Kolb-Archive.digest.vol-dx
October 17, 2002 - November 01, 2002
Doug (Stealth Mode) Lawton
NE Georgia & Whitwell TN
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: 503 Gear Box/Prop Combinations |
OK, Doug, you asked for it..........................ol' Lar's gonna give you
all a chance to flame away, for sure............... You DID say neighbor
friendly ?? My opinion (worth what you paid for it - thanks Beaufie) -
despite the recent, excellent series of comments about prop efficiency,
etc., is this: As the propeller tip speed approaches sonic, the noise
level goes up............period ! ! ! If some of you want to holler about
that statement, go ahead, but I'll stand solidly behind it............and
the back-up for my reasoning is this: on just about any day, (hour ??) at
almost any GA airport, you'll see, and HEAR high performance airplanes such
as the 182; 206; Archer; Mooneys, etc., taking off. The 182/206 seem to be
especially bad. The reason ?? On take-off, the constant speed prop is set
for minimum (flat) pitch for greatest rpm/greatest power. Logical, eh ??
On take-off, you want to get OFF the ground, and into the air. At 2600 -
2700 rpm, those long props' tips are nearing sonic speed, and the shock
waves are building up. The result - amplified by doppler effect - is a
loud, irritating "Brrrraaaaaaaaaaaaa" as the airplane passes overhead. I'm
sure we've all heard it, and tho' I love to fly, and will defend private
aviation to the death, I find that racket to be extremely irritating. Now,
picture non-pilot Joe Cool, having a BBQ with friends and family at his home
that he so wisely bought near the end of the runway. You can say
"Screw.............uh..............to heck with him" all you want, but enuf
of those idiots hollering can cause serious trouble for us. Read any issue
of AOPA magazine for verification of THAT ! ! ! I recently checked out in
a Cessna 172 with 180 hp engine/constant speed prop conversion, at Santa Fe,
New Mexico. Elevation over 6300 ft. msl. The drill.............fine pitch;
full throttle, for take-off. Gave us 2650 rpm. Don't know the prop length.
Immediately after lift-off, and I mean at about 100 - 200 ft., the check
pilot had me increase pitch slightly, to bring the rpm's down to 2500, while
still maintaining full throttle. The Reason ?? Noise abatement, he said,
and slowing it down a little drops the noise signature significantly,
without much difference in performance. Who keeps putting these
soap boxes in front of me ?? Incidentally, last Saturday, I flew that
180 hp C-172 into, and out of Angel Fire, NM, at over 8300 ft. msl., with
200# me, and a 220# friend aboard. Interesting...........and different.
Flame Away. Chest Beating Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Doug Lawton" <skyrider2(at)earthlink.net>
Subject: Kolb-List: 503 Gear Box/Prop Combinations
>
> To all 503 Dual Carb-Dual Ignition Owners:
>
> I'd really be interested in what you all have found to be the quietest,
best
> all around gearbox/prop combination on the Dual Carbed Dual Ignitioned 503
> Engines. I'm thinking of going to a 3 blade to reduce noise and vibration
> and adding an intake silencer and after-muffler kit. Just trying to be
> neighbor friendly.......
>
> Also, Is anyone running AMSOIL 2 -stroke oil?
>
> Thanks in advance,
>
> Doug (Stealth Mode) Lawton
> NE Georgia & Whitwell TN
>
>
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
I would think of another way to mount the balance weights. at an angle
along the bottom of the wing would be acceptable. If you are planning to go
fast with the plane it is especially importent that you do a very careful
test program that clears the ailerons on your very modified plane for
flutter. easiest way to reduce your chances of flutter are mass balances.
area balancing (spades) helps in some cases too. Spades at the wingtips
will work if the airflow there is pointed generally aft... but with the
wingtip vortex curling up around the wing you might find that the spade
located there is constantly pushed upwards, which you wouldnt feel since the
two sides would cancel each other out, and you would have a fairly high
constant load on the aileron system. Put a tuft out where you want the
spade and observe where the wind is going... if it is very upwards and not
very aft I dont think a spade will work in that position.
Topher
----- Original Message -----
From: "woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: Spades
>
>
> The reason I can't go with balancing rods is that in my wing redesign I
> opted to not extend the ailerons to wingtips for efficiency reasons. Now
I
> am unable to install the rods. I will try moving the mounting holes for
the
> push rods to see if that lightens up the stick.
>
>
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
| Subject: | Ultra Star Redrive |
I have a friend who used to own a Kolb Flyer with a Cuyuna. He had a v-belt
redrive on it and one day he noticed a crack in the heavy steel pulley
support that bolts to the end of the engine and supports the large pulley.
He replaced it of course but advised me to fabricate a brace to support the
upper end of the bracket as I have the same redrive on my Ultra Star. It
makes sense because all of the push is concentrated on that bracket and the
four bolts holding it to the engine. Any one else ever have this problem?
Dale Sellers
Georgia Ultra Star
________________________________________________________________________________
| Subject: | Re:RK400 Clutch Failure |
| From: | Gary Green <gzgreen(at)mac.com> |
Hans, thanks for the info. on the clutch problem you exp. Looking
forward to the report on the Ivo electric prop. Also, would like your
in-put on the BMW engine when you get time. Thanks Gary Green
On Tuesday, October 15, 2002, at 01:35 PM, Hans van Alphen wrote:
>
> Hey All,
>
> A couple of weeks ago my RK400 centrifugal clutch from Airtech failed in
> flight.
> I have used this clutch for 60 hours on my fourstroke BMW engine and the
> Rotax C 3:1 gearbox. I have had two previous failures of the retaining
> springs, but they were uneventful since they only lock up the clutch
> and you
> keep flying.
>
> But my last failure was more serious.... I was testing a new 68" Ivo
> ultralight 3 blade electric inflight adjustable prop. and collecting
> data at
> different pitches and power settings. As I was at 1200 feet near my
> airstrip, I cranked in the full amount of pitch and my rpm went down to
> about 4500. The clutch slipped.... and resulted in overreving the
> engine and
> bending an exhaust valve, losing compression in that cylinder. Landed
> on one
> cylinder without incidence and taxied home.
>
> The manufacturer said they never had a failure and it was tested up to
> 110
> hp at 8000 rpm. I can believe that because of the high rpm. but mine
> failed
> at much lower rpm.
> I don't think anyone would have a problem with this clutch except when
> used
> with an inflight adjustable prop....be careful....
>
> Three failures in 65 hours is to much for me, so I decided to look for
> an
> alternative.
> The reason I used the clutch in the first place was to eliminate low rpm
> vibrations and it worked great to that extent.
>
> I finally came to me that we in aviation are always trying to save
> weight
> and overlook the fact that the more weight we add to the flywheel the
> smoother it will run......
> So I eliminated the 7 lbs.clutch and made a 9 inch ring of 3/4" steel
> and
> bolted it to my lightened aluminum flywheel. The added mass weight 7.3
> lbs.
> The net difference in weight was almost identical, but now the mass was
> concentrated near the outside of the flywheel instead of the center.
> The result... it now idles smooth at 1200 rpm. with the prop
> installed....and no clutch.
>
> The moral of the story....FLYWHEEL MASS.....I guess that's why we call
> our
> airplanes EXPERIMENTAL....
>
> Part of the rotax engine problems is the lack of a proper flywheel, 4
> 1/2"
> and 3 lbs. doesn't cut it.
>
> Let you all know the results of the inflight props....looks promising...
>
> Hans van Alphen
> Kolb Mark III Xtra
> BMW powered
> 72 hours.
>
>>
>> In a message dated 10/14/02 2:46:38 PM Eastern Daylight Time,
>> kfackler(at)ameritech.net writes:
>>
>>
>>> I'd like to throw another element into the pot on this discussion of
>>> propellors. A Tbird pilot I know has some kind of centrifugal clutch
> device
>>> on his 582. When the engine drops below 2500rpm, the drive connection
> with
>>> the prop is "eliminated" and the prop windmills for a short time then
>>> stops.
>>> This makes his idle very, very smooth and also makes starting the
>>> engine
>>> seem much easier. Fundamentally, I like it and might consider adding
>>> one
> to
>>> my own plane when the wallet becomes somewhat less anemic.
>>>
>>>
>>
>> A Mk III owner with a 582 installed a C box with clutch so that
>> eventually
> he
>> could put floats on. He found that, if he has an engine-out, the prop
>> wind-mills & cuts his glide ratio severely. All that
> glitters..............
>>
>> Shack
>> FS II
>> SC
>>
>
>
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
| Subject: | Re: 503 Gear Box/Prop Combinations |
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Airspeed calibration |
>
>Ken and Group,
>
>I haven't found a way to get an airspeed to work correctly in my
>Firestar. I would have to subtract 10 mph at 80 and 2 mph at 40. I have
>just gotten used to it. For faster speeds, I use the GPS and for stall
>speeds, I just keep track of what spped is indicated when the plane
>salls. A static port out the front with tiny side holes did not come close.
>
>John Jung
>
>
Everyone,
I got my camera out of the shop, so I was able to get some photos of how to
tweek in an air speed indicator. I added two photos and some explaination to
the following jump. This technique is some what crude but should work for air
speeds that indicate too fast or too slow. I hope this helps.
http://www.thirdshift.com/jack/firefly/firefly36.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ultra Star Redrive |
> I have a friend who used to own a Kolb Flyer with a Cuyuna. He had a v-belt
> redrive on it and one day he noticed a crack in the heavy steel pulley
> support that bolts to the end of the engine and supports the large pulley.
> He replaced it of course but advised me to fabricate a brace to support the
> upper end of the bracket as I have the same redrive on my Ultra Star. It
> makes sense because all of the push is concentrated on that bracket and the
> four bolts holding it to the engine. Any one else ever have this problem?
>
> Dale Sellers
Dale/Guys:
Did your friend with the Cuyuna Powered Kolb Flyer have a
single or dual engine setup?
Was his a V or poly-V belt drive?
Was the redrive Homer Kolb's? Mine used an aluminum plate
about 5/8 to 3/4" thick.
Never heard of the aluminum plate cracking. I see no reason
to brace the plate.
Curious about the Cuyuna Powered Flyer. Sounds like an US
powerplant and redrive, but not with steel redrive plate.
john h
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
| Subject: | Ultra Star Redrive |
His redrive was just like mine. It has four v-belts and the bracket is made
of steel . It has a slot that the prop shaft bearing slides up and down in
with a big hex nut between the large pulley and the bracket. There is a
3/8" threaded rod sticking out the top of the bracket. You loosen the big
nut then tighten the belts by turning a hex nut on the 3/8" rod. Once the
belts are tight, you retighten the big nut on the prop shaft and tighten a
jam nut on top of the first nut on the 3/8" rod to keep it from loosening.
-----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: Ultra Star Redrive
> I have a friend who used to own a Kolb Flyer with a Cuyuna. He had a
v-belt
> redrive on it and one day he noticed a crack in the heavy steel pulley
> support that bolts to the end of the engine and supports the large pulley.
> He replaced it of course but advised me to fabricate a brace to support
the
> upper end of the bracket as I have the same redrive on my Ultra Star. It
> makes sense because all of the push is concentrated on that bracket and
the
> four bolts holding it to the engine. Any one else ever have this problem?
>
> Dale Sellers
Dale/Guys:
Did your friend with the Cuyuna Powered Kolb Flyer have a
single or dual engine setup?
Was his a V or poly-V belt drive?
Was the redrive Homer Kolb's? Mine used an aluminum plate
about 5/8 to 3/4" thick.
Never heard of the aluminum plate cracking. I see no reason
to brace the plate.
Curious about the Cuyuna Powered Flyer. Sounds like an US
powerplant and redrive, but not with steel redrive plate.
john h
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
| Subject: | Ultra Star Redrive |
It was a single engine plane.
-----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: Ultra Star Redrive
> I have a friend who used to own a Kolb Flyer with a Cuyuna. He had a
v-belt
> redrive on it and one day he noticed a crack in the heavy steel pulley
> support that bolts to the end of the engine and supports the large pulley.
> He replaced it of course but advised me to fabricate a brace to support
the
> upper end of the bracket as I have the same redrive on my Ultra Star. It
> makes sense because all of the push is concentrated on that bracket and
the
> four bolts holding it to the engine. Any one else ever have this problem?
>
> Dale Sellers
Dale/Guys:
Did your friend with the Cuyuna Powered Kolb Flyer have a
single or dual engine setup?
Was his a V or poly-V belt drive?
Was the redrive Homer Kolb's? Mine used an aluminum plate
about 5/8 to 3/4" thick.
Never heard of the aluminum plate cracking. I see no reason
to brace the plate.
Curious about the Cuyuna Powered Flyer. Sounds like an US
powerplant and redrive, but not with steel redrive plate.
john h
________________________________________________________________________________
| From: | "Ken Broste" <kenandmona(at)earthlink.net> |
| Subject: | Tennesse Propellers? |
I have a friend that swears by the Tennessee propeller. http://www.tn-prop.com/ He's in a position to know, he's a BFI who's been an instructor for many years, runs his own field and does a lot of repairs. He's convinced me to put one on my Firestar. Concerning the EIS box does it retain the hours if it crashes, if it looses power or the board fries?
Coyote Kenny
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ultra Star Redrive |
> His redrive was just like mine. It has four v-belts and the bracket is made
> of steel . Dale Sellers
Dale/Gang:
That is not a Kolb redrive. Homer designed the
Ultrastar/Cuyuna/Redrive with two poly V belts and an
aluminum plate to attach to the engine and attach the prop
shaft and pulley. He also used an ecentric fitting to
adjust tension on the poly V belts.
Also, the Kolb Flyer was a twin. Not saying there is not a
single out there somewhere, but I personally have never seen
or heard of a single.
Can't make any further comments on your redrive. Am
unfamiliar with it.
john h
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
If you call a pair of F-15s making a coupla low, and I'm here (and
hear!) to tell you I meant LOW passes over my
small-but-paid-for-manse...quiet, then something musta been lost in
translation. But those daring young men DID bring their prey (almost was
pray) to ground...and the entire Least Coast breathed a huge lungfull
of Old Coal Oil leavins.
As fer contrails, wal--the local yocals are fully con-vinced thet the
Gummint are seedin them cla-owds, but only over the fields owned by
(take yer pick)them gol-derned rich re-publicans/dag-nabbed money-bags
dam-a-crats.
An' it's so quiet here in the Shenandoah Valley that everyone can hear
the steam whistle at the White House
Apple works--goes off in the middle of the night--7AM.
Bob N. peace in the valley
http://www.angelfire.com/rpg/ronoy
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
The Kolb website now has pictures from the fly-in!
I'm surprised that so few of the folks here on the list are in the Owner's
Album. How about you guys sending in a picture of your nko-doubt beautiful
birds so that we can all admire 'em?
-Ken Fackler
Mark II / 503
Rochester MI
May you have fair skies, smooth air, and soft landings!
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Ultra Star Redrive |
>Also, the Kolb Flyer was a twin. Not saying there is not a
>single out there somewhere, but I personally have never seen
>or heard of a single.
I had one. I had a few problems running two engines so I simplified it
by extending the gear and adding an inverted cuyuna. Only flew it once and
sold it but the buyer never got around to flying it and let it rot outside.
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
>
>
>I would think of another way to mount the balance weights. at an angle
>along the bottom of the wing would be acceptable.
I have looked at that and the problem is folding the plane. My new idea
is to have the rods meet at a point and then pin them together when folded
to make the ailerons more rigid for travelling on the trailer.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: 503 Gear Box/Prop Combinations |
I'm sitting here re-reading this in the cold grey light of afternoon, and
while I DO feel better for beating the drums, and getting that off my
chest, I didn't do much toward answering Doug's question................What
HAVE you guys found to be the quietest combination ?? If I remember
a-right, seems like most of the earlier discussion was regarding efficiency.
Helpful Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: 503 Gear Box/Prop Combinations
>
> OK, Doug, you asked for it..........................ol' Lar's gonna give
you
> all a chance to flame away, for sure............... You DID say
,>
> >
> > To all 503 Dual Carb-Dual Ignition Owners:
> >
> > I'd really be interested in what you all have found to be the quietest,
> best
> > all around gearbox/prop combination on the Dual Carbed Dual Ignitioned
503
> > Engines. I'm thinking of going to a 3 blade to reduce noise and
vibration
> > and adding an intake silencer and after-muffler kit. Just trying to be
> > neighbor friendly.......
> >
> > Also, Is anyone running AMSOIL 2 -stroke oil?
> >
> > Thanks in advance,
> >
> > Doug (Stealth Mode) Lawton
> > NE Georgia & Whitwell TN
> >
> >
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
My wife says that standing on the ground listening, the after muffler helps
the 65 hp Rotax.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>I'm sitting here re-reading this in the cold grey light of afternoon, and
>while I DO feel better for beating the drums, and getting that off my
>chest, I didn't do much toward answering Doug's question................What
>HAVE you guys found to be the quietest combination ?? If I remember
>a-right, seems like most of the earlier discussion was regarding efficiency.
>Helpful Lar.
>
>Larry Bourne
>Palm Springs, CA
>Kolb Mk III - Vamoose
>www.gogittum.com
>
>----- Original Message -----
>From: "Larry Bourne" <biglar(at)gogittum.com>
>To:
>Subject: Re: Kolb-List: 503 Gear Box/Prop Combinations
>
>
>>
>> OK, Doug, you asked for it..........................ol' Lar's gonna give
>you
>> all a chance to flame away, for sure............... You DID say
>,>
>
>> >
>> > To all 503 Dual Carb-Dual Ignition Owners:
>> >
>> > I'd really be interested in what you all have found to be the quietest,
>> best
>> > all around gearbox/prop combination on the Dual Carbed Dual Ignitioned
>503
>> > Engines. I'm thinking of going to a 3 blade to reduce noise and
>vibration
>> > and adding an intake silencer and after-muffler kit. Just trying to be
>> > neighbor friendly.......
>> >
>> > Also, Is anyone running AMSOIL 2 -stroke oil?
>> >
>> > Thanks in advance,
>> >
>> > Doug (Stealth Mode) Lawton
>> > NE Georgia & Whitwell TN
>> >
>> >
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: Ultra Star Redrive |
Re: Kolb US Redrives:
If memory serves me right, I read a newsletter refering to a couple of
the Aluminum poly-V units cracking. Mine never did, but I went to a gearbox
after 50 hrs. It wouldn't hurt to check for cracks on preflight.
...Richard S
----- Original Message -----
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: Kolb-List: Ultra Star Redrive
>
>
> I have a friend who used to own a Kolb Flyer with a Cuyuna. He had a
v-belt
> redrive on it and one day he noticed a crack in the heavy steel pulley
> support that bolts to the end of the engine and supports the large pulley.
> He replaced it of course but advised me to fabricate a brace to support
the
> upper end of the bracket as I have the same redrive on my Ultra Star. It
> makes sense because all of the push is concentrated on that bracket and
the
> four bolts holding it to the engine. Any one else ever have this problem?
>
> Dale Sellers
> Georgia Ultra Star
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: 503 Gear Box/Prop Combinations |
>
> > > I'd really be interested in what you all have found to be the quietest,
> > best
> > > all around gearbox/prop combination on the Dual Carbed Dual Ignitioned
>503
> > > Engines. I'm thinking of going to a 3 blade to reduce noise and
>vibration
> > > and adding an intake silencer and after-muffler kit. Just trying to be
> > > neighbor friendly.......
I think the 3 blade "Power Fin" is the quietest I've heard.
I don't have one, but several guys our club have them on their "503 dual carbs"
and 582s.
The "thrust/power" thing seems not to be a problem.
They're wider at the base than a Warp drive - maybe that has something to
do with it.
The "Trikes" use them along with silencers - they're mostly
built in England and other places over-seas and have to meet
certain "decibel levels" to fly them over there.
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Tennesse Propellers? |
A new Tennessee prop came with my FS2 kit. It shook so bad it scared me.
Checking the balance, from tip to tip was right on. But from side to side it
was WAY out, sort of mildly boomerang shaped.Tennesse said send it back. I
did, they would not replace it, they FIXED it. Got rid of 90% of the shakes
but lost 10-15% thrust. It's it perfect condition in the original box but I
wouldn't GIVE it to a friend. There is no battery in my FS2 but I have a
regulator and power from the engine serves my EIS, GPS and com radio. The EIS
Saves all info including settings and total hours, now at about 200+.EIS was
the best thing I bought.The IVO was next.G Aman
________________________________________________________________________________
| Subject: | Re: Tennesse Propellers? aka EIS memory |
In a message dated 10/17/02 6:01:36 PM Eastern Daylight Time,
ronoy(at)shentel.net writes:
> My EIS retains the engine hrs--like a Hobbs--when input goes away. Also
> retains pilot-inputed parameters when off. Don't have any data on
> crashes, nor on frying boards. Ask EIS--they are most accomodating.
>
>
A friend's Firestar II was in a pretty severe crash & the EIS still worked
OK.
Shack
FS II
SC
________________________________________________________________________________
| Subject: | Re: SPADES. I tried 'em.... |
Today, I bent up some aluminum sheet & made spades to attach to the aileron
balance rods. Dropped them down about 4-6 inches to get them out of the tip
vortices. Attached them such that the spade was neutral incidence to the
relative wind. Spades were 4" wide X 12" deep.
My test flight indicated very little improvement in the way the ailerons felt
[if any].
Removed the spades, now my Firestar II is just like Homer & Dennis designed
her [except for the Vortex generators].
Shack
FS II
SC
________________________________________________________________________________
| Subject: | Re: 503 Gear Box/Prop Combinations |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/17/02 16:45Larry Bourne
> If I remember
> a-right, seems like most of the earlier discussion was regarding efficiency.
> Helpful Lar.
=======================
In a Kolb Larry, an easy answere would be the slowest turning prop. In other
words a multi blade prope to a high torque motor, where the blades are in
high pitch and the motor has the hp to to provide the needed thrust.
Lets not forget a good muffler, especially on a 2 cycle one.. :-)
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 32 Msgs - 10/17/02 |
In a message dated 10/17/02 11:51:10 PM Pacific Daylight Time,
kolb-list-digest(at)matronics.com writes:
<<
I'm surprised that so few of the folks here on the list are in the Owner's
Album. How about you guys sending in a picture of your nko-doubt beautiful
birds so that we can all admire 'em?
>>
I sent photo of plane and info to Kolb for the photo album a month ago. Been
checking every few days and hav'nt seen it yet ? At the fly-in Linda said
that stuff is past along to someone else to handle and post on their web site.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
| Subject: | Ultra Star Redrive |
My engine and redrive came from a Quick Silver.
-----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: Ultra Star Redrive
> His redrive was just like mine. It has four v-belts and the bracket is
made
> of steel . Dale Sellers
Dale/Gang:
That is not a Kolb redrive. Homer designed the
Ultrastar/Cuyuna/Redrive with two poly V belts and an
aluminum plate to attach to the engine and attach the prop
shaft and pulley. He also used an ecentric fitting to
adjust tension on the poly V belts.
Also, the Kolb Flyer was a twin. Not saying there is not a
single out there somewhere, but I personally have never seen
or heard of a single.
Can't make any further comments on your redrive. Am
unfamiliar with it.
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: 503 Gear Box/Prop Combinations |
I went thru all this long ago, when choosing prop & re-drive for Vamoose.
The VW engine will be turning about 3800 rpm at cruise, which, with the 2:1
re-drive will give prop rpm's of 1900. Prop is a 72" Warp Drive 3 blade,
with, so far, 13 deg of pitch at the tips. Looks like it's gonna need more.
Full throttle, which broke that re-drive on the 1st full power run was 4800
rpm, for prop rpm of 2400, and was achieved instantly. Thrust slammed a
550# scale against the stops. The noise level was pretty high, (so was the
adrenaline level) but it seemed to be a deep roar, rather than the high
pitched crackle I talked about yesterday. It only lasted a few seconds, and
the excitement level was pretty high. Didn't realize the re-drive was
broken at 1st, and I was grinning so hard my jaws ached. When I started up
again later, and the prop just freewheeled, I realized there was a problem,
and got this real sick feeling, deep in my stomach. Must've let go just as
I cut the power. If you look at the pics on my site, you'll also see that I
paid a fair weight penalty for real mufflers. Noise was a major
consideration in my choices, but my components wouldn't help Doug, cause I
have a 4 stroke, and my re-drive is a semi-custom unit. All my runs were
done while tied to a tree stump, but it appears that I was fairly
successful. Engine noise at low rpm isn't bad, (tho' it drew my neighbors
like a magnet) and prop noise seems (so far) to begin to drown out the
engine as it passes 3000 rpm. The new re-designed re-drive components are
massive, and allow for a little flexing. We'll see how they work out when I
get home. It's cool enuf in Palm Springs to work on it now. Talked
to the A&P who's covering my wings, and they're done, except for final color
coat. He says they'll be waiting for me when I return. Getting there,
folks; getting there. Hot Rod Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "CaptainRon" <CaptainRon(at)theriver.com>
Subject: Re: Kolb-List: 503 Gear Box/Prop Combinations
>
> 10/17/02 16:45Larry Bourne
>
> > If I remember
> > a-right, seems like most of the earlier discussion was regarding
efficiency.
> > Helpful Lar.
> =======================
>
> In a Kolb Larry, an easy answere would be the slowest turning prop. In
other
> words a multi blade prope to a high torque motor, where the blades are in
> high pitch and the motor has the hp to to provide the needed thrust.
> Lets not forget a good muffler, especially on a 2 cycle one.. :-)
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb-List Digest: 32 Msgs - 10/17/02 |
Long ago, I emailed them about just that, and never got a reply. Phooey.
From descriptions of this year's fly-in, it sounds like they may just be
doing a turn around, and recognizing existing customers, so maybe there's
hope yet. Certainly didn't seem true a year ago. Big Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <Airgriff2(at)aol.com>
Subject: Kolb-List: Re: Kolb-List Digest: 32 Msgs - 10/17/02
>
> In a message dated 10/17/02 11:51:10 PM Pacific Daylight Time,
> kolb-list-digest(at)matronics.com writes:
>
> <<
> I'm surprised that so few of the folks here on the list are in the
Owner's
> Album. How about you guys sending in a picture of your nko-doubt
beautiful
> birds so that we can all admire 'em?
> >>
> I sent photo of plane and info to Kolb for the photo album a month ago.
Been
> checking every few days and hav'nt seen it yet ? At the fly-in Linda said
> that stuff is past along to someone else to handle and post on their web
site.
>
> Fly Safe
> Bob Griffin
>
>
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Builders and Pilots |
It's been a while so here is a reminder of the database of Kolb builders and pilots.
Don't forget to send any updates for any changes.
Kip
Firestar II
Atlanta
http://www.springeraviation.net/
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
This is Ron Payne. I just received the following message from a friend of
mine. I don't know wether my computer was affected by this virus or not.
Just to be on the safe side I would suggest that each of you perform the
check that he sent to me. We then need to find out who created this thing
and hang him by the go-nads. My friends message is as follows.=0D
=0D
=0D
"Have received a message and discovered that I have the bugbear virus even=0D
though I have anti-virus software updated one to two times a week. It is=0D
sent automatically by messenger and the address book, whether or not you=0D
sent emails to your contacts, and may now affect everyone in my address=0D
book - and hence yours.=0D
=0D
=0D
=0D
The virus stays dormant in the system for 14 days before damaging the=0D
system. Here is how to get rid of it:=0D
=0D
=0D
=0D
1. Go to start, click on Find or Search option.=0D
=0D
2. In the Files/Folders option write the name jdbgmgr.exe=0D
=0D
3. Be sure you search your C drive and any other drives you may have.=0D
=0D
4. Click "Find now"=0D
=0D
5. The virus has a teddy bear icon with the name jdbgmgr.exe. DO NOT=0D
OPEN IT.=0D
=0D
6. Go to edit/choose "select all" to highlight the file without opening=0D
it.=0D
=0D
7. Now go to File and select Delete. It will then go in the Recycle=0D
Bin.=0D
=0D
8. Go to the Recycle Bin and delete it there as well.=0D
=0D
=0D
=0D
Very Sorry about this, I fear that as I have found it everyone in my Address=0D
Book could have it as well. But I caught it and deleted the virus in time!=0D
=0D
=0D
=0D
If you find this virus you must contact all the people in your address book=0D
so that they can eradicate it in their own address books.=0D
=0D
=0D
=0D
1. To do this open new E-mail message.=0D
=0D
2. Click photo of address book next to "To"=0D
=0D
3. Click every name and send it to BCC=0D
=0D
4. Copy this message, enter subject, past to email, Send=0D
=0D
=0D
=0D
Hope you are able to de-bug successfully!"
________________________________________________________________________________
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
| Subject: | Re: Ultra Star Redrive |
Friend of mine had a LOT of problems with the Kolb supplied reduction unit.
He had to replace bearings about every 30-40 hrs and when he could no longer
get bearings went to a gear box.
His problems may have been self induced, he was helping me do an annual on
my US and noticed the nut and locking plate on the bearing and said "man
that is way too loose", he then grabbed the prop the hub anything he could
and there was no play. I just pointed out that I had 150 trouble free
hours.......
John Anderson
*******************
----- Original Message -----
From: "Richard Swiderski" <swiderski@advanced-connect.net>
Subject: Re: Kolb-List: Ultra Star Redrive
<swiderski@advanced-connect.net>
>
> Re: Kolb US Redrives:
>
> If memory serves me right, I read a newsletter refering to a couple of
> the Aluminum poly-V units cracking. Mine never did, but I went to a
gearbox
> after 50 hrs. It wouldn't hurt to check for cracks on preflight.
> ...Richard S
>
> ----- Original Message -----
> From: "Dale Sellers" <dsellers(at)sgtcollege.org>
> To: "Kolb List"
> Subject: Kolb-List: Ultra Star Redrive
>
>
> >
> >
> > I have a friend who used to own a Kolb Flyer with a Cuyuna. He had a
> v-belt
> > redrive on it and one day he noticed a crack in the heavy steel pulley
> > support that bolts to the end of the engine and supports the large
pulley.
> > He replaced it of course but advised me to fabricate a brace to support
> the
> > upper end of the bracket as I have the same redrive on my Ultra Star.
It
> > makes sense because all of the push is concentrated on that bracket and
> the
> > four bolts holding it to the engine. Any one else ever have this
problem?
> >
> > Dale Sellers
> > Georgia Ultra Star
> >
> >
>
>
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
Hoax!:
http://securityresponse.symantec.com/avcenter/venc/data/jdbgmgr.exe.file.hoa
x.html
The real Bugbear:
http://securityresponse.symantec.com/avcenter/venc/data/w32.bugbear@mm.html
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
>
>
> This is Ron Payne. I just received the following message from a friend of
> mine. I don't know wether my computer was affected by this virus or not.
> Just to be on the safe side I would suggest that each of you perform the
> check that he sent to me. We then need to find out who created this thing
> and hang him by the go-nads. My friends message is as follows.=0D
> =0D
> =0D
> "Have received a message and discovered that I have the bugbear
> virus even=0D
> though I have anti-virus software updated one to two times a
> week. It is=0D
> sent automatically by messenger and the address book, whether or
> not you=0D
> sent emails to your contacts, and may now affect everyone in my address=0D
> book - and hence yours.=0D
> =0D
> =0D
> =0D
> The virus stays dormant in the system for 14 days before damaging the=0D
> system. Here is how to get rid of it:=0D
> =0D
> =0D
> =0D
> 1. Go to start, click on Find or Search option.=0D
> =0D
> 2. In the Files/Folders option write the name jdbgmgr.exe=0D
> =0D
> 3. Be sure you search your C drive and any other drives you may have.=0D
> =0D
> 4. Click "Find now"=0D
> =0D
> 5. The virus has a teddy bear icon with the name jdbgmgr.exe. DO NOT=0D
> OPEN IT.=0D
> =0D
> 6. Go to edit/choose "select all" to highlight the file without opening=0D
> it.=0D
> =0D
> 7. Now go to File and select Delete. It will then go in the Recycle=0D
> Bin.=0D
> =0D
> 8. Go to the Recycle Bin and delete it there as well.=0D
> =0D
> =0D
> =0D
> Very Sorry about this, I fear that as I have found it everyone in
> my Address=0D
> Book could have it as well. But I caught it and deleted the virus
> in time!=0D
> =0D
> =0D
> =0D
> If you find this virus you must contact all the people in your
> address book=0D
> so that they can eradicate it in their own address books.=0D
> =0D
> =0D
> =0D
> 1. To do this open new E-mail message.=0D
> =0D
> 2. Click photo of address book next to "To"=0D
> =0D
> 3. Click every name and send it to BCC=0D
> =0D
> 4. Copy this message, enter subject, past to email, Send=0D
> =0D
> =0D
> =0D
> Hope you are able to de-bug successfully!"
