or cockpit, in
letters not less than 2 inches nor more than 6 inches in height, the words
"limited," "restricted," "experimental," or "provisional airworthiness," as
the case may be.
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 57 hours.
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Thunderbird flies !!!!!!! |
> The "Wooky" is in fun (cause he's been pickin' on pore ol' slowpoke
> Lar)...........the Congratulations are serious. Lar.
Big Lar/Woody/Gents:
Be careful kidding around like that. There are some really
thin skinned, sensitive characters on this List. You may
upset them. hehehe :-)
Woody: Ya done it. Serious congratulations. I had my
doubts, but the Thunderbird has flown. :-) Anxiously
waiting to see you and the rest of the Kolb crew at London.
At last years Unflyin I was able to fly quite a few people
in Miss P'fer. The invite is open again for those that want
to risk aviation in an old Kolb aircraft. I owe you all a
lot for the support you have given me in the past.
WOW! Less than two weeks until time to go.
john h
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Less than two weeks until time to go. |
> Anxiously
>waiting to see you and the rest of the Kolb crew at London.
>
>At last years Unflyin I was able to fly quite a few people
>in Miss P'fer. The invite is open again for those that want
>to risk aviation in an old Kolb aircraft. I owe you all a
>lot for the support you have given me in the past.
>
>WOW! Less than two weeks until time to go.
>
>john h
Who's going to fly this year? Me and John Hauck have been there all three
years so far. That's right isn't it - 3 years so far? And I'm only half-Kolb.
Trying to talk the "Woods" brothers into coming again.
Need some guys from down south flying through Georgia to go with us.
Be glad to put you up for a nite on the way there.
You can be a "Possum" too.
Got 414 hours and no decarbon yet.
Your Huckleberry
http://www.mindspring.com/~possums/
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Experimental Placards?? |
So, that answers that ! ! ! Thanks, John.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "John Williamson" <jawmson(at)attbi.com>
Subject: Re: Kolb-List: Experimental Placards??
>
> Teryy and fellow listers,
>
> The whole text of FAR 45 can be accessed at this url:
> http://www.access.gpo.gov/nara/cfr/cfrhtml_00/Title_14/14cfr45_00.html
>
> The "X" in the registration number can only be used IAW FAR 45.22(b). Our
> Kolbs are not old enough, yet.
>
> Since we are only eligible to display the "N" and the rest of our
> registration number, FAR 45.23(b) applies for the display of the word
> "Experimental" .
>
>
> Excerpts of FAR: (in part it says)......
>
> 45.22 Exhibition, antique, and other aircraft: Special rules.
> at least 30 years ago may be operated
> without displaying marks in accordance with 45.21 and 45.23 through 45.33
> if:
>
> (1) It displays in accordance with 45.21(c) marks at least 2 inches high
on
> each side of the fuselage or vertical tail surface consisting of the Roman
> capital letter "N" followed by:
>
> (i) The U.S. registration number of the aircraft; orperson may operate a
U.S.-regi
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
Exactly when is the London get together. I don't know what the
protocol is and I don't know if I can make it anyway but just in case.
kj
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: Kolbs versus cubs a comparison |
Do you have stream line struts or covers over round struts. You just might
be surprised at the effect on airspeed if your were to get your struts
aligned with the direction of flight.
Take a level up with you and fly straight and level (a smart level would
work great) - place the level on a fixed bar running for and aft. Note how
much of an angle there is from the bar when straight and level. Back on
the ground level the plane (raise the tail) so it reproduces the same
reading. That should give the prospective of air flow across the strut.
I was just thinking you could make a short cuff with a few yarn tuffs on it
that could slide over the strut (cover). Using a grass blower, stand
directly in front of the cuff holding the blower straight head on and
level, and see how the tuffs look to determine if you have the strut
(cover) aligned with the direction of flight. Should work.
jerryb
>
>I now have about 200 hours in my Firerstar 2, have about 20 in a cub and
>that's what I got my taildragger endorsement in and do my biennials in.
>
>Saying that, A kolb flies and handles like a ultralight, say a flightstar, a
>Rans possible a sleek MX, not a cub or a Cessna.
>
>To me even a heavy Kolb flies like a ultralight, it does not have the inertia
>or the mass or the flare like a GA airplane. The kolb you fly to the ground,
>flaring or flying it to the ground and a flare happens at inches, not feet
>like a heavy, sleek Cub or cessna. Once in the air, it's an airplane except
>for the more sluggish controls and flying like a ultralight. The Kolbs have
>sturdy controls more like a Ga plane, but they still bank (not pitch or
>rudder) more like a ultralight than a GA airplane.
>
>I have flown a bunch of planes, taught myself to fly in a ultralight before
>getting my license so I feel I know ultralights. They are a different animal,
>get some training in a ultralight, ultralight experienced instructor. There
>are lots of GA instructors that are great, but if they have never flown a
>ultralight, ther can't talk about the performance or flight charaterics.
>
>Like I said I have almost 200 hours on mine, never bent the gear, , , , , , ,
>flown when other ultralight pilots won't get in the air, Remember, its a
>Kolb, handles like a tricycle airplane but its a real airplane with out a
>training wheel in front.
>
>Also, the takeoff performance will freak you out if you are not used to it.
>The high angle of attack. Not any GA plane. Also someone mentioned the wing
>angle of attack, If I am correct, the kolb flies at 17 degrees of angle of
>attack, no Ga plane which flies lever or parrallel to the ground. This
>screwed me up when I build my Plane, I will call it a brain fart, I had been
>flying the family cub with the brotherinlaw instructor, taught me that when
>flying level the wing is level with the horizon. So in my stupidity when I
>built my Kolb, when I built the streamline struts I made them parallel to the
>wing, oops, so now when I am flying level the struts are pitched up, guess I
>am the only one that notices. Although I wish had the streamline airflow
>achieved if they were correct, I might gain a half mile per hour.
>
>Hope this helps.
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'm shopping for a GPS, and want to use it in the air, on the water, and
out in the desert. The old Magellan is OK, and has the aircraft
database, but it is 6 yrs old, has never been up-dated, (if it even CAN
be) has no mapping capabilities, it's slow, and eats batteries like
candy. Time for a new 'un, and keep the old-timer for a back-up. Oh
mercy..........I think that's what the ladies are saying about me.
I've looked at the Garmin eTrex series at Best Buy, and can hardly see
the fool things without my hi-power close-up glasses. Can't quite
picture swapping glasses back & forth in flight, and don't EVEN mention
bifocals..........gottum........graduated, & standard, but the focus
distance is wrong, or magnification is weak.......whatever. No little
units for the Lar. So, looked (in the catalog) at the bigger ones, like
the Garmin 176, and Lowrance 2400. I'm not crazy about the price, but
if I'm going to spend $300.00, then $400.00 isn't that
bad............for something I can use comfortably. Looks like these 2
are stretching the line between hand held & carry-able. Probably best
on a solid mount, which is do-able, I guess. Do any of you have
experience with these things ?? I want to make sure I can get a Baja
California map in the database, too. Also, in the West Marine catalog,
they promote the "Standard Horizon" series of units. Any one familiar
with them ?? Where are they made ?? They look to be comparable to the
Lowrance, with slightly better resolution. Right now, I'm leaning hard
toward the Lowrance 2400 because of the 5" diagonal screen, but with 1
qualification..........the catalog says no accessories are available.
(??) Gotta be accessories. How do you hook up to the computer ??
Download maps ?? Seems like the Garmin might have the best selection of
maps available. Is this true ?? Any insights would be appreciated.
Muchas Gracias. Gogittum Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
I have the AirMap 100... it's update-able, not too expensive, resolution is
great but the screen is small, has the aviation database and all the
features an aviator could ask for ('cept mebbe a stewardess!). The AirMap
300 would be really nice to have because of the big screen, but it's
pricey. Just my $0.02.
-- Robert
At 12:28 AM 9/8/2002, you wrote:
>
>I'm shopping for a GPS, and want to use it in the air, on the water, and
>out in the desert. The old Magellan is OK, and has the aircraft
>database, but it is 6 yrs old, has never been up-dated, (if it even CAN
>be) has no mapping capabilities, it's slow, and eats batteries like
>candy. Time for a new 'un, and keep the old-timer for a back-up. Oh
>mercy..........I think that's what the ladies are saying about me.
>I've looked at the Garmin eTrex series at Best Buy, and can hardly see
>the fool things without my hi-power close-up glasses. Can't quite
>picture swapping glasses back & forth in flight, and don't EVEN mention
>bifocals..........gottum........graduated, & standard, but the focus
>distance is wrong, or magnification is weak.......whatever. No little
>units for the Lar. So, looked (in the catalog) at the bigger ones, like
>the Garmin 176, and Lowrance 2400. I'm not crazy about the price, but
>if I'm going to spend $300.00, then $400.00 isn't that
>bad............for something I can use comfortably. Looks like these 2
>are stretching the line between hand held & carry-able. Probably best
>on a solid mount, which is do-able, I guess. Do any of you have
>experience with these things ?? I want to make sure I can get a Baja
>California map in the database, too. Also, in the West Marine catalog,
>they promote the "Standard Horizon" series of units. Any one familiar
>with them ?? Where are they made ?? They look to be comparable to the
>Lowrance, with slightly better resolution. Right now, I'm leaning hard
>toward the Lowrance 2400 because of the 5" diagonal screen, but with 1
>qualification..........the catalog says no accessories are available.
>(??) Gotta be accessories. How do you hook up to the computer ??
>Download maps ?? Seems like the Garmin might have the best selection of
>maps available. Is this true ?? Any insights would be appreciated.
>Muchas Gracias. Gogittum Lar.
>
>Larry Bourne
>Palm Springs, Ca.
>Kolb Mk III - " Vamoose"
>http://www.gogittum.com
>
>
-- cell: 713-503-2949
-- fax : 425-928-3369
-- web pages: http://www.rlaird.net http://www.texas-flyer.com
________________________________________________________________________________
| From: | <jbrooks(at)cetlink.net> |
A friend is looking at an original Firestar with 377 Rotax and wants to
know if it can be fitted with the heavy duty gear legs. I told him that I
didn't think so but that I would ask the list.
Thanks, John
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider(at)pgtv.net> |
| Subject: | Re: Kolb-List Digest: 21 Msgs - 09/06/02 |
Charles,
The only thing I might add to what has already been recommended is: Have
someone else that is very familiar with Mark III's and the 912 configuration
you have, test fly it first, for you.
The reason is, they will notice any small peculararities (sp?) or problems
long before you would. I guess it's the instructor in me coming out, but
it's the right way. ;
)
Fly Safely,
Doug Lawton
NE Georgia & Whitwell, TN
I'm getting ready to fly my Mark3/912 for the first time
and could sure use some advice from some of
you "seasoned veterans". Having never flown a tail
dragger before, I've been taking lessons in a
Citrobria... just to get current......
Charles White
Houston, Texas
________________________________________________________________________________
| From: | Terry <davistcs(at)eoni.com> |
| Subject: | Experimental Placards?? |
Thanks John W,
I knew it sounded too good to be true. I wonder why that $&#%$ never
mentioned the 30 yr. restriction in the article? Oh well, at the rate I'm
going I may still be able to use NX by the time I finish.
And Will U. , that's a real nice spot to put the placards on a Firestar.
I couldn't think of a spot big enough without going to the outside of the
cage.
Terry Davis
Firestar (eventually)
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: : Kolb-List: |
I bent a couple of the original Firestar legs too, but they always bowed in
the middle of the leg, not down near the wheels. Wonder why the difference?
Steve
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Thunderbird flies !!!!!!! |
>
>
>Woody: Ya done it. Serious congratulations. I had my
>doubts, but the Thunderbird has flown. :-) Anxiously
>waiting to see you and the rest of the Kolb crew at London.
No one had more serious doubts than me. We can't progress if no one
is willing to take a chance If Thunderbird can't make it I hope a video will..
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
I'm shopping for a GPS,
============
larry i borrored a gpsIII pilot for aor trip accross
southern utah... it was real good as it had all the airports
and i especially liked the special use airspace
boundaries....
boyd
________________________________________________________________________________
| From: | "John J. Peters" <TopGunPI(at)att.net> |
RON ,
I also have been using a full length gap seal , and until recently
have been flying with the full
windshield , and no problems with the trailing ends of the seal
remaining in place with 1" velcro
strips . I have just switched and added approx 8" to the short
windscreen , to get some facial wind protection , and stay cool
for summer flying , and couldn't seem to keep those trailing ends from
lifting . I installed springs
tie-wrapped to the universal joints for folding the wing , and hooked
the other end to pull down
on the trailing ends of lexan only to find that the two 6 - 8 " pieces
have fractured , and have met their fate with the 68" Ivo lexan grinder
.
I suspect the added air flow under the seal caused the failure .
Looking to redesign how the seal is held in place , or maybe removing
the section that goes on ethier side of the engine .
Any ideas ? THANKS
topgunpi(at)att.net
John J. Peters
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
How did that trip go ?? What areas did you cover ?? Man, am I ever envious
! ! !. My biggest problem with the GPS is my eyesight. While on that
long vacation, one of the most aggravating problems I had was trying to get
a quick read on road maps while I was driving. I flat could not SEE the
miserable things..........so, wait for a straight road, no traffic; then
switch to the close up glasses, pushed down on my nose, (so I could see the
road over them) read the map, then switch back. Awkward. This "getting
old" business is a real Pain ! ! ! I can see plenty good enuf to drive
safely without glasses at all, but feel much more comfortable with them.
Both pair of bi-focals are set for reading at arms length, which is too far
away. Optometrist & I had a wee discussion about that, (2 yrs ago) and he
did it his way, anyway. Grrrrr ! ! ! I'm going in soon for an up-date, and
there will be a war if I don't get my way...........and also, no payment for
glasses that I'll leave on the counter if they're not what I want.
Good to see that you're enjoying your plane so much. Vamoose' wings are
almost ready for paint, temperatures are dropping, and I'm getting
interested again. Yeeeeee-Haaaaawwww ! ! ! Have you ever been to Glen
Canyon Dam ?? Take a look at these............ 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: gps
>
> I'm shopping for a GPS,
> ============
>
> larry i borrored a gpsIII pilot for aor trip accross
> southern utah... it was real good as it had all the airports
> and i especially liked the special use airspace
> boundaries....
>
> boyd
>
>
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
Larry if you don't need the color of a Garmin 295 look at the new 196 they
have out. Big screen and it has just about every data map known. Go to
Garmin.com and look at their stuff. I have a G-295 and have had it for a
couple of years. Its like "how did I ever get anywhere without it" kinda
thing. It has Street maps an all of that. But I use it only for aviation, to
precious for anything rlse. :-)
9/7/02 22:28Larry Bourne
>
> I'm shopping for a GPS, and want to use it in the air, on the water, and
> out in the desert. The old Magellan is OK, and has the aircraft
> database, but it is 6 yrs old, has never been up-dated, (if it even CAN
> be) has no mapping capabilities, it's slow, and eats batteries like
> candy. Time for a new 'un, and keep the old-timer for a back-up. Oh
> mercy..........I think that's what the ladies are saying about me.
> I've looked at the Garmin eTrex series at Best Buy, and can hardly see
> the fool things without my hi-power close-up glasses. Can't quite
> picture swapping glasses back & forth in flight, and don't EVEN mention
> bifocals..........gottum........graduated, & standard, but the focus
> distance is wrong, or magnification is weak.......whatever. No little
> units for the Lar. So, looked (in the catalog) at the bigger ones, like
> the Garmin 176, and Lowrance 2400. I'm not crazy about the price, but
> if I'm going to spend $300.00, then $400.00 isn't that
> bad............for something I can use comfortably. Looks like these 2
> are stretching the line between hand held & carry-able. Probably best
> on a solid mount, which is do-able, I guess. Do any of you have
> experience with these things ?? I want to make sure I can get a Baja
> California map in the database, too. Also, in the West Marine catalog,
> they promote the "Standard Horizon" series of units. Any one familiar
> with them ?? Where are they made ?? They look to be comparable to the
> Lowrance, with slightly better resolution. Right now, I'm leaning hard
> toward the Lowrance 2400 because of the 5" diagonal screen, but with 1
> qualification..........the catalog says no accessories are available.
> (??) Gotta be accessories. How do you hook up to the computer ??
> Download maps ?? Seems like the Garmin might have the best selection of
> maps available. Is this true ?? Any insights would be appreciated.
> Muchas Gracias. Gogittum Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
Optometrist & I had a wee discussion about that, (2 yrs
ago) and he
> did it his way, anyway. Grrrrr ! ! ! I'm going in soon for an up-date, and
> there will be a war if I don't get my way...........and also, no payment for
> glasses that I'll leave on the counter if they're not what I want.
> Larry Bourne
Larry/Gents:
I need new glasses now.
In the past I have my bifocals set up so I can see the Mark
III instrument panel and read with the bottoms, and fly
outside with the tops. Works out great. When we do the eye
exam, I hold my arms and hands outstretched in front of me.
This lets him know the range of my close up. It works.
john h
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: : Kolb-List: |
I was 150 lbs at the time, did not slam it in or make any hard landings,
landed only on paved runways, was only a few pounds over legal weight, had
the small wheels, and still ended up with the bent gear legs on both sides (
about the same amount of curve in both legs). On the first landing with the
second set, I filmed the landing and had several other pilots watch my
landing to see if I was doing something I was unaware of that was causing the
problem. That landing was one of my best ever - I greased it in like I knew
what I was doing. The gear legs still bent into a slight curve and none of
the other pilots could tell why this was happening and the tape made me look
good but did not reveal why the bends were occurring. I called Kolb and
asked them about this and if it was a problem for others and they told me
that it was a problem with the thinner gear and they recommended going to the
larger size, which I did and that took care of the problem. They said they
had gone with the smaller gear legs to make the part 103 weight limit.
Wish I could have written it off to pilot error or over gross but that just
wasn't the case. Don't know what it was though. I'm staying with the larger
gear legs though, its cheaper than constantly replacing the smaller ones.
Steve
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Hi Lar,
You might want to look into one of the new palm pilot type PDAs that can
interface with a GPS or has one built in. Prices are about the same as a
good GPS unit, they can provide other functions, are updatable, and they have
a color screen that is multifunction capable, easier to read and larger than
most GPS screens. Been a lot of reviews on them in the GA mags over the last
few months.
Steve
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: : Kolb-List: |
> Don't know what it was though. I'm staying with the larger
> gear legs though, its cheaper than constantly replacing the smaller ones.
>
> Steve
Steve/Gents:
Had the same problem with my brand new Firestar in 1987.
Bent gear legs taxiing on my semi-rough field during the
first flight. Had those little nylon Asuza wheels.
Stepped up to the Twin Star legs (1 1/4") and 15.00X6X6
tires with 8 or 10 lbs of air. This set up worked good, but
landing in the feed lot next to the barn and rough fields
eventually, with the help of this pilot, bent them too.
That is when Bro Jim and I started experimenting with 4130
legs. 15 years and I still use the same material for my
Mark III legs. 8X6 4 ply aircraft tires and 6 lbs of air do
wonders to relieve the stress of landings and rough fields
from the gear legs and fuselage.
The little Firestar legs were never husky enough for the
aircraft for normal use.
john h
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Part Deux Thunderbird flies !!!!!!! |
At 3:15 today I committed aviation. Took the Thunderbird around the
patch a few times 2 takeoffs and only 2 landings. Is it me or is this new
plane easier to land? I have about 45 min airtime on it when we decided to
quit and have a nice glass of wine to celebrate. What a great flight. After
10 min it was like I was flying an old friend. Climbed out around 900 fpm
at 50 mph. (90* O.A.T.) I didn't want to push it until I am used to it a
bit more but I was satisfied. All turns were direct and easily done. Wish I
could say it flew hands off but hell it is still a KOlb and it turns left.
Probably not as fast a left turn as Andy's MK111 but the tendency is still
there. It felt very solid in the air.
Now for the bad part The dreaded snag sheet.
Oil is leaking from the oil reservoir. Seems to be from the screw on
top. Anyone else with this problem?
Egt's do not work. I will check the wiring tomorrow. The gauge is good
and there is a voltage reading at the probe.
I have a big hole in the flap right now. Don't know why or how but it
is there. No prop damage but the hole lines up perfectly with the prop.
The air speed did not work for the first flight. I did not realize it
untill I was half way down the runway and to high to land. Only thing I
changed from yesterday was adding the static vent. I removed it for my next
flight and the speeds were back to normal. I did not try for a speed run
today. Knowing it took off around 30 mph was good enough for me right now.
The addition of doors may help the performance.
Heel brakes are awkward. I may swap the pedals around so the right
pedal stops the left wheel and visa versa
New "Carlyle tires" seem to be balanced. no shakes on takeoff. Only $32
(Canadian) each.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
> At 3:15 today I committed aviation.
Woody/Gang:
Congrats again!
> Oil is leaking from the oil reservoir. Seems to be from the screw on
> top. Anyone else with this problem?
Sounds like rotary shaft seal leaking. Probably got coolant
coming into the oil gallery for the rotary valve. If it is
the same problem I had with my 582. Mine was a 1991
engine. The newer ones got updated, and I think the seals
that I used to replace the old ones were updates.
> Heel brakes are awkward. I may swap the pedals around so the right
> pedal stops the left wheel and visa versa
But when you swap them around, you will be actuating the
left brake with left pedal and right with right??? I hope.
:-)
john h
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
Any of you Mark III fabricators got puzzled about the trailing edge tube as
I just have?
I decided on saw horses, less time to build, and I can fit them under the
wing of the Beech. Anyway here I am following instructions some from the
manual, and what I can glim from your web sites. Yes I look at every site
here that I can find, wanting a glimps of that last picture that would
remove the mists of doubt. One thing today just won't make sense. the
trailing edge of the wing shows its length as 13.5 ft, yet the tubes I have
from Kolb are 12 ft. so naturally I look for a 1.17 O.D tube, or something
close, that would be the inner sleeve for the joining of the extra 1.25 tub.
And it aint there??? So My question is Did they just not send me that tube
(I figure it should be 1.1/8 od tube), or am I missing something
altogether.. And if so what?
Thanks
Ron (FHU)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Is that normal for a Kolb? Mine turns to the left as well. I'm planning
> to put a trim tab on to counter act it.
>
> Is this a common tendency for Kolb designs?
> Ken W. Korenek
Ken/Gang:
Usually, if it is a two place side by side with one pilot on
board in the left seat. In addition to the weight over
there, the fuselage may be reacting to torque from the prop
rotation. One of the reasons I decided to fly from the
right seat. Then I installed a 912 which rotated opposite
the 582. Yikes!!! Didn't make any difference. Still flew
straight, with a slight tendancy to roll right on long cross
countries. A little piece of bungee and two SS hose clamps
remedies that problem when it arises.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Wing Trailing Edge Tube |
> And it aint there??? So My question is Did they just not send me that tube
> (I figure it should be 1.1/8 od tube), or am I missing something
> altogether.. And if so what?
> Ron (FHU)
Ron/Gang:
I have seen the newer manuals for the Mark III, but there
should be an explanation of how to fabricate a splice for
the trailing edge tube. Also should be somewhere on the
plans sheets.
john h
________________________________________________________________________________
| Subject: | Re: : Kolb-List: |
| From: | ul15rhb(at)juno.com |
>
> A friend is looking at an original Firestar with 377 Rotax and wants
> to
> know if it can be fitted with the heavy duty gear legs. I told him
> that I
> didn't think so but that I would ask the list.
>
> Thanks, John
Yes you can and if you don't cut them off, you will be able to do
full-stall landings.
Ralph Burlingame
Original Firestar
15 years flying it
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Miss P'fer Repairs |
Hi Guys:
I posted some pics of tailpost and lower vertical stabilizer
repairs to my Mark III, SN M3-011. You will also be able to
see some of the mods that Bro Jim made to it way back during
the initial build and then some that he made a short time
ago when I took it down to his shop in Woodville, FL.
1. Side view of tailpost and stabilizers. Notice that the
lower stabilizer is all 4130, with additional diagnol
bracing. Also notice the foward attachment is a piece of
4130 cut from a tail boom ring and welded to the lower
stabilizer. Saddle is strong and easy to attach. All these
were orignal mods. The tailpost and the upper tube of the
lower vertical stabilizer had broken. Jim put a long saddle
out of .058 4130 on the forward side of the tailpost and a
small saddle on the rear to cover the broken tailpost. He
spliced a new piece of .058 to replace the broken piece in
the upper tube of lower vertical stabilizer. Also added
large 4130 gussets on left and right side. The tail wire
bolt hole in the bottom of the tailpost was compressed
somewhat. He drilled that out and replaced it with a
bushing. Now the bolt can be safely snugged up with out
fear of compressing the tube. BTW: Lift struts are also
bushed to prevent elongation of holes from vibration.
Something that happens to all Kolbs in a short time.) The
tailwheel strut is heat treated 4130 .120 wall. On it I can
mount an 8" Maule Pnuematic or 6" solid tail wheel, or an
old antique 6" Scott tail wheel I bought at the Fly Market
at Lakeland and rebuilt. Miss P'fer hasn't seen a Kolb
tailwheel since initial testing which proved it wasn't
enough tailwheel. Note the length of the strut, aprx 6"
exposed tubing. That is all you need. Not necessary to put
two feet of strut back there. Only makes it more prone to
bending and getting into the bottom of the rudder.
http://hawk36.home.mindspring.com/Miss%20P'fer%20Repairs/Image-01.JPG
2. Another angle of tailpost. This tailpost carries about
100 lbs as a result of moving the axles 8" forward of the
standard location. The result is a Mark III that can be run
up without fear of nosing over, full braking on landing with
real brakes without fear of nosing over, landings in sand,
mud, tall grass, weeds, alder (Alaska bush), extremely rough
fields, etc., without nosing over. Downside is it is hard
on tailwheel bushings. Have to grease them frequently and
change them out every couple years.
http://hawk36.home.mindspring.com/Miss%20P'fer%20Repairs/Image-02.JPG
3. Forward attach point of lower stab.
http://hawk36.home.mindspring.com/Miss%20P'fer%20Repairs/Image-03.JPG
4. Another angle of previous shot.
http://hawk36.home.mindspring.com/Miss%20P'fer%20Repairs/Image-03.JPG
5. Another angle of tailpost shot:
http://hawk36.home.mindspring.com/Miss%20P'fer%20Repairs/Image-05.JPG
6. Tailwheel strut:
http://hawk36.home.mindspring.com/Miss%20P'fer%20Repairs/Image-05.JPG
Was amazed at how long the repairs to the tubing, fabric and
paint work took to accomplish. Would have thought I was
back to building and covering wings again. :-)
john h
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Lar and others,
I just bought a new Magellan Meridian Gold GPS and am very pleased with
it. It contains a built in map of the whole US with major highways,
cities, airports, rivers, lakes, and has better resolution than the
Garmins. The maps are detailed enough for flying. City street maps can be
downloaded with a CD that is extra. It's very easy to use and the battery
life is about 14 hours (2-AA's). I attached an external nicad battery
with the cable supplied and the internal batteries can be used as a
backup. Price is down to $240 for the Gold model (16MB memory) and the
standard Meridian (8MB memory) is about $200. Now I can see the map
without pulling out a map. My Firestar is centered in the middle of the
screen and the map moves along as I am flying without flicker or blanking
out. Nice GPS.
http://www.magellangps.com/en/
http://www.advancedgps.com/receivers/meridian-gold.asp
Ralph Burlingame
Original Firestar
15 years flying it
writes:
>
>
> I'm shopping for a GPS, and want to use it in the air, on the water,
> and
> out in the desert. The old Magellan is OK, and has the aircraft
> database, but it is 6 yrs old, has never been up-dated, (if it even
> CAN
> be) has no mapping capabilities, it's slow, and eats batteries like
> candy. Time for a new 'un, and keep the old-timer for a back-up.
> Oh
> mercy..........I think that's what the ladies are saying about me.
>
> I've looked at the Garmin eTrex series at Best Buy, and can hardly
> see
> the fool things without my hi-power close-up glasses. Can't quite
> picture swapping glasses back & forth in flight, and don't EVEN
> mention
> bifocals..........gottum........graduated, & standard, but the
> focus
> distance is wrong, or magnification is weak.......whatever. No
> little
> units for the Lar. So, looked (in the catalog) at the bigger ones,
> like
> the Garmin 176, and Lowrance 2400. I'm not crazy about the price,
> but
> if I'm going to spend $300.00, then $400.00 isn't that
> bad............for something I can use comfortably. Looks like
> these 2
> are stretching the line between hand held & carry-able. Probably
> best
> on a solid mount, which is do-able, I guess. Do any of you have
> experience with these things ?? I want to make sure I can get a
> Baja
> California map in the database, too. Also, in the West Marine
> catalog,
> they promote the "Standard Horizon" series of units. Any one
> familiar
> with them ?? Where are they made ?? They look to be comparable to
> the
> Lowrance, with slightly better resolution. Right now, I'm leaning
> hard
> toward the Lowrance 2400 because of the 5" diagonal screen, but with
> 1
> qualification..........the catalog says no accessories are
> available.
> (??) Gotta be accessories. How do you hook up to the computer ??
> Download maps ?? Seems like the Garmin might have the best selection
> of
> maps available. Is this true ?? Any insights would be appreciated.
>
> Muchas Gracias. Gogittum Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
>
>
> > Oil is leaking from the oil reservoir. Seems to be from the screw on
> > top. Anyone else with this problem?
>
>Sounds like rotary shaft seal leaking. Probably got coolant
>coming into the oil gallery for the rotary valve. If it is
>the same problem I had with my 582. Mine was a 1991
>engine. The newer ones got updated, and I think the seals
>that I used to replace the old ones were updates.
My big reservoir bottle is half full (or half empty) It still seems to
leak from the cap. Is there a pressure put in the line from a bad seal?
