Kolb-Archive.digest.vol-ed
February 06, 2003 - February 27, 2003
> cuts and drilling.
====================
I have a simple rule, no pencils at all anywhere in the hanger. Aceton or
mek will remove the ink easy, as if it were water whenever someone wants to.
Very dangerous stuff that carbon on aluminum. Wood crafters have the hardest
time with this, they are so used to their pencils.
Now thinking about this I don't recall seeing Kolb anywhere in their manuals
cautioning against it. If thats the case they should enter a cuationary note
on all new plans pronto.
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/6/03 10:04John Hauck
> I believe he was referring to marking fabric with
> pencil. This is the recommended method of
> marking. Agree not to mark aluminum with pencil.
=================
Missed that part on my first go,, slow day here at the office.... :-)
If thats the case I hope using the 50/50 rule his pencil was on the outside.
If not I would think that Poly-bond or whatever they call that pink glue
that they provide will give a barrier from the graphite on the fabric to the
metal.
________________________________________________________________________________
From: | Duncan McBride <duncanmcbride(at)comcast.net> |
Subject: | Re: Maiden Flight |
Excellent! Way to go, Ray.
I soloed at the Flying Ten in 1975, and it's on my list of places to visit
when I fly off the restriction on 319DM. Only twelve more hours to go -
I'll be up that way pretty soon, and we'll take a picture of Romeo Bravo and
Delta Mike together. Great news!
Duncan
319DM
----- Original Message -----
From: "L. Ray Baker" <rbaker-@atlantic.net>
; "Aloha Moore" ;
"Barton" ; "Mike Baker" ;
"Tom Baker"
Subject: Kolb-List: Maiden Flight
>
> Kolb Listers,
>
> After a having put aviation on the back burner for almost a year, our 912
powered Mark III finally flew this past Sunday (2-2-2003), at the Flying Ten
Airport, Archer, FL. Everyting went great. No adjustments required.
>
> I am not current so, Larry Flewelling (Kolb Owner) was the test pilot and
did a super job. I am not sure who had the biggest smile, Larry or me.
>
> I cannot wait to get current so that I too can enjoy the fruits of my
labor.
>
> I want to take this opportunity to express my appreciation and gratitude
to all the Kolb Listers who so generously share their experience and
knowledge. Your input was invaluable to this first time builder.
>
> L. Ray Baker
> Gainesville, Fl
> Mark III, N629RB
>
>
________________________________________________________________________________
From: | John Hauck <jhauck(at)sw.rr.com> |
Subject: | Re: CLARK HEADSET |
> Fellow flyers, i don't want this conversation to run on too long
> because i know there is lots of info in the archives but i just wish to
> know how many of you are using the clark headphones... i would like to
> spend about $250.00 - $300.00 for a good set, can you give me the model
> # you are using and how it performs.
> Gary r. voigt
Hi Gary/Gang:
David Clark makes good stuff. I have a 1987
vintage 10-40, a 1992 vintage 10-40, a much newer
13.4. I like them all. The old 10-40 is heavier,
but seals better and cuts down on noise quite a
bit.
Before I got the DC 13.4 I got a Litespeed 20XL
active noise canceling. Did not work in the fully
enclosed Mark III (mine). Got a lot of feedback
in the form of a ruhm, ruhm, ruhm at cruise power
and higher.
I just bought a Sigtronics S-45. Built like the
DC 10-40, but much lighter. I have flown a couple
hours once with them a couple weekends ago. I
like them ok also. Got them from Tropic Aero for
179.00 plus 8.00 shipping. Have done business
with these folks on several occassions now.
Tropic Aero is in Ft Lauderdale, FL:
http://www.tropicaero.com/index.cfm
I also have a Sigtronics 400SPN intercom that has
been in the airplane since new, 1992. Works well.
My DC 10-40's have seen their useful lives. I
could probably send them back to DC and have them
overhauled. DC does good work and turns stuff
around in a hurry. They are expensive, but ya
pays for whats ya gets.
john h
PS: One of the things I did not like about the
Litespeed 20XLs was the darn battery that had to
be used with the system. Something else to take
care of, plus the container it was in took up more
space and added to the clutter in the cockpit.
Keep it simple.
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
Subject: | Re: CLARK HEADSET |
>
>Hafta add to this, based on Captain Ron's very appropriate comments:
>I've used my D.C.'s with pleasure & success for, as I say, over 5 yrs now,
>and haven't converted to ANR because I haven't felt the need, while flying
>Cessnas. When my Kolb is flying, I understand the noise level will be much
>higher, and I'll almost certainly go for the ANR conversion.
>Big Lar.
Don't really need it with a 503-E Box --- but has anyone tried these
ANR inserts in their Comtronics helmets or any other. Don't want
to stop using my helmet. 95% of the crashes in these things won't
kill you - but can hurt you real bad.
http://www.headsetsinc.com/
Possum
http://www.mindspring.com/~possums/
>==================================================================
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Subject: | Re: Maiden Flight |
Ray , Congratulations on your planes first flight! Hope you have many
enjoyable years of flying it safely.
Bob Griffin
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Paul writes
>
> >>
>> Folks please don't forget that this is a experiment and I'm not
>> suggesting that
>> this will be a practical application on a Kolb airplane but who
>> knows? The big
>> bore,long stroke,high compression engine is not what most "aircraft"
>> engine
>> makers go for but hey, it is a kick in the pants don't you think?
>> Not to mention
>> a free country! God bless America!!!!!!!!!
>>
> Paul as you say, probably not the best engine suited for aircraft, but
imagine sitting in your back yard and hearing a "Harley" pass by overhead in
the sky.
Fly Safe
Bob Griffin
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
I'm 100% in favor of helmets worn for motorcycle riding. Personal
experience taught me that. The likelyhood of a persons head impacting
something in a motorcycle wreck is very high. In an airplane crash the most
likely impact would be the head hitting the structure of the plane. In a
Kolb, the most likely crash scenario would be nose into the ground. The head
would first be thrown forward then back. In a 4 point harness, the forward
motion would be pretty much limited to the head impacting with the chest.
The rebound could cause the head to impact the cage. I think some type of
cushioning behind and on either side of the head would be more useful than a
helmet. Snuffy
________________________________________________________________________________
From: | John Hauck <jhauck(at)sw.rr.com> |
> I'm 100% in favor of helmets worn for motorcycle riding.
Snuffy
Snuf/Gang:
Have to agree with the Preacher, Richard Pike, on
this one. I feel it should be an individual
call. Same same motorcyles. Same same seat
belts. Same same parachutes.
If you/me/we make the wrong call and we don't take
someone with us, we are big boys and girls and can
take the results.
There is a little more to crashes than whiplash to
consider. Primarily, trees, limbs, stumps, rocks,
houses, etc., coming into the cockpit.
Dallas Sheppard would be a good guy to get an
opinion from. He just went through a crash.
Been a long time since I have done one, so the
circumstances are not nearly as vivid today as
they were 11 years ago. I still do not wear a
helmet in civilian aircraft. However, you could
not pay me to fly an Army helicopter without my
SPH3 or SPH4 helmet securely cinched to my
noggin. Go figure.
My son pesters me about helmets and flying. Uses
the example of our motorcycles and helmets.
Neither of us would ride without one. I took a
look at GENTEX, the folks that make the Army's
helmets. I get the same gut reaction when I look
at them as some of you all do when you look at the
cost of a new BRS for your MK III. Later.
However, that "later" is not going to help me if
it ain't on top of my head when I need it.
Take care,
john h
________________________________________________________________________________
From: | ul15rhb(at)juno.com |
Guys,
It appears to me once the cockpit becomes enclosed, helmets become
obsolete. I was once taking a ride in an RV-4 and going through some
exhilarating aerobatics when I realized that my face was inches away from
the instrument panel and should there be a sudden deceleration in forces,
my face would be into it. Gary Voigt just completed his full enclosure
and it's too tight to wear a helmet inside. I can understand this, but is
it safer?
Motorcycle riders have had this debate many times over. Minnesota once
required helmets be worn, and the law was repealed. It's a personal
choice, although if we are caught without wearing a seat belt in this
state, they can fine you.
I have been wearing a full-face helmet for 16 years and would feel naked
without it. It keeps the wind out of my eyes, helps reduce noise, and
keeps my head warm. I imagine if I stopped wearing it, a few years from
now I might think it was odd to wear it again. I notice in aviation, like
a lot of other things, tradition becomes the norm. Private, corporate,
and commercial aviation pilots don't wear helmets, why should we?
We had a ppc pilot die last summer when his canopy collapsed after flying
it around with the lines entangled over the top. Dumb move on his part.
He was a smart guy (engineer), we will never know why he did that. When
the cart crashed, a tube impaled the side of his cheek. He was killed
instantly while wearing a helmet. A full-face helmet might have deflected
the tube. Who knows .....
Ralph
Original Firestar
________________________________________________________________________________
Subject: | Re: Instructor needed |
In a message dated 2/5/03 9:52:45 PM Eastern Standard Time,
flykolb(at)carolina.rr.com writes:
> Just had a call from a fellow in Charlotte, NC who is buying a Firestar and
> needs instructions. Anyone around - within say 4 hrs - of Charlotte who can
> help him?
>
> Jim
> Mark III
> Charlotte, NC
>
>
>
Jim, check our website at www.trentonflyers.com; click on "instruction".
Mike Herlihey is a good USAA instructor & very active.
Howard Shackleford
SC
________________________________________________________________________________
Check this out; they have a belt redrive for VW engines; may be able to
adapt to Verner.
http://www.hoverhawk.com/pwrtrans.html
Shack
FS II
SC
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
Subject: | Instructor needed |
EAA members can access the EAA instructor database at:
http://www.eaa.org/ultralights/directory/lookup.html
Here are the names that appear under Charlotte.
Charlote
Gregg
Brozo
ASC
BFI
ppw
704-948-0540
Charlotte
Gary
Williams
ASC
BFI
pws
704-752-5863
Peter
flykolb(at)carolina.rr.com writes:
> Just had a call from a fellow in Charlotte, NC who is buying a
Firestar and
> needs instructions. Anyone around - within say 4 hrs - of Charlotte
who can
> help him?
>
> Jim
> Mark III
> Charlotte, NC
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
I feel it should be an individual
call. Same same motorcyles. Same same seat
belts. Same same parachutes.
If you/me/we make the wrong call and we don't take
someone with us, we are big boys and girls and can
take the results.
I sort of agree with the everybody do what ya want thing except for the
problem with costs. See when ya get all crunched in a crash, cycle car
plane, seatbelts or not, helmets or not, we your fellow health insurance
policy holders pay for your healthcare. that's the point of insurance,
share the burden so when your number comes up you can afford to get better.
Now if lots of folks make choices that result in otherwise unnecessary costs
(smoking, obesity come to mind as well as seat belts drunk driving, no
helmets, flying hobbyist built aircraft, pick your vice) it screws the whole
system, and we end up with runaway health care costs.
trying to predict ahead of time weather a helmet is going to be of help in
the future unknown type of crash you may have... even based on personal
experience of past crashes is folly. I can tell you that having the helmet
on will always protect your head in a crash better then not having a helmet.
the sudden stop does thrash the head and the helmet will make that worse in
some cases. you want a sore neck or a squashed head? I don't find that a
difficult choice to make. in fighter jets and all auto racing, even in cars
with roll cages that make our Kolb frames look like tissue paper, and speeds
where head decelerations are 10 times greater then anything you could see in
a Kolb they where helmets. if you don't want to wear one cause they are
uncomfortable/inconvenient, don't( I don't in most airplanes but always on
my cycle, and will wear a light one in my Kolb, if I can get it done before
I die) , but don't try to justify that it is safer, there is no possibility
that that is true. I have seen pictures of crashed Kolbs with the rudder
pedals pushed up where the guys head is. Now you're going to be in tuff
shape after a crash like that, but your going to be better off if the rudder
pedals bounced off your helmet instead of penetrating your skull.
Topher
________________________________________________________________________________
From: | SR3SA2L1(at)aol.com |
My .02 worth,
Personally I do not like to wear helmets in or on anything and I believe it
should be an individual choice.
That being said, I do wear them on bikes and in the Kolb. Here is why:
1) Being from the gambling state of Nevada, I may play the games, but I like
to play with the odds in my favor whenever possible and to the greatest
extent reasonably possible. If I can hedge my bet, I will.
2) The statistical odds of needing a helmet in a general aviation, certified
and unmodified aircraft is far less than it is in the "slightly modified"
aerocreatures we tend to play in.
3) I have bounced my brain case hard enough to crack a couple of helmets and
I am glad it was the helmet that was tossed in the trash instead of what was
left of my scrambled brain. As my father-in-law once told me "I've done it
(crashed) with em and I've done it without em. If I do it again, I perfer to
do it with em".
4) I have over 20 years of clinical experience trying to put back together
those who have not been as lucky as we all hope we will be when bad things
happen to good people. A typical example is one of my current patients
(male, 22 years old) who is now a brain damaged quad. He now has approx. 55
years of life remaining that he will spend flat on his back, unable to move a
muscle or do so much as scratch an itch or ask for a change of his diaper.
Because he can no longer chew or swallow, all his food must be liquefied and
pushed through a tube installed in his stomach. The only injury he sustained
was a very small hole punched in the side of his head by some unknown object
that was either a part of the cockpit or that was being thrown around the
cockpit during his life changing event.
5) Whiplash is easier to fix than brain injuries.
While I appreciate and accept the concept that "when it is your time to go
..." and I have no fear of or illusions about the inevitable end result our
journey, my life's experiences have made clear to me that there are
situations far far worse than death and we are very very fragile creatures.
Gentlemen, do as you see fit, but please spend a day with someone like my
friend/patient before you make your decision (it may give you a new
perspective and I can guarantee that the poor unfortunate fellow will
appreciate the diversion).
Steve
________________________________________________________________________________
From: | "Ted Cowan" <tcowan1917(at)direcway.com> |
well, will put my two cents worth. I had a good friend who had a heart
attack at 1400 ft ag in a firestar. went through a grove of hardwood. to
make a story short, he suffered injuries to his feet, of course, but the
worse was a limb of a tree hit him on the upper left side of his head. the
headset he was wearing cut the top of his ear off and the limb hit him on
the frontal lobe. bad news. long and short time memory loss. really bad.
he finally had a fatal attack and died. talk about changing your life.
word is, if he were wearing the helmet that he had available, he would have
suffered no head injuries at all I believe and would just have healed up his
feet and been on with his life. life is short and it can change in a
heartbeat. your choice. doesnt take much of a tunk to take out your
ability to control your body. I wear a military chopper type and will
always wear one. dont want to spend the rest of my life looking up at the
ceiling. my choice. by the way, my brain bucket saved my life in a motor
scooter flip flop in LA, Calif. back in the 70s. love my little helmets,
especially the wonderful face shield the government provided on the helmets.
nothing but the best for our troops, right. ted cowan, alabama.
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Helmets, round two |
All right, now that the should I or shouldn't I debate has, perhaps, begun
to abate, let's go to the next level.
Assuming that a person decided to USE a helmet, what's the best one? [evil
grin]
Seriously, I'd like to hear from those of you who own helmets why you chose
or keep the one you have.
-Ken Fackler
Mark II / 503
Rochester MI
________________________________________________________________________________
In a message dated 2/7/03 10:30:28 PM Eastern Standard Time,
cen33475(at)centurytel.net writes:
> Now you're going to be in tuff
> shape after a crash like that, but your going to be better off if the
> rudder
> pedals bounced off your helmet instead of penetrating your skull.
>
> Topher
>
but then again, that type of accident it totally unpredictable, isn't it?
My stint in Mexico where no one had it, yeilded this result on "insurance".
Why pay someone, betting that you are going to die?.....so....there ya
go...the OTHER side of the story.
George RAndolph
Firestar driver in Akron, Oh
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Ultra Light Vehicle Speed |
> My FS meets the "regs" except for
>weight....and if you really want to get technical, we all can violate
>the top speed limitation of 63 mph with our Kolbs, so which is the
>greater violation?
Outlaw,
If you can meet all the design criteria in AC 103-7 Appendix 1, 2, 3 & 4, it is
legal to fly an ultra light vehicle faster than 63 mph. That is one of the
interesting and fun things about 103, is how to stay with in the regs and try
to turn an ultra light vehicle from a pea patch puddle jumper into a cross country
crusing machine.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | BILLIE FUTRELL <bill-jo(at)prodigy.net> |
Subject: | Re: Maiden Flight |
Wat to go Ray,I know how you feel because I have been there. I am in Fla now
so give me a call. My number down here is 734-788-1919.
Bill Futrell MK111Xtra
Ray Baker"
Kolb Listers,
After a having put aviation on the back burner for almost a year, our 912 powered
Mark III finally flew this past Sunday (2-2-2003), at the Flying Ten Airport,
Archer, FL. Everyting went great. No adjustments required.
I am not current so, Larry Flewelling (Kolb Owner) was the test pilot and did a
super job. I am not sure who had the biggest smile, Larry or me.
I cannot wait to get current so that I too can enjoy the fruits of my labor.
I want to take this opportunity to express my appreciation and gratitude to all
the Kolb Listers who so generously share their experience and knowledge. Your
input was invaluable to this first time builder.
L. Ray Baker
Gainesville, Fl
Mark III, N629RB
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
But I also know guys that have been blind sided by cars when better
peripheral vision may have prevented it. ????????
you just gotta keep your head on a swivel. It seams some people will think
of any and all excuses to get away with not doing what's good for them. I
don't get that, but I am in strong agreement that everybody should keep the
right to be stupid if they want. but again it is costing us all tons of
money with healthcare costs spiraling out of control.
john H, I was agreeing with you on the part of your post that I quoted, the
rest of my comments were just of a general nature not referring to you,
sorry I do tend to ramble on. Would I wear one in my car? no. do you
honestly think that the Kolb presents as significant protection to the
occupant as a modern automobile? It is a great crash cage but it isn't
anything compared to a modern car with front and side airbags.
My basic point is, to not wear a helmet is to accept additional personal
risk, that ends up impacting all of us in the form of higher healthcare
costs. It is more dangerous to participate in lots of activities without a
helmet. None of these justifications that all of you are coming up with to
make it sound like a good choice are valid. If you don't want to wear one
great, but quit making up arguments that you're somehow safer without one,
because that is ridiculous.
That carrier deck helmet sounds like a great deal...
Topher
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/7/03 21:02John Hauck
> Now if I could get rid of the majority of that
> damn prop noise...........
===================
Well John old Buddy its called $$$$ and a smaller dia 4 blade prop pitched
high. :-)
At least that is my formula. Now with a Hirth tuned two cycle muffler I
don't know how much benafit I'll get. But with your little Austrian buddy it
should be rather quite.
________________________________________________________________________________
From: | "Lawrence M. Rice" <tailwind5(at)juno.com> |
Friends,
I may be a bit slanted, but both my daughter and I have had our lives
saved by helmets. I can understand being bothered by the limited
visibility of a full face, so why not get a "shorty", it's a lot better
than nothing, even a bicycle helmet's much better than nothing. Give me a
choice between some whiplash and only half a brain......
Larry the MicroMong guy
________________________________________________________________________________
From: | RWilliJill(at)aol.com |
Subject: | inboard rib steel ring drilling |
Another question
The plans show a small section of a typical drill spacing for the inboard
main spar end to the steel ring on the inboard rib. There is a reference to
do no drilling on the top and bottom of the main spar for 3.5 inches around
the circumference on the rest of the ribs except the outboard rib. My
question is, does this apply to the drilling of the inboard steel rib? If it
does, there won't be very many rivets holding it together.
Thanks for some help any anybody
Ron Williams
Firestar II
________________________________________________________________________________
From: | "Blane Cox" <coxhb(at)hotmail.com> |
Subject: | Re: Kolb-List Digest: 37 Msgs - 02/07/03 |
Flying through a herd of bees in a open cockpit will convince most folks that a
full face helmet is best. When it comes to chosing between a open face helmet
versus a full face helmet, you have to ask yourself if you want a closed or open
coffin at your funeral! And please wear shoulder harnesses. They keep the
body closer to the wreckage.
________________________________________________________________________________
From: | John Hauck <jhauck(at)sw.rr.com> |
Subject: | Address Change John Hauck |
Hi Folks,
Provider is changing my email address to:
jhauck(at)elmore.rr.com
Effective 11 Feb 2003.
Sorry for the inconvenience.
John Hauck
USA SF/Avn Retired
Titus, Alabama
________________________________________________________________________________
From: | <by0ung(at)brigham.net> |
Subject: | Re: Kolb-List Digest: 39 Msgs - 02/06/03 |
Kolbers,
My plan to mount my battery is to use the standard location behind the
passenger
seat. I have put a piece of thin rubber under it, and strapped it down
with
the same method used on the stock fuel tank set- up.
================================
i built a small metal pan with 1 inch sides.... put in the batery and
straped it down as you sugested.. inspection went ok
boyd
________________________________________________________________________________
From: | <by0ung(at)brigham.net> |
Fellow flyers, i don't want this conversation to run on too long
because i know there is lots of info in the archives but i just wish to
know how many of you are using the clark headphones... i would like to
spend about $250.00 - $300.00 for a good set, can you give me the model
# you are using and how it performs. i'am not stuck on clark i just
though the quality was there in that brand, so if you can recommend a
better performing one please let me know.
thanks,
Gary r. voigt
i used a set of pilot pa 11-60 for over a year and had good success with them.
( out of the box they were noisy, but the factory sent me a set of new mics
and that fixed the problem.) since i have bought a set of telex echelon anr
150 and realy love them..... pd 300 each for the telex....( i had to adjust
the mike gain to minimum to get a better signal to noise ratio ) the pilot pa
11-60's are for sale if anyone is interested. i still have the boxes. i
paid 92 dollars each for the pa 11-60's the pilots have better passive noise
reduction over the telex model but the addition of the anr was worth the price.
boyd
________________________________________________________________________________
From: | <by0ung(at)brigham.net> |
john
do you know the weight of the warp drive propeller?
jim gerkin
do you remember the weight of the prop extention you made for me?
boyd young
________________________________________________________________________________
From: | "John Cooley" <johnc(at)datasync.com> |
Subject: | Re: inboard rib steel ring drilling |
> Another question
>
> The plans show a small section of a typical drill spacing for the inboard
> main spar end to the steel ring on the inboard rib. There is a reference
to
> do no drilling on the top and bottom of the main spar for 3.5 inches
around
> the circumference on the rest of the ribs except the outboard rib. My
> question is, does this apply to the drilling of the inboard steel rib? If
it
> does, there won't be very many rivets holding it together.
>
> Thanks for some help any anybody
>
> Ron Williams
> Firestar II
Hi Ron/Gang,
Ron....I haven't saw a response to your questions yet so I'll give you my
suggestions and what I have saw from building or rebuilding three different
Kolbs. The steel ring on the inboard steel rib should have two rows of
rivets spaced 1/2 " apart all the way around the spar. Stagger the rows and
be sure to skip any rivets that would require drilling into the supports in
the middle of the steel ring.
On your other question about how many rivets are used in the rib flanges at
the front and rear spar, it is one in each "V" shaped tab or two at the
front spar and two at the rear spar.
Hope this helps
Take Care,
John Cooley
________________________________________________________________________________
From: | "Woody Sulloway" <sulloway(at)mail.clis.com> |
Subject: | Re: Helmets, round two |
Guys,
we used to be told that flight helmets were mostly to hang earphones and
mikes as well as face shields on. Is there a military helicopter type here
that can fill us in as to whether the helicopter type gives any better
protection than the Jet one?
Regards
Woody
---
[This E-mail scanned for viruses by Cape Lookout Mail Server]
________________________________________________________________________________
From: | "T. K. Frantz" <tkrolfe(at)usadatanet.net> |
Peter Volum wrote:
>
> Today. in a Kolb. in Miami.
>
>
> Life is good!
>
>
Peter,
Boy!!!!!!! You really know how to hurt a guy! We have six inches of snow
on the ground and temps in the low 30's here in Lancaster County, Pa. Been
wanting to fly for the last six weeks waiting for a break in the weather.
Flying in an open cockpit FireFly from a frozen snow covered airstrip,
tends to restrict your flying just a tad. Brrrrrrrrrr!!!!!!!!
Great pic's!!! I'm praying for spring,
Terry - FireFly #95
________________________________________________________________________________
Subject: | Re: inboard rib steel ring drilling |
IN looking at my FireFly plans, that is exactly how they show the rivet
spacing and number on each rib end.
On the below website, I believe you can see pretty well on page 3 or 4 the
nose of the rib, and how I riveted it....according to the print.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini
FireFly 098
________________________________________________________________________________
From: | SR3SA2L1(at)aol.com |
Subject: | Re: inboard rib steel ring drilling |
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Tinted Windshield/Wheelpants/Training |
Hello list,
Within the next week I will be taking poccession of a 2002 Firestar II and I
bought the hangar it is in. I did alot of research before deciding to buy
this aircraft and during that research I noticed quite a few firestar pics
on the web with smoked or tinted windshields on them. Where do you get
these? Are they just made by the aircraft owners or does kolb sell them? The
other item that I have seen on a few is wheel pants. Is there a vendor out
there for firestar wheel pants (mine has the tundra tires on it)?
PS - Still looking for some training in a kolb two place anywhere in the
USA. I will travel to your location and fly with you till the point at which
you said I was ready 3 hours ago to solo. I would like to do a long weekend
training in type. Please, if you are a BFI or know of one that is in a kolb,
let me know on or offline and I will contact that person. I don't want to be
stuck on the ground when spring comes.
Thanks all.
James Alderson
________________________________________________________________________________
From: | "Jim" <flykolb(at)carolina.rr.com> |
Subject: | Re: Tinted Windshield/Wheelpants/Training |
James,
I used "bronze" colored lexan for my windshield. You can get smoked in
various shades or degrees of smoke. DO NOT USE ACRYLIC!
The fellow I used for my required 10 hours is Bob Myers, BFI, in Wilson, NC.
Phone 252-356-2544. He has a Mark III with a 582 and his own grass strip.
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: "Alderson, James" <James_Alderson(at)jdedwards.com>
Subject: Kolb-List: Tinted Windshield/Wheelpants/Training
>
> Hello list,
>
> Within the next week I will be taking poccession of a 2002 Firestar II and
I
> bought the hangar it is in. I did alot of research before deciding to buy
> this aircraft and during that research I noticed quite a few firestar pics
> on the web with smoked or tinted windshields on them. Where do you get
> these? Are they just made by the aircraft owners or does kolb sell them?
The
> other item that I have seen on a few is wheel pants. Is there a vendor out
> there for firestar wheel pants (mine has the tundra tires on it)?
>
> PS - Still looking for some training in a kolb two place anywhere in the
> USA. I will travel to your location and fly with you till the point at
which
> you said I was ready 3 hours ago to solo. I would like to do a long
weekend
> training in type. Please, if you are a BFI or know of one that is in a
kolb,
> let me know on or offline and I will contact that person. I don't want to
be
> stuck on the ground when spring comes.
>
> Thanks all.
>
> James Alderson
>
>
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Topher and Fellow Kolbers:
> My basic point is, to not wear a helmet is to accept additional personal
> risk, that ends up impacting all of us in the form of higher healthcare
> costs
That's only true if a) you live, b) you require extended, expensive medical
care, c) you don't have coverage or have insufficient coverage, and d) you
have no other sources to defray the costs. That seems like an awful lot of
if's strung together to me.
> honestly think that the Kolb presents as significant protection to the
> occupant as a modern automobile? It is a great crash cage but it isn't
> anything compared to a modern car with front and side airbags.
But neither is the energy equation the same. Kolbs have less mass and
assuming that the pilot isn't unconscious are going to be going much slower
than the types of crashes experienced by automobiles. That's like comparing
the "protection" offered by a baseball umpire's vest to the body armor of a
police officer. Different conditions and missions, therefore different
solutions to the problem.
Of course, all of the above is probably moot since, as you noted, people do
what people do and no sort of logical argument is likely to change that.
________________________________________________________________________________
From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
Subject: | Re: Kolb-List Digest: 40 Msgs - 02/08/03 |
Oh yeah, that worked. I'm jealous......1" of snow and 38 degrees, overcast
and blowin' 20+ and forecast for snow again tonight here in the mountains
of Northeast Georgia. I'm sick of cold weather...... Next aircraft I build
will be fully enclosed. Oh yeah, I'm working on that one now.
Great Pics!
Doug Lawton
NE Georgia & Whitwell TN
PS Anyone know anything about this engine manufacturer?
http://www.atpcoinc.com/
>
> Today. in a Kolb. in Miami.
________________________________________________________________________________
From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Subject: | Ray Baker relocation |
Ray et al,
I was encouraged to see that Ray Baker is back in the building/flying game. He
moved some time ago and has been busy with settling into the new digs. His absence
scared me because we just moved from our big home/land/workshop to a neighborhood
and I had to move my Mk3-912 to my hangar which is 32 miles away. Progress
has been really slow and I started to wonder if it would ever be done.
Seeing Rays e-mail on his first flight makes me want to get out there and finish
my machine and move on to flight testing next month.
My new 20x24 backyard workshop is currently under construction and should be ready
by the end of this month. Maybe I'll try a Kolbra next.
Thanks Ray,
Duane the plane Mitchell
----- Original Message -----
From: BILLIE FUTRELL
Subject: Re: Kolb-List: Maiden Flight
Wat to go Ray,I know how you feel because I have been there. I am in Fla now
so give me a call. My number down here is 734-788-1919.
Bill Futrell MK111Xtra
Ray Baker"
Kolb Listers,
After a having put aviation on the back burner for almost a year, our 912 powered
Mark III finally flew this past Sunday (2-2-2003), at the Flying Ten Airport,
Archer, FL. Everyting went great. No adjustments required.
I am not current so, Larry Flewelling (Kolb Owner) was the test pilot and did a
super job. I am not sure who had the biggest smile, Larry or me.
I cannot wait to get current so that I too can enjoy the fruits of my labor.
I want to take this opportunity to express my appreciation and gratitude to all
the Kolb Listers who so generously share their experience and knowledge. Your
input was invaluable to this first time builder.
L. Ray Baker
Gainesville, Fl
Mark III, N629RB
________________________________________________________________________________
Peter.....those pics...jeez, I went out to work on my Bird today in the
pole-shed...temp was 30 inside before I turned on the heater...Im now
waiting for the temp to come up to a tolerable level for work without a
snowmobile suit on!
To a flatlander up here in frozen Illinois that place in your pics look
likeit must be just past the Pearly Gates
Don Gherardini
Firefly 098
________________________________________________________________________________
From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Subject: | Ivo in-flight adjustable prop |
This is of interest:
http://www.ivoprop.com/inflightultralightmodel.htm
What does everyone think about this prop? Or it is not a big performance enhancer
on a high-drag plane like a Kolb? The price doesn't look too bad. I just
wonder how about this prop's durability and reliability.
It seems like this would be Sport Plane acceptable since it is not a constant speed
prop, but an adjustable one. They have an add-on to make this a constant
speed prop for $400 more.
Clay Stuart
Mark IIIXtra builder
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Rotax engine failure mode analysis |
This is only semi-related to Kolbs, but as it is a potential safety issue
for Rotax engine users, I offer it in the spirit of helpfulness. Please
excuse me for not offering more precise descriptions in this story, but it's
second-hand info.
Last fall, a T-bird driver at the field where I fly had an engine failure
while on final. He made a decision not to try for the field and aimed for a
nearby field. Unfortunately, he managed to hit a tree while coming down.
Though the plane sustained substantial damage, both he and his student
walked away with nothing more serious than an emotional shakeup. (Sadly, the
student hasn't flown since.)
The aircraft and engine (Rotax 582) have been in storage until recently,
while the owner was saving up for the rebuild. He recently sent the engine
out for repair and it was discovered that CONTAMINATION in an oil reservoir
that feeds the internal parts of the engine probably caused the flow of
lubrication to stop and subsequently caused the failure of a brass rotary
gear that drives a butterfly-type valve in the intake manifold. This
combination caused the fuel starvation that resulted in the engine quitting
and led to the extensive and expensive damage to both engine and aircraft.
Hopefully, any of you who have this engine are either aware of this and are
on top of it, or will use this story to avoid a similar situation.