>
>
________________________________________________________________________________
| From: | Andrew Gassmann <agassmann(at)earthlink.net> |
At 08:03 AM 10/18/2002, you wrote:
>
>This is Ron Payne. I just received the following message from a friend of
>mine. I don't know wether my computer was affected by this virus or not.
2. In the Files/Folders option write the name jdbgmgr.exe
====================================
>STOP!!!!!!!!!!!
====================================
This is a hoax that, like the SULFNBK.EXE Warning hoax, tries to persuade
you to delete a
legitimate Windows file from your computer. The file that the hoax refers
to, Jdbgmgr.exe, is a Java
Debugger Manager. It is a Microsoft file that is installed when you
install Windows.
visit: http://www.symantec.com/avcenter/venc/data/jdbgmgr.exe.file.hoax.html
Andy
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
This is Ron Payne. I just received the following message from a friend
of
mine. I don't know wether my computer was affected by this virus or
not.
Just to be on the safe
Ron...those virus(HOAXES) can be a real "Payne".....
Check for hoaxes before you forward those on...no matter who's "computer
expert/computer guru/tech guy/jack of all trades" sent it to you...
99.999999999999999999999999999999999999999% are HOAXES!!!
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | "Ron or Mary" <ronormar(at)apex.net> |
| Subject: | Update to Virus Alert |
Disregard the previous message from me about that virus. I have just learned that
that was a hoax. Do not delete the file. Ron Payne
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ultra Star Redrive |
> He had to replace bearings about every 30-40 hrs and when he could no longer
> get bearings went to a gear box.
> John Anderson
John/Gents:
Homer Kolb designed the Ultrastar redrive with a single
caged ball bearing supporting the prop shaft. As the
bearing started to wear (also no way to regrease the
bearing) the prop shaft would develop slop (play) in all
directions. There was no way to adjust this play out of the
bearing.
I discovered I could get two bearings on the prop shaft,
which corrected the slop problems for a while, but was still
not a permanent fix but lasted much longer than the single
bearing setup.
john h
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kolb Firestar ll- Axle fitting failure |
Greetings,
IMHO his post must to be a Hoax. The only axle fitting failure I know of
happen to John Hauck but that was his own design not Kolb.
The person sending the e-mail did not give his/her name or where he/her is
from. I would have wanted to see the name of the evaluating Mechanical
Engineer, location and lab name to give some credence to his/her post.
When I first received this post I checked my axle fittings and didn't find a
thing wrong with them after hundreds of not so perfect landings at gross. If
I knew the lab's name and address maybe they can check them out for me ;-)
To me, it sounds like a competitor is trying to bad mouth the Kolb product
but then again I'm a very suspicious kind of guy.
Below is the link to TNK's response.
http://www.tnkolbaircraft.com/html/body_newsletter.html
It's just my opinion and I could be wrong
Regards,
Will Uribe
El Paso, TX but working in Kansas City
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
----- Original Message ----- From: <<A HREF"mailto:BSERBJR(at)aol.com">BSERBJR(at)aol.com>
Subject: Kolb-List: Kolb Firestar ll- Axle fitting failure
>
> I am new to the Kolb-list and hope the following information is of
interest.
> This memo is long as I wanted to communicate all of the important facts
> relating to what I believe is a serious problem with the Kolb FireStar axle
> fitting.
>
> I own a FireStar ll that I purchased from the New Kolb Aircraft Co. in
April
> 1999 as a kit. It took me approx.800 hours to build, had flight instruction
> and had 27 successful flights. The plane has only 12 flight hours on it. On
> the 28th flight, the axle fitting broke on what I thought was a normal
> landing. I had a Mechanical Engineer evaluate the broken axle fitting and
he
> developed a three page report. I would like to share with you some excerpts
> from his report including his opinion on the axle fitting which states "
the
> part is clearly not adequately designed for its intended service". The
report
> was communicated to The New Kolb Aircraft co. on June 21, 2002. I was in
> hopes they would communicate the potential problem to their customers but
> conversation with them indicated they were only aware of one other similiar
> incident and they did not perceive a potential problem.However, I have
talked
> with others who are very familiar with the FireStar and they have seen the
> axle fitting failure a number of times before.
>
> The following are excerpts from the engineer's report
>
>=A0=A0=A0=A0 "------ during a normal landing experinced separation of the left
wheel
> and axle assembly from the aircraft resulting in an uncontrollable "roll
> out". The left wing contacted the ground resulting in damage to that wing
and
> aileron. Load transfer back into the fuselage resulted in failure due to
> buckling on four individual tubes. The root ribs forward of the spar also
> were damaged on both wings due to the transfer of load through the
windshield
> enclosure structure from the nose up to the wings."
>
>=A0=A0=A0=A0 " Both wheel axle fittings were removed for careful inspection. The
> failed fitting was in two pieces. The intact fitting showed slight
> deformation on the larger (1.0x.058") tube.
>
>=A0=A0=A0=A0=A0 The powder coating showed a small=A0 crack at the inside of the
acute
> angle formed between the two tubes.
>=A0=A0=A0=A0
>=A0=A0=A0=A0=A0=A0 Both fittings were put in a stripper overnight to remove the
powder
> coating. Visual and magaflux inspection confirmed that the intact fitting
is
> cracked, the crack being approx. .37"long. It is important to note that
there
> is evidence of slight "undercut" at the edge of the weld where the crack is
> centered.
>
>=A0=A0=A0=A0=A0=A0 Both fittings and a "control piece of normalized 4130 tubing
were
> taken to a testing lab for hardness testing. The control piece measured 66
on
> the HR15N scale. Both fittings showed similar numbers. This would indicate
> that the weldments did not experience improper cooling rates and most
likely
> they are made of 4130, (although a chemical analysis has not been
performed).
>
>=A0=A0=A0=A0=A0=A0 On the failed fitting, the failure is approx. .125"=20from
the weld
and
> appears to be coincident to the end of the gear leg. (The ends of both gear
> legs have a slight radii, Approx.12") Discolorations and some polishing of
> the failure surface suggest that the fitting first cracked on the bottom of
> the large tube adjacent to the end of the gear leg. It then appears that
the
> crack progressed more towards the front of the fitting until approx. one
half
> of the tube circumference was achieved when the part failed due to rupture
of
> the remaining section.
>
>=A0=A0=A0=A0=A0=A0 Conclusion---- By design,the fitting focuses large stress into
a
> small area; the vertex intersection of the inside corner of the two tubes.
> The slightest defect in the weld becomes an additional stress riser. The
> fitting is further subjected to very high local stresses on the inside
> surface of the large tube at the end of the gear leg due to the transition
of
> those two elements. The bolt holes also show signs of local deformation due
> to high contact stresses. Given that one part failed catastrophically and
the
> other was at the beginning stages of failure in such few hours of service
> suggests rather severe low cycle fatigue. The part is clearly not
adequately
> designed for its intended service."
>
>
>=A0=A0=A0=A0=A0 As a result of the engineer's report that was sent to Kolb, I
> understand that they are now reinforcing their new axle fittings with
gussets
> and may go to thicker walled tubing.
>=A0=A0=A0=A0=A0
>=A0=A0=A0=A0=A0 I would urge all of you with a FireStar ll to closely preflight
the
> axle fitting looking for cracks,bulges, etc. It may be worthwhile to order
> Kolbs new fitting that is much stronger. I hope this long message has been
> useful and saves someone the dollars, hours, lost flight time and
heartaches
> this part failure cost me.
>
>=A0=A0=A0=A0=A0 Has anyone else had problems with their axle fittings????
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
| Subject: | Re: 503 Gear Box/Prop Combinations |
On my old direct drive VW I had a 60 inch wood prop. At anything over
2600 RPM the prop noise would wake the dead. At 3600 RPM most of the HP
was used to make noise not thrust. At least one prop efficiency
calculator said this was efficient. With my reduction drive VW I'm
running a three bladed 72 inch powerfin prop. With my 1.61 reduction
drive I'm turning 2250 RPM on the prop at my self imposed redline
(engine RPM of 3600) and the thrust is about twice that produced by the
direct drive 60 prop. At around 2200 RPM the prop starts to get annoying
but when I throttle back to a prop RPM of 2100 the noise is much less. I
have tried two other reduction ratios that reduced the prop RPMs by app.
100 and 200 RPMs at the prop and there was some additional reduction in
noise. With the working RPMs at or below 2000 RPMs on the prop there was
also some loss of thrust.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIII
>>> biglar(at)gogittum.com 10/18/02 08:52AM >>>
I went thru all this long ago, when choosing prop & re-drive for
Vamoose.
The VW engine will be turning about 3800 rpm at cruise, which, with the
2:1
re-drive will give prop rpm's of 1900. Prop is a 72" Warp Drive 3
blade,
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: 503 Gear Box/Prop Combinations |
Doug and group,
The three blade will reduce vibration but it is questionable if it will
reduce noise. I changed fron a three blade to a two blade (IVO's) and I
find the sould to be easier for my ears to take. The pitch or tone is
lower.
John Jung
Firestar II 503 DCDI 68" IVO
Marquette, MI / Phoenix, AZ (Snowbird)
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
I have 185 hours on my Firestar2, never bent any gear legs or anything for
that matter. I have had a lot of great landings and some hard ones too. The
idea of a new reinforced gear axle fitting intrigues me. Not sure if it's
needed but I wonder. One could reinforce just about everything if they
wanted, but where do you stop. Keep it light and simple stupid is a good
idea. I was just wondering if anybody else has had a failure? is this the
same fitting design and tube thickness that is on the mark3's??.
Took my 5 year old daughter around the patch for the first time today,
screamed of joy and fun as we landed, guess she liked it. Guess I need to
build some doors so she can fly all winter with me. Me to as well. Getting
cold up here in the DC area, not to mention being worried about being shot
just getting gas.
Lets have some dialog here on the gear fitting, especially from Dennis if you
are still lurking out there. I would hate to tear up a wing if its a real
issue.
Thanks
Tim Loehrke
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
I'm planning for a new airplane and talked to my auto mechanic today about an engine.
He didn't like my suggestion but he did say that off the top he would suggest
a Toyota Tercel 1600 cc engine. He said he could carry it and it has plenty
of power. So do any of you know of anything disqualifying it?
kj
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
Let's see...Can you mount a flange to the crank for mounting the
propeller? Is the crank stout enough to handle the enormous gyroscopic
loads of a prop?
Will the power band of the engine require a redrive to slow the prop
down? (ask Richard Neilson if you don't have a good working knowledge of
prop speeds vs. prop efficiency ).
Does the block have some way that it can be mounted to the airframe?
Holes tapped in it that you can bolt a mount to?
One that is frequently a show-stopper...does it have a big oil pan that
will jack it up off the frame too high (when mounted on a Kolb-type
design (pusher engine)) And if you mount it low will you be able to
drain the oil? Will you have to dry-sump the engine?
And "plenty of power" in the case of the early VW Beetles was about
35-40 horsepower...
This is what I could think of in about 18 seconds...
The closest thing to a bolt on auto-engine conversion around right now
is probably the Raven Redrives packages and their all based on 1 of
about 3 different Suzuki (Geo Metro/Tracker) engines.
Of all the auto engines that I have ever heard of being put on airplanes
I've never heard of a Toyota ANYTHING being flown...NOT SAYING IT CAN'T
BE DONE, just that I've never heard of it. Have heard of Nissans, VW,
Subaru, Suzuki's, Honda, Chevy, Ford...go figure...Toyotas are good car
engines...
Jeremy Casey
jrcasey(at)ldl.net
< snip >
I'm planning for a new airplane and talked to my auto mechanic today
about an engine. He didn't like my suggestion but he did say that off
the top he would suggest a Toyota Tercel 1600 cc engine. He said he
could carry it and it has plenty of power. So do any of you know of
anything disqualifying it?
kj
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
I got another virus-laden email from the list tonight. The subject line was
something about "allhallowmass." Of course it had an attachment.
Fortunately, the virus checker caught it this time.
Keep those virus checkers updated, friends!
-Ken Fackler
Mark II / 503
Rochester MI
________________________________________________________________________________
| From: | "Kevin Jones" <kevin-jones(at)snet.net> |
| Subject: | Re: Toyota engine |
Thanks, Jeremy. I don't know the answers to your questions but will try to
find out. I suggested a Subarru and that eliteted his response.
kj
----- Original Message -----
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: RE: Kolb-List: Toyota engine
>
> Let's see...Can you mount a flange to the crank for mounting the
> propeller? Is the crank stout enough to handle the enormous gyroscopic
> loads of a prop?
>
> Will the power band of the engine require a redrive to slow the prop
> down? (ask Richard Neilson if you don't have a good working knowledge of
> prop speeds vs. prop efficiency ).
>
> Does the block have some way that it can be mounted to the airframe?
> Holes tapped in it that you can bolt a mount to?
>
> One that is frequently a show-stopper...does it have a big oil pan that
> will jack it up off the frame too high (when mounted on a Kolb-type
> design (pusher engine)) And if you mount it low will you be able to
> drain the oil? Will you have to dry-sump the engine?
>
> And "plenty of power" in the case of the early VW Beetles was about
> 35-40 horsepower...
>
> This is what I could think of in about 18 seconds...
>
> The closest thing to a bolt on auto-engine conversion around right now
> is probably the Raven Redrives packages and their all based on 1 of
> about 3 different Suzuki (Geo Metro/Tracker) engines.
>
> Of all the auto engines that I have ever heard of being put on airplanes
> I've never heard of a Toyota ANYTHING being flown...NOT SAYING IT CAN'T
> BE DONE, just that I've never heard of it. Have heard of Nissans, VW,
> Subaru, Suzuki's, Honda, Chevy, Ford...go figure...Toyotas are good car
> engines...
>
> Jeremy Casey
> jrcasey(at)ldl.net
>
> < snip >
>
>
> I'm planning for a new airplane and talked to my auto mechanic today
> about an engine. He didn't like my suggestion but he did say that off
> the top he would suggest a Toyota Tercel 1600 cc engine. He said he
> could carry it and it has plenty of power. So do any of you know of
> anything disqualifying it?
> kj
>
>
________________________________________________________________________________
| From: | "Ken Broste" <kenandmona(at)earthlink.net> |
| Subject: | Re: Tennesse Propellers? aka EIS memory |
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: Tennesse Propellers? aka EIS memory
>
> In a message dated 10/17/02 6:01:36 PM Eastern Daylight Time,
> ronoy(at)shentel.net writes:
>
>
> > My EIS retains the engine hrs--like a Hobbs--when input goes away. Also
> > retains pilot-inputed parameters when off. Don't have any data on
> > crashes, nor on frying boards. Ask EIS--they are most accomodating.
> >
> >
>
> A friend's Firestar II was in a pretty severe crash & the EIS still
worked
> OK.
>
> Shack
> FS II
> SC
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Gang,
Just in case anyone is interested there is a Verner engine system for sale
on ebay. The link is
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=1868081087
Later,
John Cooley
Firestar II
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
I've installed the Titan exhaust system on my Rotax 912 - the instructions that
come with it mention the use of some insulating sleeving on the fuel lines that
go near the exhaust. The stufff I find in the Aircraft Spruce catalog talks
about spiffy fittings that take a special tool, and not of the prefabbed stuff
seems to include the simple hose ends to go on the hose fittings that come
with the Rotax fuel pump and carbs. Can I just use the Firesleeve hose and slip
it over the existing fuel line (Gates 1/4 ID automotive) without fittings,
or is there something better? Thanks, guys.
Getting ready to take the plane out to the field, an operation called Flying Fun
out at Sundance Field just north-northwest of LaBelle, FL. Jim Hubbs runs the
ultralight operation. I hope to test run the engine next weekend, and get
the plane inspected soon after. Don't know what I'll do with that big hole in
my garage.
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> I've installed the Titan exhaust system on my Rotax 912 - the instructions that
come with it mention the use of some insulating sleeving on the fuel lines
that go near the exhaust.
Hi Duncan/Gang:
I have about 400 hours on the Titan Exhaust/912/912S. I did
not use fire sleeve on my 1/4" Gates heavy duty fuel line.
I routed the fuel line and secured it so it would not make
contact or come close enough to the exhaust tubes to be a
problem. I use short pieces of left over fuel line for
standoffs (1", 2", etc.). Run black heavy duty tie wraps
through the fuel line standoff, around the intake manifold
(for whatever I am securing it to), back up through the fuel
line standoff, and around the fuel line. The fuel lines are
an important part of my preflight/postflight inspection.
john h
PS: I also used some fiberglass exhaust manifold wrap on
tube that is in really close proximity to the ignition
modules, and on the other side of the engine where a tube
comes close to the balance tube between the two intake
manifolds.
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
| Subject: | Was Firesleeve, now trailering. |
Thanks, John. Good tip about the manifold wrap - that was probably going to
be the next thing I would be pondering... at this stage of the
construction, I'm finding all the things left to do that I couldn't figure
out before. Everything left is some stubborn little problem I put aside,
some a year or two ago. "I'll figure that out later", I'd say. Well, later
is now, and I sure appreciate the help.
Another thing to figure. I'll be trailering the plane out on an open
trailer - I have about 35 miles to go. I was planning on making two trips,
one for the fuselage and another with the wings. The fuselage will be
traveling backwards and I'm concerned about wind loads on the folded tail.
I was thinking about fitting some foam between the folded surfaces and
wrapping the whole assembly with the saran-wrap like plastic they use at
Home Depot to wrap carpet and flooring for loading - this would fuse the
surfaces into a single unit and keep the wind from getting between them. Is
this overkill? General advice on open-trailer transport would be most
welcome. Thanks in advance.
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
>
> I have about 400 hours on the Titan Exhaust/912/912S. I did
> not use fire sleeve on my 1/4" Gates heavy duty fuel line.
> I routed the fuel line and secured it so it would not make
> contact or come close enough to the exhaust tubes to be a
> problem. I use short pieces of left over fuel line for
> standoffs (1", 2", etc
________________________________________________________________________________
| From: | "Ken Broste" <kenandmona(at)earthlink.net> |
| Subject: | Cermakrone Muffler Coating |
Who does this commercially and any idea of what it would cost? How does the other
stuff work that you can apply yourself with the baking or curing in the oven?
coyote kenny
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Re: Cermakrone Muffler Coating |
The stuff that you apply yourself and cure in the oven is not all that
great in my experience.
The best (cheap) thing we have found so far to keep the muffler black and
rust free is to sandblast it rust free, spray it with high temp black, and
then wipe it down with cooking oil frequently, especially when it is hot.
Just before you start up and go flying works well. The oil burns on, and it
won't rust.
Don't use old gravy, or pork fat, or the dogs will be chasing your airplane
down the runway, or trying to dig into the hangar...
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Who does this commercially and any idea of what it would cost? How does the
>other stuff work that you can apply yourself with the baking or curing in
>the oven?
>
>coyote kenny
>
>
________________________________________________________________________________
| Subject: | Re: Cermakrone Muffler Coating |
In a message dated 10/19/02 10:00:47 PM Eastern Daylight Time,
kenandmona(at)earthlink.net writes:
> Who does this commercially and any idea of what it would cost? How does the
> other stuff work that you can apply yourself with the baking or curing in
> the oven?
>
> coyote kenny
>
>
>
Jet-Hot 1[800]432-3379
Shack
FS II
SC
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: Cermakrone Muffler Coating |
> Who does this commercially and any idea of what it would cost?
Ken / List,
Try Jethot coatings at http://www.jet-hot.com/ They coated my muffler parts
for $120.00 Great job, fast turn around time, 3 days from the day they
received it to the day they shipped it back to me.
Guy S.
MKIII Xtra
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Cermakrone Muffler Coating |
I used it just like the bottle said, even bead blasted it before and after,
and tried polishing it. It never came out the way it was advertized. I took
it down to a professional place and they tried. It didn't come out like the
bottle said it would. I think it will protect okay, but it never gave the
finish they said it would on the bottle ( but that may have been me and not
the product). I ended up putting a coat of high temp chrome paint over the
top to get the finish look I wanted. I think next time I will just pay to
have the thing chromed.
Steve
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Cermakrone Muffler Coating |
>
>Who does this commercially and any idea of what it would cost? How does
>the other stuff work that you can apply yourself with the baking or curing
>in the oven?
>
>coyote kenny
I used it too - need a big oven. It works marginally at best.
I still have to spray over it with high temp paint.
But with that stuff on it I can take it off every 6 - 8 months (before it
rust)
- wipe it down with acetone or carb cleaner - and repaint again over the
ceramic.
I would rather have "paid" to have it done right the
first time. But they don't like doing "used" mufflers.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Cermakrone Muffler Coating |
Another coater we have used is High Performance Coatings in Oklahoma City,
Their web site is: http://www.hpcoatings.com/
jerb
>
>Who does this commercially and any idea of what it would cost? How does
>the other stuff work that you can apply yourself with the baking or curing
>in the oven?
>
>coyote kenny
>
>
________________________________________________________________________________
| From: | "Lloyd O'Dell" <wander10(at)infi.net> |
Att. experienced builders,
I have a 4x8 sheet of lexan and want to fabricate a full enclosure
for a Firestar II. What is the best method of cutting lexan so you end
up with a smooth and straight edge?
Thanks in advance, Lloyd O'Dell Central
Florida
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: cutting lexan |
Lloyd, I got great results from a 1) a scroll saw for the initial cut (mine
is 1/8 inch thick so that could be a factor here). 2) a miniature hand plane
for shaping (lots of little teeth) for taking out the slight imperfections
of the scroll saw. 3) Finally a Black and Decker Mouse sander to finish the
edge.
Kip
Firestar II
Atlanta
http://www.springeraviation.net/
----- Original Message -----
From: "Lloyd O'Dell" <wander10(at)infi.net>
Subject: Kolb-List: cutting lexan
>
> Att. experienced builders,
> I have a 4x8 sheet of lexan and want to fabricate a full enclosure
> for a Firestar II. What is the best method of cutting lexan so you end
> up with a smooth and straight edge?
> Thanks in advance, Lloyd O'Dell Central
> Florida
>
>
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Re: cutting lexan |
Lots of ways, one I found was a cutoff wheel in a dremel. then cleaned up
with a file. Worked great for me.
________________________________________________________________________________
| Subject: | Re: cutting lexan |
In a message dated 10/20/02 10:26:56 AM Eastern Daylight Time,
wander10(at)infi.net writes:
> Att. experienced builders,
> I have a 4x8 sheet of lexan and want to fabricate a full enclosure
> for a Firestar II. What is the best method of cutting lexan so you end
> up with a smooth and straight edge?
> Thanks in advance, Lloyd O'Dell Central
> Florida
>
>
>
We cut some .060 Lexan with a 10 teeth per inch HOLLOW GROUND blade in a
sabre saw & it came out real smooth. Be sure and leave the protective paper
on while cutting.
Shack
FS II
SC
________________________________________________________________________________
| From: | "D Smalec" <smald(at)shianet.org> |
| Subject: | Re:muffler coating |
>Who does this commercially and any idea of what it would cost? How does
the other stuff work that you can apply yourself with the baking or curing
in the oven?
>coyote kenny
Ken, Group:
If you can live with a flat black exhaust, I have had good luck with Tech
Line Black Satin.I has been over a year, it seems to be holding up well and
no rust. (but my FS 1 never sees rain) The bottle says Mega High Temprature
Thermal Barrier Metallic/Ceramic coating. parts must be sandblasted and
clean. Spray on lightly, too much and the bottle says it will flake when
cured. Also, keep it mixed well, it settles out quickly. let dry overnight ,
reassemble and run for 30 min. to 1 hr. to cure. Seems like it cost around
$20.00 for 4 oz(Aircraft Spruce & Specialty), but I used maybe 1oz. to cover
my Hirth exhaust.
Darren Smalec, FS1, Central MI.
________________________________________________________________________________
| Subject: | Re: Washing and Waxing |
| From: | ul15rhb(at)juno.com |
>
> Kolbers,
>
> Should i expect to see an increase in airspeed after a good
> washing
> and waxing?
>
> I think I see about 6 MPH, but that seems high. It wasn't
> that
> dirty to begin with, but, it was the first waxing of the new paint
> on
> the new wings.
>
> What do you guys think?
Ken,
I'm not so sure for low speed aerodynamics. If that were the case, why do
golf balls go farther if they are dimpled rather than smooth? My
Firestar paint is rolled on like painting on a wall and is not smooth
like a spray paint job. Could this be the reason it flies slightly faster
than most Firestars? Low and high speed aerodynamics are different and
this may be one of those cases where added roughness to the wing surface
may be an advantage for low speed aircraft (less than 100 mph).
Ralph
________________________________________________________________________________
| Subject: | Re: Cermakrone Muffler Coating |
| From: | ul15rhb(at)juno.com |
writes:
>
> The stuff that you apply yourself and cure in the oven is not all
> that
> great in my experience.
>
> The best (cheap) thing we have found so far to keep the muffler
> black and
> rust free is to sandblast it rust free, spray it with high temp
> black, and
> then wipe it down with cooking oil frequently, especially when it is
> hot.
> Just before you start up and go flying works well. The oil burns on,
> and it
> won't rust.
> Don't use old gravy, or pork fat, or the dogs will be chasing your
> airplane
> down the runway, or trying to dig into the hangar...
>
> Richard Pike
> MKIII N420P (420ldPoops)
I've been using Armor All after each flight for years. The muffler looks
like new but is really 15 years old.
Ralph
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Re: cutting lexan |
I have a belt off a belt sander which I cut to make one long sanding strip,
it is attached to a 1" X 4" that is about 18" or 20" long. Wrap the ends
around the end of the wood and staple it, works great for dressing a Lexan
edge out smooth and flat.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Lloyd, I got great results from a 1) a scroll saw for the initial cut (mine
>is 1/8 inch thick so that could be a factor here). 2) a miniature hand plane
>for shaping (lots of little teeth) for taking out the slight imperfections
>of the scroll saw. 3) Finally a Black and Decker Mouse sander to finish the
>edge.
>Kip
>Firestar II
>Atlanta
>http://www.springeraviation.net/
>
>----- Original Message -----
>From: "Lloyd O'Dell" <wander10(at)infi.net>
>To:
>Subject: Kolb-List: cutting lexan
>
>
>>
>> Att. experienced builders,
>> I have a 4x8 sheet of lexan and want to fabricate a full enclosure
>> for a Firestar II. What is the best method of cutting lexan so you end
>> up with a smooth and straight edge?
>> Thanks in advance, Lloyd O'Dell Central
>> Florida
>>
>>
>
>
________________________________________________________________________________
| From: | "M. Domenic Perez" <perezmdomenic(at)plateautel.net> |
| Subject: | Lexan, which solvent compatible |
I got something (maybe graphite lube that goes on wet, ends up being a
"dry" lube) on Lexan. No amount of isopropyl alcohol and elbow grease
removes it, though the alcohol doesn't seem to hurt the Lexan. I'm afraid to
try a hotter solvent that could cut the gunk, but may eat the Lexan.
Basically I'm looking for a pretty stout solvent that won't hurt Lexan.
Any chemists out there?
Domenic Perez
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Lexan, which solvent compatible |
"
> Basically I'm looking for a pretty stout solvent that won't hurt Lexan.
> Any chemists out there?
>
> Domenic Perez
Domenic?Gents:
I'm not a chemist, but I have tried the following in Lexan
without damaging it:
Polyfiber Paint Cleaning Solvent
Kerosene
WD40
Paint Thinner
Windex
Soap and Water
Automobile wax (paste and liquid)
Lemmon Pledge
CRS the rest of the stuff I have used. The main thing to
remember is don't use anything harse enough to cut the
Lexan. The cool thing to do, IMHO, is take a little piece
of Lexan test strip to practice on before ruining a full
sheet or your windshield.
Take care,
john h
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Re: Lexan, which solvent compatible |
> Basically I'm looking for a pretty stout solvent that won't hurt Lexan.
>Any chemists out there?
>
>Domenic Perez
>
Afraid I'm no chemist, but a word of warning: Several years ago I had been
working on the airplane all day, I was hot and sweaty, and the passengers
door Lexan was laying up against my sweaty back. Don't know what kind of
body acids, oils, chemicals, etc were present, but it left a big white
stain that nothing would remove.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Lexan, which solvent compatible |
> door Lexan was laying up against my sweaty back. Don't know what kind of
> body acids, oils, chemicals, etc were present, but it left a big white
> stain that nothing would remove.
>
> Richard Pike
Richard/Guys:
Ain't there sumthin about "cleanliness is next to
Godliness"??? :-) Think we ought to take a shower before
we work with Lexan?
Does make me curious though..........???
May have been chemicals from your deodorant or from your
bath soap. Or could have been all that pepper vinegar you
put on your turnip greens oozing through your skin.
Not long ago was finishing up my new lexan on my doors.
Last thing to do was put a drop of thread locker on the nut
for my door handle. Got a little too much on there and it
ran down the door. Results were the same as some of the
high test gasoline. Looked like spider webs, crazing. In
other words, ruined my new glass. :-( BTW: This was not
LocTite, but a no name brand I had picked up in an emergency
situation.
Take care,
john h
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Lexan, which solvent compatible |
All this compatability question reminds me of a windscreen plotcher
story--maybe I've written this before, butt you know how OFs go on an'
on. Anyway, this guy was having the hot flashes of second yout' and was
trying to make Big Time with a young blond by taking her fer a ride in a
rented 172. It had been sitting out in front of our hangar, kinda under
a sign saying We Specialize In All Aircraft that also served as a
housing project for sparrows with diarrhea. So they get belted in, and
he discovers this beeg whate plot-chure right in his sight line. Says
he'll go out and scout up a cuppa ditch water. Comes back, only to find
the sparrowshit gone! Great he says. Starts the powerful almost
4-banger, only to see the BWP reappear. Dang and consarn he oaths. Shuts
down. She says Don't go fer water, I'll do it again. Do what? Dab
fingernail polish remover on it!!!! 1971--bill fer windscreen and 3,5
hrs labor...$300 and change.
Bob N.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Lexan, which solvent compatible |
>
>Afraid I'm no chemist, but a word of warning: Several years ago I had been
>working on the airplane all day, I was hot and sweaty, and the passengers
>door Lexan was laying up against my sweaty back. Don't know what kind of
>body acids, oils, chemicals, etc were present, but it left a big white
>stain that nothing would remove.
>
>Richard Pike
I've seen one of our guys spray himself down with "Off" bug
repellent while flying the beeches. He was wearing shorts -
left the same white stains that your describing - where his knees
touched the lexan. Never got it off.
________________________________________________________________________________
| From: | "Joseph S Allman" <jallman(at)ft.newyorklife.com> |
I've read the archives regarding the Chilli Vest. Everybody seems pleased.
However, most of the info is several years old.
You guys that have them, are you still pleased with your purchase?
Thanks in advance,
Joe
SS 582 EIS VA
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: cutting lexan |
Lexan is tough stuff ! ! ! At 1st, I used a carpenter's saw, then got lazy,
and did most of mine with a pair of tin snips. To clean the edges, the
small Stanley SurForm with the 2" or 3" curved cutter, set up to cut on the
pull stroke did a fine job. Fast and easy. Lexan is tuff enuf that it's
one component of "bullet proof glass." The only way to hurt it, is to
scratch it...............it do scratch easily. Take a scrap, and try what I
say................but do not, repeat DO NOT try any of this on
plexiglass..............it'll shatter, crack, split............terrible
stuff. Gogittum Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Lloyd O'Dell" <wander10(at)infi.net>
Subject: Kolb-List: cutting lexan
>
> Att. experienced builders,
> I have a 4x8 sheet of lexan and want to fabricate a full enclosure
> for a Firestar II. What is the best method of cutting lexan so you end
> up with a smooth and straight edge?
> Thanks in advance, Lloyd O'Dell Central
> Florida
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
> However, most of the info is several years old.
> You guys that have them, are you still pleased with your purchase?
> Joe
Joe/Gents:
I had mine own and cooking when I landed at Barrow, Alaska,
14 July 2001. I wore it again last winter when I flew.
Yes, I am still happy. I got my monies worth.
I did not want to go the hot water heater route. Too much
additional plumbing, hot water in the cockpit, more weight,
would also pull the engine temps down more than Winter temps
already have.