> > Heel brakes are awkward. I may swap the pedals around so the right
> > pedal stops the left wheel and visa versa
>
>But when you swap them around, you will be actuating the
>left brake with left pedal and right with right??? I hope.
Nope if I push the right heel brake I want the left wheel to stop.
Remember back to your old bicycle days. Push on the right handle bar to go
left. Did I put them on wrong to begin with?
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
As I don't know all that leave in Arizona I figured I'd post this in case
you have some time to give.
Ron (FHU)
===================================
Fellow EAA'er
Building materials have arrived for COPPERSTATE's new building and we need
as many volunteers as we can muster until the building is completed.
Building will take place 7 days per week until complete.
If you are interested, please call Bob Hasson at 520-400-8887 to schedule a
time for you to work.
We will furnish cold water, gatorade, sandwiches for lunch, and hot dogs at
night.
If you cannot work, please forward this message to someone that can!
Randy Raymond
Volunteer Coordinator
________________________________________________________________________________
| Subject: | Re: Wing Trailing Edge Tube |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/8/02 16:59John Hauck
> I have seen the newer manuals for the Mark III, but there
> should be an explanation of how to fabricate a splice for
> the trailing edge tube. Also should be somewhere on the
> plans sheets.
I looked for it, in the plans that I have and also in the back pages,, nada.
I could have missed it, been known to happen to me. The workshop manual does
not have anything else insofar as i looked. It just said to cut the tubes to
length.
Ron (FHU)
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'll take a closer look. Thanks, Ralph. Lar. Do not
Archive.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: <ul15rhb(at)juno.com>
Subject: Re: Kolb-List: GPS
>
> Lar and others,
>
> I just bought a new Magellan Meridian Gold GPS and am very pleased with
> it. It contains a built in map of the whole US with major highways,
> cities, airports, rivers, lakes, and has better resolution than the
> Garmins. The maps are detailed enough for flying. City street maps can be
> downloaded with a CD that is extra. It's very easy to use and the battery
> life is about 14 hours (2-AA's). I attached an external nicad battery
> with the cable supplied and the internal batteries can be used as a
> backup. Price is down to $240 for the Gold model (16MB memory) and the
> standard Meridian (8MB memory) is about $200. Now I can see the map
> without pulling out a map. My Firestar is centered in the middle of the
> screen and the map moves along as I am flying without flicker or blanking
> out. Nice GPS.
>
> http://www.magellangps.com/en/
>
> http://www.advancedgps.com/receivers/meridian-gold.asp
>
> Ralph Burlingame
> Original Firestar
> 15 years flying it
>
>
> writes:
> >
> >
> > I'm shopping for a GPS, and want to use it in the air, on the water,
> > and
> > out in the desert. The old Magellan is OK, and has the aircraft
> > database, but it is 6 yrs old, has never been up-dated, (if it even
> > CAN
> > be) has no mapping capabilities, it's slow, and eats batteries like
> > candy. Time for a new 'un, and keep the old-timer for a back-up.
> > Oh
> > mercy..........I think that's what the ladies are saying about me.
> >
> > I've looked at the Garmin eTrex series at Best Buy, and can hardly
> > see
> > the fool things without my hi-power close-up glasses. Can't quite
> > picture swapping glasses back & forth in flight, and don't EVEN
> > mention
> > bifocals..........gottum........graduated, & standard, but the
> > focus
> > distance is wrong, or magnification is weak.......whatever. No
> > little
> > units for the Lar. So, looked (in the catalog) at the bigger ones,
> > like
> > the Garmin 176, and Lowrance 2400. I'm not crazy about the price,
> > but
> > if I'm going to spend $300.00, then $400.00 isn't that
> > bad............for something I can use comfortably. Looks like
> > these 2
> > are stretching the line between hand held & carry-able. Probably
> > best
> > on a solid mount, which is do-able, I guess. Do any of you have
> > experience with these things ?? I want to make sure I can get a
> > Baja
> > California map in the database, too. Also, in the West Marine
> > catalog,
> > they promote the "Standard Horizon" series of units. Any one
> > familiar
> > with them ?? Where are they made ?? They look to be comparable to
> > the
> > Lowrance, with slightly better resolution. Right now, I'm leaning
> > hard
> > toward the Lowrance 2400 because of the 5" diagonal screen, but with
> > 1
> > qualification..........the catalog says no accessories are
> > available.
> > (??) Gotta be accessories. How do you hook up to the computer ??
> > Download maps ?? Seems like the Garmin might have the best selection
> > of
> > maps available. Is this true ?? Any insights would be appreciated.
> >
> > Muchas Gracias. Gogittum Lar.
> >
> > Larry Bourne
> > Palm Springs, Ca.
> > Kolb Mk III - " Vamoose"
> > http://www.gogittum.com
> >
> >
> >
> >
> > messages.
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "louis friedman" <lfriedman2001(at)attbi.com> |
| Subject: | Re: Weird stuff??? |
Should have 4 tubes, 1.250 - .035 I think, about 6" long with a strip about
1/2" wide removed. Mine were packaged in a plastic bag. Kolb said to use a
pair of pliers to compress.
Plans show a few rivets on each side.
Lou
----- Original Message -----
From: "CaptainRon" <CaptainRon(at)theriver.com>
Subject: Kolb-List: Weird stuff???
>
> Any of you Mark III fabricators got puzzled about the trailing edge tube
as
> I just have?
>
> I decided on saw horses, less time to build, and I can fit them under the
> wing of the Beech. Anyway here I am following instructions some from the
> manual, and what I can glim from your web sites. Yes I look at every site
> here that I can find, wanting a glimps of that last picture that would
> remove the mists of doubt. One thing today just won't make sense. the
> trailing edge of the wing shows its length as 13.5 ft, yet the tubes I
have
> from Kolb are 12 ft. so naturally I look for a 1.17 O.D tube, or something
> close, that would be the inner sleeve for the joining of the extra 1.25
tub.
> And it aint there??? So My question is Did they just not send me that tube
> (I figure it should be 1.1/8 od tube), or am I missing something
> altogether.. And if so what?
>
> Thanks
> Ron (FHU)
>
>
________________________________________________________________________________
| From: | "Charles White" <c.f.white(at)att.net> |
| Subject: | Thanks for all your help! |
Thanks to all of you who provided me with flight characteristics for my
first test flight in my new Mark 3. Let's see... Richard, Ralph, Jerry and
Doug your input was terrific and my flight instructor also read all the
info. and we are now trying to fly the Citabria with the same style you
suggested for the Kolb! (Unfortunately, it's hard to fly a plane with 150hp
and a 1600 lb. gross - simular to a 912 with a 1000 lb limit - but we're
trying)
A special thanks to you Chris for your invitation to come up to Chicago and
fly with you in your plane and Boyd the details you sent me on airspeeds
will be of tremendous value on my first flight.
Now, if I can ever get the Designated FAA Inspector to show up... maybe one
day soon - I'll get to fly this thing!
Thanks again to all of you for your help!
Charles White
Houston, TX
N970CW
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Question: I am still using my old Magellan 2000, and it works OK except
when you manuver. If you circle an area, it gets lost and confused until
you get back on some sort of a straight track for a minute, then it sorts
itself out. How does yours do when you are circling an area? Does it stay
on top of things without losing the picture? Thanks.
Richard Pike
MKIII N420p (420ldPoops)
>
>
>Lar and others,
>
>I just bought a new Magellan Meridian Gold GPS and am very pleased with
>it. It contains a built in map of the whole US with major highways,
>cities, airports, rivers, lakes, and has better resolution than the
>Garmins. The maps are detailed enough for flying. City street maps can be
>downloaded with a CD that is extra. It's very easy to use and the battery
>life is about 14 hours (2-AA's). I attached an external nicad battery
>with the cable supplied and the internal batteries can be used as a
>backup. Price is down to $240 for the Gold model (16MB memory) and the
>standard Meridian (8MB memory) is about $200. Now I can see the map
>without pulling out a map. My Firestar is centered in the middle of the
>screen and the map moves along as I am flying without flicker or blanking
>out. Nice GPS.
>
>http://www.magellangps.com/en/
>
>http://www.advancedgps.com/receivers/meridian-gold.asp
>
>Ralph Burlingame
>Original Firestar
>15 years flying it
>
>
>writes:
>>
>>
>> I'm shopping for a GPS, and want to use it in the air, on the water,
>> and
>> out in the desert. The old Magellan is OK, and has the aircraft
>> database, but it is 6 yrs old, has never been up-dated, (if it even
>> CAN
>> be) has no mapping capabilities, it's slow, and eats batteries like
>> candy. Time for a new 'un, and keep the old-timer for a back-up.
>> Oh
>> mercy..........I think that's what the ladies are saying about me.
>>
>> I've looked at the Garmin eTrex series at Best Buy, and can hardly
>> see
>> the fool things without my hi-power close-up glasses. Can't quite
>> picture swapping glasses back & forth in flight, and don't EVEN
>> mention
>> bifocals..........gottum........graduated, & standard, but the
>> focus
>> distance is wrong, or magnification is weak.......whatever. No
>> little
>> units for the Lar. So, looked (in the catalog) at the bigger ones,
>> like
>> the Garmin 176, and Lowrance 2400. I'm not crazy about the price,
>> but
>> if I'm going to spend $300.00, then $400.00 isn't that
>> bad............for something I can use comfortably. Looks like
>> these 2
>> are stretching the line between hand held & carry-able. Probably
>> best
>> on a solid mount, which is do-able, I guess. Do any of you have
>> experience with these things ?? I want to make sure I can get a
>> Baja
>> California map in the database, too. Also, in the West Marine
>> catalog,
>> they promote the "Standard Horizon" series of units. Any one
>> familiar
>> with them ?? Where are they made ?? They look to be comparable to
>> the
>> Lowrance, with slightly better resolution. Right now, I'm leaning
>> hard
>> toward the Lowrance 2400 because of the 5" diagonal screen, but with
>> 1
>> qualification..........the catalog says no accessories are
>> available.
>> (??) Gotta be accessories. How do you hook up to the computer ??
>> Download maps ?? Seems like the Garmin might have the best selection
>> of
>> maps available. Is this true ?? Any insights would be appreciated.
>>
>> Muchas Gracias. Gogittum Lar.
>>
>> Larry Bourne
>> Palm Springs, Ca.
>> Kolb Mk III - " Vamoose"
>> http://www.gogittum.com
>>
>>
>>
>>
>> messages.
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
>
>> > Oil is leaking from the oil reservoir. Seems to be from the screw on
>> > top. Anyone else with this problem?
> My big reservoir bottle is half full (or half empty) It still seems to
>leak from the cap. Is there a pressure put in the line from a bad seal?
On the 532 I had on my J6, it had a crankcase leak, and when you went to
full throttle, oil would spew from the top vent hole in the oil cap for the
reservoir. Had to disassemble the engine and reseal the cases. The engine
was used, and the previous owner had used silicone seal instead of the
specified sealant.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Lar and others,
I just bought a new Magellan Meridian Gold GPS and am very pleased with
it. It contains a built in map of the whole US with major highways,
cities, airports, rivers, lakes, and has better resolution than the
Garmins. The maps are detailed enough for flying. City street maps can be
downloaded with a CD that is extra. It's very easy to use and the battery
life is about 14 hours (2-AA's). I attached an external nicad battery
with the cable supplied and the internal batteries can be used as a
backup. Price is down to $240 for the Gold model (16MB memory) and the
standard Meridian (8MB memory) is about $200. Now I can see the map
without pulling out a map. My Firestar is centered in the middle of the
screen and the map moves along as I am flying without flicker or blanking
out. Nice GPS.
http://www.magellangps.com/en/
http://www.advancedgps.com/receivers/meridian-gold.asp
Ralph Burlingame
Original Firestar
15 years flying it
writes:
>
>
> I'm shopping for a GPS, and want to use it in the air, on the water,
> and
> out in the desert. The old Magellan is OK, and has the aircraft
> database, but it is 6 yrs old, has never been up-dated, (if it even
> CAN
> be) has no mapping capabilities, it's slow, and eats batteries like
> candy. Time for a new 'un, and keep the old-timer for a back-up.
> Oh
> mercy..........I think that's what the ladies are saying about me.
>
> I've looked at the Garmin eTrex series at Best Buy, and can hardly
> see
> the fool things without my hi-power close-up glasses. Can't quite
> picture swapping glasses back & forth in flight, and don't EVEN
> mention
> bifocals..........gottum........graduated, & standard, but the
> focus
> distance is wrong, or magnification is weak.......whatever. No
> little
> units for the Lar. So, looked (in the catalog) at the bigger ones,
> like
> the Garmin 176, and Lowrance 2400. I'm not crazy about the price,
> but
> if I'm going to spend $300.00, then $400.00 isn't that
> bad............for something I can use comfortably. Looks like
> these 2
> are stretching the line between hand held & carry-able. Probably
> best
> on a solid mount, which is do-able, I guess. Do any of you have
> experience with these things ?? I want to make sure I can get a
> Baja
> California map in the database, too. Also, in the West Marine
> catalog,
> they promote the "Standard Horizon" series of units. Any one
> familiar
> with them ?? Where are they made ?? They look to be comparable to
> the
> Lowrance, with slightly better resolution. Right now, I'm leaning
> hard
> toward the Lowrance 2400 because of the 5" diagonal screen, but with
> 1
> qualification..........the catalog says no accessories are
> available.
> (??) Gotta be accessories. How do you hook up to the computer ??
> Download maps ?? Seems like the Garmin might have the best selection
> of
> maps available. Is this true ?? Any insights would be appreciated.
>
> Muchas Gracias. Gogittum Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
My old one is a Magellan Sky Blazer XL, and, within its' limitations, (and
mine) does well. No map, of course, but it has the aviation
database............that's 6 yrs old. My fault. The only time I've noticed
a problem with it, was when I was using it in the car to assist in
calibrating my digital compass. The GPS would show a correct track, OK, but
the readout for direction would take several minutes to catch up. Also, the
altitude readout has never even been close. It's been a useful tool tho',
and I've used it a lot, but the time has come for a moving map.
Incidentally, it's so thirsty for AA batteries, (3 at a time) that I finally
put a small motorcycle battery in a fanny pack, and wired it up to a
portable lighter socket. THAT runs it for a couple of days at a time, and
is quickly rechargeable. Not sure I'd want to take it on a hike, but it
sits under the seat of an airplane just fine. This has come up before, but
again, I tried the rechargeable alkalines, and they didn't work out. GPS is
designed for 4.5 vdc, and the rechargeables put out just 1.2 vdc each, or
3.6 vdc total. The unit works with them, but sucks them dry in about 20
minutes. No Good ! ! ! Now, just for fun, I've run into the same thing
with the digital camera. Some of the NiMH batteries work in it just fine,
others won't even light it up. No way.........so far.......to tell which
ones will work; just gotta try 'em. Gets spendy. Gogittum Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Richard Pike" <richard(at)bcchapel.org>
Subject: Re: Kolb-List: GPS
>
> Question: I am still using my old Magellan 2000, and it works OK except
> when you manuver. If you circle an area, it gets lost and confused until
> you get back on some sort of a straight track for a minute, then it sorts
> itself out. How does yours do when you are circling an area? Does it stay
> on top of things without losing the picture? Thanks.
>
> Richard Pike
> MKIII N420p (420ldPoops)
>
>
> >
> >
> >Lar and others,
> >
> >I just bought a new Magellan Meridian Gold GPS and am very pleased with
> >it. It contains a built in map of the whole US with major highways,
> >cities, airports, rivers, lakes, and has better resolution than the
________________________________________________________________________________
| Subject: | Magellan Meridian GPS |
| From: | ul15rhb(at)juno.com |
> How does yours do when you are circling an area? Does it
> stay on top of things without losing the picture? Thanks.
>
> Richard Pike
> MKIII N420p (420ldPoops
Richard, I have an older Magellan too and it was slow to acquire
waypoints and would sometime hang and get lost. The new ones are much
more improved with very fast acquisition times. I can circle and it will
not get lost but the map will move in "jumps" rather than a smooth circle
depending on the tightness of the circle. It will show the track taken on
the map with dotted lines. If I circle, it will show that too with dotted
lines in a circle. It has a trip odometer that shows total mileage flown.
The track path and odometer are resettable at any time.
This is my first mapping GPS and before getting one was wondering how
difficult it would be to match up the mapped screen with what was below.
I thought the mapping feature for flight would be more confusing and not
worth paying the extra money. Well, the maps are laid out by setting a
"course up" or "track up", or "north up". I like having the GPS orient
the map in the direction I'm headed (duh) and it lays it out in front of
me showing it as I'm seeing it. It's nice being able to see what highway
I'm coming up on or what lake is that off in the distance. There are zoom
in and out buttons to select how much area that you want to see. There is
also a selection that will remove detail for clarity. Most of the screens
are fully customizable, meaning that you can select what info you want to
see such as speed, distance to destination, heading, bearing, time in
flight, ETA, elevation, etc.
Along with that map screen, is the compass rose screen,
speedometer/odometer screen with other parameters, large numbers screen
(for Lar), strip compass screen, and satellite/battery power screen.
There is a cursor mode where you can zoom out to the US, select a state
and zoom in to see where you want to go. It will then show the bearing
and distance to that waypoint or map a course with a thick black line. It
also has a simulation screen to take a cross country trip in real time (a
drag at ultralight speeds), so I will set it to fly along at 999 mph and
watch the map as pass over the states.
Ralph
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
This morning has been interesting. John H. emailed me off List,
recommending I look at the AvWeb publication for today. I subscribe
too, but never read the ads. Maybe I should start ! ! ! Thanks, John.
They strongly recommend the Garmin GPS Map 196, (and Thanks to you, too,
Captain Ron, for the same recommendation) and after reading it, I can
see why. I'm gonna have to sit back for a day or 3, and see if I can
overcome the sticker shock ($999.00), but it looks like what the doctor
ordered. Gonna be awful hard to justify the price, tho'. Course, it IS
very versatile, but.............. For those who like to look over
different products, and enjoy aviation-related humor, I've just been
looking at the "Avionics West" homesite, linked from AvWeb. Fascinating
! ! ! Just for grins, I looked at the review for the EKP IIIC super
large screen GPS, and that would REALLY fit the bill.........for
$1600.00 or $1700.00. Uh............maybe next week ?? The week after
?? Locked Wallet Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
| Subject: | POH/Flight Manual |
Kolbers, I am very close to calling the FAA to come inspect my
Slingshot, but need to complete the Pilots Operating Handbook. Not
wanting to re-invent the wheel, but very much wanting to save time,
would anyone be interested in sharing their POH with me, MS Word format
would be best. Additionally, any general comments on this subject would
be appreciated.
Thanking y'all in advance...
Ian Heritch, Slingshot 912
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
>
>
>Nope if I push the right heel brake I want the left wheel to stop.
>Remember back to your old bicycle days. Push on the right handle bar to go
>left. Did I put them on wrong to begin with?
>
> Woody
>
It sound like the brakes are hooked up wrong. The left heal brake should
activate the left brake and cause the plane to turn left, just like the
rudder causes the plane to turn left. The other way would be too
confusing to operate, and likely cause a loss of control.
John Jung
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: GPS aka batteries |
Richard, Biglar et al
Yes a lot of the older radios, GPSs, and DigCams really eat
batteries--and the so-called rechargeables ain't worth diddly at 1.2v
full chg. I have a source, virtually unlimited, of FREE batteries, but
takes a little work to convert them to 6 or 9V since they are 13V
nominally. Most of the old ELTs use an expensive 13V (12 nom--14 new)
sealed battery consisting of heavy duty alky 1.5V cells. They are thrown
away every coupla years, and the shops are usually glad to get them
taken away, since they are supposed to be "disposed of correctly." Takes
a little brute force to get 'em apart, or use them as is---but FREE! Oh,
you gotta solder a mating connector to match up with your load. Radio
Sh*t has them. Sometimes i just put a so-called cigar lighter receptacle
on the batt--that way any load that can plug in to a lighter socket,
goes right in. A half of one has run my Digcam for almost a year--little
heavy, but FREE. Also good in flashlights.
Bob N. still acting like The Great Depression is on
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Another Mark-3 Flies ! |
Kolb Friends -
I'm happy to announce the first flight of my Mark-III, which occurred on
Saturday Sep 7th at the Moriarty airport in New Mexico! As all of you
who've already done this before know, there is no way to describe in words
the exhilaration and excitement of taking to the air in a flying machine you
built with your own hands!
Flight time was a half hour. It was quite a learning experience for me to
get used to the instananeous Kolb control response - not something my
GA-trained brain was accustomed to yet. I found myself often
overcontrolling, and occasionally inducing a bit of PIO before things
smoothed out in flight.
The airplane flew beautifully! I honestly attribute my airplane's
successful construction to the many hints and experiences that I've
collected from this List over the past 4 years. Thanks again to all of your
help and advice. Although it seemed to require some constant right-stick
pressure to maintain wings level, I want to fly it some more before I make
any changes.
The only down side of the event was a bent landing gear leg on landing. As
Murphy would have it, a strong, gusty crosswind came up during my half hour
aloft. (There was no wind when I took off.) The combination of new
airplane with unfamiliar control response resulted in a less than perfect
touchdown. Luckily, I have two spare gear legs at home!
After 540 hours of build time, I'm happy to finally join the club of flying
Kolbers!
Dennis Kirby
N93DK, Old Kolb s/n-300, Verner-powered, Powerfin-72
Cedar Crest, New Mexico
________________________________________________________________________________
| Subject: | Re: Another Mark-3 Flies ! |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
Congrats on the completion. Boy I wish I was there already with my project.
By the way when you (anyone) did you wing bracket, or the first wing spar
the one from steel. Was the rib ring a bit under size where it fits into the
spar?
Ron (FHU)
9/9/02 14:43Kirby Dennis Contr ASC/TM
>
>
> Kolb Friends -
>
> I'm happy to announce the first flight of my Mark-III, which occurred on
> Saturday Sep 7th at the Moriarty airport in New Mexico! As all of you
> who've already done this before know, there is no way to describe in words
> the exhilaration and excitement of taking to the air in a flying machine you
> built with your own hands!
>
> Flight time was a half hour. It was quite a learning experience for me to
> get used to the instananeous Kolb control response - not something my
> GA-trained brain was accustomed to yet. I found myself often
> overcontrolling, and occasionally inducing a bit of PIO before things
> smoothed out in flight.
>
> The airplane flew beautifully! I honestly attribute my airplane's
> successful construction to the many hints and experiences that I've
> collected from this List over the past 4 years. Thanks again to all of your
> help and advice. Although it seemed to require some constant right-stick
> pressure to maintain wings level, I want to fly it some more before I make
> any changes.
>
> The only down side of the event was a bent landing gear leg on landing. As
> Murphy would have it, a strong, gusty crosswind came up during my half hour
> aloft. (There was no wind when I took off.) The combination of new
> airplane with unfamiliar control response resulted in a less than perfect
> touchdown. Luckily, I have two spare gear legs at home!
>
> After 540 hours of build time, I'm happy to finally join the club of flying
> Kolbers!
>
> Dennis Kirby
> N93DK, Old Kolb s/n-300, Verner-powered, Powerfin-72
> Cedar Crest, New Mexico
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Another Mark-3 Flies ! |
Hooray for you, Dennis! And please keep us posted on the Verner, I for one
am interested in it. Have fun!
Ed in JXN
MkII/503
----- Original Message -----
From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil>
Subject: Kolb-List: Another Mark-3 Flies !
>
> Kolb Friends -
>
> I'm happy to announce the first flight of my Mark-III, which occurred on
> Saturday Sep 7th at the Moriarty airport in New Mexico! As all of you
> who've already done this before know, there is no way to describe in words
> the exhilaration and excitement of taking to the air in a flying machine
you
> built with your own hands!
>
> Flight time was a half hour. It was quite a learning experience for me to
> get used to the instananeous Kolb control response - not something my
> GA-trained brain was accustomed to yet. I found myself often
> overcontrolling, and occasionally inducing a bit of PIO before things
> smoothed out in flight.
>
> The airplane flew beautifully! I honestly attribute my airplane's
> successful construction to the many hints and experiences that I've
> collected from this List over the past 4 years. Thanks again to all of
your
> help and advice. Although it seemed to require some constant right-stick
> pressure to maintain wings level, I want to fly it some more before I make
> any changes.
>
> The only down side of the event was a bent landing gear leg on landing.
As
> Murphy would have it, a strong, gusty crosswind came up during my half
hour
> aloft. (There was no wind when I took off.) The combination of new
> airplane with unfamiliar control response resulted in a less than perfect
> touchdown. Luckily, I have two spare gear legs at home!
>
> After 540 hours of build time, I'm happy to finally join the club of
flying
> Kolbers!
>
> Dennis Kirby
> N93DK, Old Kolb s/n-300, Verner-powered, Powerfin-72
> Cedar Crest, New Mexico
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Another Mark-3 Flies ! |
Congrats Dennis. Thats 2 of us in one week to do a first flight.
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
>
>
>On the 532 I had on my J6, it had a crankcase leak, and when you went to
>full throttle, oil would spew from the top vent hole in the oil cap for the
>reservoir. Had to disassemble the engine and reseal the cases. The engine
>was used, and the previous owner had used silicone seal instead of the
>specified sealant.
>
>Richard Pike
I will get out my pressure tester and check this out. Still not sure how
this will cause a back up from the carb manifold inlet to the tank but it
couldn't hurt to check.
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
>
>t in the line from a bad seal?
>
>Woody:
>
>Oil is circulating from the tank to the engine and back to
>the tank. If the seal is leaking you will also be getting
>coolant in the oil. That will be readily noticed as white
>gunky color (water in oil).
The little tank for the valve recirculates the oil but The main tank to
the carb inlet manifold is the one that is spewing oil. There is no water
in the oil.
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
>
>
> >
>It sound like the brakes are hooked up wrong. The left heal brake should
>activate the left brake and cause the plane to turn left, just like the
>rudder causes the plane to turn left. The other way would be too
>confusing to operate, and likely cause a loss of control.
>
>John Jung
The left heal brake controls the left wheel now. Stopping the left wheel
does make it turn left but trying to hit left rudder and left brake is
difficult for me. I cross control with my feet and find it easy enough to
maintain direction unless of course I need to give opposite rudder.
Changing them around would let me have more control on the ground. Full
stop still requires pressure on both pedals.
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
| Subject: | Trailing edge splice |
My plans (page 6) show an insert to splice a 18.5" extension on the
trailing edge to make the 163" OAL. The splice is called out as Kolb
part number 100-205-000. I talked to Ray at TNK and he said they were
apparently left out of my kit. They are just tubes with a nice milled
slot down the length. You just squeeze and insert; then use rivets to
lock in place. I think they were about 6-8" long.
Rex Rodebush
Subject: Kolb-List: Weird stuff???
From: CaptainRon <CaptainRon(at)theriver.com>
Any of you Mark III fabricators got puzzled about the trailing edge tube
as
I just have?
I decided on saw horses, less time to build, and I can fit them under
the
wing of the Beech. Anyway here I am following instructions some from the
manual, and what I can glim from your web sites. Yes I look at every
site
here that I can find, wanting a glimps of that last picture that would
remove the mists of doubt. One thing today just won't make sense. the
trailing edge of the wing shows its length as 13.5 ft, yet the tubes I
have
from Kolb are 12 ft. so naturally I look for a 1.17 O.D tube, or
something
close, that would be the inner sleeve for the joining of the extra 1.25
tub.
And it aint there??? So My question is Did they just not send me that
tube
(I figure it should be 1.1/8 od tube), or am I missing something
altogether.. And if so what?
Thanks
Ron (FHU)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Another Mark-3 Flies ! |
> By the way when you (anyone) did you wing bracket, or the first wing spar
> the one from steel. Was the rib ring a bit under size where it fits into the
> spar?
> Ron (FHU)
Ron/Gents:
The inboard rib ring is usually pretty standard size. If
you start measuring the diameter of the various 6" tubes,
you will find that no two are the same size. It is the
result of the manufacturing process. So some rings are
tight, some are tighter. Almost like other stuff........
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Oil Reservoir Leak |
> I will get out my pressure tester and check this out. Still not sure how
> this will cause a back up from the carb manifold inlet to the tank but it
> couldn't hurt to check. woody
Woody/Guys:
If the cases are leaking you are getting pressure from the
crankcase to the oil rotary valve oil galleries.
You are talking about the rotary valve reservoir and not the
oil injection tank???
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Oil Injection Tank Blow Out |
> The little tank for the valve recirculates the oil but The main tank to
> the carb inlet manifold is the one that is spewing oil. There is no water
> in the oil.
Woody/Gents:
Now I know what you are talking about.
My injection oil tank did the same thing. To solve the
problem I finally figured out not to put so much oil in it.
They use very little oil to start with. Half tank and it
would not blow out the vent line on mine.
john h
________________________________________________________________________________
| Subject: | Re: Another Mark-3 Flies ! |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/9/02 19:57John Hauck
> So some rings are
> tight, some are tighter. Almost like other stuff........
>
> john h
Ok, well I solved that problem by taping two layers of aluminume tape
adehesive around the ring, the same tape thats used around air conditioning
ducts. Well tomorrow I'll start on the ribs, except one item (actually two)
it looks like a straight forward job. I guess when I am about to finish the
wings I ought to order the cage. I wonder what is the lead time on it. I'll
call them tomorrow.
If anyone has them I need a photo of the compression strut at around where
it attaches to the spar, and another of the end of the spar looking to the
cage.. the drawings are not showing the end tubes that connect to the end of
the spar as being riveted. Which does not make sense. The drawings are not
depicting that clearly, at least for me. :-)
Ron (FHU)
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
Why not get gear legs out of the way at the start by getting the larger
shocks (mentioned by ???) rather than the ones they give you with the
kit?
kj
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
Somehow it (the 532) was leaking pressure from the crankcase into the oil
chamber in the middle of the engine that houses the water pump/rotary valve
shaft. At full throttle, the little oil reservoir bottle would spray oil
out the vent hole in the cap.