-Ken
________________________________________________________________________________
From: | Chuck Davis - Comcast <davis207(at)comcast.net> |
Has any one ever tried one of these "Dial-a-jets"? It claims keep your
mixture from leaning out by automatically supply "just enough" fuel to avoid
an over lean condition. Eliminates having to change jets or adjust the
carb. The web site reprinted a review in '94 Snowmobile Tech magazine.
I've copied the first paragraph of the product description below.
http://www.altimizer.com/daj.html
DIAL-A-JET
Automatic Fuel Induction System
Dial-A-Jet is a completely external jetting system that delivers maximum
horsepower from any engine with a given volumetric efficiency at any
temperature or altitude. It improves throttle response and can actually
reduce fuel usage in many cases. It works well with stock or modified
engines, standard or high-performance exhaust systems as well. The
Dial-A-Jet is easy to install and may be adapted to almost any carburetor
used on 2-stroke or 4-stroke normally aspirated or draw-through turbo/super
charged engines for snowmobiles, ATV's, dirt bikes, motorcycles,
automobiles, airboats, hovercraft, etc. Dial-A-Jet automatically purges
your float bowl of alcohol, water, benzenes, or other unwanted sediments
that could cause engine damage.
Chuck Davis
Firefly #027
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Chuck,
The Dial a jet picks up its fuel through a fitting tapped into the drain
plug of your carbs float bowl. A small hose like a primer line wraps around
the carb between the fitting and the "dial a jet" to transport the fuel. It
is basically in parallel with the main jet, so you drop down one size on
your main when the dial a jet is installed.
I attempted to test one out in the mid ninties on my Loehle, but did not see
much differance in performance (if any) in static run ups. I than proceeded
to sieze my engine on the first day of test flying, (probably not the fault
of the dial a jet).
Anyway, I replaced that engine and carb with a more powerful engine. (503)
and never looked back.
My thoughts are that it is one more thing added to the engine that could
fail or drain fuel from your carb if the hose failed and I would rather keep
things as simple as possible.
If you need extra power, install extra displacement, there is no substitute
for size.
Just my thoughts and worth only what you payed for them.
Denny Rowe
Mk-3 N616DR 690L-70
Leechburg PA Pretty much done, waiting for some weather to fire the beast
up. (She looks like a hundred bucks)
Congrats Ray Baker on turning yours loose!
----- Original Message -----
From: Chuck Davis - Comcast <davis207(at)comcast.net>
Subject: Kolb-List: Dial-a-Jet
>
> Has any one ever tried one of these "Dial-a-jets"? It claims keep your
> mixture from leaning out by automatically supply "just enough" fuel to
avoid
> an over lean condition. Eliminates having to change jets or adjust the
> carb. The web site reprinted a review in '94 Snowmobile Tech magazine.
> I've copied the first paragraph of the product description below.
>
>
> http://www.altimizer.com/daj.html
>
> DIAL-A-JET
>
> Automatic Fuel Induction System
>
> Dial-A-Jet is a completely external jetting system that delivers maximum
> horsepower from any engine with a given volumetric efficiency at any
> temperature or altitude. It improves throttle response and can actually
> reduce fuel usage in many cases. It works well with stock or modified
> engines, standard or high-performance exhaust systems as well. The
> Dial-A-Jet is easy to install and may be adapted to almost any carburetor
> used on 2-stroke or 4-stroke normally aspirated or draw-through
turbo/super
> charged engines for snowmobiles, ATV's, dirt bikes, motorcycles,
> automobiles, airboats, hovercraft, etc. Dial-A-Jet automatically purges
> your float bowl of alcohol, water, benzenes, or other unwanted sediments
> that could cause engine damage.
>
>
> Chuck Davis
>
> Firefly #027
>
>
________________________________________________________________________________
From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Subject: | FSII lord mounts |
Hey Guys,
I've been filing and polishing my engine plate ( purdy )
I looked at the blueprints and it sez to put THREE washers on top of the lord
mount and then bolt the engine plate on........WHY do they want me to raise
the engine HIGHER ?
I know we're only talking about TWO extra washers height....1/8 in.....
I'd like some feedback before I blindly follow directions....
Gotta Fly...
Mike
FSII - 503 w/B box & 66in IVO , First spray coat - polybrush
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
From: | "CaptainRon" <captainron(at)theriver.com> |
Subject: | Re: Ivo in-flight adjustable prop |
> What does everyone think about this prop? >
> Clay Stuart
> Mark IIIXtra builder
>=====================
I'd say go for it if its in the budget. On your first cross country flight
you'll get your money out of it.
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: FSII lord mounts |
Because when you only put two washers on, and the engine starts to shake,
rattle 'n roll, (Doin' that Rotax 2-stroke idle thing) you will see big
black rubber smudges on the bottom of the aluminum plate from the top of
the lord mounts next time you take it off.
Guess how I know this?
Richard Pike
MKIII N420P (420ldPoops)
>
> Hey Guys,
> I've been filing and polishing my engine plate ( purdy )
> I looked at the blueprints and it sez to put THREE washers on top of
> the lord mount and then bolt the engine plate on........WHY do they want
> me to raise the engine HIGHER ?
> I know we're only talking about TWO extra washers height....1/8 in.....
> I'd like some feedback before I blindly follow directions....
> Gotta Fly...
> Mike
>
> FSII - 503 w/B box & 66in IVO , First spray coat - polybrush
>---
>Sometimes you just have to take the leap
>and build your wings on the way down...
> Gotta Fly...
>
>
Help Stop Spam!
Delete all address information (especially mine) off everything you
forward, and make Blind Carbon Copy a way of life.
Thanks! And have a blessed day.
rp
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
That's only true if a) you live, b) you require extended, expensive medical
care, c) you don't have coverage or have insufficient coverage, and d) you
have no other sources to defray the costs. That seems like an awful lot of
if's strung together to me.
no ifs at all.
a) if you die then the life insurance has to be paid to your family. b)
just a simple surgery or two is gonna run many thousands of dollars. c)
your coverage is in the form of a few thousand dollars to buy the coverage,
that then can use up hundreds of thousands of dollars in costs for serious
injury. the rest of the money comes from the rest of the policy holders.
and if the insurance company starts running out of money cause too many
policy holders take bad care of themselves then the rates for insurance go
up. d) how many people will pay out of their pocket before they use up
there insurance... none.
________________________________________________________________________________
From: | "Richard Neitzel" <neitzel(at)newnorth.net> |
Greetings
I spent a while going through the archives and couldn't find much on Sporty's SP-200
hand held transceiver. Anybody have any experience with this radio? I
like the idea that it has the nav capability as well as localizer plus a five
year warranty. It also appears that an adapter can be purchased so I can plug
it into my intercom.
Appreciate any comments and thank you ahead of time
Dick Neitzel Sayner WI Mark III 582 neitzel(at)newnorth.net
Thirteen below zero again this morning!
________________________________________________________________________________
From: | John Hauck <jhauck(at)sw.rr.com> |
> Someone posed the question "what does Kolb say?" I got a demo ride in Fat
> Albert at Oshkosh and a helmet was provided
> Bill in Lousyana
Bill/Gang:
That was an EAA mandate, not Kolb Aircraft.
Sometimes they would pull that on us at Sun and
Fun also.
1989, flew the Firestar from Alabama through all
the New England States, up the Michigan Peninsula
to Sault St Marie, then into Oshkosh from the
north. Would not let me fly my Firestar at
Oshkosh until I got a helmet, even though I had
flown up there with baseball cap. Scrounged up a
helmet that did not fit, way too big,
uncomfortable, and did not keep the afternoon sun
out of my eyes like my baseball hat did. However,
it satisfied EAA (actually it was the
"authoritarians" of the Ultralight Area) and I got
to fly around the big flyin traffic pattern.
john h
________________________________________________________________________________
Subject: | [ Possum ] : New Email List Photo Share Available! |
From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Possum
Subject: Monument Valley
http://www.matronics.com/photoshare/possums@mindspring.com.02.09.2003/index.html
--------------------------------------------
o EMAIL LIST PHOTO SHARE
Share your files and photos with other List members simply by
emailing the files to:
pictures(at)matronics.com
Please view the typical Share above and include the Description Text
Fields as shown along with your submission of files and photos.
o Main Photo Share Index:
http://www.matronics.com/photoshare
--------------------------------------------
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
Subject: | Re: [ Possum ] : New Email List Photo Share |
Available!
>
>There are few things that can get me forgetting about airplanes, what you
>have there is number one on that very short list. :-)
GSFA http://www.georgiasportflyers.com/ (Georgia Sport Flyers Association)
has instituted an access policy to alleviate the problem with the "Roadies"
and improve safety and security in the 2003 season and beyond. The girls
will still have access, but it'll be in a controlled environment."
"We're constantly working to improve the environment for everyone involved.
The goal is to limit the number of items we autograph at our signing
sessions - inherently reduce the number of autograph seekers - and still
give us the freedom we sorely need to get our jobs done preflighting and
refueling the planes. So it seems a natural move.
As I'm sure most of you know - there are hard corps of groupies in cities
across America just waiting to get their clutches into you.
While not meaning to offend anyone - "Don't hang with the roadies" Is still
the best advice for you new flyers. Don't listen to the "Can I hold you
hose" line while trying to refuel, or "Can I just sit in the plane" or
"will you take my picture". Just don't.
________________________________________________________________________________
Subject: | Re: [ Possum ] : New Email List Photo Share Available! |
great lookin airplanes Possums!. When I saw the title, I thought that it was
some more a those deseert pics, but when I saw that none a them girls had
shoes, I figgered it had to be Georgia!,
Course, it took me a while to notice their feet!
Don
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
From: John Hauck <hawk36(at)mindspring.com>
Subject: Re: this is the way it should be
> > I plan to get my SP > > certificate and leave my Firestar N-number
free. ul15rhb(at)juno.com wrote: > I like your proposal much better than SP!
If only it could be this > way for ultralights. I guess I'm still crying
......
Sam/Ralph/Gang: We don't have an ultralight unless it complies with Part
103. It is an unlicensed airplane. It remains our choice to gamble on
whether we will have attention drawn to ourselves and get busted for flying
an unregistered airplane, not a fat ultralight. But there are other
ramifications. Doesn't take much imagination to come up with a lot of
circumstances where our little airplanes could create havoc, i.e., engine
out, no place to go but the Interstate, 5 o'clock traffic, major pileup.
That may be extreme, but possible. Ask anyone who has experienced an engine
failure or catastrophic failure. It never happens when and where you think
it will. For the most part, it is a complete surprise.
I agree with John completely and have had trouble with the authorities
myself ... belive it or not.
"Beauford Tuton" - (he has a way with words) - helped me write what
I think was an appropriate
letter in response to some of their inane demands that I hope will
help some of
you "new comers" to the sport.
-------------------------
Dear Cretins,
I have been piloting these flying lawn chairs since 9 July 1983, when I
signed up for your
103 deal. During this 20 year period I have encountered inadequacy of
service which I had not
previously considered possible, as well as ignorance and stupidity of
monolithic proportions.
Please allow me to provide specific details, so that you can either pursue
your professional prerogative, and seek to rectify these difficulties - or
more likely (I suspect) so that you can have some
entertaining reading material as you while away the working day eating
donuts and drinking vendor-coffee on the bog in your office:
After my initial "incident in the lake" - as you so apply called it -
was investigated - resulting in my spending an entire Saturday sitting on
my fat arse
waiting for your "investigator" to arrive at my home. When he did not
arrive, I spent a further
57 minutes listening to your infuriating hold music, and the even more
annoying
robot telling me to look at your helpful website....
I alleviated the boredom by playing with my testicles for the next
several minutes - an activity
at which you are no-doubt both familiar and highly adept.
The rescheduled "investigation" then took place some two weeks later,
although the "investigator" did forget to bring a number of vital tools -
such as a
pencil, paper, camera and his cerebrum. Two weeks later the clearance letter
had still not arrived. I estimate your downtime is roughly 85%... hours
between about 11am -midnight, Mon-Fri, and most of the weekends.
After 15 telephone calls over 4 weeks - your intimidating letter
arrived.
I am still waiting for my clearance letter. I have made 9 calls on my
mobile to your no-help line, and have been unhelpfully transferred to a
variety of disinterested individuals, who are it seems also highly skilled
bollock jugglers. I have been informed that a telephone line is available
(and someone will call me back); that I will be transferred to someone who
knows whether or not a telephone line is available (and then been cut off);
that I will be transferred to someone (and then been redirected to an answer
machine informing me that your office is closed); that I will be transferred
to someone and then been redirected to the irritating robot
...and several other variations on this theme.
Doubtless you are no-longer reading this letter, as you have at least a
thousand other dissatisfied customers to ignore, and also another one of
those crucially important testicle- moments to attend to. Frankly I don't
care, it's far more satisfying as a customer to voice my frustrations in
print than to shout them at your unending hold music.
Forgive me, therefore, if I continue.
I thought the "Department of Transportation" and the "Corps of Engineers"
were s--t, - that they had attained the holy piss-pot of god-awful customer
relations, that no one, anywhere, ever, could be more disinterested,
less helpful or more obstructive to delivering service to their customers.
That's why I thought you could help me clear this matter up,
and because, well, there isn't anyone else is there???
How surprised I therefore was, when I discovered to my considerable
dissatisfaction and disappointment what a useless shower of bast--ds you
truly are. You are sputum-filled pieces of distended rectum -
incompetents of
the highest order.
The "Department of Transportation" - wankers though they are - shine
like brilliant beacons of
success, in the filthy puss-filled mire of your seemingly limitless
inadequacy. Suffice to say that I have now given up on my futile and
foolhardy quest to receive any kind of service from you. I suggest that you
cease any potential future attempts to extort any fines from me for the
services which you have so pointedly and catastrophically failed to
deliver-any such activity will be greeted initially with hilarity and
disbelief -
quickly be replaced by derision, and even perhaps bemused rage.
I enclose two small deposits, selected with great care from my cats litter
tray, as an expression of my utter and complete contempt for both you and
your pointless agency. I sincerely hope that they have not become
desiccated during transit - they were satisfyingly moist at the time of
posting, and
I would feel considerable disappointment if you did not experience both
their rich aroma and delicate texture.
Consider them the very embodiment of my feelings towards the FAA, and its
worthless employees.
Have a nice day - may it be the last in your miserable short life, you
irritatingly incompetent and infuriatingly unhelpful bunch of twats.
-------------------------
I only got fined $600 and was allowed to retain the licenses that I didn't
have to begin with.
Hope this helps.
Possum
________________________________________________________________________________
From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
Subject: | Re: In Flight Adjustable Prop |
Clay and Gang,
I have used the Ivo ultralight electric inflight prop now for over 30 hours
and I am very happy with it.
It is smoother than the Powerfin I used before, maybe not quite as efficient
but
I get 27 mph difference in speed between max climb pitch and max cruise
pitch.
On my BMW engine I use 6500 rpm for climb (7200 rpm is redline) and cruise
at 72 mph at only 4800 rpm.
The BMW is a fourstroke with lots of torque and I doubt you would get the
added performance on a 2 stroke.
Great prop at only $860.-
Hans van Alphen
Kolb Mark III Xtra #14
BMW powered
93 hours.
> From: "Clay Stuart" <tcstuart(at)adelphia.net>
> Subject: Kolb-List: Ivo in-flight adjustable prop
> This is of interest:
> http://www.ivoprop.com/inflightultralightmodel.htm
> What does everyone think about this prop? Or it is not a big performance
enhancer
> on a high-drag plane like a Kolb? The price doesn't look too bad. I just
> wonder how about this prop's durability and reliability.
> It seems like this would be Sport Plane acceptable since it is not a
constant speed
> prop, but an adjustable one. They have an add-on to make this a constant
> speed prop for $400 more.
> Clay Stuart
> Mark IIIXtra builder
>
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
Hello Hans: what is the Model, Rated HP, weight and cost of your BMW
engine?, and what is your fuel consumption at cruise?
Peter
Clay and Gang,
On my BMW engine I use 6500 rpm for climb (7200 rpm is redline) and
cruise
at 72 mph at only 4800 rpm.
The BMW is a fourstroke with lots of torque and I doubt you would get
the
added performance on a 2 stroke.
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
Subject: | Re: Aluminum Wheel Legs |
>
>I am a longtime reader and have learned alot. I have done all of the
>rigging and
>covering on a FSII and recall that It would be a good idea to lube the
>sockets the
>gear legs fit into. Roled the fuselage over and find that the legs feel
>far too
>contforable in their sockets and are not interested in coming out. Before
>going to
>the pipe wrench and twisting method, is there a better way to remove
>them? If and
>when I get them out any recomendations on lube so future removel can be done?
Heat and beat sometimes frees them up. Next time if they don't slide
into the sockets stop and clean out the socket. There is usually a bit of
weld or distortion where the frame tubes meet. I once had to cut the leg
off and then install a slide hammer to force it off. Lots off work, now I
clean the sockets.
________________________________________________________________________________
From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
For those interested in insurance, I called Mahoney at the number Ken posted, 800
637-0453, and here are their quotes for liability insurance: (They offer a
10% discount if you belong to an organization (EAA, USUA, ASC, etc.) and another
10% if you have a parachute.)
$100,000 $500 - 20% $400
$500,000 $800 - 20% $640
$1,000,000 $950 - 20% $760
These are annual prices. I also contacted IMC (?) but they don't insure Ultralights.
Does anyone have any better numbers?
Arizona Dave
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
A friend of mine posed a question about Kolbs that I know the answer for.
Can anyone here help?
-Ken Fackler
Mark II / 503
Rochester MI
8<--------------------- cut here -------------------------------------------
I have a question. I was told the Kolb has a 5-inch diameter round tube
wing spar. Could you find out if the alloy is 6061-T6 or 6063-T5, and if
the wall thickness is .062", .063", or .065" ? Of course I may be wrong on
alloy numbers or wall thicknesses, but it's a good place to start.
________________________________________________________________________________
Subject: | Re: Kolb wing spar |
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/10/03 15:10Fackler, Ken
>
> A friend of mine posed a question about Kolbs that I know the answer for.
> Can anyone here help?
>
> -Ken Fackler
> Mark II / 503
> Rochester MI
>
> 8<--------------------- cut here -------------------------------------------
>
> I have a question. I was told the Kolb has a 5-inch diameter round tube
> wing spar. Could you find out if the alloy is 6061-T6 or 6063-T5, and if
> the wall thickness is .062", .063", or .065" ? Of course I may be wrong on
> alloy numbers or wall thicknesses, but it's a good place to start.
>
=======================
Which Kolb Ken?
On the M3X its 6" x .058
________________________________________________________________________________
From: | Tiffany Pitra <tif_qtra(at)yahoo.com> |
Subject: | Re: Kolb wing spar |
My firestar is alcoa 6061 t6 5'' x.049 wall aren't they all same?
2/10/03 15:10Fackler, Ken
>
> A friend of mine posed a question about Kolbs that I know the answer for.
> Can anyone here help?
>
> -Ken Fackler
> Mark II / 503
> Rochester MI
>
> 8<--------------------- cut here -------------------------------------------
>
> I have a question. I was told the Kolb has a 5-inch diameter round tube
> wing spar. Could you find out if the alloy is 6061-T6 or 6063-T5, and if
> the wall thickness is .062", .063", or .065" ? Of course I may be wrong on
> alloy numbers or wall thicknesses, but it's a good place to start.
>
=======================
Which Kolb Ken?
On the M3X its 6" x .058
---------------------------------
________________________________________________________________________________
From: | SR3SA2L1(at)aol.com |
Subject: | Re: snow skis and how too .. |
Hi all,
I am still trying to get the ski info to you and I won't give up until its
done.
I am nearing the point of having the FS done and would like to register it
(its beyond fat and into the obese range). I understand there is a book or
two that give a step by step guide/info on the process. Any of you have one
you are done with?
Steve
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Registering if your not the builder? |
Good evening all,
I have another question. I talked to the builder of the Kolb I am buying
(getting excited, tomorrow is the night I own it) and we talked for quite a
while. I wanted if nothing else to tell this guy that I was in awe of his
work. I hang around a bunch of ultralighters that fly stuff that is safe,
but not the most attractive, so this is a treat to see something with this
much love in it. I am someone who wants to be proud of my plane, and will
probably spend more time tinkering and cleaning than flying. Anyway, the
builder said he probably spent close to 1000 hours building this thing with
all the slow days of perfecting that he spent, it was his third Kolb build
and he says his last as he is just way to anal with the build (eg. He used a
laser level on all wing ribs and points, didn't allow more than 2 degrees
off at any point or it was rebuilt). Anyway, he didn't keep any pictures or
records as he never intended it to be registered.
So... I want to register this plane as an experimental. I want to do it soon
and need to know if its harder for me to register it without being the
builder? I know it means that I will have to get someone else to do the
annuals for me (lots of A&P around that are lovers of the six pack) and a
few other things will be more of a pain, but I just want to know that its
still possible and fairly straight forward. Is there anywhere I can go to
find out the process of not building but registering?
James Alderson
________________________________________________________________________________
From: | John Hauck <jhauck(at)sw.rr.com> |
Subject: | Experimental Aircraft Registration |
Steve/James/Gang:
Or, how to turn a fat ultralight into a legal
registered experimental homebuilt aircraft with
airworthiness certificate:
http://www1.faa.gov/certification/aircraft/
http://av-info.faa.gov/dst/amateur/
Everything you ever wanted to know about
experimental homebuilt registration and
certification can be found in the above web
sites. Have at it guys. I ain't gonna do it for
you.
Also, contact your local FSDO (FAA Office) for a
packet to register and certify your homebuilt. I
got mine from the FSDO in Birmingham, Alabama.
john h
________________________________________________________________________________
From: | <by0ung(at)brigham.net> |
Subject: | Re: Kolb-List Digest: 39 Msgs - 02/09/03 |
<<<<<>>>>
=============================
i have been looking at the sp-200 as well...... i am now using the
sporties a300 and have liked it quite well....i have never used the nav
portion of the radio other than testing but it seemed to work well... one
reason i think i would go for the 200 is the adapters i have for the 300
should fit without any mods.
boyd
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Registering if your not the builder? |
Well, after receiving a call from another individual regarding this issue,
it appears that it will be near impossible to do this. If anyone has any
personal experience with doing this, please let me know.
Know, forgive me for being ignorant on the FAR 103, but can a Firestar II be
registered as an ultralight trainer without having two sets of controls? It
fits all the other criteria, but without controls I can't see how it would
be a viable trainer for any BFI without a suicide wish, but its worth
asking.
If not, I guess I will fill bags with helium and rig them into the plane
somewhere... should be able to get it down to 254lbs. Man, there really
isn't many options to fly these things legally without spending 500-1000
hours to build it....
James.
-----Original Message-----
From: Alderson, James
Subject: Kolb-List: Registering if your not the builder?
Good evening all,
I have another question. I talked to the builder of the Kolb I am buying
(getting excited, tomorrow is the night I own it) and we talked for quite a
while. I wanted if nothing else to tell this guy that I was in awe of his
work. I hang around a bunch of ultralighters that fly stuff that is safe,
but not the most attractive, so this is a treat to see something with this
much love in it. I am someone who wants to be proud of my plane, and will
probably spend more time tinkering and cleaning than flying. Anyway, the
builder said he probably spent close to 1000 hours building this thing with
all the slow days of perfecting that he spent, it was his third Kolb build
and he says his last as he is just way to anal with the build (eg. He used a
laser level on all wing ribs and points, didn't allow more than 2 degrees
off at any point or it was rebuilt). Anyway, he didn't keep any pictures or
records as he never intended it to be registered.
So... I want to register this plane as an experimental. I want to do it soon
and need to know if its harder for me to register it without being the
builder? I know it means that I will have to get someone else to do the
annuals for me (lots of A&P around that are lovers of the six pack) and a
few other things will be more of a pain, but I just want to know that its
still possible and fairly straight forward. Is there anywhere I can go to
find out the process of not building but registering?
James Alderson
________________________________________________________________________________
From: | John Hauck <jhauck(at)sw.rr.com> |
Subject: | Experimenter Articles and 2000/2001 Alaska Flights |
Good Evening Gang:
The web master for the Kolb Aircraft Web Site was
good enough to send me the files for my old web
page on TNK web site. Now, I am not computer
literate enough to make them into a web site down
here in A ba la ma, but I have uploaded them to my
index page.
Some of the new guys probably have not seen them.
If you are interested in a couple long cross
countries in a Kolb Mark III, you can read about
the 1994 flight around the country and up to Dead
Horse, Alaska. The last flight was a nearly
direct flight from my grass strip in Titus,
Albama, to Barrow, Alaska (northernmost point of
the North American Continent), that was
successfully completed on its third attempt.
First was the 1994 flight (205 miles short of
Barrow), next was 2000 (which failed in Muncho
Lake, BC) and finally success in 2001, landing in
Barrow, Alaska, 14 July 2001. Of course, Miss
P'fer and I flew back home also.
The old timers on the Kolb List are bored stiff
with these flights by now. The have listened to
me dream, plan, prepare, and fly them. Then you
have had to listen to me reminice about them. You
have also supported me in spirit, verbally, and
with monetary donations as well as material
donations. I sincerely appreciate your support,
and always will. All those flights were
unofficial world records. They still stand. No
one has come close to making similar flights,
especially the way I do it. Just me, my airplane,
and what I carry with me. No prior arrangements
for support. Fly it one day at a time. Stop and
spend the night where I am, at that time. Usually
sleep under the wing of my airplane. Catching a
hot meal and hot coffee when I can. Same for a
hot shower. This way of flying is not new to me.
Been doing it since two months after I built and
flew my first airplane in 1984. What a blast! I
do not intend to stop any time soon either.
1994 flight published in the May, June, July, and
August 1995 EAA Experimenter Magazine:
http://home.sw.rr.com/jhauck/1994%20Flt/
2000/2001 Flights (click on the highlights - the
top one does not work):
http://home.sw.rr.com/jhauck/2001%20Flt/
These two urls are the pictures:
http://home.sw.rr.com/jhauck/HauckImages/
http://home.sw.rr.com/jhauck/barrow01/
I'll leave these up for a while. Maybe one of
these days I can come up with a nice web page to
share these flights with the rest of the world.
I wish all of you could have gone along with me on
them. By experiencing what I have with my Mark
III, you would never have any doubts about the
great airplanes we fly that were designed by Homer
Kolb.
Take care,
john h
Mark III 1,751.1 hours
Rotax 912S 405.5 hours
First flown March 1992
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Subject: | Re: Kolb-List Digest: 39 Msgs - 02/09/03 |
My ancient Narco handheld has been giving me some grief lately, and a local
A&P strongly recommended the SP-200, citing price & performance. Others
have backed his performance claims, but when you look at what you need to
hook it to headset, and push to talk, it's no longer quite such a great
deal. Good, but not great. You'll also need to add in an extra battery
holder for a spare. What I did for my battery hungry old Magellan
SkyBlazer XL GPS was to put a little 4 ah motorcycle battery in a fanny
pack, with appropriate wiring & adapters. The fanny pack also holds the
intercom. Wear it to the plane, then wrap the strap around a seat mount,
and go play. That'll run that GPS, plus the intercom, if necessary for a
couple of days or more, and is rechargeable without the aggravations of
nicads. The new Garmin GPS isn't nearly so battery hungry, but the same
thing works fine with it. Same setup will work with the SP-200, but will
probably only last a day or so, with everything pulling on it. S'OK, charge
it each night, fly with it each day. Food for thought.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <by0ung(at)brigham.net>
Subject: Kolb-List: Re: Kolb-List Digest: 39 Msgs - 02/09/03
>
>
> <<<<<
> I spent a while going through the archives and couldn't find much on
> Sporty's SP-200
> hand held transceiver. Anybody have any experience with this radio? I
> like the idea that it has the nav capability as well as localizer plus a
> five
> year warranty. It also appears that an adapter can be purchased so I can
> plug
> it into my intercom.
>
> Appreciate any comments and thank you ahead of time
>
> Dick Neitzel Sayner WI Mark III 582 >>>>>
>
> =============================
>
> i have been looking at the sp-200 as well...... i am now using the
> sporties a300 and have liked it quite well....i have never used the nav
> portion of the radio other than testing but it seemed to work well...
one
> reason i think i would go for the 200 is the adapters i have for the 300
> should fit without any mods.
>
> boyd
>
>
________________________________________________________________________________
From: | "David Key" <dhkey(at)msn.com> |
Welcome to the wonderful world of flying illegal ultralights!!! It's the
only affordable way to fly, unfortunately it is mostly illegal. And most of
us including the FAR bible thumpers that claim they are legal are just a
little over weight and just a little illegal. The real stats are at least
80% of all ultralight pilots are flying illegally 98% of two seaters are.
Sure you can get your BFI then fly a passagner as long as you are
instructing him ;-). I'm sure the new sport pilot rating has some other ways
to waste your time, money, and patience. Honestly I am really not very
familiar with your options as I was in your shoes once having bought a used
Mark III. After taking 3 tests I became frustrated studying for a BFI that
wasn't at all about flying. I realized that even after this test I would
have to lie and tell them I was instructing anyone that was riding with me.
It seems very little of this process is about flying and producing a better
safer pilot. I am the owner of a Kolb Mark III that I didn't build and the
builder was unwilling to sign anything fearing a lawsuit. There are only a
few things I think about. I have my GA license and I'm going flying today.
Keep it affordable! Keep it illegal.
HAVE FUN AND BE SAFE! and for god sake dont let the FAA catch you.
________________________________________________________________________________
From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
Peter and Kolbers,
My BMW engine is a 1994 R100R from a wrecked bike, the only damage was a
scrape mark on the valve cover, I paid a $950.- for it.
The original rated HP in 1989 was 70 hp, it was later detuned to about 60 hp
in USA to meet emission standards, I estimate to have mine tuned to about 70
hp, some people in Europe claim to get as much as 78 hp.
The total engine with Rotax C gearbox and exhaust weighs about 146 lbs.
The Rotax C gearbox was $1,120 new, more than the cost of the engine.
I paid $375 for the gearbox adapter plate. My total cost was less than
$3,000.-
I use a 10 gallons poly fuel tank from Titan Aircraft ($54.-) and my average
fuel burn is 3 GPH, slightly less for cruise.
This airhead boxer engine has been around since 1976 and is well proven for
its rocksolid engineering. Parts are easily available and reasonable.
I hope to fly it to Sun-n-Fun in April so everyone may be able to see it.
P.S. Peter stop by anytime at our Tailwinds Airpark FD15, just north of Palm
Beach, good excuse to fly somewhere. I don't know if ATC will let me fly
south along the beach to Miami without transponder....
Hans van Alphen
Mark III Xtra
BMW powered
93 hours
N100MX
>
> From: "Peter Volum" <peterv(at)etsmiami.com>
> Subject: Kolb-List: RE: BMW engine
>
>
> Hello Hans: what is the Model, Rated HP, weight and cost of your BMW
> engine?, and what is your fuel consumption at cruise?
>
> Peter
>
________________________________________________________________________________
From: | "John Anderson" <janderson3(at)nc.rr.com> |
I have been wearing a motorcycle helmet for years. I recently was in a ski
shop and saw a helmet for snow boarding, light, comfortable, cloth ear flaps
that look like it would be easy to put a headset inside of.
Anyone tried something like this?
-JA
________________________________________________________________________________
From: | bob n <ronoy(at)shentel.net> |
Subject: | Re: Experimenter Articles and 2000/2001 Alaska Flights |
As only one of the many rooters for John's Alaskan last and successful
trip to Pt Barrow I have quite a few of the msgs back and forth during
his epic flight. If anyone(s) is interested, I could try to clip them
together.
How soon we forget,
Bob N.
http://www,angelfire.com/rpg/ronoy/
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Experimenter Articles and 2000/2001 Alaska Flights |
Hey Bob:
Ya'll staying warm up there?
First winter we have had in years down here. Last
year I was up there at your place paddling around
in the snow. :-)
Time is flying. Already been nine years since the
1994 flight. That seems like yesterday.
