Kolb-Archive.digest.vol-eg
March 27, 2003 - April 19, 2003
pretty impressive static thrust numbers out of industrial v-twins with belt
redrives.
let me clip a section from a message of his for you guys, and
remember..these are stock ENGINES WITH FACTORY WARRANTY OF 2 YEARS....no
hours limitation, which is how we all do in this biz...
below is his message , and his airboat is a small flat bottomed , single
seat..looks like a 8 or 10 ft Jon boat.
<<<.With a Kohler 25 and redrive on a 3 blade 60" Powerfin it can accelerate
from
0 to 34mph in 6 seconds at 3550 rpm. I haven't put a scale on it but I
know
you cannot hold it off the beach at even 3/4 power and I weigh 240# Its
got
to be putting out somewhere over 250# static. These engines cruise all
day
long at this setting and occasionally 3750rpm when required at wide
open
throttle. I spent no less 12 hrs on the water with two of these units
and the
Koler Reps They were satisfied that the application was not abusing the
engine for warranty purposes. In an ultralight the drag is no where near
what
it is in an airboat in this speed range so I believe the engine to be a
viable unit for low speed Ultralight application. Kohler is however
strictly
averse to this application for liability purposes.>>>>>>>
Now, I dont know how accurate....but I do know that these small v-twin
powered airboats are getting more popular, so it shouldnt be too hard to
check em out!
Don
________________________________________________________________________________
| Subject: | Re: Honda engine |
Here also is a link to great plains airboat engine and redrive
package...note the thrust numbers...240 to 270 Lbs static!!!!
http://www.greatplainsas.com/newkohler.html
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Honda engine |
A very high interest project.
Could a Hirth gear reduction drive be coupled to the engine?
(They sell them separately from what I've heard.)
How much does the base engine weigh without any reduction drive?
Could a belt redrive like used on the Challenger 503's be adapted, they
seem to work well?
jerb
>
>Bill, Richard.....
>
>The GX 620KO was the engine we used in the pulling tractor. It was 3 or 4
>years ago...hmmm ...maybe 5, and we used it because the 670 was not out
>yet. Todays current production GX620K1 and GX670K1are different then the 620
>KO models in several areas...not the least of is the fact that the older 20
>hp 620KO had steel rods and bearing inserts like a auto engine. Also the
>camshaft and lifter mechanism was much different. with the old cam being
>very hard to modify , as it was not cast iron, which most custom cam
>grinders will accept readily. WHatever it was made of, it was very hard to
>weld up.
>I wont go into the details, but I made the camshaft. And it was difficult!
>othe areas modified were....
>shaved the heads .030 for higher compression...
>fabricated a custom intake from tubing and used a Mikuni 40 mm modified for
>alcohol...also ran 2- 32mm carbs for a time on individual runners....
>Heavier valve springs...(stock valves and rocker arms)
>Removed flywheel fan..didnt need the cooling on alkey
>2 into 1 header....
>Thats about it....oh ya....threw away the governer.
>That engine dynoed at 60 hp at 6500 rpms...but ...it was strung out pretty
>tight!!! Had it where it would float the valves at about 6800 to 7000....and
>my son saw that area quite abit!
>
>Now...I have not Modified the new K1 versions yet...but will get to it this
>summer...The 670 of course because it has more displacement
>The current 620k1 and 670K1 have a cast iron cam that will be much easier to
>regrind..
>the rods however are aluminum, with no bearing inserts, so they would
>probably not stand 6500, but old rods will fit in the new version....
>The heads on the new version flow much better and have larger valves..BIG
>plus, as the old heads were arranged so that no larger valves could be
>accomidated.
>The biggest question I have in my mind is, if the new Cam follower
>arrangement will stand the increased rpms...or better yet....HOW MUCH of an
>increase will they stand???? This can only be answered by trying!
> What makes the current production GX670K1 so interesting, is that it
>produces torque approaching a rotax 503 already, in the stock 24 hp config,
>so obviously it probably would not have to be "strung out" so far to be
>satisfactory in an aircraft. By using a desktop dyno program to estimate
>configurations, im thinking around 45 to 50 hp and 60 to 75 lbs torque at
>4500 to 5000 oughtta be just right...and it may have a decent life...but,
>who knows!!! If I had a redrive to install on one to test with a prop, I
>would probably be working on that project right now!
>What also gives one interest, is HKS is getting 60 hp out of 700cc's at a
>higher rpm level with apparantly acceptable lifespan, so 50 hp out of 670
>cc's shouldnt be all that far away! And at the 40 to 45 hp level, might
>just be a 2000 hour engine ...
>
>questions still brought up in aircraft use...
>will the crank hold up?
>can we use a lighter flywheel?