(We are talking about the same sort of oil leak aren't we? The oil that
lives in the middle of the engine?)
Richard Pike
MKIII N420P (420ldPoops)
>
> I will get out my pressure tester and check this out. Still not sure how
>this will cause a back up from the carb manifold inlet to the tank but it
>couldn't hurt to check.
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
Are you talking about the tank that holds the oil going to the oil
injection pump? (The pump that pre-mix engines don't have?)
Richard Pike
MKIII N420P (420ldPoops)
>
> The little tank for the valve recirculates the oil but The main tank to
>the carb inlet manifold is the one that is spewing oil. There is no water
>in the oil.
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Another Mark-3 Flies ! |
Congratulations, Dennis...........it's good to hear you
finished...........and ahead of me, even. Where are you in New Mexico ??
It looks like I'm going to be transferred to Santa Fe for 6 weeks to help
out there. Do you know of a hotel there called "La Posada ??" I think I
got the name right. There's a few final details to hammer out tomorrow,
but it looks probable. Not quite sure how this is going to affect my
planned trip to Copperstate. How far is it from Phoenix to Santa Fe ??
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil>
Subject: Kolb-List: Another Mark-3 Flies !
>
> Kolb Friends -
>
> I'm happy to announce the first flight of my Mark-III, which occurred on
> Saturday Sep 7th at the Moriarty airport in New Mexico! As all of you
> who've already done this before know, there is no way to describe in words
> the exhilaration and excitement of taking to the air in a flying machine
you
> built with your own hands!
>
> Flight time was a half hour. It was quite a learning experience for me to
> get used to the instananeous Kolb control response - not something my
> GA-trained brain was accustomed to yet. I found myself often
> overcontrolling, and occasionally inducing a bit of PIO before things
> smoothed out in flight.
>
> The airplane flew beautifully! I honestly attribute my airplane's
> successful construction to the many hints and experiences that I've
> collected from this List over the past 4 years. Thanks again to all of
your
> help and advice. Although it seemed to require some constant right-stick
> pressure to maintain wings level, I want to fly it some more before I make
> any changes.
>
> The only down side of the event was a bent landing gear leg on landing.
As
> Murphy would have it, a strong, gusty crosswind came up during my half
hour
> aloft. (There was no wind when I took off.) The combination of new
> airplane with unfamiliar control response resulted in a less than perfect
> touchdown. Luckily, I have two spare gear legs at home!
>
> After 540 hours of build time, I'm happy to finally join the club of
flying
> Kolbers!
>
> Dennis Kirby
> N93DK, Old Kolb s/n-300, Verner-powered, Powerfin-72
> Cedar Crest, New Mexico
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Another Mark-3 Flies ! |
I think there's a sufficiently clear picture on my website, in the Wings
section. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "CaptainRon" <CaptainRon(at)theriver.com>
Subject: Re: Kolb-List: Another Mark-3 Flies !
>
> 9/9/02 19:57John Hauck
>
> > So some rings are
> > tight, some are tighter. Almost like other stuff........
> >
> > john h
>
> Ok, well I solved that problem by taping two layers of aluminume tape
> adehesive around the ring, the same tape thats used around air
conditioning
> ducts. Well tomorrow I'll start on the ribs, except one item (actually
two)
> it looks like a straight forward job. I guess when I am about to finish
the
> wings I ought to order the cage. I wonder what is the lead time on it.
I'll
> call them tomorrow.
> If anyone has them I need a photo of the compression strut at around where
> it attaches to the spar, and another of the end of the spar looking to the
> cage.. the drawings are not showing the end tubes that connect to the end
of
> the spar as being riveted. Which does not make sense. The drawings are not
> depicting that clearly, at least for me. :-)
>
> Ron (FHU)
>
>
________________________________________________________________________________
| From: | "Jim Gerken" <gerken(at)us.ibm.com> |
09/10/2002 07:19:45 AM
>There was an article in Sport Aviation a while back about using alkaline
>batteries in handheld GPS receivers, and it turns out that the best buy is
>the ones you get cheap at Dollar store. They last about as long as the
>copper bunny ones, and cost a third as much. I put a copy of the article
in
>our monthly EAA chapter newsletter, (I'm the editor) and if you want, I
>can add you to the mail out list for when I send it out next week. Or add
>anybody else that wants to be on the list, just let me know.
As far as batteries go, I absolutely love the new Nickle Metal Hydride type
(NI-MH). They are rechargeable, no memory effects, lighter and pack more
power than Nicads. I have a new camera and put copper top alkalynes
through it for a while. I could take about 50 flash photos on a set of
four Alkalynes. Now with NI-MH, I can take about 200 photos, about 100
with flash, before needing a recharge.
Jim Gerken
________________________________________________________________________________
| Subject: | internal vs external power |
| From: | "Jim Gerken" <gerken(at)us.ibm.com> |
09/10/2002 08:05:43 AM
>> How come you don't plug that sucker into your 12VDC system
>> and forget about all those pricey batteries.
>Indeed. I had the same question. :-)
I'll answer the question for ya. If you want a GPS or other sensitive
electronic device to last a long time, minimize its exposure to voltage
spikes, over voltage, under voltage, static discharge, inductive spikes,
etc. These are the types of voltage irregularities you WILL find on a
mobile vehicle electrical system.
Jim Gerken
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Larry and Group,
I used to store extra alkalines in the refrigerator. But since I
discovered NiMH batterys, I only use alkalines in devices that don't
like NiMH's. My Garmin gets such long life on the NiMH's, that I don't
usually bother plugging it in to the 12v source in my plane.
John Jung
Larry Bourne wrote:
>
>For years, I've been storing extra batteries (and camera film, too) in the
>freezer, cause I read an article once that said this slows down the chemical
>reactions, and increases the shelf life. Any thoughts on that ??
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: internal vs external power |
> I'll answer the question for ya. If you want a GPS or other sensitive
> electronic device to last a long time, minimize its exposure to voltage
> spikes, over voltage, under voltage, static discharge, inductive spikes,
> etc. These are the types of voltage irregularities you WILL find on a
> mobile vehicle electrical system.
>
> Jim Gerken
Jim/Gents:
Personaly have not had a problem with my old Garmin 55AVD,
95XL, STS, King KX99, or ICOM VHF. All have been operating
on Rotax 12VDC. STS operated off the old 447 alternator (no
battery). Still kicking and 15 years old. The rest of the
electronic gear has operated off 912/912S power with 12VDC
battery.
The old Garmins have a healthy appetite for batteries when
used in that mode. I like to use my GPS's for flight
planning here at home. Does not take long to deplete 4 AA
bats.
Flying multiple day cross countries could get expensive
trying to live with AA bats.
I thought Garmin and the other electronic manufacturers
built in the capability to live with auto, aircraft, and
marine onboard 12VDC power systems. That is why they
provide a system to hook into the onboard system. I use GPS
in all three. The one I use in the trucks operates anytime
the engine is running and for hours on end. Same same for
boat and airplane.
My GPS's with aviation data base are 1993 and 1994
technology. Just got a Garmin V for the truck and dirt
bike. It is a lot smarter than the old ones. They are all
extremely reliable.
Happy with the reliability of my electronic gear being
conveniently used with "free" power. :-)
john h
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: internal vs external power |
I too have been using engine power to keep my radio and gps alive for the last
three years with no problems.
I discovered that when I put the 12v (really 14+v) into my gps it would try to
recharge the alkaline batteries and this was shown by the batteries getting hot.
This shortened the battery life. To minimize this problem, I connected a
cheapie little power converter from Walmart audio section in between the power
source and the gps. It is the kind that you can switch to pick out the desired
voltage and polarity. I set it to output 7.5 volts. The gps internal batteries
do not heat, and when the engine power is off the gps runs on the internal
batteries. I minimize battery usage by turning the gps on after engine start
up and of before engine shut down. This is easy to remember because the gps
interferes with my radio and since I like to listen to the radio around the
airport the gps is not turned on unless I am away from the airport. If I have
to walk out some day, the gps internal batteries will be have good charge in
them.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: Very sad news from the farm |
youve got us worried ,theres no message please amplify
vnz
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
| Subject: | Re: internal vs external power |
This is a good point. I have a King KLX100 which is a GPS/COMM. I have
had to returned the unit to the factory three times due to external
power problems. Now that I have learned to disconnect the external power
from the airplane before starting or stopping the engine the unit no
longer has problems. King swears that it isn't necessary but it solved
the problem.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIII
>>> I'll answer the question for ya. If you want a GPS or other
sensitive
electronic device to last a long time, minimize its exposure to
voltage
spikes, over voltage, under voltage, static discharge, inductive
spikes,
etc. These are the types of voltage irregularities you WILL find on a
mobile vehicle electrical system.
Jim Gerken<<<<<<<
________________________________________________________________________________
| From: | "Chris Sudlow" <sudlow77(at)earthlink.net> |
| Subject: | Re: Another Mark-3 Flies ! |
Kirby,
That's excellent news! Congrats on your first flight!
----- Original Message -----
From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil>
Subject: Kolb-List: Another Mark-3 Flies !
>
> Kolb Friends -
>
> I'm happy to announce the first flight of my Mark-III, which occurred on
> Saturday Sep 7th at the Moriarty airport in New Mexico! As all of you
> who've already done this before know, there is no way to describe in words
> the exhilaration and excitement of taking to the air in a flying machine
you
> built with your own hands!
>
> Flight time was a half hour. It was quite a learning experience for me to
> get used to the instananeous Kolb control response - not something my
> GA-trained brain was accustomed to yet. I found myself often
> overcontrolling, and occasionally inducing a bit of PIO before things
> smoothed out in flight.
>
> The airplane flew beautifully! I honestly attribute my airplane's
> successful construction to the many hints and experiences that I've
> collected from this List over the past 4 years. Thanks again to all of
your
> help and advice. Although it seemed to require some constant right-stick
> pressure to maintain wings level, I want to fly it some more before I make
> any changes.
>
> The only down side of the event was a bent landing gear leg on landing.
As
> Murphy would have it, a strong, gusty crosswind came up during my half
hour
> aloft. (There was no wind when I took off.) The combination of new
> airplane with unfamiliar control response resulted in a less than perfect
> touchdown. Luckily, I have two spare gear legs at home!
>
> After 540 hours of build time, I'm happy to finally join the club of
flying
> Kolbers!
>
> Dennis Kirby
> N93DK, Old Kolb s/n-300, Verner-powered, Powerfin-72
> Cedar Crest, New Mexico
>
>
________________________________________________________________________________
| Subject: | Re: internal vs external power |
| From: | ul15rhb(at)juno.com |
writes:
> Happy with the reliability of my electronic gear being
> conveniently used with "free" power. :-)
>
> john h
John,
Power is never free. Believe it or not, this means you will not fly as
far on a tank of gas. It's true :)
I use a rechargeable nicad system because it's simple and I don't have to
add a battery and regulator to my plane. Speaking of planes with
electrical systems, do you have a mode C transponder on yours? I suspect
that you might have to get one in the near future if this terrorism crap
continues. This is another reason I want to keep mine simple. But then I
don't do the kind of flying that you do either.
Ralph Burlingame
Original Firestar
15 years flying it
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | internal vs external power |
> Happy with the reliability of my electronic gear being
> conveniently used with "free" power. :-)
>
> john h
John,
Power is never free. Believe it or not, this means you will not fly as
far on a tank of gas. It's true :)
Ralph Burlingame
Original Firestar
15 years flying it
Ralph,
In the truest terms of physics you are correct...the extra load
on the alternator will cause the engine to burn more fuel, .......
buuuuuuttttt, in practical terms I'd bet the extra load on the engine
driven electrical system would equal out to the extra load your engine
has to push to keep the weight of your nicad's in the air!!! ;-)
Jeremy
PEE ESS:
I'm a structural steel draftsmen and a lot of times when checking other
people's work, I will come up 1/32" off from their number on say the
overall length of a sloping steel beam , say 50' long. I hold up a good
old fashioned ruler and look at 1/32" and remind myself how in this case
that 1/32 is completely insignificant (no building was ever built with a
micrometer)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: internal vs external power |
> Power is never free. Believe it or not, this means you will not fly as
> far on a tank of gas. It's true :)
> do you have a mode C transponder on yours? I suspect
> that you might have to get one in the near future if this terrorism crap
> continues.
> Ralph Burlingame
Ralph/Gents:
Right. That's why I carry an extra 5 gal can of gas with
me............to power my radio. hehehe Doubt you and I
could measure the additional fuel required to power the GPS
and VHF. For that matter, the Chilli Vest, turned up on MAX
will not cause any needle deflection of the volt meter. It
pulls more that the GPS and VHF combined. What ever the
cost of additional fuel, I am more than happy to pay for the
convenience of not screwing around with a ruck sack full of
batteries.
Now that this old timer has gotten up near present day
technology with a cell phone that works part of the time,
but usually not where I need it to work, I find that
carrying it and a charger adds to my work load. Cross
country, on a serious basis, in a little airplane is best
when not encumbered with anything that is not absolutely
required for accomplishment of the mission.
john h
I do not have a Mode C. I hope I do not have to go to the
added expense of
________________________________________________________________________________
| From: | "ghaley" <ghaley(at)wt.net> |
| Subject: | Kolb Mark III about to re-fly |
OK Guys, I've been lurking for about five years now and have
made very few posts. I wish I had been on-line prior to
building my Mark III in 1997, I would have done a much
better job. But, I'm pleased.
My Mark III/912 was damanged in a hard landing July 4th 2001
and hasn't flown since. I started the repairs this Spring
and am doing taxi tests now. Called the Insurance Company
this AM to go back on flying status so that second first
flight should come soon.
Gary Haley, Dry Creek Airport, Houston, TX
Classic Mark III/912 N100GH (197 hours)
Originally named "Fabergoose" but my wife now calls it
"Patches".
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
I'm getting a number of requests for information from people on the list
about VW power so I guess a update is in order.
I had previously reported that I was talking to Gene Smith (my redrive
vendor) about a 1.66 to one reduction instead of my 1.60. After further
discussions with Gene we have decided that he will build a 1.71 to one
reduction for me that he is going to exchange for my reduction drive for
the cost of a new drive belt and shipping. It is hoped that the new
ratio will give me a greater speed range without having to change props.
Gene also thinks my cam is too radical for the RPMs I'm turning and I
will be able to turn more engine RPMs if necessary. The new reduction
ratio also gives the lowest possible thrust line with this reduction
drive app .5 inch lower than the drive I have. Gene Smith is very
helpful is very willing to make my reduction drive work as good as
possible.
As I indicated before I'm getting all the thrust I need when I set a
fine pitch on the prop OR I get fairly good speed with more pitch. The
trick is to size the prop/drive ratio so that you get both. The other
problem is the high thrust line.
Also I have a web site with a engine photo and engine details if you
are interested http://www.geocities.com/NeilsenRM/kolb-MKIII.htm
One thing people keep asking is what about a engine mounts. My mount is
way too heavy there has to be a better way. We need input from Larry
Borne and Julian Warren. How heavy are your engine mounts? How are they
constructed? Larry we need a different angle of your mount on your web
site and Julian can you share a photo of your mount?
Rick Neilsen
Redrive VW powered MKIII
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Emergency Locator Transmitters |
I'm probably the only one that has a hard time interpretting the FARs but are we
required to have an ELT aboard 2 place Kolbs that are not licensed for instruction
only? I realize it is a safety issue but my concern is wether it needs
to be in the aircraft for the DAR to see.
Bob
N57MB (99% complete)
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
________________________________________________________________________________
| From: | "John Williamson" <jawmson(at)attbi.com> |
| Subject: | 2002 Kolb Fly-In |
Fellow attendees,
I have plotted my course and in only eight fuel stops I will arive at
Chesnut Knolls (3KY2).
Depending on the weather, I will leave Triple S (42XS) on the 25th or 26th
and Fly-In bright and early Saturday morning.
My round trip distance will be 1488.9 nm. Estimated flight time total is
22 hours 54 minutes.
Hope to see a lot of Kolbs that I have only seen in photos.
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 57 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
| From: | "John Williamson" <jawmson(at)attbi.com> |
| Subject: | Re: Emergency Locator Transmitters |
Bob and fellow listers,
91.207 Emergency locator transmitters. The parts that we fall under as
to whether we need an ELT or not are the following:
---(3) Aircraft while engaged in training operations conducted entirely
within a 50-nautical mile radius of the airport from which such local flight
operations began;
---(4) Aircraft while engaged in flight operations incident to design and
testing;
---(5) New aircraft while engaged in flight operations incident to their
manufacture, preparation, and delivery;
---(9) Aircraft equipped to carry not more than one person.
Do you need it for airworthiness inspection? No
Do you need it to complete flight testing? No
Do you need it if you have more than one seat installed? Yes, but not until
after phase 1 flight testing is complete.
The bottom line, call your DAR and ask him what he wants to see in the
airplane.
For text of the FAR:
http://www.access.gpo.gov/nara/cfr/cfrhtml_00/Title_14/14cfr91_00.html
Hope this helps and good luck.
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 57 hours.
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
| From: | "Martin" <martintr(at)earthlink.net> |
| Subject: | Earthlink illusion |
Earthlink came out with a new program and before I could use it, they
e-mailed everyone. Please forget that message, I'll stay with the old
program.
"If you think you are too small to be
effective, you have never been in bed
with a mosquito."
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
I promised to send information on VW sites and figured I would send it to
the list instead.
Gene & Larry Smith This is their site. They make the belt drive redrive that
I'm using.
http://members.sockets.net/~ranchair/index.html
Able Aircraft They make a VW engine mount and a bunch of other stuff. I have
talked to the owner and he is big on promises. He had some neat ideas for a
reduction drive that was two months away better than two years ago and still
nothing. The engine mount sounds good there are no photos and I don't know
of anyone that is using it so?
http://www.altimizer.com/whatsnew.html
CB Performance The attached is a fuel injection system that sounds like it
would work well. I figured the throttle body could be layed down.
http://www.cbperformance.com/catalog.asp?ProductID=277
Good products and good knowledge of VW aircraft engines. Steve Bennett is
the owner and every thing else, a great one to talk to. They sell the
ignition system I have, diehl accessory case alternator, flywheel and
starter. If you use the diehl case you will need to use the 6volt style
flywheel. They also sell the Gene Smith reduction drive.
http://www.greatplainsas.com/
Rick Neilsen
Redrive VW powerer MKIII
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Hi Richard: I'll try to get some more pics up before I leave, but time's
getting short. My mount is far heavier than necessary, since I made it
extra long and solid, in order to be able to slide it back & forth to help
get the CG right. At that, I doubt if it weighs 10 pounds, and it's hell
for stout. I know you're not crazy about high rpm's, but I had a discussion
with my dune buggy buddies yesterday about the car. I like the engine on
Vamoose so much, I built a milder 2110cc for the Baja Bug, and put a single
Weber 44 IDF on it. Bottom end torque is huge. While working on the
jetting, (which I still need help with) he told me to test drive it, and
take it up to 5500 or 6000 rpm, and watch the mixture. I kinda groaned, and
he said.........."That engine will run all day at 5500 and grin at
you........we run the race engines at 7200 or more for 1000 miles down Baja,
and they come back for more." Vamoose felt GOOD at 4400 -
4800.............till the redrive broke. Gogittum Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Kolb-List: VW Power
>
> I'm getting a number of requests for information from people on the list
> about VW power so I guess a update is in order.
>
> I had previously reported that I was talking to Gene Smith (my redrive
> vendor) about a 1.66 to one reduction instead of my 1.60. After further
> discussions with Gene we have decided that he will build a 1.71 to one
> reduction for me that he is going to exchange for my reduction drive for
> the cost of a new drive belt and shipping. It is hoped that the new
> ratio will give me a greater speed range without having to change props.
> Gene also thinks my cam is too radical for the RPMs I'm turning and I
> will be able to turn more engine RPMs if necessary. The new reduction
> ratio also gives the lowest possible thrust line with this reduction
> drive app .5 inch lower than the drive I have. Gene Smith is very
> helpful is very willing to make my reduction drive work as good as
> possible.
>
> As I indicated before I'm getting all the thrust I need when I set a
> fine pitch on the prop OR I get fairly good speed with more pitch. The
> trick is to size the prop/drive ratio so that you get both. The other
> problem is the high thrust line.
>
> Also I have a web site with a engine photo and engine details if you
> are interested http://www.geocities.com/NeilsenRM/kolb-MKIII.htm
>
> One thing people keep asking is what about a engine mounts. My mount is
> way too heavy there has to be a better way. We need input from Larry
> Borne and Julian Warren. How heavy are your engine mounts? How are they
> constructed? Larry we need a different angle of your mount on your web
> site and Julian can you share a photo of your mount?
>
> Rick Neilsen
> Redrive VW powered MKIII
>
>
________________________________________________________________________________
| Subject: | Re: GPS aka batteries |
In a message dated 9/9/02 4:49:46 PM Eastern Daylight Time, ronoy(at)shentel.net
writes:
<< Oh,
you gotta solder a mating connector to match up with your load. Radio
Sh*t has them. Sometimes i just put a so-called cigar lighter receptacle
on the batt--that way any load that can plug in to a lighter socket,
goes right in. A half of one has run my Digcam for almost a year--little
heavy, but FREE. Also good in flashlights.
Bob N. still acting like The Great Depression is on
>>
You're good, Bob.
George Randolph
Akron Firestar driver
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: internal vs external power |
And if you are carrying any chickens or jay-birds, beat on the cage so
they'll fly and lighten yer load.
bn
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb Mark III about to re-fly |
Good Luck. Has your insurance gone up since you last flew ??
Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "ghaley" <ghaley(at)wt.net>
Subject: Kolb-List: Kolb Mark III about to re-fly
>
> OK Guys, I've been lurking for about five years now and have
> made very few posts. I wish I had been on-line prior to
> building my Mark III in 1997, I would have done a much
> better job. But, I'm pleased.
> My Mark III/912 was damanged in a hard landing July 4th 2001
> and hasn't flown since. I started the repairs this Spring
> and am doing taxi tests now. Called the Insurance Company
> this AM to go back on flying status so that second first
> flight should come soon.
> Gary Haley, Dry Creek Airport, Houston, TX
> Classic Mark III/912 N100GH (197 hours)
> Originally named "Fabergoose" but my wife now calls it
> "Patches".
>
>
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
I figured up the cost of a Great Plains 2180 cc engine complete with all
available accessories including 40 amp alternator, starter, redrive or rear
drive, intake and exhaust systems, assembled at the factory and run in at
about $4500. 65-70 hp at 140 lbs. and parts are very inexpensive and
available. I've been flying behind VW's for 25 years without incident.
Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
Dale
Sellers
Georgia Ultra Star
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> I've been flying behind VW's for 25 years without incident.
> Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
>
> Dale
> Sellers
Morning Dale, Gents:
How many logged flight hours is that?
john h
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
John,
Probably 1200-1500 in two different planes. Built the planes and engines
myself.
Dale Sellers
Georgia Ultra Star
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck
Subject: Re: Kolb-List: VW power
> I've been flying behind VW's for 25 years without incident.
> Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
>
> Dale
> Sellers
Morning Dale, Gents:
How many logged flight hours is that?
john h
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
Great Plains sells accessories for tractor airplanes so exhaust systems
and some other parts may not fit. Also the rear drive you talk about is
direct drive and you will not be happy with this. The key element hear
is thrust and direct drive VWs on a Kolb MKIII makes for a marginal
single place airplane. I have been there.
Rick Neilsen
Redrive VW powered MKIII
>>> dsellers(at)sgtcollege.org 09/11/02 08:28AM >>>
I figured up the cost of a Great Plains 2180 cc engine complete with
all
available accessories including 40 amp alternator, starter, redrive or
rear
drive, intake and exhaust systems, assembled at the factory and run in
at
about $4500. 65-70 hp at 140 lbs. and parts are very inexpensive and
available. I've been flying behind VW's for 25 years without
incident.
Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
Dale
Sellers
Georgia Ultra Star
________________________________________________________________________________
| From: | Artdog1512(at)aol.com |
i hope this makes the trip. type in the URL address and check out the story
...... tim
Some of you know and some of you probably don't.
Hank was a good man, a friend, an excellent builder, took his training
seriously and was neither careless nor neglectful.
While not entirely accurate, this is the least erroneous and misleading
article I've seen on the crash. ........
http://www.zwire.com/site/news.cfm?newsid=5266620&BRD=2101&PAG=461&dept_id=417987&rfi=6
............
And this is an excerpt from a e-mail sent by another friend who was
there at the time.
++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
I just wanted to pass on the profoundly sad news that Hank Arnwine was
killed
last night during his first flight in his new Kolb FireStar. The
aircraft had
previously been flown by an experienced pilot and shown to be
airworthy. He
was known as a perfectionist and had built a beautiful aircraft. Hank
was an
extremely thoughtful and safe individual and had approached the first
flight
of his aircraft with care. Hank was a USUA registered pilot and had
spent
much time taxiing (no "crow hops") his aircraft in recent weeks. Less
than
two weeks ago Hank visited the Kolb factory in Kentucky to get
trail-dragger
time and be checked out by Kolb in a similar aircraft. Last night he
did
several high speed taxi runs, picking the tail up on the last two runs
down
the runway. When he took off the plane appeared to be climbing well and
Hank
was tracking down the center of the runway. However, the nose of the
aircraft
kept coming up and he was airspeed appeared to be diminishing. The
aircraft
than made a sharp turn to the right and continued downward into the
field
just off the runway.
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
Kolb gang,
I don't doubt that the Rotax is a good engine but it is over priced (parts
too). This I have determined from reading posts on this list. I have also
read many, many posts on how temperamental they are and require almost
constant adjustments to jetting, prop pitch, etc. There has to be a better
way.
My $0.015.
Dale Sellers
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I have the VW engine too, but don't let the advertising throw you. That
140# number is for a stripped, bare engine. Add intake, exhaust, starter,
etc., and I think you'll find a flying weight of around 180#. Add a
redrive.........more lbs. I'm not putting them down........love
'em.......but be aware of what you've got. Gogittum Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: Kolb-List: VW power
>
> I figured up the cost of a Great Plains 2180 cc engine complete with all
> available accessories including 40 amp alternator, starter, redrive or
rear
> drive, intake and exhaust systems, assembled at the factory and run in at
> about $4500. 65-70 hp at 140 lbs. and parts are very inexpensive and
> available. I've been flying behind VW's for 25 years without incident.
> Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
>
> Dale
> Sellers
> Georgia Ultra Star
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I should add.............I agree 100% with Richard - A VW on a Mk III needs
a re-drive. Power is marginal without it, terrific with it. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: VW power
>
> I have the VW engine too, but don't let the advertising throw you. That
> 140# number is for a stripped, bare engine. Add intake, exhaust, starter,
> etc., and I think you'll find a flying weight of around 180#. Add a
> redrive.........more lbs. I'm not putting them down........love
> 'em.......but be aware of what you've got. Gogittum Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
> ----- Original Message -----
> From: "Dale Sellers" <dsellers(at)sgtcollege.org>
> To: "Kolb List"
> Subject: Kolb-List: VW power
>
>
> >
> > I figured up the cost of a Great Plains 2180 cc engine complete with all
> > available accessories including 40 amp alternator, starter, redrive or
> rear
> > drive, intake and exhaust systems, assembled at the factory and run in
at
> > about $4500. 65-70 hp at 140 lbs. and parts are very inexpensive and
> > available. I've been flying behind VW's for 25 years without incident.
> > Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
> >
> > Dale
> > Sellers
> > Georgia Ultra Star
> >
> >
>
>
________________________________________________________________________________
| From: | "ghaley" <ghaley(at)wt.net> |
| Subject: | Kolb Mark III Re-flys |
Well I did it, fly that is. Yesterday I took the Kolb up
for the first time in over a year, sure felt good. No
problems except I will need to tweek the rigging a little.
Lar, I really don't know if my insurance went up yet since I
just called and said do it. I'll find out soon when I get
the bill.
Gary Haley, Houston, TX
Kolb Mark III/912 N100GH
Cessna 172 N84898
RV-7 in the making N700GH reserved
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Part Deux Thunderbird flies !!!!!!! |
>
>Are you talking about the tank that holds the oil going to the oil
>injection pump? (The pump that pre-mix engines don't have?)
>
>Richard Pike
>MKIII N420P (420ldPoops)
Yeah it is the big bottle that feeds the single line to the oil pump
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Kolb Mark III Re-flys |
> Well I did it, fly that is.
> Gary Haley, Houston, TX
Gary/Gang:
Glad ya done alright!
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb Mark III Re-flys |
It may be interesting. I've read where all the old relationships have
changed, and Avemco is going their own way............which is apparently
going to be more expensive for us. I'd be surprised if the rest of the
industry doesn't jump on the bandwagon, too. I have builder's insurance,
and non-owners insurance, for flying rental planes, and it's not too
expensive, but I'll fairly soon (??) be looking for flying coverage on mine.
I'll be interested in hearing how yours turns out. Congratulations on
the flight. I'll bet that felt good, eh ?? Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "ghaley" <ghaley(at)wt.net>
Subject: Kolb-List: Kolb Mark III Re-flys
>
> Well I did it, fly that is. Yesterday I took the Kolb up
> for the first time in over a year, sure felt good. No
> problems except I will need to tweek the rigging a little.
> Lar, I really don't know if my insurance went up yet since I
> just called and said do it. I'll find out soon when I get
> the bill.
> Gary Haley, Houston, TX
> Kolb Mark III/912 N100GH
> Cessna 172 N84898
> RV-7 in the making N700GH reserved
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | kolb flyin suggestions |
To all going down to Chestnut knolls for the Kolb get together remember
to bring beer. It is a dry county. Beauford promised me some beer 2 years
ago and has had it ripening ever since.
Wear a name tag. Kolb will not supply these and it would be nice to
identify list members as they walk around.