Give the wife a hug for me. Been thinking about
you all.
john h
________________________________________________________________________________
From: | bob n <ronoy(at)shentel.net> |
Subject: | Re: Experimenter Articles and 2000/2001 Alaska Flights |
thass awright--went ahaid an' did give 'er a big hug, jest like playin'
Post Office in 1st grade.
bn
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
ebay item number: 2402902689
Mark III
$16,000
________________________________________________________________________________
From: | Vincehallam(at)aol.com |
Subject: | Re: James Alderson |
james my best advice from over the pond is to not broadcast so publicly
vnz
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Gary and gang, Count me in for spending the week at S&F. I,ll be driving
down with a friend ( a trike pilot) as my 618 is being rebuilt, new 16 gal.
fuel tank is ordered and new tires need to be put on my MK3 Classic. If we
get a few more responses we can come up with a time and place to meet there.
Fly safe\
Bob Griffin
________________________________________________________________________________
From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
John,
Just got back from skiing in Park City Utah where I wore my ski helmet. It is
very comfortable, but might only be suitable for cold weather flight as it is
lined for skiing. By the way, skiing is the nearest thing to flying than I have
experienced outside an aircraft. I plan to wear a helmet in my Mark IIIXtra
if I ever get it finished. My main concern is being able to provide passengers
with helmets. I wonder if there are any helmets with effective size adjustments?
Back to the helmet thread. I don't consider myself a great risk taker, but I downhill
ski and I plan to fly my Kolb someday. I do like to limit my risks however,
by wearing helmets, driving safe cars and wearing seatbelts.
Several years ago, Kentucky passed a law that allowed you to ride a motorcycle
without a helmet if you had proof of a certain amount of insurance in place.
It was unenforceable and was later dropped. This is a whole other topic about
risk taking and the cost to society for higher insurance rates and increased
taxes to pay for indigent care.
Clay Stuart
Danville KY
________________________________________________________________________________
From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
Subject: | BMW - the ultimate flying machine... Homepage |
Richard and Gang,
Try this link to my personal pages, it has a picture of the BMW engine.
I have been too busy flying to update these pages, will do that when the weather
gets bad or get a hurricane...
http://home.bellsouth.net/personalpages/scripts/community.dll?ep16&groupid3931&ck&ver3.0
Hans van Alphen
Mark III Xtra
BMW powered
93 hours
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
I feel like the John Hauck of the mini van set. I just made a 1600 mile
2 day cross country in my old Windstar. All the way from Canada to
Arkansas. Not my usual weekend vacation but our old Buddy Dallas Sheppard
had this great deal on a Jabiru I couldn't pass up. Since his Thanks giving
day mishap he has given up on the thought of rebuilding his Mk3 so he
offered the parts for sale on the list. I was the first to say I would take
it. He knew what the engine cost new. So did I. He knew he was offering a
good deal on the engine. So did I. No point haggling or hemming an hawing
so I agreed to his price. Luckily I already had vacation booked for this
week so I was able to go and pick it up. 15 hours of driving to get there,
the last 3 hours on the last 60 miles of the Arkansas back roads.. It was
like a beautiful Canadian summer day when we got there...light snow and 30
degrees. I felt like I was in the tropics. The engine is now home with me
and soon as the weather warms up a bit I will start the installation
process. I will also have to carve a prop before I can fly it but if I can
build a Kolb carving a small piece of wood should not be a big challenge. :)
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
Subject: | Re: BMW - the ultimate flying machine... Homepage |
A
I tried but could not bring up your page. Is the address right?
>
>Richard and Gang,
>
>Try this link to my personal pages, it has a picture of the BMW engine.
>
>I have been too busy flying to update these pages, will do that when the
>weather gets bad or get a hurricane...
>
>
>http://home.bellsouth.net/personalpages/scripts/community.dll?ep16&groupid3931&ck&ver3.0
________________________________________________________________________________
From: | "John Cooley" <johnc(at)datasync.com> |
Subject: | Re: BMW - the ultimate flying machine... Homepage |
>
> A
>
> I tried but could not bring up your page. Is the address right?
>
>
> >
> >Richard and Gang,
> >
> >Try this link to my personal pages, it has a picture of the BMW engine.
> >
> >I have been too busy flying to update these pages, will do that when the
> >weather gets bad or get a hurricane...
> >
> >
>
>http://home.bellsouth.net/personalpages/scripts/community.dll?ep16&groupid3
931&ck&ver3.0
>
Hi Woody / Gang,
Try this URL for Hans vanAlphen homepage and see if it will work for you
http://home.bellsouth.net/p/s/community.dll?ep=16&ext=1&groupid=3931&ck I
went to the Bellsouth homepage and was able to locate it from there.
Interesting setup. I would like to know some of the details myself such as
thrust line height as compared to Rotax and it's effect on handling, any
problems with engine getting hot while sitting still (see static run-up
picture with window fan blowing on motor) and any other related stuff to
installation. How about it Hans, inquiring minds want to know.
Later,
John Cooley
________________________________________________________________________________
From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
John,
As a relatively new pilot, all I can say is WOW! I spent the last three hours
"arm chair flying" your trips with you. Those three trips were unbelievable.
My most sincere thanks for sharing them with us.
If any of you have not read about John's trips to Alaska, then grab a pot of
coffee, get comfortable and settle back for a real adventure.
Thanks again John,
Arizona Dave
________________________________________________________________________________
From: | Jason Omelchuck <jason(at)acuityinc.com> |
Hans, do you have the clutch installed with the "c" gear box? Whom did you
get your adapter plate from?
________________________________________________________________________________
Subject: | Tail Boom to cage |
From: | CaptainRon <CaptainRon(at)theriver.com> |
After about 3 weeks of doing little work (if its below 60f I am not working
in the cold hanger) I got back into it and mated the Boom to the Cage. It is
finally looking like an airplane,, of a sort. Got a question though. The
plans don't show any washers anywhere on the through bolt. I have been
wondering if anyone had installed washers between the inner part of the boom
and the cage uprights. I expect little movement if any between those two so
I am not sure if washers are needed.
Any comments would be apreciated, especially from the old timers. I am
interested in knowing if any of you seen any galling or other erossion in
that area.
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
> > I am building a MK 3 X and looking for more gas capacity. Can you
provide
> > some more information on the 16 gallon tank you ordered?
> > Thanks
> > Jim Ballenger
Jim,
I'm using 2 spun aluminum fuel tanks, 9 gal each. Can get them at many
dune buggy places. Many sizes , some end fill and some center fill. I'm
mounting mine vertically in approximately the same location as the plastic
stock ones go. Mine are 10 inch diameter and 30 inches long. One on each
side the boom tube. I believe they weigh about 3lbs each. Still have to come
up with a gage though. Kirk
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Fuel Tanks and Cargo Space |
> I'm using 2 spun aluminum fuel tanks, 9 gal each. I'm
> mounting mine vertically in approximately the same location as the plastic
> stock ones go. Mine are 10 inch diameter and 30 inches long. One on each
> I believe they weigh about 3lbs each. Still have to come
> up with a gage though. Kirk
Kirk/Gang:
One of the most disappointing things, well two
most disappointing things, is to build an
airplane, then realize that 5 or 10 gal of fuel is
not near enough to do anything except fly the
traffic pattern at the local airport. The other
thing is decide to do a little cross country work
and maybe turn that into an overnighter. If it is
an overnighter, might want to carry a tent and
sleeping bag. Maybe even carry some chow, water,
extra clothes, and a lot of other gear to make
yourself comfortable.
The time to make arrangements for more fuel and
more cargo space is before you finish building the
airplane.
Mark IIIs are famous for wasting a lot of space
that could otherwise be used as cargo and fuel
space. Homer Kolb's idea in designing the Mark
III was to give the pilot 360 deg visibility.
Great! Some of the guys on this list need to see
where they have been. But I don't. I need that
big open space behind my head for fuel, not for
seeing how big that 747 is that is going to suck
me up in one of those four big fan jets.
The open area is just right for accepting a 25 gal
or smaller fuel tank. Probably even go larger,
but that might be classified as an overkill. By
moving the fuel tanks from the lower rear area,
behind the seats, up to the open area behind your
head, you have just freed up a buncha cargo
space. If you intend to cross country, space is
always a premium. I have found that it isn't the
weight, but the space that is a problem. If I can
find a place to put it, the Mark III, the
Firestar, and the Ultrastar, would fly off with
it.
If I have plenty fuel, cargo space, a full
enclosure, comfortable seats, I can be comfortable
and enjoy my cross country flights.
Snuffy: Check out the weight of your fuel tanks.
Seems to me that 31 lbs is an awful lot for a
little 9 gal tank. 61 lbs for 18 gal is even
worse. Might want to go with something a little
lighter.
Thinking out loud again,
john h
PS: I use a sight gauge made up of some 3/8 ID
tygon tubing mounted on the bulkhead behind the
left seat where I can see it from the right seat
where I fly. It is graduated in 5 gal tick marks
made from little tiny colored tie wraps. Works
like a champ. Never had a failure. 100%
reliability is hard to beat. Probably some of the
more vastly experienced aviator/builders could do
better than that. Would not surprise me a bit.
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Re: Fuel Tanks and Cargo Space |
Snuffy: Check out the weight of your fuel tanks.
> Seems to me that 31 lbs is an awful lot for a
> little 9 gal tank. 61 lbs for 18 gal is even
> worse. Might want to go with something a little
> lighter.
Not 31 pounds.......3 pounds John. Think I wrote 3 lbs and it does look
like 31 .....:o)
> PS: I use a sight gauge made up of some 3/8 ID
> tygon tubing mounted on the bulkhead behind the
> left seat where I can see it from the right seat
> where I fly. It is graduated in 5 gal tick marks
> made from little tiny colored tie wraps. Works
> like a champ. Never had a failure. 100%
> reliability is hard to beat. Probably some of the
> more vastly experienced aviator/builders could do
> better than that. Would not surprise me a bit.
Good idea John. Thanks!
________________________________________________________________________________
From: | <by0ung(at)brigham.net> |
Subject: | Re: Kolb-List Digest: 16 Msgs - 02/10/03 |
. Is there anywhere I can go to
find out the process of not building but registering?
James Alderson
============================
calll your local fsdo (flight service district office) check the
government pages under faa. or search on the internet.
boyd
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Re: Fuel Tanks and Cargo Space |
> Snuf: Are those 9 gal tanks baffled?
>
No they're not John. I figured by mounting them verticle they wouldn't
slosh around much. They will be mounted right up against the cage behind
the pilot and pass seats. Just about right on the cg. The caps are vented
and on top. Haven't been working on it for a while now so darn cold out
there in the garage. ..........Snuf
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Fuel Tanks and Cargo Space |
> The caps are vented
> and on top. Snuf
Snuffy/Gents:
Based on personal experience that goes back to the
day I put my brand new Firestar on its back, as
the result of a fouled plug and forced landing
into a Alabama cotton field, I decided at that
time to never have a vented cap on my fuel tank on
my airplane.
Once inverted, fuel will pour out of the vented
cap.
I seal the vented cap and installed a vent line
that went overboard out the belly of the
aircraft. Now, should I go inverted on the ground
again, the fuel will stay in the tank and now run
down the back of my neck.
BTW: I never put the Firestar on its back, on the
ground that is, again. However, I did put the
Mark III on its back when I crashed it during
testing. It came to rest upside down on a fence
post. Overboard vent system worked.
Take care,
john h
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Finally a Kolb Firestar II owner. |
So, I have been asking all kinds of pesky questions and I think I have read
every post since 96 ... well, I finally feel as if I am part of a group now.
I went from owning and flying a trike (which are alot of fun and you all
should try it sometime) to wanting more. I really wasn't sure what I was
going to buy. I looked at phantoms (which also look like a great strong
ultralight), quicksilvers, etc, and then one day I stumbled upon a plane in
barnstormers that I knew was owned by a guy at the airport that I fly out
of. I think I saw it fly once or twice but had really noticed it looked
great. Anyway, I called him up, asked lots of questions and we worked out a
deal, and when I finally got the money from the guy I sold my trike to, I
gave it right back to the sport and I bought it. That was tonight.
So, to celebrate my glee at owning one of the finest examples of
craftmanship I had ever seen in ultralights (but have since come to see that
Kolb builders and owners are all sticklers for quality), I have posted some
pictures on a website for your viewing pleasure. Follow the link below and I
believe you should be able to look at 24 pictures that I posted. Please,
feel free to give me feedback and advice on what I should do with it next
and your thoughts on this firestar II.
Thanks again for having a great site full of your experience and
experiences....
http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
James Alderson
________________________________________________________________________________
From: | "vincenicely" <vincenicely(at)chartertn.net> |
Subject: | Process to Register Aircraft |
James,
You asked:
>
> . Is there anywhere I can go to
> find out the process of not building but registering?
>
> James Alderson
>
>
The FAA publishes a circular numbered AC 20-27 D which tells the process.
You can find this and other information on experimental aircraft at:
http://av-info.faa.gov/dst/amateur/
Hope this helps.
Vince Nicely
________________________________________________________________________________
From: | Vincehallam(at)aol.com |
Ionce boght a prpeller in africa werent allowed tobring in any thing like an
aircraft part so declared it on customs manifest as a wood carving with
supposed magical qualities if you used the right spell it could transport you
to somewhere else.It worked
Vnz
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Re: Fuel Tanks and Cargo Space |
time to never have a vented cap on my fuel tank on
> my airplane.
>
> Once inverted, fuel will pour out of the vented
> cap.
>
> I seal the vented cap and installed a vent line
> that went overboard out the belly of the
> aircraft. Now, should I go inverted on the ground
> again, the fuel will stay in the tank and now run
> down the back of my neck.
Good idea John! Will do something like that. Snuf
DO NOT ARCHIVE
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Here's a website with spun aluminum tanks. On my tanks I will be moving the filler
location and pickup location. So it will require some aluminum welding. Snuffy
http://www.bugsandbuggies.com/Parts.asp?CN676&SN105&GN7
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
>
> >> Bob
>> I am building a MK 3 X and looking for more gas capacity. Can you
>> provide
>> some more information on the 16 gallon tank you ordered?
>>
>
Jim, Check out www.speedwaymotors.com Check
out their (fuel cells).. The
one I got #4580458 allows me to put in my own fittings and to locate the fill
where I want. These tanks are designed for racing and street cars. They also
have a nice little 8 gal. with a 2" sump and have tanks right up to 32 gal.
My 16 gal tank is going to be mounted on edge behind the seats and costs
$84.95
Fly Safe
Bob Griffin
________________________________________________________________________________
From: | "CaptainRon" <captainron(at)theriver.com> |
Subject: | Re: Tail Boom to cage |
Thanks Richard.
If it aint moving there is no need for any inside washers!
I got some 3/8 ss washers from Ace Aviation (Hardware) and will place them
against the paint and make a few .080 20204 washers to take up the slack.
I'll sandwich the alum between 2 ss thin washers and that should solve
(fretting) that.
Did you next put the cage on the gear or did you continue to work on it
sitting on the floor?
I am tempted to stick it on the gear so I can move it around if I need to.
But aint sure if that will cause problems with some other stuff.
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Subject: | Re: (fuel tanks) |
Jim, in addition to the polyethene fuel cells that
www.speedwaymotors.com sells, they also carry the spun alum tanks in the 8,
7, 9 1/2, and 11 gal. $95 -$115. Not sure about the weight of them ? Not
baffeled.
Bob Griffin
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: Tail Boom to cage |
>
>Thanks Richard.
>
>Did you next put the cage on the gear or did you continue to work on it
>sitting on the floor?
>I am tempted to stick it on the gear so I can move it around if I need to.
>But aint sure if that will cause problems with some other stuff.
I had the gear legs in, tail boom in, and then covered it. Without the
engine, I could pick it up by the front end of the cage, move it around, or
tip it over to work on the bottom of the cage. And it was at a good height.
Just stuck an old bolt & wing nut through the gear leg bolt holes, took the
gear out when it was on it's side or back if I wanted to. Or left them in.
One thing I would do different if I had it to do over again. The upper
fuselage between the wings that is part of the cage and is fabric covered /
lower part of the gap seal: After aligning and drilling the holes to attach
the wings, lift struts, etc had been done, I did not notice that the two
outside cage tubes were not congruent with the lower edges of the wing
ribs. After all the covering and painting was done, put everything together
and realized that while the fabric covered part of the cage and the lower
part of the wing were a good match at the back of the wing, at the point
about three inches back of where the main spar attaches, there is about
3/4" difference. Same on both sides. If I had it to do over again, I would
have taken a torch to those outside tubes, heated and tweaked them into
aligning with the lower edge of the rib before I got too far along. Not a
big deal, but if you are trying to make as efficient a wing as possible, (I
would like to put lower gap seals over that gap) or if you just plain want
everything to be "Right", it would have been easier earlier. Not now.
Fixing it now would be more trouble than it is worth.
Or maybe New Kolb has aligned it better since my cage? Or maybe I should
have disregarded the angle shown in the construction book, and just aligned
the wing to the cage? (I don't think so!!)
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> Here's a website with spun aluminum tanks. On my tanks I will be moving the filler
location and pickup location. So it will require some aluminum welding.
Snuffy
>
> http://www.bugsandbuggies.com/Parts.asp?CN676&SN105&GN7
Sunff/Gang:
These folks also have oil thermostats for about
$54.00. Before I go that route though, I will
check with Rotax and get a reading from them. So
far, the only information I have is what I read
about CPS selling them.
john h
________________________________________________________________________________
From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
Subject: | Survery For A Southeast Flyin |
Hey Kolbers,
I was just sittin' here wondering how many of you folks live within flyin'
or travelin' distance to the Chattanooga, TN area and would be willing to
make this trip?
I'm thinking about maybe startin' an annual Springtime UL Flyin, Cookout,
Campover......whatever you want to call it at our airport just NW of
Chattanooga. About 30 miles NW of downtown Noogaville, we've got 2 2200'
parallel grass runways (one lighted) that are manicured like a golf green,
hangar space, showere and bath facilities, 70 acres of "soft" ground for
camping, barbecue, etc. and a real love of all things that fly. It would
probably be a weekend thing. We mostly fly sailplanes and conventional
light aircraft there, but Dr. Dale has his Kolb and I've got my Drifter. And
lots of Hang Gliders are around the area too!
Let me know what you think and if we get enough response, I'll try to put it
together.
Doug Lawton
NE Georgia & Whitwell TN
Mathews Field on the Sectionals
________________________________________________________________________________
Subject: | Fuel tanks Kolb Mark 111 |
I do not have enough fuel capicity on my Kolb,10 Gallon factory tanks only.Need
some ideas on how to get more fuel on board.
________________________________________________________________________________
From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
> Hi Woody / Gang,
> Try this URL for Hans vanAlphen homepage and see if it will work for you
> http://home.bellsouth.net/p/s/community.dll?ep=16&ext=1&groupid=3931&ck
>I went to the Bellsouth homepage and was able to locate it from there.
> Interesting setup. I would like to know some of the details myself such as
> thrust line height as compared to Rotax and it's effect on handling, any
> problems with engine getting hot while sitting still (see static run-up
> picture with window fan blowing on motor) and any other related stuff to
> installation. How about it Hans, inquiring minds want to know.
>
> Later,
> John Cooley
>
Hey John, Jason & Gang,
My thrustline is 36 inches above the boom and I use a 68" prop with 2"
clearance.
The BMW engine is mounted on the the standard 912 engine mount with some
additional brackets.
In static testing the engine I used a fan for cooling for long runs, but
cooling is not a problem, I can run it hard for ten minutes without
overheating, taxiing has never been a problem (3000 rpm) and I have even
removed the oilcooler for simplification.
Flying in the hot Florida sun the oil temp does not go over 220 F.
I use Castrol full synthetic oil.
No Jason, I no longer use the centrifugal clutch because it failed inflight
as I was testing the inflight adjustable prop. I simply added weight to the
flywheel mass and that works great to dampen the torsional forces
transmitted to the gearbox and prop.
I purchased my gearbox adapter from Steve at Airdale as per link.
I mentioned before that I purchased my ten gallon gas tank from Titan
Aircraft, it is the same as the kolb 5 gallon tanks but just slightly bigger
11.5" x 13" x 16"h just 2" higher,wider and deeper.( Kolb tank 10x10x14)
When I first saw it I said that's not 10 gallons, but is is. It was $45.-
plus shipping.
I use only one because I only burn 3 gallons per hour.
Hans van Alphen
Mark III Xtra
BMW powered
93 hours.
________________________________________________________________________________
From: | "ghaley" <ghaley(at)wt.net> |
Gang,
Its interesting to note that Charles White of Houston
purchased his Mk 3 in 1998 and it came stock with two 7.5
gal fuel tanks.
I wanted to retro-fit mine with the same set up but when I
ask Kolb about it they said they did not ever supply 7.5 gal
tanks. Must have been the Old Kolb Co.
Maybe someone like John who knows the old staff could find
out.
Charles and I will be at Sun-n-Fun so if you are there take
a look, its a nice set-up.
Gary, Houston, TX
________________________________________________________________________________
Hi Gang
I am looking for a fuel "bag" to transport and mix gas in
n
not for flying. anyone Know where ican find one?
Duane Z
fs2
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: Fuel tanks Kolb Mark 111 |
Don't much like blowing my own horn, but I am real happy with the 15+
gallons I have on mine, and where it is. (Out of the way)
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
>
>I do not have enough fuel capicity on my Kolb,10 Gallon factory tanks
>only.Need
>some ideas on how to get more fuel on board.
>
>
Help Stop Spam!
Delete all address information (especially mine) off everything you
forward, and make Blind Carbon Copy a way of life.
Thanks! And have a blessed day.
rp
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: Survery For A Southeast Flyin |
You have two interested in Kingsport area.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hey Kolbers,
>
>I was just sittin' here wondering how many of you folks live within flyin'
>or travelin' distance to the Chattanooga, TN area and would be willing to
>make this trip?
>
>I'm thinking about maybe startin' an annual Springtime UL Flyin, Cookout,
>Campover......whatever you want to call it at our airport just NW of
>Chattanooga.
>Let me know what you think and if we get enough response, I'll try to put it
>together.
>
>Doug Lawton
>NE Georgia & Whitwell TN
>
>Mathews Field on the Sectionals
>
>
________________________________________________________________________________
From: | "Mark German" <aerofab(at)worldnet.att.net> |
Kolb list
Looks like some of us need to have a larger fuel tank for our Kolbs. I have
built several tanks for a variety of aircraft over the years and have
installed a 14-gal custom tank in my new Kolbra-912. I own a small metal
fab shop and can do this type of work. I would be glad to help anyone that
needs a tank. We can fab to any size and design you need. Most tanks we
make are 5052-H32 .050 Alu. and tig welded. We try to keep weld seam to a
minn. We also make all the fittings that need to be welded in location.
Mark German
Kolbra-912
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/13/03 17:35Mark German
>
> Kolb list
> Looks like some of us need to have a larger fuel tank for our Kolbs. I have
> built several tanks for a variety of aircraft over the years and have
> installed a 14-gal custom tank in my new Kolbra-912. I own a small metal
> fab shop and can do this type of work. I would be glad to help anyone that
> needs a tank. We can fab to any size and design you need. Most tanks we
> make are 5052-H32 .050 Alu. and tig welded. We try to keep weld seam to a
> minn. We also make all the fittings that need to be welded in location.
> Mark German
> Kolbra-912
>
>=====================
Hi Mark.
can you give me a ball park figure for a custom tank that will fit right
above the Tail boom. Well scratch that I'll send you some measurments, next
time I am in the hanger.
I think I would want it to hold about 20-25 gallons.
Later
________________________________________________________________________________
From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
Subject: | Re: Fuel tanks Kolb Mark 111 |
Tempo makes a 6 Gall tapered marine tank that fits behind your the std 5
Gall jugs for less than $40 in a MKIII
All you need is a saddle to mount it to your boom tube and a fuel line with
a "T" to connect to your fuel line.
See www.webcom.com/reynen under the"tech info" link below the picture of the
912 installed with the reversed carbs.
Been flying with this already for 4 years.
Frank Reynen MKIII/912 / Amphib Lotus floats@ 735 hrs
----- Original Message -----
From: <l.teets(at)att.net>
Subject: Kolb-List: Fuel tanks Kolb Mark 111
>
> I do not have enough fuel capicity on my Kolb,10 Gallon factory tanks
only.Need
> some ideas on how to get more fuel on board.
>
>
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Adding a Primer to a Bing Carburetor |
Snow and wind have kept the FireFly in the hangar for most of the year, less than
two hours. But I have been working to make things a little better/easier.
For cold weather a primer would be wonderful, but the standard set up with the
primer up front and tubing running back to the carburetor was too much weight
to give up. I took a primer pump from a discarded weed wacker engine, and mounted
on the Bing float bowl, and plumbed it to a small shut off valve that is
mounted on the Bing primer port.
The system can be seen at:
http://www.thirdshift.com/jack/firefly/firefly89.html
Got to fly today for about a half an hour. It was great.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
>
> >>
>> Bob
>> Thanks for the information. How much does the tank weigh?
>> Jim Ballenger
>>
>
Jim, my tank arrived yesterday. 16 gal, black poly, just under 11lbs.
Fly safe
Bob griffin
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Has anyone....??? |
Hello listers,
Two things I want to put into my new Kolb to make it somewhat me. I want to
replace the throttle control with a new cooler two control throttle
quadrant. Anyone run into problems with this?
The other thing is the grip on the control stick. I wanted to embed a ptt
for my radio as I don't like the velcro one that I have (It was all I could
use on the trike as there was only a suspended control bar). I looked in
Aircraft Spruce and found there are quite a few "fighter jet" looking grips
out there and wondering if there is anything to watch out for in putting one
of these in. I hear alot of you guys talking on here and on your web sites
about straffing runs. I think the fighter style grip would add to the fun
level....maybe I can hook up a machine gun sound (inside only of course)
into the intercom that is hooked up to the trigger..... or not.
James Alderson
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Subject: | Re: John's Articles |
>
> >> I haven't been anywhere except Lakeland in the
>> last two years. Looking forward to getting out
>> and stretching my wings.
>>
>> john h
>>
>
Hey John, don't forget "Miss P fer" flew to Kentucky. I know because I got a
ride. I will never forget that day !!!
Fly safe
Bob Griffin
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Oil Thermostats |
> I have been gradually duct taping the oil cooler on the Verner and on the
> last flight had it completely taped over. Still can't get the oil temp above
> 65-70c. Since the oil tank is sitting out in the breeze perhaps it is
> providing "automatic" cooling. Duuno.
> Bill George
Hi Bill/Gang:
Last Sunday, OAT 38-40F, radiator taped 50%, oil
cooler piggy backed behind radiator, eng oil temp
long climbout was 230F. Cruise 5,000 rpm resulted
in 210F eng oil and cyl head temps. My oil tank
is mounted in front of engine, on top of root
tube, most of tank is exposed to airstream. The
oil tank provides a lot of cooling. Some folks
have used blanket sleeves to retain heat in tank.
According to what Rotax is spouting reference
912/912S oil systems being pretty finicky, I
hesitate to start experiementing with a system
that has not been thoroughly tested on the
engines. I will let somebody else take the risk
of ruining an engine and quite possibly an
airplane. I have done enough test flying in my
day.
The gaffers tape on the radiator works good for
me. I have been able to keep the oil temps above
190F (minimum operating oil temp) that way in the
winter time. Summer is no problem.
Now, there is a tremendous difference between eng
oil temps at my cruise of 5,000, again at 5,200,
and at climb rpm of 5,200 to 5,300 rpm WOT, and
say reduced power at 4,800 rpm and lower. When I
back off 5,000 the temps fall dramatically.
If the temps are not kept above 190F in the 912
series engines, condensation and blow by solvents
are not burned off and the oil gets thoroughly
contaminated.
I really have no problem with my Red and Green
Duct Tape Remedy for now.
Take care,
john h
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Engine overheating question... |
Hello listers,
Yet another question for ya'll.....
I keep hearing about engine temps that go either one way or another. I flew
a 503 that ran perfectly within spec the entire time I had it on my trike,
and there is a 503 on my new FSII. I guess I have never thought of what to
do if the temps go way up, but if they do, what is the proper sequence of
events to follow? So, for example, I am flying along and one of the EGT's
spikes wayyyy up. Do I find a place to land and just let the engine sit at
idle so the fan keeps running and I have power if I need it, or do I shut
the engine off so it doesn't seize while I am trying to land?
James Alderson
________________________________________________________________________________
From: | JaGifford(at)aol.com |
Fromcrdrtou(at)aol.com, jsimons120(at)charter.net, k95mhm(at)knology.net,
KCPA39(at)aol.com, kolb-list-digest(at)matronics.com, lamaryar(at)bellsouth.net,
mbutts5112(at)charter.net, MJM4(at)bellsouth.net, oscar.pardue(at)mac.com,
Willgifford(at)aol.com, aw4au(at)charter.net, aratbeads(at)yahoo.com,
Acm1971(at)aol.com
Please change our e-mail to jagifford(at)charter.net
________________________________________________________________________________
Subject: | Re: John's Articles |
I have just finished a pot of coffee, and reading of John Haucks "perimeter
trip" to alaska an beyond!
I really cant think of words to describe the inspiration I feel, so i will
just say this,
Thank you John, you truely are an inspiration, and I look forward to meeting
you at some future fly-in.
Actually I think I probably have already met you..maybe at London this year.
(I was the Kolb newbie with the partial Firefly on the trailer behind the
white ford van .)or oshkosh..or somewhere...but didnt know of this
accomplishment, so the next time I see you i will be looking thru slightly
awed eyes sir.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
Subject: | Re: Has anyone....??? |
I have a dual throttle in my modified MK111 (Thunderbird) No problem. I
run a hard link between my new rotating shaft and the original throttle
handle. I guess you could say I have 3 throttle controls. I welded my
control parts onto the frame but on the club Mk111 we made a bolt on unit.
Both work great.
Andy uses a computer joystick control. I found it at a second hand
store for 3 bucks. 5 buttons. 3 of those buttons are used to switch his EIS
unit. One is for push to talk and the other is not used yet. Perhaps sound
effects could be added to this. Very handy thing to have.
Rereading your message I am wondering. When you want a cooler quadrant
with 2 controls did you mean you want the levers side by side so you can
work the throttle and choke at the same time or to have individual
throttles like I assumed you meant.
>
>
>Hello listers,
>
>Two things I want to put into my new Kolb to make it somewhat me. I want to
>replace the throttle control with a new cooler two control throttle
>quadrant. Anyone run into problems with this?
>The other thing is the grip on the control stick. I wanted to embed a ptt
>for my radio as I don't like the velcro one that I have (It was all I could
>use on the trike as there was only a suspended control bar). I looked in
>Aircraft Spruce and found there are quite a few "fighter jet" looking grips
>out there and wondering if there is anything to watch out for in putting one
>of these in. I hear alot of you guys talking on here and on your web sites
>about straffing runs. I think the fighter style grip would add to the fun
>level....maybe I can hook up a machine gun sound (inside only of course)
>into the intercom that is hooked up to the trigger..... or not.
>James Alderson
>
>
________________________________________________________________________________
From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
> >From: "Jim Ballenger" <ulpilot(at)cavtel.net>
> >Subject: Re: Kolb-List: Sun N Fun
>
>
> >John
> >I have talked to Linda and Ray at TNK about larger fuel tanks. Ray said he
> >would look around at Sun-N-Fun this year
Hi guys,
Finally trying to get back to building a Kolb. Had a major home renovation project,
a motorcycle rebuild and then tendonitis in the right elbow but that's
on the mend. Looked at my builder's log & realized I hadn't done any Kolb work
for over a year! Couldn't believe it. Got to get myself fired up again.
Anyway, I ordered a larger tank option with my Mark III X-tra (16 or 18 gallons).
Later the factory advised that it was no longer offered & gave me a refund.
I think that was when Danny was President and TNK was on a kick to make a
super light Mark III. I think someone from the factory also mentioned C.G concerns.
Maybe TNK is going to rethink that.
The two 10" X 30" tubes sound like a good solution. Great idea! Thanks!
Rex Rodebush
________________________________________________________________________________
From: | "Mark German" <aerofab(at)worldnet.att.net> |
Ron:
Material cost is about $70.00 for a sheet of material 48"x 96". Labor would
run from 6-10 Hrs of work to layout and cut, bend and weld as required.
Most of the cost is in the man hrs. We also need to build the fitting you
need to get fuel form the tank to the motor. Also vent and drain fittings.