>where can a suitable redrive be obtained?
>
>Don
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
John,
Have you experienced any problem with the slosh coming loose in the tank
after a period of time. I know a few years back, RV builders were
experiencing some problems with it. Perhaps they have corrected the problem.
jerb
________________________________________________________________________________
| From: | "Richard Neitzel" <neitzel(at)newnorth.net> |
Greetings
Was looking at the Kohler putting out 240/270 pounds of thrust. Does anyone know
how much thrust a 582 can generate?
Thanks
Dick Neitzel Sayner WI M III 582
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> Have you experienced any problem with the slosh coming loose in the tank
> after a period of time.
> jerb
jerb/Gang:
Never. Slosh/Sealer is doing great job.
I used about a gallon of MEK to clean the inside
of the tank. Sealed off all openings, and sloshed
the MEK real good. Did this a couple times to
insure the inside of the tank was clean real well.
Then used Randolph Slosh/Sealer for Avn/Auto
Fuel. This way you don't have to worry about the
fuel you use. I believe some of the earlier
problems were caused by using auto fuel in a tank
that used avn fuel and vice versa. Don't really
know for sure, but was certainly a concern of mine
while I was doing my tank.
Extremely pleased with my fuel tank and fuel
system. No problems.
I have two fuel tanks, 55 gal diesel and 25 gal
auto gas, in my Dodge Cummins. These are marine
fuel tanks welded up out of .090 5052 alum. They
are not sloshed and do not leak. However, they
were fabricated and TIG welded by a company that
builds marine fuel tanks that are Coast Guard
certified. Not Willy the Welder around the corner
that has "really" never done one before, but can
weld anything. There is a lot more to welding up
an aluminum fuel tank than meets the eye. Easy to
get undetectable pin holes that don't turn up
until later when the tank is full and in your
airplane.
john h
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: thrust on a 582 |
Dick,
My 503SC on the Loehle with 2.58 to 1 drive and a 66-34 Ritz wood blade puts
out 258lbs at 6100 rpm static. This is measured with an accurate electronic
scale and strain gauge combo. A 582 should be quite a bit more than this.
It seems to me that the 25 hp industrial engine thrust numbers on the
airboats seem more than a little optimistic.
Denny Rowe
----- Original Message -----
From: Richard Neitzel <neitzel(at)newnorth.net>
Subject: Kolb-List: thrust on a 582
>
> Greetings
>
> Was looking at the Kohler putting out 240/270 pounds of thrust. Does
anyone know how much thrust a 582 can generate?
>
> Thanks
>
> Dick Neitzel Sayner WI M III 582
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | trim rubber glue |
Kolbers,
I am trying to make rubber U-channel trim fit around the corners of my lexan doors
on the Mk-3 without buggering up. Rubber cement seems to make a mess on the
practice pieces we have played with. I am ready to just cut the trim short
of all the corners, but Linda is insisting on gluing the stuff on.
What have you guys done in these areas?
Has your trim rubber stayed on in flight with no glue?
Thanks
Denny Rowe
________________________________________________________________________________
| Subject: | Re: Honda engine |
Jerb, ...I dont know about bolting up a hirth gearbox..
The Honda crankshaft is avail in 1 1/8th inch straight keyed, and 1 7/16s
straight keyed. The tapered shaft for generator applications is also
avail...but I dont know what taper the Hirth is..or Rotax or 2si or either..
As far as the challenger belt drive...came problem would be on the bottom
pulley...but likely with a straight bored bottom pully aquired from a power
transmission supply house in what ever belt style it uses...it would be a
simple matter of a different bolt pattern....possibly an adapter plate...or
maybe even just re-drilling holes, I cant say.
The belt redrive on that Kohler Air-Boat engine would likely fit, as ALL
industrial engines marketed in the USA have standard SAE spec bolt patterns
on the PTO side of the block, be it a Honda, Kohler, Briggs Vanguard...etc.
Don
________________________________________________________________________________
| Subject: | Re: trim rubber glue |
| From: | ul15rhb(at)juno.com |
Denny,
Yes, mine has stayed on with the self adhesive built into it for many
years now.
Ralph
Original Firestar
>
> Kolbers,
> I am trying to make rubber U-channel trim fit around the corners of
> my lexan doors on the Mk-3 without buggering up. Rubber cement
> seems to make a mess on the practice pieces we have played with. I
> am ready to just cut the trim short of all the corners, but Linda is
> insisting on gluing the stuff on.
> What have you guys done in these areas?
> Has your trim rubber stayed on in flight with no glue?
> Thanks
> Denny Rowe
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: trim rubber glue |
try door edge guard on it,,you can get at autozone or else where. it has
its own adheasive in it,,,,steve jones
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: trim rubber glue |
> What have you guys done in these areas?