Can anyone suggest to Kolb to have a yard sale? I bet they have a lot
of stuff they want to get rid of that has accumulated over the years. Large
group of buyers in one place at one time with aviation on their minds.
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
Dale & all,
Dale you sound like the lists resident VW guru.
I been told that there we some early models of VW engines of moderate
weight that a single person could lift. Something about before the Type 3
what ever that signifies.
What kind of weight and horse power would you expect them to be?
I'm seriously looking for a 4-stroke in the 35-40 HP area.
I envision using a redrive to allow turning the RPM necessary to extract
the power needed.
What's your comments on this.
jerryb
>
>I figured up the cost of a Great Plains 2180 cc engine complete with all
>available accessories including 40 amp alternator, starter, redrive or rear
>drive, intake and exhaust systems, assembled at the factory and run in at
>about $4500. 65-70 hp at 140 lbs. and parts are very inexpensive and
>available. I've been flying behind VW's for 25 years without incident.
>Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
>
>Dale
>Sellers
>Georgia Ultra Star
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Help ! ! ! I need Jim & Dondi's phone #, and can't find it. I
talked my covering guy into buying his supplies from them - at least for
Vamoose, and I'm leaving Fri. morning. Lar.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Got it.............thanks.
Larry Bourne
Palm Springs, Ca.
Kolb Mk III - " Vamoose"
http://www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Kolb-List: ATC
>
> Help ! ! ! I need Jim & Dondi's phone #, and can't find it. I
> talked my covering guy into buying his supplies from them - at least for
> Vamoose, and I'm leaving Fri. morning. Lar.
>
> Larry Bourne
> Palm Springs, Ca.
> Kolb Mk III - " Vamoose"
> http://www.gogittum.com
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: sad news .... |
Bob and Group,
It sounds to me like the Firestar stalled and spun in. They can be
stalled, and if a pilot doesn't recognise the stall and respond quickly
and correctly, they can spin. At low altitude there is not room to
recover or time to pull the chute. To avoid a stall/spin on takeoff, one
should watch the airspeed and the slip indicator. This may sound simple
but a first flight can be stressfull and distracting.
John Jung
Robert Kearbey wrote:
>
>Will somebody please tell me what happened???
>Bob
>
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
Apples and oranges yes but these are dollars and dollars. For less than
the cost of a Rotax 2 stroke you can have a VW 4cyl 4 stroke. There has
been a lot of development on VWs over the years. The biggest development
is a reduction drive for these engines. The difference between my old
direct drive 2180 VW on my MKIII and my new 2180 redrive is like night
and day. The new engine has twice the thrust, it runs cooler, quieter,
flies faster and all this at the same RPMs (less than 3800RPM). And if
you choose to run with more RPMs you can get thrust levels possibly
beyond the Rotax 912S.
The engines you buy now have only a few stock VW parts in them. The
varity of racing quality parts that are available for these engines is
staggering and they are inexpensive. The trick in building an engine is
to get the right parts, strong but not high RPM. The parts cost of a
major rebuild is less than $300 try that with a Rotax (apples or
oranges)
With all that said there is no one putting together a VW engine
package. The power, reliability even if it will even work are based a
vast number of parts choices. The exhaust and engine mounts aren't even
available.
And yes reliability is still unknown. And it is possible that the big
power fin prop, that I'm using, may break the crank shaft of my redrive
VW like the warp drive props do to the direct drive VWs.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIII
<<<<<<>>>>>>
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
jerryb,
The early VW's(I'm talking way back like the first ones to come to the us )
were either 1200 or 1300 cc's and they were rated at 35 hp. This was a
totally different engine from those sold nowadays. Most people needing this
range of power are using the half engine. I'm not sure I like cutting an
engine in half but lots have had good results with them. The type I engine
is the one used in the beetle. It is called the upright engine with the fan
shroud. They range from 40 hp to 52 hp. The type II engine was called the
pancake engine. The cooling should was made of cast aluminum and layed down
flat so it would fit under the floor of the squareback and sedan. These
were basically the same engine as the type one except different cooling.
The type III engine was used in the buses. It was a 1700 cc and 60 hp. It
also had the flat cooling system so it would fit under the rear floor of a
bus but a little more power. The type IV engine is the Porsche engine used
in the 911. this is a totally different engine from the others. The first
one I built came out of a squareback and was a type II, 1600 cc. It was
rated at 52 hp at 4800 rpm's stock. That is 69mm cylinders and 69mm forged
steel crank. I had the engine case bored out for 92 mm cylinders and used
an aftermarket Scat 76mm crank which gave me a little over 2000 cc's and
around 65 hp at 4800 rpm's. I had the heads bored for an extra spark plug
and volumed the combustion champers so they were all equal. I ran one ser
of plugs off a Slick mag and the other off the original distributor. The
dual ignition worked great. I put the engine in a VPII and flew it for
about 500 hours. The only maintenance required for the full period was
change the plugs once a year and adjust the valves every 25 hours. I sold
the VPII airframe and kept the engine. It never used any oil and never gave
me any trouble. I had about $2500 in this engine. I eventually sold it to
a friend who is going through it (major) and putting it in a KRII.My second
engine started life in a beetle as a 1500cc (52 hp) I rebuilt it to an 1850
cc which gave me about 55 hp at 4800rpm's. I flew it in a SoneraiII for
about 600 hours with no trouble, same maintenance routine. I sold the plane
to a friend who still flies it regularly and has done nothing to the engine.
I also ride a VW powered trike I built about 20 years ago. It is a stock
1600cc. Still runs good, no oil consumption, starts on about 1/2 turn of
the starter every time. My wife and I have ridden it all over the SE US
pulling a trailer. Replaced the transmission once about five years ago.
They are tough engines and if assembled and maintained and COOLED correctly,
will last a looooong time. The 200 cc engine on the VPII weighed 167 lbs as
installed on the plane. That's intake, exhaust, carb,
oilcooler......everything.
hope this helps.
Dale Sellers Georgia Ultra Star
-----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: VW power
Dale & all,
Dale you sound like the lists resident VW guru.
I been told that there we some early models of VW engines of moderate
weight that a single person could lift. Something about before the Type 3
what ever that signifies.
What kind of weight and horse power would you expect them to be?
I'm seriously looking for a 4-stroke in the 35-40 HP area.
I envision using a redrive to allow turning the RPM necessary to extract
the power needed.
What's your comments on this.
jerryb
>
>I figured up the cost of a Great Plains 2180 cc engine complete with all
>available accessories including 40 amp alternator, starter, redrive or rear
>drive, intake and exhaust systems, assembled at the factory and run in at
>about $4500. 65-70 hp at 140 lbs. and parts are very inexpensive and
>available. I've been flying behind VW's for 25 years without incident.
>Rotax.....LOOK OUT!!!! My next Kolb project will be VW powered.
>
>Dale
>Sellers
>Georgia Ultra Star
>
>
________________________________________________________________________________
| From: | "Robert Kearbey" <kearbey(at)jps.net> |
| Subject: | Re: sad news .... |
John and group,
I wonder if the AC had a lot of up trim. With students, this is one thing we
do at times to demonstrate how difficult it is for a low time pilot with
excess up trim to push the stick forward and pay attention to attitude and
airspeed. So sad!!!
Bob
----- Original Message -----
From: "John Jung" <jrjung(at)sgmmail.com>
Subject: Re: Kolb-List: sad news ....
>
> Bob and Group,
>
> It sounds to me like the Firestar stalled and spun in. They can be
> stalled, and if a pilot doesn't recognise the stall and respond quickly
> and correctly, they can spin. At low altitude there is not room to
> recover or time to pull the chute. To avoid a stall/spin on takeoff, one
> should watch the airspeed and the slip indicator. This may sound simple
> but a first flight can be stressfull and distracting.
>
> John Jung
>
> Robert Kearbey wrote:
>
> >
> >Will somebody please tell me what happened???
> >Bob
> >
>
>
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
PS: You're probably wondering why I sold the planes I built if I liked them
so much. I built the VPII back when I was young and in a hurry. It cruised
about 75 MPH. I wanted more speed, thus the Sonerai. I really loved that
plane. The reason I sold it was colon cancer. I was given 3 years, at the
most, to live. After chemo and taking better care of myself, fives years
later, I have no cancer and am fit as a fiddle but not in a hurry any more.
Dale Sellers 58
Georgia Ultra Star
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
| Subject: | Kolb Fly-in!!!!!!! |
Hi everyone,
We're looking forward to the fly-in! If anyone needs any supplies, we
can bring 'em, & save shipping.
Big Lar, here's our phone number!
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
________________________________________________________________________________
| Subject: | Re: sad news .... |
| From: | ul15rhb(at)juno.com |
>
> Bob and Group,
>
> It sounds to me like the Firestar stalled and spun in. They can be
>
> stalled, and if a pilot doesn't recognise the stall and respond
> quickly
> and correctly, they can spin. At low altitude there is not room to
> recover or time to pull the chute. To avoid a stall/spin on takeoff,
> one
> should watch the airspeed and the slip indicator. This may sound
> simple
> but a first flight can be stressfull and distracting.
>
> John Jung
John,
What I can't understand about crashes like this is why a new pilot
decides to pull that stick back in a climb and so close to the ground. I
don't get it unless he really didn't know how to fly or maybe froze up.
Ralph Burlingame
Original Firestar
15 years flying it
________________________________________________________________________________
| From: | "louis friedman" <lfriedman2001(at)attbi.com> |
| Subject: | EAA 690 Airfare at LZU (Atlanta,GA area) September 21 |
The week before Lincoln, EAA690 at LZU is having
an airfare. I will try to have my partially completed
Mark III Classic on static display. We would love
to have other finished or unfinished projects for our
static display. Contact me if you're interested.
Otherwise just drop by. Hopefully I'll get to meet some
of you the following week in Lincoln.
Lou Friedman
Mark III Classic, 912
N45LF (reserved)
________________________________________________________________________________
| Subject: | Helmet with headset |
Listers,
It is time to purchase a helmet. There is not a lot inside this old
skull and what is there is not in all that good working condition, so
best I give it whatever protection is available.
I have an Icom A4 which I have been using with a pair of borrowed ear
phones during taxi tests.
I have the Aircraft Spruce catalog in hand and am about to order the
Comtronics Ultra-Pro or the Ultra-Pro 2000. The price is within the
family budget parameters (That means I think I can slip it thru without
too much pain). Perusing the archives I found an entry or so from a
couple of years ago that indicated someone was less than satisfied with
a Comtronics setup.
I will wait for comments from those that know, before I further enrich
AS&S.
L Ray Baker
Mark III N629RB
________________________________________________________________________________
| Subject: | Re: Helmet with headset |
| From: | Richard Carlisle <rrcarl(at)concentric.net> |
I have a Comtronics helmet that I use now and then. It works well. I use
it with an A4 and an A22. You will have to buy an adapter to to plug the
helmet into the Icom headset adapter. The helmet is a single plug
configuration. Just buy the adapter to adapt it to GA type
radios/intercoms.
Ross
> From: "L. Ray Baker" <rbaker-@atlantic.net>
> Reply-To: kolb-list(at)matronics.com
> Date: Thu, 12 Sep 2002 13:07:30 -0400
> To:
> Subject: Kolb-List: Helmet with headset
>
>
> Listers,
>
> It is time to purchase a helmet. There is not a lot inside this old
> skull and what is there is not in all that good working condition, so
> best I give it whatever protection is available.
>
> I have an Icom A4 which I have been using with a pair of borrowed ear
> phones during taxi tests.
>
> I have the Aircraft Spruce catalog in hand and am about to order the
> Comtronics Ultra-Pro or the Ultra-Pro 2000. The price is within the
> family budget parameters (That means I think I can slip it thru without
> too much pain). Perusing the archives I found an entry or so from a
> couple of years ago that indicated someone was less than satisfied with
> a Comtronics setup.
>
> I will wait for comments from those that know, before I further enrich
> AS&S.
>
> L Ray Baker
> Mark III N629RB
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Helmet with headset |
Ray,
Have used Comtronics before in a Challenger 2 and can just say
this... I'm glad they were borrowed and I hadn't wasted my money on
them.
I later bought a Lynx headset system and can say I was VERY impressed.
A fellow pilot buddy said they were comparable to his BOSE headset and
that's saying something. I sold them when I sold my Challenger (the guy
buying it had a headset/intercom but when he used the Lynx setup during
the demo flight he had to have them...) and intend to buy another set
when I get the Mark 3 ready to fly.
http://www.lynx-avionics.com/English_Site/E_Site_Index/e_frame_set.html
Jeremy Casey
P.S. You'll get a different recommendation for as many pilots as you
ask, so good luck with your decision. One thing to remember is that
most headset/intercoms are designed for GA planes and open/loud/high
pitched Rotax sounding engines just overwhelm them. The Lynx setup is
designed for UL's. Those Brit's really got those things right... (Made
in England)
Listers,
It is time to purchase a helmet. There is not a lot inside this old
skull and what is there is not in all that good working condition, so
best I give it whatever protection is available.
I have an Icom A4 which I have been using with a pair of borrowed ear
phones during taxi tests.
I have the Aircraft Spruce catalog in hand and am about to order the
Comtronics Ultra-Pro or the Ultra-Pro 2000. The price is within the
family budget parameters (That means I think I can slip it thru without
too much pain). Perusing the archives I found an entry or so from a
couple of years ago that indicated someone was less than satisfied with
a Comtronics setup.
I will wait for comments from those that know, before I further enrich
AS&S.
L Ray Baker
Mark III N629RB
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | Helmet with headset |
Hi Ray;
I've used both the Comtronics and Lynx. Both are good, but Lynx is way
better. They are very spendy, though. With the stealth budget you mention
below, Comtronics will work good for you. Very good people to work with,
too.
J.D. Stewart
UltraFun AirSports
http://www.ultrafunairsports.com
Challenger Owners E-mail list and Website Administrator
http://challenger.inebraska.com
>
>
> Ray,
>
> Have used Comtronics before in a Challenger 2 and can just say
> this... I'm glad they were borrowed and I hadn't wasted my money on
> them.
>
> I later bought a Lynx headset system and can say I was VERY impressed.
> A fellow pilot buddy said they were comparable to his BOSE headset and
> that's saying something. I sold them when I sold my Challenger (the guy
> buying it had a headset/intercom but when he used the Lynx setup during
> the demo flight he had to have them...) and intend to buy another set
> when I get the Mark 3 ready to fly.
>
> http://www.lynx-avionics.com/English_Site/E_Site_Index/e_frame_set.html
>
> Jeremy Casey
>
> P.S. You'll get a different recommendation for as many pilots as you
> ask, so good luck with your decision. One thing to remember is that
> most headset/intercoms are designed for GA planes and open/loud/high
> pitched Rotax sounding engines just overwhelm them. The Lynx setup is
> designed for UL's. Those Brit's really got those things right... (Made
> in England)
>
>
>
>
> Listers,
>
> It is time to purchase a helmet. There is not a lot inside this old
> skull and what is there is not in all that good working condition, so
> best I give it whatever protection is available.
>
> I have an Icom A4 which I have been using with a pair of borrowed ear
> phones during taxi tests.
>
> I have the Aircraft Spruce catalog in hand and am about to order the
> Comtronics Ultra-Pro or the Ultra-Pro 2000. The price is within the
> family budget parameters (That means I think I can slip it thru without
> too much pain). Perusing the archives I found an entry or so from a
> couple of years ago that indicated someone was less than satisfied with
> a Comtronics setup.
>
> I will wait for comments from those that know, before I further enrich
> AS&S.
>
> L Ray Baker
> Mark III N629RB
>
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
| Subject: | Re: Helmet with headset |
Ray,
I bought a Comtronics Ultra-Pro when I first bought my Mark III about three
years ago. I sold them shortly thereafter. To me they seemed to increase the
noise level to the point that after flying it took hours to get my hearing
back to normal. Just my experience so I would suggest waiting for others to
comment.
Jim
Mark III
SN 003
----- Original Message -----
From: "L. Ray Baker" <rbaker-@atlantic.net>
Subject: Kolb-List: Helmet with headset
>
> Listers,
>
> It is time to purchase a helmet. There is not a lot inside this old
> skull and what is there is not in all that good working condition, so
> best I give it whatever protection is available.
>
> I have an Icom A4 which I have been using with a pair of borrowed ear
> phones during taxi tests.
>
> I have the Aircraft Spruce catalog in hand and am about to order the
> Comtronics Ultra-Pro or the Ultra-Pro 2000. The price is within the
> family budget parameters (That means I think I can slip it thru without
> too much pain). Perusing the archives I found an entry or so from a
> couple of years ago that indicated someone was less than satisfied with
> a Comtronics setup.
>
> I will wait for comments from those that know, before I further enrich
> AS&S.
>
> L Ray Baker
> Mark III N629RB
>
>
________________________________________________________________________________
| From: | NealMcCann(at)aol.com |
| Subject: | Re: Helmet with headset |
L Ray Baker,
For less expensive and less sound proofed headsets, try wearing those small
foam
ear plugs- put headset over those- turn radio volume on high. This method
blocks out most aircraft noise and you can still hear the radio. Works for
me. Expensive noise reduxtion units don't work well with UL's because they
don't cancel out hi freq. engine noise of a 2 cycles.
Neal McCann
FS II driver w/503
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: Helmet with headset |
Ray,
I had the Comtronics helmets and their intercom. They didn't work well
in the noisy envirnment. I sold them and, I now have the Comtronics
helmets that allow me to use aircraft headsets. I use the DRE headsets
and intercom. With the DRE's, I had to change to a less sensitive mic's
(free). Now the system works well.
John Jung
L. Ray Baker wrote:
>
>Listers,
>
>It is time to purchase a helmet.
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: sad news .... |
Ralph and Group,
The elevator forces on most Kolbs are so low that if a pilot is
expecting the normal Cessna type feedback, he won't recognize it.
The other thing that is different (in a Kolb) is that there is less
reference to climb angle in a because of the very low instrument panel.
It give a pilot who is not used to it, the feeling that he isn't
climbing much or that he is decending.
John Jung
ul15rhb(at)juno.com wrote:
>
>
>John,
>
>What I can't understand about crashes like this is why a new pilot
>decides to pull that stick back in a climb and so close to the ground. I
>don't get it unless he really didn't know how to fly or maybe froze up.
>
>Ralph Burlingame
>Original Firestar
>15 years flying it
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: sad news .... |
Bob and Group,
The yarn taped to the windscreen does not work as well on a Firestar as
a slip indicator, in my opinion. The reason is that the yarn will
almost always be on one side or the other and almost never in the
middle. It is too sensitive and causes the pilot to chase it or ignor
it. The slip indicator works.
John Jung
Bob, Kathleen, & Kory Brocious wrote:
>
>Kolbers, a simple slip indicator is a piece of yarn taped to the outside center
of your windshield. Sailplanes pilots have been using these for eons. It also
keeps your eyes outside the cockpit. Just keep the little piece of yarn centered.
Works the same way your ball does.
>
>Bob N57MB 99% MarkIII
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: sad news .... |
Bob and Group,
While it is possible that the plane had some up trim, a pilot should
never fly a different or new plane by feel. It should be flown by
airspeed and slip and outside visual orientation. After getting very
familiar with a plane, a pilot can use the sound and feel to increase
the amount of time looking outside the plane. But, never while close to
the ground!
John Jung
P.S. I am not an instructor. But I have owned and flown, over the past
14 years, 6 pusher ultralights, including an original Firestar, and
currently a Firestar II. I also flew a rented Cessna for my PPL.
Robert Kearbey wrote:
>
>John and group,
>I wonder if the AC had a lot of up trim. With students, this is one thing we
>do at times to demonstrate how difficult it is for a low time pilot with
>excess up trim to push the stick forward and pay attention to attitude and
>airspeed. So sad!!!
>Bob
>
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Helmet with headset |
While I didn't choose them, they came with the plane purchase, I have the
Peltor headsets and have been very happy with them in static and taxi
testing. They too have the single plug and need an adapter to work with GA
radios and intercoms.
-Ken Fackler
Mark II/503
Rochester MI
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
| Subject: | Re: sad news .... |
you need to get it out of the boundary layer a bit, stick it up on a little
post and it should work real well.
----- Original Message -----
From: "John Jung" <jrjung(at)sgmmail.com>
Subject: Re: Kolb-List: sad news ....
>
> Bob and Group,
>
> The yarn taped to the windscreen does not work as well on a Firestar as
> a slip indicator, in my opinion. The reason is that the yarn will
> almost always be on one side or the other and almost never in the
> middle. It is too sensitive and causes the pilot to chase it or ignor
> it. The slip indicator works.
>
> John Jung
>
> Bob, Kathleen, & Kory Brocious wrote:
>
> >
> >Kolbers, a simple slip indicator is a piece of yarn taped to the outside
center of your windshield. Sailplanes pilots have been using these for
eons. It also keeps your eyes outside the cockpit. Just keep the
little piece of yarn centered. Works the same way your ball does.
> >
> >Bob N57MB 99% MarkIII
> >
>
>
________________________________________________________________________________
| Subject: | Wing construction pics. |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
If any of you folks have detailed photo's of the wing construction I would
apreciate getting them. I did the H brace and I connected the spar to the
metal rib. I am unclear as how it looks from there. I guess the first step
would be to mount all the pre fab ribs, leading and trailing edges and then
after seeing that they are true, rivet them into the spar. Is this about
right?
Ron(FHU)
See most of you in KY if my Beech is up and cycling. Had to send the Hyd
Pack to be OH. It aint fun when the gear aint wanting to come down, when you
put the switch into down position. :-)
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
>
>Bob and Group,
>
>The yarn taped to the windscreen does not work as well on a Firestar as
>a slip indicator, in my opinion. The reason is that the yarn will
>almost always be on one side or the other and almost never in the
>middle. It is too sensitive and causes the pilot to chase it or ignor
>it. The slip indicator works.
Usually I fly with the yaw string. Couple weeks ago I was flying around
and started experimenting. With a good cross wind I found no difference in
airspeed if I kept the ball or string centered or not. Call me lazy but I
do not see the point of trying to fly straight through the air if there is
no difference in performance. We are not talking about landing or flying
near stall, just in cruise.
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Wing construction pics. |
>. I guess the first step
>would be to mount all the pre fab ribs, leading and trailing edges and then
>after seeing that they are true, rivet them into the spar. Is this about
>right?
Sounds about right to me. You may find duct tape helps a lot at this
point for temporary clamps.
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
When flying sailplanes you must keep your eyes outside the cockpit if you hope
to have a flight of more than a few minutes. You are looking for lift by observing
clouds, birds, dark sections on the earth, etc. You learn to fly your plane
with your ears. You learn to know what your aircraft sounds like going through
the wind sideways. You learn what it sounds like when it gets close to a stall.
The string is a quick confirmation of what your ears tell you.
When I owned a C-172 I didn't like flying with headsets because I wanted to listen
to my airplane. Even a 172 can be flown by using your ears. You can tell when
it is climbing or diving by changes in pitch of the engine. You can even hear
a difference when you are sloshing through a turn.
Although my Mark III is not flying yet, I want to be able to learn its sounds and
cross reference what I hear with yarn or the instruments till I can pretty
much fly the plane with my eyes outside most of the time.
Bob (N57MB) "Miss B"
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> Although my Mark III is not flying yet, I want to be able to learn its sounds
and cross reference what I hear with yarn or the instruments till I can pretty
much fly the plane with my eyes outside most of the time.
>
> Bob (N57MB) "Miss B"
Hi Bob/Gang:
Recommend you learn to fly with other instincts and
sesnses. The only thing you will hear in a Mark III under
power is a lot of noise, prop (primarily) and engine.
Shutting the engine down and gliding is truly a completely
different sensation in any of the Kolbs. For the firt time,
dead stick, I can hear the airplane fly. It make sounds,
not noises, that I did not know it made.
I have no problem with the noise. I first soloed in
helicopters. They are noisy whether under power or not.
The only time they are quite is when the engine is shut down
on the ground.
I still rely on my ASI to keep me out of trouble when I am
near the ground. I keep a good cross check on it to make
sure I carry enough airspeed to keep me above the stall.
Take care,
john h
PS: Before I got a Winter Slip/Skid Indicator, I used a yaw
string on my Ultrastar and Firestar. I use a yaw string on
the Mark III to check and calibrate my slip/skid indicator.
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Hi John,
Any idea what a 750 LB Firestar will have as a sink rate with power off ( 3/4
windshield)?
I agree with your advise about using instruments to keep an eye on airspeed
and yaw. A variety of conditions can cause the body to feel and receive
false information (headwinds, tailwinds, crosswinds, attitude, the slow
accumulation of "G" forces building up, etc.) that can be hazardous to ones
health, especially at low altitudes. Anyone who does not know this has not
flown thru a heavy cloud cover (yea I know, you don't do this in a Kolb, but
the concept is what I am talking about). It doesn't take that long to glance
at the instruments just to make sure and those couple of relatively
inexpensive instruments can make your flights a lot safer.
Steve
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Bob and others,
I think one of the main differences between GA pilots and ultralight
pilots is this very thing that you talk about in "listening to the
airplane". When I speak of 'listening', I speak of feeling the forces in
turns, feeling the forces on the stick, and the sound of the engine and
prop under certain types of loads. I wear earplugs of course, but I can
still hear and feel each of these things. How many Kolb pilots have
listened for the natural 'burble' of the prop before a stall? How many
even know it's there? How many have listened to the sound of the prop
when the aircraft is slipping? How many pilots hear and feel the engine
when distracted for a few seconds and the aircraft goes into a gradual
dive? Do I need to look at the ASI to tell me it's in a dive? The
instruments do tell us all that is needed for safe flight, but what
happens when they go bad? GA pilots seldom experience this 'listening'
thing even if they transition to light aircraft because they follow what
they have been taught.
I don't mean to make enemies with the GA crowd on this list, but am
simply pointing out some of the things I have observed over the years.
Don't take me wrong here as I have many GA friends that have very little
clue as to what this 'ultralight' flying is all about.
The same argument can be said for pilots that practice real dead stick
landings with the engine switched off. GA pilots were never taught to do
this, but when it happens they are stuck in a situation with limited
experience and usually the outcome is not a good one. An ultralight pilot
will not have a problem with this because he/she thinks it's fun and is a
part of the natural progression of learning to become a good pilot.
You are absolutely right about learning to fly your Kolb the same way
that you flew in your sailplane. I too use a 'yaw string' on my Firestar
and have had it from day one.
Ralph Burlingame
Original Firestar
15 years flying it
writes:
>
>
>
> When flying sailplanes you must keep your eyes outside the cockpit
> if you hope to have a flight of more than a few minutes. You are
> looking for lift by observing clouds, birds, dark sections on the
> earth, etc. You learn to fly your plane with your ears. You learn to
> know what your aircraft sounds like going through the wind sideways.
> You learn what it sounds like when it gets close to a stall. The
> string is a quick confirmation of what your ears tell you.
>
>
> When I owned a C-172 I didn't like flying with headsets because I
> wanted to listen to my airplane. Even a 172 can be flown by using
> your ears. You can tell when it is climbing or diving by changes in
> pitch of the engine. You can even hear a difference when you are
> sloshing through a turn.
>
>
> Although my Mark III is not flying yet, I want to be able to learn
> its sounds and cross reference what I hear with yarn or the
> instruments till I can pretty much fly the plane with my eyes
> outside most of the time.
>
>
> Bob (N57MB) "Miss B"
>
>
> Bob, Kathleen, and Kory BrociousTenacity Farm
>
> Campbellsburg, Kentucky
________________________________________________________________________________
| Subject: | Re: Helmet with headset |
Hi RAY!
I bought a comtronics helmet back when they were installing cb radio
components into them. they have come a long way. The were always extremely
nice & bent over backward to get me set up right. Tell them what you need &
want before you buy a thing. They will treat you right and back up their
product. ...Richard Swiderski
----- Original Message -----
From: "L. Ray Baker" <rbaker-@atlantic.net>
Subject: Kolb-List: Helmet with headset
>
> Listers,
>
> It is time to purchase a helmet. There is not a lot inside this old
> skull and what is there is not in all that good working condition, so
> best I give it whatever protection is available.
>
> I have an Icom A4 which I have been using with a pair of borrowed ear
> phones during taxi tests.
>
> I have the Aircraft Spruce catalog in hand and am about to order the
> Comtronics Ultra-Pro or the Ultra-Pro 2000. The price is within the
> family budget parameters (That means I think I can slip it thru without
> too much pain). Perusing the archives I found an entry or so from a
> couple of years ago that indicated someone was less than satisfied with
> a Comtronics setup.
>
> I will wait for comments from those that know, before I further enrich
> AS&S.
>
> L Ray Baker
> Mark III N629RB
>
>
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
>
> I think an apt analogy might be between powered boats and sail
> boats."You can learn more with wind in yer face, than with an
> Ervinrude tied to yer ass." something like that....
This is a very good analogy Bob!
Thanks,
Ralph Burlingame
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
I don't know much about GA or ultras but in the Navy we considered the ears essential
engine instruments.
kj
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
Ralph and Gang,
> I think one of the main differences between GA pilots and ultralight
> pilots is this very thing that you talk about in "listening to the
> airplane".
Don't know why your flight instruction for your GA ticket didn't include
"Listening" to the aircraft??? That point was stressed almost daily with my
CFII. His favorite saying was "You just never know when an instrument might
fail" " Learn to listen and feel the aircraft".
> The same argument can be said for pilots that practice real dead stick
> landings with the engine switched off. GA pilots were never taught to do
> this, but when it happens they are stuck in a situation with limited
> experience and usually the outcome is not a good one.
Again I ask ,Who did you get your GA ticket from. My instructor could not
let me do actual dead stick landings while I was a student, however once I
took off the student hat and put on the pilot hat we set out to do the
things not required or allowed while a student pilot. ie: spins (no longer
required) actual dead stick landings (not allowed). I realize not all GA
instructors are like this one, but , surely there are a few out there like
him.