It is easy to spend $50-100 on a nice fuel cap. The best way is to make
some drawings of the size tank. After this review a cardboard mock-up is
made and this is what we can build the tank from. My shop rate is $40.00
per hr. But when aircraft is involved we are glad to help out.
Hope this answer's some of your questions.
Mark German
Kolbra-912
-- Original Message -----
From: "CaptainRon" <CaptainRon(at)theriver.com>
Subject: Re: Kolb-List: Fuel tanks
>
> 2/13/03 17:35Mark German
>
> >
> > Kolb list
> > Looks like some of us need to have a larger fuel tank for our Kolbs. I
have
> > built several tanks for a variety of aircraft over the years and have
> > installed a 14-gal custom tank in my new Kolbra-912. I own a small
metal
> > fab shop and can do this type of work. I would be glad to help anyone
that
> > needs a tank. We can fab to any size and design you need. Most tanks
we
> > make are 5052-H32 .050 Alu. and tig welded. We try to keep weld seam to
a
> > minn. We also make all the fittings that need to be welded in location.
> > Mark German
> > Kolbra-912
> >
> >=====================
>
> Hi Mark.
> can you give me a ball park figure for a custom tank that will fit right
> above the Tail boom. Well scratch that I'll send you some measurments,
next
> time I am in the hanger.
>
> I think I would want it to hold about 20-25 gallons.
>
> Later
>
>
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: Engine overheating question... |
First: get above a BIG field. Then experiment.
I think I would first pitch the nose up and load the engine and see what
the egt's did then.
Does the normal one drop? It should. Does the hot one drop? It should.
Then pull the choke on
Once again look for the egt's to drop.
If the normal one drops, but the other one doesn't, it could be a bad
gauge. Maybe.
Any time you have an egt that suddenly goes way up, (assuming it is not
some mechanical act of the engine starting to genuinely destroy itself,)
you should be able to drop the egt by dumping in extra fuel. Even if you
have just blown a seal, it should still come down some. The other thing you
can do is come back to a fast idle, it is unlikely to sustain a high egt at
3,000 rpm.
If the egt suddenly goes real high, but it is still running smooth and
producing normal power, and I think it is not the gauge gone bad, these
would be my guesses and options:
Blown seal, or gasket -air leak. This might survive for a while at partial
power. Think in terms of extending your flight to a suitable field, and get
the power down to minimum useful, and it may not damage anything. (Remember
that a fast glide at partial power raises egt's.)
Carb obstruction - lean fuel mix. Same as above, extended glide.
Preignition - something glowing on the plug or inside the combustion
chamber. Same as above, or maybe worse.
Stuck rings - blowby. This can go real bad real quick. Stand by for sudden
silence.
Somebody on the list will cover what I have missed, right now that's all
that comes to mind.
And as far as your question of whether to idle your way down or just go
ahead and shut off - that depends on the size of the field you are over. If
it is a huge field, known to be good and flat, and you are convinced you
can land in it with no regrets: turn the engine off, glide down and land.
(You do practice engine out procedures, don't you?)
If you are above a marginal field, keep it running and look around for a
better field. If it blows because it ran one minute too long getting you to
a suitable field, so what? Your hide is worth more than what an engine
costs. You are better off to keep it running, maintain altitude and
sacrifice the engine to get you to a better field. After it gets you to an
acceptable field, then shut it off if you want to, and land.
Once you have made the decision to land, then it doesn't matter (except
financially) if you let it run or not, as long as you are mentally
committed to trust it even less than usual.
You asked a small question and got a big answer. Old Poops do that sort of
thing. Sorry...
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Hello listers,
>
>Yet another question for ya'll.....
>
>I keep hearing about engine temps that go either one way or another. I flew
>a 503 that ran perfectly within spec the entire time I had it on my trike,
>and there is a 503 on my new FSII. I guess I have never thought of what to
>do if the temps go way up, but if they do, what is the proper sequence of
>events to follow? So, for example, I am flying along and one of the EGT's
>spikes wayyyy up. Do I find a place to land and just let the engine sit at
>idle so the fan keeps running and I have power if I need it, or do I shut
>the engine off so it doesn't seize while I am trying to land?
>
>James Alderson
>
>
Help Stop Spam!
Delete all address information (especially mine) off everything you
forward, and make Blind Carbon Copy a way of life.
Thanks! And have a blessed day.
rp
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Has anyone....??? |
I was looking for a cooler throttle quadrant as in side by side. It would be
nice to have the choke there too... even possibly the electric start (if I
ever install one) could be located here, although its prewired under the
left leg of the pilot now, so I might just leave it there... Thanks for the
answer though...
I would love to find out how you put the EIS button controls into a
joystick. I really haven't started playing with any of this stuff yet, can't
wait.
PS - I have found a trainer with a Kolb Mark III, his name came from a list
member here in Charlotte (THANKS Jim!!!!!). Unfortunately we are coming into
the windy season here in NC (so I am told, I never really noticed before I
started flying) so I will have to take my chances on a 5 hour drive, but in
type training is worth it to me. In the meantime I will be using a
flightstarII and a Rans S6 Coyote II taildragger to do training in, its all
good.
James.
-----Original Message-----
From: woody [mailto:duesouth(at)govital.net]
Subject: Re: Kolb-List: Has anyone....???
I have a dual throttle in my modified MK111 (Thunderbird) No problem. I
run a hard link between my new rotating shaft and the original throttle
handle. I guess you could say I have 3 throttle controls. I welded my
control parts onto the frame but on the club Mk111 we made a bolt on unit.
Both work great.
Andy uses a computer joystick control. I found it at a second hand
store for 3 bucks. 5 buttons. 3 of those buttons are used to switch his EIS
unit. One is for push to talk and the other is not used yet. Perhaps sound
effects could be added to this. Very handy thing to have.
Rereading your message I am wondering. When you want a cooler quadrant
with 2 controls did you mean you want the levers side by side so you can
work the throttle and choke at the same time or to have individual
throttles like I assumed you meant.
>
>
>Hello listers,
>
>Two things I want to put into my new Kolb to make it somewhat me. I want to
>replace the throttle control with a new cooler two control throttle
>quadrant. Anyone run into problems with this?
>The other thing is the grip on the control stick. I wanted to embed a ptt
>for my radio as I don't like the velcro one that I have (It was all I could
>use on the trike as there was only a suspended control bar). I looked in
>Aircraft Spruce and found there are quite a few "fighter jet" looking grips
>out there and wondering if there is anything to watch out for in putting
one
>of these in. I hear alot of you guys talking on here and on your web sites
>about straffing runs. I think the fighter style grip would add to the fun
>level....maybe I can hook up a machine gun sound (inside only of course)
>into the intercom that is hooked up to the trigger..... or not.
>James Alderson
>
>
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
I think someone from the factory also mentioned
C.G concerns.
> Rex Rodebush
Rex/Gang:
I have never built, loaded down, and flown a Kolb
aircraft that had a CG problem. I have mentioned
this a time or two on this List.
On my MK III I put 150 lbs of fuel behind the cg.
Then I put another 100 lbs of gear, give or take a
few lbs, behind the cg. On top of that, I have
flown with 8" diameter pneumatic Maul tailwheels,
6" Scott solid TWs, and am presently flying with a
6" Maul solid TW. I also pushed that heavy 70"
Warp Drive 3 bladed prop 4" behind the Rotax prop
flange. My battery sits on the cg in its orginal
location, except it is on the left side rather
than the right.
Oh, the only additional thing in the nose of the
MK III is my feet and boots.
No cg problem on my airplane.
john h
DO NOT ARCHVIVE
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Booster Bottle & Bing |
When the weather is bad and I can't fly, I work on things that I believe will make
the FireFly better or more fun to fly. This winter has been the worst since
1995, in that, there have not been many good days for flying. The cold is
ok, but this winter has been rain, snow, snow, and more snow, and along with it
high winds. So I have had time to work on many little projects.
When I was trying to get better fuel economy out of the Rotax 447, I found booster
bottles. I did not pursue it at that time. When I discovered the Victor
1+ had the same problem of increasing fuel flow rates as the throttle was closed,
I realized it was not the Bing carburetor that was at fault. It is basic
problem of intake manifold tuning mis match at the lower rpms. I purchased a
spare carburetor, and started working with it to come up with a way to get a booster
bottle on the Victor 1+. The first version is ready for test, but I will
not be able to test it until the weather clears next week.
These Bing carburetor mods and a booster bottle explianation can be seen at:
http://www.thirdshift.com/jack/firefly/firefly90.html
Spending too much time fiddling and not flying.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | "Jim" <flykolb(at)carolina.rr.com> |
"I have never built, loaded down, and flown a Kolb
aircraft that had a CG problem. I have mentioned
this a time or two on this List.
No cg problem on my airplane.
john h"
John/others
Flying by myself in my Mark III I never had a cg problem either. But since I installed
a 532 and now can take a passanger, I seem to have a problem.
Over Thanksgiving I took my sons up for the first time. They are both adults over
200 lbs each. Even with trim all the way back I had to hold the stick all the
way back with a lot of pressure. In fact, I only flew each of them about 15-20
minutes because my arm got tired of holding back pressure on the stick. Any
comments?
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> Flying by myself in my Mark III I never had a cg problem either. But since I
installed a 532 and now can take a passanger, I seem to have a problem.
> Jim
Jim/Gang:
You didn't say how much you weighed, but probably
similar to your two Sons.
Without much weight in the rear, probably 10 gal
or less fuel (60 lbs), and two "big" guys up
front, it will take more nose up trim and effort
to keep the elevator up and the stick back.
During your 10-15 minute flights, I bet you kept
the power on, full at takeoff and cruise power
during level flight. Did you happen to bring the
throttle back to idle and let the MK III glide?
My MK III takes a lot of nose up trim, especially
with two people. The more power, the more nose
over tendancy. Sure the extra weight up front
increases the nose pitch down force, but it
biggest culprit is the high thrust line.
If I bring my Kolb back to idle, I can take all
the nose up trim off. Push the power back up and
the nose up trim comes back on.
I don't have more time to chat about it now. Got
to take Nell out for Valentines Day, but be glad
to talk about it tomorrow.
Take care,
john h
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/14/03 14:11Mark German
>
> Ron:
> Material cost is about $70.00 for a sheet of material 48"x 96". Labor would
> run from 6-10 Hrs of work to layout and cut, bend and weld as required.
> Most of the cost is in the man hrs. We also need to build the fitting you
> need to get fuel form the tank to the motor. Also vent and drain fittings.
> It is easy to spend $50-100 on a nice fuel cap. The best way is to make
> some drawings of the size tank. After this review a cardboard mock-up is
> made and this is what we can build the tank from. My shop rate is $40.00
> per hr. But when aircraft is involved we are glad to help out.
> Hope this answer's some of your questions.
>
> Mark German
> Kolbra-912
>
> -- Original Message -----
> From: "CaptainRon" <CaptainRon(at)theriver.com>
> To:
> Subject: Re: Kolb-List: Fuel tanks
>
>
>>
>> 2/13/03 17:35Mark German
>>
>
>>>
>>> Kolb list
>>> Looks like some of us need to have a larger fuel tank for our Kolbs. I
> have
>>> built several tanks for a variety of aircraft over the years and have
>>> installed a 14-gal custom tank in my new Kolbra-912. I own a small
> metal
>>> fab shop and can do this type of work. I would be glad to help anyone
> that
>>> needs a tank. We can fab to any size and design you need. Most tanks
> we
>>> make are 5052-H32 .050 Alu. and tig welded. We try to keep weld seam to
> a
>>> minn. We also make all the fittings that need to be welded in location.
>>> Mark German
>>> Kolbra-912
>>>
>>> =====================
Yes thanks. Where I am wanting to install the tank could be a very busy
place for other stuff. So I'll waite till all the stuff in that area is
built up and then build the mock up.
I'll let you know.
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
NEW 503 ROTAX engine with carb and muffer
ebay item number: 2403670473
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Subject: | Re: Has anyone....??? |
James,
Check out the MAC stick grips in the Aircraft Spruce catalog. They have
grip switch set-ups from one button up to 6 functions. I have the G1 grip
which is a single push to talk set up and it adapted easily to my Mk-3
stick.
These grips seem to be the best bang for your buck.
Well I just looked them up in the new 2002-2003 catalog, page 378 and I see
that they changed the name to RAC. I guess the company must have been sold.
Anyway, check em out.
Denny Rowe
----- Original Message -----
From: Alderson, James <James_Alderson(at)jdedwards.com>
Subject: RE: Kolb-List: Has anyone....???
>
> I was looking for a cooler throttle quadrant as in side by side. It would
be
> nice to have the choke there too... even possibly the electric start (if I
> ever install one) could be located here, although its prewired under the
> left leg of the pilot now, so I might just leave it there... Thanks for
the
> answer though...
>
> I would love to find out how you put the EIS button controls into a
> joystick. I really haven't started playing with any of this stuff yet,
can't
> wait.
>
> PS - I have found a trainer with a Kolb Mark III, his name came from a
list
> member here in Charlotte (THANKS Jim!!!!!). Unfortunately we are coming
into
> the windy season here in NC (so I am told, I never really noticed before I
> started flying) so I will have to take my chances on a 5 hour drive, but
in
> type training is worth it to me. In the meantime I will be using a
> flightstarII and a Rans S6 Coyote II taildragger to do training in, its
all
> good.
>
> James.
>
> -----Original Message-----
> From: woody [mailto:duesouth(at)govital.net]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Has anyone....???
>
>
> I have a dual throttle in my modified MK111 (Thunderbird) No problem. I
> run a hard link between my new rotating shaft and the original throttle
> handle. I guess you could say I have 3 throttle controls. I welded my
> control parts onto the frame but on the club Mk111 we made a bolt on unit.
> Both work great.
> Andy uses a computer joystick control. I found it at a second hand
> store for 3 bucks. 5 buttons. 3 of those buttons are used to switch his
EIS
> unit. One is for push to talk and the other is not used yet. Perhaps sound
> effects could be added to this. Very handy thing to have.
> Rereading your message I am wondering. When you want a cooler quadrant
> with 2 controls did you mean you want the levers side by side so you can
> work the throttle and choke at the same time or to have individual
> throttles like I assumed you meant.
>
>
> >
> >
> >Hello listers,
> >
> >Two things I want to put into my new Kolb to make it somewhat me. I want
to
> >replace the throttle control with a new cooler two control throttle
> >quadrant. Anyone run into problems with this?
> >The other thing is the grip on the control stick. I wanted to embed a ptt
> >for my radio as I don't like the velcro one that I have (It was all I
could
> >use on the trike as there was only a suspended control bar). I looked in
> >Aircraft Spruce and found there are quite a few "fighter jet" looking
grips
> >out there and wondering if there is anything to watch out for in putting
> one
> >of these in. I hear alot of you guys talking on here and on your web
sites
> >about straffing runs. I think the fighter style grip would add to the fun
> >level....maybe I can hook up a machine gun sound (inside only of course)
> >into the intercom that is hooked up to the trigger..... or not.
> >James Alderson
> >
> >
>
>
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Subject: | Stick grips Attention James Alderson |
James,
I just went to www.menzimeraircraft.com to check out the grips that I mentioned
in my last post. The address is on the box my grip came in.
Under 'stick grips', they have excellent photos and info on the grips and their
features, check it out.
They are sweet.
Denny Rowe
________________________________________________________________________________
From: | Vincehallam(at)aol.com |
Hi
Is there any type of safely fuel proof foam that could go into a
horizontally mounted 10 inch tube fuel tank for anti slosh?
Vnz
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Adjust your flaps and ailerons to raise their trailing edges until when you
are flying solo at minimum cruise power, the nose of the airplane rises
higher than before with no up elevator trim and the stable airspeed is
around 35-40. You will probably have raised the trailing edges of those
surfaces 1/4"- 3/4".
Now take up a passenger (Use a bunch of up elevator trim) and see if it's
not better.
Richard Pike
MKIII N420P (420ldPoops)
>
>Flying by myself in my Mark III I never had a cg problem either. But since
>I installed a 532 and now can take a passanger, I seem to have a problem.
>
>Over Thanksgiving I took my sons up for the first time. They are both
>adults over 200 lbs each. Even with trim all the way back I had to hold
>the stick all the way back with a lot of pressure. In fact, I only flew
>each of them about 15-20 minutes because my arm got tired of holding back
>pressure on the stick. Any comments?
>
>Jim
>Mark III
>Charlotte, NC
>
>
Help Stop Spam!
Delete all address information (especially mine) off everything you
forward, and make Blind Carbon Copy a way of life.
Thanks! And have a blessed day.
rp
________________________________________________________________________________
From: | Vincehallam(at)aol.com |
Subject: | Re: Booster Bottle & Bing |
Jb Hart
Heplp I cant raise that booster bottle website What and how does that
system work?
Vnz
________________________________________________________________________________
>
> Hi
> Is there any type of safely fuel proof foam that could go into a
> horizontally mounted 10 inch tube fuel tank for anti slosh?
> Vnz
Vnz,
Here's some.........
http://www.foamex.com/technical/safetyfoam.asp Kirk
DO NOT
ARCHIVE
________________________________________________________________________________
From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
Subject: | Ultrasrar progress |
I have been working on the modified US when not clearing snow or repairing heaters
or some such nonsense necessary for surviving this" winter wonderland".
I just put the new aluminum FS 2 (1.25 inch) gear legs on and mounted the 6
inch Azusa wheels and brakes. Problems include wheels that wobble because of poor
workmanship in manufacture that I was able to minimize by matching different
wheel halves and reassembling on an axle stub......and a very difficult cockpit
access caused by the longer gear legs. I now have 20 inches of prop clearance
with the tail in the flying position. I can cut the gear legs but need some
input from the "experienced" US drivers as to what would be acceptable in sod
operations. I know my last machine with the stock gear and 18 inch tires would
cut grass at times.
The Ken Brock seat tank is intalled and the nose fairing fabricated from
aluminum tubing.That fiberglass nose pod was rather heavy and I am trying to save
some weight .I am about to add a 5 gallon plastic tank above the engine as
I had on the previous US but this one will be removable and will be used with
a fuel vent system for drawing into the seat tank . It will only be installed
for trips. The forward fuselage section is now streamlined wth the tail as with
the Firefly and looks much better. Centerline stick is in and all pulleys ready
for cable...all the pushrods are replaced by cable up to the aileron push
tubes... I have decided not to install the flaperon control due to the full length
ailerons on this model..... the last US flew slow enough and with the extra
ailerons this one should be slower.
I will begin mating the new boom tube to the fuselage and installing the
H sections today. I will be posting some pictures soon. I think this thing will
look like a Firefly with the boom reversed.
Ed in Western Siberia
________________________________________________________________________________
From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
John H.,
I have a question regarding your "no cg problem" message below:
Are you saying just that the plane flew O.K., or that you checked
the actual cg and it was within limits?
You may have answered this in the past, but I think that the members
that just read you post should know the answer.
John J.
Rex/Gang:
I have never built, loaded down, and flown a Kolb
aircraft that had a CG problem. I have mentioned
this a time or two on this List.
On my MK III I put 150 lbs of fuel behind the cg.
Then I put another 100 lbs of gear, give or take a
few lbs, behind the cg. On top of that, I have
flown with 8" diameter pneumatic Maul tailwheels,
6" Scott solid TWs, and am presently flying with a
6" Maul solid TW. I also pushed that heavy 70"
Warp Drive 3 bladed prop 4" behind the Rotax prop
flange. My battery sits on the cg in its orginal
location, except it is on the left side rather
than the right.
Oh, the only additional thing in the nose of the
MK III is my feet and boots.
No cg problem on my airplane.
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> I don't have more time to chat about it now. Got
> to take Nell out for Valentines Day, but be glad
> to talk about it tomorrow.
> john h
Morning Gang:
In reference to the cg thing vs high thrust line,
the horizontal stabilizer can also be adjusted to
help compenstate. I forgot to mention that
yesterday. Jim and I came up with an adjustable
leading edge bracket with three different
positions on it, all lower than what the plans
indicated as the position to mount. I ended up
using the middle position which is about 1" lower
than standard. Any lower and the aircraft flew
like it was trying to balance on a ball. Would
not settle down. Either fell off the back or the
front.
Flaps and ailerons, as Richard P mentioned can be
relexed. This alone makes a lot of difference in
stick pressures. You can get an idea of the
change is stick pressures by pulling on the flaps
and then pushing them back up again. My flaps
have drooped enough to cause more nose drop
because the hours have worn the flap control
mechanism and allowed them to droop a little. My
airplane has a natural tendancy to push the flaps
and ailerons down in flight.
Still, when you strap in a 200+ lb sack of feed in
the other seat, it is going to make a lot of
difference in stick pressure. Hydraulics would be
nice.
Take care,
john h
________________________________________________________________________________
From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
I posted some of this recently and I have since ordered a custom length length
spiral-action fuel gauge directly from the manufacturer. It is the same gauge
that Aircraft Spruce sells for about $70. It cost $125.00 to have it custom
made to my length. It is sealed and the gauge dial works through a magnet with
no mechanical connection.
I have completed the cardboard mock-up of my gas tanks for my Mark IIIXtra. The
maximum size I can place without cutting any fuselage tubing is 9" deep x 13"
tall and 18 1/2" wide tapering to 13 1/2" wide to the rear. That calculates
to 8.1 gal per tank. I used a tie down strap between the motor mount area and
the diagonal tube that slightly interferes with placement. By tightening the
strap, I could flex the tube up an inch or so to allow placement of the tank.
The only thing I had to cut so far are the lateral containment tubes that went
on the outside of the stock 5-gal tanks. I left the inner two positioning
tubes intact.
I have custom ordered from Rochester gauges
this direct-view fuel gauge that I will install on one tank.
http://www.rochestergauges.com/Pages/PDFs/8600.pdf
I will be able to look over my shoulder and see the side-view gauge through
the Lexan that will separate the cockpit from the gas tank area.. I only
need one gauge since both tanks will feed down to a gascolator (with drain)
and will draw equally.
I have received my 4 x 8 sheet of 5052H32 0.050 aluminum. My local welder sent
me to a metal fabricator to bend the tank. I talked to one of his men and they
were also going to weld the tank. Yesterday, they called and didn't want to
do it, said it wasn't safe, too thin-walled, blah, blah.
Here is my question to Mark on the bending of the aluminum. I was planning to
make the sides out of one piece, with the corner bends all being across the grain.
The separate tops and bottoms would be have flanges of about 1/4" overlapping
the sides for welding. Of course, half the flanges would be bent with the
grain, but the weld will be above these possible weakened areas. I have a
metal brake and may try to form the tanks myself. Is it important to bend the
aluminum with a radius, or is OK to have a right angle bend across the grain?
Mark, how do your construct techniques differ from this?
Here is link by Tony Bingelis about aluminum tank construction:
http://members.eaa.org/home/homebuilders/authors/bingelis/How%20About%20An%20Aluminum%20Fuel%20Tank_.html#TopOfPage
Sorry for the long post.
Clay Stuart
building Mark IIIXtra
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> I have a question regarding your "no cg problem" message below:
>
> Are you saying just that the plane flew O.K., or that you checked
> the actual cg and it was within limits?
> You may have answered this in the past, but I think that the members
> that just read you post should know the answer.
>
> John J.
John J/Gents:
My previous comments on Kolb CG were based on
actual flight in those load configurations, i.e.,
flight tests in many configurations, geographic
areas, and meteorological conditions.
I have no idea what the numbers are. I don't fly
the numbers. I fly the airplane.
I am not suggesting that anyone go out, load their
airplanes like I load mine, and commit aviation.
I am merely saying the Kolb has an extremely wide
cg range and an extremely high thrust line. When
we add a lot of power to the high thrust line, we
are going to get a pitch down attitude that
requires a lot of trim, rigging, or otherwise to
correct.
If your airplane does not respond as mine does is
probably because it is not built and rigged as
mine is.
To qualify myself and my comments: I speak only
for myself. I have no right to tell someone else
how to fly and configure their aircraft. That is
strictly their decision. Normally, I speak from
actual experience, not conjecture.
john h
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Mk3 912 / touchy throttle/mod? |
Duane/Gang:
> During test run ups of my 912 UL engine it seems that the throttle is either
at idle or roaring wide open.
I think you are on the right track. I'd increase
throttle lever throw until I got it where it was
comfortable for me.
Main point to remember is to insure both throttles
are opening fully, and closing fully.
john h
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Shock absorbers |
> Good idea John. Is there a particular reason why you added a heavier duty
> landing gear to Miss Pfer? Looking for my waders...........Snuf
Morning Snuf:
Different main landing gear were designed and
installed on my Mark III to make increase its
capability to get him there and back home. Based
on observations of the Mark III landing, with the
designer Homer Kolb flying, accompanied by a small
passenger, as the Mark III went up on its nose, it
was decided by Brother Jim and I to move the main
gear forward 8". This put aprx'ly 100 lbs on the
tailwheel. Based on flying Homer's Firestar and
observing that the Mark III seemed to sit in an
even more level attitude on the ground, it was
decided between my Brother and me to raise the
nose of the aircraft with the main gear mod. The
Hauck main gear is lighter than the stock main
gear. Widens the operational capability of the
Mark III by placing more weight on the tailwheel
and putting the aircraft in a good three point
stance. My Mark III lands and takes off in the
position it sits on the ground. I can land
slower, stop quicker because the bottom of the
wings can be turned up into the relative wind at a
much higher angle. I can also take off shorter
because I can rotate as soon as the tail comes
up. I can operate on much rougher unimproved
fields under much more adverse conditions than the
standard Mark III.
That is why we designed different main gear. I
might add they weigh less, are more flexible,
stronger, and a Hell of a lot cheaper to build
than stock aluminum gear.
Any other questions. :-)
john h
________________________________________________________________________________
From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Fuel Tanks
I think someone from the factory also mentioned
C.G concerns.
> Rex Rodebush
Rex/Gang:
I have never built, loaded down, and flown a Kolb
aircraft that had a CG problem. I have mentioned
>this a time or two on this List.
Thanks John, good information to have.
I make a 10 X 30 tube mock up. Two tubes will fit but require a fair amount of
cage modification. It may be simpler to make a custom tank & try to use the
existing cage tank supports. The tubes would require modification anyway for
fill & outlet, vents, level indication, balance line, etc.
Rex Rodebush
________________________________________________________________________________
From: | "Mark German" <aerofab(at)worldnet.att.net> |
Clay:
To answer your question on grain. I like to use 5052-H32 because it is 1/4
hard and bending can be in any direction with good results. The web site
you attached is good, if your contemplating building a tank use these
recommendations and you will end up with a quality tank. I prefer to use
lap joints. but can do any stile as long as enough filler rod is used.
----- Original Message -----
From: "Clay Stuart" <tcstuart(at)adelphia.net>
Subject: Kolb-List: fuel tanks
>
> I posted some of this recently and I have since ordered a custom length
length spiral-action fuel gauge directly from the manufacturer. It is the
same gauge that Aircraft Spruce sells for about $70. It cost $125.00 to
have it custom made to my length. It is sealed and the gauge dial works
through a magnet with no mechanical connection.
>
> I have completed the cardboard mock-up of my gas tanks for my Mark
IIIXtra. The maximum size I can place without cutting any fuselage tubing
is 9" deep x 13" tall and 18 1/2" wide tapering to 13 1/2" wide to the rear.
That calculates to 8.1 gal per tank. I used a tie down strap between the
motor mount area and the diagonal tube that slightly interferes with
placement. By tightening the strap, I could flex the tube up an inch or so
to allow placement of the tank. The only thing I had to cut so far are the
lateral containment tubes that went on the outside of the stock 5-gal tanks.
I left the inner two positioning tubes intact.
>
> I have custom ordered from Rochester gauges
> this direct-view fuel gauge that I will install on one tank.
>
> http://www.rochestergauges.com/Pages/PDFs/8600.pdf
>
> I will be able to look over my shoulder and see the side-view gauge
through
> the Lexan that will separate the cockpit from the gas tank area.. I only
> need one gauge since both tanks will feed down to a gascolator (with
drain)
> and will draw equally.
>
> I have received my 4 x 8 sheet of 5052H32 0.050 aluminum. My local welder
sent me to a metal fabricator to bend the tank. I talked to one of his men
and they were also going to weld the tank. Yesterday, they called and
didn't want to do it, said it wasn't safe, too thin-walled, blah, blah.
>
> Here is my question to Mark on the bending of the aluminum. I was
planning to make the sides out of one piece, with the corner bends all being
across the grain. The separate tops and bottoms would be have flanges of
about 1/4" overlapping the sides for welding. Of course, half the flanges
would be bent with the grain, but the weld will be above these possible
weakened areas. I have a metal brake and may try to form the tanks myself.
Is it important to bend the aluminum with a radius, or is OK to have a right
angle bend across the grain? Mark, how do your construct techniques differ
from this?
>
> Here is link by Tony Bingelis about aluminum tank construction:
>
>
http://members.eaa.org/home/homebuilders/authors/bingelis/How%20About%20An%2
0Aluminum%20Fuel%20Tank_.html#TopOfPage
>
> Sorry for the long post.
>
> Clay Stuart
> building Mark IIIXtra
>
>
________________________________________________________________________________
Subject: | turnbuckle components |
From: | Erich_Weaver(at)URSCorp.com |
02/15/2003 12":59:44.PM(at)matronics.com,
MIME-CD complete at 02/15/2003 12:59:44.PM(at)matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
02/15/2003 01:00:50.PM(at)matronics.com
Greetings all
Im finally ready to give up on twisting the cables on my horizontal
stabilizer to get them snug. Per past advice of John H., I plan on
installing turnbuckles on the lower set of cables. On page 136 of the
2001/2002 Aircraft Spruce catalog, a clip-locking turnbuckle is listed,
which I presume means that additional safety wire is not required. Various
end pieces for the turnbuckle are offered, including the standard fork and
cable eye ends that I am familiar with. What caught my eye was an
additional end piece referred to as a cable swage end. That
seems to indicate a direct connection from the cable to the turnbuckle end
piece, rather than looping the cable and using a nicopress. Anybody with
any experience with these? Is this cable swage end an option
for me, or is a special (expensive) swage tool required for this type of
turnbuckle end piece?
Probably another case of me trying to make a simple thing difficult...
regards
Erich Weaver
erich_weaver(at)urscorp.com
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Re: Shock absorbers |
> Any other questions. :-)
>
> john h
Just one John. Do all these mods fall under the KISS theory that you are so
fond of?? :o) Snuf
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: turnbuckle components |
Those are done with a rotary swaging tool. Moody Aviation in Elizabethton
is the only place locally that has one, they are about 5 grand new.
(!) You need to give whoever is doing the job the length desired of the
finished assembly, and they make them for you.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Greetings all
>
>Im finally ready to give up on twisting the cables on my horizontal
>stabilizer to get them snug. Per past advice of John H., I plan on
>installing turnbuckles on the lower set of cables. On page 136 of the
>2001/2002 Aircraft Spruce catalog, a clip-locking turnbuckle is listed,
>which I presume means that additional safety wire is not required. Various
>end pieces for the turnbuckle are offered, including the standard fork and
>cable eye ends that I am familiar with. What caught my eye was an
>additional end piece referred to as a cable swage end. That
>seems to indicate a direct connection from the cable to the turnbuckle end
>piece, rather than looping the cable and using a nicopress. Anybody with
>any experience with these? Is this cable swage end an option
>for me, or is a special (expensive) swage tool required for this type of
>turnbuckle end piece?
>
>Probably another case of me trying to make a simple thing difficult...
>
>regards
>
>Erich Weaver
>erich_weaver(at)urscorp.com
>
>
Help Stop Spam!
Delete all address information (especially mine) off everything you
forward, and make Blind Carbon Copy a way of life.
Thanks! And have a blessed day.
rp
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Alternative Instruments... |
Here goes my first small attempt at adding instead of taking from the list.
I searched the archives to see if this has been discussed before and I
couldn't find anything. My Kolb has an EIS in it, however when I owned a
trike and was looking at putting in new instruments, the following were way
up high on my list as an alternatives. They have everything you could
possibly want for your panel and more available.
Anyway, Lucien Bartosik is a big name in the triking community and he is out
of Kentucky, Hopkinsville to be exact. I am surprised he hasn't had any
contact with the Kolb factory there. He sells these new Smart Singles
instruments along with multiple other fairly good options for full engine
and flying instruments like the EIS.
http://www.aerialadventure.net/smart_singles.htm
or if you want to see all of the options,
http://www.aerialadventure.net/ and click on instruments.