The Chilli Vest is simple, small, hooks directly to the
battery. Works like a charm.
Need I say more?
john h
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
So I just drove out to the field at 40mph - it gave all the folks a better
chance to see a real hombuilt Kolb airplane. Got the fuselage out to Sundance
with no problems and tied her up to Jim Hubbs pickup. Once we remembered there
was a choke to pull, it started up right away. What a sweet thing, to hear
the engine come to life for the first time. We brought the engine up to operating
temperature for twenty minutes, no problems. Good temps, good pressures,
mag check just fine. Next weekend the wings go on - I have to get a BFR!
The Titan exhaust sounds great. Absolutely no problems anywhere - just have to
get the inspection scheduled. Yippeeee!
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Chilli vest power requirments |
ANybody out there, especially John H.
I got the power consumption requirements, but I am still not sure if that
will work with my setup. I use the Kunzleman power supply, not the hot box,
but the powersupply. When the motor is running I have 12volts, I also have it
inline with a small 12volt 2amp battery that I have so that I can power the
radio, EIS , etc., by the battery when the motor is not running. Has worked
great for the first 180 hours. I am just not sure if it will carry the load
of the vest, any electrical experts out there that would take a guess??
Thanks.
Tim
________________________________________________________________________________
| Subject: | Re: Lexan, which solvent compatible |
| From: | ul15rhb(at)juno.com |
> I know that Aceton/Mek will mar Plexiglass, but not sure about
> lexan, I
> would try little bit in a corner away from anything important, and
> see what
> happens. let me know how it turns out.
MEK will do a number on Lexan. I grabbed a can of it thinking it was
lacquer thinner (both cans were similar). The lexan clouded up right
away.
Lacquer thinner will not harm it.
Ralph
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Lexan, which solvent compatible |
> I know that Aceton/Mek will mar Plexiglass, but not sure about lexan, I
> would try little bit in a corner away from anything important, and see what
> happens. let me know how it turns out.
Captain Ron
CPT Ron/Gang:
Nooooooooooooooooooooooooooooo!!!!!
Acetone and MEK are cancer to Lexan. If ya got to try it,
don't do it on anything you want to use later, or that is in
use now, like your windshield or dooors.
john h
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Chilli vest power requirments |
I am just not sure if it will carry the load
> of the vest, any electrical experts out there that would take a guess??
> Tim
Tim/Gang:
I don't know what the power requirements are, but I can tell
you that drain on your system will be minimal. I don't get
any observed needle deflection on the voltmeter when I turn
mine on or off.
Check with Dick Kuntzleman about the power concern and the
Chilli Vest.
He is probably monitoring the Kolb List. He usually does.
john h
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: Chilli vest power requirments |
According to the chilli vest website it draws 38 watts max, at 12 volts dc
this is just a tad over 3 amps. Kirk
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: cutting lexan |
I used a large scissors and a file to remove burrs. It takes a strong
hand but is very fast.
John Jung
Lloyd O'Dell wrote:
> What is the best method of cutting lexan so you end
>up with a smooth and straight edge?
>
________________________________________________________________________________
| Subject: | Firefly droop tips? longer wing? |
Thanks all for your directionon my droopy question!
I went back and searched the archives for the fella who added drooptip and got
no joy....got the whole story there.
It seems he first clipped the wings 3 feet each so he copuld fold it and get the
garage door down behind it. He then tried installing the droop tips..(no wonder).
So I dont know if his story helps me.
The Motivation in my question is any method to decrease the stall speed of the
Firefly. Im sure that will extend the life of the gear to!
So anyone ever hear of any other successful methods other than the VG's?? Maybe
a Firestar wing, or extending just a tad?
I finished my rudder today...the last of the empenage. Considering more span,and
/or droop tips, and plan on VG's
All Advice welcome!
Don
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Firefly droop tips? longer wing? |
Don,
How big a person are you and what is the shortest strip you plan to operate
out of?
I'm around 270# and our FireFly does pretty well though not as well as my
Hawk but with that short 22 foot wing what can a person expect. As for
gear, as with any Kolb don't get them to slow as when they quit flying,
they quit flying and drop in. Until your used to it flying it, carry a
little power and fly it in. Back off the power just as your about to touch
down. Seems to work well.
jerb
>
>Thanks all for your directionon my droopy question!
>I went back and searched the archives for the fella who added drooptip and
>got no joy....got the whole story there.
>It seems he first clipped the wings 3 feet each so he copuld fold it and
>get the garage door down behind it. He then tried installing the droop
>tips..(no wonder). So I dont know if his story helps me.
>
>The Motivation in my question is any method to decrease the stall speed of
>the Firefly. Im sure that will extend the life of the gear to!
>So anyone ever hear of any other successful methods other than the VG's??
>Maybe a Firestar wing, or extending just a tad?
>
>I finished my rudder today...the last of the empenage. Considering more
>span,and /or droop tips, and plan on VG's
>All Advice welcome!
>Don
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Re: Firefly droop tips? longer wing? |
When I was building my MKIII, I considered building the wings to 32',
rather than the 30' the plans called for. I would probably have gotten
slightly better climb, made it a little bouncier on turbulent days, a
little tougher to land in crosswinds, and a little less roll authority. But
I kept it stock, and am glad I did. 30' is enough wing for a MKIII.
Fireflys seem to fly great, but I have noticed that they always seem to be
flying around nose high, and they even look like they would like a bit more
wing.
If it was me (and I am not an engineer, so this is shade tree mechanics
talking) I would probably build each wing 12" or 18" longer, and just
respace all the ribs and spar attach points, aileron sizes, etc. to
compensate. I would not extend the wings any more than that, because you
don't want to change the stress loads too much, so if you do extend the
wings, I would then reduce my manuevering speed a bit from what the factory
calls for. Then go with the VG's, make sure that your center section gap
seal has minimal air leakage, and you will probably have the most docile FF
in the country. It is already an excellent airplane (if I lose my medical
it becomes the airplane of choice) and since the name of the game is
tinkering the airplane to exactly suit what you want, if you are willing to
take away a bit in one area of performance, (top end) you ought to be able
to add in another area. (lower stall)
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Thanks all for your directionon my droopy question!
>I went back and searched the archives for the fella who added drooptip and
>got no joy....got the whole story there.
>It seems he first clipped the wings 3 feet each so he copuld fold it and get
>the garage door down behind it. He then tried installing the droop tips..(no
>wonder). So I dont know if his story helps me.
>
>The Motivation in my question is any method to decrease the stall speed of
>the Firefly. Im sure that will extend the life of the gear to!
>So anyone ever hear of any other successful methods other than the VG's??
>Maybe a Firestar wing, or extending just a tad?
>
>I finished my rudder today...the last of the empenage. Considering more
>span,and /or droop tips, and plan on VG's
>All Advice welcome!
>Don
>
>
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Firefly droop tips? longer wing? |
> Fireflys seem to fly great, but I have noticed that they always seem to be
> flying around nose high, and they even look like they would like a bit more
> wing.
> Richard Pike
Richard/Gents:
I flew the SS quite a bit before I got into a FF. Up until
my first flight in the FF, I had no desire to fly it. A few
years back, the factory SS, my normal ride at Sun and Fun
had been sold. Was given the opportunity of flying the FF,
if I was interested. Said I would give it a shot and see.
My best discription of the FF is it is a little SS. What a
little hot rod!!! I had a blast flying it. Quick roll
rate, acceleration, and climb. Had not problem keeping up
with traffic. Handled the rough air that is inherent at
Lakeland's ultralight strip, although I did hit the aileron
stops occasionally while making full stall landings.
I am not sure what the wing incidence is, but if it is
similar to the SS, then not nearly as much as the Firestar.
Slow flight is gonna drop the tail in order to get the
necessary angle of attack, like the SS. Those FF's you saw
flying around with their noses in the air were begging to
fly a little faster.
I would not change the wing on a FF. If I wanted something
to land slower, fly slower, then I would get another
airplane, i.e., the FS. About the only thing I would do
would be put longer gear legs on it to get it in a good 3
point stance for improved landings and take offs. Would not
hurt to move the main gear forward a little to put more
weight on the tailwheel. I did put the FF on its nose when
taxiing down wind.
The FF handles turbulence well, better than the long wing
Kolbs. Lighter wing loading equals rougher ride.
Take care,
john h
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Angle of Attack Indicator for FireFly |
FireFly Guys & Others,
I worked up a simple, inexpensive, and light weight aoa indicator that might
be of interest to anyone who flies a Kolb with the small nose cone. I have
been using it for last few months and it works well.
It can be seen at:
http://www.thirdshift.com/jack/firefly/firefly84.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
| Subject: | Re: Ultra Star Redrive |
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
Subject: Re: Kolb-List: Ultra Star Redrive
>
>
> > He had to replace bearings about every 30-40 hrs and when he could no
longer
> > get bearings went to a gear box.
>
> > John Anderson
>
> John/Gents:
>
> Homer Kolb designed the Ultrastar redrive with a single
> caged ball bearing supporting the prop shaft. As the
> bearing started to wear (also no way to regrease the
> bearing) the prop shaft would develop slop (play) in all
> directions. There was no way to adjust this play out of the
> bearing.
>
> I discovered I could get two bearings on the prop shaft,
> which corrected the slop problems for a while, but was still
> not a permanent fix but lasted much longer than the single
> bearing setup.
>
> john h
>
John,
For future refference, where did you buy the bearings and do you think the
aluminum casting could be machined to take other size bearings? Would it be
worth it?
-JA
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ultra Star Redrive |
> For future refference, where did you buy the bearings and do you think the
> aluminum casting could be machined to take other size bearings?
John/Gents:
Bought the bearings at a local bearing shop. Pull the old
one, take it with you to match up the new one.
The Kolb Ultrastar Redrive was basically an aluminum plate
aprx'ly 5/8 to 3/4" thick. Was not cast.
Two tapered roller bearings would be the way to go. Then
they could be adjusted to get the slop out.
> Would it be
> worth it?
> -JA
Depends on what you want. I wouldn't spend the time and
money doing it. For that matter, have no desire to fly and
keep an Ultrastar flying. It was a good airplane, probably
the best ultralight at the time for its time, 1984.
However, it has some inherent problems that were designed
into it:
Prop in close proximity to the ground encouraged frequent
prop purchases because of grasss, weeds, rocks, sand, and
broken landing gear.
Rigid landing gear invited frequent rebuilds.
Early Ultrastars inboard rib/main spar attachment did not
keep the main spar rigid in torque. Aileron input at higher
speeds caused the leading edge of the wing to move up or
down, cancelling out the aileron input.
Had no inflight restart capability.
There were other problems with the Ultrastar that I can not
remember at the moment. It has been 17 years since I flew
mine.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Firefly droop tips? longer wing? |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/20/02 22:00Don Gherardini
> The Motivation in my question is any method to decrease the stall speed of the
> Firefly. Im sure that will extend the life of the gear to!
> So anyone ever hear of any other successful methods other than the VG's??
> Maybe a Firestar wing, or extending just a tad?
======================
Thats an interesting question, about exending the wings. If you extend the
wings you will loose top speed, also keep in mind that the longer the wings
the less g's they will take if you don't beef up the spar. You will gain
lower speed performance.
All the above is in direct proportion to how much you will extend the wings.
I would suggest you don't do it. You can always build a small extra wing
(biplane type) right over the fuseledge on the CG. From what I have seen of
the cage so far it can be done. As it hooks into the cage it will not
detract from main wing strangth, it will give you extra lift, but would you
have enough HP to take adventage of it?
I guess that's why its called experimental. :-) If I get really bored after
I am done with my M3X I may do it... it will be a detachable one though, so
if it does not do enough good it will be a hanger ornament.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Firefly droop tips? longer wing? |
Richard & All,
I'm not so sure a little extra wing would slow it down. Our FireFly moves
right along. If you think about it, if it is flying slightly nose up that
means it's cruising with a higher angle of attack to carry the weight on
the existing 22 ft wing span. A slight increase in wing span might reduce
the angle of attack required for level flight thus reduce the drag it
induces. I got into this a little bit when researching the effect
different wing spans had (20 vs 24 ft) when ordering my ThunderGull kit. I
found that the 24 foot actually cruised as well on that plane but at the
expense of an additional 20+ lbs. I was attracted to the shorter wing span
for hangar space reasons. I get nervous when people want to start making
changes like that without doing a complete structural engineering
review. Adding extra wing make change stress levels and points - would the
spars be adequate for the extra stress and weight - then what about the
struts, same thing. Would they need to be repositioned to handle the extra
tip stresses, and then if angle of the struts is changed, how would that
impact their stress and strength requirements plus there is the wing fold
feature that would be impacted. The FireFly is fine as it is, fly the
thing. The only changes I thought that had some possible merit was the one
change Jack Hart done to the flaperon regarding control sensitivity and
authority. I feel the flaperons are a little to sensitive for the amount
of stick movement - end up fighting yourself when in turbulence. The other
I still feel that would be beneficial to lessen its nose over tendency
would be moving the gear slightly forward, maybe an inch. If I were to do
it over the last one thing I would do is to modify the axle bracket by
adding a flange to it to permit using Azusa band brakes rather than the
heavier Azusa internal expanding brakes. Our has the enclosure which we do
like. By the way if any one is interested ours is for sale. Need to make
room in the stable, to many planes, not enough hangar.
jerb
>
>When I was building my MKIII, I considered building the wings to 32',
>rather than the 30' the plans called for. I would probably have gotten
>slightly better climb, made it a little bouncier on turbulent days, a
>little tougher to land in crosswinds, and a little less roll authority. But
>I kept it stock, and am glad I did. 30' is enough wing for a MKIII.
>
>Fireflys seem to fly great, but I have noticed that they always seem to be
>flying around nose high, and they even look like they would like a bit more
>wing.
>
>If it was me (and I am not an engineer, so this is shade tree mechanics
>talking) I would probably build each wing 12" or 18" longer, and just
>respace all the ribs and spar attach points, aileron sizes, etc. to
>compensate. I would not extend the wings any more than that, because you
>don't want to change the stress loads too much, so if you do extend the
>wings, I would then reduce my manuevering speed a bit from what the factory
>calls for. Then go with the VG's, make sure that your center section gap
>seal has minimal air leakage, and you will probably have the most docile FF
>in the country. It is already an excellent airplane (if I lose my medical
>it becomes the airplane of choice) and since the name of the game is
>tinkering the airplane to exactly suit what you want, if you are willing to
>take away a bit in one area of performance, (top end) you ought to be able
>to add in another area. (lower stall)
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
> >
> >
> >Thanks all for your directionon my droopy question!
> >I went back and searched the archives for the fella who added drooptip and
> >got no joy....got the whole story there.
> >It seems he first clipped the wings 3 feet each so he copuld fold it and
> get
> >the garage door down behind it. He then tried installing the droop
> tips..(no
> >wonder). So I dont know if his story helps me.
> >
> >The Motivation in my question is any method to decrease the stall speed of
> >the Firefly. Im sure that will extend the life of the gear to!
> >So anyone ever hear of any other successful methods other than the VG's??
> >Maybe a Firestar wing, or extending just a tad?
> >
> >I finished my rudder today...the last of the empenage. Considering more
> >span,and /or droop tips, and plan on VG's
> >All Advice welcome!
> >Don
> >
> >
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Firefly droop tips? longer wing? |
John,
Interesting to hear you put the FireFly on it nose. I don't feel quite so
bad now. Done it while landing, wasn't the planes fault, something I
done. I agree longer legs would extend the gear further forward and help
reduce that tendency but then I would have even a harder time getting in
and out with my short legs. Note that with my full figure I am loading it
on the forward CG/balance point while sitting on the gear. So far I have
put it on its nose lightly one other time and my co-owner done it once him
self. I suggested to the Old Kolb Company that the gear be moved forward
just a little to reduce this slight tendency. They never did it. The
other thing I had them do was lower the forward cross bar on the seat. For
us short folk, it cuts into the back of your legs some. I since have heard
other request it when they ordered theirs and some that found out
later. Hope the New Kolb Company is listening. Its a good flyer though.
jerb
>
>
> > Fireflys seem to fly great, but I have noticed that they always seem to be
> > flying around nose high, and they even look like they would like a bit more
> > wing.
> > Richard Pike
>
>Richard/Gents:
>
>I flew the SS quite a bit before I got into a FF. Up until
>my first flight in the FF, I had no desire to fly it. A few
>years back, the factory SS, my normal ride at Sun and Fun
>had been sold. Was given the opportunity of flying the FF,
>if I was interested. Said I would give it a shot and see.
>
>My best discription of the FF is it is a little SS. What a
>little hot rod!!! I had a blast flying it. Quick roll
>rate, acceleration, and climb. Had not problem keeping up
>with traffic. Handled the rough air that is inherent at
>Lakeland's ultralight strip, although I did hit the aileron
>stops occasionally while making full stall landings.
>
>I am not sure what the wing incidence is, but if it is
>similar to the SS, then not nearly as much as the Firestar.
>Slow flight is gonna drop the tail in order to get the
>necessary angle of attack, like the SS. Those FF's you saw
>flying around with their noses in the air were begging to
>fly a little faster.
>
>I would not change the wing on a FF. If I wanted something
>to land slower, fly slower, then I would get another
>airplane, i.e., the FS. About the only thing I would do
>would be put longer gear legs on it to get it in a good 3
>point stance for improved landings and take offs. Would not
>hurt to move the main gear forward a little to put more
>weight on the tailwheel. I did put the FF on its nose when
>taxiing down wind.
>
>The FF handles turbulence well, better than the long wing
>Kolbs. Lighter wing loading equals rougher ride.
>
>Take care,
>
>john h
>
>
________________________________________________________________________________
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
| Subject: | Re: Ultra Star Redrive |
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
>
> > Would it be
> > worth it?
> > -JA
>
> Depends on what you want. I wouldn't spend the time and
> money doing it. For that matter, have no desire to fly and
> keep an Ultrastar flying. It was a good airplane, probably
> the best ultralight at the time for its time, 1984.
> However, it has some inherent problems that were designed
> into it:
>
> Prop in close proximity to the ground encouraged frequent
> prop purchases because of grasss, weeds, rocks, sand, and
> broken landing gear.
Yup
>
> Rigid landing gear invited frequent rebuilds.
>
Had to have kolb rebuild mine early on and I had them double sleeve the
whole gear, still rigid but won't break.
> Early Ultrastars inboard rib/main spar attachment did not
> keep the main spar rigid in torque. Aileron input at higher
> speeds caused the leading edge of the wing to move up or
> down, cancelling out the aileron input.
>
??? From what I have seen the attachment looks the same on the firestars,
whats the difference?
> Had no inflight restart capability.
>
Rectified this one by running pull starter over my head. The very first
time that I flew so I could do an inflight restart it was put to the test.
Engine seized on takeoff, but I was able to restart it.
> There were other problems with the Ultrastar that I can not
> remember at the moment. It has been 17 years since I flew
> mine.
>
Been flying mine since 1985, still love it but I would like to get something
I can land on the water and carry two. This would be heading into a whole
different realm than flying ultralights. I guess we will have to wait and
see how sport pilot is introduced, it may force everyone out of even legal
103 ultralights.
-JA
________________________________________________________________________________
| Subject: | Re: Firefly droop tips? longer wing? |
In a message dated 10/21/02 1:59:01 AM Eastern Daylight Time,
donghe@one-eleven.net writes:
> I finished my rudder today...the last of the empenage. Considering more
> span,and /or droop tips, and plan on VG's
> All Advice welcome!
> Don
>
>
>
Man, those VG's are probably gonna' cut your stall by 5 mph-- how low do you
need to go?
Shack
FS II
SC
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Re: Ultra Star Redrive |
John Anderson/Gang:
I'll try and answer your questions:
> Had to have kolb rebuild mine early on and I had them double sleeve the
> whole gear, still rigid but won't break.
The above depends on how hard you land it, especially on one
wheel. Nothing is unbreakable with me flying. :-)
> > Early Ultrastars inboard rib/main spar attachment did not
> > keep the main spar rigid in torque. Aileron input at higher
> > speeds caused the leading edge of the wing to move up or
> > down, cancelling out the aileron input. John H
> ??? From what I have seen the attachment looks the same on the firestars,
> whats the difference?
The difference was early US's used the same technique for
main spar to inboard rib attachment as tailpost to
tailboom. Two 4130 tubes, inside, top and bottom of the
main spar. No 4130 ring. So nothing to keep the mainspar
from "oil canning" and twisting. Stick left to roll left.
The right aileron goes down. Main spar not rigid enough to
prevent twist, so the leading edge of the right wing also
goes down. Effect is cancelation of the aileron input.
> Been flying mine since 1985
> -JA
How many hours does that equate to? I flew mine 385 hours
in a little over year 16 months). Then flew my buddies for
75 hours while I was building my Firestar. Like I said
previously, it is a good, fun flying airplane, but the
maintenance ate up my very limited budget.
Take care,
john h
________________________________________________________________________________
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
| Subject: | Re: Ultra Star Redrive |
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
>
> > ??? From what I have seen the attachment looks the same on the
firestars,
> > whats the difference?
>
> The difference was early US's used the same technique for
> main spar to inboard rib attachment as tailpost to
> tailboom. Two 4130 tubes, inside, top and bottom of the
> main spar. No 4130 ring. So nothing to keep the mainspar
> from "oil canning" and twisting. Stick left to roll left.
> The right aileron goes down. Main spar not rigid enough to
> prevent twist, so the leading edge of the right wing also
> goes down. Effect is cancelation of the aileron input.
>
You must have had one of the first ones. I ordered mine in 84 and it came
with the 4130 ring and a single 4130 tube that went inside on the top.
Later ones had ring and two tubes.
> > Been flying mine since 1985
> > -JA
>
> How many hours does that equate to? I flew mine 385 hours
> in a little over year 16 months). Then flew my buddies for
> 75 hours while I was building my Firestar. Like I said
> previously, it is a good, fun flying airplane, but the
> maintenance ate up my very limited budget.
> john h
385 hours in 1.5 years, thats a lot of flying !!!! Unfortunately I do not
have this many now. I trailer my plane to the airport and one day while I
had one wing set up and was walking the other out when a gust hit and
flipped the plane over and broke one wing. Due to a new family, layoff, and
multiple jobs, I never got around to fixing for about 8 years. It has been
flying now for two years, but I am also remodeling a house so flight time is
still minimal.
-JA
________________________________________________________________________________
| From: | "Lloyd O'Dell" <wander10(at)infi.net> |
| Subject: | Re: Tallahassee Report |
Duane,
When we returned from London and I returned to my house the power had been
out for 6 hours. The next day I discovered that the power company had driven
heavy equipment over the runway and made deep ruts in it. So that sort of put
a stop to my taxi testing.
I called them and they finally came and filled the ruts and reseeded.
I did not take the plane out of the storage building until this past Sunday.
I made about six crow hops and the highest was about six feet above the ground.
I suppose now the next thing to do is take off and fly it around. I am reluctant
to do that at this short runway. I contacted the owners of the runway
you told me about at Coleman, between I-75 and the Sunshine Parkway. It is 4,000
foot long and they are ultralight friendly. I need to convert my open car
hauler trailer to transport the Firestar there. Will work on that the next few
days.
After I make a few takeoff and landings from the long runway, then I should
be ready to try it on this shorter runway.
Thirty years ago I would not even done any taxi test, I would have just taken
off.
Later, Lloyd
H MITCHELL wrote:
>
> Hello Lloyd,
> We closed on the house on the Wednesday after we got back from London. The last
of the move was completed on the morning before the closing. We had professional
help on the big stuff but it was a real scramble. At least that part of
the relocation is behind us.
>
> I went out to the airport the day after and flew for an hour just to make sure
I still know how. It was great.
>
> Took the plane to Sopchoppy for a Fall Festival last week-end to see if we could
recruit some new EEA members. It was not a big success but it was a great
dry run for a similar gathering here in town next month. I left the plane at our
place at Ochlockonee Bay and will go down there to fly some more next week.
>
> Keep me posted on your flight testing.
>
> Duane
>
> ----- Original Message -----
> From: Lloyd O'Dell
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Serial numbers on Firestars
>
>
> I purchased a Firestar II kit in Jan. 2002 with the serial number listed
> as F-1142 on the Bill of Sale, and that number was stamped onto the
> cage. This kit was originally sold by Kolb on March 16, 1995. I
> purchased the kit from the second owner.
> I tried to register this plane with the FAA and was informed that as
> of Oct.1, 1998 the FAA would not register a plane without an original
> Bill of Sale from the kit manufacturer to the first owner. I contacted
> The New Kolb Aircraft Co. and was told the correct serial number for my
> kit is FS-572.
> Looking on page 71 of the builders manual dated Jan 1998, under
> "serial numbers", it states that the number stamped onto the cage is not
> the serial number, it is a cage number only, and to contact Kolb for the
> serial number.
> I wonder how many other Firestars are using the cage number as a
> serial number. The New Kolb Aircraft Co. says they have no information
> on cage numbers from the Old Kolb Co.
> The New Kolb Aircraft Co has been very helpful trying to get this
> resolved.
> Dennis Souder if you are monitoring the kolb-list, please contact
> me, as I would like your imput on this. Thank-you, Lloyd
> O'Dell wander10(at)citrus.infi.net
>
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
| Subject: | Ultra Star Redrive |
JA,
Elaborate if you will on the ring for the spar. Mine doesn't have one.
Dale
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Anderson
Subject: Re: Kolb-List: Ultra Star Redrive
----- Original Message -----
From: "John Hauck" <hawk36(at)mindspring.com>
>
> > ??? From what I have seen the attachment looks the same on the
firestars,
> > whats the difference?
>
> The difference was early US's used the same technique for
> main spar to inboard rib attachment as tailpost to
> tailboom. Two 4130 tubes, inside, top and bottom of the
> main spar. No 4130 ring. So nothing to keep the mainspar
> from "oil canning" and twisting. Stick left to roll left.
> The right aileron goes down. Main spar not rigid enough to
> prevent twist, so the leading edge of the right wing also
> goes down. Effect is cancelation of the aileron input.
>
You must have had one of the first ones. I ordered mine in 84 and it came
with the 4130 ring and a single 4130 tube that went inside on the top.
Later ones had ring and two tubes.
> > Been flying mine since 1985
> > -JA
>
> How many hours does that equate to? I flew mine 385 hours
> in a little over year 16 months). Then flew my buddies for
> 75 hours while I was building my Firestar. Like I said
> previously, it is a good, fun flying airplane, but the
> maintenance ate up my very limited budget.
> john h
385 hours in 1.5 years, thats a lot of flying !!!! Unfortunately I do not
have this many now. I trailer my plane to the airport and one day while I
had one wing set up and was walking the other out when a gust hit and
flipped the plane over and broke one wing. Due to a new family, layoff, and
multiple jobs, I never got around to fixing for about 8 years. It has been
flying now for two years, but I am also remodeling a house so flight time is
still minimal.
-JA
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Open trailer towing |
I have a open car trailer and plan to tow to the local airport about 8 mile
away, now I live in plows an cows country and my main avrnue to the airport
is a nice paved "BACK" road so I won't be driving at highway speeds in fact
I'm lucky if I get over 35mph most of the time.
The question is has anyone towed open trailer ( My ship when finished will
be a MKII Exta). Or partial open , ie wind deflector?
Ken
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Open trailer towing |
Dam fat fingers that should read MKIII extra
-----Original Message-----
From: James, Ken [mailto:KDJames(at)berkscareer.com]
Subject: Kolb-List: Open trailer towing
I have a open car trailer and plan to tow to the local airport about 8 mile
away, now I live in plows an cows country and my main avrnue to the airport
is a nice paved "BACK" road so I won't be driving at highway speeds in fact
I'm lucky if I get over 35mph most of the time.
The question is has anyone towed open trailer ( My ship when finished will
be a MKII Exta). Or partial open , ie wind deflector?
Ken
________________________________________________________________________________
| Subject: | Re: Kolb Firestar ll- Axle fitting failure |
Will,
I appreciate your comments and suspicians. My message is not a Hoax it is
the real thing. Being a new member to the list I didn't realize I had to
identify myself. My name is Bob Erb and I live in Rochester NY. You have my
E-mail address.
I am a new builder, new pilot and new Kolber. The reason for my
communication was to share with the Kolb list an incident I had with an axle
fitting that failed and caused me many haeataches as outlined in the
communication. I thought the purpose of the list was to help each other and
present potential safety issues.
I belong to a club with 54 ultralight members with many different types
of aircraft. I wouldn't trade my FireStar for any other plane in the club. It
is my pride and joy. I have the highest regard for most everyone at the New
Kolb Aircraft co. especially Ray Brown who I worked closely with for two
years when I was building my bird. They don't come any better than Ray. Even
though I have a close relationship with Kolb, I felt it my responsibilty to
communicate what I feel and the engineer felt was a design weakness. We all
have our own opinions and I respect that. If fellow Kolbers want to ignore a
potential problem that is their call and their life. As for me, the axle
fitting will be number one on my preflight list.
By the way Will, the engineer is an ultralight pilot and has been for the
past 25 plus years. He has been flying the Kolb products and they are his
choice of ultralights. I feel we all have a responsibilty to make our sport
as safe as possible. Again, I urge all to inspect closely your axle fittings
especially those with a FireStar II. Kolb is doing their part to try to make
their products as safe as possible and are now reinforcing the axle fittings
on the FireStar with gussets. I comment them for this effort even though they
believe there is no problem with the part.
Will, again thanks for your input--- Bob Erb
________________________________________________________________________________
| Subject: | Re: Open trailer towing |
| From: | ul15rhb(at)juno.com |
writes:
>
>
>
> I have a open car trailer and plan to tow to the local airport about
> 8 mile
> away, now I live in plows an cows country and my main avrnue to the
> airport
> is a nice paved "BACK" road so I won't be driving at highway speeds
> in fact
> I'm lucky if I get over 35mph most of the time.
>
> The question is has anyone towed open trailer ( My ship when
> finished will
> be a MKII Exta). Or partial open , ie wind deflector?
>
> Ken
Ken,
Yes, here is my open trailer that I have been using for 15 years towing
my Firestar 8 miles to the airstrip. Notice that it is very light so I
can use my 4 cylinder Grand Am to tow it. It has worked out very well
because there is a lot of shock absorption in the trailer's leaf springs.
I trailer at highway speeds even though it has negative tongue force (it
lifts off the ball when I disconnect it). The ONLY reason this works is
because the wing section hangs off the back end acting like a big
stabilizer as I trailer down the highway. I have not added tongue weight
because I like the idea of letting it sit on the tailwheel once it lifts
off the ball. I prop up the tongue, swing the fuse tube support down,
then it's ready to roll off once I undo the black tiedowns. It is stable
as I have trailered other Firestars through some extreme wind on a
two-lane highway with trucks passing in the opposite direction. I ALWAYS
use a lock, backup chain, and rope for safety.
http://www.matronics.com/photoshare/ul15rhb@juno.com.12.10.2001/
Ralph
________________________________________________________________________________
| Subject: | Re: Ultra Star Redrive |
Dale,
I wrote about this fix a while back. If you can't find it in the
archives give me a call. Richard Swiderski, 352-307-9009
----- Original Message -----
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: RE: Kolb-List: Ultra Star Redrive
>
> JA,
> Elaborate if you will on the ring for the spar. Mine doesn't have one.
>
> Dale
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Anderson
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Ultra Star Redrive
>
>
> ----- Original Message -----
> From: "John Hauck" <hawk36(at)mindspring.com>
>
> >
> > > ??? From what I have seen the attachment looks the same on the
> firestars,
> > > whats the difference?
> >
> > The difference was early US's used the same technique for
> > main spar to inboard rib attachment as tailpost to
> > tailboom. Two 4130 tubes, inside, top and bottom of the
> > main spar. No 4130 ring. So nothing to keep the mainspar
> > from "oil canning" and twisting. Stick left to roll left.
> > The right aileron goes down. Main spar not rigid enough to
> > prevent twist, so the leading edge of the right wing also
> > goes down. Effect is cancelation of the aileron input.
> >
>
> You must have had one of the first ones. I ordered mine in 84 and it came
> with the 4130 ring and a single 4130 tube that went inside on the top.
> Later ones had ring and two tubes.
>
> > > Been flying mine since 1985
> > > -JA
> >
> > How many hours does that equate to? I flew mine 385 hours
> > in a little over year 16 months). Then flew my buddies for
> > 75 hours while I was building my Firestar. Like I said
> > previously, it is a good, fun flying airplane, but the
> > maintenance ate up my very limited budget.