I am active in both the GA and Ultralight worlds and I don't understand this
GA vs. Ultralight or is it Ultralight vs. GA crap! From my point of view no
matter how you break it down, it's still flying, just requires different
skills not special people!!!!!
My .02 worth
Guy Swenson
MKIII Xtra
________________________________________________________________________________
In a message dated 9/11/02 10:29:51 AM Eastern Daylight Time,
dsellers(at)sgtcollege.org writes:
<< owner-kolb-list-server(at)matronics.com >>
I have a KX Firestar purchased purchased as a kit from Homer in 1991, flew
for the first time in 1992 and never ever made an adjustment to the
carburator, or points or anything since...of course I only have about 170
hours on her and lost power only once when one of my plug wires came
off...but I was over the field and shut her down and just glidded in.
....lotsa fun...I thought.... but then ...wada I know.
George Randolph
KX firestar driver from Akron, O
________________________________________________________________________________
| Subject: | Re: sad news .... |
In a message dated 9/12/02 8:37:40 AM Eastern Daylight Time,
bill-jo(at)prodigy.net writes:
<<
I agree with you John about the slip indicator and keeping your eye on
the airspeed on climbout. I hold my climbout speed at 60 mph until I get at
least 2 to 3 hundred feet of altitude and then at 50 mph. I don't have a lot
of time in mine [33hr.] but it has worked for me.
The slip indicator is a great tool to help you get the aircraft trimmed
out and I highly recommend it to all builders. I also use it to make sure I
am making good coordinated turns on base and final.
My opinion
Bill Futrell
MK111Xtra >>
I use my yaw string...I actually love my yaw string.
George Randolph
________________________________________________________________________________
In a message dated 9/12/02 9:49:13 AM Eastern Daylight Time,
dsellers(at)sgtcollege.org writes:
<<
PS: You're probably wondering why I sold the planes I built if I liked them
so much. I built the VPII back when I was young and in a hurry. It cruised
about 75 MPH. I wanted more speed, thus the Sonerai. I really loved that
plane. The reason I sold it was colon cancer. I was given 3 years, at the
most, to live. After chemo and taking better care of myself, fives years
later, I have no cancer and am fit as a fiddle but not in a hurry any more.
Dale Sellers 58
Georgia Ultra Star >>
Dale, with a chuckle, I merely say....God Bless you
George Randolph
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/13/02 16:16Guy Swenson
> I am active in both the GA and Ultralight worlds and I don't understand this
> GA vs. Ultralight or is it Ultralight vs. GA crap! From my point of view no
> matter how you break it down, it's still flying, just requires different
> skills not special people!!!!!
I agree John, that is exactly my take on the subject. A good ultrlighter
will be a good cessna pilot. I self thought Ultralight flying on an ultra
called a Cricket (some Australian joby with two Briggs&Straton 4.5hp
engines) back when Jesus was still building furniture. I see no difference
between one or the other, except the lighter it is the more fun it is. I did
some hanggliding and that to me is the ultimate in flying, just about next
to being a bird.
________________________________________________________________________________
| Subject: | Re: sad news .... |
new airplane ...first time....always the first time.....my guess is, with all
of his due care, and experience, that he just did not know his air speed,
due to a faulty ASI or he had a health malady.
my $.02
too bad he didn't hop it first, to get a feel for up/ down as well as left/
right
GeorgeRandolph
Akron, O
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Progress toward first flight |
Dear fellow Kolbers:
I began high speed taxiing in my Mark II this evening, getting the tail up
quicker and quicker as the evening progressed until I was able to get it to
come up almost instantly with the throttle, then pulling back the power and
tootling down the runway at a nice, steady 35 indicated. It takes 30 to get
the tail up; anything less and the tail comes down and there's nothing you
can do to keep it up. At 40, she wants to fly and is really mushing along
the ground. Do these speeds jibe with what you other Mark II or III drivers
note?
At 35 the plane feels very stable and rudder control is quite good. As soon
as you drop below 30, however, the rudder effectiveness seems to drop off
dramatically. There's a gap between when the rudder quits and the tailwheel
has good authority. Fortunately, as you all have been saying, the speed
bleeds off pretty fast so this gap isn't long, but I definitely feel like
there's a few moments there when I'm not as firmly in command of the plane
as otherwise. Does anyone have any comments on this?
One thing I've been very surprised by during these taxi runs. The noise from
the back of the plane, notably the tailwheel, comes right up the keel tube
and, until you get used to it, can be quite startling. Except for those of
you who've put some type of anti-critter stuffing in your keel tubes, do the
rest of you experience this?
-Ken Fackler
Mark II/503
Rochester MI
________________________________________________________________________________
| Subject: | Re: Progress toward first flight |
| From: | ul15rhb(at)juno.com |
>
>
> Dear fellow Kolbers:
>
> I began high speed taxiing in my Mark II this evening, getting the
> tail up
> quicker and quicker as the evening progressed until I was able to
> get it to
> come up almost instantly with the throttle, then pulling back the
> power and
> tootling down the runway at a nice, steady 35 indicated. It takes 30
> to get
> the tail up; anything less and the tail comes down and there's
> nothing you
> can do to keep it up. At 40, she wants to fly and is really mushing
> along
> the ground. Do these speeds jibe with what you other Mark II or III
> drivers
> note?
>
> At 35 the plane feels very stable and rudder control is quite good.
> As soon
> as you drop below 30, however, the rudder effectiveness seems to
> drop off
> dramatically. There's a gap between when the rudder quits and the
> tailwheel
> has good authority. Fortunately, as you all have been saying, the
> speed
> bleeds off pretty fast so this gap isn't long, but I definitely feel
> like
> there's a few moments there when I'm not as firmly in command of the
> plane
> as otherwise. Does anyone have any comments on this?
>
> One thing I've been very surprised by during these taxi runs. The
> noise from
> the back of the plane, notably the tailwheel, comes right up the
> keel tube
> and, until you get used to it, can be quite startling. Except for
> those of
> you who've put some type of anti-critter stuffing in your keel
> tubes, do the
> rest of you experience this?
>
> -Ken Fackler
> Mark II/503
> Rochester MI
Ken,
Everything you have said seems to be about right. You must be taxiing off
a hard-surface runway and that's normal for the tailwheel to act like
this. In fact, you will feel every bump on the pavement through the
tailwheel.
Ralph Burlingame
________________________________________________________________________________
| From: | "ghaley" <ghaley(at)wt.net> |
Hey Guys, I need some help. I recently put my Kolb Mark III
back in flying status after semi-major repair to the cage.
In 2000 a friend wiped out the landing gear. The cage
needed major repair to the landing gear area and since one
strut needed to be replaced, I replaced both. In talking to
Kolb about adding some additional up angle to the wings to
attempt to stabilize the flight characteristics of the
aircraft, I leveled the cage then measured the distance at
the root and the end of the forward spar. After leveling
and making sure each wing was the same with a string, I set
the struts and locked in both. I then drilled them and
installed all the bolts. When I installed them, I
discovered one strut was longer than the other by 1". In
test flying, the AC this is what I have: constant roll
tendency to the left; ball is 3/4 out to the right; AC flys
with nose to the right; right rudder to center the ball does
not stop left roll tendency.
After many adjustments to ailerons, no change. Even though
checking the wings, it still looks like they are even.
The question is: Should I change one of the struts to make
them the same?
Gary Haley
Houston, TX
________________________________________________________________________________
| From: | Terry <davistcs(at)eoni.com> |
| Subject: | Wing Construction |
Captain Ron and Kolbers,
I found that nylon wire ties (zip ties) worked real well to hold the
leading and trailing edge tubes in place to get everything lined up before
riveting. Once everything was perfectly straight and level on the
sawhorses and the ribs were spaced right, just tighten them up all the way
and rivet the ribs to the spar and then the leading and trailing edge.
They hold everything tight but still let you adjust position.
Terry Davis
Firestar
________________________________________________________________________________
| Subject: | Re: Progress toward first flight |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/13/02 19:11Fackler, Ken
> but I definitely feel like
> there's a few moments there when I'm not as firmly in command of the plane
> as otherwise. Does anyone have any comments on this?
You could possibly try moving the stick into your belly once it wont fly
anymore. That usualy takes any down force still available on the elevator
and shoves the tail wheel into the rwy. :-)
________________________________________________________________________________
| Subject: | Re: Wing Construction |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/13/02 21:17Terry
> They hold everything tight but still let you adjust position.
> Terry Davis
> Firestar
Good idea.
Ron
________________________________________________________________________________
| Subject: | Listening to my firestar. |
________________________________________________________________________________
| Subject: | Listening to my firestar. |
Bob,
Oops, I fat fingered that first post.
I have to disagree that GA pilots who transition to ultralights do not listen
to their airplanes. I know every sound (noise) that my firestar makes. I
combine those inputs with what I see going on outside the cockpit and on my
few crude instruments. Its called a scan. I am much more connected to my
firestar than I ever was to the 172s I got my license in. I noticed the prop
burble on the very first flight as I slowed it down to find the stall speed
in preparation for my first landing. This close connection to the aircraft
is what makes ultralighting so rewarding for me. I don't thing GA pilots are
a bunch of automatons that simply follow some set procedures without thinking
or observing. Most of them are in the air because they love to fly and love
everything about airplanes. Maybe it's just where I live, but I have had
more GA pilots come look at my firestar and ask questions than other
ultralight pilots. Nearly all of them say "I bet that really feels like you
are flying" when I let them sit in the seat and get a feel for the view and
simplicity of our great little airplanes.
I guess I'm saying that I think you used a bit broad of a brush in drawing
distinctions between GA and ultralight pilots. I think the differences rest
with each individual pilot regardless of what machine they use to leave the
ground.
Roger in Ashland
________________________________________________________________________________
| Subject: | Re: MKIII struts, roll and yaw |
| From: | ul15rhb(at)juno.com |
Gary,
I had a friend that had the same kind of problem when the cage was
repaired after a crash. The problem was the cage was not welded at the
same height for each of the front wing attach points. One wing had a
higher angle of incidence than the other which caused a roll in flight.
The best way to correct a problem like this is raise or lower the
trailing edge wing attach points on the universal joint. This can be done
by getting a new universal joint (the one that goes on the cage with the
big nut) and drilling the hole off-center. By doing this it will raise or
lower the trailing edge to give a higher or lower angle of incidence for
each wing. Once wing could be raised and the other lowered to offset the
roll.
The rear of the right wing is lowered to correct a right roll or the rear
of the right wing is raised to correct a left roll.
The rear of the left wing is lowered to correct a left roll or the rear
of the left wing is raised to correct a right roll.
If you have severe roll, you could use two offset joints, one raised and
one lowered.
Is the left strut the longer one?
Ralph Burlingame
Original Firestar
15 years flying it
On Sat, 14 Sep 2002 03:16:24 GMT "ghaley" writes:
>
> Hey Guys, I need some help. I recently put my Kolb Mark III
> back in flying status after semi-major repair to the cage.
> In 2000 a friend wiped out the landing gear. The cage
> needed major repair to the landing gear area and since one
> strut needed to be replaced, I replaced both. In talking to
> Kolb about adding some additional up angle to the wings to
> attempt to stabilize the flight characteristics of the
> aircraft, I leveled the cage then measured the distance at
> the root and the end of the forward spar. After leveling
> and making sure each wing was the same with a string, I set
> the struts and locked in both. I then drilled them and
> installed all the bolts. When I installed them, I
> discovered one strut was longer than the other by 1". In
> test flying, the AC this is what I have: constant roll
> tendency to the left; ball is 3/4 out to the right; AC flys
> with nose to the right; right rudder to center the ball does
> not stop left roll tendency.
>
> After many adjustments to ailerons, no change. Even though
> checking the wings, it still looks like they are even.
>
> The question is: Should I change one of the struts to make
> them the same?
>
> Gary Haley
> Houston, TX
>
>
>
>
> messages.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
| Subject: | Re: Listening to my firestar. |
Well said Roger!
Jim
Mark III
Private pilot and kolb pilot
----- Original Message -----
From: <RPHanks(at)aol.com>
Subject: Kolb-List: Listening to my firestar.
>
> Bob,
>
> Oops, I fat fingered that first post.
>
> I have to disagree that GA pilots who transition to ultralights do not
listen
> to their airplanes. I know every sound (noise) that my firestar makes. I
> combine those inputs with what I see going on outside the cockpit and on
my
> few crude instruments. Its called a scan. I am much more connected to my
> firestar than I ever was to the 172s I got my license in. I noticed the
prop
> burble on the very first flight as I slowed it down to find the stall
speed
> in preparation for my first landing. This close connection to the
aircraft
> is what makes ultralighting so rewarding for me. I don't thing GA pilots
are
> a bunch of automatons that simply follow some set procedures without
thinking
> or observing. Most of them are in the air because they love to fly and
love
> everything about airplanes. Maybe it's just where I live, but I have had
> more GA pilots come look at my firestar and ask questions than other
> ultralight pilots. Nearly all of them say "I bet that really feels like
you
> are flying" when I let them sit in the seat and get a feel for the view
and
> simplicity of our great little airplanes.
>
> I guess I'm saying that I think you used a bit broad of a brush in drawing
> distinctions between GA and ultralight pilots. I think the differences
rest
> with each individual pilot regardless of what machine they use to leave
the
> ground.
>
> Roger in Ashland
>
>
________________________________________________________________________________
| Subject: | Re: MKIII struts, roll and yaw |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/13/02 20:49Richard Pike
> Be aware that a straight and true MKIII with no trim tabs and a Rotax 2
> cycle is going to want to yaw right and roll left. You can adjust the
> ailerons until you are blue in the face, and it won't help. I think it has
> something to do with the Coriolis Force, or sumpthin...
====================Well every time I heare ya'all say that I keep wondering if
anyone has tried
canting their engine in its mounts to compansate for that. Canting is done
on many certified aircraft for pretty much the same reasons. Just an idea,
but whoever has that problem, and if it annoys them enough should try that
simple fix. But I need to add that I have not seen the cage yet so I don't
know how practical it is in a Kolb. :-)
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
Is it true that the FAA will not investigate Arnwine's crash?
kj
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
| Subject: | Re: MKIII struts, roll and yaw |
this works on traktors cause the engine is out front far from the CG, where
it has a moment arm to generate a corective moment. pusher with the engine
fairly near the cg cant generate much of a corrective moment so it really
doesnt do much....
----- Original Message -----
From: "CaptainRon" <CaptainRon(at)theriver.com>
Subject: Re: Kolb-List: MKIII struts, roll and yaw
>
> 9/13/02 20:49Richard Pike
>
> > Be aware that a straight and true MKIII with no trim tabs and a Rotax 2
> > cycle is going to want to yaw right and roll left. You can adjust the
> > ailerons until you are blue in the face, and it won't help. I think it
has
> > something to do with the Coriolis Force, or sumpthin...
> ====================Well every time I heare ya'all say that I keep
wondering if anyone has tried
> canting their engine in its mounts to compansate for that. Canting is done
> on many certified aircraft for pretty much the same reasons. Just an idea,
> but whoever has that problem, and if it annoys them enough should try that
> simple fix. But I need to add that I have not seen the cage yet so I don't
> know how practical it is in a Kolb. :-)
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: MKIII struts, roll and yaw |
Well every time I hear ya'all say that I keep wondering if
anyone has tried
> canting their engine in its mounts to compansate for that. Ron
Ron/Gents:
I did extensive experimentation canting the engine, up,
down, left, and right, early on in my MK III experience.
Did not make any noticeable difference, no matter what I
did.
Biggest adverse characteristic was adverse yaw and tendency
to pitch nose down under power. Gliding at idle power
produced neutral trim in all three axis.
I experimented with displacing the leading edge of the upper
vertical stabilizer with little positive effect. Not enough
to put that much side load on the upper vertical
stabilizer. Am now back in the centered position. Adverse
yaw corrected with the right size and angle rudder trim
tab. Now have near neutral yaw at cruise.
Nose up forced trim takes care of the nose down pitch
problem.
A slight tendency, at times, to roll right on long cross
country flights is corrected by a bungee forced trim on the
stick.
Adverse yaw in the Mark III is the effect of prop blast on
the tail section.
Tendency to roll left, especially with the two strokes, is
the result, usually, of single pilot sitting in the left
seat, not on the center line of the aircraft, plus torque
effect of the prop rotation. Usually nothing wrong with the
way the aircraft is rigged, but a fact of life. Rig a
forced trim device, fly and have fun.
Nose down pitch tendency is result of airfoil, high thrust
line, and a lot of power. Again, not necessarily an
aircraft rigged correctly.
I might add that I have never built an airplane that was
exactly symmetrical. I have always had a lift strut longer
or shorter than the other, measurement from wing tip to tail
not the same on both sides, etc. I have a pretty good idea
if you got the tape measure out and checked some 152s and
172 and other general aviation aircraft you will find they
are not quite "perfect" either. I think that is why they
put three axis trim systems on them.
My opinion only. Can not back up anything I share, most of
the time.
But it works for me...............
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | FAA Accident Investigations |
> Is it true that the FAA will not investigate Arnwine's crash?
> kj
kj/Gents:
FAA normally investigates fatal accidents whether
unregistered ultralights or not.
They usually do not investigate unregistgered ultralights.
They may or may not investigate experimental registered
aircraft, if fatalities are not involved. I have had
several that were not investigated. One major, but not
fatal. However, they did say they were coming down, gave me
a date and time, but never showed, never called, never sent
me any correspondence.
On another occassion I had a minor incident at Sun and Fun
one year. They hounded me day and night. Cost me a lot of
time and money to finally satisfy them. Result of all this
bureaucratic hassle was: "Do everything possible not to
have to deal directly or indirectly with them." :-)
Take care,
john h
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: MKIII struts, roll and yaw |
> Nose down pitch tendency is result of airfoil, high thrust
> line, and a lot of power. Again, not necessarily an
> aircraft rigged correctly.
That should have read "incorrectly".
john h
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Yaw, Propeller Clearance & Engine Axis Adjustment |
I lucked out with the Rotax 447 on the FireFly in that I did not have to trim for
yaw. But with the change to the Victor 1, I have to apply right rudder to
push the ball to center in level flight.
I have gone from a 60 inch to a 68 inch IVO, and I will have to de rate the Victor
1 from 48 to 38 horsepower to remain legal. The Victor 1 develops 38 hp and
5.31 kgm torque at 5200 rpm, and the Rotax 447 develops 38hp and 4.59 kgm torque
at 6000 rpm. Since the Victor 1 is a higher torque engine, with a belt
reduction ratio is greater (2.76:1), and swinging a larger propeller, I was worried
about propeller clearance to the aileron tubes. I made some paper propeller
clearance indicators. They are taped onto the top of the wing just in front
of the position that the propeller tip passes. As the propeller flexes forward
as rpm increases, the propeller tip cuts/tears off the tail end of the paper
strip. Once I am back on the ground I can determine how close the propeller
came to the aileron tube.
From this process one can determine how much the Lord mounts flex in response to
the various loads and one can make changes that help trim the engine in to reduce
yaw problems before adding a trim tab to the rudder. I put up some photos
and a drawing at:
http://www.thirdshift.com/jack/firefly/firefly83.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: Yaw, Propeller Clearance & Engine Axis Adjustment |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
For the fellow that spoke about the yaw moment. Instead of pressing reply I
pressed delete.
Anyway. the best educated reason that I can figure from your descriptions
and the reasons a Kolb has that yaw, has to do with the P factor. Someone
already mentioned that, and as far as i can tell was right on the money! It
has to do with the vortices that the prop imparts to the air as it turns it.
By canting the the prop wash and its vector of impact on the vertical Stab
you will very effectively in my estimate change yaw and roll. It will not
take much either in terms of washers under the mounts to give you your
desired effect, of course using common sense here. If the airplane is built
out of rig You may agrevate other problems and *kill yourself*, so don't do
it unless your aircraft is fairly good in its natural rigging to begin with,
and *you know* what you are doing. This P factor should be fairly strong on
a Kolb as the distance from prop to ver stab is short and clear. If I am
going to have that problem, after checking my rigging, that is the first
place I will program a fix. :-)
Ron (FHU)
________________________________________________________________________________
| Subject: | Re: FAA Accident Investigations |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/14/02 11:10John Hauck
> "Do everything possible not to
> have to deal directly or indirectly with them." :-)
>
> Take care,
=============================Laughing,,, truer words have rarely been spoken.
Ron. (FHU)
________________________________________________________________________________
| Subject: | [ Neal McCann ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Neal McCann
Subject: UL's in formation to fly-in
http://www.matronics.com/photoshare/NealMcCann@aol.com.09.14.2002/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:
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--------------------------------------------
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Yaw, Propeller Clearance & Engine Axis Adjustment |
swinging a larger propeller, I was worried about propeller
clearance to the aileron tubes. I made some paper propeller
clearance indicators.
> Jack B. Hart FF004
> Jackson, MO
>
> Jack & Louise Hart
Good idea Jack/Gents:
We have a clearance problem with the Warp Drive and IVO
props and the 912 and 912S engines. Our problem is blade
flex on start up. NOt necessarily a problem during engine
run up and flight.
The engine starts pretty violently. When it does it snaps
the prop blades. Never would have thought it, until I
experienced it, and then it took a long time to figure out
what had happened, other than I had had a blade strike on
the rear of the forward flap tube. Had no prop extension on
my initial flight to S&F 93 with my new 912 and four
straight exhaust stacks. Got a lot of peoples dander up on
my arrival at Paradise City, everyone's but mine and Homer
Kolb's. Homer loved those straight stacks. Every time he
saw me he would mention them and grin. Problem was they
were so loud that in two hours cross country time it felt as
though they were running through my head.
Anyhow, I landed at S&F and upon post flight inspection
discovered that sometime since my last take off and my last
landing I had had a prop blade strike. Only thing I could
figure at the time was the rough landing and rough field at
Lakeland. Maybe I had banged the old gal around a little
too hard. Sounded like a good reason to me. Later during
the week I had another blade strike. This time I heard it
hit when I hit the starter and it fired. Heard that bang.
1993 was early days for 912's on Kolb Mark III's. There
were no prop extensions available that I would fly with.
Made it home. One of my old aviation friends designed and
turned me a prop extension out of a solid billet of alum. I
flew to Alaska and until I traded the 912 for the 912S after
1135 hours.
The 912S starts more violently than the 912 did. After 100+
hours on it, I had a blade strike a few days before I was to
depart for Barrow, 2001. Strange. I had flown with this
set up as far as Muncho Lake, BC, in 2000 with no problem.
Glad it happened before I left home. It had hit the inboard
edge of the flap nearly cutting the top of the rib in two.
I got it fixed, cut an inch off my 72" blades, and went
flying.
Nothing is ever perfect in homebuilt aviation. We the
enthusiast are the user testers. When it breaks we whine to
the manufacturers. They gather all these whines and may or
may not make improvements in their products. That is the
way I see it.
john h
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: FAA Accident Investigations |
The checks in the mail.
Yes, of cource I'll respect you in the morning.
Its not the money, its the principle.
I'm from the FAA, I'm here to help you.
________________________________________________________________________________
| Subject: | Re: Yaw, Propeller Clearance & Engine Axis Adjustment |
| From: | ul15rhb(at)juno.com |
Ron and others,
There is another factor that is not being considered and that is the
vortices from the prop (2-stroke Rotax) that is hitting the right side of
fin and rudder which yaws the plane to the right. Most Kolb pilots hold
left rudder in flight (and on takeoff) to counteract the right yaw
tendency.
The fix for this is to add a small amount of drag on the tip of the left
wing. After my repairs on the birdstrike, I no longer had to hold left
rudder in flight. This is because the fabric rivets in the left wing (on
the apex of the last rib) where slightly higher than on the right wing
and provided enough drag to offset that right yaw tendency. I still must
hold left rudder on takeoff, of course.
Ralph Burlingame
Original Firestar
15 years flying it
writes:
>
>
> For the fellow that spoke about the yaw moment. Instead of pressing
> reply I
> pressed delete.
> Anyway. the best educated reason that I can figure from your
> descriptions
> and the reasons a Kolb has that yaw, has to do with the P factor.
> Someone
> already mentioned that, and as far as i can tell was right on the
> money! It
> has to do with the vortices that the prop imparts to the air as it
> turns it.
> By canting the the prop wash and its vector of impact on the
> vertical Stab
> you will very effectively in my estimate change yaw and roll. It
> will not
> take much either in terms of washers under the mounts to give you
> your
> desired effect, of course using common sense here. If the airplane
> is built
> out of rig You may agrevate other problems and *kill yourself*, so
> don't do
> it unless your aircraft is fairly good in its natural rigging to
> begin with,
> and *you know* what you are doing. This P factor should be fairly
> strong on
> a Kolb as the distance from prop to ver stab is short and clear. If
> I am
> going to have that problem, after checking my rigging, that is the
> first
> place I will program a fix. :-)
>
> Ron (FHU)
>
>
>
>
> messages.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
John and 912 owners, perhaps if your initial timing started at closer to
TDC you might have a smoother start. GA engines have an impulse
coupling to prevent kickback and make starting easier. A more modern
approach would be dual timing pickups in the distributor switched
by the start relay. (working on one now) - BB
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
I'm not sure I'll ever use the information but your firefly pictures are sure
encouraging. I hope there are other portfolios as detailed.
kj
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
| Subject: | RE: new mail list photo |
Now, now, John. I won't say anything about the Air Force if you will not rib
the Navy. And I'll promise never to sing the Navy-Air Force song.
kj
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Mark II nearer to flying |
I had another good morning at the airport doing high speed taxiing with the
Mark II today. In fact, if I'd had the blankety-blank patch cord that I need
and which is back-ordered, from Sporty's, I'd probably have gone for a drive
around the sky. Everything felt great and the weather was as perfect as you
could ask for.
This afternoon, we had the annual picnice and a bunch of planes come out and
we took several of the ultralights, including mine, and placed them up near
the front line for the oohs and ahs. I got many positive remarks about the
Mark II.
One guy, who claimed he has 125 hours in the type, told me something that
I'd like to verify/validate (or the reverse) with you folks. This guy claims
that Homer Kolb himself told him -not- to raise the tail on take-off.
Rather, to hold full back stick, wait for the plane to leave the ground, and
then go to neutral elevator, or just enough to maintain the climb you want.
Any thoughts on this as a take-off technique?
-Ken Fackler
Mark II/503
Rochester MI
________________________________________________________________________________
| Subject: | Re: 912 start up |
BB & John,
It is my understanding that in order to get a competitive edge, Rotax
skimped on the flywheel balance formula so they could offer a lighter
engine. The problem is harmonics, not timing. The only cure would be a
heavier flywheel. If it were direct drive, a heavier prop would act like a
flywheel, but with a redrive & its associated gear lash, a heavier prop
makes it worse. The system is going thru severe harmonic resonace at
startup. With the 912S hitting harder, the problem is worse,
especially as wear creeps in. A lighter prop would help. Rotax is not
alone in cheating physics, one company using a 60hp Suzuki 4-stroke with a
150hp gearbox, eliminated the factory flywheel & replaced it with only a
starter ring off an auto tranny. The gearboxes were breaking apart before
100hrs even tho they "appeared" to run smooth. Fortunately in the 912 case,
the severe tortional harmonics are at very low rpms & the system spends 99%
of its life outside them. The manufacturer of the belt redrive for my turbo
Suzki routinely shaves 2lbs off the stock 10lb flywheel & several have now
passed the 500hr mark, but I'm keeping mine stock as I believe it is 2lbs
well invested. ....Richard Swiderski, SlingShot
> > John and 912 owners, perhaps if your initial timing started at closer to
> >
> > TDC you might have a smoother start. BB
>
> BB/Gang:
>
> 912's do that electronically. It is the nature of the
> beast. A wooden prop would not care one way or the other.
>
> john h
>
________________________________________________________________________________
| From: | NealMcCann(at)aol.com |
| Subject: | Re: [ Neal McCann ] : New Email List Photo Share Available! |
Hauck,
Glad you enjoyed the picture. Initially, there was no intent to fly in
formation. I was escorting the Kitfox Lite w/2SI (25 hr pilot) , the lead
guy in the phantom slowed up for the photo as the challenger guy off my right
wing spead up. We cheated a little since we were all in radio contact.
Comraderie is what it's all about, huh! Needless to say we had a ball on that
1 day 300 miler.
Neal McCann
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Mark II nearer to flying |
>From: "Fackler, Ken" <kfackler(at)ameritech.net>
>
>One guy, who claimed he has 125 hours in the type, told me something that
>I'd like to verify/validate (or the reverse) with you folks. This guy claims
>that Homer Kolb himself told him -not- to raise the tail on take-off.
>Rather, to hold full back stick, wait for the plane to leave the ground, and
>then go to neutral elevator, or just enough to maintain the climb you want.
>
>Any thoughts on this as a take-off technique?
>
>-Ken Fackler
>Mark II/503
>Rochester MI
Ken,
I always do a soft field take off, with the stick back against the stop. At first
I always flew off of hard surfaces from which I could be very aggressive on
the throttle, but I paid for it the first time I took off from a soft, tall
grass field. I blew the FireFly right over on its nose. The horizontal tail
surface do not have much bite at lower speeds because they are not in the prop
wash.
I advance the throttle slowly until the FireFly gets to bouncing. With each bounce
I jig the throttle a little more open, and after a few bounces the FireFly
will fly off in ground effect. I let the stick go forward and the FireFly will
rise up to about ten feet and then I push the throttle open. The advantage
of this kind of take off is that if you get into tall grass or water puddles
in grass, you have time to decide if you should jig the throttle or not to keep
from going on the nose. If the tail comes up with the stick held back and
the wheels are still on the ground, I do not advance the throttle until the tail
settles back down and I get a bigger bounce or I abort. I landed at a little
grass strip at Marble Hill, Missouri, and a friend took me to lunch. I had
not realized how much rain they had received the night before. It took three
tries to get off the strip. I would just about get up to speed and run into
water. Finally, I wised up and started the run in a water puddle and was able
to get off before I hit the next one.