PS - Please tell him I sent ya'll....
James Alderson
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> To answer your question on grain. I like to use 5052-H32 because it is 1/4
> hard and bending can be in any direction with good results.
Mark/Clay/Gang:
5052 .050 is normal aviation fuel tank material.
I think I mentioned in earlier posts that our
secret to satisfactory welded fuel tanks was
Randolph Aviation/Auto Fuel Tank Slosh Sealer. I
sloshed my last tank four times in 1991. Got
1,750+ hours and two pretty good crashes on it.
Never leaked, weeped, or seeped a drop of fuel,
100LL or MOGAS.
We welded one up for the Firestar. Did not slosh
seal it. I was plagued with weeps and seeps for
the life of the tank. Scrapped it when I scrapped
the Firestar. If I had it to do over again I
would have saved it. Slosh sealed it. Then sold
it to the highest bidder or built me another
Firestar.
john h
________________________________________________________________________________
From: | "Jon Croke" <Jon(at)joncroke.com> |
Subject: | Rotax 912 school |
Just returned this week from the Rotax 912 repair school (Lucedale,
Mississippi) at South MS Lite Aircraft. The 3 day workshop was conducted by
Eric Tucker who works for Kodiak (which is the distributor for Rotax in
N.A.)
Boy, was this great! Eric has been repairing/supporting this engine from
the beginning and really knows his stuff. We had a 912 torn down to every
single part on the workbench. And then put it all back together! While none
of us in attendance (about 15 students) would ever completely overhaul a 912
(tools, fixtures, and the experience to do it right must be on hand!) it was
still and incredibly valuable experience to know how this thing is put
together, and what some of the common failures are caused by. Also, we got a
history lesson about Rotax and some background on their manufacturing.
After finishing the 3 days, you realize that the engine is relatively
simple, and become a heck of a lot less afraid of it!
I know the class is 'expensive' ($450), but in the scheme of things, it is a
great investment and you cant really put a price tag on getting that kind of
knowledge! One (maybe obvious) detail that I would like to pass along to
all that own this engine is that the HEAVY MAINTENANCE manual along with the
Illustrated PARTS manual is ONLINE and downloadable/printable from their
website http://www.kodiakbs.com These are the latest versions as I noticed
that the one I had from my engine was way outta date. Also, the LINE
Maintenance, Installation, and Operator manuals are there, too. These
manuals contain so much valuable info.... Also, of course, the service
bulletins.
Got the scoop on the oil, coolant and fuel types to be used as far as the
factory is concerned. Finally now understand why a lot of the Loctite
numbers used in the Rotax manuals are darn hard to find around here... they
are European versions! Did you know that the 912 series is designed for a
1800 TBO, with a block life design of 3600 hours ? Yes, I know the official
TBO is 1200. Also, interesting discussions between the 912 and the 'S'
version... more than meets the eye there!
Many of you already know this too: the certified versions (F, etc) are the
SAME engines we use as UL uncertified and they all get tested at the
factory. There are different options for these, of course, but they make no
distinction in manufacturing. The extra several GRAND $$$ for certified is
the paper trail to track all the parts... etc. I'm sure that's money well
spent ;)
Now I still love my 503, (Firestar) and would like to attend the parallel
course on 2 cycle repair, but that would be another $450 and another day. My
701 project is using a used 912, and I still shudder at the price of that
thing (even used!) It seems that these ridiculous prices for parts on the
912 all boil down to limited production numbers.... same ol story.
Of course, you cant leave Lucedale, MS (now there's a big town!) without
traveling the Florida panhandle... camped at St Joe Island, St George...
etc. Paradise down there..... now its back to the Green Bay, Wi weather...
burrrr...
If you get the chance to go to one of these workshops, IMHO you will not be
dissapointed... we made some good friends with the other students... as
everyone in attendance was a 912 owner with something interesting attached
to it!
Jon
Firestar
Zenith 701 80%
www.joncroke.com
________________________________________________________________________________
From: | TAILDRAGGER503(at)aol.com |
Subject: | Re: Alternative Instruments... |
Guys, I bought the Stratomaster Extreme from Lucian for my FSII and am very
satisfied with it. Fits real nice in the small dash and is very light. It has
a lot of functions and even has memory for us old farts.
David Snyder
Building FSII
Lakewood, N.J.
________________________________________________________________________________
From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
Subject: | Tail to boom tube attachment |
I need to find out how the steel ring is attached to the end of the boom tube at
the tailpost. I think all of the later Kolbs have this ring for stiffening the
tail surfaces. I recently ordered this ring and the butt rib rings that stiffen
the end of the wings but can not find a good picture in any of the builders
web sites that I have. Does any one have a picture or can explain how this
ring attaches as far as how far the tube is inserted into the ring and what the
rivet spacing would be. This is going on the modified Ultrastar I described
earlier this morning....
Thanks,
Ed in Western NY
________________________________________________________________________________
From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
Subject: | Re: Kolb-List Digest: 31 Msgs - 02/14/03 |
I would put the engine into an RPM range that I know has the lowest EGT
reading normally. Then I would raise the nose to lower EGT. Then I would
start adding choke. All the while I would be looking for some place to put
it down. This might be enough to get you where you want to go.
Keep in mind that doing these things could cause you to stall the plane or
kill the engine. Do what you think is best. If it keeps running good but
the EGT is way off then probably a bad gauge or sender.
Scott Olendorf
Original Firestar
Schenectady, NY USA
----- Original Message -----
From: "Kolb-List Digest Server" <kolb-list-digest(at)matronics.com>
Subject: Kolb-List Digest: 31 Msgs - 02/14/03
Yet another question for ya'll.....
I keep hearing about engine temps that go either one way or another. I flew
a 503 that ran perfectly within spec the entire time I had it on my trike,
and there is a 503 on my new FSII. I guess I have never thought of what to
do if the temps go way up, but if they do, what is the proper sequence of
events to follow? So, for example, I am flying along and one of the EGT's
spikes wayyyy up. Do I find a place to land and just let the engine sit at
idle so the fan keeps running and I have power if I need it, or do I shut
the engine off so it doesn't seize while I am trying to land?
James Alderson
>
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
Subject: | Re: turnbuckle components |
>
>Those are done with a rotary swaging tool. Moody Aviation in Elizabethton
>is the only place locally that has one, they are about 5 grand new.
>(!) You need to give whoever is doing the job the length desired of the
>finished assembly, and they make them for you.
>
>Richard Pike
>MKIII N420P (420ldPoops)
I had all my cables swaged this way ( elevator, rudder and tail wires)
by a guy near Aircraft Spruce in Griffin Ga.
He supplies the cables and fittings.
Did not cost as much as you think and looks real clean.
He does need to know the length from "hole to hole" on the attachment
points and they are only adjustable about an inch before you'll have to
start twisting the cables again. There is only a turnbuckle on one end.
I'm sure there are people like him all over the country.
http://www.mindspring.com/~possums/Modtail&swagedwires.jpg
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Subject: | Fire in de hole! |
Today I fired up N616DR for the first time.
25 degrees and no precipitation so I figured what the heck, thats as good as the
weather has been since before Christmas.
Had the big roll out ceremony filmed by Linda as I lifted the garage door and started
pushing her out. Thats when we realized the tail was 3 inches too wide
to fit out the door. Had to fold one side up slightly.
Tied the tailwheel off to the trailer hitch on the Dodge with a motorcycle tie
down and commenced to commit ignition.
The 690L is a little on the cold blooded side and I only ran it for about 5 minutes
total because the EIS is totally flaking out. Everything seems kosher mechanically
and it sounds awesome. Kinda like a 912.
I hope to build a carb synchronizer in the next couple of days and get things
balanced perfectly on the supply side.
On the subject of the EIS, I seem to have an electrical noise problem, the tach
is not reading at all, and the unit will totally blank out and than after a while
come back up only to blank out a few seconds later. When it is displaying,
the temps and volts all look good but I'm getting a big zero in the tach column.
I figured with no reliable engine info, I had better shut her down and talk to
Grand Rapids on monday.
Over and out,
Denny Rowe
Mk-3 2SI 690L-70
2.65 to 1 gearbox / 68" 3 blade F model Powerfin
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
Subject: | Re: turnbuckle components |
>
>
>Greetings all
>
>Im finally ready to give up on twisting the cables on my horizontal
>stabilizer to get them snug.
Twisting a cable or chain to snug them up is never a good idea. My set
up does seem to keep things tight. Instead of the one bolt holding the
bottom tail wires I keep the tangs bolted there but I attach the cables to
them separately will small shackles. It works and the wires are the
tightest I have seen on a foldable Kolb.
________________________________________________________________________________
From: | "Kenny " <kenandmona(at)earthlink.net> |
Subject: | Re: Alternative Instruments... |
Are you powering it off a battery or off the lighting coil and a rectifier?
I looked at it closely but I don't want to add a battery.
> [Original Message]
> From: <TAILDRAGGER503(at)aol.com>
> To:
> Date: 2/15/2003 9:39:25 AM
> Subject: Re: Kolb-List: Alternative Instruments...
>
>
> Guys, I bought the Stratomaster Extreme from Lucian for my FSII and am
very
> satisfied with it. Fits real nice in the small dash and is very light. It
has
> a lot of functions and even has memory for us old farts.
>
> David Snyder
>
> Building FSII
> Lakewood, N.J.
>
>
________________________________________________________________________________
From: | "DAVID STROBERG" <dgstro(at)greenvillenc.com> |
Subject: | MGL Smart singles |
Listers,
I acquired a couple of the singles for my MarkIII project. Very light, apparently
very rugged with neat functions and memory storage. Found out they will not
fit "in" a 2 1/4" hole due to the squarish shape of the case. Either have
to file out the hole or mount from the back of the panel. Face of it shows ok
through a 2 1/4 hole. Have to hold up on the project till the neurosurgeon gets
this plumb size lump out of my head. Seems extra lumps in the right side
of the brain cause all kinds of hate and discontent on the left side of the body.
Oh well, one of life's little vicissitudes. Hope to see youall about the
end of March.
________________________________________________________________________________
From: | "Ted Cowan" <tcowan1917(at)direcway.com> |
Just wanted you guys (gals too) to know that I have just finished restoring a FSII.
It suffered a little damage to the right wing and needed fabric so me and
my lady completely restored it to new life. It has been stripped to the bone,
frame checked, repainted and recovered. New elev. cables, tail brace cables.
yellow with blue trim. Has 12 gal. gas tank. jump seat or slab seat in back.
all gages, dual egt, dual cht, rpm, alt. asi, etc. Chute, all the bells
and whistles. 503 dual carb. Warp drive ground adjust with balancer. complete
inclosure with door. can be seen at http://www.homestead.com/southernflyers/
$13,000.00 read to fly away. Ted Cowan, Alabama.
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Fire in de hole! |
Everything seems kosher mechanically and it
sounds awesome. Kinda like a 912.
> Denny Rowe
> Mk-3 2SI 690L-70
Morning Denny/Gang:
That's as close as it will get thought. :-)
Just kidding, so don't get your feathers ruffled.
That goes for the rest of the Kolb Family as
well. Especially, if you are 2SI fans. hehehe
Seriously: Good luck with your project and be
safe.
john h
I know how exciting it is to crank them for the
first time. Doesn't matter if it is a Cuyuna,
447, 582, 912, or a 912S. It is always
anticipation and excitement.
________________________________________________________________________________
Subject: | Re: Tail to boom tube attachment |
ED, I went out and took 4 pics for you of the rootrib and rear ring on my
firefly, I posted them on my website. I dont know if this will help you on
that Ultrastar you are re-building, but I hope so. It surely must be
similiar.
look on about page 7 or 8, misc pics.
Rootrib-2 vertical rows 1/8 rivets-1 inch vertical spacing and 1/4 inch
spacing from edges of chrome-moly ring.
Rear boom tube ring (at rudder).. 1 row of 3/16 rivets...4 per side...8
total spaced evenly around circumference.( there are actually 10 holes..with
the elevator pivot bolt occupying the center holes.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
From: | "Frank & Margie Clyma" <frank-margie(at)worldnet.att.net> |
Subject: | Cracks in pulse pump |
Ref. the 12/27/02 posting by Jim Gerken about Mikuni dual port pulse pump cracks:
I have one of each style that Jim talks about. I have a cracked cover exactly
as he describes, with 3 radial cracks coming out from the center hole (only visible
on the inside surface). However, my cracked one is the "cast boss" type
that Jim refers to as the "new style", and I have had that pump for 8 or 10
years. My other one was bought about 2 years ago, is the "old style", and does
not show any cracks.
Frank Clyma
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Clay writes:
>
> >> I have received my 4 x 8 sheet of 5052H32 0.050 aluminum. My local
>> welder sent
>> me to a metal fabricator to bend the tank. I talked to one of his
>> men and they
>> were also going to weld the tank. Yesterday, they called and didn't
>> want to
>> do it, said it wasn't safe, too thin-walled, blah, blah.
>>
>
I know exactly what you are going through. The weld shop that did my tank
made one of the bends the wrong way and then bent it back the other way.Most
welders brag about how good they are. 4 welders tried their hand at it,
finally the 5th one fumbled his way to build it. I pressure tested it at my
shop and circled 18 places that bubbled using soap. They touched up those
spots and also had it sloshed at a radiator shop. (probably not the best
stuff was used). . 7 yrs. later now I've had the tank out 3 times to repair
leaks. Coming out for the 4th and final time. As mentioned previously on the
list, I'll now go with the new poly tank.
Fly Safe
Bob G.
________________________________________________________________________________
From: | "Cy Galley" <cgalley(at)qcbc.org> |
Subject: | Re: Cracks in pulse pump |
I've looked at those cracks. In Jim's case it looks like "cold" flow lines
that were in the part at the time of Die casting. This happens as the mold
is filling and where the cold edges come together. There also may be some
flash left over from the prior injection. It is a only surface imperfection
and I'll bet could be polished out. I would do a dye check to see if it is a
surface imperfection or is a deep crack. You would have to wipe the dye
penetrant off very carefully so you didn't get a false indication.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
Always looking for articles for the Experimenter
----- Original Message -----
From: "Frank & Margie Clyma" <frank-margie(at)worldnet.att.net>
Subject: Kolb-List: Cracks in pulse pump
>
> Ref. the 12/27/02 posting by Jim Gerken about Mikuni dual port pulse pump
cracks:
>
> I have one of each style that Jim talks about. I have a cracked cover
exactly as he describes, with 3 radial cracks coming out from the center
hole (only visible on the inside surface). However, my cracked one is the
"cast boss" type that Jim refers to as the "new style", and I have had that
pump for 8 or 10 years. My other one was bought about 2 years ago, is the
"old style", and does not show any cracks.
>
> Frank Clyma
>
>
________________________________________________________________________________
From: | jerb <ulflyer(at)airmail.net> |
I agree with you John. While Kirk is trying to be safety conscious, I feel
he's just a might paranoid from lack of exposure to the environment. I too
was a little concerned about fuel tanks but have learned that most UL
related accidents happen at low speed. I was more paranoid about 2-stroke
engines. Over time I developed confidence and trust of the 447 Rotax. If
there were some sort of substantiated problem with the Kolbs then it would
be different but the designs have survived the test of time with out any
signs of fuel tank safety issues. The one thing I have seen that scares me
more are those new builders who feel they must re-engineer what has been a
proven trust worthy design thereby compromising the design with their changes.
jerb
>
>
> > Some of my logic; Most crashes are nose first. The fuel is ahead of the
> > engine and exhaust system which would be the most likely source of
> ignition.
>
>Kirk/Gang:
>
>Can you name any post crash fires in ultralights? Kolb
>ultralights?
>
>The ultralight industry has been extremely lucky because
>there are very few post crash fires. In 18 years I can only
>name one I read about, a couple in a Rans Cuyote(?) in the
>D/FW area I think.
>
>If you hit nose first hard enough to get buried under the
>engine and exhaust system, you probably won't need to worry
>about fire.
>
>Crash worthy fuel cells have been in use for many years. We
>had them in our Army helicopters.
>
>Most Kolb casulaties are probably caused by poor and lack of
>instruction, and improper and lack of training.
>
>john h
>
>
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Looking for Electric Start for 503. |
Does anyone have a spare or unused electric starter and hardware for a 503
that they could part with? I would really like one that allows the pull
start to stay on. Feel free to contact me off list. I am used to asking a
list before I buy anything, you would be amazed what some people have
sitting on shelves or in hangars. If not, I buy new....
PS - Is there a shrowd that you can buy to cover the selenoid for the
starter? It really isn't very nice sticking out like that.
Thanks,
James Alderson
________________________________________________________________________________
From: | "Jim" <flykolb(at)carolina.rr.com> |
Subject: | Re: Looking for Electric Start for 503. |
James
I saw one on ebay todat - $200+ .
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: "Alderson, James" <James_Alderson(at)jdedwards.com>
Subject: Kolb-List: Looking for Electric Start for 503.
>
> Does anyone have a spare or unused electric starter and hardware for a 503
> that they could part with? I would really like one that allows the pull
> start to stay on. Feel free to contact me off list. I am used to asking a
> list before I buy anything, you would be amazed what some people have
> sitting on shelves or in hangars. If not, I buy new....
>
> PS - Is there a shrowd that you can buy to cover the selenoid for the
> starter? It really isn't very nice sticking out like that.
>
> Thanks,
>
> James Alderson
>
>
________________________________________________________________________________
Subject: | Re: Ultrasrar progress |
Ed,
I can't wait to see your pictures, sounds like your are doing some very
creative work. If your fiberglass nose is heavy, you may try covering tubes
with fabric. It worked great for me. I used some thin aluminum flashing at
the top to get the curve I wanted, then covered over it.
Regarding your legs, I'd keep every inch you got. I built a step into
my tube/bungee gear & it worked fine. Could you clamp a step to the leg?
Long legs give you steeper angle of attack & allow quicker liftoff & better
3 point landings, most of all you could lower your engine & go to a 60"
prop. the difference in climbrate will be nite & day. Also long legs are
sexy.
Regarding flaperons, they were the best thing I did on my US, climbrate
increased, stall went even lower, descents could be almost vertical, rough
fields were much more managable, and in the reflexed up position, I got a
few mph more in cruise & would land in that configuration when the wind got
squirrelly as it would have less lift.
I have lots of opinions on UltraStars! Have fun, I'm sure your choices
will suit your flying the best.
Richard Swiderski
----- Original Message -----
From: "Ed Steuber" <esteuber(at)rochester.rr.com>
Subject: Kolb-List: Ultrasrar progress
>
> I have been working on the modified US when not clearing snow or
repairing heaters or some such nonsense necessary for surviving this" winter
wonderland".
> I just put the new aluminum FS 2 (1.25 inch) gear legs on and mounted
the 6 inch Azusa wheels and brakes. Problems include wheels that wobble
because of poor workmanship in manufacture that I was able to minimize by
matching different wheel halves and reassembling on an axle stub......and a
very difficult cockpit access caused by the longer gear legs. I now have 20
inches of prop clearance with the tail in the flying position. I can cut the
gear legs but need some input from the "experienced" US drivers as to what
would be acceptable in sod operations. I know my last machine with the stock
gear and 18 inch tires would cut grass at times.
> The Ken Brock seat tank is intalled and the nose fairing fabricated
from aluminum tubing.That fiberglass nose pod was rather heavy and I am
trying to save some weight .I am about to add a 5 gallon plastic tank above
the engine as I had on the previous US but this one will be removable and
will be used with a fuel vent system for drawing into the seat tank . It
will only be installed for trips. The forward fuselage section is now
streamlined wth the tail as with the Firefly and looks much better.
Centerline stick is in and all pulleys ready for cable...all the pushrods
are replaced by cable up to the aileron push tubes... I have decided not to
install the flaperon control due to the full length ailerons on this
model..... the last US flew slow enough and with the extra ailerons this one
should be slower.
> I will begin mating the new boom tube to the fuselage and
installing the H sections today. I will be posting some pictures soon. I
think this thing will look like a Firefly with the boom reversed.
> Ed in Western Siberia
>
>
________________________________________________________________________________
From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
Subject: | Ultrastar answers |
Thanks go out to John Cooley , Don Gheradini and Richard Swiderski for the
pictures and input for my Ultrastar questions.
The way the engineers changed the tail boom attachment from the Ultrastar
to the new system eliminates the need to pull the elevator bolt to fold the tail.
I retained the old system but added the ring for stiffness.
The main reason I am not adding the flaperons is the US will be flown by
some inexperienced pilots and one more thing to confuse them when landing can
be bad. The deep stall with loss of altitude will get a novice in trouble real
fast. Even without flaperons making the average GA pilot understand he should
carry power to the ground for his first landings is difficult. The old US
gear was severely tested on more than one occasion for this reason.
The only thing I have not completly figured out yet is how long to make
the tailspring. The idea of slowing down quicker with the tail down is OK but
the seat tank is sloped back almost like my LazyBoy and on the ground I would
fall asleep before I could make a takeoff......(.I think I hold the record for
falling asleep after mounting the LazyBoy)...
Again , the list has saved me a lot of guessing ....... pictures will
be coming when I figure out the new camera.....
Thanks,
Ed in Western NY
________________________________________________________________________________
From: | Bob Currie <bnb(at)erols.com> |
Subject: | Re: Looking for Electric Start for 503. |
I don't have a spare starter but have an electri start on my 503. I do not need
a
selenoid cover as the selenoid can be remotely mounted out of the way
Bob Currie FSII
HOLLYWOOD MD
Do Note Archive
"Alderson, James" wrote:
>
> Does anyone have a spare or unused electric starter and hardware for a 503
> that they could part with? I would really like one that allows the pull
> start to stay on. Feel free to contact me off list. I am used to asking a
> list before I buy anything, you would be amazed what some people have
> sitting on shelves or in hangars. If not, I buy new....
>
> PS - Is there a shrowd that you can buy to cover the selenoid for the
> starter? It really isn't very nice sticking out like that.
>
> Thanks,
>
> James Alderson
>
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
The same goes for a 582. The stock airscrew
setting is 1 turn out,
> but I usually set them to almost 3 turns out to smooth out the idle and
> prevent the boging down during the summer. Usually when I do that I am also
> running the needle clip in a richer position than stock because such a big
> idle adjustment has some effect on mid-range. However, the final result is
> a much smoother, better responding engine.
>
> Tom Olenik
Hi Tom/Gang:
The above, in your opinion, equates to:
> "I think the Rotax jetting is pretty screwed up from
the factory as well."
Seems to me to be an idle adjustment exercise.
The "one turn out on the airscrew" is a basic
setting, is it not? A place to start, then adjust
as necessary to get the correct idle mixture?
john h
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Registering if your not the builder? |
Listers, first thanks for all the help on and off line in regards to this
process.
In my pursuit to fly my firestar under some form of legality, I have had
conversations with all the associations for ultralights. ASC, in particular
Jim Stephenson, was very helpful (EAA was very informative as well). He led
me through the following process (check the link below for complete details)
and it seems that I can do all of this. I have already registered my Kolb
with the ASC and have numbers to put on, so I am only a couple of steps from
flying. I am of course going to get someone from the FAA to confirm what is
being said here. I plan on following this process till I am able to go Sport
Pilot. Obviously the Kolb must fall under the exemption restrictions : less
than 10 Gallons of fuel, less than 496 lbs, less than 38 mph stall, less
than 80something mph cruise. Sounds like the Firestar II fits right into
this.
Please let me know what ya'll think of this.
http://www.aerosports.org/solo_for_instruction.htm
Thanks,
James
-----Original Message-----
From: Alderson, James
Subject: RE: Kolb-List: Registering if your not the builder?
Well, after receiving a call from another individual regarding this issue,
it appears that it will be near impossible to do this. If anyone has any
personal experience with doing this, please let me know.
Know, forgive me for being ignorant on the FAR 103, but can a Firestar II be
registered as an ultralight trainer without having two sets of controls? It
fits all the other criteria, but without controls I can't see how it would
be a viable trainer for any BFI without a suicide wish, but its worth
asking.
If not, I guess I will fill bags with helium and rig them into the plane
somewhere... should be able to get it down to 254lbs. Man, there really
isn't many options to fly these things legally without spending 500-1000
hours to build it....
James.
-----Original Message-----
From: Alderson, James
Subject: Kolb-List: Registering if your not the builder?
Good evening all,
I have another question. I talked to the builder of the Kolb I am buying
(getting excited, tomorrow is the night I own it) and we talked for quite a
while. I wanted if nothing else to tell this guy that I was in awe of his
work. I hang around a bunch of ultralighters that fly stuff that is safe,
but not the most attractive, so this is a treat to see something with this
much love in it. I am someone who wants to be proud of my plane, and will
probably spend more time tinkering and cleaning than flying. Anyway, the
builder said he probably spent close to 1000 hours building this thing with
all the slow days of perfecting that he spent, it was his third Kolb build
and he says his last as he is just way to anal with the build (eg. He used a
laser level on all wing ribs and points, didn't allow more than 2 degrees
off at any point or it was rebuilt). Anyway, he didn't keep any pictures or
records as he never intended it to be registered.
So... I want to register this plane as an experimental. I want to do it soon
and need to know if its harder for me to register it without being the
builder? I know it means that I will have to get someone else to do the
annuals for me (lots of A&P around that are lovers of the six pack) and a
few other things will be more of a pain, but I just want to know that its
still possible and fairly straight forward. Is there anywhere I can go to
find out the process of not building but registering?
James Alderson
________________________________________________________________________________
From: | "Jim" <flykolb(at)carolina.rr.com> |
Subject: | Re: Registering if your not the builder? |
James,
I cannot tell from the info you provided whether you plan to use your
Firstar as a "student flying solo under the supervision of a BFI" or as "BFI
doing instruction".
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: "Alderson, James" <James_Alderson(at)jdedwards.com>
Subject: RE: Kolb-List: Registering if your not the builder?
>
> Listers, first thanks for all the help on and off line in regards to this
> process.
>
> In my pursuit to fly my firestar under some form of legality, I have had
> conversations with all the associations for ultralights. ASC, in
particular
> Jim Stephenson, was very helpful (EAA was very informative as well). He
led
> me through the following process (check the link below for complete
details)
> and it seems that I can do all of this. I have already registered my Kolb
> with the ASC and have numbers to put on, so I am only a couple of steps
from
> flying. I am of course going to get someone from the FAA to confirm what
is
> being said here. I plan on following this process till I am able to go
Sport
> Pilot. Obviously the Kolb must fall under the exemption restrictions :
less
> than 10 Gallons of fuel, less than 496 lbs, less than 38 mph stall, less
> than 80something mph cruise. Sounds like the Firestar II fits right into
> this.
>
> Please let me know what ya'll think of this.
>
> http://www.aerosports.org/solo_for_instruction.htm
>
> Thanks,
>
> James
>
> -----Original Message-----
> From: Alderson, James
> To: 'kolb-list(at)matronics.com'
> Subject: RE: Kolb-List: Registering if your not the builder?
>
>
>
>
> Well, after receiving a call from another individual regarding this issue,
> it appears that it will be near impossible to do this. If anyone has any
> personal experience with doing this, please let me know.
>
> Know, forgive me for being ignorant on the FAR 103, but can a Firestar II
be
> registered as an ultralight trainer without having two sets of controls?
It
> fits all the other criteria, but without controls I can't see how it would
> be a viable trainer for any BFI without a suicide wish, but its worth
> asking.
>
> If not, I guess I will fill bags with helium and rig them into the plane
> somewhere... should be able to get it down to 254lbs. Man, there really
> isn't many options to fly these things legally without spending 500-1000
> hours to build it....
>
> James.
>
> -----Original Message-----
> From: Alderson, James
> To: 'kolb-list(at)matronics.com'
> Subject: Kolb-List: Registering if your not the builder?
>
>
>
>
> Good evening all,
>
> I have another question. I talked to the builder of the Kolb I am buying
> (getting excited, tomorrow is the night I own it) and we talked for quite
a
> while. I wanted if nothing else to tell this guy that I was in awe of his
> work. I hang around a bunch of ultralighters that fly stuff that is safe,
> but not the most attractive, so this is a treat to see something with this
> much love in it. I am someone who wants to be proud of my plane, and will
> probably spend more time tinkering and cleaning than flying. Anyway, the
> builder said he probably spent close to 1000 hours building this thing
with
> all the slow days of perfecting that he spent, it was his third Kolb build
> and he says his last as he is just way to anal with the build (eg. He used
a
> laser level on all wing ribs and points, didn't allow more than 2 degrees
> off at any point or it was rebuilt). Anyway, he didn't keep any pictures
or
> records as he never intended it to be registered.
>
> So... I want to register this plane as an experimental. I want to do it
soon
> and need to know if its harder for me to register it without being the
> builder? I know it means that I will have to get someone else to do the
> annuals for me (lots of A&P around that are lovers of the six pack) and a
> few other things will be more of a pain, but I just want to know that its
> still possible and fairly straight forward. Is there anywhere I can go to
> find out the process of not building but registering?
>
> James Alderson
>
>
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
Subject: | Re: turnbuckle components |
>
>
> > It works and the wires are the
> > tightest I have seen on a foldable Kolb.
>
>Now, now, Woody/Gang:
>
>If the above were true, your tail wires are
>wayyyyyyyyyyyyyyyy too tight, cause mine are just
>right. :-)
>
>john h
You have a non foldable KOlb so you can adjust them just right and stay
there :). To insert the pin into the clevis I need to lie down and rest my
leg on the tail surface. This weight is just enough to keep things tight. A
lot tighter than the usual arrangement.
________________________________________________________________________________
From: | RWilliJill(at)aol.com |
Subject: | lift strut tangs and bolts |
Question
I'm in the process of building the first wing on my Firestar II and am at
the point of installing the lower false ribs. I have saved the one that gets
riveted to the lift strut attachment for last because I see a minor problem
in the making. I have yet to rivet the lift strut attachment on yet because
It looks to me like you have to insert the innermost AN4-7A bolt into the
inside hole before you rivet the attachment on or you'll never be able to get
it in. You could always put it in upside down but that is not a good thing if
the nut ever came off plus the print shows it the correct way. The question
is, do you or don't you put the bolts into the lift strut tangs before you
rivet it to the bottom of the main spar? One other problem is that I was
incorrectly sent ANA-7's which are drilled for a castle nut and carter key or
safety wire but the print calls for AN4-7's and AN365-428A nuts. I'll get
with Travis at TNK to resolve the incorrect bolts but does anybody have any
words of wisdom about the tangs and bolts?
Thanks for your collective thoughts
Ron Williams
Firestar II
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
Subject: | Re: Kolb-List Digest: 31 Msgs - 02/14/03 |
>
> A "Long Winded Lar" story. Hit DELETE if you don't wanna read
>it.
>
>Thanks, Gary. Do you put your camera out there in the wind with no
>protection ?? Seems like there'd be bug smears on the lens fairly soon.
>Has that been a problem ?? Have you - or anyone - ever seen a system
>(within reason) that would let you pivot the camera while in flight
>??............or am I gonna hafta build my own ??
These are nice, but might not fit your camera.
http://store.yahoo.com/spytechagency/13285.html
Hell Larry, just strap it to your head like I do, and get you a "bow sight",
paint ball gun - and have a real good time.
BTW: There is a thing called "target fixation" (ask Mr. Hauck) - so be careful.
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: lift strut tangs and bolts |
> It looks to me like you have to insert the innermost AN4-7A bolt into the
> inside hole before you rivet the attachment on or you'll never be able to get
> it in. You could always put it in upside down but that is not a good thing if
> the nut ever came off plus the print shows it the correct way.
> One other problem is that I was
> incorrectly sent ANA-7's which are drilled for a castle nut and carter key or
> safety wire but the print calls for AN4-7's and AN365-428A nuts.
> Ron Williams
Ron/Gang:
The airplane will not fall out of the sky if you
insert the bolt from bottom to top. The nuts will
not fall off if the bolt is upside down. Besides,
who is to say the bolt is going to stay in the
hole if the nut comes off even when it is inserted
from top to bottom. There are exceptions to rules
when the bolt can not be inserted from top to
bottom or from forward to aft.