> > john h
>
>
> 385 hours in 1.5 years, thats a lot of flying !!!! Unfortunately I do not
> have this many now. I trailer my plane to the airport and one day while I
> had one wing set up and was walking the other out when a gust hit and
> flipped the plane over and broke one wing. Due to a new family, layoff,
and
> multiple jobs, I never got around to fixing for about 8 years. It has
been
> flying now for two years, but I am also remodeling a house so flight time
is
> still minimal.
> -JA
>
>
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Open trailer towing |
>
>
>I have a open car trailer and plan to tow to the local airport about 8 mile
>away, now I live in plows an cows country and my main avrnue to the airport
>is a nice paved "BACK" road so I won't be driving at highway speeds in fact
>I'm lucky if I get over 35mph most of the time.
I towed my Thunderbird (modified MK 111) from Canada to Kentucky. Thats
about 650 KMs. No problems and had it up to 60 mph on occasion but I did
the posted speed most of the time. I did have some damage from an insecure
aileron that banged into the tail section and poked a hole in it. Easy fix
anyway. Be sure you have a way of securing the ailerons so they do not move
at all and you should be okay. My wings were supported on the leading edge
to take weight off the wing support tube on the boom. The wings remained on
the fuselage. I saw no reason to take them off. I did remove the prop for
transport. I have a small v section on the front of the trailer which may
or may not affect aerodynamics. The trailer is one designed by Kolb and is
very easy to handle.
The trip was a learning experience and I have no qualms about
transporting it that way again in the future.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | 912, rough running |
Hello Kolbers,
With the move to our new house nearly complete I am back on my Mk3.
Test ran the 912 again today.
At 1,750 RPM for ~ 4 min: Oil T122, Oil P62, EGT1923, EGT2925, CHT1117, CHT144.
Run time.4 Hrs. OAT was 79.
Drip leak at inlet to coolant radiator, tightened hose clamp but leak persisted
at same rate. Drip leak at fuel pump out let, tightened clamp stopped leak.
Engine idle had been set by mechanical method but turned out to be too fast (~2500
RPM). Idle was reduced by trial/error but engine was not smooth. There is
also a vibration that seems to be from prop (3-blade Ivo).
Coolant will be drained for inspection and repair of radiator inlet.
Vacuum gage will be installed on carb Xover tube to set idle.
If vibration persists after final tuning prop will be removed for balancing.
Also took a few minutes to fly the FireFly, reported on separate post.
Duane the plane, Tallahassee, Fl, FireFly SN 007, 447, 912 Mk3 in progress.
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
| Subject: | 912, rough running |
Duane,
Good chance your carbs are not balanced. Notice the difference in CHT and
EGT. The carbs need to be balanced at idle with both carbs at idle stops
and at some throttle setting when carbs are controlled by cables.
Terry
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of H MITCHELL
Subject: Kolb-List: 912, rough running
Hello Kolbers,
With the move to our new house nearly complete I am back on my Mk3.
Test ran the 912 again today.
At 1,750 RPM for ~ 4 min: Oil T122, Oil P62, EGT1923, EGT2925, CHT1117,
CHT144. Run time.4 Hrs. OAT was 79.
Drip leak at inlet to coolant radiator, tightened hose clamp but leak
persisted at same rate. Drip leak at fuel pump out let, tightened clamp
stopped leak.
Engine idle had been set by mechanical method but turned out to be too fast
(~2500 RPM). Idle was reduced by trial/error but engine was not smooth.
There is also a vibration that seems to be from prop (3-blade Ivo).
Coolant will be drained for inspection and repair of radiator inlet.
Vacuum gage will be installed on carb Xover tube to set idle.
If vibration persists after final tuning prop will be removed for balancing.
Also took a few minutes to fly the FireFly, reported on separate post.
Duane the plane, Tallahassee, Fl, FireFly SN 007, 447, 912 Mk3 in progress.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | FireFly Flight Report |
Hello Kolbers,
The South GA/North FL beach run from Panacea to Mexico beach is now scheduled for
the weekend before Turkey Day and I want to be flight-ready.
Took time out from the Mk3 work to polish my FireFly flying skills. The objective
was to practice simulated engine out landings. I started by cutting the engine
to 4000 RPM on final and worked up to cutting the engine to 300 at the beginning
of the turn to base. I had to bring on some power several times but it
is great training. There is an old saying that calm seas don't make great sailors
but until I get better at it I prefer to do this on perfect days like today.
Things I knew but reinforced today:
Start with >800 AGL
Keep your airspeed:
more in turns
more on final so that you will have some left for touchdown
Watch out for quick loss of airspeed when you level off for touch down
FireFlys can start "mushing" and be falling like a rock before the pilot feels
the classic nose up/breaking stall. Mushing usually ends up with the tailwheel
touching first followed by a hearty touchdown of the mains. Don't ask how
I know ;(
My best landings were when the nose was just about level with the ground. Raising
the nose causes quick loss of airspeed and mushing.
Duane the plane Tallahassee, FL, FireFly SN 007, 447
________________________________________________________________________________
| From: | ALLENB007(at)aol.com |
| Subject: | Re: Kolb Firestar ll- Axle fitting failure |
Just a note fellow Kolbers:
I recently bought a Firestar II from a member of the Rochester flying club
that Bob is a member of. On of the items the seller discussed with me in
detail was the axle failure that a club member had suffered. So I do know
this is a fact coming out of a club that I feel regards safety as a number
one priority.
I check the axle on every pre-flight--after all, it is welded together and
supports each and every landing.
Allen
________________________________________________________________________________
| Subject: | Re: Kolb Firestar ll- Axle fitting failure |
| From: | ul15rhb(at)juno.com |
>
> Just a note fellow Kolbers:
>
> I recently bought a Firestar II from a member of the Rochester
> flying club
> that Bob is a member of. On of the items the seller discussed with
> me in
> detail was the axle failure that a club member had suffered. So I
> do know
> this is a fact coming out of a club that I feel regards safety as a
> number
> one priority.
>
> I check the axle on every pre-flight--after all, it is welded
> together and
> supports each and every landing.
>
> Allen
Allen,
I have the old 3/4" hollow axle on the old Firestar. Mine has seen over a
hundred landings and seems to be holding up fine.
Ralph
________________________________________________________________________________
| From: | ALLENB007(at)aol.com |
| Subject: | Re: Kolb Firestar ll- Axle fitting failure |
Ralph,
That's great---I do believe the failure was on one of the newer Firestar's
axle gear--the ones with gussets--I do know the club reported it to TNK and I
believe that some measures were taken to strengthen the area. My information
is that it wasn't ignored by Kolb but acted upon.
Allen
________________________________________________________________________________
| From: | Tiffany Pitra <tif_qtra(at)yahoo.com> |
| Subject: | 1990 firestar Info. |
Hi, guys Trailer business is interesting. I am a old weedhopper pilot,Building
affordaplane ultralight. And got sick of hangar rent deals. And built my own portable
hangar. A 6Ft. Wide x 23Ft. long .Pointed at the tongue to cut through
the air down the highway to the airport. Trailor 7Ft. floor to ceiling with rubber
torsion axle rides like a cadillac. Trailor weight empty 1900lbs. Cost $1500.
Steel frame and steel pro rib siding. I got to put a wind sock on it yet
ha ha ha. They are easy to build.Stay away from leaf springs.
I Need a firestar question answered please There is no kolb people in my
neighborhood here in Minnesota. For $2000 I got a 1990 firestar kit everything
but the cockpit cage and power. Do your firestars have .049 wing spar thickness
and tail boom?Or has that changed with the firestars and does anybody have
a one seater or two seater cockpit cage for sale? tif_qtra(at)yahoo.com
---------------------------------
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: URGENT muffler info needed |
Hi Ken
Mine's sittin' on my MkII here in JXN, you're welcome to borrow it.
Ed in JXN
----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Kolb-List: URGENT muffler info needed
>
> Fellow Kolbers:
>
> During a "night before" pre-flight, I believe I've spotted a muffler leak
> developing. Drat! And this Saturday I'm supposed to be going with the
local
> ultralight club on a 200 mile cross country! But not if I can't get the
> muffler fixed between now and then, of course.
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Re: Open trailer towing |
>
>
>I bought my Mark II from the builder, a chap down in Bristol, Tennessee.
I think I know that airplane's history, and it's former owner.
Give me a reply off list if you're interested.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Open trailer towing |
----- Original Message -----
From: "Richard Pike" <rwpike(at)preferred.com>
Subject: Re: Kolb-List: Open trailer towing
>
> >
> >
> >I bought my Mark II from the builder, a chap down in Bristol, Tennessee.
>
> I think I know that airplane's history, and it's former owner.
> Give me a reply off list if you're interested.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: URGENT muffler info needed |
> Mine's sittin' on my MkII here in JXN, you're welcome to borrow it.
Oh, Ed! You are a friend indeed! When might you be available for me to come
out and grab it? Unfortunately, I've just been assigned to a new, big,
high-vis project and I can't take time off from work during the day.
-Ken
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
I just placed my order for the M3X cage, as I am about to finish the left
wing. Ray at Kolb recomended the Obrian brakes(?) does anyone know anything
about their reputation, or other alternatives (Matco perhaps?). I remember
we spoke about this a while ago, but can't remember if there was a consensus
on any particular brand.
Ron (FHU)
________________________________________________________________________________
| From: | John Hauck <hawk36(at)mindspring.com> |
| Subject: | Change of Email Address |
New email address effective now:
John Hauck jhauck(at)sw.rr.com
Thanks,
john h
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kolb Firestar ll- Axle fitting failure |
Touch=E9
Bob, welcome to the list and thanks for your reply.
I'm glad you understand where I'm coming from. I have been a member of this
list sense 1996 and have learned not to take every post at face value
especially from anonymous posts.
Yes, the list is for helping each other and present potential safety issues
like you did. But if the axle fittings were as bad as your engineer friend
say they are we would be hearing more about axle fitting failures just like
we hear about bent gear legs. If TNK changed the way they make the fittings
then they should post the potential problem on their webpage and urge us to
replace the fittings.
At the airport I fly out of, this summer we have seen 2 tow planes crash at
the runway's threshold due to dust devils. Last weekend I had to use full
aileron deflection on my FireStar during landing due to one of those dust
devils. I came in fast for better control and bounced 3 times. Chuck, the
Flightstar driver, was watching me land and jokingly told me the 3rd landing
was the best but he knows it can get exciting landing on runway 08. First I
checked to see if I bent a gear leg then I checked the axle fittings and I'm
happy to report they wear still intacted.
This list was a big factor in deciding to build the FireStar. I was stuck
between getting the Challenger or the FireStar. Had I read your post while I
was making my decision I may have decided to purchased a Challenger kit. Then
it would have been your fault every time I took out the nose wheel when I
landed out on one of those rough desert playas, yes I'm a good democrat,
blame everyone else ;-)
http://www.strangecosmos.com/images/picturejokes/5930.jpg
I'll be working in Oklahoma City for 4 weeks. Any Kolb drivers in the area?
Regards,
Guillermo Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
----- Original Message ----- From: <<A HREF"mailto:BSERBJR(at)aol.com">BSERBJR(at)aol.com>
Subject: Re: Kolb-List: Kolb Firestar ll- Axle fitting failure
>
> Will,
>=A0=A0 I appreciate your comments and suspicians. My message is not a Hoax it
is
> the real thing. Being a new member to the list I didn't realize I had to
> identify myself. My name is Bob Erb and I live in Rochester NY. You have my
> E-mail address.
>=A0=A0 I am a new builder, new pilot and new Kolber. The reason for my
> communication was to share with the Kolb list an incident I had with an
axle
> fitting that failed and caused me many haeataches as outlined in the
> communication. I thought the purpose of the list was to help each other and
> present potential safety issues.
>=A0=A0 I belong to a club with 54 ultralight members with many different types
> of aircraft. I wouldn't trade my FireStar for any other plane in the club.
It
> is my pride and joy. I have the highest regard for most everyone at the New
> Kolb Aircraft co. especially Ray Brown who I worked closely with for two
> years when I was building my bird. They don't come any better than Ray.
Even
> though I have a close relationship with Kolb, I felt it my responsibilty to
> communicate what I feel and the engineer felt was a design weakness. We all
> have our own opinions and I respect that. If fellow Kolbers want to ignore
a
> potential problem that is their call and their life. As for me, the axle
> fitting will be number one on my preflight list.
>=A0 By the way Will, the engineer is an ultralight pilot and has been for
the
> past 25 plus years. He has been flying the Kolb products and they are his
> choice of ultralights. I feel we all have a responsibilty to make our sport
> as safe as possible. Again, I urge all to inspect closely your axle
fittings
> especially those with a FireStar II. Kolb is doing their part to try to
make
> their products as safe as possible and are now reinforcing the axle
fittings
> on the FireStar with gussets. I comment them for this effort even though
they
> believe there is no problem with the part.
>=A0 Will, again thanks for your input--- Bob Erb
>
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Speaking of lost wheel |
I was at Oshkosh watching the Ul's when ( I think it was a French Xair?)
landed and lost the right main wheel.. did anyone see it, and does anyone
know why. I saw the landing and it didn't look rough, the wheel came off
and rolled some distance. The line workers did a search and came back with a
whole hand full of brake and wheel parts but I never did find out why it
broke.
Ken
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | "Big Lar's" flight |
Well, fellow Kolbers, I just had the pleasure of introducing our famous? "Big Lar"
to the wonderful flying area of Northern Arizona. We took a 30 + min. ride
in my Firestar II and were lucky enough to see quite a large heard of antilope
and half a dozen coyotes. With his didgital camera clicking rapadly we may be
treated to some pictures on the list. It was his first flight in a small? ultralight
and he found it very invigerating to fly 10 or so feet high off of the
ground. It took some very pricise flying to try to out minuver those coyotes.
I mean they can turn on a dime, even tighter than my Firestar II. I arranged
for some of our other Kolb drivers to be at the field. We have 5 Kolbs at our
field.
Both this Firestar II and my single place KXP are up for sale and will appear
in the next issue of the "Aero Trader". Please look them up and give me a
call.
If Lar thinks they are good enough to go for a ride in, then they must be
OK. So Lar, Post some of those pictures if they came out OK.
George Thompson The Bald Eagle of Arizona.
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: 1990 firestar Info. |
Tiffany,
Firestar cages are hard to come by. Usually the factory is the only
source and they will only sell them to kit owners. If you haven't
already, you should get registered with then as the current owner of
your kit.
John Jung
Tiffany Pitra wrote:
>
> I Need a firestar question answered please There is no kolb people in my
neighborhood here in Minnesota. For $2000 I got a 1990 firestar kit everything
but the cockpit cage and power. Do your firestars have .049 wing spar thickness
and tail boom?Or has that changed with the firestars and does anybody have
a one seater or two seater cockpit cage for sale?
>
________________________________________________________________________________
| From: | Tiffany Pitra <tif_qtra(at)yahoo.com> |
| Subject: | Re: 1990 firestar Info. |
Tiffany,
Firestar cages are hard to come by. Usually the factory is the only
source and they will only sell them to kit owners. If you haven't
already, you should get registered with then as the current owner of
your kit.
John Jung
Tiffany Pitra wrote:
>
> I Need a firestar question answered please There is no kolb people in my neighborhood
here in Minnesota. For $2000 I got a 1990 firestar kit everything but
the cockpit cage and power. Do your firestars have .049 wing spar thickness and
tail boom?Or has that changed with the firestars and does anybody have a one
seater or two seater cockpit cage for sale?
>
thank you
---------------------------------
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
Ron,
You be very pleased with the Tracy O'Brien brakes. Friend put them on his
Hawk. Work great and install was a snap. He had the Azusa plastic wheels,
they also have a kit with the adapters for the Hegar wheels. Several other
Hawk owners have since added them and report their working just fine. You
will need a little info when you order them. Type of wheel, axle diameter,
and axle length. They even made customer spacers for my friends, not sure
they do that for every order.
Only be careful, they break very well - you will also need the 3/4" dia.
master brake cylinder if you go single control. Talk to them about this
since being a trail dragger you need to be careful not to have to much
braking power and nose it over.
Their web page is: http://www.tracyobrien.com/
jerb
>
>I just placed my order for the M3X cage, as I am about to finish the left
>wing. Ray at Kolb recomended the Obrian brakes(?) does anyone know anything
>about their reputation, or other alternatives (Matco perhaps?). I remember
>we spoke about this a while ago, but can't remember if there was a consensus
>on any particular brand.
>
>Ron (FHU)
>
>
________________________________________________________________________________
| From: | "Jon Croke" <Jon(at)joncroke.com> |
>
> I just placed my order for the M3X cage, as I am about to finish the left
> wing. Ray at Kolb recomended the Obrian brakes(?) does anyone know
anything
> about their reputation, or other alternatives (Matco perhaps?). I remember
> we spoke about this a while ago, but can't remember if there was a
consensus
> on any particular brand.
>
I also can also recommend Tracy OBrien brakes.... compared to the 'other'
popular brands I found that they are considerably less expensive, maybe
because they fit the popular Azusa wheels that you may already own. Also
lighter in weight and plenty of braking power... I can hold my Firestar up
to over 4000 rpm runup (til the nose tips over). Use a hand lever on the
stick. My only problem is a gradual, mysterious loss of hydraulic fluid from
the system over time... but it still works fine until I top off with more
fluid. Can make some amazing sharp turns using the single lever (on grass)
using the technique I learned from John Jung (throttle up, raise the tail,
hit the rudder, gradually release the brakes... and around you go!)
Jon
near Green Bay
www.joncroke.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: "Big Lar's" flight |
It was great.................a Kolb-er's paradise. I think George, and Ed
Kiger, and their buddies have created one of the neatest little toy patches
around. Zooming around up there, it seemed like everywhere I looked, there
were airplanes parked by houses, or sticking out of hangars. I believe
George told me there were 35 members of the Black Mesa Flyers, of which at
least 1/2 dozen, or more, are Kolbs. Prescott, AZ, EAA chapter has over 150
members. This is an ACTIVE area. What he DIDN'T tell you were about the
snickers as ol' 6', 200#, pot bellied Lar crammed himself into the back seat
(??) of a 503 powered FireStar II. (I think it was really the luggage
compartment) Did he mention ducking as my knees waved around his ears, as I
tried to get rid of the cramp in my butt, caused by twisting (trying to
twist ??) to get a coyote picture ??...................that almost didn't
come out anyway ?? I also found that there's still room in my life
for the trusty old Nikon F2 that I've used with so much pleasure and
success, for so many years. The digital camera sorta worked, but by the
time I'd found my target thru that chintzy little viewfinder, set the zoom,
pressed the button 1/2 way, waited for the green light to come on, then take
the picture.......................at 65 mph, it did hamper my style a bit.
(??) Next time, the Nikon goes for the ride. See what I'll go thru to
weasel myself into another ride ?? I'm in the early stages of learning how
to edit photos in the computer, so the antelope and coyote pics are only
fair - I enhanced them as best I could - but still................I'll
publish some to photoshare tonight.................then it's up to Matt,
when you'll see them. Don't expect too much. Did I mention that
George is a sneaky ol' rascal ?? First, he took me for that jaw dropping
ride, over that neat country, where the antelope play, and the coyotes
run..................THEN, back at the hangar he shows me the cute little
FireStar I he has for sale. You think I wasn't about ready to write a check
on the spot, and cram that thing into the back of a certain Dodge Pick-m-up
?? Or tie it to the roof ?? Or even fly it home, then hitch-hike back for
the truck ?? Dirty Pool, Man ! ! ! A couple or 3 things DID
impress me.................He demonstrated rock steady hands-off flying for
quite a way, and that little plane seemed to handle the extra 200 lbs of
lard very nicely. It must be a gas, when he's by himself. When circling
the antelope, he made a couple of passes - not too close - then left them
alone, before they got too nervous. Even did the same with the coyotes,
which many consider to be fair game. Livestock, he stayed completely
away from, which impressed me even more, cause I know 1st hand (from
listening to livestock owning friends in Sequim, WA) how irate the owners
can get over dumb-shits buzzing their animals. Then he made a touch
followed by a full stop landing..............both wheel landings, and both
'squeakers.' (Are they still 'squeakers' in the dirt & gravel ??) We
lucked out, and got our flight in between rain squalls, then visited with
others. Many, many airplanes; many pleasant people, in a really nice
area. Thanks George ! ! ! Went 'n Gottum Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "George Thompson" <eagle1(at)commspeed.net>
Subject: Kolb-List: "Big Lar's" flight
>
> Well, fellow Kolbers, I just had the pleasure of introducing our famous?
"Big Lar" to the wonderful flying area of Northern Arizona. We took a 30 +
min. ride in my Firestar II and were lucky enough to see quite a large heard
of antilope and half a dozen coyotes. With his didgital camera clicking
rapadly we may be treated to some pictures on the list. It was his first
flight in a small? ultralight and he found it very invigerating to fly 10 or
so feet high off of the ground. It took some very pricise flying to try to
out minuver those coyotes. I mean they can turn on a dime, even tighter than
my Firestar II. I arranged for some of our other Kolb drivers to be at the
field. We have 5 Kolbs at our field.
> Both this Firestar II and my single place KXP are up for sale and
will appear in the next issue of the "Aero Trader". Please look them up and
give me a call.
> If Lar thinks they are good enough to go for a ride in, then they
must be OK. So Lar, Post some of those pictures if they came out OK.
> George Thompson The Bald Eagle of Arizona.
>
>
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Kolb-List Digest: 12 Msgs - 10/23/02 |
In a message dated 10/23/02 11:52:22 PM Pacific Daylight Time,
kolb-list-digest(at)matronics.com writes:
> . Ray at Kolb recomended the Obrian brakes(?) does anyone know anything
> about their reputation, or other alternatives (Matco perhaps?).
At the fly-in, we saw the new Obrian brakes they are offering. They said
they are so much better than Matco. More money! But worth the difference, is
what they said. Maybe we'll hear from some on the list who has experience
with the new brakes?
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
Question Kolbers,
I am about ready to recover the wings on my US. I've noticed after drilling
out the large head rivets that many of the original holes were drilled off
center in the ribs. Some worse that others. Sloppy job by the original
builder. Should I use these original holes or redrill the really bad ones
in the center of the rib tubing? All opinions welcome.
Dale Sellers
Georgia Ultra Star.
________________________________________________________________________________
Hello Dale,
Sorry Im new to this sport and have no info but was wondering if you or any
other kolbers can give me info on ultrastars. Years made,models ect... I
want to purchase a ultrastar. From all of the Ul's I have looked at and read
about this looks to be the model for me...
Thanks
Paul Petty
----- Original Message -----
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: Kolb-List: Covering
>
>
> Question Kolbers,
>
> I am about ready to recover the wings on my US. I've noticed after
drilling
> out the large head rivets that many of the original holes were drilled off
> center in the ribs. Some worse that others. Sloppy job by the original
> builder. Should I use these original holes or redrill the really bad ones
> in the center of the rib tubing? All opinions welcome.
>
> Dale Sellers
> Georgia Ultra Star.
>
>
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
Jon, I have the same problem with my TOB brakes. I've gradually lost some
throw in the brake handle, and I'm squeezing all the way to the stick, now.
Previously, I could slide my wheels on grass when locked up.
How are you able to top it off without introducing a bubble which then
has
to be completely bled again?
J.D.
> My only problem is a gradual, mysterious loss of hydraulic
> fluid from
> the system over time... but it still works fine until I top off with more
> fluid. Can make some amazing sharp turns using the single lever
> (on grass)
> using the technique I learned from John Jung (throttle up, raise the tail,
> hit the rudder, gradually release the brakes... and around you go!)
>
> Jon
> near Green Bay
>
> www.joncroke.com
>
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
Paul,
To the best of my knowledge, US's were sold as kits in the early to mid
80's. They are all basically the same, structurally, except for two
additions that were made to the later ones. one is, a brace was added to the
drag strut to hold it in column and keep it from buckling in a hard pull up
and the other was a 4130 steel ring, much like the one the fuselage tube
attaches to on the cage, was added to the root end of the wing spar to keep
the spar from twisting from up and down aileron forces. They were powered
by a Cuyuna, two cylinder, 35 hp, two stroke engine, mounted upside down
with a belt redrive. Some have been converted to other engines like Rotax.
I've even seen one with a water cooled Suburu engine. Bad things about the
US are 1) you are limited in prop diameter because of boom and ground
clearance to 50". And even at that they are prone to pick up rocks and
debris from the ground, damaging the prop and 2) They have stiff (rigid)
landing gears which won't take much abuse. Many have been converted to use
the tapered aluminum gear legs used on later Kolb models but they still bend
gear legs on hard landings. Most of the kits were assembled using carbon
steel rivets and they rust over the years which could weaken the structure.
On the one I am rebuilding which is an 84 model, I am drilling out the steel
rivets and replacing them with stainless. That's about all I can tell you.
I'm sure there are others who can tell you much more about them.
Hope this helps.
Dale Sellers
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Pistolero Paul
Subject: Re: Kolb-List: Covering
Hello Dale,
Sorry Im new to this sport and have no info but was wondering if you or any
other kolbers can give me info on ultrastars. Years made,models ect... I
want to purchase a ultrastar. From all of the Ul's I have looked at and read
about this looks to be the model for me...
Thanks
Paul Petty
----- Original Message -----
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: Kolb-List: Covering
>
>
> Question Kolbers,
>
> I am about ready to recover the wings on my US. I've noticed after
drilling
> out the large head rivets that many of the original holes were drilled off
> center in the ribs. Some worse that others. Sloppy job by the original
> builder. Should I use these original holes or redrill the really bad ones
> in the center of the rib tubing? All opinions welcome.
>
> Dale Sellers
> Georgia Ultra Star.
>
>
________________________________________________________________________________
Dale,
Thanks this helps alot! I am looking at a 1994 model in Texas. Also I found
some pictures of what i belive is a US at the ultralight experience I will
e-mail some photos if you wish.
Thanks again and hope to see your completed soon!...
Paul Petty
---- Original Message -----
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: RE: Kolb-List: Covering
>
> Paul,
>
> To the best of my knowledge, US's were sold as kits in the early to mid
> 80's. They are all basically the same, structurally, except for two
> additions that were made to the later ones. one is, a brace was added to
the
> drag strut to hold it in column and keep it from buckling in a hard pull
up
> and the other was a 4130 steel ring, much like the one the fuselage tube
> attaches to on the cage, was added to the root end of the wing spar to
keep
> the spar from twisting from up and down aileron forces. They were powered
> by a Cuyuna, two cylinder, 35 hp, two stroke engine, mounted upside down
> with a belt redrive. Some have been converted to other engines like
Rotax.
> I've even seen one with a water cooled Suburu engine. Bad things about
the
> US are 1) you are limited in prop diameter because of boom and ground
> clearance to 50". And even at that they are prone to pick up rocks and
> debris from the ground, damaging the prop and 2) They have stiff (rigid)
> landing gears which won't take much abuse. Many have been converted to
use
> the tapered aluminum gear legs used on later Kolb models but they still
bend
> gear legs on hard landings. Most of the kits were assembled using carbon
> steel rivets and they rust over the years which could weaken the
structure.
> On the one I am rebuilding which is an 84 model, I am drilling out the
steel
> rivets and replacing them with stainless. That's about all I can tell
you.
> I'm sure there are others who can tell you much more about them.
>
> Hope this helps.
>
> Dale Sellers
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Pistolero Paul
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Covering
>
>
> Hello Dale,
> Sorry Im new to this sport and have no info but was wondering if you or
any
> other kolbers can give me info on ultrastars. Years made,models ect... I
> want to purchase a ultrastar. From all of the Ul's I have looked at and
read
> about this looks to be the model for me...
> Thanks
> Paul Petty
> ----- Original Message -----
> From: "Dale Sellers" <dsellers(at)sgtcollege.org>
> To: "Kolb List"
> Subject: Kolb-List: Covering
>
>
> >
> >
> > Question Kolbers,
> >
> > I am about ready to recover the wings on my US. I've noticed after
> drilling
> > out the large head rivets that many of the original holes were drilled
off
> > center in the ribs. Some worse that others. Sloppy job by the original
> > builder. Should I use these original holes or redrill the really bad
ones
> > in the center of the rib tubing? All opinions welcome.
> >
> > Dale Sellers
> > Georgia Ultra Star.
> >
> >
>
>
________________________________________________________________________________
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/23/02 18:25jerb
>
> Ron,
> You be very pleased with the Tracy O'Brien brakes. Friend put them on his
> Hawk. Work great and install was a snap. He had the Azusa plastic wheels,
> they also have a kit with the adapters for the Hegar wheels. Several other
> Hawk owners have since added them and report their working just fine. You
> will need a little info when you order them. Type of wheel, axle diameter,
> and axle length. They even made customer spacers for my friends, not sure
> they do that for every order.
> Only be careful, they break very well - you will also need the 3/4" dia.
> master brake cylinder if you go single control. Talk to them about this
> since being a trail dragger you need to be careful not to have to much
> braking power and nose it over.
> Their web page is: http://www.tracyobrien.com/
> jerb
>
======================================
>
>
Much thanks for the Web link. I will go through it carefully.
Ron(FHU)
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
Yeah, I'd like that.
Dale
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Paul Petty
Subject: Re: Kolb-List: Covering
Dale,
Thanks this helps alot! I am looking at a 1994 model in Texas. Also I found
some pictures of what i belive is a US at the ultralight experience I will
e-mail some photos if you wish.
Thanks again and hope to see your completed soon!...
Paul Petty
---- Original Message -----
From: "Dale Sellers" <dsellers(at)sgtcollege.org>
Subject: RE: Kolb-List: Covering
>
> Paul,
>
> To the best of my knowledge, US's were sold as kits in the early to mid
> 80's. They are all basically the same, structurally, except for two
> additions that were made to the later ones. one is, a brace was added to
the
> drag strut to hold it in column and keep it from buckling in a hard pull
up
> and the other was a 4130 steel ring, much like the one the fuselage tube
> attaches to on the cage, was added to the root end of the wing spar to
keep
> the spar from twisting from up and down aileron forces. They were powered
> by a Cuyuna, two cylinder, 35 hp, two stroke engine, mounted upside down
> with a belt redrive. Some have been converted to other engines like
Rotax.
> I've even seen one with a water cooled Suburu engine. Bad things about
the
> US are 1) you are limited in prop diameter because of boom and ground
> clearance to 50". And even at that they are prone to pick up rocks and
> debris from the ground, damaging the prop and 2) They have stiff (rigid)
> landing gears which won't take much abuse. Many have been converted to
use
> the tapered aluminum gear legs used on later Kolb models but they still
bend
> gear legs on hard landings. Most of the kits were assembled using carbon
> steel rivets and they rust over the years which could weaken the
structure.
> On the one I am rebuilding which is an 84 model, I am drilling out the
steel
> rivets and replacing them with stainless. That's about all I can tell
you.
> I'm sure there are others who can tell you much more about them.
>
> Hope this helps.
>
> Dale Sellers
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Pistolero Paul
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Covering
>
>
> Hello Dale,
> Sorry Im new to this sport and have no info but was wondering if you or
any
> other kolbers can give me info on ultrastars. Years made,models ect... I
> want to purchase a ultrastar. From all of the Ul's I have looked at and
read
> about this looks to be the model for me...
> Thanks
> Paul Petty
> ----- Original Message -----
> From: "Dale Sellers" <dsellers(at)sgtcollege.org>
> To: "Kolb List"
> Subject: Kolb-List: Covering
>
>
> >
> >
> > Question Kolbers,
> >
> > I am about ready to recover the wings on my US. I've noticed after
> drilling
> > out the large head rivets that many of the original holes were drilled
off
> > center in the ribs. Some worse that others. Sloppy job by the original
> > builder. Should I use these original holes or redrill the really bad
ones
> > in the center of the rib tubing? All opinions welcome.
> >
> > Dale Sellers
> > Georgia Ultra Star.
> >
> >
>
>
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
Use the original holes. The holes weaken the ribs an amazing amount so
any more holes would weaken it further. No one will notice if the holes are
out unless you point out the ones that are 1/16 out of line. You will also
save time and go flying sooner.
> Should I use these original holes or redrill the really bad ones
>in the center of the rib tubing? All opinions welcome.
>
>Dale Sellers
>Georgia Ultra Star.
>
>
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
Dale, if the holes are drilled that much off center and you are not satisfied
with using the old holes, you can replace the tubing of the rib very easily
and drill new perfect holes you can be proud of.