On hard surfaces, I get off pretty quick with this technique. Since you are advancing
the throttle slowly, one does not have to hold a lot of rudder, and it
is easier to handle cross winds with a more sensitive rudder. I climb out at
50+ mphi.
The only time I have problems is when I get slow on the rudder pedals. If I have
not flown for a while, I taxi out, turn into the wind, open the throttle a
little and dance my feet on the rudder pedals back and forth. This seems to help
me to get my legs moving so that I do not get behind on cross wind takeoffs.
Good Luck
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: 912S start up |
> The problem is harmonics, not timing. The only cure would be a
> heavier flywheel. ....Richard Swiderski, SlingShot
Richard/Gents:
We are addressing two different subjects, I believe.
I am talking about the quick start that causes the IVO and
Warp Drive blades to flex. This happens the first time a
cylinder fires. It snaps the prop which flexes forward. If
there is not sufficient clearance, it will hit the flap
leading edge tube or the inboard end of the flap.
The other problem on start up is 912S related only. It is a
combination of higher compression, 10.5 to 1 (I think), the
torsional vibration system, flywheel weight, and carbs.
Gear box doesn't have to be old and sloppy for this to
happen. It happens on most new 912S's, including mine. The
initial fire up is violent, this shakes the carbs and
aerates the fuel in the float bowls. This in turn prevents
the engine from acelerating through startup rpm to fast
idle. I have found that when the engine is cold, like over
night, pull on the enricher, throttle closed, hit the
starter. As soon as it fires, which is usually a blade or
two, advance the throttle right on through to about 2500 rpm
with the enricher on. Momentarily you can pull the enricher
off as you increase throttle to maintain about 2500 rpm.
When the engine is warm or has been run that day, unless it
is Yankee weather, crack the throttle to about what is going
to be a 2500 rpm setting. Hit the starter and she will come
right through idle and into fast idle. If something happens
and it get hung up in the gear box back lash, shut it down
immediately. Do not try to force it to do what it does not
want to do. Let it sit for a few minutes to allow the air
to get out of the fuel in the float bowls. Now, crack the
throttle again, and hit the starter. Should run right up.
The 912 does not have this problem. It is a 912S
peculiarity. I was told to have the torsional vibration
dampner snugged up at 400 hours. It is about time to have
it done. Ideally, if I had a buncha money, I could buy a
slip clutch. This smooths out the pulses much better during
cruise and eliminates the potential startup problem.
john h
________________________________________________________________________________
| Subject: | full back stick takeoffs |
| From: | ul15rhb(at)juno.com |
> One guy, who claimed he has 125 hours in the type, told me something
> that I'd like to verify/validate (or the reverse) with you folks. This
> guy claims that Homer Kolb himself told him -not- to raise the tail on
> take-off.Rather, to hold full back stick, wait for the plane to leave
the
> ground, and then go to neutral elevator, or just enough to maintain the
climb
> you want.
>
> Any thoughts on this as a take-off technique?
>
> -Ken Fackler
> Mark II/503
> Rochester MI
Ken,
This is the exact technique that I've used all these years in my
Firestar. In fact, this is the only method that should be used when
taking off in heavy crosswinds. I had to learn the hard way early on when
I lifted the tail too soon with neutral stick in a 12 mph crosswind. It
weathervaned right off the runway into a bean field. I got lucky and
asked myself, "what went wrong"? From that time on, I've used the
"stick-all-the-way-back" routine.
I might add a word of caution for newbies using this method: please be
careful, otherwise it could be nasty if the stick does not go forward
when it breaks ground, especially in a very heavy headwind that is down
the runway.
Another reason for using this technique is when an extremely short take
off is necessary. I remember years ago I landed in a very short grass
field and needed every foot to take off due to the tall grass at the end
of this strip. I gave it immediate full power (Rotax 377) with full back
stick, left rudder, and prayed that it would lift off before hitting that
tall grass. It lifted without a foot to spare (wheels kissing the grass)
and I leveled it out to gain speed. Had I not used full back stick, I
could not have got out of there and if I attempted it using any other
method, the plane would have flipped over on its back when it hit the
grass at the other end.
Full back stick is NOT necessary in a light wind using a long runway or
taking off in a heavy wind that is right down the runway.
Ralph Burlingame
Original Firestar
15 years flying it
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/14/02 20:53Richard Pike
> A scurry louse is a little bug that runs around in your bed sheets.
> (You were in airborne infantry and don't know that?)
===================Hell man I was a grunt all my 12 years in the army, inclusive
the 82ABN, and
I can assure you that none of us would know that sophistLicated word. Those
big words were normally reserved for officers, mostly Majors and above, and
sometimes if they were real smart, and from the big city the medics.
Furthermore back then a real man worked with a vocabulary of about 50 words,
maybe 25 if you took out the cuss words.
Ron(fhu)
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
This is not very Kolb related, but I know I can get a good answer here, so...
This afternoon I will be helping a friend on his annual. He suspects his
tach is off, and wants to check it with my old Heathkit optical tach. The
tach works by counting the blades passing between the light source and the
tach. Here's the catch: he has a three bladed prop and the tach is designed
to work with a two bladed prop, it will count 4,000 pulses and read out
2,000 RPM's. What math factor do I use to come up with the correct RPM's
for a three bladed prop? 50%?
This will probably seem simple to everybody, but some of us are slow
learners... Thanks.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
Richard, Not being a math major myself, I will give my 2 cents.
Its seems to me if your tach counts 4000 pulses at 2000rpm with a 2 blade
prop, it would count 6000 pulses at 2000rpm with a three blade. That of
course would be 33.33 percent.
Richard Harris
MK3 N912RH
Arkansas
>
> This is not very Kolb related, but I know I can get a good answer here,
so...
>
> This afternoon I will be helping a friend on his annual. He suspects his
> tach is off, and wants to check it with my old Heathkit optical tach. The
> tach works by counting the blades passing between the light source and the
> tach. Here's the catch: he has a three bladed prop and the tach is
designed
> to work with a two bladed prop, it will count 4,000 pulses and read out
> 2,000 RPM's. What math factor do I use to come up with the correct RPM's
> for a three bladed prop? 50%?
>
> This will probably seem simple to everybody, but some of us are slow
> learners... Thanks.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
Richard, After reading your post again, I think I understand that your tach
reads out in RPM. If that is the case I think you would take 66.66 percent
of the reading.
Richard Harris
MK3 N912RH
Arkansas
you wrote
> This is not very Kolb related, but I know I can get a good answer here,
so...
>
> This afternoon I will be helping a friend on his annual. He suspects his
> tach is off, and wants to check it with my old Heathkit optical tach. The
> tach works by counting the blades passing between the light source and the
> tach. Here's the catch: he has a three bladed prop and the tach is
designed
> to work with a two bladed prop, it will count 4,000 pulses and read out
> 2,000 RPM's. What math factor do I use to come up with the correct RPM's
> for a three bladed prop? 50%?
>
> This will probably seem simple to everybody, but some of us are slow
> learners... Thanks.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | riging the wings. |
The best way to correct a problem like this is raise or
lower the
trailing edge wing attach points on the universal joint.
This can be done
by getting a new universal joint (the one that goes on the
cage with the
big nut) and drilling the hole off-center. By doing this it
will raise or
lower the trailing edge to give a higher or lower angle of
incidence for
each wing. Once wing could be raised and the other lowered
to offset the
roll.
====================i did this on the first time i riged my mk III at the
sugestion of the good a&ps at the airport.....
BUT in doing so it made my plane fly with the ailerons out
of square... it flew hands off but it never looked
right.....the ailerons had a 1/2 inch deflection from the
flalps.... on the second rigging i installed the trim tab
and it still flys hands off. this time the ailerons and
flaps are perfectly lined up and it looks much better....
boyd
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
Gang,
Since I sold my first Ultrastar I have been rebuilding a machine that
I acquired in Virginia that a gentleman had bought from the original owner.
My intentions are to build a new cage and use the boom, wings ,and tail that
were undamaged in a modified version of the Ultrastar ......The plot sickens
!....... Upon inspection of the interior of the fuselage boom I found a splice
( 5 inch tube slit lenghtwise to fit inside ) that was inserted about 6 feet
from the tail end. It was then welded around the outside of the 2 joined pieces
and then the weld was ground down , polished and painted so it was undetectable
from the outside . How's that old songs lyrics go ---just when I think I'm
winning, I'm losing again !
Well, I already went through the archives for 5 inch boom tube and
know TNK has 6061 for replacement....The original is 14 feet of 6063 and probably
irrigation pipe. My questions are , What can I expect to pay per foot for
6061 ? Can anybody advise as to what may be the best way to acquire a replacement
or possibly one that may be for sale from a lister ?
I will give TNK a call sometime tomorrow afternoon so if any of
you want to respond , I won't be making any decisions till then.
As an after thought , I was thinking that had the original builder
not had a landing accident that caused a gear collapse, would this aircraft
be out there being flown by a new owner or would the original owner( moron)
still be flying it......SCARY STUFF !..... Ultralight aircraft may very easily
have gotten another black eye when the tail departed or this thing could be
merrily , ignorantly boring holes had the accident not occurred....I do not
know if this repair is safe and don't need to find out......It certainly is not
up to certified standards.........but when was the boom tube repaired...which
leads me to believe there was an accident before this last one....I will look
very closely at the rest of this machine. ....... BEWARE OF BARGAINS BOYS !
Ed in
Western NY
________________________________________________________________________________
| From: | "Bill Weber" <bweber2(at)earthlink.net> |
| Subject: | Rotax 447 Pull Starter |
Hi,
The spring on the pull starter on my Rotax 447 Firestart has broken. The
part that broke is the tab that hooks to the pully. The engine has less than
50 hours. Has this happened to anyone else? Any ideas of the cause? My
previous plane was a Quick with a 503. I pull started it for over 150 hours
without any problems, so I don't understand this failure.
For a replacement, do I need to order just the spring container or both the
starter housing with the spring container already installed. I have received
different answers from different parts houses. The Rotax manual shows them
as two separate parts, but warns against removing the spring container. The
spring container looks like a press fit into the housing with no obvious way
to remove it. If I need to remove it, what would be the proper procedure.
Thanks for any help.
Bill
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
| Subject: | 503 powered Mark III |
I know that a 582 gives greater performance on a Mark III than a 503 but I would
like to know how many are flying their Mark III s with a 503 and if they have
any problem taking a passenger of what weight? I really don't want to debate
the merits of a 582 over a 503 - I know it is better. I would like the collective
thought of those who, for whatever reason, fly regularly with a 503.
Jim
Mark III
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ultrastar boom |
I do not know if this repair is safe and don't need to find
out......It certainly is not up to certified
standards.........but when was the boom tube
repaired...which leads me to believe there was an accident
before this last one....I will look very closely at the rest
of this machine. ....... BEWARE OF BARGAINS BOYS !
>
Ed in
Western NY
Ed/Gents:
You are a wise man. When it comes to cheating gravity, I
want the best possible to help me cheat.
There are only a couple places that make the 5 and 6 inch
aluminum irrigation pipe. The biggest problem Kolb has it
getting the sections to the factory without scratches and
dings in them. I believe about 50% of what arrives in
London is stuck out behind the barn because it is not of
quality to send with a new kit. However, that big stack of
5 and 6 inch tubes is still plenty good for main spars and
tail booms. Ask me and I'll tell you that the tail boom and
main spars on my airplane are from the uh oh pile.
I am sure you have already looked inside the wings to insure
they are serviceable and not jury rigged repairs.
Take care,
john h
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
9/15/02 14:08Richard Swiderski
> <swiderski@advanced-connect.net>
>
> Capt.Ron,
>
> Several Listers kindly gave good answers, but you explained it so well.
> Giving out the right answer is totally different than teaching it. You
> demonstrated this point wonderfully. thanks. ...Richard S
>
=================================You are wellcome I am glad to help. :-)
Ron(fhu)
________________________________________________________________________________
| From: | ALLENB007(at)aol.com |
| Subject: | BRS Chute deployment |
Kolb list,
I have a firestar II with a soft-pack BRS chute mounted between the wings in
the gap seal area. It is covered by Kolb's standard rip-stop material
secured with velcro. A concern is that when deployed the rip-stop material
might be so strong that the chute won't deploy fully or at all. Should this
be a concern and if not, why? This rip-stop material appears to be VERY
strong.
Allen B.
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
| Subject: | RE: New matl list photo |
Oh. I didn't know the army flew anything. (Now you can take another shot at
the Navy.)
kj
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: 503 powered Mark III |
> Go for the 582. They are more reliable now than ever and you will not have to
struggle to get her into the air.
> Duane the plane in Tallahassee, FL FireFly SN 007, 447, 124Hrs, Mkll/912 in the
Wkshop
Duane/Gang:
Well said. I believe you are 100% correct, even though I
have never flown with a 503 powered MK III.
Personally, I do not want to fly any airplane with less than
adequate power. I started out flying in front of the 582 in
my MK III. I flew well and performed well. Then the 912
and now the 912S. On occassion I have been caught in
situations that the 912 did not have adquate power for what
I wanted at the time. Even the 912S and I have been in
similar situations. But for the most part, there is much
more than ample power. It sure makes it fun to fly a MK III
when it is fiesty and loves to climb, even at max gross
weight.
Take care,
john h
PS: The 152 I flew for my PVT Pilot check ride was so
underpowered, when my check pilot asked me to climb to 5000
feet for "recovery from unusual attitudes", he finally
changed his mind when we finally made 3000. The last 1000
feet we never got over 100 fpm climb rate. I was not too
impressed, having recently gotten out of my 447 powered
Firestar, noted for its unique climb capability.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Rotax 447 Pull Starter |
I don't know the "proper way", but years ago I had one break on my 277, and
I removed it by making sure I had on a good pair of heavy shoes, jeans,
gloves; and then got a heavy old towel, pried the spring container out,
letting the spring whip into the towel. Since I didn't want to wait for a
new one to come in the mail, I just bent the end of the spring into a
little hook shaped like the original, put it all back together, and as far
as I know, it's still working.
It's not hard, just aggravating and messy, but be careful: that spring is a
mean snake.
I suppose the factory doesn't want you messing with what could cause a law
suit when they would rather sell you a new one anyway.
Richard Pike
MKIII N420p (420ldPoops)
>
>
>Hi,
>
>The spring on the pull starter on my Rotax 447 Firestart has broken. The
>part that broke is the tab that hooks to the pully. The engine has less than
>50 hours. Has this happened to anyone else? Any ideas of the cause? My
>previous plane was a Quick with a 503. I pull started it for over 150 hours
>without any problems, so I don't understand this failure.
>
>For a replacement, do I need to order just the spring container or both the
>starter housing with the spring container already installed. I have received
>different answers from different parts houses. The Rotax manual shows them
>as two separate parts, but warns against removing the spring container. The
>spring container looks like a press fit into the housing with no obvious way
>to remove it. If I need to remove it, what would be the proper procedure.
>
>Thanks for any help.
>
>Bill
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: BRS Chute deployment |
Allen,
At Oshkosh, one year, I watched a demonstration of a BRS chute deploment
through dacron. It when through it like it was tisssue paper. After that
I stopped worrying about the power of those rockets.
John Jung
ALLENB007(at)aol.com wrote:
>
>Kolb list,
>
>I have a firestar II with a soft-pack BRS chute mounted between the wings in
>the gap seal area. It is covered by Kolb's standard rip-stop material
>secured with velcro. A concern is that when deployed the rip-stop material
>might be so strong that the chute won't deploy fully or at all. Should this
>be a concern and if not, why
>
________________________________________________________________________________
| From: | tigermiller(at)ATTGLOBAL.NET |
| Subject: | RE:Ultrastar boom |
RANS has 6 inch x .065 6061 x 12 ft lengths of alum tubing on sale for
$18.50/foot.
www.rans.com (garage sale)
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: You might be an untralight pilot if ----john williamson |
--john williamson sorry to inerrupt--did you fly britannias and 111s ?
vincehallam@aol
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
> > > Any idea what a 750 LB Firestar will have as a sink rate with power
off
> > ( 3/4
> > > windshield)?
> >
Possum stated-
> Mine sinks about 400 ft per minute at 50 mph with the engine off,
> at 3,000 MSL - but it's not that heavy. What all are you planning
> on carrying.
That is a bit heavy for sure, It may take you a while to get high enough to
check :-) I just came back for a fly- in at the Alvord Desert in south west
Oregon. It is held by Caldwell Idaho UL club on the Alvord Desert, a dry
lake 6x 11 miles. It is therefore a great place for the experiments that you
ask about. I was curious if there was a "best speed for distance" so I went
up to 6000 feet, or 2000 feet above the ground and cut the engine at three
miles from base. There was no wind discernable. I coasted 2.5 miles at 45
mph. I turned around after starting up again and went back up to the same
altitude and distance and made my second glide at 55 mph. I could not tell
the difference in distance. I had expected to see a noticeable difference.
The distances were measured with Garmin 12 xl GPS. If I did the math right
that comes to 6.6 rate of descent. My weight should have been about 640.
Larry
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: yaw
. Sure wish I could've joined you at
> Alvord............seems like I've been saying, "Next year," forever now.
> Did you take the birds with you ??..........and did the U/L group from
> Portland (Sandy ??) come down again
We did take the birds with us and started my bird for the first time
this year, she did quite well even though she was very out of shape. Artie
Trost and Randy Simpson (the ones that you are asking about ) came back
through from a extended trip down to Monument Valley and anywhere else they
could find to fly.
It was amazing to me the amount of wildlife that I saw in my flights
around the area. Wild horses all over, Antelope and lots of Deer, of which a
surprising number was very large Mule Deer bucks. Some in the 24 inch range.
Even found a coyote to harass. I hated to go to work today.
Larry
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 12 Msgs - 09/16/02 fly-in |
In a message dated 9/17/02 2:51:37 AM Eastern Daylight Time,
kolb-list-digest(at)matronics.com writes:
> Has anyone made a list of those who intend to attend the
> Kolb Flyin this year?
>
> Bob Griffin and Mark Sellers are coming to represent NY & NJ
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Larry,
I have flown my Firestar II at 750 lbs, and the only differences that I
noted were the longer takeoff run, extra time to climb, and longer
landing. In every other way the plane felt remarkably the same, to me. I
do have the full windshield, but I doubt that it would matter. The short
windshield should just give a lower sink rate. Another Firestar II flyer
told me that he didn't like the feel of his plane with a passenger.
John Jung
Larry Cottrell wrote:
>
>Any idea what a 750 LB Firestar will have as a sink rate with power
>
>off ( 3/4 windshield)?
>
________________________________________________________________________________
Paul McMahan from Parkersburg WV hopes to attend Sunday with Firestar II in
tow or if time is limited I may fly the GA craft.
Thinking about selling the Firestar II and trailer.
PMc
________________________________________________________________________________
| From: | Gene Ledbetter <gdledbetter1(at)fuse.net> |
John,
I will also be arriving Friday night and staying at the Red Roof Inn...
Will be bringing a Hawk driver with me but he's a good guy anyway.
Gene Ledbetter, Cincinnati
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Richard Pike is planning to fly up.
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
Bob Brocious and his 11 year old son, Kory,are planning to drive from Carrollton,
Ky.
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Kolb-nose skid |
Hi all,
I see pictures of Kolbs with what appears to be a curved tube welded on the
nose to act as a skid. Does anyone out there have one of these on your
plane?
Steve
________________________________________________________________________________
| From: | "ghaley" <ghaley(at)wt.net> |
| Subject: | 2002 KOLB FLY-IN |
Gang, as it stands right now, weather permiting and all, my
Nephew Steve Stevenson (who helped me build my Mark III) and
I will be flying to London, KY in my Mark III for the
fly-in. It looks like 8-10 fuel stops. We will have name
tags on so please introduce yourselves.
Gary Haley, Houston, TX
KOLB Mark III, N100GH
This Kolb has a lot of patches but I think it will make it.
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Kolb-nose skid |
I did have a problem once with the brakes grabbing and it thinned her chin a
bit. Mine did not come with the nose skid and it is not in the plans (1985
model FS), which is why I am trying to find out more about them. Anyone have
a photocopy of the plans showing how to make/mount a nose skid on a FS like
mine that they would be willing to share a copy of or a picture on a web
site? If I get a copy, anyone else who needs one can contact me and I will
pass it on.
Thanks,
Steve
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
In a message dated 9/16/02 11:09:11 PM Eastern Daylight Time,
lcottrel(at)kfalls.net writes:
> . I coasted 2.5 miles at 45
> mph. I turned around after starting up again and went back up to the same
> altitude and distance and made my second glide at 55 mph. I could not tell
> the difference in distance.
Larry,
It is likely that your best glide speed is 50 mph. At 45 mph you could have
been 5 mph under and at 55 mph you were 5 mph over.
Just a thought.
Steven Green
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: 3 point landings in Mark III? |
In a message dated 9/17/2002 10:09:11 AM Eastern Standard Time,
bbrocious(at)hotmail.com writes:
> You've got time to setup for a landing in that tall grass pasture. How are
> you going to try and keep from nosing over in the tall grass?
>
I dead sticked a Mark II into a tall grass pasture in Hopewell, NJ. I
did a normal landing and did not observe any tendency to nose over. What I
did notice was that the plane decelerated very quickly because the grass got
wound into the gear. All I needed was an underwear change.
Mark R. Sellers
Kolb Twinstar Mark III, N496BM
http://hometown.aol.com/cavuontop/n496bm.html
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Mark II returns to the skies victorious! |
Dear fellow Kolbers:
I flew my Mark II this evening! Whooooooo hoo! Yeeeeeeee haw! And so forth
and so on.
The weather was (again) perfect here in Michigan and there was so little
traffic that I decided not to wait on the patch cords for my radio and just
use the handheld "as is" and hope for the best. As it turned out, everyone
said they were able to hear my broadcasts "loud and clear." Of course, I
couldn't really hear anybody else but I had my head on a swivel you can bet.
The Mark II flew quite well. I am very, very glad for the many comments and
observations about Kolb ships that I've read here. They all helped make the
first ride much more boring and predictable than exciting, and that's a VERY
good thing!
As noted, I do have to hold a good bit of right aileron. I expect this is
due to the asymmetric weight loading of me at 215 lbs in the left seat and
Mr Noboby over there as co-pilot. I'll have to try flying that side and see
if the reverse is true, of course.
The climb out was typically Kolb or, if you prefer, typically ultralight,
and spectacular. VSI read 800 - 1000 fpm at WOT and holding between 60 and
65 IAS. The prop pegged the rpm at 6200, just perfect in my humble opinion.
I found that it was nearly impossible to hold altitude and anything less
than 5000 rpm but of course I do need to get more time and work the numbers
until I get a firm picture of the performance envelope. That's just a first
approximation. However, at 5500 I could set any speed from 55 to 70 and hold
it pretty steady using pitch control. Not bad.
One surprising thing was the stall characteristic. It's quite definite,
though not violent. Not at all what I expected. And it seems very consistent
at 50 IAS. Hit 50 and the nose drops. Period. No consistency in the tendency
to roll off, sometimes slightly left sometimes slightly right and probably a
function of which way I was off in coordinated flight at the time of the
break. I'll have to study that some more.
Since I flew for a good bit just getting the feel of the plane while
circling over the field, I only had time for two landings. Both were gentle,
easy and I felt very comfortable with them. It was certainly good that I'd
read and heeded all the advice here about keeping the airspeed higher than
you think because it does indeed evaporate quickly. As you all said, and was
true of my old ultralights, too, just fly it "purt' near" the ground then
flare slightly, wait for the settle, and it'll grease right on.
The 503 was purring like a kitten and the EGT never got much over 1k,
usually hovering right around that mark and occasionally dropping down as
low as 800 depending on the power setting.
So tonight, I'm a very happy and FLYING Kolb owner!
-Ken Fackler
Mark II/503 (flight tested)
Rochester MI
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: 3 point landings in Mark III? |
>>try and keep from nosing over in the tall grass
I'd get that tailwheel -down- and try to land as slow as I can, actually
planting the tailwheel first if possible and counting on the grass grabbing
and holding in the tailwheel assembly helping slow me down.
-Ken Fackler
Mark II/503
Rochester MI
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Kolb-nose skid |
>>nose skid
>>does anyone have it on their plane?
I have it, Steve. The first time I taxiied my Mark II I was unprepared for
the sudden nose-dive the Kolb makes when you goose the throttle. The skid
undoubtedly saved me making a big 'ol mess out of the nosecone.
-Ken Fackler
Mark II/503
Rochester MI
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Kolb-nose skid |
Hi Ken,
Do you know if the skid mounts the same on the FS as it does on yours? Do
you know of anyone with a FS that has the builders plans for making and
mounting one?
Hey, I thought I heard some "Yahooing" coming from the sky - that must have
been you! Congradulations on getting a bit of air under you and your wings!
Steve
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
| Subject: | Sandy Loehle-My trip |
I'm interested in a 2 place, inexpensive, easy to make, airplane. I'm visiting
to find out which. Probably the sports parasol. I'll try to make it the 24th.
kj
Previous error. my regular email address is kevin-jones(at)snet.net My travel address
is
kevin-jones.1(at)juno.com
kj
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
How do I answer a message so that everyone can see the message and it stays the
same thread? For example, I want to answer John Hauck's 9/16 message.
I'm collecting a list of attendees but it only has four entrys so far. Please send
me your name if you are attending.
kj
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Kevin,
You just reply to a message in the thread, without changing the subject
line. It will not work for the digest mode, though.
John Jung
Kevin Jones wrote:
>
>How do I answer a message so that everyone can see the message and it stays the
same thread?
>
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 33 Msgs - 09/17/02 |
In a message dated 9/18/02 2:51:16 AM Eastern Daylight Time,
kolb-list-digest(at)matronics.com writes:
> Kolb-nose skid
>
>
Steve ,I have one never used, off a MK3. If you want it. E-mail me off list.
Bob Griffin
________________________________________________________________________________
| Subject: | [ Ken Fackler ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Ken Fackler
Subject: Kolb
http://www.matronics.com/photoshare/kfackler@ameritech.net.09.18.2002/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:
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--------------------------------------------
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
So far all I have are Richard Pike, Gene Ledbetter + one, John Hauck, Jim Parker,
Captain Ron M & myself (for the second day only.) Parker & I are looking for
information. There are many others but I didn't get started until late.
kj
________________________________________________________________________________
| From: | "Ken Broste" <kenandmona(at)earthlink.net> |
| Subject: | protecting control cables from abrasion |
I'd like the opinion of an idea I have of protecting my cables from where they
enter the tube. I'm not too excited about riveting in a piece of lexan as the
plans call for. How would it work to use clear heat shrink tubing? The tubing
is available in many lengths. You can also get it in what they call rigid
but I don't believe that would work. Is the wear most predominate where it enters
the tube? How about through the inside of the tube and where they exit?
Thanks!
Ken Broste
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
| Subject: | protecting control cables from abrasion |
Ken/Gang,
I just tackled this problem in my Firestar as well. I have the same sentiments
about using a piece of lexan for the cables to rub on, so I looked into devising
another alternative. One idea was to make another pulley tray the same type
that is used right behind the pilot seat. That was going to require some welding
for mounting brackets etc. I finally came up with using a 1" block of
self lubricating Delrin a friend had given me. I cut(cuts easy on a bandsaw)
it to fit the bottom inside third of the entrance of the 5" tube. I drilled corresponding
holes in the block of Delrin for the two bottom of the 6 bolts that
go through the steel ring and tail tube. I used longer bolts to extend through
the Delrin to hold it in place at the entrance. Marked my holes where my
cables will enter, drilled and they are now captured in Delrin.
I have also noted from others on this list that air blows down the tube into the
cockpit making it at times chilly cold. To remedy this, I drilled another two
holes at the upper part of the front side of my piece of Delrin and counter
sunk both holes on the backside to almost fit a lock nut. Easily hammered two
lock nuts in the tight counter sunk holes. Cut a nice 5" circle out of 6061
T4/T6 .032 drilled holes to correspond with those on the Delrin, and use two
small bolts to cap the entrance of the tail tube.
I hope this makes sense, I will try to post some pictures in the next few days
to give you a better understanding.
Aircraft Spruce catalog shows that they sell Delrin in rod form only, but do sell
nylon in plate form. I didn't realize it was so pricey! Maybe some one on
the list knows where to get some cheap?
Tim
-----Original Message-----
From: Ken Broste [mailto:kenandmona(at)earthlink.net]
Subject: Kolb-List: protecting control cables from abrasion
I'd like the opinion of an idea I have of protecting my cables from where they
enter the tube. I'm not too excited about riveting in a piece of lexan as the
plans call for. How would it work to use clear heat shrink tubing? The tubing
is available in many lengths. You can also get it in what they call rigid
but I don't believe that would work. Is the wear most predominate where it enters
the tube? How about through the inside of the tube and where they exit?
Thanks!
Ken Broste
________________________________________________________________________________
| From: | "bill-jo" <bill-jo(at)prodigy.net> |
| Subject: | Re: Attendance List |
I am driving down and camping on the field,so I'll see all of you
there.
Bill Futrell
----- Original Message -----
From: Kevin Jones <kevin-jones(at)snet.net>
Subject: Kolb-List: Attendance List
>
> So far all I have are Richard Pike, Gene Ledbetter + one, John Hauck, Jim
Parker, Captain Ron M & myself (for the second day only.) Parker & I are
looking for information. There are many others but I didn't get started
until late.
>
> kj
>
>
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
Listers,
I know some of you have had problems in the past with insurance and the rising
cost with AVEMCO. EAA has a new agreement with Falcon Insurance in Austin,Texas
for EAA members. I just called and got insured for less than 50% of what Avemco
was charging!!!