> Has your trim rubber stayed on in flight with no glue?
> Thanks
> Denny Rowe
Denny/Gang:
I used 3M Weatherstrip Cement for years. What a
mess when It doesn't cooperate. It also attacks
Lexan.
The last couple times I replaced Lexan, I used
Super Glue. Works good, but do not get it on any
Lexan that is not covered by the rubber channel.
I use a tiny drop about every 2 or 3 inches,
depending on where and how the trim is traveling,
whether straight line or trying to bend it around
a corner or curve. It is instantaneous (sorta) so
don't use too much and get it where you want it
and hold it a second.
john h
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | entry longeron trim? |
Kolbers,
I am also trying to come up with a solution for protecting the "fabric/paint" on
the top fuselage longeron tube where you climb in and out of the Mk-3 cockpit.
Thinking about using a split hose with the correct inside diameter to fit over
the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will also serve
as a strike plate for my front door latches. Thought that the ribbed plastic
split wire loom would work, but the plastic I am sure would tear up the fabric.
Any suggestions would be appreciated.
Denny
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
As I remember, most types have a chemical that
causes problems and there are only a couple of
brands that are recommended.
> AzDave
AzDave/Gang:
Any extended life antifreeze that is silicate and
phosphate free. The silicates and phosphates, as
I understand it, crystalize and cut the rubber
seals.
I use extended life in everything. Had to replace
the water pump in the Cummins engine at 175,000
miles because the regular antifreeze I was using
cut the seal. Bearings were still in good shape.
Live and learn.
john h
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: trim rubber glue |
> The last couple times I replaced Lexan, I used
> Super Glue.
Gang:
Would like to add to the above post, "The little
drop of super glue goes down in the bottom of the
channel. That way it will hold the edge of the
Lexan. Be careful and don't get any on the
unprotected Lexan. Does it about like MEK.
john h
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: entry longeron trim? |
> I am also trying to come up with a solution for protecting the "fabric/paint"
on the top fuselage longeron tube where you climb in and out of the Mk-3 cockpit.
Denny/Gang:
I don't put anything there. Doesn't need
protecting if you don't put your hooves on it.
Putting rubber hose, etc., on that longeron will
hold the bottom edge of the door off the side of
the fuselage.
john h
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: entry longeron trim? |
if they must,,they can use alumniun or stainless tape,,a great,,thin wear
protectant,,steve jones,,haven't figured how to post yet!
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: entry longeron trim? |
I just laid an extra layer of wide bias tape over it and a couple extra
coats of paint and have had no problem. I thought it would wear down, but
it hasn't in 7 years.
Richard Pike
MKIII N420p (420ldPoops)
>
>Kolbers,
>I am also trying to come up with a solution for protecting the
>"fabric/paint" on the top fuselage longeron tube where you climb in and
>out of the Mk-3 cockpit.
>Thinking about using a split hose with the correct inside diameter to fit
>over the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will
>also serve as a strike plate for my front door latches. Thought that the
>ribbed plastic split wire loom would work, but the plastic I am sure would
>tear up the fabric.
>Any suggestions would be appreciated.
>
>Denny
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: entry longeron trim? |
And forgot to mention in my other reply: at the point where the latch
strikes, a small square of .032 aluminum bent over the lip and riveted on
the inside works well.
Richard Pike
MKIII N420P (420ldPoops)
>
>Kolbers,
>I am also trying to come up with a solution for protecting the
>"fabric/paint" on the top fuselage longeron tube where you climb in and
>out of the Mk-3 cockpit.
>Thinking about using a split hose with the correct inside diameter to fit
>over the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will
>also serve as a strike plate for my front door latches. Thought that the
>ribbed plastic split wire loom would work, but the plastic I am sure would
>tear up the fabric.
>Any suggestions would be appreciated.
>
>Denny
>
>
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: | SGreenpg(at)aol.com |
| Subject: | Re: entry longeron trim? |
In a message dated 3/27/03 8:46:38 PM Eastern Standard Time,
rwpike(at)charter.net writes:
> I just laid an extra layer of wide bias tape over it and a couple extra
> coats of paint and have had no problem. I thought it would wear down, but
> it hasn't in 7 years.
>
And forgot to mention in my other reply: at the point where the latch
strikes, a small square of=A0 .032 aluminum bent over the lip and riveted on
the inside works well.
> Richard Pike
> MKIII N420p (420ldPoops)
>
Denny,
I did the same thing that Old Poop did, finish tape, more paint, and a strike
plate, but used RTV to hold the strike plate to the fabric. It holds great
and only takes a thin film to hold it on.