David Snyder
Building FSII
Lakewood, N.J.
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
To fill your master cyl. Without getting air in it.put the fluid in a pump
oil can,stick a piece of clear tubing over the end of the spout then put the
other end over the bleeder fitting of the caliper, open the fitting and pump
the fluid back into the master cyl.
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: "Big Lar's" flight |
Lar, Thanks for the + on my planes. We both know that they are built
strong plus. I chanage anyone to build a Kolb stronger than these.- I
enjoyed showing you our wonderful flying area, I think one of the best in
the USA, and I had seen a lot of it. Come back and see us. George----
Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: "Big Lar's" flight
>
> It was great.................a Kolb-er's paradise. I think George, and Ed
> Kiger, and their buddies have created one of the neatest little toy
patches
> around. Zooming around up there, it seemed like everywhere I looked,
there
> were airplanes parked by houses, or sticking out of hangars. I believe
> George told me there were 35 members of the Black Mesa Flyers, of which at
> least 1/2 dozen, or more, are Kolbs. Prescott, AZ, EAA chapter has over
150
> members. This is an ACTIVE area. What he DIDN'T tell you were about the
> snickers as ol' 6', 200#, pot bellied Lar crammed himself into the back
seat
> (??) of a 503 powered FireStar II. (I think it was really the luggage
> compartment) Did he mention ducking as my knees waved around his ears, as
I
> tried to get rid of the cramp in my butt, caused by twisting (trying to
> twist ??) to get a coyote picture ??...................that almost didn't
> come out anyway ?? I also found that there's still room in my life
> for the trusty old Nikon F2 that I've used with so much pleasure and
> success, for so many years. The digital camera sorta worked, but by the
> time I'd found my target thru that chintzy little viewfinder, set the
zoom,
> pressed the button 1/2 way, waited for the green light to come on, then
take
> the picture.......................at 65 mph, it did hamper my style a bit.
> (??) Next time, the Nikon goes for the ride. See what I'll go thru to
> weasel myself into another ride ?? I'm in the early stages of learning
how
> to edit photos in the computer, so the antelope and coyote pics are only
> fair - I enhanced them as best I could - but still................I'll
> publish some to photoshare tonight.................then it's up to Matt,
> when you'll see them. Don't expect too much. Did I mention
that
> George is a sneaky ol' rascal ?? First, he took me for that jaw dropping
> ride, over that neat country, where the antelope play, and the coyotes
> run..................THEN, back at the hangar he shows me the cute little
> FireStar I he has for sale. You think I wasn't about ready to write a
check
> on the spot, and cram that thing into the back of a certain Dodge
Pick-m-up
> ?? Or tie it to the roof ?? Or even fly it home, then hitch-hike back
for
> the truck ?? Dirty Pool, Man ! ! ! A couple or 3 things DID
> impress me.................He demonstrated rock steady hands-off flying
for
> quite a way, and that little plane seemed to handle the extra 200 lbs of
> lard very nicely. It must be a gas, when he's by himself. When
circling
> the antelope, he made a couple of passes - not too close - then left them
> alone, before they got too nervous. Even did the same with the coyotes,
> which many consider to be fair game. Livestock, he stayed completely
> away from, which impressed me even more, cause I know 1st hand (from
> listening to livestock owning friends in Sequim, WA) how irate the owners
> can get over dumb-shits buzzing their animals. Then he made a touch
> followed by a full stop landing..............both wheel landings, and both
> 'squeakers.' (Are they still 'squeakers' in the dirt & gravel ??) We
> lucked out, and got our flight in between rain squalls, then visited with
> others. Many, many airplanes; many pleasant people, in a really nice
> area. Thanks George ! ! ! Went 'n Gottum Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "George Thompson" <eagle1(at)commspeed.net>
> To:
> Subject: Kolb-List: "Big Lar's" flight
>
>
> >
> > Well, fellow Kolbers, I just had the pleasure of introducing our famous?
> "Big Lar" to the wonderful flying area of Northern Arizona. We took a 30 +
> min. ride in my Firestar II and were lucky enough to see quite a large
heard
> of antilope and half a dozen coyotes. With his didgital camera clicking
> rapadly we may be treated to some pictures on the list. It was his first
> flight in a small? ultralight and he found it very invigerating to fly 10
or
> so feet high off of the ground. It took some very pricise flying to try to
> out minuver those coyotes. I mean they can turn on a dime, even tighter
than
> my Firestar II. I arranged for some of our other Kolb drivers to be at the
> field. We have 5 Kolbs at our field.
> > Both this Firestar II and my single place KXP are up for sale and
> will appear in the next issue of the "Aero Trader". Please look them up
and
> give me a call.
> > If Lar thinks they are good enough to go for a ride in, then they
> must be OK. So Lar, Post some of those pictures if they came out OK.
> > George Thompson The Bald Eagle of Arizona.
> >
> >
>
>
________________________________________________________________________________
| From: | "Russell Phillips" <rphillip1999(at)hotmail.com> |
| Subject: | Floor pan and seats |
I am at the point in construction where I need to install the floor
pans and the seat on a Mark III Classic. The instructions I have contradict
themselves, plus I would like to here some ideas from the "been there done
that" crowd. Does the aft end of the rear floor plan lay flat on the lower
fuselage frame or angle up to the upper frame where the control stick
mounts? Does the seat webbing sandwich between the pan and the upper frame?
I don't want to permanently attach the floor pans, so that I can access
the hydraulic brake cylinders. Is there something better than pan head
screws? If the pan does angle up at the rear I will need to get a larger
piece of aluminum (the one Kolb sent is to small)
Thanks for any responses I get. This list is a great source of
information.
Russ in southwestern NY
Still pluggin away at my plane.
http://resourcecenter.msn.com/access/plans/2monthsfree.asp
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: O'brian brakes |
Any one know if the O'brian brakes will fit the plastic wheels that come
on the firefly? How about the weight or cost?
Ed Diebel
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Floor pan and seats |
Russell, I can't help you with the "seats" question, as I used custom seats;
but for a look at the floor pan assembly, go to my website - click on the
link below - and, under "Building Vamoose," go to the page on "Rudder Trim."
There's a couple of pics there, that show the floor pans fairly well. Keep
in mind, I DID modify them a little with cut-outs, and by dropping the front
2" for better foot positioning on the rudder pedals.
GoGittum Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Russell Phillips" <rphillip1999(at)hotmail.com>
Subject: Kolb-List: Floor pan and seats
>
>
> I am at the point in construction where I need to install the floor
> pans and the seat on a Mark III Classic. The instructions I have
contradict
> themselves, plus I would like to here some ideas from the "been there done
> that" crowd. Does the aft end of the rear floor plan lay flat on the
lower
> fuselage frame or angle up to the upper frame where the control stick
> mounts? Does the seat webbing sandwich between the pan and the upper
frame?
> I don't want to permanently attach the floor pans, so that I can access
> the hydraulic brake cylinders. Is there something better than pan head
> screws? If the pan does angle up at the rear I will need to get a larger
> piece of aluminum (the one Kolb sent is to small)
> Thanks for any responses I get. This list is a great source of
> information.
> Russ in southwestern NY
> Still pluggin away at my plane.
>
>
> http://resourcecenter.msn.com/access/plans/2monthsfree.asp
>
>
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
Hey Paul,
Dale didn't tell you that the Ultrastar is considered by many as one of the
best flyers. I agree .. I own one.
________________________________________________________________________________
| From: | "Jeffrey Jones" <jeffrey.jones(at)fuse.net> |
Bob,
I saw the O'Brien brakes setup also. Spoke with Ray about them.......what is nice
about his new setup is they a made a device which bolts on over the heel brake
studs. This unit holds the master cylinders and easy as 1.2.3 to install.
He indicated pricing will be in the upper 3 digits. I interpret that as to
around $800.
That Ray is superior to Bob Villa.
Bob Wrote:
In a message dated 10/23/02 11:52:22 PM Pacific Daylight Time,
kolb-list-digest(at)matronics.com writes:
> . Ray at Kolb recomended the Obrian brakes(?) does anyone know anything
> about their reputation, or other alternatives (Matco perhaps?).
At the fly-in, we saw the new Obrian brakes they are offering. They said
they are so much better than Matco. More money! But worth the difference, is
what they said. Maybe we'll hear from some on the list who has experience
with the new brakes?
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Re: Floor pan and seats |
>
>
> I am at the point in construction where I need to install the floor
>pans and the seat on a Mark III Classic. The instructions I have contradict
>themselves, plus I would like to here some ideas from the "been there done
>that" crowd. Does the aft end of the rear floor plan lay flat on the lower
>fuselage frame or angle up to the upper frame where the control stick
>mounts?
Yes it does. It overlaps the front piece and lays on top of it.
>Does the seat webbing sandwich between the pan and the upper frame?
Yes. Don't have a picture, but I cut out 2 strips of .024 aluminum (one for
each side) about an inch wide and laid them over the fabric so that the top
edge is as low as possible so that your legs won't contact it, and it
projects downward at the same angle as the floor pan angles up. The rivits
that attach the fabric go through it to hold it to the tube. There are
several places along the lower edge where I drilled holes and inserted
U-type tinnerman nuts. The upper edge of the pan lays on it and is held to it.
> I don't want to permanently attach the floor pans, so that I can access
>the hydraulic brake cylinders. Is there something better than pan head
>screws?
I welded extra tabs onto the tubes and used tinnerman nuts with screws. You
could rivit aluminum tabs and use U-type tinnerman nuts for easy removal.
Find a 2' x 3' carpet that matches your paint scheme, cut to fit, and lay
it over the pan when you're done. Drill and stick the screw through it.
Stops vibration and noise, and the screws won't vibrate back out.
>If the pan does angle up at the rear I will need to get a larger
>piece of aluminum (the one Kolb sent is to small)
> Thanks for any responses I get. This list is a great source of
>information.
>Russ in southwestern NY
>Still pluggin away at my plane.
>
>
>http://resourcecenter.msn.com/access/plans/2monthsfree.asp
>
>
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
| Subject: | Re: Floor pan and seats |
Note! The MKIII classic floor pan is a two piece unit the front part is
attached to the rudder peddles assembly that slides for and aft for
different size people. The front piece is attached only at the front and
should be removable to allow access to the master cylinders. The rear
piece of the floor pan does angle up and back to the front of the seats.
I don't remember if the webbing is sandwiched between the pan and the
frame but it would seem to be the thing to do.
Also I flew my VW powered airplane last night with 200 lbs of ballast
in the seat beside me. That's my 220 lbs plus 60 lbs of fuel 200 lbs of
salt bags and my 560 lb airplane. I had power to spare but I find I'm at
the forward end of my CG range. Also the stock landing gear actually get
springy at this weight.
Rick Neilsen
Redrive VW powered MKIII
>>> rphillip1999(at)hotmail.com 10/24/02 09:53PM >>>
I am at the point in construction where I need to install the
floor
pans and the seat on a Mark III Classic. The instructions I have
contradict
themselves, plus I would like to here some ideas from the "been there
done
that" crowd. Does the aft end of the rear floor plan lay flat on the
lower
fuselage frame or angle up to the upper frame where the control stick
mounts? Does the seat webbing sandwich between the pan and the upper
frame?
I don't want to permanently attach the floor pans, so that I can
access
the hydraulic brake cylinders. Is there something better than pan head
screws? If the pan does angle up at the rear I will need to get a
larger
piece of aluminum (the one Kolb sent is to small)
Thanks for any responses I get. This list is a great source of
information.
Russ in southwestern NY
Still pluggin away at my plane.
http://resourcecenter.msn.com/access/plans/2monthsfree.asp
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Floor pan and seats |
In a message dated 10/24/2002 9:56:28 PM Eastern Daylight Time,
rphillip1999(at)hotmail.com writes:
> If the pan does angle up at the rear I will need to get a larger
> piece of aluminum (the one Kolb sent is to small)
> Thanks for any responses I get. This list is a great source of
> information.
> Russ in southwestern NY
> Still pluggin away at my plane.
>
Russ,
When Kolb started offering dual stick controls as an option on the Mark III
they quit turning the floor pan up at the rear. It was in the way of the
dual controls. I had the same question when I was building mine. You should
have 4 strips of aluminum about 5/8" wide and the width of the seat.
Steven Green
Mk III 210 hrs.
N58SG
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Forward end of CG range |
If you are at the forward end of your CG range, be careful when you explore
what it does with full flaps and high power settings. Things change a bit,
don't get surprised at an inopportune moment.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Also I flew my VW powered airplane last night with 200 lbs of ballast
>in the seat beside me. That's my 220 lbs plus 60 lbs of fuel 200 lbs of
>salt bags and my 560 lb airplane. I had power to spare but I find I'm at
>the forward end of my CG range. Also the stock landing gear actually get
>springy at this weight.
>
>Rick Neilsen
>Redrive VW powered MKIII
________________________________________________________________________________
| From: | Tiffany Pitra <tif_qtra(at)yahoo.com> |
Is anybody flying with 1/2 vw,and if so how well does it work in a firestar.
---------------------------------
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Specification Drift |
Gentlemen:
While I was in London, KY for the Kolb gathering something came to my
attention which I think is ripe for discussion on the list.
The new TNK models, the Extra and Kolbra, despite their outward
changes, all use the wing spar and strut system devised by Dennis and Homer
for the Mark III. When I bought my Mark III the specs said the gross weight
was "800-- normal, 1000 maximum." Because the new models are heavier --seems
the average Mark III Extra is coming in around 575 lbs.-- there is not alot
of headroom after you load full fuel and a 200 lb pilot. In fact, if you
were playing by the rules most of the new planes would be limited to
something like a 90 lb passenger assuming 15 gallons and a 200 lb pilot.
The response of a number of builders has been to unilaterally raise
the gross weight of their planes. I saw a data plate on a Kolbra where the
builder stated the gross weight was 1100 lbs. He had a jabiru engine and a
full panel, and, as I recall, a BRS, so I suspect he needed it just to carry
a passenger.
I asked another Mark III extra guy to see the engineering calculations
he had done to justify the gross weight increase and he replied, "Kolbs are
strong." When I pressed him for the numbers he got annoyed and said, "The
design is very conservative," and told me as the manufacturer of the aircraft
he could set the weight anywhere he wanted. That ended the conversation, but
left me to wonder at the difference between that which is permissible and
that which is right.
In some respects I think folks like John Hauck and Rick Trader is
responsible for this cavalier attitude (and I make this observation with the
greatest respect). John has written about loading his plane to 1200 lbs and
above. Nothing has happened to him yet, which permits folks to draw the
conclusion that it must be OK. However, my rather primitive understanding of
structural failures in aircraft is that everything is just fine and dandy
until the wing fails upward just outside the wing strut attach point, or some
other similar scenario. Put another way, the failure is often instantaneous
and catastrophic, it doesn't give you any warning. So if you are operating
outside the envelope and you haven't had a problem yet it only proves that
you haven't had a problem YET.
Anyway, I am somewhat troubled by what I see as fuzzy, unquantified,
thinking on this subject.
Years ago a seriously obese friend of mine who was a partner in the
Cessna 182 I was flying asked me to fly with him out to Williamsport, PA to
pick up a couple who was staying with him for the weekend. We topped off the
tanks (80 gallons) for the trip. When we got to Williamsport we were met at
the ramp by the passengers. They looked like a pair of bowling balls. The
wife fatter than the husband. With the fuel we were carrying we were going
to be way over gross. I turned to my friend and said, "Why the heck didn't
you tell me were flying these enormous people when we got the fuel . . . what
were you thinking!!!!???""
He looked a little sheepish and said, "Well it said in FLYING magazine
that if you can close the doors on a Cessna 182 you can fly the load." I
suggested that the Pilot Operating Handbook might be more authoritative, and
made him take out the POH and do the calculations based on a combined
(estimated) passenger weight of 500 lbs. The calculations showed that we
would be out of CG to the rear and well over gross. When he was done I asked
him what he thought about the ride home. Astonishingly, he said that he
would still do the flight. When I asked why, he just gave me some hand-wavey
bullshit about the 182 being a great load carrying plane and the CG graph in
the POH being written by lawyers. It was evident that he thought that the
gross weight and CG limitations published by the manufacturer were merely
advisory and didn't apply to him when they were inconvenient.
What resulted was a scene on the ramp that embarrassed all concerned.
But the fact of the matter is that insurance companies (especially in the
present environment) are looking for excuses to deny coverage, and operating
the aircraft outside the published envelope is the equivalent of painting a
big bull's eye on your chest for the plaintiff's lawyer prosecuting the case
for the injured passenger.
The question is this gents: is it right to load our planes beyond
their recommended gross weight?
Mark R. Sellers
Kolb Twinstar Mark III, N496BM
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Re: Floor pan and seats |
Hey Russ. Bill sending, still working on my Mark III Classic in Colorado.
I fabricated two aluminum inspection plates for the brake cylinders, one for
the rear floor piece, then one for the forward that overlaps the rear one
partially. The front plate is notched to accomodate the heel pedals These
are attached with camlocks. Also put two inspection rings in the fabric
just below the brake cylinders. This should give me good access just in
case I spring a leak. Call me if you have questions 303-838-2240. Good
Luck!
----- Original Message -----
From: Russell Phillips <rphillip1999(at)hotmail.com>
Subject: Kolb-List: Floor pan and seats
>
>
> I am at the point in construction where I need to install the floor
> pans and the seat on a Mark III Classic. The instructions I have
contradict
> themselves, plus I would like to here some ideas from the "been there done
> that" crowd. Does the aft end of the rear floor plan lay flat on the
lower
> fuselage frame or angle up to the upper frame where the control stick
> mounts? Does the seat webbing sandwich between the pan and the upper
frame?
> I don't want to permanently attach the floor pans, so that I can access
> the hydraulic brake cylinders. Is there something better than pan head
> screws? If the pan does angle up at the rear I will need to get a larger
> piece of aluminum (the one Kolb sent is to small)
> Thanks for any responses I get. This list is a great source of
> information.
> Russ in southwestern NY
> Still pluggin away at my plane.
>
>
> http://resourcecenter.msn.com/access/plans/2monthsfree.asp
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Floor pan and seats |
How was the handling at that weight, Richard ??
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Kolb-List: Floor pan and seats
>
> Note! The MKIII classic floor pan is a two piece unit the front part is
> attached to the rudder peddles assembly that slides for and aft for
> different size people. The front piece is attached only at the front and
> should be removable to allow access to the master cylinders. The rear
> piece of the floor pan does angle up and back to the front of the seats.
> I don't remember if the webbing is sandwiched between the pan and the
> frame but it would seem to be the thing to do.
>
> Also I flew my VW powered airplane last night with 200 lbs of ballast
> in the seat beside me. That's my 220 lbs plus 60 lbs of fuel 200 lbs of
> salt bags and my 560 lb airplane. I had power to spare but I find I'm at
> the forward end of my CG range. Also the stock landing gear actually get
> springy at this weight.
>
> Rick Neilsen
> Redrive VW powered MKIII
>
> >>> rphillip1999(at)hotmail.com 10/24/02 09:53PM >>>
>
>
>
> I am at the point in construction where I need to install the
> floor
> pans and the seat on a Mark III Classic. The instructions I have
> contradict
> themselves, plus I would like to here some ideas from the "been there
> done
> that" crowd. Does the aft end of the rear floor plan lay flat on the
> lower
> fuselage frame or angle up to the upper frame where the control stick
> mounts? Does the seat webbing sandwich between the pan and the upper
> frame?
> I don't want to permanently attach the floor pans, so that I can
> access
> the hydraulic brake cylinders. Is there something better than pan head
>
> screws? If the pan does angle up at the rear I will need to get a
> larger
> piece of aluminum (the one Kolb sent is to small)
> Thanks for any responses I get. This list is a great source of
> information.
> Russ in southwestern NY
> Still pluggin away at my plane.
>
>
> http://resourcecenter.msn.com/access/plans/2monthsfree.asp
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Forward end of CG range |
I'd be interested in exploring THat a little further, too, Mr. Pike.
Thanks. The AOPA fandango is in full swing here in Palm Springs,
and my home is almost directly under the approach path. Sure is busy up
there. Gotta go take an in-depth look at it today.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Richard Pike" <rwpike(at)preferred.com>
Subject: Kolb-List: Forward end of CG range
>
> If you are at the forward end of your CG range, be careful when you
explore
> what it does with full flaps and high power settings. Things change a bit,
> don't get surprised at an inopportune moment.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> >
> >
> >Also I flew my VW powered airplane last night with 200 lbs of ballast
> >in the seat beside me. That's my 220 lbs plus 60 lbs of fuel 200 lbs of
> >salt bags and my 560 lb airplane. I had power to spare but I find I'm at
> >the forward end of my CG range. Also the stock landing gear actually get
> >springy at this weight.
> >
> >Rick Neilsen
> >Redrive VW powered MKIII
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Specification Drift |
Seems to me that several years ago, there was something published to the
effect that the Mk III was originally designed for a gross weight of 1200 #.
Then was downgraded to..............994# ??............to comply with
ultralight instruction specs. I believe this is why John feels secure in
carrying the load he does. I've always seen his comments and
recommendations to be quite conservative. Big Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <Cavuontop(at)aol.com>
Subject: Kolb-List: Specification Drift
>
> Gentlemen:
>
> While I was in London, KY for the Kolb gathering something came to
my
> attention which I think is ripe for discussion on the list.
>
> The new TNK models, the Extra and Kolbra, despite their outward
> changes, all use the wing spar and strut system devised by Dennis and
Homer
> for the Mark III. When I bought my Mark III the specs said the gross
weight
> was "800-- normal, 1000 maximum." Because the new models are
heavier --seems
> the average Mark III Extra is coming in around 575 lbs.-- there is not
alot
> of headroom after you load full fuel and a 200 lb pilot. In fact, if you
> were playing by the rules most of the new planes would be limited to
> something like a 90 lb passenger assuming 15 gallons and a 200 lb pilot.
>
> The response of a number of builders has been to unilaterally raise
> the gross weight of their planes. I saw a data plate on a Kolbra where
the
> builder stated the gross weight was 1100 lbs. He had a jabiru engine and
a
> full panel, and, as I recall, a BRS, so I suspect he needed it just to
carry
> a passenger.
>
> I asked another Mark III extra guy to see the engineering
calculations
> he had done to justify the gross weight increase and he replied, "Kolbs
are
> strong." When I pressed him for the numbers he got annoyed and said, "The
> design is very conservative," and told me as the manufacturer of the
aircraft
> he could set the weight anywhere he wanted. That ended the conversation,
but
> left me to wonder at the difference between that which is permissible and
> that which is right.
>
> In some respects I think folks like John Hauck and Rick Trader is
> responsible for this cavalier attitude (and I make this observation with
the
> greatest respect). John has written about loading his plane to 1200 lbs
and
> above. Nothing has happened to him yet, which permits folks to draw the
> conclusion that it must be OK. However, my rather primitive understanding
of
> structural failures in aircraft is that everything is just fine and dandy
> until the wing fails upward just outside the wing strut attach point, or
some
> other similar scenario. Put another way, the failure is often
instantaneous
> and catastrophic, it doesn't give you any warning. So if you are
operating
> outside the envelope and you haven't had a problem yet it only proves that
> you haven't had a problem YET.
>
> Anyway, I am somewhat troubled by what I see as fuzzy,
unquantified,
> thinking on this subject.
>
> Years ago a seriously obese friend of mine who was a partner in the
> Cessna 182 I was flying asked me to fly with him out to Williamsport, PA
to
> pick up a couple who was staying with him for the weekend. We topped off
the
> tanks (80 gallons) for the trip. When we got to Williamsport we were met
at
> the ramp by the passengers. They looked like a pair of bowling balls.
The
> wife fatter than the husband. With the fuel we were carrying we were
going
> to be way over gross. I turned to my friend and said, "Why the heck
didn't
> you tell me were flying these enormous people when we got the fuel . . .
what
> were you thinking!!!!???""
>
> He looked a little sheepish and said, "Well it said in FLYING
magazine
> that if you can close the doors on a Cessna 182 you can fly the load." I
> suggested that the Pilot Operating Handbook might be more authoritative,
and
> made him take out the POH and do the calculations based on a combined
> (estimated) passenger weight of 500 lbs. The calculations showed that we
> would be out of CG to the rear and well over gross. When he was done I
asked
> him what he thought about the ride home. Astonishingly, he said that he
> would still do the flight. When I asked why, he just gave me some
hand-wavey
> bullshit about the 182 being a great load carrying plane and the CG graph
in
> the POH being written by lawyers. It was evident that he thought that the
> gross weight and CG limitations published by the manufacturer were merely
> advisory and didn't apply to him when they were inconvenient.
>
> What resulted was a scene on the ramp that embarrassed all
concerned.
> But the fact of the matter is that insurance companies (especially in the
> present environment) are looking for excuses to deny coverage, and
operating
> the aircraft outside the published envelope is the equivalent of painting
a
> big bull's eye on your chest for the plaintiff's lawyer prosecuting the
case
> for the injured passenger.
>
> The question is this gents: is it right to load our planes beyond
> their recommended gross weight?
>
> Mark R. Sellers
> Kolb Twinstar Mark III, N496BM
>
>
________________________________________________________________________________
| Subject: | Re: Specification Drift |
| From: | ul15rhb(at)juno.com |
> But the fact of the matter is that insurance companies (especially in
the present environment) are looking for excuses to deny coverage, and
operating the aircraft outside the published envelope is the equivalent
of painting a big bull's eye on your chest for the plaintiff's lawyer
prosecuting the case for the injured passenger.
>
> The question is this gents: is it right to load our planes beyond
> their recommended gross weight?
>
> Mark R. Sellers
> Kolb Twinstar Mark III, N496BM]
Very good post Mark! My answer to your question is an absolute NO. Gross
weight figures are there for a reason and the lawyers didn't come up with
the figure. Some aircraft are more forgiving than others, and Kolb
happens to be one of them, but how far can a pilot carry it? I recently
bought a Honda Shadow motorcycle and noticed the gross weight is printed
in the operators handbook AND on the machine itself. Not only is it
printed, but they come right out and say that 'serious injury or death'
could result if that limit is exceeded.
We as pilots know all of this and tend to push the limits. I exceeded the
limits on that bike when I took my heavy son for a ride. I knew the bike
would not break, BUT a motorcycle is designed way beyond its published
weight restriction. Knowing this, I took responsibility and had a safe
ride. Aircraft on the other hand have this tendency to built up metal
fatigue, unlike the motorcycle frame that is made totally of steel. What
about weight and balance? The laws of physics are sometimes very
unforgiving and there are a few of us who have survived such catastrophic
incidences. We have all heard some of these stories right here on the
list.
Ralph
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
| Subject: | Re: Specification Drift |
I agree I hear this quite a bit of this also. When I have flown even the
factory Kolb MKIII with the 912 I know it is over gross but not to the
tune of 100lbs over. I had a long discussion with Dennis Souder on this
point back when he was the owner. He indicated that the design was
conservative but that was ALL he would say. I did get him to agree that
SOME overloading on a smooth day would be OK. He said he had considered
raising the gross weight limit but everyone seems to fly the planes over
gross, if he raised the limit and people continued to be as loose with
the raised limit people would die. My interpretation of the discussion
is the 1000 lb. gross weight is a warning flag if you get close to or
exceed it you need to compensate for it.
My personal rule is this. I will fly my MKIII at weights up to 1050lbs
gross weight but I will never fly fast in midday thermals at this
weight. If I'm flying in the 800-900 lb. range and below 80 MPH I should
be able to fly in reasonablely rough weather. Keep in mind my stomach
will not tolerate much so this should be ok.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIII
>>> Cavuontop(at)aol.com 10/25/02 09:32AM >>>
Gentlemen:
While I was in London, KY for the Kolb gathering something came
to my
attention which I think is ripe for discussion on the list.
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: Specification Drift |
Mark,
So how did you get home?
When I did my dual training for a PPL in rented Cessna 150's, they
almost always took off, over gross, with full tanks. Full tanks were
almost never needed for training. For my checkride, I had to make sure
that the tanks were not full. I was not impressed with general aviation
becuause of that.
John Jung
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
| Subject: | Re: Floor pan and seats |
The feel doesn't change much. I does ride thru the thermals better. It
takes more back pressure to keep the nose up but this can be trimmed
out. On climb out with high power at low speeds I find I'm holding the
stick back quite a bit. My MKIII has a higher thrust line than most so
it is worse than other MKIIIs. I think it was Richard Pike that warned
about flaps. I use flaps for landing if I had a missed approach and had
to do a go around I would have to raise the flaps to climb. I don't use
full flaps but full flaps with full power could cause a power dive. I'm
considering changing the balance of my plane. I would rather add weight
to the nose when I'm light than adding weight to the tail when I'm
already heavy.
Rick Neilsen
Redrive VW powered MKIII
>>> biglar(at)gogittum.com 10/25/02 09:16AM >>>
How was the handling at that weight, Richard ??
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Richard Neilsen" <neilsenr(at)michigan.gov>
Subject: Re: Kolb-List: Floor pan and seats
>
> Note! The MKIII classic floor pan is a two piece unit the front part
is
> attached to the rudder peddles assembly that slides for and aft for
> different size people. The front piece is attached only at the front
and
> should be removable to allow access to the master cylinders. The
rear
> piece of the floor pan does angle up and back to the front of the
seats.
> I don't remember if the webbing is sandwiched between the pan and
the
> frame but it would seem to be the thing to do.
>
> Also I flew my VW powered airplane last night with 200 lbs of
ballast
> in the seat beside me. That's my 220 lbs plus 60 lbs of fuel 200 lbs
of
> salt bags and my 560 lb airplane. I had power to spare but I find I'm
at
> the forward end of my CG range. Also the stock landing gear actually
get
> springy at this weight.
>
> Rick Neilsen
> Redrive VW powered MKIII
>
> >>> rphillip1999(at)hotmail.com 10/24/02 09:53PM >>>
>
>
>
> I am at the point in construction where I need to install the
> floor
> pans and the seat on a Mark III Classic. The instructions I have
> contradict
> themselves, plus I would like to here some ideas from the "been
there
> done
> that" crowd. Does the aft end of the rear floor plan lay flat on
the
> lower
> fuselage frame or angle up to the upper frame where the control
stick
> mounts? Does the seat webbing sandwich between the pan and the
upper
> frame?
> I don't want to permanently attach the floor pans, so that I can
> access
> the hydraulic brake cylinders. Is there something better than pan
head
>
> screws? If the pan does angle up at the rear I will need to get a
> larger
> piece of aluminum (the one Kolb sent is to small)
> Thanks for any responses I get. This list is a great source of
> information.
> Russ in southwestern NY
> Still pluggin away at my plane.
>
>
> http://resourcecenter.msn.com/access/plans/2monthsfree.asp
>
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Specification Drift |
In fact, if you
were playing by the rules most of the new planes would be limited to
something like a 90 lb passenger assuming 15 gallons and a 200 lb
pilot.
Considering everything you said...this is a trivial point. TNK (I
believe) has done away with all but the standard 10 gallon gas setup.
(I believe you have the 3 tank 15 gal. setup that Old Kolb did for
awhile...)
So add 30 more pounds to your passenger... ;-)
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Floor pan and seats |
Hey Russ. Bill sending, still working on my Mark III Classic in
Colorado.
I fabricated two aluminum inspection plates for the brake cylinders, one
for
the rear floor piece, then one for the forward that overlaps the rear
one
partially. The front plate is notched to accomodate the heel pedals
These
are attached with camlocks. Also put two inspection rings in the fabric
just below the brake cylinders. This should give me good access just in
case I spring a leak. Call me if you have questions 303-838-2240. Good
Luck!
Bill,
I am a little confused about inspection rings in the "fabric" to
get to the cylinders. The cylinders would be above the nose cone when
it is installed. I am making an access panel under the nose cone to get
at mine (realizing that you can drill out a couple of rivets and the
remove the pan above the cylinders...forward pan, not the rear pan...)
Anyway to make the access hole in the fiberglass, all you have to do is
cut out a piece of the cone, cover a little bit of the edge of the piece
you cut out with duct tape (for a release agent) tape it in place on the
outside, and lay-up a couple of strips of fiberglass on top of the joint
(on the inside of the cone). Let it cure a couple of hours and pop the
panel out before it bonds too good and let the "flange" you just made
cure all the way. Use tinnerman nuts in the fiberglass flange (or
nutplates, bonded to the back side of the flange and use stainless steel
screws through the panel and viola!