Phone number for Falcon is 866-647-4322.
Jim
Mark III
SN 003
Charlotte, NC
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Attendance List |
>
> I am driving down and camping on the field,so I'll see all of you
>there.
> Bill Futrell
Andy and I will be there also. Hey Bill we might have room for one more
in the van. Thunderbird should be painted and flight tested by then so I
can drag it down with me.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: London Fly-in |
You got it!
rp
>
Mr Pike. If you still have an electric flap
>motor you don't want I will buy it back.
>
>
________________________________________________________________________________
| From: | "George" <geomurphy(at)mindspring.com> |
| Subject: | non kolbs welcome at this fly in? |
I just want to know if it was ok to fly a non Kolb to this fly in. I own and fly
a Ferguson FII. I also have a 1985 Firestar. The Kolb don't fly no more because
of old age and too many patches and war wounds. It is now being reoutfitted
with new stuff that will add a few more good years to those wings. It
aint gona make it that far without somethin important falling off, so the only
way I can git thar is by my trusty Ferguson. If my bird aint welcome just say
so. nuff said.
Stan You goin to this thang?
Original Possum From Hell -- Murphy
________________________________________________________________________________
| From: | "Bill Woods" <kolbpilot(at)msn.com> |
| Subject: | Re: Attendance List |
The Woods brothers and Stan the possum man are coming along with anyone else we
can get to come.
Bill Woods
----- Original Message -----
From: Kevin Jones
Subject: Kolb-List: Attendance List
So far all I have are Richard Pike, Gene Ledbetter + one, John Hauck, Jim Parker,
Captain Ron M & myself (for the second day only.) Parker & I are looking for
information. There are many others but I didn't get started until late.
kj
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
| Subject: | Re: Attendance List |
Unfortunately I am new here (Where are all you old timers) and I don't know
Woody's last name. Also have a question concerning "Andy and I". Help.
kj
----- Original Message -----
From: "Woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: Attendance List
>
> >
> > I am driving down and camping on the field,so I'll see all of you
> >there.
> > Bill Futrell
>
>
> Andy and I will be there also. Hey Bill we might have room for one more
> in the van. Thunderbird should be painted and flight tested by then so I
> can drag it down with me.
>
>
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
Kolbers,
I am now actively looking for a good used 582 for my Mark III. If you have one
for sale or hear of one, please contact me off list or call at 704-510-1440 (day)
or 704-510-1339 (evening).
Thanks
Jim
Mark III
SN 003
Charlotte, NC
flykolb(at)carolina.rr.com
________________________________________________________________________________
| Subject: | Re: protecting control cables from abrasion |
| From: | ul15rhb(at)juno.com |
writes:
>
>
> I'd like the opinion of an idea I have of protecting my cables from
> where they enter the tube. I'm not too excited about riveting in a
> piece of lexan as the plans call for. How would it work to use
> clear heat shrink tubing? The tubing is available in many lengths.
> You can also get it in what they call rigid but I don't believe
> that would work. Is the wear most predominate where it enters the
> tube? How about through the inside of the tube and where they exit?
> Thanks!
>
> Ken Broste
Ken,
I have not noticed any wear on either control cable in my Original
Firestar in 700 hours. I have had the cables out numerous times
inspecting them for wear. I have not found any and promptly reinstalled
the cables each time.
I have replaced the elevator pivot bolt 3 times. It does not wear much
either, but replaced it anyway.
The forces on the cables are minimal and they do not go around pulleys at
sharp angles that would wear them out faster. Mine even clank on the boom
tube when taxiing on rough grass, but since they are steel and the tube
is aluminum, there is not much wear that I can detect.
I have never had any frayed or broken strands and this would be the first
sign of a cable that is going bad. I might add that a cable will
sometimes wear out the inside strands first, where it contacts a pulley,
leaving the outside strands looking fine. To inspect for this, the cable
must be taken out and twisted, opposite the winding, to see the inside
strands. I have done this and there is no wear that I can detect.
Ralph Burlingame
Original Firestar
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Info on insurance:
I just called EAA to get an idea of what insurance costs are these days.
This will vary depending on your particulars but just to give you a ball park
questimate:
$17,000 hull insurance = $850. per year
$500,000 liability = $300. per year if you have the hull insur ( $550 if you
just want the liability and not the hull insur too).
This is for a single seat Firestar, private pilot license, time in type.
Steve
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
Quote I got for my Mark III with $15,000 hull insurance and 100,000
1,000,000 liability was $900 total for the year.
Jim
----- Original Message -----
From: <SR3SA2L1(at)aol.com>
Subject: Re: Kolb-List: insurance
>
> Info on insurance:
>
> I just called EAA to get an idea of what insurance costs are these days.
> This will vary depending on your particulars but just to give you a ball
park
> questimate:
>
> $17,000 hull insurance = $850. per year
> $500,000 liability = $300. per year if you have the hull insur ( $550 if
you
> just want the liability and not the hull insur too).
>
> This is for a single seat Firestar, private pilot license, time in type.
>
> Steve
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: [ Ken Fackler ] : New Email List Photo Share Available! |
Congratulations on your flight, Ken. Looks like a real nice Mk II, and it
gives us another idea for placement of the experimental flags. Lar.
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Subject: Kolb-List: [ Ken Fackler ] : New Email List Photo Share Available!
>
>
> A new Email List Photo Share is available:
>
> Poster: Ken Fackler
>
>
> Subject: Kolb
>
>
http://www.matronics.com/photoshare/kfackler@ameritech.net.09.18.2002/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: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | Re: Attendance List |
Kevin
My wife and I are driving in from Virginia for the weekend and looking
forward to getting a ride with John Hauck in his MK III.
Jim Ballenger
FS KXP 447
Virgina Beach, VA
----- Original Message -----
From: "Kevin Jones" <kevin-jones(at)snet.net>
Subject: Kolb-List: Attendance List
>
> So far all I have are Richard Pike, Gene Ledbetter + one, John Hauck, Jim
Parker, Captain Ron M & myself (for the second day only.) Parker & I are
looking for information. There are many others but I didn't get started
until late.
>
> kj
>
>
________________________________________________________________________________
| Subject: | Re: Attendance List |
Hi
I will be over on Sat. I am going to the T-top fly in on Sun. My Mini
Max is ready; but I am not! The Ultra Star is close. Herb in
Scottsville,Ky.
Ps I want to see the Firestar that may be for sale.
writes:
>
>
> So far all I have are Richard Pike, Gene Ledbetter + one, John
> Hauck, Jim Parker, Captain Ron M & myself (for the second day
> only.) Parker & I are looking for information. There are many others
> but I didn't get started until late.
>
> kj
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Re: non kolbs welcome at this fly in? |
A couple of years ago we lost the attendance and support of an individual who knew
as much about 2 strokes as anyone because of a couple of Kolb purist's protests.
It was a shame because he was a skilled mechanic who never hesitated to
take the time to help others and he could have made a significant contribution
to our knowledge and experience pool. He once gave me some guidance that I am
still using 10 years later.
I have seen the newest Fergie and am now even more pleased with all my Kolbs.
Because this is a Kolb affair Kolbs should have parking priority etc.
Hope we don't get an equal opportunity lawsuit :)
Duane the plane in Tallahassee, FL, FireFly 447, Mk3/912 in Wkshop
----- Original Message -----
From: George
Subject: Kolb-List: non kolbs welcome at this fly in?
I just want to know if it was ok to fly a non Kolb to this fly in. I own and fly
a Ferguson FII. I also have a 1985 Firestar. The Kolb don't fly no more because
of old age and too many patches and war wounds. It is now being reoutfitted
with new stuff that will add a few more good years to those wings. It
aint gona make it that far without somethin important falling off, so the only
way I can git thar is by my trusty Ferguson. If my bird aint welcome just say
so. nuff said.
Stan You goin to this thang?
Original Possum From Hell -- Murphy
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Kolb-fly-in video |
Congratulations to all who go to the Kolb fly-in!
For those of us who are not fortunate enough to go this time, if you have
cameras (esp. digital ones that make it easy to put pictures on the site)
please take many many pictures of everything there and include pictures of
the details so we can build these wonderful innovations into our dreamships.
This is a great opportunity to visually document the creativity and ingenuity
of our group. Years from now, long after us old guys are flying with wings
attached to our backs, future builders will still be appreciating your
efforts.
For those who take video and pictures, when the dust has settled and everyone
is back home - I will be happy to compile all the copies sent to me into a
video for any of the site members (it won't break my heart or hurt my
feelings if someone else wants to put this together).
Steve
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: non kolbs welcome at this fly in? |
>
>I just want to know if it was ok to fly a non Kolb to this fly in.
>Stan You goin to this thang?
>Original Possum From Hell -- Murphy
>
We're supposed to leave Cartersville Airport between
1:00 and 2:00PM and go to McMinn Co Airport
http://www.airnav.com/airport/KMMI
From there to Scott Airport
http://www.airnav.com/airport/KSCX
around the west side of the mountains.
Then to London.
It's a pretty good trip until you get to the woods near London.
Going to come back Sunday morning.
Don't know who all is going yet.
Depends on the weather, Wild Bill likes to fly in the clouds.
Meet us at McMinn or Cartersville.
Still got that electric propeller?
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: non kolbs welcome at this fly in? |
>
> >Stan You goin to this thang?
> >Original Possum From Hell -- Murphy
> >
>
>We're supposed to leave Cartersville Airport between
>1:00 and 2:00PM
That's on Friday the 27th.
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
As of 11:22 Wednesday, the list looked like this.
Jim Ballenger + wife
Bob Brocious + 11 year old son Kory
Bill Futrell
Steven Green
Jack & Louise Hart
John Hauck
Herb GH
Kevin Jones
Jeffrey Jones
Gene Ledbetter + one
Captain Ron M
George Murphy
Jim Parker
Richard Pike
Stephen Spence
Beauford Tuton
Woody
Bill Woods
Will Uribe
Stan the Possum Man
I'm going to be leaving home Friday morning so Thursday is the last chance
for anyone to
get on my list. Anyone is welcome to take it over though.
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
As of 11:22 Wednesday, the list looked like this.
Jim Ballenger + wife
Bob Brocious + 11 year old son Kory
Bill Futrell
Steven Green
Jack & Louise Hart
John Hauck
Herb GH
Kevin Jones
Jeffrey Jones
Gene Ledbetter + one
Captain Ron M
George Murphy
Jim Parker
Richard Pike
Stephen Spence
Beauford Tuton
Woody
Bill Woods
Will Uribe
Stan the Possum Man
I'm going to be leaving home Friday morning so Thursday is the last chance
for anyone to
get on my list. Anyone is welcome to take it over though.
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
| Subject: | Kolb List Attendees |
As of 11:22 Wednesday, the list looked like this.
Jim Ballenger + wife
Bob Brocious + 11 year old son Kory
Bill Futrell
Steven Green
Jack & Louise Hart
John Hauck
Herb GH
Kevin Jones
Jeffrey Jones
Gene Ledbetter + one
Captain Ron M
George Murphy
Jim Parker
Richard Pike
Stephen Spence
Beauford Tuton
Woody
Bill Woods
Will Uribe
Stan the Possum Man
I'm going to be leaving home Friday morning so Thursday is the last chance
for anyone to
get on my list. Anyone is welcome to take it over though.
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
As of 11:22 Wednesday, the list looked like this.
Jim Ballenger + wife
Bob Brocious + 11 year old son Kory
Bill Futrell
Steven Green
Jack & Louise Hart
John Hauck
Herb GH
Kevin Jones
Jeffrey Jones
Gene Ledbetter + one
Captain Ron M
George Murphy
Jim Parker
Richard Pike
Stephen Spence
Beauford Tuton
Woody
Bill Woods
Will Uribe
Stan the Possum Man
I'm going to be leaving home Friday morning so Thursday is the last chance
for anyone to
get on my list. Anyone is welcome to take it over though.
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 46 Msgs - 09/18/02 Fly- in |
I'll be bringing a twin radiator (for 582 or 618 ) with me to the show. Like
new . Used 12 hrs. 1/2 price.
Bob Griffin
Camping on the field
________________________________________________________________________________
| From: | "louis friedman" <lfriedman2001(at)attbi.com> |
I will be arriving with my wife, Sally, and my friend,
Steve Ashby, Saturday morning, if our plans don't
change.
Lou Friedman
Mark III Classic
________________________________________________________________________________
| From: | "schweiky" <express(at)pennswoods.net> |
John
I Do not think I would be welcome, at the fly-in,, because Linda hates, Bruce hates
me and I don't know who else..
Reason is ...Linda sold me the plans for the FireStar and the Kolbra, She sent
me the FireStar plans minus the "steel" plans and no manul and then I bought
the
Kolbra plans ,or thought I did, she sent me a "cheap" copy of the plans but only
10 chapters for 250 dollars and I ask numerous times for the rest of the plans
and Linda said the plans were not finished yet and I would get them as soon as
they were finished " I took her at her word" so I waited and waited
,no plans so I ask for them again, then she came back with an answer that
TNK does not sell plans and wanted the plans back ...!, I was puzzled at that...!
because I thought TNK's word was good that they would send me the rest of
the plans but I was worng...!, Because she had accessed my Visa account "without
my permission and threw my money back in my "face" " so I had to cancel my
card so no more "funny-business could that place...{a word to the wise here,,
do not trust TNK with your credit card number} or any thing they say,, they
will renege on deals...
I ask Bruce , " the major investor " to make things right but he would not. so...that
shows you the "kind" of people you are dealing with and supporting...!
They said they would not honor their word and send me my Kolbra Plans...
DISGRUNTLED.!
Don Schweikart said this
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
Hi Kevin,
We'll be there, & will be giving a talk on Saturday.
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: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Aileron hinge pin alert |
Be careful out there. After years of going through my self-imposed (Oh Hum) preflight
checks I finally found something that could have been a real problem. At
134 Hrs one of the aileron hinge pins on my FireFly had worked itself out and
was missing. It was the right inboard hinge. When I originally crimped the ends
of the hinges the pins were all securely in place. They fit into the hinge
rings so tight it did not take much of a crimp to lock them in place but after
some wear even the end rings opened enough to let the pin fall out. I'm sure
glad Homer put three hinges on each wing.
Solutions:
Make sure the crimp completely closes the end ring.
On some "real" airplanes the hinge pins extend out from the hinge and both ends
are bent at right angles.
Some builders drill tiny holes in the end rings and safety wire the pins in place.
Whatever you do, make the hinge pin check a part of your preflight.
Duane the plane, Tallahassee, FL, FireFly/447, Mk3/912
Hope to see you all at London
----- Original Message -----
From: George
Subject: Kolb-List: non kolbs welcome at this fly in?
I just want to know if it was ok to fly a non Kolb to this fly in. I own and fly
a Ferguson FII. I also have a 1985 Firestar. The Kolb don't fly no more because
of old age and too many patches and war wounds. It is now being reoutfitted
with new stuff that will add a few more good years to those wings. It
aint gona make it that far without somethin important falling off, so the only
way I can git thar is by my trusty Ferguson. If my bird aint welcome just say
so. nuff said.
Stan You goin to this thang?
Original Possum From Hell -- Murphy
________________________________________________________________________________
| Subject: | Re: Aileron hinge pin alert |
In a message dated 9/19/02 11:27:20 AM Eastern Daylight Time,
mitchmnd(at)msn.com writes:
> Be careful out there. After years of going through my self-imposed (Oh Hum)
> preflight checks I finally found something that could have been a real
> problem. At 134 Hrs one of the aileron hinge pins on my FireFly had worked
> itself out and was missing. It was the right inboard hinge.
During my pre-flight, I noticed the ailerons would not move much; I found
that same hinge pin missing. The moral is that a missing hinge pin may lock
up your ailerons.
Shack
FS II
SC
________________________________________________________________________________
| From: | "ghaley" <ghaley(at)wt.net> |
As it stands right now we will be there.
Transportation: Kolb Mark III
Gary Haley & Steve Stevenson, Houston, TX
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Aileron hinge pin alert |
>
>Be careful out there. After years of going through my self-imposed (Oh
>Hum) preflight checks I finally found something that could have been a
>real problem. At 134 Hrs one of the aileron hinge pins on my FireFly had
>worked itself out and was missing. It was the right inboard hinge.
>Some builders drill tiny holes in the end rings and safety wire the pins
>in place.
In the old Firestars it was "always" the inboard hinge pins that work
themselves out. Vibration from the engine I guess.
I cut the hinge pins a little short and drilled tiny holes in the ends of
the hinges and put clips in them.
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Hey Tim,
Not to start a flame war, but you have to be kidding! Are you familiar with
the early days of flight and the results of this kind of attitude when the
Wright brothers acted like this towards Glen Curtis? Curtis welcomed
comparisons and showed his product to any audience that he could - the Wright
brothers discouraged communication, comparisons and collaboration. Quess who
ultimately prevailed. As a long time Kolb owner, I would hate to see the
same mindset result in the same thing happening to the Kolb company.
I realize that this is a "club" meeting - but I would think and hope that the
Kolb company would welcome anyone interested in flying anything to their
fly-in. This is the single most Kolb friendly place and time for them to
showcase their products (old and new) to anyone that may be interested, as
well as to generate converts and encourage camaraderie amongst current
owners. My quess is that this is the primary reason they sponcer the fly-in
in the first place. They cannot stay in business if they only want to talk
with people who already own one of their products. That is like preaching to
the choir. Good for your ego but you won't make many new converts.
If I am not mistaken this gentleman is also a Kolb owner/builder too and I'm
sure that you would agree that we all (other Kolb builders and the Kolb
company) can benefit from the input of another pilot and builder experienced
with multiple products.
Enjoy the fly-in.
Steve
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
Steve,
Well said!
I personally thought that Tim's(Artdog1512) last post were ignorant and crude.
You pointed that out, but in a much better way.
I guess I am very surprised by Tim's post, that is a mentality that you normally
don't see on this fine list.
Tim Gherkins----- please don't confuse me with Tim "Artdog1512"!(saddened I have
to share the same first name).
-----Original Message-----
From: SR3SA2L1(at)aol.com [mailto:SR3SA2L1(at)aol.com]
Subject: Re: Kolb-List: non-Kolb 2
Hey Tim,
Not to start a flame war, but you have to be kidding! Are you familiar with
the early days of flight and the results of this kind of attitude when the
Wright brothers acted like this towards Glen Curtis? Curtis welcomed
comparisons and showed his product to any audience that he could - the Wright
brothers discouraged communication, comparisons and collaboration. Quess who
ultimately prevailed. As a long time Kolb owner, I would hate to see the
same mindset result in the same thing happening to the Kolb company.
I realize that this is a "club" meeting - but I would think and hope that the
Kolb company would welcome anyone interested in flying anything to their
fly-in. This is the single most Kolb friendly place and time for them to
showcase their products (old and new) to anyone that may be interested, as
well as to generate converts and encourage camaraderie amongst current
owners. My quess is that this is the primary reason they sponcer the fly-in
in the first place. They cannot stay in business if they only want to talk
with people who already own one of their products. That is like preaching to
the choir. Good for your ego but you won't make many new converts.
If I am not mistaken this gentleman is also a Kolb owner/builder too and I'm
sure that you would agree that we all (other Kolb builders and the Kolb
company) can benefit from the input of another pilot and builder experienced
with multiple products.
Enjoy the fly-in.
Steve
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
When I called a week or so ago, I was told they could not find an
underwriter for ultralights so they could not offer any insurance but to
keep checking the EAA web site quarterly for any new information.
Jim Ballenger
FS KXP 447
Virginia Beach, VA
----- Original Message -----
From: "Jim" <flykolb(at)carolina.rr.com>
Subject: Re: Kolb-List: insurance
>
> Quote I got for my Mark III with $15,000 hull insurance and 100,000
> 1,000,000 liability was $900 total for the year.
>
> Jim
> ----- Original Message -----
> From: <SR3SA2L1(at)aol.com>
> To:
> Subject: Re: Kolb-List: insurance
>
>
> >
> > Info on insurance:
> >
> > I just called EAA to get an idea of what insurance costs are these days.
> > This will vary depending on your particulars but just to give you a ball
> park
> > questimate:
> >
> > $17,000 hull insurance = $850. per year
> > $500,000 liability = $300. per year if you have the hull insur ( $550 if
> you
> > just want the liability and not the hull insur too).
> >
> > This is for a single seat Firestar, private pilot license, time in type.
> >
> > Steve
> >
> >
>
>
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
Jim,
Well Falcon Insurance is the one. I already have a binder on my Mark III
insurance.
Jim
----- Original Message -----
From: "Jim Ballenger" <ulpilot(at)cavtel.net>
Subject: Re: Kolb-List: insurance
>
> When I called a week or so ago, I was told they could not find an
> underwriter for ultralights so they could not offer any insurance but to
> keep checking the EAA web site quarterly for any new information.
> Jim Ballenger
> FS KXP 447
> Virginia Beach, VA
> ----- Original Message -----
> From: "Jim" <flykolb(at)carolina.rr.com>
> To:
> Subject: Re: Kolb-List: insurance
>
>
> >
> > Quote I got for my Mark III with $15,000 hull insurance and 100,000
> > 1,000,000 liability was $900 total for the year.
> >
> > Jim
> > ----- Original Message -----
> > From: <SR3SA2L1(at)aol.com>
> > To:
> > Subject: Re: Kolb-List: insurance
> >
> >
> > >
> > > Info on insurance:
> > >
> > > I just called EAA to get an idea of what insurance costs are these
days.
> > > This will vary depending on your particulars but just to give you a
ball
> > park
> > > questimate:
> > >
> > > $17,000 hull insurance = $850. per year
> > > $500,000 liability = $300. per year if you have the hull insur ( $550
if
> > you
> > > just want the liability and not the hull insur too).
> > >
> > > This is for a single seat Firestar, private pilot license, time in
type.
> > >
> > > Steve
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
Jim
Falcon did tell me they insured experimentals with N numbers. I didn't
mean they would not insure utralight types with N numbers, but they can't
insure ultralights.
Jim
----- Original Message -----
From: "Jim" <flykolb(at)carolina.rr.com>
Subject: Re: Kolb-List: insurance
>
> Jim,
>
> Well Falcon Insurance is the one. I already have a binder on my Mark III
> insurance.
>
> Jim
> ----- Original Message -----
> From: "Jim Ballenger" <ulpilot(at)cavtel.net>
> To:
> Subject: Re: Kolb-List: insurance
>
>
> >
> > When I called a week or so ago, I was told they could not find an
> > underwriter for ultralights so they could not offer any insurance but to
> > keep checking the EAA web site quarterly for any new information.
> > Jim Ballenger
> > FS KXP 447
> > Virginia Beach, VA
> > ----- Original Message -----
> > From: "Jim" <flykolb(at)carolina.rr.com>
> > To:
> > Subject: Re: Kolb-List: insurance
> >
> >
> > >
> > > Quote I got for my Mark III with $15,000 hull insurance and 100,000
> > > 1,000,000 liability was $900 total for the year.
> > >
> > > Jim
> > > ----- Original Message -----
> > > From: <SR3SA2L1(at)aol.com>
> > > To:
> > > Subject: Re: Kolb-List: insurance
> > >
> > >
> > > >
> > > > Info on insurance:
> > > >
> > > > I just called EAA to get an idea of what insurance costs are these
> days.
> > > > This will vary depending on your particulars but just to give you a
> ball
> > > park
> > > > questimate:
> > > >
> > > > $17,000 hull insurance = $850. per year
> > > > $500,000 liability = $300. per year if you have the hull insur (
$550
> if
> > > you
> > > > just want the liability and not the hull insur too).
> > > >
> > > > This is for a single seat Firestar, private pilot license, time in
> type.
> > > >
> > > > Steve
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Sorry if I wasn't clear about my insurance info - the info I received from
the EAA insurance person was that they would only cover experimental
registered aircraft, not ultralights. They were very clear that our planes
had to registered with the FAA.
Steve
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
Jim
thanks for the clarification - I did not realize that they would not insure
without N numbers.
Jim
----- Original Message -----
From: "Jim Ballenger" <ulpilot(at)cavtel.net>
Subject: Re: Kolb-List: insurance
>
> Jim
> Falcon did tell me they insured experimentals with N numbers. I didn't
> mean they would not insure utralight types with N numbers, but they can't
> insure ultralights.
> Jim
> ----- Original Message -----
> From: "Jim" <flykolb(at)carolina.rr.com>
> To:
> Subject: Re: Kolb-List: insurance
>
>
> >
> > Jim,
> >
> > Well Falcon Insurance is the one. I already have a binder on my Mark III
> > insurance.
> >
> > Jim
> > ----- Original Message -----
> > From: "Jim Ballenger" <ulpilot(at)cavtel.net>
> > To:
> > Subject: Re: Kolb-List: insurance
> >
> >
> > >
> > > When I called a week or so ago, I was told they could not find an
> > > underwriter for ultralights so they could not offer any insurance but
to
> > > keep checking the EAA web site quarterly for any new information.
> > > Jim Ballenger
> > > FS KXP 447
> > > Virginia Beach, VA
> > > ----- Original Message -----
> > > From: "Jim" <flykolb(at)carolina.rr.com>
> > > To:
> > > Subject: Re: Kolb-List: insurance
> > >
> > >
> > > >
> > > > Quote I got for my Mark III with $15,000 hull insurance and 100,000
> > > > 1,000,000 liability was $900 total for the year.
> > > >
> > > > Jim
> > > > ----- Original Message -----
> > > > From: <SR3SA2L1(at)aol.com>
> > > > To:
> > > > Subject: Re: Kolb-List: insurance
> > > >
> > > >
> > > > >
> > > > > Info on insurance:
> > > > >
> > > > > I just called EAA to get an idea of what insurance costs are these
> > days.
> > > > > This will vary depending on your particulars but just to give you
a
> > ball
> > > > park
> > > > > questimate:
> > > > >
> > > > > $17,000 hull insurance = $850. per year
> > > > > $500,000 liability = $300. per year if you have the hull insur (
> $550
> > if
> > > > you
> > > > > just want the liability and not the hull insur too).
> > > > >
> > > > > This is for a single seat Firestar, private pilot license, time in
> > type.
> > > > >
> > > > > Steve
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | jerryb <ulflyer(at)airmail.net> |
| Subject: | Re: welcome ???? |
I find this interesting. By the way your clock reflects the wrong year.
What time frame did you get your plans?
With our FireFly we received a builders assembly manual and set of drawings
to support assembly, definitely not detailed enough to be considered
plans. In fact I commented to Dennis it would be helpful to the builder if
a little more dimensional detail could be provided to help identify certain
parts as they could be miss-identified with similar looking parts. Other
than that I found the documentation to be adequate. Being such I'm
surprised they would deviate from the old Kolb company's practice of
limiting fabrication detail for the steel components. This was done for
liability and kit cloning reasons.
As for your comment regarding the credit card sounds like they realized you
had gotten more detailed information, (confidential proprietary), than
intended, and choose to conclude it by refunding the amount originally
charged back to your credit card. I feel that was a fair resolution.
jerryb
>
>John
>I Do not think I would be welcome, at the fly-in,, because Linda hates,
>Bruce hates me and I don't know who else..
>Reason is ...Linda sold me the plans for the FireStar and the Kolbra, She
>sent me the FireStar plans minus the "steel" plans and no manul and then I
>bought the
>Kolbra plans ,or thought I did, she sent me a "cheap" copy of the plans
>but only
>10 chapters for 250 dollars and I ask numerous times for the rest of the
>plans and Linda said the plans were not finished yet and I would get them
>as soon as they were finished " I took her at her word" so I
>waited and waited ,no plans so I ask for them again, then she came back
>with an answer that TNK does not sell plans and wanted the plans back
>...!, I was puzzled at that...! because I thought TNK's word was good
>that they would send me the rest of the plans but I was
>worng...!, Because she had accessed my Visa account "without my
>permission and threw my money back in my "face" " so I had to cancel my
>card so no more "funny-business could that place...{a word to the wise
>here,, do not trust TNK with your credit card number} or any thing they
>say,, they will renege on deals...
>I ask Bruce , " the major investor " to make things right but he would
>not. so...that
>shows you the "kind" of people you are dealing with and supporting...!
> They said they would not honor their word and send me my Kolbra Plans...
>
>DISGRUNTLED.!
>Don Schweikart said this
>
>
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Attendance List |
>
>Unfortunately I am new here (Where are all you old timers) and I don't know
>Woody's last name. Also have a question concerning "Andy and I". Help.
>kj
LAst name is Wood. Andy has a Mk111 and hangers it at my airstrip. We
will be driving down from Windsor Ont. ( just across the border from
Detroit.) on Friday. We may have my extensively modified Mk 111 now named
Thunderbird due to it's paint motif in tow.
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: non-Kolb.... |
>
>
> i don' know george, i think an "imitation Kolb" in attendence would be
> in poor taste. its obvious that there's annimosity between Kolb and
> Fergus*** and i think showing up in one would create some tention.
>
Gosh maybe me and Possum should not show up. We are not totally Kolb.
All aircraft should be welcome. Advertising or promoting another model
would be in poor taste. Having a side by side comparison of a F..... and a
Kolb should not inspire fear in the hearts of Kolbers.
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Attendance List |
Only indirectly Kolb related, but since I need to know, I'll ask!
I have a 503 single ignition with dual carbs. There's a K&N air filter on
the carbs. How do you know when the filter needs to be replaced?
-Ken Fackler
Mark II/503
Rochester MI
________________________________________________________________________________
| From: | "Bill Weber" <bweber2(at)earthlink.net> |
| Subject: | Re: protecting control cables from abrasion |
Ken,
The Lexan works just fine. Put the rivet heads on the inside of the tube, of
course. I have only 50 hours on my Firestart, so I don't know if that is
enough to tell, but I see no wear on the cables whatsoever.