You can also use nyloc nuts with drilled bolts.
Take care,
john h
________________________________________________________________________________
Subject: | Re: Mark 3 in Canada |
I know of 2 personally they have been done ( mine and a friends)
and I
> know of 2 more that will be within the year if all goes well (mine and
a
> clubs). There was no problem registering them. It will have to
registered
> as an Ultralight as there is a different building regulation here. Do
not
> mention if it has been registered in the US. . However. as an
ultralight
> you can fly where you want but if you have a passenger you had
better be a
> flight instructor or your co pilot is also a licensed pilot. Where in
> Canada are you moving?
Thanks Woody! New
Brunswick........Kirk
________________________________________________________________________________
From: | TAILDRAGGER503(at)aol.com |
Subject: | Re: lift strut tangs and bolts |
Ron ,I put them in up side down. There is nothing wrong about that and they
also can be removed and inspected.
David Snyder
Building FSII
Lakewood, N.J.
________________________________________________________________________________
From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
Gooood morning gang,
I recently put up the first batch in a series of aerial photographs
taken
from my Mk-3. The site is primarily to facilitate browsing by local
businesses and residents, but I thought you Kolb drivers might enjoy
them.
http://www.hawaiiscenics.com/
Bill George
Kolb Mk-3/Verner1400SVS/Powerfin 68" "F"
Kolbers,
Forget that Monument Valley thing...we have a new destination!!!
;-)
(This one will require LOOOOOONG range tanks to complete... and a raft
incase things get silent.)
On a more realistic note...there is a small group considering a flight
over to the Bahamas right before Sun-n-Fun. A rag-tag bunch I'm telling
you...a few from Wisconsin and a few from Georgia. This Alabama boy has
his reservations about that 60 miles of water...
Jeremy Casey
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Its not the water that bothers me, its the things in the water that consider
me a tasty snack that bothers me...
-----Original Message-----
From: Jeremy Casey [mailto:jrcasey(at)ldl.net]
Subject: RE: Kolb-List: Kolb's eye view
Gooood morning gang,
I recently put up the first batch in a series of aerial photographs
taken
from my Mk-3. The site is primarily to facilitate browsing by local
businesses and residents, but I thought you Kolb drivers might enjoy
them.
http://www.hawaiiscenics.com/
Bill George
Kolb Mk-3/Verner1400SVS/Powerfin 68" "F"
Kolbers,
Forget that Monument Valley thing...we have a new destination!!!
;-)
(This one will require LOOOOOONG range tanks to complete... and a raft
incase things get silent.)
On a more realistic note...there is a small group considering a flight
over to the Bahamas right before Sun-n-Fun. A rag-tag bunch I'm telling
you...a few from Wisconsin and a few from Georgia. This Alabama boy has
his reservations about that 60 miles of water...
Jeremy Casey
________________________________________________________________________________
From: | TAILDRAGGER503(at)aol.com |
Subject: | Rear attach fittings |
Bob , are you referring to the strut fittings and universal joint that
attaches the main wing to the cage? I also have an inverted bolt there to
avoid binding when I fold the wings.
David Snyder
Building FSII
Lakewood, N.J.
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Booster Bottle & Bing - Update |
I cleared snow from the hangar doors so I could get them open. I installed the
modified Bing carburetor parts but made no changes to the carburetor jets. I
started the engine, and promptly blew the FireFly on its nose. I should have
tied the tail to the pickup. No damage other than a few scratches to the bottom
side of the nose cone. I backed out the slide screw to let the throttle slide
valve come the whole way down. Started the engine and it would run no slower
than 2,300 rpm. I let it warm up and watched the fuel flow meter. It was
indicating .4 to .5 gph. Then I took out the modified slide valve and reinstalled
the original. Started the engine, and the fuel low meter indicated 1.2
to 1.5 gph. With the modified slide valve, the engine did not slobber gasoline
out of the air filter. When I put the original slide valve back in and started
the engine, gasoline dripped from the air filter at an idle.
I will be purchasing some smaller idle jets to try and get the idle back down to
1000 rpm. This is really quite exciting because of the drop in fuel flow and
the pick up in idle speed with only a 100 cc volume increase on the manifold
side of the engine. I will have to make another modification to the throttle
valve slide. Bing for some reason make a small separate chamber in the slide
that faces the carburetor inlet side. I will have to drill a hole to drain
the bottom of this chamber into the spring chamber because gasoline and oil get
caught in it.
Must order some idle jets.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
Subject: | Booster Bottle & Bing - Update |
Jack,
as always, some of the coolest stuff comes out of your skunk works. once
you get re-tuned across the powerband it is going to be real interesting to
hear the overall results. I would recommend a significant test period on
simply whether the modified slide slides in and out of the carb reliably,
and that there isn't an oscilation in mixture with time. wouldn't want you
to try to advance throttle and have the port catch on something in there!
I coud see a possible build up of fuel in the chamber at partial settings
that drops down as the port shuts or opens. Am I right that this first test
was only the slide port not the external port or volume?
I think it is too funny that you set her on the nose... it's always the ones
you don't think of that get you. glad there wasn't significant damage.
Topher
________________________________________________________________________________
From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
On the subject of fuel tanks.... I've got the set-up for two
5 gal jugs.....
If I ever wanted to carry more fuel , would it be legal to carry some sorta
belly drop tank...?
Not that I would drop the tank after it's empty. It would just be when I needed
a bigger fuel load for cross country..... It would also have a VERY LOW center
of gravity....
Is anybody using something like this already ?
Gotta Fly...
Mike in MN , FSII
- 1st & 2nd coats ,spray polybrush (tail)
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
There was a guy a couple of years ago from Italy that flew a Kitfox
around the world. He had a torpedo shaped tank on the bottom of it.
Look back threw some of the EAA magazines. Name was Michel Gordilio or
something like that...
Jeremy
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Mike Pierzina
Subject: Kolb-List: Fuel Tank
Hey Guys,
On the subject of fuel tanks.... I've got the set-up
for two 5 gal jugs.....
If I ever wanted to carry more fuel , would it be legal to carry some
sorta belly drop tank...?
Not that I would drop the tank after it's empty. It would just be
when I needed a bigger fuel load for cross country..... It would also
have a VERY LOW center of gravity....
Is anybody using something like this already ?
Gotta Fly...
Mike in MN
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Booster Bottle & Bing - Update |
>
>Jack,
>
>as always, some of the coolest stuff comes out of your skunk works. once
>you get re-tuned across the powerband it is going to be real interesting to
>hear the overall results. I would recommend a significant test period on
>simply whether the modified slide slides in and out of the carb reliably,
>and that there isn't an oscilation in mixture with time. wouldn't want you
>to try to advance throttle and have the port catch on something in there!
>I coud see a possible build up of fuel in the chamber at partial settings
>that drops down as the port shuts or opens. Am I right that this first test
>was only the slide port not the external port or volume?
>
>I think it is too funny that you set her on the nose... it's always the ones
>you don't think of that get you. glad there wasn't significant damage.
>
>Topher
Topher,
I always use some small chocks made out of 1/2 inch OD plastic water pipe. Normally,
I start the engine with the brakes set, and after the engine warms up,
I release the brake and taxi over the chocks. In this case, I did not have time
to get the brake off, I just killed the engine. As I did so, the FireFly over
balanced on the chocked and locked wheels and it gently rotated on to the
nose cone. I will have to touch up the paint on the bottom front where the nose
cone hit the asphalt.
There should not be much to do to re tune the engine across the power band because
the port on the induction side of the throttle slide valve will be completely
closed from 4,000 rpm on up. The build up of fuel and oil in side the throttle
valve slide can drain out of two holes that Bing already provides for that
purpose in the bottom of the spring chamber. These holes are directly over
the venturi where the air pressure is its lowest.
Yes, this was the first test and it was with just the inside volume of the throttle
slide valve (about 100 cc) and no external volume connected. That is what
is so exciting about the results. If I can get the low rpm fuel flow down below
.5 gph, I will be happy with it just the way it is, and I will not add any
additional external volume. Also, in cold weather I will not have to worry
about cleaning gasoline and oil off the wing after every flight.
My biggest fear was that with the throttle valve closed and with the engine idling
with the vacuum in the intake manifold and inside the throttle valve slide
that the air pressure on the bottom of the slide may force it up and the return
spring compressed. This did not seem to be the case. There was no slack in
the throttle linkage to indicate the slide had been forced up.
At this point I blame the fast idle to leaning out the mixture. When the new smaller
idle jets get here, I will run another test to see if I can get the idle
back down to 1,000 rpm with the tail tied down. If I can do this, then I will
be ready to try it out in flight, and take some rpm and gph readings.
I wish I had thought of this when I had the Rotax 447. It would be fun to see
if it would have smoothened it out in the lower rpms. But I was getting too old
to pull a rope to get it started, and so for that reason the change has been
good.
Side note:
I got an e-mail from Speedwing, the people I purchased the engine from in Canada.
They have been having problems with the Victor 2s slobbering from the carburetors.
They were asking for help. I sent them the jump to the web page, and
some more explanation. It will be interesting to see if they and/or Simonini
can come up with something too.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
Subject: | Re: turnbuckle components |
>
>
> > You have a non foldable KOlb so you can adjust them just right and stay
> > there :).
>
>Now Woody/Gang:
>
>That ain't quite correct. I have a very foldable
>Kolb. I just don't have to fold it except when I
>break it. hehehe
>
>john h
I stand corrected. How about mine are tighter than most Kolbs that are
folded every flight and I have no turnbuckles. I modified these wires
because I am lazy and putting that one tail wire bolt in was always a pain
in the butt. So I simplified.
________________________________________________________________________________
Subject: | Re: Kolb-List Digest: 22 Msgs - 02/18/03 |
From: | William George <wgeorge(at)mountainmeadowranch.com> |
Aloha Richard,
Thanks. You certainly may use them as requested for your EAA newsletter with
a link to my site.
Been to windy to fly here as of late, but I am ready to pounce when
conditions improve.
Regards,
Bill
> From: Kolb-List Digest Server <kolb-list-digest(at)matronics.com>
> Reply-To: kolb-list(at)matronics.com
> Date: Tue, 18 Feb 2003 23:56:14 -0800
> To: Kolb-List Digest List
> Subject: Kolb-List Digest: 22 Msgs - 02/18/03
>
>
> From: Richard Pike <rwpike(at)charter.net>
> Subject: Re: Kolb-List: Kolb's eye view
>
>
> Gorgeous pictures. Would it be possible to use some of them in our EAA
> chapter's next newsletter? (I am the newsletter editor)
> I used some of Will Uribe's Monument Valley pictures in the February
> newsletter, coming out this Thursday. (Notice to Will - you will be getting
> a copy -with a link to your website) Trying to drum up local interest in
> the May 19-20 flight. Besides, it has been miserable weather here lately,
> we needed to see some sun and heat...
> I would like to use four or six pictures at about 1/4th full size, with a
> link to your page. Thanks.
>
> Richard Pike
> MKIII N420P (420ldPoops)
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
I posted some of this recently and I have since ordered a custom length
length
spiral-action fuel gauge directly from the manufacturer. It is the same
gauge
that Aircraft Spruce sells for about $70. It cost $125.00 to have it custom
made to my length.
==========================================
it seems that the prinston electronic fuel sender that wires into the eis or
its own gague is about the same price... with the eis you can program a low
fuel limit that will light up the master warning light. it will read the
fuel on board in tenths of gal.
love it
boyd
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> I was thinking of something more "BELLY HUGGING" and stream line....
I've seen some of those football sized tanks , but they looked like too much
drag...
Mike/Gang:
May I make a point?
The second thing to hit the ground in a hard
landing is the belly of the Kolb, be it Firestar,
Firefly, Mark III.
What is attached to the belly of the Kolb will get
wiped off. Ask me how I know that?
The tank Jeremy was referring to was probably much
larger than a football. I would estimate 15 gal
or larger. Looked like big a$$ rocket hanging
under the Kitfox.
john h
________________________________________________________________________________
From: | "Bruce n' Kathy" <n3nrr(at)erols.com> |
Subject: | Re: snow and more snow message of Wed, 19 Feb 2003 |
Hay folks!
I see lots of kolb members within 100miles my general area of Frederick,
md, has anyone put together a list of members what they fly and where
they are located?
thanks
Thurmont, md
Sabre TRike Flying
Kolb US Ready but not solo'd
6 chuter ppc
--
Bruce n' Kathy
________________________________________________________________________________
From: | "John Williamson" <kolbrapilot(at)attbi.com> |
Subject: | Re: snow and more snow message of Wed, 19 Feb 2003 |
To see where a lot of Kolb owners and builders are located, go to this link:
http://www.springeraviation.net/database.html
John Williamson
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 201 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Subject: | Color- tune spark plugs? |
Kolbers,
Has anyone tried tuning their engines using the tranparent Color-tune spark plugs?
If so, do you think they are worth the $50.
Seems like a good way to make sure your mixture is just right.
Thanks,
Denny Rowe
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Found an interesting web site that classifies Rotax/Bombardier engines for
SeaDoo's and SkiDoo's with part numbers. Needed a base gasket for my 532,
and discovered that a 1989-1991 SeaDoo Sp uses the same part # as the Rotax
582 except for the 3 number prefix.
Lockwood shows a base gasket for a 582 as a 850-775, Extremepowersports
show it as a 290-850-775.
I asked the SeaDoo parts man for a 290-850-779, (Since 850-779 is what
Lockwood shows for a 532) he said that # had been superceded by a new one,
and handed me a gasket that fits perfectly. (And has Rotax written all over
it)
If there is anybody out there in the business that can throw more light on
this, please do. For the moment, it looks handy when all you need is a seal
or gasket.
Richard Pike
MKIII N420P (420ldPoops)
http://216.37.204.206/xtremepowersports/Seadoo_OEM/Seadoo_PWC.asp?Type=12&A=1
[DEFAULT]
BASEURL=http://216.37.204.206/xtremepowersports/Seadoo_OEM/Seadoo_PWC.asp?Type=12&A=1
[InternetShortcut]
URL=http://216.37.204.206/xtremepowersports/Seadoo_OEM/Seadoo_PWC.asp?Type=12&A=1
Modified=003167D715D9C20120
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Color- tune spark plugs? |
> Has anyone tried tuning their engines using the tranparent Color-tune spark plugs?
> If so, do you think they are worth the $50.
> Seems like a good way to make sure your mixture is just right.
> Denny Rowe
Denny/Gang:
Not me.
Nope.
Another way to get you mixture just right is leave
it alone. The engine is jetted correctly when it
goes in the box at the factory.
Prop to bump 6,500 rpm, give or take a hundred, at
WOT, straight and level flight. This will give
you the best climb/cruise combo. Also will be
jetted correctly. EGTs will be where they belong.
If you don't prop correctly, you will chase your
own tail for many hours.
My own thoughts and experiences with the Rotax and
Cuyuna two strokes in my airplanes.
john h
________________________________________________________________________________
From: | jerb <ulflyer(at)airmail.net> |
Here's a link to some foot ball shape strut mounted units.
http://www.ultralightnews.ca/fuelsystem/wingtanks.htm
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
Richard, was there a difference in price?
Peter
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
Subject: Kolb-List: Rotax parts
Found an interesting web site that classifies Rotax/Bombardier engines
for
SeaDoo's and SkiDoo's with part numbers. Needed a base gasket for my
532,
and discovered that a 1989-1991 SeaDoo Sp uses the same part # as the
Rotax
582 except for the 3 number prefix.
Lockwood shows a base gasket for a 582 as a 850-775, Extremepowersports
show it as a 290-850-775.
I asked the SeaDoo parts man for a 290-850-779, (Since 850-779 is what
Lockwood shows for a 532) he said that # had been superceded by a new
one,
and handed me a gasket that fits perfectly. (And has Rotax written all
over
it)
If there is anybody out there in the business that can throw more light
on
this, please do. For the moment, it looks handy when all you need is a
seal
or gasket.
Richard Pike
MKIII N420P (420ldPoops)
http://216.37.204.206/xtremepowersports/Seadoo_OEM/Seadoo_PWC.asp?Type=1
2&A=1
[DEFAULT]
BASEURL=http://216.37.204.206/xtremepowersports/Seadoo_OEM/Seadoo_PWC.as
p?Type=12&A=1
[InternetShortcut]
URL=http://216.37.204.206/xtremepowersports/Seadoo_OEM/Seadoo_PWC.asp?Ty
pe=12&A=1
Modified=003167D715D9C20120
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
>
>Hey Folks!
>Was wondering, do any of you have a damaged or spare warp drive prop you
>would like to loan or sell cheap for my test engine?
speaking of props... I have been doing some research before I begin my
attempt at carving my own prop. I have noticed some things different from
our common rules of thumb. Using the biggest prop that will fit is not the
most efficient way to select a prop. There is a specific formula to find a
size " to start guessing from" . there is also a formula for pitch which
takes into account max speed rpm and horse power. All ideas tested and used
in prop design. Other things like airfoils and pitch progression make a big
difference also. Looking at a warp drive it is a wonder it works according
to past theories on prop design. Has anyone gone from a well designed wood
prop to an ivo or warp? I would be interested in finding out if there was a
big difference. I have owned 5 warps and could never believe a single shape
multi purpose (pitch ) design could be as effective as a well designed wood
prop. This is not to be a debate on the benefits of wood over composite but
a debate over efficiencies on a well designed prop.
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
actually it has to be a debate on the materials as well. the reason a
composite prop can be so thin and have such small chord ans thickness
airfoils is it is extremely strong and very light. wood is a very good
material but it isnt carbon fiber/epoxy. props are one of the hardest
things to design well. untill just this year hartzel ( the biggest selling
prop in the world after IVO I believe) only used one airfoil accross the
whole length of the prop casue it was too hard for them to do otherwise.
they are now making a big deal about thier variable airfoil prop
technology!!! anyway you will be able to make a very good prop out of wood,
but because it hase to have more material in it just to survive structurally
you will not be able to make as good a prop as a well made composite prop.
and yes the biggest you can make the prop the more efficent it will be, as
long as the tips do not reach critical mach number, which means you need a
really good reduction drive ratio. as airfoil thickness increases critical
mach goes down so a wood prop cant spin as fast or have as large a diameter
as a thinner composite prop.
Topher
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/20/03 15:57woody
>
>>
>> Hey Folks!
>> Was wondering, do any of you have a damaged or spare warp drive prop you
>> would like to loan or sell cheap for my test engine?
>
>
> speaking of props... I have been doing some research before I begin my
> attempt at carving my own prop. I have noticed some things different from
> our common rules of thumb. Using the biggest prop that will fit is not the
> most efficient way to select a prop. There is a specific formula to find a
> size " to start guessing from" . there is also a formula for pitch which
> takes into account max speed rpm and horse power. All ideas tested and used
> in prop design. Other things like airfoils and pitch progression make a big
> difference also. Looking at a warp drive it is a wonder it works according
> to past theories on prop design. Has anyone gone from a well designed wood
> prop to an ivo or warp? I would be interested in finding out if there was a
> big difference. I have owned 5 warps and could never believe a single shape
> multi purpose (pitch ) design could be as effective as a well designed wood
> prop. This is not to be a debate on the benefits of wood over composite but
> a debate over efficiencies on a well designed prop.
>
>=======================================
Well that's an intersting topic. I don't think I have the patience or time
to build my own prop. But I wonder if a finit element analysis would be one
of the better ways to come up with a near ideal airfoil for a prop. If you
key in the value for length on the prop (how much clearence you want etc)
its rotational speed at 90% of max rpm, and run the analysis every inch or
so of the airtfoil, root slow--tip fast, I would guess you could come up
with some excellent airfoil shapes. The only pronlem with that is where to
go and get the program. I think I seen it advertized somewhere but can't
remember where.
I am sure that besides me there are others here who may be very interested
in that.
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/20/03 16:19John Hauck
> Is it really "free tech support"?
>
> john h
===================
I think that was his point! in other words its an *available* tech support
that you won't get from the Skoobie-do bob. :-)
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
Gentlemen:
I need to change my brake lines.
Checked the Aircraft Spruce catalog but I'm not sure what material to
get. Their "Nylo-Seal" Tubing (1/4" OD, 0.50 Burst Wall) and "Poly-Flo"
tubing (1/4" OD, 0.04 Burst Wall) sound right, but I would like to be
sure.
The tubing I'm replacing (I have Matco brakes) measures 1/4" OD. The
specs on the Nylo-Seal state that it is suitable for hydraulic lines
"except" in the 1/4" and 3/8" sizes"(?!), so... is the Poly-Flo the one
to get? Or something else all together?
Thanks in advance,
Peter
________________________________________________________________________________
From: | Bob Bean <slyck(at)frontiernet.net> |
Peter and all... like bigLar, I didn't like plastic lines but, 1/4"
polyflo should
be good for at least 500 psi (intermittant.) . Nylon should be equal or
better
but it has a tendency to be more slippery making fitting integrity a little
less. --That's the weakest link, polyflow fittings rely on compression
friction to hold the tubing in. There is no actual mechanical lock
The fluid exerts very little separation force but weeds, wind, etc. can
do it.
Do not overtighten them because with time you will have to go back
occasionally to adjust. -BB
Peter Volum wrote:
>
>Gentlemen:
>
>I need to change my brake lines.
>
>Checked the Aircraft Spruce catalog but I'm not sure what material to
>get. Their "Nylo-Seal" Tubing (1/4" OD, 0.50 Burst Wall) and "Poly-Flo"
>tubing (1/4" OD, 0.04 Burst Wall) sound right, but I would like to be
>sure.
>
>The tubing I'm replacing (I have Matco brakes) measures 1/4" OD. The
>specs on the Nylo-Seal state that it is suitable for hydraulic lines
>"except" in the 1/4" and 3/8" sizes"(?!), so... is the Poly-Flo the one
>to get? Or something else all together?
>
>Thanks in advance,
>
>Peter
>
>
>
>
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> Peter and all... like bigLar, I didn't like plastic lines but, 1/4"
> polyflo should
> be good for at least 500 psi (intermittant.) . Nylon should be equal or
> better
> but it has a tendency to be more slippery making fitting integrity a little
> less. --That's the weakest link, polyflow fittings rely on compression
> friction to hold the tubing in. There is no actual mechanical lock
> The fluid exerts very little separation force but weeds, wind, etc. can
> do it.
> Do not overtighten them because with time you will have to go back
> occasionally to adjust. -BB
BB/Peter/Gang:
I have no problem with plastic brake lines. Up
until 1 July 2000, my brake lines had been on my
MK III for 9 years. When I wiped out the landing
gear at Muncho Lake, BC, the lines were snatched
into. Did not pull loose at the caliper fitting.
I think I had to replace the lines during the
rebuild for the 2001 flight because the old ones
came up a little short.
Plastic is easier to work with. No danger of
vibration and stress cracking. They can also be
accidentally crimped, regain their shape and keep
on performing. Aluminum and steel won't do that.
To each his own.
john h
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> gear at Muncho Lake, BC, the lines were snatched
> into. Did not pull loose at the caliper fitting.
> john h
Folks:
Funny how words come out of my fingers and on to
the keyboard when I type in a hurry. The above
should have read "snatched in two", but came out
as "snatched into". Hope that did not confuse
anyone to much.
Xin Loi 10,000 times,
john h
________________________________________________________________________________
From: | "DAVID STROBERG" <dgstro(at)greenvillenc.com> |
Pete, I've been using 18 wheeler 1/4 " air brake tubing with no detoration
with the 5606 fluid. They have some very nice brass compression fittings
that fit just right on the Matcos. Most any good auto parts place will have
em. Price is very reasonable. (hanging here till the 12th of March.) !!
----- Original Message -----
From: "Peter Volum" <peterv(at)etsmiami.com>
Subject: Kolb-List: Brake Lines
>
> Gentlemen:
>
> I need to change my brake lines.
>
> Checked the Aircraft Spruce catalog but I'm not sure what material to
> get. Their "Nylo-Seal" Tubing (1/4" OD, 0.50 Burst Wall) and "Poly-Flo"
> tubing (1/4" OD, 0.04 Burst Wall) sound right, but I would like to be
> sure.
>
> The tubing I'm replacing (I have Matco brakes) measures 1/4" OD. The
> specs on the Nylo-Seal state that it is suitable for hydraulic lines
> "except" in the 1/4" and 3/8" sizes"(?!), so... is the Poly-Flo the one
> to get? Or something else all together?
>
> Thanks in advance,
>
> Peter
>
>
________________________________________________________________________________
From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
Subject: | Snow and other topics |
Hey Mike in W. V.
We get hammered almost every year with large amounts of "lake effect" snows
but the last two were very easy...this one makes up for it but the cold is
the real problem. "Global Warming" is best described by the Spanish words .....Eltoro
Poo Poo !... I can usually sum up how severe the winter has been by
how many times my snow blower broke down....many , many this year and it is now
in my shop after both wheels just fell off....no joke...the axle broke in half.
If it wasn't for the fluorescent lights and the Kolb in my shop I would
be in the NY State Rubber Room.......I am really looking forward to Sun & Fun
and meeting some of the Listers at the Kolb tent and seeing the...... S U N......
again.
Ed in Western NY
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
Thanks very much Dick.
Peter
-----Original Message-----
From: Judy Neitzel [mailto:neitzel(at)newnorth.net]
Subject: Brake lines
Hello Peter
I have Matco brakes and have not installed the tubing as yet but the
tubing supplied by Matco is labeled: PARKER PARFLEX 1/4 O. D. X .035
Wall 425 W.P. Not sure of the material, it is translucent and
fairly stiff. There are a couple of other numbers on the tubing that
could be a stock or part number. Not sure if it will help but those
numbers are: UL94HB 5012043 I am assuming the 425 is the PSI
working pressure so anything that you can find that meets or exceeds
what Matco supplies should work fine.
Hope this helps good luck with your project
Dick Neitzel Sayner WI Mark III 582 neitzel(at)newnorth.net
________________________________________________________________________________
From: | Terry McCurry <terrymccurry(at)yahoo.com> |
Hello Guys, would you please pass the word that a
friend and I have a very nice MARK-3 for sale with a
fairly new, blue head rotax engine (approx.71 hrs).
The airplane has always been hangered and is in
excellent condition. The location is Greenwood SC
County Airport. We are asking $16500 OBO. For more
info or photos, please e-mail me or Tim at
slingshot284th(at)yahoo.com.
Thanks for your help TDM
http://taxes.yahoo.com/
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
for brake lines for the matco brake why not call matco, they are in salt lake
city ut.
boyd
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Group,
Would the optimum thrust line be parallel with the bottom of the wing? Thanks!
Kirk
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Kirk Smith
Subject: Kolb-List: Thrust line
Group,
Would the optimum thrust line be parallel with the bottom of the wing?
Thanks! Kirk
thrust should be directly forwards in the cruise attitude, for best cruise
performance, or in the climb attitude for best climb performance. ussually
closer to cruise attitude is chosen, which will be a couple, maybe 5 degrees
aoa on the wing. so slightly below the level of the bottom of the wing.
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
>
>Richard, was there a difference in price?
>
>Peter
Found a current online parts price list for Rotax U/L engines to
compare with Rotax Bombardier parts bought at the local SeaDoo dealer:
The base gasket between the cylinders and crankcase cost $7.62.
U/L cost is $12.54
The water pump gasket cost $3.08, U/L cost is $3.79.
SeaDoo Mag end oil seal cost $9.32, U/L cost is $18.63 (100%)
These parts all had the same Rotax part #, or had been changed to use a
new common number.
Now if only Bombardier will start using the 912 & 914 in a jet boat, all
us aviators might get to see the cost of flying come down to a reasonable
level.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
This could be worth pursuing Richard...
The guy who sells starters for Rotax Engines (GPL) also sells Rotax
engines for Hovercrafts (including the 912, although admittedly not the
912UL).
If the parts for non-UL 912's really are the same ones as those for
912UL's, and if the only difference is $$$, then for non-critical
components one may well be able to save a considerable amount of dough.
I would still feel better about buying critical components from a
distributor of the aviation series of engines just in case there is a
difference though.
Peter
Found a current online parts price list for Rotax U/L engines to
compare with Rotax Bombardier parts bought at the local SeaDoo dealer:
The base gasket between the cylinders and crankcase cost $7.62.
U/L cost is $12.54
The water pump gasket cost $3.08, U/L cost is $3.79.
SeaDoo Mag end oil seal cost $9.32, U/L cost is $18.63 (100%)
These parts all had the same Rotax part #, or had been changed to use a
new common number.
Now if only Bombardier will start using the 912 & 914 in a jet boat,
all
us aviators might get to see the cost of flying come down to a
reasonable
level.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
From: | SR3SA2L1(at)aol.com |
You may want to look in "Kit Planes" mag for the computer program to do this.
do not archieve
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/21/03 9:45Kirk Smith
>
> Group,
>
> Would the optimum thrust line be parallel with the bottom of the wing?
> Thanks! Kirk
===============================
Good question, and one that I have been pondering over for a while.
Essentially the optimum thrust line is somewhere between the center of
gravity of the Kolb on its longtitudenal axis and its center of drag. Eye
balling it would place the prop hub somehwere, where the lower back of your
neck would be with the engine mounted. That would call for a real small prop
and I would guess about 5 blades for an M3X. I think the Verner is the only
one that I was told where you can move the reduction unit either up or down.
What do you have in mind?
________________________________________________________________________________
From: | JaGifford(at)aol.com |
Subject: | Re: Kolb-List Digest: 5 Msgs - 02/19/03 |
Please change my address to jagifford(at)charter.net
Thanks,
Jack
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
.
> What do you have in mind?
Ron,
Topher answered my question. I needed to know the plane of the prop disk
relative to the bottom of the wing. Whether it was perpendicular or the
directional vector of thrust was into the X+ Y- quadrant. Still
thinking..........Snuffy
________________________________________________________________________________
From: | jerb <ulflyer(at)airmail.net> |
This brings up a good question - what are you using for the brake fluid -
normally small aircraft do not use the conventional brake fluid as it is
very corrosive, the fluid used resembles automatic transmission fluid. In
fact that works very well.
Jerry
>
>Pete, I've been using 18 wheeler 1/4 " air brake tubing with no detoration
>with the 5606 fluid. They have some very nice brass compression fittings
>that fit just right on the Matcos. Most any good auto parts place will have
>em. Price is very reasonable. (hanging here till the 12th of March.) !!
>
>
>----- Original Message -----
>From: "Peter Volum" <peterv(at)etsmiami.com>
>To: "Kolb (Kolb)"
>Subject: Kolb-List: Brake Lines
>
>
> >
> > Gentlemen:
> >
> > I need to change my brake lines.
> >
> > Checked the Aircraft Spruce catalog but I'm not sure what material to
> > get. Their "Nylo-Seal" Tubing (1/4" OD, 0.50 Burst Wall) and "Poly-Flo"
> > tubing (1/4" OD, 0.04 Burst Wall) sound right, but I would like to be
> > sure.
> >
> > The tubing I'm replacing (I have Matco brakes) measures 1/4" OD. The
> > specs on the Nylo-Seal state that it is suitable for hydraulic lines
> > "except" in the 1/4" and 3/8" sizes"(?!), so... is the Poly-Flo the one
> > to get? Or something else all together?
> >
> > Thanks in advance,
> >
> > Peter
> >
> >
>
>
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
Essentially the optimum thrust line is somewhere between the center of
gravity of the Kolb on its longtitudenal axis and its center of drag.
thrust overcomes drag, so if you do not want to have a pitch change with
throttle change then you want the thrust line to go through the center of
drag. On Kolbs that have very high thrust lines you need to understand that
at low throttle settings the prop has almost as much drag as the plane.
what this means is that the center of drag is moving up and down with
throttle setting, exagerating the pitch effect of just changing power. The
plane rotates about its center of gravity, so sending the thrust line
through the cg would result in no change of pitch with change in thrust only
if you were also flying directly in that direction, and there was no change
in drag with power setting. You never would be flying in that direction in
a kolb, you would be stalled and falling in that direction! if your flying
at a reasonable angle of attack and the prop disk was pointed down enough to
hit the cg the prop disk would be canted to the airflow significantly,
creating a pfactor and a down force at the prop, which would cause a nose up
pitching moment, because the thrust line would not be in line with the
normal to the prop disk, cause the prop disk is at an angle of attack. so
you you would actually line up the thrust line with the cg not the normal
(perpendicular) to the prop disk, they are not the same, which is why most
engines are mounted on planes at weird angles. usually 1 to 3 degrees to
the right and a degree or 2 down. This is also why Rutan's boomerang is
actually more symetrical airplane then a standard twn even though it looks
asymetrical. Props dont generate thrust from the center of the prop hub
unless they are at zero aoa. in a climb you have the prop disk at an aoa
and the thrust is coming from 8 or more inches off center. when you take
the details like that into account you design an airplane that looks
assymetric but is really symetrical aerodynamically.
opps, rambled on and on again, probably causing more confusion then clarity!
topher
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
>
>
>actually it has to be a debate on the materials as well.