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| Subject: | Re: "Big Lar's" flight |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/24/02 18:53Ken Korenek
> George, what gross weight do you rate your wings at?
========================
If the Kolb is rated at 4.4 G's it will cary its gross weight X 4 which I
think is in excess of a couple of tones. In other words they may have
exceeded the margin of 4 g's at gross that was designed at the factory, but
were still well within the stractural strangth of the wings. Now if they
were to do aerobatics its likely they would not be here. I am more impressed
with that power to weight ratio being able to hoist those two adults. :-)
Ron(FHU)
________________________________________________________________________________
| Subject: | Re: Specification Drift |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/25/02 6:32Cavuontop(at)aol.com
> That ended the conversation, but
> left me to wonder at the difference between that which is permissible and
> that which is right.
=============================
Well you need to define *right*. Simply casting doubts does not lend itself
to an intelligent analysis.
In terms of overloading you need to keep in mind the built in margin. If an
aircraft is rated for 4-5 g's ultimate then you can multiply the GW by the
g's and then you would know when something will break. However its very hard
in normal flight to ever get close to 3 g's let alone 4.4 (or whatever it is
it was tested to).
Ron(FHU)
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Re: Floor pan and seats |
Jeremy - Mine is a Mark III Classic, Matco brakes. The brake cylinders are
about 3/4ths behind the cage rear bottom curved hoop where you attach the
bottom fabric. With the nosecone installed, the inspection ring is
installed so that the forward most part of the ring is about an inch behind
the rear edge of the nosecone. This only gives me access to the rear
cylinder fittings from the bottom, and with the removable inspection plates
above the cylinders, I have top access to the forward fittings, and top and
bottom access to the rear fittings. Hope that makes it clear. Bill
----- Original Message -----
From: Jeremy Casey <jrcasey(at)ldl.net>
Subject: RE: Kolb-List: Floor pan and seats
>
>
> Hey Russ. Bill sending, still working on my Mark III Classic in
> Colorado.
> I fabricated two aluminum inspection plates for the brake cylinders, one
> for
> the rear floor piece, then one for the forward that overlaps the rear
> one
> partially. The front plate is notched to accomodate the heel pedals
> These
> are attached with camlocks. Also put two inspection rings in the fabric
> just below the brake cylinders. This should give me good access just in
> case I spring a leak. Call me if you have questions 303-838-2240. Good
> Luck!
>
>
> Bill,
>
> I am a little confused about inspection rings in the "fabric" to
> get to the cylinders. The cylinders would be above the nose cone when
> it is installed. I am making an access panel under the nose cone to get
> at mine (realizing that you can drill out a couple of rivets and the
> remove the pan above the cylinders...forward pan, not the rear pan...)
> Anyway to make the access hole in the fiberglass, all you have to do is
> cut out a piece of the cone, cover a little bit of the edge of the piece
> you cut out with duct tape (for a release agent) tape it in place on the
> outside, and lay-up a couple of strips of fiberglass on top of the joint
> (on the inside of the cone). Let it cure a couple of hours and pop the
> panel out before it bonds too good and let the "flange" you just made
> cure all the way. Use tinnerman nuts in the fiberglass flange (or
> nutplates, bonded to the back side of the flange and use stainless steel
> screws through the panel and viola!
>
> Jeremy Casey
> jrcasey(at)ldl.net
>
>
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
| Subject: | Re: "Big Lar's" flight |
Ron,
The times that I flew my Firestar II at gross, it had only one
carburator (46 hp), and had no problem with power. Plus the handling was
unchanged. The change that I noticed was a longer takeoff run and a
longer landing roll.
John Jung
CaptainRon wrote:
>
>I am more impressed
>with that power to weight ratio being able to hoist those two adults. :-)
>
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
| Subject: | Re: Floor pan and seats |
I had the same question a few years back. I ended up placing the floor flat
on the lower frame. I fastened it down with the sealed aluminum rivets
after I sprayed the tubes with tubeseal or LDS 3. Only had to drill them
out three times already, but I'm close to flying....
----- Original Message -----
From: "Russell Phillips" <rphillip1999(at)hotmail.com>
Subject: Kolb-List: Floor pan and seats
>
>
> I am at the point in construction where I need to install the floor
> pans and the seat on a Mark III Classic. The instructions I have
contradict
> themselves, plus I would like to here some ideas from the "been there done
> that" crowd. Does the aft end of the rear floor plan lay flat on the
lower
> fuselage frame or angle up to the upper frame where the control stick
> mounts? Does the seat webbing sandwich between the pan and the upper
frame?
> I don't want to permanently attach the floor pans, so that I can access
> the hydraulic brake cylinders. Is there something better than pan head
> screws? If the pan does angle up at the rear I will need to get a larger
> piece of aluminum (the one Kolb sent is to small)
> Thanks for any responses I get. This list is a great source of
> information.
> Russ in southwestern NY
> Still pluggin away at my plane.
>
>
> http://resourcecenter.msn.com/access/plans/2monthsfree.asp
>
>
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Lexan, which solvent compatible |
Not sure if it will work or hurt lexan, but hand goop works on most things.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Lexan, which solvent compatible |
Be careful...................that clean-up stuff - something or other
Orange, will make lexan hazy. Ask me how I know..............and, no, I'm
not thinking about Simple Green. Don't know about that. Been
There Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <SR3SA2L1(at)aol.com>
Subject: Re: Kolb-List: Lexan, which solvent compatible
>
> Not sure if it will work or hurt lexan, but hand goop works on most
things.
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Weight vs performance |
At the most recent TNK London gathering I asked what about the possibility being
tail heavy in my Mk3/912, w/ 20 gal of fuel, 150 Lbs of me and a full-swivel
tail wheel. The two suggestions I received both avoided the adding major weight
to the nose which adds to the total weight and chips away at performance.
1/ Put a fat cushion at the back of the seat to move my weight forward. I have
done this to all four of my Kolbs with a square life preserver cushion. It works
for me because my legs can reach the peddles and Florida has a lot of water.
The peddle adjustments could be changed to suit most pilots.
2/ Move the battery from the design location behind the passenger seat to the nose
cone (Minor increase incurred by extending the battery cables).
John H. has assured me that, with the 912 power, performance will be no problem.
I'm sure he is right but I want all I can get.
Duane the plane, Tallahassee, Fl, Mk3/912, FireFly 447
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Fellow aircraft mutilators, finally got around to windscreen work today.
I laid out a slightly oversize marking on the lexan and started a cut with
the tinsnips...yechhhh. Didn't like it . Went over to the local humonguous
hardware store and found at the miraculous price of $62 a really nice
variable speed, orbital, dust blowing, headlight equipped , scrolling,
Skil jigsaw. I stuck a 12 teeth/in bosch blade in it and voila! As nice a
cut as you ever saw. (I always wanted an excuse to buy one).
This is the GE MR10 UV and mar resistant stuff, guaranteed for
10 yrs against yellowing in the sun. The label says it can be cleaned
with fantastic, windex, lysol, mr clean, pine sol, 409, top job
and a few other various solvents. -Guess I'll have to save the
peel wrap for future reference. It really is scratch resistant though,
because as I forced it , all rolled up into my little hatchback vw,
I ground the paper off against the deck latch-no scratch!
Anyway, tomorrow some drillin' to do. -BB
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | Re: Specification Drift |
They cannot use all those great specs. climb rate, top speed, etc. with a
normal gross weight of 860. With 630 they can.
David Snyder
Building FSII
Lakewood, N.J.
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | Re: Specification Drift |
Excuse me 725.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: O'Brien Brakes |
Don't know where you got your prices but the kit my friend purchased for
his Hawk that fit the Azusa 6" plastic wheels that was less than $300
including the single handle master cylinder. Yep, they were a snap to put
on his plane. Shouldn't be to bad on a Kolb - problems may be where the
cheap wheel barrow type wheels have been used. May still even work since
old Azusa brake drums were bolted to the wheels. The install on the Azusa
wheels you remove the existing bolts that hold the halves of the wheel
together and replace them with new bolts that have stud sticking out from
what would be the head. It catches into a slotted disc which is connected
to the disc rotor. Makes changing a wheel a snap unlike the Hegar design.
jerb
>
>Bob,
>
>I saw the O'Brien brakes setup also. Spoke with Ray about them.......what
>is nice about his new setup is they a made a device which bolts on over
>the heel brake studs. This unit holds the master cylinders and easy as
>1.2.3 to install. He indicated pricing will be in the upper 3 digits. I
>interpret that as to around $800.
>
>That Ray is superior to Bob Villa.
>
>Bob Wrote:
>
>
>In a message dated 10/23/02 11:52:22 PM Pacific Daylight Time,
>kolb-list-digest(at)matronics.com writes:
>
> > . Ray at Kolb recomended the Obrian brakes(?) does anyone know anything
> > about their reputation, or other alternatives (Matco perhaps?).
>
>At the fly-in, we saw the new Obrian brakes they are offering. They said
>they are so much better than Matco. More money! But worth the difference, is
>what they said. Maybe we'll hear from some on the list who has experience
>with the new brakes?
>
>Fly Safe
>Bob Griffin
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
If you had enough power to get off the ground, you would have a very
marginal rate of climb. I got a few hours in a N3-Pup with a Global engine
(like 1/2 VW), if we got 150 ft min. climb we considered that to be in nose
bleed territory. If your trying to stay with minimum engine a good over
hauled 377 with CDI ignition upgrade would do nicely.
The only feasible option for a 4-stroke I've seen out side of the HKS is
the engine some of the old Team aircraft guys were putting together. It
looked good and the engine it's based on has the reputation of being
tough. (Citron (sp) from France if I recall right) The only problem last
I knew was they haven't really proven it with any adequate amount of test
stand or flight time. Next issue was parts - lack of sources in US if they
were to abandon the product. The weight looked good, might of been based
upon a belt or gear box reduction unit with electric start. I and my
hangar mate were quite interested in it but it the developers seemed to
have lost their momentum just as things were looking promising. Too
bad. See info on it at the link below.
http://www.ultralightnews.com/engineinfo/thunderchief.htm
jerb
>
> Is anybody flying with 1/2 vw,and if so how well does it work in a firestar.
>
>
>---------------------------------
>
>
________________________________________________________________________________
| Subject: | Re: Lexan, which solvent compatible |
Hi Paul here. Glad to be able to offer a tip for you folks! Being a biker
for many years and dealing with lexan windshields,facesheilds, and huge
Mississippi bugs, I can truly offer a great fix for cleaning lexan. Go to
your local motorcycle dealership, and ask for a green lexan cleaning cloth.
sorry cant remember the name brand but they will know what your after. The
material is sorta like a wash cloth treated with a built in solvent that is
activated with clean water! it will remove bug guts and will not distort the
view of the lexan. For helpers it's a jap rag as we call em. hope ya can
find them if not let me know and I will find the mfg. for you.
pp........
----- Original Message -----
From: <SR3SA2L1(at)aol.com>
Subject: Re: Kolb-List: Lexan, which solvent compatible
>
> Not sure if it will work or hurt lexan, but hand goop works on most
things.
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Welcome to the Kolb List, Paul. Far as I know, there's no chat room, and
I've been a member of this mess for 5 yrs now. That's not to say that
something couldn't be set up, but I don't recall anyone ever mentioning it.
Most of the people are fairly conservative, but pleasant and helpful. I
guess I'm kind of the group character, but I do try to be helpful as well.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Pistolero Paul" <ppetty@c-gate.net>
Subject: Kolb-List: hi larry
>
> Hello Larry,
> I'm new to the list but have enjoyed the messages thus far. Do any of you
> Kolbers use a chat room for discussion?
> ----- Original Message -----
> From: "Larry Bourne" <biglar(at)gogittum.com>
> To:
> Subject: Re: Kolb-List: Floor pan and seats
>
>
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
| Subject: | Re: Weight vs performance |
I'm lucky, I weigh 240 lbs and don't have to worry about that.....
but I moved the battery forward just the same. Mine is a Mark III/912 with
the full swivel tailwheel and 11 ounces of lead in a balanced rudder. Only
10 gallons of gas for now (but I sure like Mr. Pike's solution - maybe next
summer). Might can do a weight and balance tomorrow - I'm taking the wings
out to Sundance Field and hooking it all up. Oboy.
----- Original Message -----
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Kolb-List: Weight vs performance
>
> At the most recent TNK London gathering I asked what about the possibility
being tail heavy in my Mk3/912, w/ 20 gal of fuel, 150 Lbs of me and a
full-swivel tail wheel. The two suggestions I received both avoided the
adding major weight to the nose which adds to the total weight and chips
away at performance.
>
> 1/ Put a fat cushion at the back of the seat to move my weight forward. I
have done this to all four of my Kolbs with a square life preserver cushion.
It works for me because my legs can reach the peddles and Florida has a lot
of water. The peddle adjustments could be changed to suit most pilots.
>
> 2/ Move the battery from the design location behind the passenger seat to
the nose cone (Minor increase incurred by extending the battery cables).
>
> John H. has assured me that, with the 912 power, performance will be no
problem. I'm sure he is right but I want all I can get.
>
> Duane the plane, Tallahassee, Fl, Mk3/912, FireFly 447
>
>
________________________________________________________________________________
| From: | "Jon Croke" <Jon(at)joncroke.com> |
>
> Jon, I have the same problem with my TOB brakes. I've gradually
lost some
> throw in the brake handle, and I'm squeezing all the way to the stick,
now.
> Previously, I could slide my wheels on grass when locked up.
> How are you able to top it off without introducing a bubble which
then has
> to be completely bled again?
JD,
I used too much poetic license when I used the term "top off" !! I use
ZepRep's technique to refill, do it every few months, but still wonder where
all that fluid goes! (cant find the leak). I get about 4" of air in the
lines at each wheel over about 4 months.
I would love to slide those wheels on the grass locked up.... but it doesnt
count toward braking efficiency when the Firestar's nose is tilted down and
dragging along the ground on a landing!!!!! Gotta be gentle with those
brakes.... more than enough strength!
Jon
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
goodmorning... One of the most taken for granted parts of an airplane
are the lift struts..and one of the most important as far as stress. Most
planes are overbuilt in this area, including Kolbs, until rust or hidden
damage take their toll. The lift struts on my mkIII are strong enough
ok, but HEAVY. If I change anything in the future it will be to weld
up some nice aircraft streamlined tubing with integral end fittings.
-An adjust feature would be nice too.
When I bought my damaged cage from Ron Carrol (wonder
whatever happened to him?) the left gear tube was folded back/
torn away and the lift carry-through tube had separated right where
the two little diagonal braces attach at the middle. That is the
weakest spot in the whole lift assembly. The welds at the center
create a heat-affected area. Rather than reweld a whole new tube
in, it was easier and stronger to use an outer sleeve repair right
at this spot . -Better than new. But the moral of the story is,
if you have any questions with bent gear/hard landings, look
closely at this spot-even to the point of removing paint that could
be hiding damage. -BB
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
>. I
>guess I'm kind of the group character, but I do try to be helpful as well.
>Lar.
Awwww I want to be the character.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Lexan, which solvent compatible |
Try mineral spirits on a test area. I found that it will remove oils and
gum from tape but not harm things like most other solvents (Acetone or MEK
both bad for Lexan) (Tip - ever need to remove the adhesive left behind
from those tub anti-slip stick-ons, mineral spirits takes it right off.)
We use Lemon Pledge all the time for cleaning our Lexan and leading edge of
the wings.
jerb
>
>
> I got something (maybe graphite lube that goes on wet, ends up being a
>"dry" lube) on Lexan. No amount of isopropyl alcohol and elbow grease
>removes it, though the alcohol doesn't seem to hurt the Lexan. I'm afraid to
>try a hotter solvent that could cut the gunk, but may eat the Lexan.
> Basically I'm looking for a pretty stout solvent that won't hurt Lexan.
>Any chemists out there?
>
>Domenic Perez
>
>
________________________________________________________________________________
In a message dated 10/25/02 9:08:18 PM Eastern Daylight Time,
ulflyer(at)airmail.net writes:
>
> If you had enough power to get off the ground, you would have a very
> marginal rate of climb. I got a few hours in a N3-Pup with a Global engine
>
> (like 1/2 VW), if we got 150 ft min. climb we considered that to be in nose
>
> bleed territory. If your trying to stay with minimum engine a good over
> hauled 377 with CDI ignition upgrade would do nicely.
>
>
Hey Jerry B, I also have flown the N3 Pup with short wings and the Global and
agree wholeheartedly that it was (by Kolb standards) underpowered....barely
skimmed over the trees and houses at the end of the runway on the first
flight. However, the person I ferried that N3 for, destroyed it later, and
bought another one with another version of the 1/2 VW and longer wings and he
gets off in almost the same distance my 447 Kolb does.
No one was more surprised than me....dunno the rated horsepower but the prop
is better matched (as directed by Morrey Hummel) and the pilot is 165#...I
was 190# at the time. The prop matching on that little engine is unbelievably
important....ya gotta git over3150 RPM, that much I do know. Well that little
airplane has the appearance of crumpled aluminum foil right now but the new
one is performing beautifully with the 1/2 VW that is NOT the Global. Somehow
the Global is wanting of HP.
George Randolph
Firestar Driver from
Akron O
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
>
>
>Awwww I want to be the character.
>Woody
>
>Hey Woody/Gents:
>
>You are. :-)
>
>What time is it in Canada?
>
>You're computer is a half day behind us lower 48 folks.
We are on metric time
________________________________________________________________________________
| Subject: | [ Tim Loehrke ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
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Subject: Kolb Photos
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| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
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________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
| Subject: | Specification Shift |
As the Owner/Builder of the only flying Kolbra I am compelled to answer
parts of your posting. I do not know who designed or did design testing of
the Kolbra so I can't blame or thank any particular person. Because your
model of aircraft specification indicates a particular number, you cannot
assume that the other models will use the same number. If you unilaterally
do anything in aviation the outcome is severe so I don't do anything
unilaterally. I do not have a BRS. My Empty Weight is 576 lbs. @ 55.97%
MAC, Useful load is 524 lbs.
Since our aircraft are "Experimental" or "Ultralight," few of the FAA Parts
apply to us as to structural requirements. FAA Part 23 is for certified
airplanes and the information is still pertinent to us for safety. Since I
don't have access to the design specifications or the structural analysis,
I get my guidance from AC65-9A. When I talk about c.g, weight and balance,
and specifications, I have included in CAPS what TNK has provided.
Weight and balance data can be obtained from the following sources:
The aircraft specifications. TNK BROCHURE
The aircraft operating limitations. TNK BROCHURE and my flight testing
The aircraft flight manual. What I determined to write.
The aircraft weight and balance report. What I determined and
calculated.
So that we are talking about the same things, the following Terminology must
be understood:
*The Datum: imaginary vertical plane from which all horizontal measurements
are taken for balance purposes.
-LEADING EDGE OF WING
*The Arm: the horizontal distance that an item of equipment is located from
the datum.
-Actual measurements.
*The Moment: the product of a weight multiplied by its arm.
-My calculations.
*Center of Gravity: a point which the nose-heavy and tail-heavy moments are
exactly equal in magnitude.
-My calculations.
*Maximum Weight: the maximum authorized weight of the aircraft and its
contents, and is indicated in the specifications. For many aircraft there
are variations to the maximum allowable weight, depending on the purpose and
conditions.
-TNK BROCHURE (1000 lbs normal, 1100 lbs maximum)
*Empty Weight: includes all operating equipment that has a fixed location
and is actually installed in the aircraft.
-My actual weighing.
*Useful Load: is determined by subtracting the empty weight from the maximum
allowable gross weight.
My calculation.
*Empty Weight Center of Gravity: the c.g. of an aircraft in its empty weight
condition.
-Not provided.
*Empty Weight Center of Gravity Range:
-Not provided.
*Operating Center of Gravity Range: the distance between the forward and
rearward c.g. limits indicated in the pertinent Aircraft Specifications or
Type Certificate Data Sheets. These limits, determined at the time of design
and manufacture, are the extreme loaded c.g. positions allowable within the
applicable regulations controlling the design of the aircraft. These limits
are shown in either percent MAC (mean aerodynamic chord) or inches from the
datum of the aircraft.
-TNK PHONE CALL (25% - 35% MAC).
*Mean Aerodynamic Chord: the mean average chord of the wing. Any departure
from a rectangular wing plan form will affect the length of the MAC and the
resulting distance from the MAC leading edge to the aircraft wing leading
edge.
-My measurements and calculations (58.34 inches)
*Aircraft Leveling Means: designated by the manufacture and are indicated in
the pertinent Aircraft Specifications.
-TNK PHONE CALL (LEVEL AIRCRAFT TO +7 DEGREES ON THE BOTTOMOF THE WING)
*Weighting Points:
-The wheels measured at the axle centerlines.
*Zero Fuel Weight: the maximum allowable weight of a loaded aircraft without
fuel.
-Does not apply.
*Minimum Fuel: as it applies to weight and balance, is the amount of fuel
that must be shown on the weight and balance report when the airplane is
loaded for an extreme condition check. The fuel load for a small aircraft
with a reciprocating engine for balance purposes is based on engine
horsepower. (Minimum fuel = 1/12 gallon per horsepower x 1/12 x 6 lbs)
This will be the minimum pounds of fuel required for the forward or rearward
weight check.
-For my aircraft, 3.33 pounds.
*Tare Weight: the weight of all extra items, such as jacks, blocks and
chocks on the weighing platform, except that of the item being weighed.
-Does not apply, used electronic scales.
So what are the bottom lines?
Maximum Pilot Weight SOLO: 284 lbs.
Gives GW of 920 lbs @ 27.02% MAC at takeoff
Gives GW of 860.2 lbs @ 25.04% MAC at landing
Minimum Pilot Weight SOLO: 183 lbs.
Gives GW of 819 lbs @ 35 % MAC at takeoff
Gives GW of 759.2 lbs @ 33.39% MAC at landing
Maximum Pilot & Passenger Weights: 214 lbs. and 250 lbs.
Gives GW of 1100 lbs @ 27.73% MAC at takeoff
Gives GW of 1060 lbs @ 26.68% MAC at landing
So where do I usually fly?
GW of 846 lbs @ 32.68% MAC at takeoff.
GW of 786 lbs @ 30.95% MAC at landing
You can see from the information that there is several areas that can be
improved on, ie., Manufacturer Aircraft Specifications, Manufacturer and
Design Aircraft Limitations and published envelopes. Since there is no such
thing as "recommended gross weight", we have to use the information
available to us and tailor it to our situation to cover the most extreme
situation we could imagine flying at. Remember that the Gross Weight on the
aircraft placard is the weight that corresponds to that extreme condition.
What some people interpret as a "Cavalier attitude" others could interpret
as that person having more knowledge or experience in that area and the
other person not taking the time to gain that knowledge or experience. If
1200 lbs is on the aircraft placard, then it is not overloaded until it
exceeds 1200 lbs. My 1100 lbs number was published by TNK and is on my
placard and no I will not exceed it.
You can never have enough information on a subject, runway in front of you
or sky below you. You can't replace common sense with litigation.
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 101 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
| Subject: | Specification Shift |
Sorry, I had to resend this message. I forgot the links to TNK Brochure in
the first send.
As the Owner/Builder of the only flying Kolbra I am compelled to answer
parts of your posting. I do not know who designed or did design testing of
the Kolbra so I can't blame or thank any particular person. Because your
model of aircraft specification indicates a particular number, you cannot
assume that the other models will use the same number. If you unilaterally
do anything in aviation the outcome is severe so I don't do anything
unilaterally. I do not have a BRS. My Empty Weight is 576 lbs. @ 55.97%
MAC, Useful load is 524 lbs.
Since our aircraft are "Experimental" or "Ultralight," few of the FAA Parts
apply to us as to structural requirements. FAA Part 23 is for certified
airplanes and the information is still pertinent to us for safety. Since I
don't have access to the design specifications or the structural analysis,
I get my guidance from AC65-9A. When I talk about c.g, weight and balance,
and specifications, I have included in CAPS what TNK has provided.
Weight and balance data can be obtained from the following sources:
The aircraft specifications. TNK BROCHURE
(http://home.attbi.com/~kolbrapilot/KolbraWB.JPG)
The aircraft operating limitations. TNK BROCHURE
(http://home.attbi.com/~kolbrapilot/KolbraWB.JPG) and my flight testing
The aircraft flight manual. What I determined to write.
The aircraft weight and balance report. What I determined and
calculated.
So that we are talking about the same things, the following Terminology must
be understood:
*The Datum: imaginary vertical plane from which all horizontal measurements
are taken for balance purposes.
-LEADING EDGE OF WING
*The Arm: the horizontal distance that an item of equipment is located from
the datum.
-Actual measurements.
*The Moment: the product of a weight multiplied by its arm.
-My calculations.
*Center of Gravity: a point which the nose-heavy and tail-heavy moments are
exactly equal in magnitude.
-My calculations.
*Maximum Weight: the maximum authorized weight of the aircraft and its
contents, and is indicated in the specifications. For many aircraft there
are variations to the maximum allowable weight, depending on the purpose and
conditions.
-TNK BROCHURE (1000 lbs normal, 1100 lbs maximum)
(http://home.attbi.com/~kolbrapilot/KolbraWB.JPG)
*Empty Weight: includes all operating equipment that has a fixed location
and is actually installed in the aircraft.
-My actual weighing.
*Useful Load: is determined by subtracting the empty weight from the maximum
allowable gross weight.
My calculation.
*Empty Weight Center of Gravity: the c.g. of an aircraft in its empty weight
condition.
-Not provided.
*Empty Weight Center of Gravity Range:
-Not provided.
*Operating Center of Gravity Range: the distance between the forward and
rearward c.g. limits indicated in the pertinent Aircraft Specifications or
Type Certificate Data Sheets. These limits, determined at the time of design
and manufacture, are the extreme loaded c.g. positions allowable within the
applicable regulations controlling the design of the aircraft. These limits
are shown in either percent MAC (mean aerodynamic chord) or inches from the
datum of the aircraft.
-TNK PHONE CALL (25% - 35% MAC).
*Mean Aerodynamic Chord: the mean average chord of the wing. Any departure
from a rectangular wing plan form will affect the length of the MAC and the
resulting distance from the MAC leading edge to the aircraft wing leading
edge.
-My measurements and calculations (58.34 inches)
*Aircraft Leveling Means: designated by the manufacture and are indicated in
the pertinent Aircraft Specifications.
-TNK PHONE CALL (LEVEL AIRCRAFT TO +7 DEGREES ON THE BOTTOMOF THE WING)
*Weighting Points:
-The wheels measured at the axle centerlines.
*Zero Fuel Weight: the maximum allowable weight of a loaded aircraft without
fuel.
-Does not apply.
*Minimum Fuel: as it applies to weight and balance, is the amount of fuel
that must be shown on the weight and balance report when the airplane is
loaded for an extreme condition check. The fuel load for a small aircraft
with a reciprocating engine for balance purposes is based on engine
horsepower. (Minimum fuel = 1/12 gallon per horsepower x 1/12 x 6 lbs)
This will be the minimum pounds of fuel required for the forward or rearward
weight check.
-For my aircraft, 3.33 pounds.
*Tare Weight: the weight of all extra items, such as jacks, blocks and
chocks on the weighing platform, except that of the item being weighed.
-Does not apply, used electronic scales.
So what are the bottom lines?
Maximum Pilot Weight SOLO: 284 lbs.
Gives GW of 920 lbs @ 27.02% MAC at takeoff
Gives GW of 860.2 lbs @ 25.04% MAC at landing
Minimum Pilot Weight SOLO: 183 lbs.
Gives GW of 819 lbs @ 35 % MAC at takeoff
Gives GW of 759.2 lbs @ 33.39% MAC at landing
Maximum Pilot & Passenger Weights: 214 lbs. and 250 lbs.
Gives GW of 1100 lbs @ 27.73% MAC at takeoff
Gives GW of 1060 lbs @ 26.68% MAC at landing
So where do I usually fly?
GW of 846 lbs @ 32.68% MAC at takeoff.
GW of 786 lbs @ 30.95% MAC at landing
You can see from the information that there is several areas that can be
improved on, ie., Manufacturer Aircraft Specifications, Manufacturer and
Design Aircraft Limitations and published envelopes. Since there is no such
thing as "recommended gross weight", we have to use the information
available to us and tailor it to our situation to cover the most extreme
situation we could imagine flying at. Remember that the Gross Weight on the
aircraft placard is the weight that corresponds to that extreme condition.
What some people interpret as a "Cavalier attitude" others could interpret
as that person having more knowledge or experience in that area and the
other person not taking the time to gain that knowledge or experience. If
1200 lbs is on the aircraft placard, then it is not overloaded until it
exceeds 1200 lbs. My 1100 lbs number was published by TNK and is on my
placard and no I will not exceed it.
You can never have enough information on a subject, runway in front of you
or sky below you. You can't replace common sense with litigation.
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 101 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
Yep, weight makes a big difference on that airplane. The owner let another
lighter guy probably in that weight area fly it and it got off and climber
better with him but its still marginal, no reserve that's for sure. I
agree, props can make a world of difference.
jerryb
>
>In a message dated 10/25/02 9:08:18 PM Eastern Daylight Time,
>ulflyer(at)airmail.net writes:
>
> >
> > If you had enough power to get off the ground, you would have a very
> > marginal rate of climb. I got a few hours in a N3-Pup with a Global
> engine
> >
> > (like 1/2 VW), if we got 150 ft min. climb we considered that to be in
> nose
> >
> > bleed territory. If your trying to stay with minimum engine a good over
> > hauled 377 with CDI ignition upgrade would do nicely.
> >
> >
>
>Hey Jerry B, I also have flown the N3 Pup with short wings and the Global and
>agree wholeheartedly that it was (by Kolb standards) underpowered....barely
>skimmed over the trees and houses at the end of the runway on the first
>flight. However, the person I ferried that N3 for, destroyed it later, and
>bought another one with another version of the 1/2 VW and longer wings and he
>gets off in almost the same distance my 447 Kolb does.
>
>No one was more surprised than me....dunno the rated horsepower but the prop
>is better matched (as directed by Morrey Hummel) and the pilot is 165#...I
>was 190# at the time. The prop matching on that little engine is unbelievably
>important....ya gotta git over3150 RPM, that much I do know. Well that little
>airplane has the appearance of crumpled aluminum foil right now but the new
>one is performing beautifully with the 1/2 VW that is NOT the Global. Somehow
>the Global is wanting of HP.
>
>George Randolph
>Firestar Driver from
>Akron O
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | How's Powerfin Prop Compare |
Has any one recently had a chance to compare performance of Powerfin prop
back to back with any other brands like TPI, IVO, and Warp. What was the
conclusion? What plane, engine, brand of prop, # blades. Looking for good
objective feedback.
jerb
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
I thought we were all characters...
----- Original Message -----
From: "John Hauck" <jhauck(at)sw.rr.com>
Subject: RE: Kolb-List: hi larry
>
>
> Awwww I want to be the character.
> Woody
>
> Hey Woody/Gents:
>
> You are. :-)
>
________________________________________________________________________________
| From: | Ken Korenek <ken-foi(at)attbi.com> |
| Subject: | Re: Specification Drift |
CaptainRon wrote:
> As god only knows how many of those rivets are missing and just how much
> fatigue the stracture has. Better to turn the whole contraption to
> recyclers, and buy a Vespa. :-)
No need to throw the baby out with the bathwater, just don't take unreasonable
risks.
*********************
Ken W. Korenek
ken-foi(at)attbi.com
Kolb FireStar II, "My Mistress"
Rotax 503, Oil Injected
3 Blade Powerfin
http://home.attbi.com/~KolbraPilot/TX_files/image019.jpg
Six Chuter SR7-XL "Elmo"
Powered Parachute
Rotax 582, Oil Injected
3 Blade PowerFin
http://home.attbi.com/~KolbraPilot/TX_files/image021.jpg
4906 Oak Springs Drive
Arlington, Texas 76016
817-572-6832 voice
817-572-6842 fax
817-657-6500 cell
817-483-8054 home
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | For all you "chuteless" pilots |
http://story.news.yahoo.com/news?tmpl=story2&u=/usatoday/20021014/ts_usatoday/4531587
________________________________________________________________________________
| Subject: | Re: For all you "chuteless" pilots |
This brings up a question that I have been wanting to ask? I notice that
many of the BRS systems that are mounted in Kolb aircraft are inboard,
behind the fabric covering. Has this mounting placement been tested? will
the chute penetrate the outer skin? and if so what about entanglement with
the prop/tailfeathers/wings. The ones that look more promising as a life
saver are mounted on top. Pointing upwards. I'm new here so go easy.