Bill
----- Original Message -----
From: Ken Broste <kenandmona(at)earthlink.net>
Subject: Kolb-List: protecting control cables from abrasion
>
> I'd like the opinion of an idea I have of protecting my cables from where
they enter the tube. I'm not too excited about riveting in a piece of lexan
as the plans call for. How would it work to use clear heat shrink tubing?
The tubing is available in many lengths. You can also get it in what they
call rigid but I don't believe that would work. Is the wear most
predominate where it enters the tube? How about through the inside of the
tube and where they exit? Thanks!
>
> Ken Broste
>
>
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: Attendance List |
> I have a 503 single ignition with dual carbs. There's a K&N air filter on
> the carbs. How do you know when the filter needs to be replaced?
Ken / List,
Go to your local Napa or other favorite auto parts store and ask for the K&N
Cleaning and Re-Oiling kit, I got mine for around $20.00. very easy to use,
should make your filters last a very long time, Just follow the cleaning ,
frequency, recommendations on the box.
Guy S.
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Attendance List |
The landing gear legs on my Mark II are fiberglass. The builder did a really
sloppy job with them, which I won't bore you all with. I'd like to replace
them but have been unable to find a supplier.
Can anyone suggest a source for fiberglass gear legs? I'm looking for 1 3/8"
OD in a 3 foot length. Two of them, of course! ;-)
-Ken Fackler
Mark II/503
Rochester MI
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: Fiberglass legs |
> The landing gear legs on my Mark II are fiberglass. The builder did a
really
> sloppy job with them, which I won't bore you all with. I'd like to replace
> them but have been unable to find a supplier.
>
> Can anyone suggest a source for fiberglass gear legs? I'm looking for 1
3/8"
> OD in a 3 foot length. Two of them, of course! ;-)
Ken,
Try Titan, a freind of mine just finished his Titan Tornado II and it came
with the same type landing gear you are refering to. Maybe they can help you
find a source or even supply them to you??? worth a try.
Titan Phone number 440-275-3205.
Good Luck.
Guy S.
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
Larry, if you see this, send me your email address. I've tried every one
I've found and they all come back.
Thanks,
Dale Sellers
________________________________________________________________________________
| From: | dale seitzer <dalemseitzer(at)yahoo.com> |
| Subject: | Fiberglass gear legs |
http://www.mgs4u.com/ultralight.htm
Max Gain Systems, they make fiberglass rod in lots of
sizes and it is very reasonably priced.
Dale Seitzer
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
This is the last list that I can send. It is as accurate as I can make it. Anyone
who wants to may carry on.
My address for the next
Steve Ashby (Friend of Lou F)
Jim Ballenger + wife
Bob Brocious + 11 year old son Kory
Lou Friedman + wife Sally
Bill Futrell
Steven Green
Herb GH
Bob Griffin--Slingerlands NY
Gary Haley
Jack & Louise Hart
John Hauck
Kevin Jones Probably arrives Saturday evening
Jeffrey Jones
Gene Ledbetter + one
Captain Ron M
Jim & Dondi Miller, Aircraft Technical Support, Inc (Speaking Saturday)
H Mitchell
George Murph
Tom Overholt
Jim Parker
Richard Pike
Mark Sellers-- Philidelphia PA
Stephen Spence
Steve Stevenson
Beauford Tuton
Woody Wood
Bill Woods
Will Uribe
Stan the Possum Man
Andy
few days is kevin-jones.1.@juno.com
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
www.mgs4u.com
These guys are great to work with. All the Challenger guys who are
modifying their gear legs to fiberglass use them. They don't have any
problem selling "airplane" parts. :>)
J.D. Stewart
Internet Nebraska-Norfolk
http://www.inebraska.com
UltraFun AirSports
http://www.ultrafunairsports.com
Challenger Owners E-mail list and Website Administrator
http://challenger.inebraska.com
>
>
> The landing gear legs on my Mark II are fiberglass. The builder
> did a really
> sloppy job with them, which I won't bore you all with. I'd like to replace
> them but have been unable to find a supplier.
>
> Can anyone suggest a source for fiberglass gear legs? I'm looking
> for 1 3/8"
> OD in a 3 foot length. Two of them, of course! ;-)
>
> -Ken Fackler
> Mark II/503
> Rochester MI
>
>
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
The Mark III Xtra kit that I have does not have a nose skid. I don't know if the
geometry changed on the Xtra and the factory decided that it wasn't needed
or what. Any comments?
I think I may add one anyway. Cheap insurance.
I'll be driving down early Saturday morning with possibly one or two friends.
Look forward to seeing everyone.
Rex Rodebush
________________________________________________________________________________
| From: | "Johann G." <johann-g(at)talnet.is> |
Hello Kolb list members.
I wish I could attend the Kentucky fly-in and meet with all you great pilots and
builders on the list.
I also would have enjoyed very much to meet again all the Sun and Fun attendants
this year, John Hauck Steven Green, Gene Ledbetter, and Beauford Tuton, to name
a few.
Just remember when it comes to the raffle ticket drawing,
( Mark III Extra) Think of me. :-) Then I would have no excuse not to visit
the Kolb factory.
Just kidding,
Hope you all have a great get together next week.
Best wishes from Iceland.
Johann G.
Firestar II.
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: reply to steve.. |
Because this subject has come up and is so relevant to this and future Kolb
get togethers (as well as the potential good will, public perceptions and
economics of the Kolb company), I would like to suggest that perhaps the best
way to settle the question of just exactly who and what is welcome at this
event is to contact the Kolb company directly and ask them. There are
certainly many principles and rationales that can be debated about this by
us, but the bottom line is that the Kolb business is sponsoring the event and
they are the ones who need to make this decision and get the word out to the
attendees. Please advise me of their decision.
Steve
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: All Aircraft are Welcome at this Fly-in |
Thank you for clearing that up for us.
Steve
________________________________________________________________________________
| From: | "George" <geomurphy(at)mindspring.com> |
| Subject: | artdoggiedoo1512 |
I have been flying Kolbs before there was a Kolb list and nerdly ignorant people
like Artdoggiedoo. Have you Mr. Doo. ever built or flown an early Ultra Star,
Firestar, or any thing else? I built a Firestar that won best in construction
Ultralight at Sun and Fun years ago, I am fortunate to have had the opportunity
to build and proudly fly Kolb's for over 15 years. I have every respect
for Homer which you probably have never met. If you had, you would know that
he is not the sort of person that you apparently are. Why do you judge and
condemn a fellow flyer for just flying something other than what you own? I
have built and rebuilt and rebuilt many different types of ultralights and fly
them too. Your dark sarcasm against other flying machines shows you are clearly
not the Kolb family I have been associated with for so many years. What
happened to you? Or were you ever part of the real Kolb family. Hope to find
you at the Kolb fly in. Just want to see what you look like.
murphy
________________________________________________________________________________
| From: | "Bill Woods" <kolbpilot(at)msn.com> |
| Subject: | Re: All Aircraft are Welcome at this Fly-in |
John Cooley,
Keep us posted on Miss. fly-in.
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
Kolbers...
Am unable to restrain myself from expressing my profound relief at the
resolution of the drama over who could or could not bring what to the
whatever it is, wherever we are going the end of this month....
Let there be no doubt... Running across a Fer****** infidel tied down at
the K*** altar of the Lon*** Ken***** temple of the sacred K*** works
without adequate warning would have been more than the average adult human
could have reasonably been expected to have bourne... (and I don't mean you,
Larry...). Thank heavens for authoritative guidance from the K*** people...
Meanwhile, in the course of installing my new Kun******* strobe on the K***
Fir***** out in the driveway this afternoon, I may have fried the pow**
sup*** or lighting coil on the on the Ro*** 447... I was walking in small
tight circles muttering to myself, when my Bride approached and offered her
usual quiet encouragement... saying, "you d*** bas****... does this mean
more money down the big K*** rat****??" Having no ready retort, I sulked
momentarily, then went in the house, got a ci*** and a G** martini, and
plopped my f** a** in a lawn chair to study the Lock**** Ro*** wiring
manuals and watch the afternoon rainshowers drench the K*** in the driveway.
No joy.
Anyone know how to test a Tympanium regulator rectifier with a meter... ?
Should the yellow inputs be open or closed against the output? Resistance
across the unit? How does one test a 447 lighting coil ?
Any serious offers will be considered...
Your Hmbl Svt...
Beau**** of Bran***
Fire*** #076
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Fly-in fuss, John and Tim |
John,
Thanks for the insight on past events.
---------------------------------
Tim,
Regarding the issue of the Ferg. - I have never seen a real live one but have
seen pictures ( not clear or detailed enough to convey anything but the fact
that it is a high wing pusher - similar to any number of other high wing
pushers). Personally I don't care if the Ferg. is a modified copy, cheap
imitation or vastly superior aircraft - I have no reason to be offended by
what someone else flys. Their needs, wants and desires may be different than
mine or they may have found a different and possibly better answer than I in
scratching their particular itch. By talking to them, examining their
aircraft and learning of their experiences with their chosen brand of poison
and the company that sold it to them, I will learn far more about what I will
do the next time I am in the market for an aircraft than I will by blindly
defending my last choice and purchase. Personally I like to look at any and
all aircraft that may provide me with ideas on how to improve my aviation
experience.
If and when the time comes for me to replace my Firestar, I will look at
every other brand of plane out there as well as Kolb (just as I will when the
time comes to replace my Ford, Chevy, Honda, Yamaha, hair dryer, computer,
etc.). At that time I will evaluate the pros and cons of all the usual
factors - especially the level of post sale service and ongoing support
offered by each of the companies, and then I will make my decision about
where to spend so many of my hard earned dollars.
I believe that good, innovative and improved products result from the steady
progression of ideas from many sources - not just from who was on the cutting
edge in the past. There is no doubt that others will take what I come up
with and improve on it and that goes for just about any product and idea out
there. Someone will come along and find a way to improve on what is being
made now. That is where "progress" comes from.
By maintaining this attitude as the end line user/consumer and by keeping an
open mind about our future purchases we create a healthy competitive market
place that ultimately benefits us as consumers and rewards and strengthens
the companies who realize and incorporate advancements into their product
lines.
If the Ferg. Company has taken a Kolb and made any improvements at all, more
power to them! I hope Kolb returns the favor as soon as possible and that
they just keep going back and forth like this with every other manufacturer
out there (at least as long as I continue to fly).
Steve
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: artdoggiedoo1512 |
>
> I have been flying Kolbs before there was a Kolb list and nerdly
> ignorant people like Artdoggiedoo.
Ha - I thought if you poked an old "possum" long enough you would get a
response.
There aint't any old ones left but me and you and Greg but he don't fly
anymore.
Heck I been flying up to London for the last 3 years. We're usually lucky
to get 7 or 8 planes to show up. We need anything that can fly to go.
See you there or along the way
________________________________________________________________________________
| From: | Woody <duesouth(at)govital.net> |
| Subject: | Re: Pietenpols and Pixies side by side......... |
>
>At Oshkosh everybody can bring their planes and there is a whole bunch of
>copying represented in the plethora of aircraft there. Wish I had mine
>done so I could bring it down and show everybody what true butchering of a
>Kolb looks like. ..........Snuffy
Ha !! wait till ya see my butchering. Don't look bad from 20 ft away.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: sad news .... |
The following comments were posted on the Challenger list;
From: Daniel Wroe <<A HREF="http://groups.yahoo.com/group/FlyChallenger/post?protectID=114143091007056135042199072026129239132146">dwroe@j...>
Date: Tue Sep 10, 2002 11:36 am
Subject: Re: FlyChallenger: SAD, but good advice
> http://www.inscorp.com/cgiaj/bbs/discuss.cgi?read=15097
What an amazingly small community we flyers are.
Hank's accident was an ugly, pointless thing, that I am still having a
hard time understanding.
I was not at the farm when the accident occurred, but I spent last
Sunday evening cleaning up the site and carting off the debris. At
times I was crying so hard I could barely see.
Jim's observations are right on, but before we judge the man too
harshly, let me fill in some missing pieces.
The plane:
Hank's building was outstanding. I confess I don't know a lot about
Kolbs, but Hank was a perfectionist and this thing was first rate. The
plane had been thru many, many inspections by fellow members of the
local EAA and USUA chapters. The plane had been test flown by an
experienced individual who knew Kolbs.
Hank's care extended to his desire to stay within the rules, too. I'm
not sure if the plane met the 103 weight limit, but I know he made a
conscious decision to install a 5 gallon tank, and the plane was
registered (I think thru USUA)...a formality most single-seaters don't
bother with. While the plane is on paper a two-seater, there was no
rear seat installed, and that area was merely a small baggage space.
Several people, including myself, twice, have confirmed control
continuity. It is not known if anything in the cockpit could have
jammed the controls, but I suspect not.
The pilot:
I met Hank when I was still flying model airplanes. He did not fly
them, but lived down the road and stopped by to watch and talk.
Later, I saw the airplane selection process Hank went thru, careful and
methodical, as in all things.
Hank initially took UL training from a guy south of DC, until he got
tired of being overcharged, undertrained, and then discovered the guy's
scam was to get students up to solo, refuse to solo them in his plane,
and then offer to sell them a plane.
He then hooked up with a reputable school that taught in S-12s, had a
reasonably good instructor (I went for a hop with her), and completed a
formalized USUA training course, thru solo. I flew him down for a
couple lessons, so he also got a little bit of Piper Colt time.
After training and during building, he caught rides periodically. I
guess we went up in the CII a couple times. The CII is not a Kolb, for
certain, but he handled the plane okay...better than a GA pilot would
have. He -knew- what a stall was and how to recover from one.
Two weeks before the accident he traveled out to the New Kolb plant and
got some fresh, type-specific, training.
Hank was not an "experienced" pilot, but certainly capable enough for
what he set out to do.
When it came to training, I would say he expended more effort than any
other UL I have known.
The guy was not careless or neglectful.
My personal view of his frame of mind prior to the flight was that he
was in a good place. He was ready and willing to abort for any reason.
He did not seem to be suffering from any of the tunnel vision that
usually accompanies momentous flights.
The conditions:
It was a beautiful, calm, late Summer evening. There was a very light
breeze from the right.
Conditions were absolutely perfect for a first flight in a new
airplane.
There always has to be a first flight.
I'm angry and confused that this one ended the way it did.
----- Original Message ----- From: <<A HREF="mailto:Artdog1512(at)aol.com">Artdog1512(at)aol.com>
Subject: Kolb-List: sad news ....
>
>
> i hope this makes the trip. type in the URL address and check out the
story ...... tim
>
> Some of you know and some of you probably don't.
> Hank was a good man, a friend, an excellent builder, took his training
> seriously and was neither careless nor neglectful.
>
> While not entirely accurate, this is the least erroneous and misleading
> article I've seen on the crash. ........
>
> http://www.zwire.com/site/news.cfm?newsid=5266620&BRD=2101&PAG=461&
dept_id=417987&rfi=6
>
> ............
>
> And this is an excerpt from a e-mail sent by another friend who was
> there at the time.
> ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
> I just wanted to pass on the profoundly sad news that Hank Arnwine was
> killed
> last night during his first flight in his new Kolb FireStar. The
> aircraft had
> previously been flown by an experienced pilot and shown to be
> airworthy. He
> was known as a perfectionist and had built a beautiful aircraft. Hank
> was an
> extremely thoughtful and safe individual and had approached the first
> flight
> of his aircraft with care. Hank was a USUA registered pilot and had
> spent
> much time taxiing (no "crow hops") his aircraft in recent weeks. Less
> than
> two weeks ago Hank visited the Kolb factory in Kentucky to get
> trail-dragger
> time and be checked out by Kolb in a similar aircraft. Last night he
> did
> several high speed taxi runs, picking the tail up on the last two runs
> down
> the runway. When he took off the plane appeared to be climbing well and
> Hank
> was tracking down the center of the runway. However, the nose of the
> aircraft
> kept coming up and he was airspeed appeared to be diminishing. The
> aircraft
> than made a sharp turn to the right and continued downward into the
> field
> just off the runway.
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Gang,
Have a question. Some of you may think it's dumb but I really don't know.
I know I have heard of modified Mark III's being used for glider tow's but
has anyone ever heard of or have experience towing banners with a Firestar
or similar? Does this take any special training? Is it something simple to
do or out of the question? If it's do-able where is it attached? I have
been asked if I could tow a banner with my Firestar and certainly don't want
to try it without some very convincing testimony from some experienced
people. Not even sure I would do it then unless maybe 10 or so folks on this
list say it's easy as paying taxes. Please don't turn on the flame throwers
to hard, I'm pretty sensitive.
Thanks,
John Cooley
Firestar II, 503 DCDI, 130 hrs.
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: Banner towing |
I think that the FAA requires a waiver to tow anything. To make money with
an UL or Experimental is a no-no, so the odds are against you. However, the
towing of gliders must be done under a letter of agreement of some kind so
it may not be impossible.
Sincereley,
Kip Laurie
FS II
Atlanta
http://www.springeraviation.net/
----- Original Message -----
From: "John Cooley" <johnc(at)datasync.com>
Subject: Kolb-List: Banner towing
>
> Gang,
> Have a question. Some of you may think it's dumb but I really don't
know.
> I know I have heard of modified Mark III's being used for glider tow's but
> has anyone ever heard of or have experience towing banners with a Firestar
> or similar? Does this take any special training? Is it something simple to
> do or out of the question? If it's do-able where is it attached? I have
> been asked if I could tow a banner with my Firestar and certainly don't
want
> to try it without some very convincing testimony from some experienced
> people. Not even sure I would do it then unless maybe 10 or so folks on
this
> list say it's easy as paying taxes. Please don't turn on the flame
throwers
> to hard, I'm pretty sensitive.
>
>
> Thanks,
> John Cooley
> Firestar II, 503 DCDI, 130 hrs.
>
>
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Violators be gone! |
Yes, there are just too many flying Blue Meanies out there, causing much
perspiration to be shed by the
defenders of the Realm. Our little PeaPatch has been host to two GAs,
herded in by those sledge hammers sent to kill a gnat. And yes, there is
a TFR around The Bush, so no beating around the bush.
My 97 year old neighbor asked me how much a bomb load I could carry in
my FireFly! Said about an once-- of some white powder! AW shucks I'm
only kiddin'. I'm so near AUW I gotta take a healthy before aviatin'
y'all be careful out there
Bob N.
http://www.angelfire.com/rpg/ronoy
________________________________________________________________________________
| From: | "Jeffrey Jones" <jeffrey.jones(at)fuse.net> |
| Subject: | Headset/Mic cord |
Gang,
I am in need of a headset and microphone harness that screws into the "ancient"
STS handheld transceiver. If you have one in your old junk box and would consider
getting rid of.....please contact me off list.
Jeff
Burlington KY
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Today was my first engine start. The mighty Geo started immediately,
and I mean right now. It's gonna make those GA drivers jealous--if
you ever watched a tired flight school Lycoming grind a battery down
you know what I mean. The carb is going to need a little richening,
but it idled perfect and all the readings looked good. -No prop on
it yet as I didn't need just one more thing to worry about.
-Lookin good though, -BB, MkIII with functioning noise maker.
________________________________________________________________________________
| Subject: | Re: Headset/Mic cord |
Reminds me Jeff
I need the same for a Narco 800. Uses some type of screw on connector.
Herb in Scottsville,Ky
writes:
>
>
> Gang,
>
> I am in need of a headset and microphone harness that screws into
> the "ancient" STS handheld transceiver. If you have one in your old
> junk box and would consider getting rid of.....please contact me off
> list.
>
> Jeff
> Burlington KY
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Tim,
Thanks for the career advise, you may be assured I will take it under
consideration. In return I would like to suggest that you take a couple of
quiet moments to carefully read what I have written then evaluate my
responses and the reasons I felt it may be prudent for us all to consider how
we, as participants at this Kolb sponsored event and/or members of the
Kolb-List, act as well as react to each other, other pilots and owners of
other brands of aircraft that may attend the event, those who may be
monitoring the list or may be considering joining as contributing members.
If, after that period of quite reflection, you are genuinely unable to
comprehend my motives, rationale and reactions to your original comments, I
find it highly unlikely that further explanation or reaction on my part will
be of value to you or be a constructive use of my limited time.
Please do enjoy the fly-in.
Steve
Do not archieve
________________________________________________________________________________
| From: | Stephen L Kintner <nevrdun(at)juno.com> (by way of Richard Pike <richard(at)bcchapel.org>) |
| Subject: | Re: Banner towing |
Kolbers:
I redirected John Cooley's question about banner towing with a Kolb to a
friend of mine that once actually towed banners, he is the CFI that gives
be my bi-annual flight checks, is also a controller at TRI approach
control, and holds an airline transport rating.
So if he don't know...Who knows?
Richard Pike
MKIII N420P (420ldPoops)
-------------------
Howdy,
I would say that if one can tow a glider, one could tow a banner. The
description of the cheetah dragging down the gazelle is a good one. The
best friend to a banner tower is a good release on the hook!
I have had experience in banner towwing and it had its desperate moments
but it was a lot of fun, too. At the end of the summer season, I was
congratulated for not destroying the airplane or winding up in the
Atlantic Ocean off Virginia Beach. I was flying one of those airplanes
with 150hp-- a citabria. After banner pickup you would hope for 90 mph
with full power in level cruise and an engine that would not overheat.
It takes a while to climb with one on your tail.
I was able to bypass the tow hook once by snagging the rope with the
tailwheel. That makes it interesting when its time to land and you can't
release the banner!. Landing with a banner attached has a 50% chance of
causing a noseover prop strike when the rope finally breaks. (Based on
two experiences-- my boss bent the prop with his plane and I was
fortunate to have his story in the back of my mind while landing with my
snagged banner).
FAA requires several things. The equipment on the airplane must have
approval- at least for certificated aircraft. Don't know what that would
mean for homebuilt aircraft. AC 43.13 - 2A Chapter 8 has some guidance
on that.
The pilot must have a waiver issued by the FAA in order to do the towing.
Check FAR 91.311.
Hope this helps. It sounds like fun,
Steve Kintner
way of Richard Pike ) writes:
> Hey Steve: One of the guys on the kolb list is asking this question,
> and I
> decided you were just the person to provide an answer.
> C ya.
>
>
>
> Gang,
> Have a question. Some of you may think it's dumb but I really
> don't know.
> I know I have heard of modified Mark III's being used for glider
> tow's but
> has anyone ever heard of or have experience towing banners with a
> Firestar
> or similar? Does this take any special training? Is it something
> simple to
> do or out of the question? If it's do-able where is it attached? I
> have
> been asked if I could tow a banner with my Firestar and certainly
> don't want
> to try it without some very convincing testimony from some
> experienced
> people. Not even sure I would do it then unless maybe 10 or so folks
> on this
> list say it's easy as paying taxes. Please don't turn on the flame
> throwers
> to hard, I'm pretty sensitive.
>
>
> Thanks,
> John Cooley
> Firestar II, 503 DCDI, 130 hrs.
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Banner towing |
way of Richard Pike )
>
> Kolbers:
> I redirected John Cooley's question about banner towing with a Kolb to a
> friend of mine that once actually towed banners, he is the CFI that gives
> be my bi-annual flight checks, is also a controller at TRI approach
> control, and holds an airline transport rating.
> So if he don't know...Who knows?
>
> Richard Pike
> MKIII N420P (420ldPoops)
> -------------------
>
>
> Howdy,
>
> I would say that if one can tow a glider, one could tow a banner. The
> description of the cheetah dragging down the gazelle is a good one. The
> best friend to a banner tower is a good release on the hook!
>
> I have had experience in banner towwing and it had its desperate moments
> but it was a lot of fun, too. At the end of the summer season, I was
> congratulated for not destroying the airplane or winding up in the
> Atlantic Ocean off Virginia Beach. I was flying one of those airplanes
> with 150hp-- a citabria. After banner pickup you would hope for 90 mph
> with full power in level cruise and an engine that would not overheat.
> It takes a while to climb with one on your tail.
>
> I was able to bypass the tow hook once by snagging the rope with the
> tailwheel. That makes it interesting when its time to land and you can't
> release the banner!. Landing with a banner attached has a 50% chance of
> causing a noseover prop strike when the rope finally breaks. (Based on
> two experiences-- my boss bent the prop with his plane and I was
> fortunate to have his story in the back of my mind while landing with my
> snagged banner).
>
> FAA requires several things. The equipment on the airplane must have
> approval- at least for certificated aircraft. Don't know what that would
> mean for homebuilt aircraft. AC 43.13 - 2A Chapter 8 has some guidance
> on that.
>
> The pilot must have a waiver issued by the FAA in order to do the towing.
> Check FAR 91.311.
>
> Hope this helps. It sounds like fun,
>
> Steve Kintner
>
>
> way of Richard Pike ) writes:
> > Hey Steve: One of the guys on the kolb list is asking this question,
> > and I
> > decided you were just the person to provide an answer.
> > C ya.
> >
> >
> >
> > Gang,
> > Have a question. Some of you may think it's dumb but I really
> > don't know.
> > I know I have heard of modified Mark III's being used for glider
> > tow's but
> > has anyone ever heard of or have experience towing banners with a
> > Firestar
> > or similar? Does this take any special training? Is it something
> > simple to
> > do or out of the question? If it's do-able where is it attached? I
> > have
> > been asked if I could tow a banner with my Firestar and certainly
> > don't want
> > to try it without some very convincing testimony from some
> > experienced
> > people. Not even sure I would do it then unless maybe 10 or so folks
> > on this
> > list say it's easy as paying taxes. Please don't turn on the flame
> > throwers
> > to hard, I'm pretty sensitive.
> >
> >
> > Thanks,
> > John Cooley
> > Firestar II, 503 DCDI, 130 hrs.
Richard, Steve, Kip, Brother Beauford, Grey Baron and Gang,
Thanks for the responses to my dumb question. Here's the response that I
sent to Steve for the info he provided.
Hi Steve,
"Obliviously this is something I can't do with a Firestar and 52 hp. Not
sure I would do it with 200 hp and the right kind of plane from some of the
responses I read so far. It's bad enough just having Murphy's Law nipping on
your butt all the time without throwing fuel on the flames. Thanks for the
info."
So now I know it's definitely out of the question. Sounds sorta kin to crop
dusting.
Later,
John Cooley
________________________________________________________________________________
| Subject: | the dad blamed spellin demon! |
In a message dated 9/22/02 10:54:07 PM Eastern Daylight Time,
johnc(at)datasync.com writes:
<<
Hi Steve,
"Obliviously this is something I can't do with a Firestar and 52 hp. Not
sure I would do it with 200 hp and the right kind of plane from some of the
responses I read so far. It's bad enough just having Murphy's Law nipping on
your butt all the time without throwing fuel on the flames. Thanks for the
info."
So now I know it's definitely out of the question. Sounds sorta kin to crop
dusting.
Later,
John Cooley >>
D'wanna make you mad John, but "Obliviously is a different word than
Obviously. One relates to something that sticks out ...kinda obviously and
the other is just the opposite....totally in the dark.... sorry buddy, but
you used it in a coupla real serious threads and it detracted from the
genuine intent that could have been played out.
George Randolph
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 09/22/02 TNK may monitor Kolb |
List
About a week ago I suggested to TNK that they may have a better relationship
and increase sales, if they checked out the list. In one week there were 2 or
3 "first flights" and it would be nice for them to acknowledge that. Also to
let us know about new items, such as tail wheels, steel gear legs, etc.
I received e-mail back thanking me for the suggestions.
I hope they haven't started yet, with all of this arguing about who is
welcome to the fly in.
I guess we're not going to make a good first impression, are we?
Fly Safe
Bob G
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
I just could not resist this topic cause I know a little bit about it. The crop
dusting business was and is getting tougher to survive sooo.....Diversfy or die..
I started towing banners with a Grumman Agcat. They were only 7 foot and
my problem was the engine loading up at half power and a 60mph airspeed. To much
of a good thing can be bad ,too Not in the banner towing business anymore
Ed in Western NY
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | TFR's for the Fly-In |
For any Kolbers flying to Chestnut Knolls from the north or northwest,
don't forget the airspace restrictions:
Temporary Flight Restrictions are in place prohibiting flights for a 3 NM
radius at and below 5000 ft AGL, centered on a point 20 NM from the
Lexington VORTAC off from the 145-degree radial (Richmond, KY). That is
about 70 miles north of Kolb Kountry.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | Scott Perkins <2scott(at)bellsouth.net> |
FYI
The Lockwood/AirCam guys have built and sold several super Drifters
into Mexico for Banner Towing using 912 engines. I dont know whether
912-S or plain 80 hp.
________________________________________________________________________________
| From: | Scott Perkins <2scott(at)bellsouth.net> |
| Subject: | Kolb Firefly Kit |
This is the complete airframe kit only and half built but with
prebuilt ribs as a possible option. I mean the prebuilt ribs
are there and I dont know if that was standard with the
kit or extra charge.
Anyhow this is the same kit I was asked to help sell
3/4 months ago. A few were interested and asked that
I forward info if the price came down. I am selling for
the daughter and sister of a mid 70's dead buddy that was building
it and stupidly still smoking with lung cancer in remission and
emphysema and other crap etc. Complete idiot.
The wings are the only thing left to build. minor rust beginning
to show through primer on steel fuselage where prep work was not
perfect. Semi sloppy job of covering tail and elevators. Looks
like what I would probably do on my first covering attempt.
needs engine and covering and paint and instruments
The price is now $3000.
Plane is in Atlanta
Call 678-290-0507 if interested or email want to see pics etc.
Scott Perkins
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Banner towing |
Re: Banners
A while back I read an advertisment in Trade-a Plane for a banner set up that
was for sale specifically for ultralights. Is the problem the weight of the
banner, the drag factor, the power factor or the lack of mass of the tow
plane? A combination of all of the above? Anyone ever see a set up designed
just ultralights?
Steve
do not archieve
________________________________________________________________________________
September 07, 2002 - September 23, 2002
Kolb-Archive.digest.vol-dv