Not really. I am going to carve a wood prop.
At the risk of sounding self centered - this is about what I want :) For
now I want to know more about performance of the wood props and dip into
the collective consciousness of the group to find past experience. I do
understand the advantages of composite but that has nothing to do with my
next little project.
>the reason a
>composite prop can be so thin and have such small chord ans thickness
>airfoils is it is extremely strong and very light.
Are composite props really lighter. I thought they ended up heavier
after the hub was added to the equation.
>you will be able to make a very good prop out of wood,
>but because it hase to have more material in it just to survive structurally
>you will not be able to make as good a prop as a well made composite prop.
I am thinking just the opposite. A well made wood prop will surpass the
"one twist (pitch progression) fits all pitches" philosophies of ground
adjustable props.
>and yes the biggest you can make the prop the more efficent it will be, as
>long as the tips do not reach critical mach number, which means you need a
>really good reduction drive ratio. as airfoil thickness increases critical
>mach goes down so a wood prop cant spin as fast or have as large a diameter
>as a thinner composite prop.
I will be installing this on a Jabiru with no reduction. My calculations
call for a 60 30. Jabi suggests a 58 44 using a rule of thumb of 1"
diameter = 2 degrees pitch we can see that my calculations are off a bit to
Jabiru. I will probably go with the 60 " prop. The main difference is that
I used a top speed of 85. I probably should have substituted a higher
number in there. How fast can a mk 111 go?
>Topher
>
>
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
attention all mark III drivers
i have had some conversations with TNK about how my mk III feels nose
heavy when i have a passenger on board. and that i feel that i dont have
enough control authority with the elevator at low speeds. especially with
the engine at idle. when flying solo i have no problems.... has anyone
elce had the same problems or feelings?
john i found this in the archives could you explain further..
>Lar/Bob G/Gents:
>
>In that situation I would keep power on and maintain a good
>margin of airspeed to keep air flowing over the elevator. I
>got into a situation similar to that at Lakeland in the old
>factory MK III with the 912 installed. Had never flown it
>with 912 and dual controls. Passenger was rather large. I
>never got below 75 mph, flew around the patch once and
>touched down at 75. Not a good feeling.
>
>john h
boyd
if you reply on list please send a copy to me direct.
mailto:by0ung(at)brigham.net
________________________________________________________________________________
From: | ALLENB007(at)aol.com |
Kolbers,
Can you tell me which way to turn the bolt on a Kolb pusher standing behind
the plane and facing the prop. Is it clockwise or counterclockwise to ADD
pitch?
Thanks in advance for your reply/replies,
Allen
________________________________________________________________________________
From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
Subject: | Re: IVOPROP Pitch |
Think of the bolt as the prop control knob on a cockpit pedestal... screw
the bolt in (forward toward the front of the plane) to increase RPM, screw
it out (pull it back toward the tail) to decrease RPM...
There is a tad of free play slop in mine before it actually engages the
cams, but you can feel it when it begins to actually touch and start having
effect...
Good Luck...
Beauford
----- Original Message -----
From: <ALLENB007(at)aol.com>
Subject: Kolb-List: IVOPROP Pitch
>
> Kolbers,
>
> Can you tell me which way to turn the bolt on a Kolb pusher standing
behind
> the plane and facing the prop. Is it clockwise or counterclockwise to ADD
> pitch?
>
> Thanks in advance for your reply/replies,
> Allen
>
>
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
Group,
Would the optimum thrust line be parallel with the bottom of the wing? Thanks!
Kirk
i think that for the best cruse the prop arc should be perpendicular to the air
flow. suposing that the top and bottom of the wing deflect the air down at some
angle which will be more pronounced at the wing than it will be at the top
and bottom of the prop arc. i believe that there must be some compromise in
the setting of the angle..... with the prop on the front in clean air it should
be a bit easier to decide.... but then on the ga aircraft many of the manufactures
will angle the engine down in the front so that there is less trim
adjustments necessary between wot and idle. when you figure out the perfect
angle let us all know.
boyd
________________________________________________________________________________
From: | dixieshack(at)webtv.net (Mike and Dixie Shackelford) |
Subject: | Re: Directions to "overnite" camping at Sun-N-Fun |
Directions to the overnite camping area at Sun-N-Fun in Lakeland:
From I-4, take exit 15-A (rt. 570 toll road) Go south on 570 to exit 3.
Once through the toll booth, turn right onto 572 and proceed to the
traffic light. At the light, turn right and watch for the "overnight
camping" sign. The campground will be on your left and can be seen from
the road and (guessing) approximatey 3/4 mile from the traffic light.
Price WAS $12.00/nite....no reservation necessary, no facilities other
than the porta johns and a water buffalo for drinking. Stay one night
or...? only paying for time spent. Admission bracelets for the grounds
and flightlne passes are sold here also. Shuttle van
runs to and from the festivities from 7:30am until 8:00pm subject to
demand. The shuttle turns around at the camground host
building/bathouse area. From there, you can catch a tram to Paradise
City or anywhere.
Personally, I take my bike and come and go at will. Be prepared for
"terrorist" inspections and subsequent delays at ticket booths and
guardhouses. If you can visualize where the aircraft camping is on the
end of the runway, the campgound is just out of sight to the north from
there, or about 1 1/2 miles from showside.
I'll be there from the first day through....???? and driving a
white '95 Chevy 3/4 ton Sportvan
with WV tags....with either a small tent or roughing it in the van.
Cooler full of Miller's, pepperoni, saltines, maybe the grill and a
steak or two. DON'T miss the corn roast!! It's GREAT!!.
Hillbilly Mike
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Just finished putting together a web page - partly to see if I remembered how -
on the camera set-up I talked about last week. Hugh, I gotta confess - I used
your camera to take these pics. All the pieces went together today for the
1st time, and the testing went well. (Last week, I used a small TV set for a
monitor) Now, gotta polish it up, and make it spiffy. Take a look at http://webpictures.homestead.com/RemoteCamera.html
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
________________________________________________________________________________
From: | jerb <ulflyer(at)airmail.net> |
How do you know your getting the "aviation grade" part from the aviation
company and not the sled grade sold as and at the aviation prices?
jerb
>
>This could be worth pursuing Richard...
>
>The guy who sells starters for Rotax Engines (GPL) also sells Rotax
>engines for Hovercrafts (including the 912, although admittedly not the
>912UL).
>
>If the parts for non-UL 912's really are the same ones as those for
>912UL's, and if the only difference is $$$, then for non-critical
>components one may well be able to save a considerable amount of dough.
>
>I would still feel better about buying critical components from a
>distributor of the aviation series of engines just in case there is a
>difference though.
>
>Peter
>
>Found a current online parts price list for Rotax U/L engines to
>compare with Rotax Bombardier parts bought at the local SeaDoo dealer:
>
>The base gasket between the cylinders and crankcase cost $7.62.
>U/L cost is $12.54
>The water pump gasket cost $3.08, U/L cost is $3.79.
>SeaDoo Mag end oil seal cost $9.32, U/L cost is $18.63 (100%)
>
>These parts all had the same Rotax part #, or had been changed to use a
>new common number.
>
>Now if only Bombardier will start using the 912 & 914 in a jet boat,
>all
>us aviators might get to see the cost of flying come down to a
>reasonable
>level.
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
the fluid used resembles automatic transmission
fluid. In
> fact that works very well.
> Jerry
Jerry/Kolbers:
IIRC, MATCO and the other folks that made disc
brakes, way back in the 80's :-) recommended ATF,
the red stuff. I have always used it and it is in
my MATCO brakes on my MK III now.
In fact, I used Wal*Mart ATF last time.
john h
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> i have had some conversations with TNK about how my mk III feels nose
> heavy when i have a passenger on board. and that i feel that i dont have
> enough control authority with the elevator at low speeds. especially with
> the engine at idle.
> john i found this in the archives could you explain further..
> boyd
Boyd/Kolbers:
That particular flight was in an unfamiliar
airplane and a very large passenger, that was not
exactly 100% honest about his weight. Whenever I
fly someone who is large, I ask them their weight
in order to have some idea how the airplane is
going to react. In this case, rather than take a
chance on running out of elevator, which I doubt
seriously I would, I maintained 75 mph until back
on the ground.
Why take a chance of hurting both of us?
My MK III was rigged so that the highest position
of the horizontal stabilizer is an inch or so
lower than specs call for. It is 3 poisiton
adjustable. I normally fly it in the middle
position or about 1.5 to 2.0 inches lower than
standard.
I do not know what the maximum pilot passenger
weight would be. To be safe, I back off when
requested to fly a really large passenger.
On one occassion I had to abort a takeoff in the
Mark III, about midfield, Oshkosh UL airstrip,
taking off to the north, uphill. He was a
lopper. His sides lopped over the aileron torque
tube on my side of the airplane. He also lied to
me about his weight. Then there was another guy
that damned got us killed because I made a poor
decision and decided to fly him at Oskosh. I'll
save that one for private, screened audiences.
:-)
john h
________________________________________________________________________________
From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Was there a digest for 2-22-03? I didn't get any messages but my email was down
for several hours. If there was one, could someone kindly forward it to me.
Is there normally a local source for MEK? Would an industrial cleaning supply
house carry it? I was trying to save hazardous shipping charges.
Thanks,
Clay Stuart
building Mark IIIXtra
________________________________________________________________________________
From: | "John J. Peters" <TopGunPI(at)att.net> |
Subject: | Setting / pitching your prop |
Sears sells a square or pitch gage for framing that has a compass with
an arrow that hangs like a pendgelum giving you an accurate reading when rotated
out of square or plumb .
With your two blade prop horizontal and placing this gage perpendicular to the
blade ( vertical )
at the tip of each blade
it will give you the pitch of that blade , and then doing the same on the opposite
blade without rotating the prop , you'll get a totally different reading ,
but by adding these readings together
and dividing by two you'll have the exact pitch of the prop in degress , which
for kolbs is approx
10 - 12 degrees . By using this method it doesn't matter what the attitude of the
plane is , as long as the wheels are somewhere near level , to each other .
NOTE : If you must have the same reading on each blade tip , the axis or shaft
from your reduction drive has to be dead level , which is very difficult to
check .
I use this method to verify pitch , when setting up for floats , pitch is critical
in - flight adjustable prop , and sometime lose trac of the setting .
I hope this helps in some way . It sounds a whole lot more complicated than
it is , but with
a little practice , can be very useful if you document your settings .
TopGunPI(at)att.net
FS II on floats
503 DC DI
S.E. Ma.
________________________________________________________________________________
Well Clay, I dont know where you are...but the ACE hardware carries MEK
thinner here in the ACE brand...very economical...and usually any hardware
store that has much paint supplies will have MEK..
if you are in the city...Menards..Lowes..Home depot..all have it
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
From: | Jack Carillon <pcarillonsr(at)neo.rr.com> |
Clay, Most large paint stores carry MEK. If you have a Sherwin Willams
in your area I know they carry it. You might try an automotive paint
supplier also.
Jack Carillon
Firestar II 503
Akron Oh.
Clay Stuart wrote:
>
> Was there a digest for 2-22-03? I didn't get any messages but my email was down
for several hours. If there was one, could someone kindly forward it to me.
>
> Is there normally a local source for MEK? Would an industrial cleaning supply
house carry it? I was trying to save hazardous shipping charges.
>
> Thanks,
> Clay Stuart
> building Mark IIIXtra
>
>
>
>
>
>
>
>
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Kolb New Pilot Question |
Hello Kolbers,
I was wondering if I can get some of you pilots to answer a question for me.
I have found some instructors that instruct in Mark III's, the problem is
that they are very far away from me. One is a 5 hour drive away, another is
in West Palm Beach (which is tempting, but a flight/car rental/hotel
expense) and the other is about 4 hours away but is selling his Kolb
possibly before I get to him.
So, my question is, do I need training specifically in a Kolb?
How many of you didn't fly a Kolb, or a taildragger, before you flew your
Kolb?
I am a low time pilot (20 hrs GA, 15 hours Ultralight Trike) and the guys at
my airport are saying I should just do some training hours (3-4) in the
flightstar that they have for training there, along with letting the BFI fly
the Firestar II so he can make sure that he understands what the differences
will be. They say with my experience already, and some taxi tests (NO CROW
HOPS!!!!) that I should be more than prepared to fly the Kolb. I am just a
little nervous about flying it without any taildragger experience... am I
crazy?
I await your experience.....
PS - Because of the winds today, I spent a few hours hugging, kissing, and
sitting in the Firestar making plane noises....(yes, and machine gun
noises).
James Alderson
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> Is there normally a local source for MEK? Would an industrial cleaning supply
house carry it? I was trying to save hazardous shipping charges.
>
> Thanks,
> Clay Stuart
Clay/Gang:
Try Lowes, Home HQ, etc. I get mine at Lowes by
the gal.
john h
________________________________________________________________________________
From: | SGreenpg(at)aol.com |
Subject: | Re: Kolb New Pilot Question |
In a message dated 2/23/03 7:45:11 PM Eastern Standard Time,
James_Alderson(at)jdedwards.com writes:
> They say with my experience already, and some taxi tests (NO CROW
> HOPS!!!!) that I should be more than prepared to fly the Kolb. I am just a
> little nervous about flying it without any taildragger experience... am I
>
James,
Listen to your nerves. I don't know your skill level or what you have the 20
hours in, but if you have never flown a tailwheel plane and only have 3 axis
time in a GA plane, I think your being nervous is a good thing. In a Kolb
during taxi testing you need to be familiar with raising the tail (enough to
keep it on the ground above flying speed) while hi speed taxing. It is
amazing how fast a Kolb will leave the ground if you don't have the tail high
enough. I would suggest at least getting some tailwheel training and then
some transition time in a Kolb if possible. If you can, prop the tail of you
plane up until the bottom of the wing is slightly lower at the leading edge
than the trailing edge. This about the pitch attitude that you will need to
taxi at if you get up any speed. With the price of nose cones and fabric
covering what they are, training is a bargain.
Hope this helps
Steven Green
Mark III N58SG
________________________________________________________________________________
From: | Matt Dralle <dralle(at)matronics.com> |
At 04:19 PM 2/23/2003 Sunday, you wrote:
>
>Was there a digest for 2-22-03? I didn't get any messages but my email
>was down for several hours. If there was one, could someone kindly
>forward it to me.
>
>Is there normally a local source for MEK? Would an industrial cleaning
>supply house carry it? I was trying to save hazardous shipping charges.
>
>Thanks,
>Clay Stuart
>building Mark IIIXtra
Clay,
Click on the link below labeled "browse digests". This will take you to a
web page with all of the Kolb-List digests, newest at the top. Click on
the one labeled "2003-02-22".
Matt Dralle
List Admin
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
From: | "John Williamson" <kolbrapilot(at)attbi.com> |
Subject: | Re: Kolb New Pilot Question |
James, and other Kolbers,
Since you have a FireStar II, you have to provide more information to get
the correct answer.
Is the FireStar registered with the FAA (have an 'N' number on the tail)?
Does it have more than one seat?
Is the empty weight more than 254 pounds?
Is the fuel capacity more than 5 gallons?
If you answered NO to all the question, find a BFI or AFI and get some tail
wheel training. Does not have to be a Kolb but should be a pusher
configuration.
If you answered YES to ANY of the questions, find a CFI and get some tail
wheel training and endorsement in your logbook to allow you to fly your
airplane.
If you are around the Texas area, I would be glad to give you some time in
my Kolbra.
John Williamson CFI, CFII, ASEL, AMEL
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 201 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
Subject: | Kolb New Pilot Question |
John,
Thanks for the offer, I am not near Texas, but it has been too long since I
have been there. It appears that the Kolbra would be a closer cousin to the
firestar than a Mark III anyway with its tandem config.
As far as your questions to me go, no, to all of them.
No N Number, one seat, close to 400 lbs, and 10 gallons. However....
registered as a trainer with ASC and, before anyone asks, yes, the exemption
that ASC has covers single place heavy trainers and I checked that with the
FAA (check the ASC website under BFI/Solo Training). So, that means that my
BFI can endorse me to solo training towards my ultralight license then my
BFI, and I can do all that training in my Kolb Firestar II.
Either way, it seems like training in a tailwheel would be a good idea... so
its off to train I go, I just won't listen to the BFI's at the field that
think I am crazy for not training on the flightstar and then just going for
it...
James
-----Original Message-----
From: John Williamson [mailto:kolbrapilot(at)attbi.com]
Subject: Re: Kolb-List: Kolb New Pilot Question
James, and other Kolbers,
Since you have a FireStar II, you have to provide more information to get
the correct answer.
Is the FireStar registered with the FAA (have an 'N' number on the tail)?
Does it have more than one seat?
Is the empty weight more than 254 pounds?
Is the fuel capacity more than 5 gallons?
If you answered NO to all the question, find a BFI or AFI and get some tail
wheel training. Does not have to be a Kolb but should be a pusher
configuration.
If you answered YES to ANY of the questions, find a CFI and get some tail
wheel training and endorsement in your logbook to allow you to fly your
airplane.
If you are around the Texas area, I would be glad to give you some time in
my Kolbra.
John Williamson CFI, CFII, ASEL, AMEL
Arlington, TX
N49KK, Kolb Kolbra, Jabiru 2200, 201 hours
http://home.attbi.com/~kolbrapilot/
________________________________________________________________________________
From: | "JACKIE AND DALE SELLERS" <jsel(at)vol.com> |
Try your local paint store.
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Subject: Re: Kolb-List: digest
>
> At 04:19 PM 2/23/2003 Sunday, you wrote:
> >
> >Was there a digest for 2-22-03? I didn't get any messages but my email
> >was down for several hours. If there was one, could someone kindly
> >forward it to me.
> >
> >Is there normally a local source for MEK? Would an industrial cleaning
> >supply house carry it? I was trying to save hazardous shipping charges.
> >
> >Thanks,
> >Clay Stuart
> >building Mark IIIXtra
>
>
> Clay,
>
> Click on the link below labeled "browse digests". This will take you to a
> web page with all of the Kolb-List digests, newest at the top. Click on
> the one labeled "2003-02-22".
>
> Matt Dralle
> List Admin
>
>
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________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
Subject: | Re: Kolb New Pilot Question |
>
>
>my airport are saying I should just do some training hours (3-4) in the
>flightstar that they have for training there, along with letting the BFI fly
>the Firestar II so he can make sure that he understands what the differences
>will be. They say with my experience already, and some taxi tests (NO CROW
>HOPS!!!!) that I should be more than prepared to fly the Kolb. I am just a
>little nervous about flying it without any taildragger experience... am I
>crazy?
Not crazy. When I built my Kolb Flyer I had no one to teach me and all
I had flown before was a cessna to get my private pilot rating. I spent a
whole day on the ground taxiing the little bird untill I could make it do
anything I wanted. This plane did not even have a tail wheel. First flight
was great and exciting. No real problem getting it down, just flew it down
like I had been taught. Being a tail dragger is some what of a non issue.
Before two seat Ultralights I taught a guy with no experience to fly in an
ultra star. A friend had a firestar and asked me to test it for him. As it
was his aircraft I suggested he taxi it up and down the strip once so he
could have first honours. He gave it the gas and was airbourne before he
knew what happened. He remembered my words of wisdom and made 3 approaches
before he felt comfortable. His first words to me when he got out was that
I was right. Being a tail dragger is a non issue. Of course this is just my
opinion and I usually test the waters by jumping in with both feet. Let
your conscience be your guide but from my experience it is not a difficult
thing to do if you have limited experience
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Booster Bottle & Bing - Update #2 |
There was a little window of opportunity to test the latest modifications to the
throttle slide valve. I had closed the idle air cut out and drilled drain holes
for the previously undrained portion of the slide valve. I installed the
slide valve, pulled the FireFly out of the hangar and tied it to my pickup.
It took too many turns to start, but when it did, it still idled at 2,300 rpm
minimum. The hard start and the high idle indicates that my greatest fear was
realized. With the throttle valve closed, with the engine idling with high vacuum
in the intake manifold and inside the throttle valve slide, the air pressure
on the slide bottom the throttle slide is floating the valve off the stop.
After warming up the engine, I ran it on up to 4,000 rpm and then closed the
throttle. The rpm did follow the throttle well down to about 3,000 and then
it drifted on down to 2,300. I will try to double spring the return to see if
it can be done. Next I will be going to a machine shop to see if they can make
some stiffer springs.
I am still excited about this, because after warm up, I saw the lowest fuel flow
reading I have ever seen under idle conditions. And again, no dribble on the
wing from the aircleaner.
It was cold but no wind at the airport this afternoon. Here it is about 10:30
PM and we have about four inches of new snow on the ground, and it is still snowing.
So it goes.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | "Ted Cowan" <tcowan1917(at)direcway.com> |
Subject: | Re: tail draggers |
Well, my two cents. As it seems the majority feels that being a tail
dragger is a 'non-issue' then we gonna be okay when the new rules come in.
I might be reading it wrong but it seems to me that the faa is going to
finally do what it wanted to do many years ago, get rid of FAR 103 because
it has effectively removed flight training for the little guys. The only
thing that kept a vast majority of the 'newbees' alive was flight training.
Now, as it seems, you are going to have to train in some great big blob of
an airplane (albeit not as big as the tin paper weights) but still, they
dont fly the same. We are going to have the problem we had in the
beginning, self taught nut heads saving a buck thinking they can ride a
bike, why not fly? Personally, I think this whole new rule system is going
to have catastrophic reactions to the entry of new people to ultralites. If
I had a son or husband who had to try to learn to fly all by hisself and
died in a crash because of the new rules, I think I would get a good hungry
attorney and see what I could do about the faa removing the instructors for
that field. I might be the only person who thinks of this but so be it. We
NEED INSTRUCTORS for the lighter planes and that is it. ted cowan. (by the
way, I am completely self taught and can fly at least ten different planes
although some of them, especially the first flight, was harrier than a lama.
________________________________________________________________________________
Subject: | Re: Booster Bottle & Bing - Update #2 |
Jack, I think the testing you are doing is dang near invaluable, keep it up
!....One thing tho, a message or 2 ago, you mentioned that you were gonna
try to find a smaller jet to help you lower your idle/low speed rpm prob.
It has occoured to me that you might need a Larger jet here, now..I surely
dont know for sure, but I do know that when you are trying to get a 2 stroke
to slow down on idle..you richen the mixture..not lean it out. I dont know
if that will infact apply with the very interesting mods you are doing to
that carb, but just thought i would mention it incase you have not thought
of it.
We aslo got that dang snow in central illinois...and now it is cold enough
that I cant warm up my pole shed enough to paint! brrrrrrrrrrr.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Seat sling material |
Group,
Does anybody know where I can get that seat sling material that Kolb used in
the Mark 3? What is it called? Thanks! Kirk
________________________________________________________________________________
From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Subject: | Re: Kolb New Pilot Question |
James and Group,
The tail dragger issue is almost non-existant. Here is why: The Firestar
has a long tail, so it is not quick to handle. It also has the center of
gravity not too far behind the main wheels, so it has very little
tendancy to swap ends. But the biggest reason is that you can take off
from three wheels and land on three. You should have recent piloting
practice, and have enough skill to be able to make a smooth landing.
The more important issue in transitioning to a Kolb is the low weight.
If one is used to a Cessna or heavy airplane, they could be surprised at
how fast a kolb looses speed after the throttle is pulled back. So
getting dual trainning in a light aircraft is, IMO, more important than
tail dragger experience.
I did get one flight in a Mark III before I first flew a Firestar, but
my first flight was a 70 trip home, when I bought it.
John Jung
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Re: Booster Bottle & Bing - Update #2 |
Don and Mike,
After thinking about it some more, I realized that reducing the idle jet was not
the way to go. I agree that one should not lean out the engine at idle to the
point where lubrication will suffer, but it is important to keep some heat
in the engine at idle speed. If the engine is loading up at idle and running
very cold, one is at risk for a cold seizure. One wants the lower end of the
engine to be warm too and excessive fuel will reduce low end temperatures. One
of the best ways to gage how the engine is operating is by checking the EGT's.
I have not bothered to record any low rpm EGT's, but I believe with the original
throttle slide valve temperatures have been running around 500-600 degrees
F. Yesterday at 2,300 rpm the EGT read just about 1,000 degrees F. I would
not want to lean it out any more than this. The engine was responsive to the
throttle, so it was not leaned out to the point where it did not want to pick
up.
It is supposed to become much colder here today and for the next few days. I will
be going up the airport today to clear the snow away from the hangar doors
before the snow turns to ice and freezes everything shut. I will try to double
spring the throttle slide valve. If that does not work, I will have to have
some new stronger springs made. Started CAD work on an alternative modification
to the Bing carburetor body to mount a 100 cc external bottle, just to see
how difficult it would be.
Two cycle engine design just needs more attention. Simonini seems to have figured
out a way to take care of the high end fuel economy problem. Up to this point,
I had always accepted it as fact that the reason two cycle engines ran very
rich at low speeds was because the exhaust system over scavenged the cylinder.
This is what is so great about the Web. It is a huge library that one can
search to find helpful information. Someone out there is working on or has
found a solution for the same problem. Others have attacked the low rpm side
of the problem. The trick is to get the two solutions into one simple and light
weight package.
If I could fly, I would not have time for this.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Re: Booster Bottle & Bing - Update #2 |
John,
>Jack/Gang:
>
>How do these low fuel flow readings affect
>required lubrication for the two stroke?
>
>Seems that less fuel equals less oil.
Less fuel does mean less oil, but if the air/fuel and oil mixture becomes richer
as rpm decreases, the lubrication rate increases with decreasing rpm and decreasing
engine load. This seems to be just the opposite of what one would worry
about. In fact many oil injection systems do lean out the oil as the rpm decreases.
>
>I am not sure what you are trying to accomplish
>with you experiments.
>
I am trying to get quicker engine warm ups and to reduce the fuel used during engine
warm ups, taxi and decent from altitude. Under these conditions the Rotax
447 and the Victor 1+ both use about 1.5 gph. With the Victor 1+, I can cruise
at 55 to 60 mph at a round 1 gph. On a cold day, I will burn about 6% of
my useable fuel for engine warm up, taxi out and in, and decent from altitude.
The other reason is to keep the gasoline from dribbling out of the air cleaner
onto the wing when the weather is cold and the engine is ilding.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Subject: | Re: Seat sling material |
Kirk,
The seats are made of trampoline material, we bought one a couple years ago
and I noticed that it is the exact same stuff as my Mk-3 seats. There was
some scrap pieces in the trampoline box that I saved in case I could use it
for spare seats, I'll check the garage to see if they are big enough to make
seats from.
Denny Rowe
----- Original Message -----
From: Kirk Smith <snuffy(at)usol.com>
Subject: Kolb-List: Seat sling material
>
> Group,
>
> Does anybody know where I can get that seat sling material that Kolb
used in the Mark 3? What is it called? Thanks! Kirk
>
>
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Re: Seat sling material |
Thanks Denny,
I plan on using the material as storage compartment material . Kirk
> The seats are made of trampoline material, we bought one a couple years
ago
> and I noticed that it is the exact same stuff as my Mk-3 seats. There was
> some scrap pieces in the trampoline box that I saved in case I could use
it
> for spare seats, I'll check the garage to see if they are big enough to
make
> seats from.
>
> Denny Rowe
>
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: Seat sling material |
> I plan on using the material as storage compartment material . Kirk
Kirk/Gents:
Depending on what you plan to carry in your
storage compartment, you do not need anything
nearly as heavy as trampoline material.
I used D-103 Polyester Dacron on the bottom of my
cargo compartment. Still hanging in there after
many years and many flight hours.
Process the D-103 through Polybrush.
john h
________________________________________________________________________________
From: | "Richard Neitzel" <neitzel(at)newnorth.net> |
Subject: | Rudder pedal covers |
Greetings
I am in the process of mounting the nose cone and got to thinking about how bare
the rudder pedals looked. With out some type of covering they will soon be
scuffed and eventually shiny, soon to be rusty, metal. I discovered that 5/8
a lube on the inside of the rubber hose and on the pedal but with a little twisting,
slid right in place. I think it looks neat and should protect the pedals
indefinitely.
Just thought I would pass that along. Hope it helps somebody.
Not much snow in Northern Wisconsin but sure is cold! 25 below again tonight.
Richard Neitzel Sayner WI Mark III 582
________________________________________________________________________________
From: | FRED2319(at)aol.com |
Subject: | nose heavy Mark 111 |
It seems if the 111 is balanced with a single pilot and you put in a 200 lb.
pass. And now it is nose heavy. that you may have exceeded the fwd. cg. It is
a matter to figure this out. and it would be a matter to figure out how much
weight to add at the tail wheel post to correct this. Very simple math.
Fred Brow n Mark 111 582
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
For designing my prop I need to know the max level wot speed of a
MK111. Does anyone know?
________________________________________________________________________________
From: | CaptainRon <CaptainRon(at)theriver.com> |
Today I started trying to mount the whell hub on the axel. Is my situation
unique or you have also experienced difficulty in inserting the hub over the
axel. Major pain in butt the to get them to fit. I have no instructions on
the assymbly except one drawing about wheel alignment. I guess it should be
enough but the drawing and the hub don't look identical.
If anyone tells me that theirs was hard to assymble, I'll feel better. :-)
Amazing how a 45 minute job can take 3 hours and still not done.
________________________________________________________________________________
From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
Woody:
With the 80 hp jabiru and the warp drive prop, my gps showed 85mph.
Kolb says top speed you should not exceed is 100 mph. With a different
prop, I believe the Kolb will exceed 85mph.
Dallas
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Monday, February 24, 2003 17:11:36
Subject: Kolb-List: Prop
For designing my prop I need to know the max level wot speed of a
MK111. Does anyone know?
.
________________________________________________________________________________
Subject: | Re: Rudder pedal covers |
I used a pair of inexpensive bicycle handgrips to cover the rudder pedals.
Just mix a little dish soap with water, coat the inside of the handgrip and
slip it in place.
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
It will. Before I went to my current fuselage enclosure (currently removed,
& being redone - again) it would consistently hit about 88 mph with a Rotax
532, 2.58:1 gearbox and a 66" Ivo 2-blade.
Richard Pike
MKIII N420P (420ldPoops)
>
>
> Woody:
>With the 80 hp jabiru and the warp drive prop, my gps showed 85mph.
>Kolb says top speed you should not exceed is 100 mph. With a different
>prop, I believe the Kolb will exceed 85mph.
>Dallas
________________________________________________________________________________
Subject: | Re: Rudder pedal covers |
Just thinking that there could be a possibility that these rudder
peddle additions could work their way out in flight and the right
rudder one especially could cause a bind between the two peddles?
Snuf
DO NOT
ARCHIVE
________________________________________________________________________________
From: | woody <duesouth(at)govital.net> |
>
>. I'm going to
>miss Sun & Fun again this year but I'm planning to fly my MKIII to Oshkosh
>this year and would like to put together or join a group of Kolb flyers
>going that way.
>
>Rick Neilsen
>Redrive VW powered MKIII classic
If I get my Jabi running I may be interested. I also have to check rules
and regs to see what is required for me to legally fly in the U.S. Some
people may think they saw me fly last Sept in Kentucky but they must be
mistaken. That would not have been legal. Where in Mich. are you?