Otherwise Expect No Mercy!
pp... student pilot.
---- Original Message -----
From: "possums" <possums(at)mindspring.com>
Subject: Kolb-List: For all you "chuteless" pilots
>
>
http://story.news.yahoo.com/news?tmpl=story2&u=/usatoday/20021014/ts_usatoda
y/4531587
>
>
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
| Subject: | Re: For all you "chuteless" pilots |
This incident shows that the chute has worked in that model one time and
included that it had not worked one other time. Both incidents the
occupants had only minor or no injuries. What is missing is what panel came
off the wing and why (still to be released information) or what caused the
other incident.
I think that not having a chute makes one fly more conservative and not take
that extra chance.
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 101 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)sw.rr.com> |
| Subject: | For all you "chuteless" pilots |
What is missing is what panel came
off the wing and why (still to be released information) or what caused the
other incident.
John Williamson
John/gents:
This incident/Acident was caused by maintenance screw up. Bolt/fastener came
out of one end of aileron rendering it useless and pointing the wrong way.
No evidence of safety wire. Here's the NTSB report:
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20021008X05290&key=1
Made a living jumping out of airplanes in the Army, have two saves with a
Jim Handbury hand deployed parachute, both caused by material failures. The
first was factory's fault and the second was my fault. Either way it saved
my ass twice.
The last one was in March 1990. I modified my flying style, built the Mark
III, still fly with a ballistic recovery system, and I thank God every
morning when I get up and every night when I go to bed for giving me another
chance at life.
john h
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
| Subject: | Re: [ Larry Bourne ] : New Email List Photo Share Available! |
fantastic pics!
thanks
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
>Just ordered one of this things from Germany - would be great
>for you hamstring. Possum
>
>http://www.powerskip.de/mainpage.html
>
>Possum/Gang:
>
>That hurts just looking at the pics.
>
>YOu serious about getting a pair of those contraptions??? If you do, you
>can pick my brain about hamstring tears/pulls anytime. :-)
Yeah - I know, but you can't live forever. Maybe I'll pick your brain
after I try it out. - and find out I can't walk anymore.
> >Delivery: We will deliver the PowerSkip to your adress ( please check
it ) as
> >soon as the assignement will be fullfilled.
> >name of the banking house: Deutsche Bank 24
> >city: Fuerstenfeldbruck
> >country:Germany
> >bank code : XXXXXXXXXXX
> >account No.: XXXXXXXX ( ALAN Sportartikel GmbH )
> >BIC (swift code): DEUT DE DB 708
> >IBAN: DE96 7007 0024 063 4949 00
> >For your information:
> >At delivery you have to pay additionally (aprox):
> >Merchandise Processing Fee: 25 US$
> >Harbor Maintenance Fee: 0,125%
> >Use Tax (Georgia ) : 4 %
> >Custom Duty: 4,6%
> >(PowerSkip Customcode 950)
> >
> >with best regards
> >Andrea Bck
> >ALAN Sportartikel GmbH
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Mark III xtra for sale |
ebay item number: 1870769211
Location: Keavy KY
Might this be the Mark III given away in the raffle?
-Ken Fackler
Mark II / 503
Rochester MI
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
This safety issue is hard to get a handle on . If anyone on this list
was not a bit "adventurous" they certainly would not be interested in flying
ultralights or experimentals. Every time you fly it is a calculated risk. Calculated
is the key word because we all calculate differently. I am not trying
to change any ones opinion but just merely point out that we all calculate differently.
I have known some very good pilots that are not here with us anymore.
And on the other hand , I know some very poor ones that are still flying.....go
figure. Some of the greatest pilots have died in very unusul ways, pilot error
or mechanical malfunctions...
For me flying is worth the risk that I accept.
If you are too afraid of dieing.....then you will be too afraid
to live !
Crazy Ed in Western NY
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)sw.rr.com> |
For me flying is worth the risk that I accept.
If you are too afraid of dieing.....then you will be too afraid to live !
Crazy Ed in Western NY
***************************
Morning Ed/Gang:
Amen!
I have made a lot of mistakes during my short life time. Hopefully, that is
how I learn. I know some circumstances have reinforced the learning curve
and hopefully, I won't have to repeat them.
If flying was not an exciting, adrenulen pumping hobby, I wouldn't be
interested in it. Ultralights and light planes, that I build in my
basement, add to the interest and excitement of flying. I am responsible
for all, what is good as well as what is not so good.
I feel much more comfortable flying than any day driving on US 231S or in
the traffic of Wetumpka or Montgomery, Alabama, especially the rural roads
up here in the woods where I live.
Don't think I will ever fly a perfectly safe airplane in a perfectly safe
environment, especially mine, but who wants to.
john h
________________________________________________________________________________
| Subject: | Re: Comfort level |
| From: | ul15rhb(at)juno.com |
>
>
> This safety issue is hard to get a handle on . If anyone
> on this list was not a bit "adventurous" they certainly would not be
> interested in flying ultralights or experimentals. Every time you
> fly it is a calculated risk. Calculated is the key word because we
> all calculate differently. I am not trying to change any ones
> opinion but just merely point out that we all calculate differently.
> I have known some very good pilots that are not here with us
> anymore. And on the other hand , I know some very poor ones that are
> still flying.....go figure. Some of the greatest pilots have died in
> very unusul ways, pilot error or mechanical malfunctions...
> For me flying is worth the risk that I accept.
> If you are too afraid of dieing.....then
> you will be too afraid to live !
>
>
> Crazy Ed in Western NY
Ed and others,
The way I look at it, ultralight (fat ultralights) and light aircraft are
much safer than GA. Why? Speed kills. The faster one moves through the
air (or on the ground), the more risk that is taken. The light plane has
low kinetic impact forces and a lot of built-in drag which are both
safety factors. I have witnessed some terrific ultralight accidents over
the years and most have walked away.
I watched one guy pile in his 2-seat Quicksilver straight into the ground
from 100'. His body bounced upwards on impact and I thought he was dead.
I ran over to him and he gets out with a smirk on his face.
Another one was a friend that hit a high voltage powerline at 60 mph. The
line snapped and his plane came tumbling to the ground (actually ice, as
it was during the winter out on the frozen lake in northern Minnesota).
He told me that he waited for the crackling of the electricity to stop as
the line was wrapped around the wing and tail before he hopped out
completely unscathed. We both dragged his plane off the lake that
afternoon.
Another guy had crashed his ultralight on 5 different occasions, one time
so severely that the engine came off and rolled across the field. This
guy was a licensed GA pilot that flew a Pitts Special. He eventually gave
up light plane flying and strictly flew the Pitts. He died in his sleep
of an apparent heart attack.
If one thinks of all the auto accidents that happen every day, flying a
light aircraft is almost like taking a walk in the park. Sure it's a
calculated risk, BUT so is getting off the couch and walking outside.
Speaking of which, I had a friend who's father died as he was getting
into his truck one morning. He slipped backwards on some ice and hit the
back of his head.
Life is a risk ......
Ralph
________________________________________________________________________________
| Subject: | Re: Mark III xtra for sale |
Ken
Yep!! I called the lucky "feller" and he had it sitting in his back
yard. He had flown it in. He has a ga type plane also. About 13k will get
it I suspect. Herb
writes:
>
>
> ebay item number: 1870769211
>
> Location: Keavy KY
>
> Might this be the Mark III given away in the raffle?
>
> -Ken Fackler
> Mark II / 503
> Rochester MI
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
Sign Up for Juno Platinum Internet Access Today
Only $9.95 per month!
Visit www.juno.com
________________________________________________________________________________
| From: | b young <byoung(at)brigham.net> |
| Subject: | How's Powerfin Prop Compare |
Has any one recently had a chance to compare performance of
Powerfin prop
back to back with any other brands like TPI, IVO, and Warp.
What was the
conclusion? What plane, engine, brand of prop, # blades.
Looking for good
objective feedback.
jerb
cant tell you about the powerfin but i can give you a
comparison between the precision prop and the warp...
buy the warp....
to be honest it is not an apple to apple comparison as i did
some fabric changes on the cage at the same time i changed
the prop, i also pitched the warp for better cruise.
with all the changes i went from about 76 to 92 mph.... i
can hold about 5 to 600 less rpm and still maintain the old
performance levels.
the reason i first tried the precision prop was that while
visiting my brother in washington we visited some of the
other pilots and the opinion was that the precision had
more thrust than any others.... with my experience buy
the warp.... tnx john for the info you shared with me on
this matter.
boyd
ps my wife thinks the warp looks cool.
________________________________________________________________________________
| From: | Tiffany Pitra <tif_qtra(at)yahoo.com> |
I know for a fact when a pilot thinks he knows everything and he don't stink no
more because he gets so dam arrogant he is a dead man. Cause when you quit learning
it is all over with. I spent 15 years army aviation and 14 years flying
a low performance low powered ultralight. The smart arrogant pilot over and over
and over is the one you here about died in a perfect flying airplane do to
pilot error. There names never end in christ,Mahommed,or Budda cause you can
hear '' there no it all attitude when they get close". And they are dangerous.
---------------------------------
________________________________________________________________________________
| From: | "Hans van Alphen" <HVA(at)bellsouth.net> |
| Subject: | Re: prop testing |
>From: jerb <ulflyer(at)airmail.net>
>Subject: Kolb-List: How's Powerfin Prop Compare
>
>
>Has any one recently had a chance to compare performance of Powerfin prop
>back to back with any other brands like TPI, IVO, and Warp. What was the
>conclusion? What plane, engine, brand of prop, # blades. Looking for good
>objective feedback.
>jerb
>
>
Hey Jerb and All,
Just finished my test flights with the inflight electric Ivo props, both the
3 blade ultralight and 2 and 3 blade medium models and compared them to my
existing 68" 3 blade PowerFin - F.
These test were on my fourstroke BMW with a Rotax C gearbox 3:1. about 70
hp.
I made a chart plotting the rpm. and speed to get a real feel for comparison
of efficiency.
The PowerFin is the most efficient, but only by a small margin and is not
inflight adjustable unless you want to spend $2,800.-
The Ivo 68" 3 blade ultralight prop is surprisingly close to the PowerFin
and only $860.- for inflight adjustable. But most important, it is
absolutely smooooth... at all rpm's.
Next I tried the Ivo Medium 2 blade hoping for more efficiency with the
wider blade, but it was not, almost identical, but a lot more vibrations, to
the point where it was uncomfortable.
The Ivo Medium 3 blade was definitely smoother, but not as smooth as the
ultralight model and about the same efficiency.
The clear winner for my situation is the Ivo ultralight 68" 3 blade inflight
adjustable.
Now I can actually get to 84 mph at 5200 rpm. and cruise very nice at 4800
rpm at 76 mph. and burn 3 gallons per hour.
Between Climb pitch and Cruise pitch I see a 26 mph increase in speed....
It is like adding another gear.
All this testing was done at 850 LB gross weight in my Mark III Xtra.
The inflight adjustable prop really makes sense with a fourstroke engine,
unless you have 100 hp and power to burn.
Hans van Alphen
Mark III Xtra
BMW powered
78 hours
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
Possum gots happy feets! Yay!
Richard Pike
MKIII N420P (420ldpoops)
>
>Just ordered one of this things from Germany - would be great
>for you hamstring. Possum
>
>http://www.powerskip.de/mainpage.html
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | Specification Shift |
Sorry, I had to resend this message. I forgot the links to TNK Brochure
in
the first send.
As the Owner/Builder of the only flying Kolbra I am compelled to answer
parts of your posting
Great Post John!!!
I want to throw in another tidbit for those that are fretting nervously
about the Gross weight thing (justified fretting or not...I'm not
judging...)
Another thing that affects the "gross weight" of an airplane has nothing
to do with the strength of the design at all. A very important
specification is "power loading" Just looking at the Mark 3 for
instance... It was originally flown with a 503 (and I remember Dan
Johnson saying that it was very adequately powered with that
engine...wonder what he would say about a 912S powered one???) Anyway,
a given airframe with a 503 might be doing well to climb out at 200 fpm
at 800# while at 900# it would be a sure bet to crash in to the tree
tops at the end of the runway. The same airframe with a 65hp 582 or a
912 powered version would have no problem at 900-1000#. Point being
strength of the airframe is not the only point.
Look at Skystar (the KitFox people) Their model 4 Kitfox lists a 1200#
GW except for when powered by a 503, when they limit the GW to 1050#.
It's not an airframe strength issue at all, it's an engine "strength"
issue.
I don't know what the limiting factors were in any of the Kolb designs,
airframe or power, just throwing this in to muddy the water some more.
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
>
> >Just ordered one of this things from Germany - would be great
> >for you hamstring. Possum
> >
> >http://www.powerskip.de/mainpage.html
> >
I just saw those on tv last week on a special about las vegas acts.
Cool. If you hurt yourself and want to get rid of them give me a call.
________________________________________________________________________________
| From: | Mick Fine <froghair(at)gbronline.com> |
| Subject: | Twinstar Photos - Blast From the Past |
Dear Kolbers,
I've been 'unsubscribed' for the last couple years, finishing-up and then
enjoying my modified Twinstar. If anyone is interested, I put some images
up at:
http://gbronline.com/froghair/TSpix/index.html
Sorry, the page will take some time to load unless you're on broad-brand...
Details:
1984 Kolb Twinstar.
Rotax 503 SCSI w/'B' Gearbox.
Warp drive 2-blade prop.
Cruise @ 5400rpm - 55 mph true.
Completed & taxi-tested 9/13/01 (2 days after the world changed, impeccable
timing as usual...). Crow-hopped & flew a pattern or eight or twelve on
9/15/01 (after GA suspension lifted). Have put 80+ hours on the Hobbs to
date and love it although I was hoping for 60 or better cruise (always the
optimist...). Cockpit enclosure copied loosely from Mark II.
Thanks to the 'old-timers' on the list for all your support! I'll probably
un-subscribe again shortly - just hard to find the time - but will be
lurking through the archives.
-Mick Fine
Tulsa, Oklahoma
froghair(at)gbronline.com
http://gcufo.com
http://gbronline.com/froghair/index.html
________________________________________________________________________________
| From: | "John Russell" <jr(at)rometool.com> |
| Subject: | SlingShot for sale |
Hi all, I sure do hate to, but I need to sell my slingshot, if anyone finds a interest
you can e-mail me off the list or my number is 706-802-0321 evenings or 1-800-241-3369
ext. 123, days.
912S with about 120 hours, airframe about 200 hours, 3-blade warp, BRS, EIS, very
nice with multi color
aerothane finish. I can e-mail some detailed pictures to anyone interested. John/builder/owner
$23000.00 neg.
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | For all you "chuteless" pilots |
>
> their isn't' a excuse you can come up with to justify flying without
>one period
Unfortunately I am flying naked. With the Canadian currency the way it
is a BRS will cost about $4000 Canadian. I ain't got it. All the wishfull
thinking in the world will not make it appear. Do I not fly or just give up
on paying bills, mortgage and food. I trust the Kolb design and I fly very
conservatively. Shit happens but I try to minimize the risks. When I can
afford it I will buy one but in the meantime should I give up on flying?
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Flooded MKIII |
>
>Hi Guys,
> I will fly it for maybe a year or so before I change the tail
>feathers and fuselage tube, after checking for rust and
> deterioration.
It may take a lot longer than a year for the aluminum to rust. If you
are real worried about it paint all the steel parts you can see with white
paint. Rust shows through white real good. After a year if you do not see
any brown streaks coming off the steel parts you are probably okay. Perhaps
squirt some wd 40 into the tail fabric through small vent holes in the
fabric. These holes can be made easily with a soldering iron.
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | For all you "chuteless" pilots |
Woody
Understand that I don't want to start a flame war BUUUUUUUUUUT, you did buy
a motor and pay for the covering and paint etc. Payed for the insurance and
I'm sorry you guy's get screwed on the money conversion. But as far as I'm
concerned the cost of flying is the cost of buying all of the equipment.
Remember you bought a engine gauge why, have that compass? I just don't
believe that a U.L. is complete until it has a chute.
Ken
-----Original Message-----
From: woody [mailto:duesouth(at)govital.net]
Subject: RE: Kolb-List: For all you "chuteless" pilots
>
> their isn't' a excuse you can come up with to justify flying without
>one period
Unfortunately I am flying naked. With the Canadian currency the way it
is a BRS will cost about $4000 Canadian. I ain't got it. All the wishfull
thinking in the world will not make it appear. Do I not fly or just give up
on paying bills, mortgage and food. I trust the Kolb design and I fly very
conservatively. Shit happens but I try to minimize the risks. When I can
afford it I will buy one but in the meantime should I give up on flying?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)sw.rr.com> |
Rust shows through white real good. After a year if you do not see
any brown streaks coming off the steel parts you are probably okay. Woody
Woody/Gang:
What about the inside of all those 4130 chromoly steel tubes?
4130 rust by looking at it.
I have used tube seal on all three of my Kolbs. Never, to the best of my
knowledge, heard of anyone else going to the trouble prep'ing the steel
fuselage and other tubular steel parts.
Do not take it for granted that your factory or otherwise welded steel tube
fuselage/parts are sealed airtight. There's pin holes in all those welds.
Tube seal will find them in a short period of time.
I bought a qt of Stitts (now Polyfiber) tube seal in 1984. Have done my
three airplanes with it. Some of them more than once. Still have enough
left for a half dozen more airplanes.
I have had the opportunity to see what happens to 4130 on the inside when
not prep'ed with tube seal. It ain't purty. Certainly got my attention.
And these were airframes that had not been swimming in a Georgia lake of
submerged in a hanger for a week.
Just cause you can't see it does not mean it ain't there. Rust to 4130 is
just like termites to pine in Alabama.
Take care,
john h
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
| Subject: | Re: For all you "chuteless" pilots |
*********
I just don't believe that a U.L. is complete until it has a chute.
Ken
*********
A LARGE number of us fly Kolbs that are not Ultralights and don't want to be
called or lumped in with then.
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 101 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
| From: | "Chris Davis" <scrounge(at)attbi.com> |
| Subject: | Re: Mark III xtra for sale |
Kolbers and Kolber wannabees just listed my firestar KXP on Ebay #1871403635
hate to part with it but I am building a Europa motor Glider and have
discovered I cant afford both .check it out----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Kolb-List: Mark III xtra for sale
>
> ebay item number: 1870769211
>
> Location: Keavy KY
>
> Might this be the Mark III given away in the raffle?
>
> -Ken Fackler
> Mark II / 503
> Rochester MI
>
>
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | Re: For all you "chuteless" pilots |
I hope I never have to use the chute, but if I do I will be laughing all the
way to the ground at these posts.
David Snyder
Building FSII
Lakewood, N.J.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)sw.rr.com> |
| Subject: | For all you "chuteless" pilots |
I hope I never have to use the chute, but if I do I will be laughing all the
way to the ground at these posts.
David Snyder
*******************
Dave/Gents:
If you get a good canopy................... :-)
Then I doubt very seriously that you will be "laughing all the way to the
ground at these posts."
BTW: A balistic recovery system or hand deployed parachute is only as good
as the pilot that plans to use it if necessary. There have been too many
survivable fatal crashes when the system was not activated. One must
indoctrinate himself, train/practice what he is going to do if the need
should arise. There will normally be no time to sit there and contemplate
what the next move is to be or be so horrified, as the result of an
impending crash, they forget they have a recovery system and what to do with
it.
Take care,
john h
________________________________________________________________________________
| From: | "Johann G." <johann-g(at)talnet.is> |
| Subject: | Re: For all you "chuteless" pilots |
Hello list members.
My feeling towards the chute is that it gives me more security for that one
moment "if" something happens I am insured.
We do buy insurance for dead things, and then life insurance for us (me),
but then I am dead. It helps my wife and children, but how about me? I would
like to get some of the insurance money back, to repair for the life, just
like you would do with the dead part you insure, like the house, car and
such. Something to compensate for the dead thing you lost.
I know insurance can be costly, but life is too good, and too short to take
that chance, if you have other options like a chute.
Just my opinion. Flame away.
Best wishes.
Johann G.
Firestar II, 98 hrs. flying.
Iceland.
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: "Big Lar's" flight |
Thank you Captain Ron. I have great faith in the straingth of my Kolb.
George
----- Original Message -----
From: "CaptainRon" <CaptainRon(at)theriver.com>
Subject: Re: Kolb-List: "Big Lar's" flight
>
> 10/24/02 18:53Ken Korenek
>
> > George, what gross weight do you rate your wings at?
> ========================
>
>
> If the Kolb is rated at 4.4 G's it will cary its gross weight X 4 which I
> think is in excess of a couple of tones. In other words they may have
> exceeded the margin of 4 g's at gross that was designed at the factory,
but
> were still well within the stractural strangth of the wings. Now if they
> were to do aerobatics its likely they would not be here. I am more
impressed
> with that power to weight ratio being able to hoist those two adults. :-)
>
> Ron(FHU)
>
>
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | A BRS save that won't go in the books... |
I'm passing this own as more food for thought...take it however you
wish...Like has been said already, the whole chute issue is like
Ford/Chevy.
(Before anyone thinks it...the "mystery person" is NOT me... ;-)...)
A fellow I know had(?) to deploy a BRS about a month ago due to the king
of all pilot errors...fuel starvation. Now I know the first 2 things
that everyone will say...
1. "That was DUMB!!! I'll never do that!!! He was (insert expletive
here...dumb, careless,...distracted maybe?) Well my answer is this...I
pray that your right...but are you? Go read the NTSB archives about all
the retractable-gear pilots who have landed with the wheels comfortably
up in the wells. There is a saying around Long-EZ pilots that there are
those that HAVE landed with the nose wheel retracted, and there are
those that WILL. Fact is if you do anything long enough, you'll
screw-up. Its part of that list of absolutes in the universe that is
better known as "Murphy's Law". Like the saying goes, "Never say
Never."
2. And I've already heard this one several times since this
incident..."I'd never pull the chute just cause the engine quit!!! I
want to be a "pilot" all the way to the ground...not a passenger. Well
boys and girls, this man is alive today because he pulled the handle.
There was nowhere to go and nothing but 75'+ Southern Pine trees for as
far as the plane could glide. Now I know nobody gets out of gliding
range of a safe landing spot because we are all perfect pilots in a
perfect world. This particular case he got too low on final approach
into a 4000' paved runway at a Class D airport, and when the engine
quit...he sized up the situation, said "Oh well", and give the red
handle a mighty pull.
YES, it was a series of bad judgments that put the guy in the position
to NEED to pull it, but when he needed that one last option to save his
butt, it was there and he drove home that night to a wife and 2 kids
that were glad to see HIM and not the "county sheriff" coming to deliver
the news.
Now the end to this story is interesting. The chute deployed fine at
about 100' above the trees and the plane lowered between 2 large trees.
The smallest tips of the limbs of these trees were probably 15' apart
and the plane rung the hole. It lowered through the hole until the
canopy hung up in the top of the trees and stopped the descent. When
the plane stopped the nose wheel was about 2 feet off the ground. He
unbuckled the seat belt and hopped out...and promptly threw-up. The
wingtip bows were bent in the descent, so the wings will need a recover,
but other than that, the plane was unscratched.
This all happened right at dark about 1/4 mile off the end of a fairly
busy airport. Airport buddies got the plane out of the woods at first
light the next morning and pulled the parachute canopy out of the trees
before it was spotted...and everyone involved decided that what the FAA
and the airport authority didn't know, wouldn't hurt them...
And everyone... LIVED... happily ever after...
Jeremy Casey
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: A BRS save that won't go in the books... |
Hi Jeremy,
I love a happy ending!
Ed in JXN
MkII/503/3-blade Tennessee/expired BRS 500
----- Original Message -----
From: "Jeremy Casey" <jrcasey(at)ldl.net>
Subject: Kolb-List: A BRS save that won't go in the books...
>
>
> I'm passing this own as more food for thought...take it however you
> wish...Like has been said already, the whole chute issue is like
> Ford/Chevy.
>
> (Before anyone thinks it...the "mystery person" is NOT me... ;-)...)
>
> A fellow I know had(?) to deploy a BRS about a month ago due to the king
> of all pilot errors...fuel starvation. Now I know the first 2 things
> that everyone will say...
>
> 1. "That was DUMB!!! I'll never do that!!! He was (insert expletive
> here...dumb, careless,...distracted maybe?) Well my answer is this...I
> pray that your right...but are you? Go read the NTSB archives about all
> the retractable-gear pilots who have landed with the wheels comfortably
> up in the wells. There is a saying around Long-EZ pilots that there are
> those that HAVE landed with the nose wheel retracted, and there are
> those that WILL. Fact is if you do anything long enough, you'll
> screw-up. Its part of that list of absolutes in the universe that is
> better known as "Murphy's Law". Like the saying goes, "Never say
> Never."
>
> 2. And I've already heard this one several times since this
> incident..."I'd never pull the chute just cause the engine quit!!! I
> want to be a "pilot" all the way to the ground...not a passenger. Well
> boys and girls, this man is alive today because he pulled the handle.
> There was nowhere to go and nothing but 75'+ Southern Pine trees for as
> far as the plane could glide. Now I know nobody gets out of gliding
> range of a safe landing spot because we are all perfect pilots in a
> perfect world. This particular case he got too low on final approach
> into a 4000' paved runway at a Class D airport, and when the engine
> quit...he sized up the situation, said "Oh well", and give the red
> handle a mighty pull.
>
> YES, it was a series of bad judgments that put the guy in the position
> to NEED to pull it, but when he needed that one last option to save his
> butt, it was there and he drove home that night to a wife and 2 kids
> that were glad to see HIM and not the "county sheriff" coming to deliver
> the news.
>
> Now the end to this story is interesting. The chute deployed fine at
> about 100' above the trees and the plane lowered between 2 large trees.
> The smallest tips of the limbs of these trees were probably 15' apart
> and the plane rung the hole. It lowered through the hole until the
> canopy hung up in the top of the trees and stopped the descent. When
> the plane stopped the nose wheel was about 2 feet off the ground. He
> unbuckled the seat belt and hopped out...and promptly threw-up. The
> wingtip bows were bent in the descent, so the wings will need a recover,
> but other than that, the plane was unscratched.
>
> This all happened right at dark about 1/4 mile off the end of a fairly
> busy airport. Airport buddies got the plane out of the woods at first
> light the next morning and pulled the parachute canopy out of the trees
> before it was spotted...and everyone involved decided that what the FAA
> and the airport authority didn't know, wouldn't hurt them...
>
> And everyone... LIVED... happily ever after...
>
> Jeremy Casey
> jrcasey(at)ldl.net
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
Something I find fascinating in this whole discussion on chutes is that no
one has mentioned the "spouse factor." The fact that I have a chute on my
MKIII makes my wife a lot more comfortable flying with me. I think my
MKIII is perfectly safe without a chute, (although when I am flying up to
Chestnut Knolls, there is about 20 miles of no place to land in the event
of an engine out, and having a chute lower me into the never ending trees
is probably a better option than trying to slow flight into the treetops,
but I digress.)
How many pilots in little single or two place airplanes are comforting
their spouse because they have a chute on board? Maybe it is subjective,
maybe you will never use it, maybe there is a situation where it will do
more harm than good. Who Knows? But if you are out poking holes in the air,
and the spouse at home is in a more settled frame of mind because you have
a chute....small price to pay.
Richard Pike
MKIII N420P(420ldPoops)
________________________________________________________________________________
| Subject: | Re: For all you "chuteless" pilots |
In a message dated 10/28/02 12:21:51 PM Eastern Standard Time,
KDJames(at)berkscareer.com writes:
> Considering the cost of everything that we put into a bird to get it off the
> ground, radios gps, etc. Why would you fly without a chute! I' mean come
> on
> guy's their isn't' a excuse you can come up with to justify flying without
> one period. At the level of aviation were we are flying in such constricted
> flight envelopes why push it. . I remember seeing a Hangglider deploy a
> chute at less then 100 feet and the pilot walked away. Seeing is believing
>
> My two cents
>
> Ken
>
>
Ken, I agree with you 100% !! As a matter of fact, the singular thing that
makes ULing "safe enough" for me is the advent of the BRS. Something that
planes didn't have before ultralighting. Who ever heard of the parachute
bringing down both you and the plane!! Sure kills the idea of jumping out of
a perfectly good airplane, doesn't it? And, indeed, our craft are NOT
certified like the very expensive GW craft are. Sure there really is LESS
reason for certification as the craft are simpler, fly slower and have very
little to hide. True, but the question as you have stated begs the
asking....why NOT have a chute?
George Randolph
Firestar driver from Akron, O
ps - don't forget, the pilots in the ol Spads and Jenny's never used chutes
either, but they had good reason...... in their minds anyway.... it would be
sissyfied. Many died needlessly, but for a good cause, they proved they
WEREN'T a sissy ....kinda similar to the folk from the terrorist camps that
are dieing for good causes today, I guess. Well, seems like the same kinda
logic to me!!
________________________________________________________________________________
| From: | bob n <ronoy(at)shentel.net> |
| Subject: | Re: Flooded MKIII |
There are several anti-corrosion treatments that can be done by most
anyone. Two of the most popular are ACF-50, and Corrosion-X. There's a
Boeing stuff I can't remember that may be best. These can be applied
with a low press. sprayer, like a garden pump tank type. Ck with the
supplier of the goop. I've sprayed insides of many GA wings, tails,
bellies, tail cones.You'll know it's been sprayed, cause it'll leak out
between the sheets forever.
Bob N.
________________________________________________________________________________
| Subject: | Re: A BRS save that won't go in the books... |
In a message dated 10/28/02 9:27:24 PM Eastern Standard Time, jrcasey(at)ldl.net
writes:
>
> And everyone... LIVED... happily ever after...
>
> Jeremy Casey
> jrcasey(at)ldl.net
>
>
>
GREAT STORY JEREMY!!....George Randolph..Firestar driver from Akron, o
________________________________________________________________________________
| Subject: | Re: "Big Lar's" flight |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/28/02 16:31George Thompson
> Thank you Captain Ron. I have great faith in the straingth of my Kolb.
> George
==============
You are welcome. :-)
________________________________________________________________________________
| From: | Mick Fine <froghair(at)gbronline.com> |
| Subject: | Twinstar Photos - Blast From the Past |
Hey John,
Thanks for the flowers!
>....What was the name of your Ultralight Club out there? Green Valley
Flyers?
>or something like that. Was a big club IIRC....
Green Country Ultralight Flyers' Organization (GCUFO):
http://gcufo.com
The 'Green Country' part refers to the NE quadrant of the state - an
invention of the Oklahoma Commerce Commission to sell folks that at least
our corner of the state has come out of the dustbowl days - not sure how
its working out...
>Mick has done a Kolb Flyer and a Hawk? Not sure about the Hawk....
I sold the Flyer a couple years ago and have regretted it ever since -
probably the sweetest flying little plane anyone could ever ask for. I
never owned a Hawk but there's still time... I did have a short, unhappy
affair with an old Challenger II with a 447 but I found my marbles and
bought the Twinstar.
>He is an old time ultralighter....
Thanks again John, I'll wear that with some pride! I think it was John's
brother, Jim (please forgive me if the alzheimers has flared-up again) that
I saw at Hatbox Field in Muskogee, OK around 1987 doing real (not pretend)
dead-sticks at a fly-in with a Firestar. I was sold on the spot! Some evil
men here had been trying to talk me into a Weedhopper but I held out for a
real ultralight thanks to that demonstration!
-Mick Fine
Tulsa, Oklahoma
http://gbronline.com/froghair/index.html
Green Country Ultralight Flyer's Organization (UFO)
http://gcufo.com
________________________________________________________________________________
| Subject: | Re: Flooded MKIII |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/28/02 20:51jerb
> There was a anti-corrosion treatment that they sold some years back. Were
> treating Cessna's with it. They would open up the wing the best they could
> and spray every thing metal especially anything aluminum. Maybe someone
> else can remember the name of the product.
> jerryb
================
ACF-50 it is still being is sold.
________________________________________________________________________________
| Subject: | Re: Flooded MKIII |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/28/02 21:23bob n
> Two of the most popular are ACF-50, and Corrosion-X. There's a
> Boeing stuff I can't remember that may be best.
===================
Boshield, or something like that...
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: For all you "chuteless" pilots |
There are no cases that I am aware of
> in this state where a BRS has been deployed in an emergency situation.
Ralph / Listers,
Here's a Minnesota deployment for you Ralph.
Not directly Kolb related , just something to think about.
Date: July 6, 2002
Location: Rural Lake Park, MN
Air: 83degrees
Wind: Calm
Aircraft Type: Tierra II w/503 rotax
Occupants: 1(Pilot) no passengers
Altitude: 250ft
Problem: Elevator push/pull tube disconnected at elevator.
The engine was at high power when the elevator push/pull tube broke,
changing power settings would change his pitch attitude but would not pull
up out of a dive if he would have allowed it to get to that point. I
believe, and so did the pilot, that this was an emergency and his only
chance, given the wooded area he lives in, was his BRS. (In his words)"I
Killed the power, popped the chute and braced for a rough landing"." Thank
God I had the BRS". This was his second forced landing. His first was a
water landing after sudden engine failure( no it's not on floats). After
that his wife insisted he get the BRS. At the time he didn't think he would
ever need it, and really had a tough time with the price, he felt it was
allot of money for something he would never need. Made a believer out of
him.
Guy S.
________________________________________________________________________________
| From: | John Jung <jrjung(at)sgmmail.com> |
Group,
For those that want to see John H's pictures, but can't because of his
file/directory names, try this:
http://home.sw.rr.com/jhauck/
Then select the P'Fer directory, and from there, the Jasper files.
A note about internet file and directory names. The rules are different than on
your PC or Mac. The reason is that the internet runs mostly on UNIX. Spaces and
many other characters like ' don't work. Some software may be ably to deal
with it, but not all.
John Jung
________________________________________________________________________________
| From: | "Ted Cowan" <tcowan1917(at)direcway.com> |
| Subject: | Re: the safety of chutes |
Well, gotta add an additional safety feature most dont want to use or are
'to macho' to wear -- helmets. you may some day have to use the chute and
just think of this; you go through the trees, cool, chute stops you short of
the ground - wonderful, you hit your unprotected head on something in the
cockpit - wham - you spend the rest of your life with someone changing your
diapers and feeding you. doesnt take much of a tonk on the ole beaner to
make you forget your entire life. trust me, I know of such a case. for all
that have not seen or heard the story, it is sad but the fact is he would
have finished his life better had he not have taken a hit from a limb of a
tree across the temperal lobe of his brain. I would not think of riding a
motorcycle without a helmet either. ted cowan.
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
| Subject: | For all you "chuteless" pilots |
Hey!!!! Don't beat it to death again!!!
I'm another one that doesn't have a chute. No amount of preaching will
get me to put one on, in fact the more you rant the more I'm likely to
dig in my heals and not put one on. Lets move on!!!!!
My $.02 worth
Rick Neilsen
Redrive VW powered MKIII
>>> KDJames(at)berkscareer.com 10/29/02 08:11AM >>>
Hey ken get a life,
I don't want to be in your life nor did I say anything about
government
being involve in anyway.
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
anyone flying with a Handspring (palm) Gps monoscreen. If so what make and
model of your Gps and what are your likes and dislikes
Ken
________________________________________________________________________________
| From: | "Richard Neilsen" <neilsenr(at)michigan.gov> |
I have a King KLX100, its a GPS/Comm that I find is real nice to have in
one box. When I fly into a new area I jump to the Comm page and hit the
display button and all the frequencies for all the local airports is
displayed. I select the desired frequency and talk. It also has a
emergency feature were I hit two buttons and confirm then a pre recorded
emergency message is transmitted along with the exact GPS location. I'm
still learning all it can do but this is one time were you get more by
having two things in one box.
Rick Neilsen
Redrive VW powered MKIII
>>> ulflyer(at)airmail.net 10/29/02 10:10AM >>>
I gotten where I don't like to many things in one box.
________________________________________________________________________________
| Subject: | Re: For all you "chuteless" pilots |
| From: | ul15rhb(at)juno.com |
Thanks Guy for this post, I was wrong. You have proven there has been a
chute deployment in this state (MN).
By the way, the guy that I talked about that piled his 2-seat Quicksilver
straight into the ground from 100' that had a smirk on his face, also had
a BRS onboard. He survived just fine and is still flying today. This is
not to say that everyone would be so lucky.
I suffered a prop failure in '91 (Culver wood prop) that took out a third
of the inboard left aileron of my Firestar. I was able to glide my
crippled plane to the ground (actually ice, as it was on a frozen lake)
and made a very soft landing that I will never forget.
Last fall, a year ago, I struck a hawk that dented the left wing again on
the last outboard rib. The plane had a serious vibration problem and
right rudder was needed to compensate for drag on the left side. I did
not know the extent of the damage until I had flown 38 miles home. There
was a 1 inch dent in the middle straight section of the rib, and the
fabric was caved in on that side that created the drag.
If I had a BRS, I might have used it in both of these situations. As it
was, I lucked out and am still flying the same Firestar to this day. Am I
stupid or do I have a death wish? No.
My reasoning is this:
"As long as I fully understand what happened in both of these situations
and can correct it (ie: use a composite prop and avoid birds as much as
possible), I do not have a safety issue. It's when I don't understand
something that could be the real danger."
Again, this is not an anti-BRS post. I felt as long as we were on this
topic, I might tell you guys my own experiences flying my Kolb.
Oh, and then there was the encounter with a low-flying jet ...... :).
Maybe in another post.
Ralph
>
> There are no cases that I am aware of
> > in this state where a BRS has been deployed in an emergency
> situation.
>
> Ralph / Listers,
> Here's a Minnesota deployment for you Ralph.
>
> Not directly Kolb related , just something to think about.
>
> Date: July 6, 2002
> Location: Rural Lake Park, MN
> Air: 83degrees
> Wind: Calm
> Aircraft Type: Tierra II w/503 rotax
> Occupants: 1(Pilot) no passengers
> Altitude: 250ft
> Problem: Elevator push/pull tube disconnected at elevator.
>
> The engine was at high power when the elevator push/pull tube
> broke,
> changing power settings would change his pitch attitude but would
> not pull
> up out of a dive if he would have allowed it to get to that point.
> I
> believe, and so did the pilot, that this was an emergency and his
> only
> chance, given the wooded area he lives in, was his BRS. (In his
> words)"I
> Killed the power, popped the chute and braced for a rough landing"."
> Thank
> God I had the BRS". This was his second forced landing. His first
> was a
> water landing after sudden engine failure( no it's not on floats).
> After
> that his wife insisted he get the BRS. At the time he didn't think
> he would
> ever need it, and really had a tough time with the price, he felt it
> was
> allot of money for something he would never need. Made a believer
> out of
> him.
>
> Guy S.
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
Yep, Laughing all the way.
David Snyder
Building FSII
Lakewood, N.J.
________________________________________________________________________________
| Subject: | Re: SlingShot for sale |
| From: | Jimmy Parker <jwestie1(at)juno.com> |
John,
Do you have any pics of your plane?
Jim
writes:
>
> Hi all, I sure do hate to, but I need to sell my slingshot, if
> anyone finds a interest
> you can e-mail me off the list or my number is 706-802-0321 evenings
> or 1-800-241-3369 ext. 123, days.
> 912S with about 120 hours, airframe about 200 hours, 3-blade warp,
> BRS, EIS, very nice with multi color
> aerothane finish. I can e-mail some detailed pictures to anyone
> interested. John/builder/owner $23000.00 neg.
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: SlingShot for sale |
| From: | Jimmy Parker <jwestie1(at)juno.com> |
John,
Do you have any pics of your plane?
Jim
writes:
>
> Hi all, I sure do hate to, but I need to sell my slingshot, if
> anyone finds a interest
> you can e-mail me off the list or my number is 706-802-0321 evenings
> or 1-800-241-3369 ext. 123, days.
> 912S with about 120 hours, airframe about 200 hours, 3-blade warp,
> BRS, EIS, very nice with multi color
> aerothane finish. I can e-mail some detailed pictures to anyone
> interested. John/builder/owner $23000.00 neg.
>
>
>
>
> messages.
>
>
>
>
>
>
>
>
________________________________________________________________________________
I attempted to send this info to the Geo List, along with a snippit about thier
experience with the various IVO props, but something went seriously wrong! I
try again tomarrow when I feel a little bit smarter, ...Richard Swiderski
________________________________________________________________________________
| From: | "John Russell" <jr(at)rometool.com> |
| Subject: | Re: SlingShot for sale |
Hi Jim, yes I do have some pictures, email me at jr(at)rometool.com
John
----- Original Message -----
From: "Jimmy Parker" <jwestie1(at)juno.com>
Subject: Re: Kolb-List: SlingShot for sale
>
> John,
> Do you have any pics of your plane?
> Jim
>
> writes:
> >
> > Hi all, I sure do hate to, but I need to sell my slingshot, if
> > anyone finds a interest
> > you can e-mail me off the list or my number is 706-802-0321 evenings
> > or 1-800-241-3369 ext. 123, days.
> > 912S with about 120 hours, airframe about 200 hours, 3-blade warp,
> > BRS, EIS, very nice with multi color
> > aerothane finish. I can e-mail some detailed pictures to anyone
> > interested. John/builder/owner $23000.00 neg.
> >
> >
> >
> >
> > messages.
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Dale Sellers" <dsellers(at)sgtcollege.org> |
Sometimes the decision about using a chute or not comes from a higher power.
In my case it was my wife. She said that I wasn't to fly my Ultra Star
without one. But I did get the last word. I said---Yes Mam!!!!
Dale Sellers
Georgia Ultra Star
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>Glad it working for you. I've got a Garmin 90 and I hate it. It's almost
>gone out the door twice now. Hard to run and takes for ever to lock
>in. My old Fly Buddy Loran would run circles around it. Was easy to use
Jerb and Others,
I had a similar problem with my Garmin 90 not wanting to lock in. I read up and
found out that the reason is that the chip calculates where the satellites should
be based on where they were the last time you use it. If I have not been
flying in a while, I set my Garmin out on the hood of the pickup and turn it
on. By the time I get the FireFly out of the hangar and ready to fly, the gps
is locked in. Initially I turn it off so that I can use the radio without interference,
but when I get away from the airport I can turn the gps on and it
locks in in a minute or so at most.
I hope this helps.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Hans van Alphen" <HVA(at)bellsouth.net> |
| Subject: | Re: Defenition of smooth |
Hey Gang,
Had several questions on my prop testing as to what I think is smoooth...
When I am flying I look outside at the lift struts and if they are not
vibrating I consider it smooth. The lift struts vibrate very easily and I
find them to be a good indication.
Mine do not vibrate at any rpm when flying
Like to hear other opinions...
Hans van Alphen
Mark III Xtra
BMW powered
79 hours
________________________________________________________________________________
| Subject: | Re: Definition of smooth |
| From: | ul15rhb(at)juno.com |
writes:
>
>
> Hey Gang,
>
> Had several questions on my prop testing as to what I think is
> smoooth...
>
> When I am flying I look outside at the lift struts and if they are
> not
> vibrating I consider it smooth. The lift struts vibrate very easily
> and I
> find them to be a good indication.
>
> Mine do not vibrate at any rpm when flying
>
> Like to hear other opinions...
>
> Hans van Alphen
> Mark III Xtra
> BMW powered
> 79 hours
Hans and others,
In part, it depends on what type of lift struts that are on the plane.
For 13 years I flew with riveted round struts on the Firestar and they
vibrated at 3000 rpm and at idle. I made new streamlined struts with the
extruded material and they are quite a few pounds heavier but they do not
vibrate at any rpm.
I trusted my life to those 25 rivets at each end on those round struts,
and was always looking at them, while on approach, when I throttled back.
It didn't give me a warm fuzzy feeling watching them vibrate the way they
did.
Ralph
________________________________________________________________________________
| Subject: | Re: Flooded MKIII |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/30/02 21:10Mick Fine
> I bet
> there's some cheaper Asian-made headsets on the market today that would
> probably match David Clarks in performance.
===============================
Some years ago I got curious about those ANC headsets, and bought a pair
with the expectation that they will not live up to the hype and i'll send
them back within the 30 MBG. I now own two. :-)
The set that I use daily is my old David Clark's -60, which started life as
just plain old passive set. I sent them to that mod outfit in Texas called
Headsets inc (I think they have a site). They came back as good as any
factory ANC set I have tested. I preserved my original investment by doing
that. My other set is Lightspeed M-20 or some such. They are too pretty to
use. However when I am done with my build the D/C set will go into the M3X
and the fency Lightspeed will go into the Beech.
I need to add that I have as yet not flown any of them next to a screaming
2cycle motor, so I don't know how well they'll do. But I am curious.
Ron(fhu)
________________________________________________________________________________
| From: | John Hauck <jhauck(at)sw.rr.com> |
| Subject: | Re: Flooded MKIII |
> I need to add that I have as yet not flown any of them next to a screaming
> 2cycle motor, so I don't know how well they'll do. But I am curious.
>
> Ron(fhu)
Ron/Gents:
Got a set of Litespeed 25's for Xmas. Couldn't wait to fly
with them in the Mark III. Wore them around the house
making noises to see how well they performed. Great! Got
in the Mark III, fired it up, put on the Litespeeds. Worked
great. Taxied out, performed mag check, takeoff check, and
they still worked great. Took off, and immediately started
getting feedback throught the headset. It was real quiet
between the WAH, WAH, WAH, WAH, droning feedback. Sent'em
back and got my money back. They did not work with a 912
and 3 blade fast taper Warp Drive prop, and enclosed
cockpit. I do not know how they would work with a two
stroke. I think there are some people on the Kolb List
flying with them though.
Would like to get another set that was tuned for my type
noise and environment. Would be nice to fly in a quiet
environment.
Take care,
john h
________________________________________________________________________________
| From: | Dwight.Kottke(at)hti.htch.com |
10/31/2002 07:36:35 AM,
Serialize complete at 10/31/2002 07:36:35 AM,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 5.0.11 |July 24, 2002)
at
10/31/2002 07:36:53 AM,
Serialize by Router on HUDOMGW1/HTI(Release 5.0.11 |July 24, 2002) at
10/31/2002
07:37:01 AM,
Serialize complete at 10/31/2002 07:37:01 AM
Ralph, I too fly a Firestar with round vibrating struts. Could you please
tell me and others how you built your streamlined struts.
The Flying Farmer
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
| Subject: | determining speeds |
Kolbers,
Could someone on the list explain the technique used to determine Vx and Vy? I
need to do that for my Mark III.
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | John Hauck <jhauck(at)sw.rr.com> |
| Subject: | Re: Struts (4130 Streamlined) |
> Ralph, I too fly a Firestar with round vibrating struts. Could you please
> tell me and others how you built your streamlined struts.
>
> The Flying Farmer
Dwight/Gang:
I'm not Ralph, but I also went to streamline struts on my
Firestar for the same reason. Did not like looking out
there at them vibrating like a guitar string.
Saved up my pennies (and a lot of dollars), ordered some
4130 streamline tubing (forget the dimensions), took my old
round lift struts down to my brother Jim's, fabricated steel
streamlined lift struts. While he was at it, Jim welded
some bushing stock in the end fittings so I could bolt the
lift struts snug and prevent vibration from enlarging the
holes.
Result was vibration went away and performance increased,
especially power off on approach to my little 600 ft
airstrip.
The new streamlined lift struts were worth the time and
money involved to fabricate.
Take care,
john h
________________________________________________________________________________
| From: | "Jim and Phyllis Hefner" <hefners_tucson(at)hotmail.com> |
Q: What about headset recommendations. The GA headsets that I used before
really
sucked. I had to reduce power so I could communicate with tower. Has any
one
using a headset that he is proud of and where can I get it?
I fly a Firefly with 447 and bought a passive Lightspeed QFR Solo headset
for $125
that are great. I would never spend the extra money for ANR, given the
performance
of this headset. I bought another one for a friend who flys a RANS Coyote
and he loves them.
Jim Hefner
Tucson, AZ
http://resourcecenter.msn.com/access/plans/freeactivation.asp
________________________________________________________________________________
| From: | John Hauck <jhauck(at)sw.rr.com> |
| Subject: | Re: Struts (4130 Streamlined) |
Dwight.Kottke(at)hti.htch.com wrote:
> John, do you know if Kolb sells a streamlined strut?
Dwight/Gents:
I don't think they do, but you can buy extruded aluminum
streamlined tubing from Kolb and make up your own. The lift
strut fittings are bolted to the streamlined alum.
john h
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
>
> Ralph, I too fly a Firestar with round vibrating struts. Could you
> please
> tell me and others how you built your streamlined struts.
>
> The Flying Farmer
Dwight and others,
Actually the streamlined struts were already built for a late model
Firestar with 5/16" pins, and had to modify them for my Original with
1/4" pins. So I ended up cutting off 3" on each strut and drilling new
holes. I bought 4 new end fittings at $20 apiece, from TNK, to fit the
1/4" clevis pins in the tangs. I thought about drilling out to 5/16"
(with the new end fittings) but the 1/4" pins do no wear and are plenty
strong enough (as I recall, there may have been an edge distance problem
at the bottom of the cage). To match up the lengths, I put both types of
struts side by side and placed a long 1/4" bolt through each end of the
drilled fittings. It took me a weekend to retrofit them for my Firestar.
The new streamlined struts cut drag and I gained about 5 mph in top end,
but added 7 lbs in weight to my already fat ultralight. They give me more
piece of mind (3 bolts at each end) rather than depending on 25 rivets to
hold my fat 200 lbs up in the air (although each rivet has a shear
strength of 250 lbs, it really is plenty strong and Homer Kolb still did
it right). Four years ago, I made a lexan gap seal that added more
weight. Can't make 254 now, but then it never did. It's at an even 300
lbs empty.
Ralph
Original Firestar with Rotax 447
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | ANR...A good thing |
I asked the engineers in the office if the ANR (Active Noise Reduction)
would work in my FireStar. They told me the ANR could not keep up with the
hi frequencies and they were right. But I still installed the ANR system on
my David Clark, it sure makes a difference reducing the low frequency. I can
hear my radio much better when I turn on the ANR. Lately I started hearing
some crackling in my headset, it could be one of my solderings got lose.
Will Uribe
El Paso, TX
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Re: Struts (4130 Streamlined) |
When I bought my MKIII back in 96' , streamlined lift struts were an
option. If New Kolb no longer offeres them, try Carlson Aircraft. They sell
extruded aluminum lift struts in two different sizes, prices are
reasonable, and they will even make up end fittings if you can tell them
what you want.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>> Ralph, I too fly a Firestar with round vibrating struts. Could you please
>> tell me and others how you built your streamlined struts.
>>
>> The Flying Farmer
>
>Dwight/Gang:
>
>I'm not Ralph, but I also went to streamline struts on my
>Firestar for the same reason. Did not like looking out
>there at them vibrating like a guitar string.
>
>Saved up my pennies (and a lot of dollars), ordered some
>4130 streamline tubing (forget the dimensions), took my old
>round lift struts down to my brother Jim's, fabricated steel
>streamlined lift struts. While he was at it, Jim welded
>some bushing stock in the end fittings so I could bolt the
>lift struts snug and prevent vibration from enlarging the
>holes.
>
>Result was vibration went away and performance increased,
>especially power off on approach to my little 600 ft
>airstrip.
>
>The new streamlined lift struts were worth the time and
>money involved to fabricate.
>
>Take care,
>
>john h
>
>
________________________________________________________________________________
| From: | "Robert Kearbey" <kearbey(at)jps.net> |
| Subject: | Re: determining speeds |
Jim,
I bet that Vx will be pretty close to 1.3 times Vso and Vy should be about
1.5 or 1.6. That is the way I fly mine. My airspeed indicator reads alittle
high so I will do best angle at 50 and best rate at 60.
Bob
----- Original Message -----
From: "Jim" <flykolb(at)carolina.rr.com>
Subject: Kolb-List: determining speeds
>
> Kolbers,
>
> Could someone on the list explain the technique used to determine Vx and
Vy? I need to do that for my Mark III.
>
> Jim
> Mark III
> Charlotte, NC
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Struts (4130 Streamlined) |
My Mk III kit from TOK came with round struts and slip-over plastic fairings
to streamline them. What's your thought on those ?? Long ago, someone
wondered how to figure just what angle to put the struts at, for the least
drag. I've kinda had in mind letting them "float," and pick their own
angle. Thoughts ??? Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "John Hauck" <jhauck(at)sw.rr.com>
Subject: Re: Kolb-List: Struts (4130 Streamlined)
>
> Dwight.Kottke(at)hti.htch.com wrote:
>
> > John, do you know if Kolb sells a streamlined strut?
>
> Dwight/Gents:
>
> I don't think they do, but you can buy extruded aluminum
> streamlined tubing from Kolb and make up your own. The lift
> strut fittings are bolted to the streamlined alum.
>
> john h
>
>
________________________________________________________________________________
| Subject: | Re: Flooded MKIII |
| From: | CaptainRon <CaptainRon(at)theriver.com> |
10/31/02 6:02John Hauck
> Taxied out, performed mag check, takeoff check, and
> they still worked great. Took off, and immediately started
> getting feedback throught the headset. It was real quiet
> between the WAH, WAH, WAH, WAH, droning feedback.
===========================
Geez that reminds me. :-) Yes my first set of the m-20 did the same thing.
I also sent it back. At the time I was a member of AVSIG on Compuserve and
one of the owners, or big cheeze whatever.. was participating online. Anyway
after I made my comments known online, he sent me some private mail
suggesting that I change that headset to another with different ear
cushions,, that they apparently do not offer to the public,, or so he
said... I said ok. Those worked and I still have them. It has to do with
noise penetrating the ear cup and causing feed back with the ANR circuitry.
However the best ones I ever tried were the Telex 4100. I sent them back
because I thought the factory David Clarks were better. Were I to do that
again I would have kept the Telex ANR 4100, and ignored the rest. I don't
think the Telex ANR 4100 are still in production but I think they have a set
that evolved from those. As long as they have a 30 day MBG its worth
checking out.
Mu suggestion to anyone that has a good quality set of headsets would be to
either get the ANR kit from Headsets inc and install it yourself, or sent
that to them and have them install it for you.
________________________________________________________________________________
| From: | John Hauck <jhauck(at)sw.rr.com> |
| Subject: | Re: Struts (4130 Streamlined) |
> My Mk III kit from TOK came with round struts and slip-over plastic fairings
> to streamline them. What's your thought on those ?? Long ago, someone
> wondered how to figure just what angle to put the struts at, for the least
> drag. I've kinda had in mind letting them "float," and pick their own
> angle. Thoughts ??? Lar.
Lar/Gents:
The 4130 streamline struts give the aircraft a more solid
feel. I feel more comfortable with them. However, after
beginning life with 4130 streamline lift struts, of which
one got totaled after 30 minutes, Miss P'fer ended up is
.058 4130 round tubing with the extruded alum streamline
tubing slipped over the round steel. These act as fairing
only. Was cheaper than trying to replace with 4130, since I
already had them with the Mark III kit.
I can not remember if I oriented strut with line of flight
or bottom of wing. I may have lined them up with the
fuselage. I don't think you will ever know the difference.
Take care,
john h
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: ANR...A good thing |
Your right - I tried them too. Lite Speed - I think, but they only took out
the low end noise. To me it sounded worse. It's not that loud anyway
with a 503. They took them back with no questions asked.
> I asked the engineers in the office if the ANR (Active Noise Reduction)
>would work in my FireStar. They told me the ANR could not keep up with the
>hi frequencies and they were right. But I still installed the ANR system on
>my David Clark, it sure makes a difference reducing the low frequency. I can
>hear my radio much better when I turn on the ANR. Lately I started hearing
>some crackling in my headset, it could be one of my solderings got lose.
>
>Will Uribe
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
| Subject: | Aluminum lift struts |
Here is the URL for Carlson lift struts and other aluminum stuff.
Richard Pike
MKIII N420P (420ldPoops)
http://www.sky-tek.com/struts.html
[DEFAULT]
BASEURL=http://www.sky-tek.com/struts.html
[InternetShortcut]
URL=http://www.sky-tek.com/struts.html
Modified=80313FC41481C2010C
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: Struts (4130 Streamlined) |
Lar, On both of my Firestar's. they have streamlined aluminum struts (with
round tubing inside) very strong. I angled them to have just a little lift
in the flying position. I thought that a little extra lift couldnt hurt.
Don't know if it does any good or not. Bald Eagle
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Struts (4130 Streamlined)
>
> My Mk III kit from TOK came with round struts and slip-over plastic
fairings
> to streamline them. What's your thought on those ?? Long ago, someone
> wondered how to figure just what angle to put the struts at, for the least
> drag. I've kinda had in mind letting them "float," and pick their own
> angle. Thoughts ??? Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "John Hauck" <jhauck(at)sw.rr.com>
> To:
> Subject: Re: Kolb-List: Struts (4130 Streamlined)
>
>
> >
> > Dwight.Kottke(at)hti.htch.com wrote:
> >
> > > John, do you know if Kolb sells a streamlined strut?
> >
> > Dwight/Gents:
> >
> > I don't think they do, but you can buy extruded aluminum
> > streamlined tubing from Kolb and make up your own. The lift
> > strut fittings are bolted to the streamlined alum.
> >
> > john h
> >
> >
>
>
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: over-gross 182 message of Wed, 30 Oct 2002 |
> Did you find
>alternate transportation home?
I hope he isn't still stuck at the airport
________________________________________________________________________________
| Subject: | Re: Struts (4130 Streamlined) |
| From: | ul15rhb(at)juno.com |
>
>
> > My Mk III kit from TOK came with round struts and slip-over
> plastic fairings
> > to streamline them. What's your thought on those ?? Long ago,
> someone
> > wondered how to figure just what angle to put the struts at, for
> the least
> > drag. I've kinda had in mind letting them "float," and pick their
> own
> > angle. Thoughts ??? Lar.
Lar,
I set mine so the fitting was inline with strut chord. In cruise, this is
parallel with the bottom of the wing and probably wasn't the best angle
for minimum drag unless I'm cruising very fast with AOA zero with the
horizon. At a lower cruise speed (55-60 mph), it will offset the weight
of the struts. Everything is a tradeoff.
Ralph
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Flooded MKIII |
Careful, there are two web sites with very similar name and both are in
headset business, one specializes in phone telemarketing headsets, the
other does ANR headsets for aviation use. Link to them is below. Jerb
http://www.headsetsinc.com/
>
>10/30/02 21:10Mick Fine
>
> > I bet
> > there's some cheaper Asian-made headsets on the market today that would
> > probably match David Clarks in performance.
>===============================
>
>Some years ago I got curious about those ANC headsets, and bought a pair
>with the expectation that they will not live up to the hype and i'll send
>them back within the 30 MBG. I now own two. :-)
>The set that I use daily is my old David Clark's -60, which started life as
>just plain old passive set. I sent them to that mod outfit in Texas called
>Headsets inc (I think they have a site). They came back as good as any
>factory ANC set I have tested. I preserved my original investment by doing
>that. My other set is Lightspeed M-20 or some such. They are too pretty to
>use. However when I am done with my build the D/C set will go into the M3X
>and the fency Lightspeed will go into the Beech.
>I need to add that I have as yet not flown any of them next to a screaming
>2cycle motor, so I don't know how well they'll do. But I am curious.
>
>Ron(fhu)
>
>
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Struts (4130 Streamlined) |
In a message dated 10/31/02 11:22:02 AM Eastern Standard Time,
biglar(at)gogittum.com writes:
> . I've kinda had in mind letting them "float," and pick their own
> angle. Thoughts ??? Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
>
Nope, that doesn't work.
Steven Green
________________________________________________________________________________
| From: | "vincenicely" <vincenicely(at)chartertn.net> |
| Subject: | Measuring Best Rate of Climb and Best Angle of Climb |
There was a question on measuring the best rate of climb and angle of climb.
Sorry, I lost the message before replying as I intended. So, he is my reply
to what I think the question was.
The FAA publishes a circular labeled AC 90-89a which can be found on the
internet at:
http://av-info.faa.gov/dst/amateur/ac90-89a.pdf
Page 47 and 48 (shows as page 54 and 55 of the pdf document) show how to
measure the best rate of climb and best angle of climb.
BTW, AC 90-89a is the FAA's view of how to flight test your new ultralight
or homebuilt aircraft for any who may not have found this circular and are
thinking of testing their new plane.
Vince Nicely
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Struts (4130 Streamlined) |
How come ??
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <SGreenpg(at)aol.com>
Subject: Re: Kolb-List: Struts (4130 Streamlined)
>
> In a message dated 10/31/02 11:22:02 AM Eastern Standard Time,
> biglar(at)gogittum.com writes:
>
> > . I've kinda had in mind letting them "float," and pick their own
> > angle. Thoughts ??? Lar.
> >
> > Larry Bourne
> > Palm Springs, CA
> > Kolb Mk III - Vamoose
> >
>
> Nope, that doesn't work.
>
> Steven Green
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
>
>
>Ralph, I too fly a Firestar with round vibrating struts. Could you please
>tell me and others how you built your streamlined struts.
I have thought about this for my Twinstar. I may get a length of
aluminum 8" wide and have a sheet metal shop bend the edges so that they
slip together like a stove pipe section. Then start a 1/2"radius bend in
the middle. I should then be able to fold them over and then slip them onto
the round struts. I would try bonding the rear edge. If I don't go to a
metal shop bonding and then adding a few rivits should be strong enough. I
could then attach them with 4 rivits like Kolbs plastic struts.
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)preferred.com> |
The first U/L I ever had that actually flew worth beans was an Easy Riser.
It had streamlined struts that were very simple and light weight, using
aluminum cuffs that fit along the rear side of all the tubes.
All the struts connecting everything were 1" round tubing. They were
streamlined by taking aluminum sheets about 5" wide and the length of the
struts, and folding them over on themselves with a brake, making a cuff
that was shaped like the back half of a streamlined fairing.
Along the open edges, there was a further slight bend put in lengthwise
about 1/4" back from the open edge, bending toward each other. These cuffs
were slid onto the tubes from the back, and secured with a 1/8" rivit at
each of the four end corners, and then the front half of the tube was
covered with aluminum tape wrapped around the front and overlapping onto
the cuff. The little bends along the open edges conformed to the curve of
the tubing.
Years later I tried the same thing with aluminum flashing, bent it in my
Black & Decker workbench, and taped them onto all the struts on my Hummer,
no rivits. Picked up several miles per hour top end.
The aluminum tape does not hold up well when exposed to any weather, and is
a bear to peel off when you go to replace it after you leave it on too
long, but if any of you feel like experimenting, here is a way to do it
while you decide where to drill the holes in your good stuff.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>>Ralph, I too fly a Firestar with round vibrating struts. Could you please
>>tell me and others how you built your streamlined struts.
>
> I have thought about this for my Twinstar. I may get a length of
>aluminum 8" wide and have a sheet metal shop bend the edges so that they
>slip together like a stove pipe section. Then start a 1/2"radius bend in
>the middle. I should then be able to fold them over and then slip them onto
>the round struts. I would try bonding the rear edge. If I don't go to a
>metal shop bonding and then adding a few rivits should be strong enough. I
>could then attach them with 4 rivits like Kolbs plastic struts.
>
>
________________________________________________________________________________
| From: | Mick Fine <froghair(at)gbronline.com> |
| Subject: | Re: Flooded MKIII |
>
>What brand ANC/ANR headsets did your friend upgrade to?
>jerb
>
I believe they are Lightspeeds but won't bet my life 'til I ask him... BTW,
this was in a Coyote with a 912S - not a 2-stroke.
-Mick
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
| Subject: | Re: Struts (4130 Streamlined) |
> How come ??
because the airfoil is not stable at the pivot point that is imposed by the
round tube underneath. there isn't a weathervaneing force because there is
as much area in front of the pivot point as behind. with no stability it is
a bad idea to let it spin free cause it might just spin.
this is serious by the way, do not try it, you might not live through the
experiment.
Topher
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Struts (4130 Streamlined) |
Gotcha ! ! !
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Christopher Armstrong" <cen33475(at)centurytel.net>
Subject: Re: Kolb-List: Struts (4130 Streamlined)
>
> > How come ??
> because the airfoil is not stable at the pivot point that is imposed by
the
> round tube underneath. there isn't a weathervaneing force because there
is
> as much area in front of the pivot point as behind. with no stability it
is
> a bad idea to let it spin free cause it might just spin.
>
> this is serious by the way, do not try it, you might not live through the
> experiment.
>
> Topher
>
>
October 17, 2002 - November 01, 2002
Kolb-Archive.digest.vol-dx