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Rudder pedal covers |
Know what you mean about trying to come up with something that works good
and looks nice. Didn't have a whole lot of luck with the looks, but am
using that adhesive backed tape that boat stores sell for anti slip on boat
decks. Works good, protects the paint, but not fancy. Has held up well for
over 5 years.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
Subject: | First flights and other nonsense |
I just have to respond to first flights by pilots with absolutely no experience.....I
think it is OK.......Stupid but OK...Let me explain. We, as citizens
of a freedom loving country, have a perfect right to be wrong as long as we
don't harm anyone else. Get the Federals involved and you lose freedom...The
legal system (lawsuits) is more than enough incentive to keep the majority in
line but you will always have some that will do something crazv no matter what
the control. Then "the government has to do something" crowd jumps in with restrictions
that eventually eliminate the activity. I think you should have the
right to kill yourself.! ! Besides, it helps cleanse the gene pool and eliminates
further problems from future offspring.......My favorite Founding Fathers
Quote (also a favorite of the administrator of this list) is "Give up your freedom
for security, and you deserve neither !
A WW2 army engineer that was involved in overrunning Natzi airfields told
me how he had his first flight as PIC in 1945. His engineer buddies were ordered
to capture undamaged , flyable, German aircraft ...sooooo.... in order to determine
the airworthiness of a German spotter plane they HAD to fly it. Orders
are orders, right? After numerous flights around the patch by him and his buddies
( none of them with any experience) they were ordered to stop because the
"High Command "was worried they would be shot down by our own fighters....Stupid
Stunt ?......Yes !.....But I guess you had to be there ! Just think how
boring the world would be without people like this ? We probably would have lost
the war without them......those little gremlins hide in all of us....he he
he
Before you all start flaming me , you need to understand I have been working
around toxic chemicals as a cropduster for 30 years...it may have negatively
affected my reasoning.... when I started flying ultralights all my friends knew
I was suspect but now own ultralights...go figure!
The problem with assembling the wheels to the axle .....I also had to dissassemble
my wheels and reassemble them on the axle to get everything to line up
and minimize the wobble that is common with the Azusa wheels and brakes. Two
other builders in the area with Challengers had the same problem. The axle of
mine also needed polishing just to slide the bearings on....
Crazy Ed in Western NY
Bob Erb from Rochester....send me your e-mail address
________________________________________________________________________________
Subject: | Re: First flights and other nonsense |
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/25/03 6:48Ed Steuber
> I also had to dissassemble my wheels and reassemble them on the axle to get
> everything to line up and minimize the wobble that is common with the Azusa
> wheels and brakes. Two other builders in the area with Challengers had the
> same problem. The axle of mine also needed polishing just to slide the
> bearings on....
==================================
Thanks I feel much better. :-) Just got off the phone with Ray at HQ, and he
suspects that the metal enlarges (carbon deposits? kinda makes me suspect to
where all the Hardy's grills ended up at) during heat treatment. So now back
to work, I polished the axel yesterday with fine sandpaper, and it kinda
fits with some pressure, today I hope I can finish both main wheels and
start the tail wheel. I just wanna finish this beast already. :-)
________________________________________________________________________________
From: | "Jim Gerken" <gerken(at)us.ibm.com> |
02/25/2003 08:49:57 AM
> For designing my prop I need to know the max level wot speed of a
>MK111. Does anyone know?
My Mkiii, with 582, C box 2.62:1, Powerfin original, does 93 mph WOT level.
This plane has sped up over the last two years, by 6 mph, due to
aerodynamic improvements. I believe there are three or four more
improvements to go yet, so the final speed may still rise slightly (but
almost certainly will not exceed 95). Kolb advised the Vne to be 100 mph
when I built it in 1997.
My speeds mentioned are gps confirmed.
Jim Gerken
________________________________________________________________________________
From: | zoperman(at)att.net |
Hello folks. I've been lurking on the list for awhile now,and I have
appreciated the great tips. I have 126 hrs on my mk3, and now am putting it up
for sale.
1996, mk3 classic. N numbered. 582 with carb heaters, warp w/ss
inserts.Electric starter, c-box.Drum brakes, single stick,throttle.Flys well.
$13,500, floats 1500{lotus]. In Maine.
My wife wants to fly with me, but not in the kolb. So, I'm recovering a cub
and going that route. On floats, of course.
207 372 8181
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Subject: | Re: Seat sling material |
Kirk,
I also think Johns idea of using lighter fabric for the baggage
compartments is the way to go. I measured my trampoline scraps and found
that they are just big enough to make two seats out of. I think I'll put
mom to work on those to have em on the shelf should I ever need new highny
holders. Been keeping her busy lately making seat cushions and dust covers
for all the lexan enclosure.
If this cold ever leaves, I'll get this beast broke in, its twenty degrees
here.
Enough already!
Denny
Mk-3 N616DR 690L-70
Leechburg, PA
----- Original Message -----
From: Kirk Smith <snuffy(at)usol.com>
Subject: Re: Kolb-List: Seat sling material
>
> Thanks Denny,
>
> I plan on using the material as storage compartment material . Kirk
>
> > The seats are made of trampoline material, we bought one a couple years
> ago
> > and I noticed that it is the exact same stuff as my Mk-3 seats. There
was
> > some scrap pieces in the trampoline box that I saved in case I could use
> it
> > for spare seats, I'll check the garage to see if they are big enough to
> make
> > seats from.
> >
> > Denny Rowe
> >
>
>
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Subject: | 690L break in continues |
Kolbers,
Today Linda and I said Damn the cold, lets start the airplane.
Things went very well, we ran it for a total of 20 minutes in 7 minute intervals.
Also cranked the Powerfin pitch up to about where we expect to fly it, about
13 degrees.
As we are still in the first hour of break-in, we did not exceed 4000 rpms. Only
let it there for a second or two, as it felt like it wanted to drag the van
up the icy driveway. :-) I get the seat of the pants feeling that this thing
is going to fly at extreamly low power settings. Definitly a robust power package.
Adjusted the idle to 2100 rpm, throttle response seems great and the engine is
extreamly smooth and surprisingly quiet.
Let it idle a while before final shut down and after she cooled off I checked all
three plugs. They are all a real nice light brown, so I guess the idle air
screws settings are in the ball park.
I'll keep you posted on our progress.
Denny Rowe
Mk-3 N616DR 2SI 690L-70 2.65 to 1,Three blade 68" F model Powerfin
Leechburg PA
________________________________________________________________________________
From: | <rowedl(at)highstream.net> |
Kolbers,
A buddy of mine told me last night that he is checking into the Airscooter coax
helo.
He wanted my opinion and I told him to proceed with caution.
I checked the archives and seem to remember seeing a Firestar in a magazine from
Oshkosh or Lakeland that had this engine on it. Or maybe it was a Motavia?
they look like the same engine.
What do you folks know about this engine? I don't want to see my buddy lose his
butt (monetarily, or literally).
Seems like it has the displacement to put out the 65 ponies, but who knows?
Denny Rowe
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
What do you folks know about this engine?
Definitely not the same engine as Motavia. the company has invested lots of
money into this project and that is the key to engineering development...it
is one of the most accurate engineering equations:
performance*reliability*on time=money! They have some very good design
features and are using very advanced materials. If they don't run out of
money before they get into volume production they will be great. The
principles got rich on dotcom stocks so I think they will be able to pull it
off. the helo is very good as long as you understand it is a recreational
aircraft. it does not go fast and is not meant to fly above 50 feet. There
is an unsafe altitude/airspeed area in helicopters, called the deadmans
zone, and helicopters try not to fly there. it is usually a fairly small
strip of the airspeed altitude envelope but for this helicopter it is fairly
large due to the helicopters low speed, low rotor inertia and low aircraft
inertia. If you lose power in this part of the envelop you will hit the
ground hard enough to be hurt bad (or die), no matter what you do with the
controls. (same as stalling a regular plane at low altitude, no matter what
you do with the controls, you are going to hit the ground very hard) the
difference is you can always not stall a regular plane at low altitude if
you fly safely. but in a helicopter if you have a power loss in this part
of the envelop you are dead. period. nothing you can do to avoid it.
since for this craft it is from 50 feet to a couple of hundred feet at all
airspeeds, every climb out puts the helicopter at significant risk. most
helicopters can avoid the zone by accelerating to a decent airspeed befor
cimbing. John H could enlighten us on this I am sure. they have plans for
a light on the aircraft that will tell the pilot he is in this part of the
envelope, so he knows to get out of it as soon as possible. this is part of
the reason that they decided to do their own engine, they wanted to design
something that would be extremely reliable. Good Idea.
Topher
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
Subject: | Re: aerotwin engine |
> since for this craft it is from 50 feet to a couple of hundred feet at all
> airspeeds, every climb out puts the helicopter at significant risk.
> Topher
Topher/Gang:
Helicopters need airspeed to autorotate
successfully. Even at low altitude, if you have
enough airspeed, you can execute a good
autorotation. Low altitude, low airspeed,
especially below translational lift, and you are
gonna break the helicopter and probably yourself.
Just like fixed wing. Low and slow will hurt you,
eventually.
john h
________________________________________________________________________________
From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
Subject: | Kolb New Pilot Question |
One thing that I haven't seen mentioned in this thread that I would highly
recommend is to be sure that the early first taxi tests and first flights
are in absolute calm conditions. While most aileron equipped ultralights
are capable of handling wind and thermal conditions with a competent and
experienced pilot at the controls, it is a heck of a lot easier and safer
for a new pilot or "new to a particular aircraft" pilot to get the feel of
an aircraft without wind generated mechanical turbulence or thermic activity
present.
I would also err on the side of common sense and safety, bite the bullet,
and make the drive to where you can get adequate instruction in a two seater
as similar as possible to your plane. There have been many a basket case
aircraft sold "as is" after only one or two attempted flights. It's just
too big of an investment to take a shortcut at this juncture and experience
level. But if money is no object and you're young and indestructable,
well.........
Admittedly, I say this as an instructor, having soloed 450 + students in
ultralights over the years and having test flown 53 different models of
ultralights and experimental type aircraft. Even with 1600 hours in light
type aircraft, I'd still only test fly in calm conditions in the early
morning or late evening timeframes.
Fly Safely,
Doug Lawton
NE Georgia & Whitwell TN
________________________________________________________________________________
Subject: | history of ultralights |
From: | Erich_Weaver(at)URSCorp.com |
02/26/2003 11:45:21 AM
Ultralight Flying! magazine is running a three-part series on the history
of ultralights. Part 2 is in the latest edition, and is really quite
interesting with stories of the Easy Riser hang glider development, the
subsequent addition of a power modification by John Moody, and a rather
spectacular first appearance at OshKosh. Borrow a friends copy and take a
look.
Erich Weaver
________________________________________________________________________________
Subject: | turnbuckle question |
From: | Erich_Weaver(at)URSCorp.com |
02/26/2003 11:53:45 AM
Aircraft Spruce says to leave no more than three threads showing between a
turnbuckle barrel and the end piece. My question is, what about the other
direction, i.e., is it possible to screw the end pieces too far into the
barrel portion, possibly passing most of the interior threaded area? You
cant see into the barrel to see where the threads stop. I dont plan on
installing them fully tightened like this since it would leave no room for
future tightening, but Im curious, and it would be good to know for future
reference.
regards,
Erich Weaver
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: turnbuckle question |
The barrel is threaded right up to the edge of the center hole, so it is OK
to thread the insert in as far as it will go. AC 43.13 advises that there
should be no more than three threads showing on either side of the barrel,
and that turnbuckles should not be lubricated. They should also be
correctly safetied, because they can unscrew themselves under tension and
vibration.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Aircraft Spruce says to leave no more than three threads showing between a
>turnbuckle barrel and the end piece. My question is, what about the other
>direction, i.e., is it possible to screw the end pieces too far into the
>barrel portion, possibly passing most of the interior threaded area? You
>cant see into the barrel to see where the threads stop. I dont plan on
>installing them fully tightened like this since it would leave no room for
>future tightening, but Im curious, and it would be good to know for future
>reference.
>
>regards,
>
>Erich Weaver
>
>
Help Stop Spam!
Delete all address information (especially mine) off everything you
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rp
________________________________________________________________________________
From: | FRED2319(at)aol.com |
Subject: | Re: Kolb New Pilot Question |
Just looking at new pilot ??? You started 1600 tt 450 soled students, 53
diff. aircraft.
seems like it would take about 4 hrs to solo a student 450 X 4 = 1800
53 diff aircraft aprox . 30 min = 26
hrs to get for lic. approx. 60
Hrs flew just for fun ?? 100 ??
Don't seem to add up maybe a 0 was added or omitted huh?
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
Subject: | history of ultralights |
Moody deserves as much credit as people want to give him. There were a lot
of people inovating all over the country in the 70's, Homer Kolb amoung
them and they deserve much credit as well. But when you tumble a wacco
looking swept biplane flying wing in front of the a moderately large crowd
at Oshkosh people tend to notice! I don't think that Homer has gone out of
his way to get any credit either, as he seems a very humble man.
I started flying UL in 82, but due to being young and stupid and poor I flew
in a very badly designed and dangerously constructed piece of flying cow poo
poo(Rotec Ralley 2b). Only wish I could have afforded a finer machine.
Maybe those of you who know the details of Homer's developmental timeline
should put an article together, and send it into ULF mag. bet if it was
well done they would publish it and Homer would get some well deserved if
not necessarily wanted attention.
Topher
________________________________________________________________________________
Subject: | Re: history of ultralights |
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/26/03 12:08John Hauck
>
>
>> Part 2 is in the latest edition, and is really quite
>> interesting with stories of the Easy Riser hang glider development, the
>> subsequent addition of a power modification by John Moody, and a rather
>> spectacular first appearance at OshKosh.
>> Erich Weaver
>
> Erich/Gang:
>
> I keep hearing about John Moody being the "father
> of ultralighting". He gets the credit for it all
> the time. However, I believe Homer Kolb was
> flying powered ultralights when Moody was still
> sucking his thumb and crapping yellow in his
> diapers. I may be wrong, but that's what I think.
>
> Homer made me some pencil drawings on a yellow
> lined legal pad down at Sun and Fun a couple years
> ago. I still have them. They are of the bamboo
> and plastic sheeting hang glider he designed and
> flew a very, very long time ago.
>
> The Kolb Flyer was not Homer's first powered
> airplane. It was his first airplane he sold plans
> for.
>
> Moody may have been the first to put an engine on
> a modern day (1970's) hangglider, as such, but he
> wasn't the first to design and fly a powered
> ultralight, if I am not badly mistaken.
>
> We have come a long way since I got involved in
> UL'ing, and I am considered a late bloomer. I got
> interested and started doing research for a kit to
> buy and build (just as soon as I could scrape up
> some money) in August 1983. Got my Ultrastar kit
> March 1984, and flew it, without fixed wing
> instruction, July 1984. From then on it was out
> of my way, I am going flying...............
>
> john h
============================
Well if we gonna split hairs lets just say it was the mythical Ikarus. He
crushed on his first flight, which seems to be a repeating theme up to our
present. Then there was Goodyear rubber company sometime in the 50's iirc,
that had an inflatable airplane that you could take with you.
The way I remember it, there was one guy that stuck a small 2 cycle motor on
his hang glider. He is the one that deserves the credit. Don't know who that
dude was (John Moody?),, but he got the whole thing started which culminated
in FAR 103. That was somewhere in 78 or so. I was still just a student pilot
(with lots of hours though) back then. Homer deserves a lot of credit for
his great designs but he was not the guy that made the Ultra light segment a
reality. He was pretty much within the EAA mold, and his designs were fairly
conventional. It was those bandito hang glider pioneers to whom we owe!
Too cold to work on my project, geez two days without any progress! Strange
frigid winter, Last year temps at this time were somewhere in the upper
60's.
I wonder what the Canadians are doing up there sending their cold down here.
Maybe they should start doing their run ups with the tails aimed north.
________________________________________________________________________________
From: | "T. K. Frantz" <tkrolfe(at)usadatanet.net> |
Guy's
You should do a little research before you go piping off about Homer and
what and when he accomplished what he did.
John has it right about his being one, if not the first to fly a fixed
wing UL.
Check the January issue of Experimenter Magazine if you want to see
something amazing. Someone on the list had directed our attention to
his awhile back, can't remember who, hope you speak up.
Fortunately, EAA finally recognized his contribution two years ago. If
you don't toot your own horn, there's always plenty of others wanting to
take the credit.
Look what happened to the Wright Bros. by way of Glenn Curtiss and
others.
John, sometimes I think it's a waste of time to inform others of what
they are already sure they know! But you tried. I do think Topher is
correct, that someone should write down the story of Homer in detail,
someone who has his trust and been there early on. That could be you.
Terry
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Don't know if Homer was the first. Only been around him a few times at Kolb
displays and talked to him once on the phone. But he seems like a very
patient thoughtful kind of man. I think it would have been cool to have had
him for a dad and learn how to build airplanes instead of forts. Just think,
Homer for a Dad and John H. for a grampa........Too cool!!!!!! Snuf......
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
This discussion seems to be heading the way of a less than dignified
"pissing contest". The irony is that the gentlemen we are talking about
would probably be the last ones to have a discussion along these lines.
Yes, there were some legal skirmishes during and immediately after the
creation of the very VERY first ultralight* (the Wright flyer), but all
in all, those who invented, modified and improved on flying machines
were a dignified lot. Homer Kolb's unassuming humble nature fits right
in. His work speaks for itself. He doesn't have to go around tooting
horns.
(* Ultralight being a relative term rather than a legal or technical
one).
In my book all these guys are heroes and worthy of praise and respect,
and I'm grateful to them for their ingenuity and daring that gave me the
sport I enjoy so much.
Just for the heck of it I punched in "First Ultralight" in a search
engine, and came up with this link.
http://usuaclub1.org/Eaadec99.pdf
.which makes interesting reading. Particularly the line: "How could
anybody invent the first ultralight when every early plane from the
Wright Flyer on was already an ultralight?" Valid point!
Aviation has advanced and progressed in many directions, but it all
stems from the same roots. Today's ultralights are very similar in
design to the "ultralights" of the early 1900's when neither Homer Kolb
nor John Moody had yet graced our planet with their presence.
As with the other segments of aviation, pioneers have strived to
incorporate new lighter and stronger materials, better understanding of
aerodynamics and more powerful and reliable engines to improve a concept
that later on was given the name "ultralight". Each improvement is
worthy of merit, but not at the exclusion of others.
Thank you Wilbur & Orville, but thank you also John and Homer and dozens
of others before and after you. There's plenty of well deserved credit
and merit to go around for all without the need to exclude anybody from
this elite club.
Peter
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of T. K. Frantz
Subject: Kolb-List: Homer
Guy's
You should do a little research before you go piping off about Homer and
what and when he accomplished what he did.
John has it right about his being one, if not the first to fly a fixed
wing UL.
Check the January issue of Experimenter Magazine if you want to see
something amazing. Someone on the list had directed our attention to
his awhile back, can't remember who, hope you speak up.
Fortunately, EAA finally recognized his contribution two years ago. If
you don't toot your own horn, there's always plenty of others wanting to
take the credit.
Look what happened to the Wright Bros. by way of Glenn Curtiss and
others.
John, sometimes I think it's a waste of time to inform others of what
they are already sure they know! But you tried. I do think Topher is
correct, that someone should write down the story of Homer in detail,
someone who has his trust and been there early on. That could be you.
Terry
________________________________________________________________________________
From: | "dama" <dama(at)mindspring.com> |
Just think what Orville and Wilbur would have done with a 503. I think that
their engine was close to my FS empty weight!
Kip
http://www.springeraviation.net/
----- Original Message -----
From: "Peter Volum" <peterv(at)etsmiami.com>
Subject: RE: Kolb-List: Homer
>
> This discussion seems to be heading the way of a less than dignified
> "pissing contest". The irony is that the gentlemen we are talking about
> would probably be the last ones to have a discussion along these lines.
>
> Yes, there were some legal skirmishes during and immediately after the
> creation of the very VERY first ultralight* (the Wright flyer), but all
> in all, those who invented, modified and improved on flying machines
> were a dignified lot. Homer Kolb's unassuming humble nature fits right
> in. His work speaks for itself. He doesn't have to go around tooting
> horns.
>
> (* Ultralight being a relative term rather than a legal or technical
> one).
>
> In my book all these guys are heroes and worthy of praise and respect,
> and I'm grateful to them for their ingenuity and daring that gave me the
> sport I enjoy so much.
>
> Just for the heck of it I punched in "First Ultralight" in a search
> engine, and came up with this link.
>
> http://usuaclub1.org/Eaadec99.pdf
>
> .which makes interesting reading. Particularly the line: "How could
> anybody invent the first ultralight when every early plane from the
> Wright Flyer on was already an ultralight?" Valid point!
>
> Aviation has advanced and progressed in many directions, but it all
> stems from the same roots. Today's ultralights are very similar in
> design to the "ultralights" of the early 1900's when neither Homer Kolb
> nor John Moody had yet graced our planet with their presence.
>
> As with the other segments of aviation, pioneers have strived to
> incorporate new lighter and stronger materials, better understanding of
> aerodynamics and more powerful and reliable engines to improve a concept
> that later on was given the name "ultralight". Each improvement is
> worthy of merit, but not at the exclusion of others.
>
> Thank you Wilbur & Orville, but thank you also John and Homer and dozens
> of others before and after you. There's plenty of well deserved credit
> and merit to go around for all without the need to exclude anybody from
> this elite club.
>
>
> Peter
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of T. K. Frantz
> To: kolb-list
> Subject: Kolb-List: Homer
>
>
> Guy's
>
> You should do a little research before you go piping off about Homer and
> what and when he accomplished what he did.
>
> John has it right about his being one, if not the first to fly a fixed
> wing UL.
> Check the January issue of Experimenter Magazine if you want to see
> something amazing. Someone on the list had directed our attention to
> his awhile back, can't remember who, hope you speak up.
>
> Fortunately, EAA finally recognized his contribution two years ago. If
> you don't toot your own horn, there's always plenty of others wanting to
> take the credit.
> Look what happened to the Wright Bros. by way of Glenn Curtiss and
> others.
>
> John, sometimes I think it's a waste of time to inform others of what
> they are already sure they know! But you tried. I do think Topher is
> correct, that someone should write down the story of Homer in detail,
> someone who has his trust and been there early on. That could be you.
>
> Terry
>
>
________________________________________________________________________________
From: | "T. K. Frantz" <tkrolfe(at)usadatanet.net> |
Peter,
No "pissing contest", just an attempt to edify those who are lacking in
their knowledge of the man whose name is carried on their pride and
joy. I only wish I knew more than I do about the man.
I do disagree with your characterization of "some legal skimershes"
regarding the outright theft of patent that Glenn Curtiss was engaged in
so that he might grab the glory and finical reward for something he did
not do. He was able to string out the legal challenge to his thievery
long enough that it didn't matter anymore and had cost the Wright Bros.
irreplaceable time and money. "That" was his genius! I believe the
French still insist they were the first to fly!
Other than that I agree that many are responsible for where we are now
and are all due our respect for their contribution. I don't mitigate
John Moony's contribution at all. Just wanted to clarify what I thought
is misleading information.
Terry
________________________________________________________________________________
From: | FRED2319(at)aol.com |
Very well said Peter. thanks
________________________________________________________________________________
From: | John Hauck <jhauck(at)elmore.rr.com> |
> Homer for a Dad and John H. for a grampa........Too cool!!!!!! Snuf......
Snuffy/Gang:
Watch yo mouth boy!
I ain't havin' no stinkin' gran young'n with a
name like "Snuffy".
Well........maybe if you is famous, like the
Snuffy in the comics.
Now tell me. Are you going to be a Class A or a
Class B dependent?
john h
PS: Don't feel like a Granpa.........not all the
time. :-)
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
I've come up with some questions about installing the aileron & flap gap seals
on Vamoose. Could someone scan and send the appropriate pages of the Mk III construction
manual to me. Sure would appreciate it. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
________________________________________________________________________________
From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Subject: | Re: Kolb New Pilot Question |
Doug and Group,
There is one more thing that should be mentioned: grass or pavement
Landing on grass, a Kolb being a taildragger is a non-issue, but on pavement
(espessically in any crosswind), it's not as easy as a tricycle.
Taildragger is a non-issue for take-off's on either surface, IMO.
John Jung
One thing that I haven't seen mentioned in this thread that I would highly
recommend is to be sure that the early first taxi tests and first flights
are in absolute calm conditions.
snip......
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
Subject: | nose heavy mk III |
It seems if the 111 is balanced with a single pilot and you put in a 200 lb.
pass. And now it is nose heavy. that you may have exceeded the fwd. cg. It is
a matter to figure this out. and it would be a matter to figure out how much
weight to add at the tail wheel post to correct this. Very simple math.
Fred Brow n Mark 111 582
acording to my math i have not exceeded the front cg.... but i have been about
1 1/2 to 2 inches behind the front cg..... in this condition when i close
the throttle at altitude and put it in a glide starting at 75 or so , with no
flaps, then very slowly start to slow the plane down when i get to about 60
the nose drops.... the main wing has not stalled, rather i believe the horizontal
stabilizer stalls and quits forcing the tail down. when i apply power
and get a good airflow over the horizontal stab. i can slow it down until
the main wing stalls. my guess is that the center of lift on the wing is too
far back for the cg forward limits..
with the engine running i seem to have all the elevator authority i need..... with
the engine out i run out of elevator authority way before the stall.
boyd
ps how can i figure where the center of lift is ?????
________________________________________________________________________________
Subject: | Re: nose heavy mk III |
From: | CaptainRon <CaptainRon(at)theriver.com> |
2/27/03 8:54boyd young
> the main wing has not stalled, rather i believe the horizontal stabilizer
> stalls and quits forcing the tail down.
======================
Good point, my guess is that with the up turned horizontal stabilizers as
called for in the plans, you exceed their angle of attack limit before you
should. Which makes me question why and for what reason did they dial in
such negative angle of attack in the factory. In mine I have already decided
to install another pair of hinges along the center line of the boom.
You always want to have your wings stall before your tail in a conventional
design. In a canard it the other way around.
I wonder if anyone has any idea why it was designed that way?
It seems to be wrong according to all conventional design criteria that I
know of.... which is quite alot. :-)
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: nose heavy mk III |
A simple way to check your theory of the elevators stalling too soon would
be to tape over the gap between the stabilizer and the elevators. Eliminate
the airflow between them. Go fly and see what happens. If that helps, then
make some vortex generators and put them on the underside of the stabilizer
just ahead of the elevators and try it again. Those changes should increase
your elevator authority.
Richard Pike
MKIII N420P (420ldPoops)
>the main wing has not stalled, rather i believe the horizontal stabilizer
>stalls and quits forcing the tail down. when i apply power and get a
>good airflow over the horizontal stab. i can slow it down until the main
>wing stalls. my guess is that the center of lift on the wing is too far
>back for the cg forward limits..
>
>with the engine running i seem to have all the elevator authority i
>need..... with the engine out i run out of elevator authority way before
>the stall.
________________________________________________________________________________
From: | "Peter Volum" <peterv(at)etsmiami.com> |
Subject: | nose heavy mk III |
I once had a close call with my Mk III as a result of sheer foolishness.
When I calculated my W&B, to keep things simple in the field, I included
the minimum solo pilot weight and maximum combined pilot and passenger
weights in order to remain within the acceptable CG range.
I used the original CG range that Kolb recommended for the Mk III,
(rather than the one they came up with later on that allowed for more
weight at the rear).
To stay within the CG range with full tanks, the min. solo pilot weight
was 160 Lbs (which is exactly what I weigh), and my Max was to 364 Lbs.
One day I tried to give a ride to a large (245 Lb) pilot friend. I
figured the 41 Lb excess was OK. That a short hop before take-off would
be enough to determine if the excess was going to be a problem. After
all, I knew my plane had taken up TWO large passengers in the past,
putting it in the 100 Lbs over gross range, so by comparison, here I was
only cheating "a little bit".
I would add that one of my modifications had been the moving of the
battery into the nosecone area to move the CG forward a bit.
My attempted take off was during an 8-10 MPH crosswind. No problem
under normal circumstances, but with the added weight on board in the
nose, as soon as I opened the throttle and picked up some speed, I found
myself unable to correct for the crosswind with the rudder and was
rapidly turning left - into the wind and approaching avocado trees.
Full right brake, full right rudder, some left brake and ultimately also
some right aileron stopped me in time, but it was close.
I attributed this scare to a combination of inexperience on my part
coupled with my decision to knowingly exceed the safety limits that I
had pre-established myself. Then fact that I decided to do it on a day
with less than ideal flying conditions didn't help matters either.
I have since limited my passengers to a maximum weight of 200 Lbs. and
have not had any further ground handling problems in cross-winds.
Peter
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of boyd young
Subject: Kolb-List: nose heavy mk III
It seems if the 111 is balanced with a single pilot and you put in a
200 lb.
pass. And now it is nose heavy. that you may have exceeded the fwd. cg.
It is
a matter to figure this out. and it would be a matter to figure out how
much
weight to add at the tail wheel post to correct this. Very simple math.
Fred Brow n Mark 111 582
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Re: nose heavy mk III |
>
>A simple way to check your theory of the elevators stalling too soon would
>be to tape over the gap between the stabilizer and the elevators. Eliminate
>the airflow between them. Go fly and see what happens. If that helps, then
>make some vortex generators and put them on the underside of the stabilizer
>just ahead of the elevators and try it again. Those changes should increase
>your elevator authority.
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
Richard,
A good point. I have them temp mounted just behind the leading edge and on the
underside of the FireFly horizontal stabilizer. They do give more back stick
control at lower speeds. I put them on because the wing was still trying to
fly when the elevator had given up on landing, and I was dropping in the last
foot or so. Also, I tried to land one day with full flaperons and I discovered
I did not have enough back stick to flair. One can tell right away if they
are going to help, because on take off, one will notice the increased pressure
on the stick.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
Subject: | history of ultralights |
From: | Erich_Weaver(at)URSCorp.com |
02/27/2003 12:59:34 PM
Not to stir up more debate, but more because I think its interesting, I
thought I would pass along the timeline presented in the Ultralight Flying!
article.
Larry Mauro (author of the article) of Ultralight Flying Machines (UFM) in
Cupertino, CA sold a kit for his Icarus II hang glider to John Moody in
September 1973. The Icarus hang gliders were swept wing biplanes. In March
of 1975, Moody reported to Mauro that he had achieved powered flight on a
frozen lakebed in Wisconsin using the Icarus and an 8 HP two-cycle
Chrysler-West Bend engine with a hand carved propeller. Apparently, take
offs at this point were substantially assisted by running as fast as
possible. By May 1975, Moody was flying the pattern at 300 ft agl at
Rainbow Airport using a McCulloch go-cart engine and he did demonstration
flights at a hang glider event in Michigan later that summer. In August
1976, Moody flew his powered hang glider at Oshkosh, reportedly doing wing
overs at 300 feet agl when he went out of control, tumbling it several
times before miraculously regaining control and landing. FAA promptly
grounded him, but reinstated his privileges after he promised to behave.
I think the Moody name is remembered because this is the point in time at
which careers were first devoted to the development and manufacturing of
ultralights. Depending on your definition of terms, there may have been
others that were first, but just being first only gets you a footnote in
the history book. Its what happens following, and as a result of, your
achievement (or debacle in some cases) that gets you remembered. And it
tends to be remembered whether you want it to or not.
That being said, I too would love to hear the Homer Kolb story.
Erich
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Re: history of ultralights |
>That being said, I too would love to hear the Homer Kolb story.
>
>Erich
>
Erich,
If you put "homer kolb" in google.com, you will get 97 hits.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Excellent picture of a Kolb Flyer, with specs.
http://www.ultralightnews.com/antulbg/kflyer.htm
Richard Pike
MKIII N420P (420ldPoops)
[DEFAULT]
BASEURL=http://www.ultralightnews.com/antulbg/kflyer.htm
[InternetShortcut]
URL=http://www.ultralightnews.com/antulbg/kflyer.htm
Modified=E09E65A393DEC201BA
Help Stop Spam!
Delete all address information (especially mine) off everything you
forward, and make Blind Carbon Copy a way of life.
Thanks! And have a blessed day.
rp
________________________________________________________________________________
From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
Subject: | history of ultralights |
http://home.attbi.com/~kolbrapilot/KolbHistory.htm
this is about Homer, claims first flight of 1970 and entered the market in
1980
http://www.pioneerflyer.com/about.html
this is about moody, claims his first flight under power in 1975...
February 06, 2003 - February 27, 2003
Kolb-Archive.digest.vol-ed