Steven
________________________________________________________________________________
| From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
| Subject: | What if I don't fold the wings? |
Hey all,
I have at least decided at this point to not sell until I have learned and
flown my own Kolb Firestar II. I have contacted Brian at TNK and he says at
the end of April he should be able to spend a few days with me in London, KY
with a Kolbra which he says will be alot like the Firestar. I want to thank
all the people that told me I would regret selling before I at least learn
to fly it, then if I hate it (which they all guaranteed that I would not) I
should sell it.
So, to my question. Danny Bradshaw came over to my airport tonight to show
me his Firestar and take a look at mine. He certainly has a fine aircraft
there, should be very proud. I certainly see the difference between a pilot
and a pilot that built his plane. Alot of pride, although I still have pride
in mine, just because its mine. So, because I hangar and don't have a need
to fold the wings, Danny mentioned that I should replace all the bolts with
safety pins in them with AN bolts with nuts on them. Safer I assume. My
problem, after Danny left I took a look at all the bolts that need
replacing, and have no idea how to order AN hardware. Does anybody out there
possibly have a list of the AN nuts and bolts to order that would cover all
the ones that are set up for easy removal and wing folding? Is this a good
idea? Seems logical to me, but I am quite often wrong about these things.
Thanks
James Alderson
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
________________________________________________________________________________
| From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
| Subject: | entry longeron trim? |
I want a solution to this as well... the guy who built my Firestar obviously
didn't want much weight so this area was not hit hard with dope (most of the
fuselage is the same way, very thin and light) and so the paint is not great
in this area. Mine is a firestar but its the same problem. The builder did
put the split hose on the upper parts of the fuselage, however he covered it
with leather before hand so it looks great and matches the interior. I want
to do the same on the area where you get into the cockpit, as this area is
already looking a little raggedy... read : not perfect.
James Alderson
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
-----Original Message-----
From: Richard Pike [mailto:rwpike(at)charter.net]
Subject: Re: Kolb-List: entry longeron trim?
I just laid an extra layer of wide bias tape over it and a couple extra
coats of paint and have had no problem. I thought it would wear down, but
it hasn't in 7 years.
Richard Pike
MKIII N420p (420ldPoops)
>
>Kolbers,
>I am also trying to come up with a solution for protecting the
>"fabric/paint" on the top fuselage longeron tube where you climb in and
>out of the Mk-3 cockpit.
>Thinking about using a split hose with the correct inside diameter to fit
>over the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will
>also serve as a strike plate for my front door latches. Thought that the
>ribbed plastic split wire loom would work, but the plastic I am sure would
>tear up the fabric.
>Any suggestions would be appreciated.
>
>Denny
>
>
________________________________________________________________________________
| Subject: | Re: Honda engine |
Yea Bob...I thought it was overpriced myself....since Great Plains has a OEM
account, and is giving anywhere from 800 to 950 for that engine, depending
on their volume!!!
still....what these power plants really need, is an Airplane designed for
them...kinda like the FireFly was designed for the 447.....it would not be
the fastest horse in the barn for certain..but it would likely be the most
dependable, most economical to build AND fly we have ever seen....
Fer instance....a Honda GX670 used 1.1 GPH of 87octane at full load!
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Senior Kolb pilots |
> I will be flying again soon, should I try landing with the bifocals on
> or will they cause problems?
>
> Bill Vincent
Bill/Gang:
I am not nearly as senior as the Grey Baron, but I
have been wearing bifocals for many years.
Personally, I had trouble walking and driving the
tractor when I first got my bifocals. I would
wait until I became comfortable with them before I
tried flying solo. My distant vision remained
good enough to fly without glasses for many
years. Back in the Firestar days, would get
caught in rain on cross countries. Only way to
see would be take off the glasses when they got
wet.
john h
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: entry longeron trim? |
> And forgot to mention in my other reply: at the point where the latch
> strikes, a small square of .032 aluminum bent over the lip and riveted on
> the inside works well.
>
> Richard Pike
Richard/Gang:
Sounds familiar. :-)
I also use the rivet as a stop for my door lock.
By cutting a short piece of 1/4" tubing, maybe
1/4" long, placing that on the rivet before
riveting the striker plate. I think I also used
an 1/8" washer to help kill some of the hole in
the end of the tube so the rivet would grip good.
Those thin 1/8" washers have come in handy. I
bought a little baggy of them years ago at S&F.
Still find lots of uses for them.
john h
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Honda engine |
In a message dated 3/27/03 9:13:17 PM Eastern Standard Time,
donghe@one-eleven.net writes:
> Fer instance....a Honda GX670 used 1.1 GPH of 87octane at full load!
>
Don,
Is this the engine that is 27 HP? If so that is very efficient. If my
memory is correct 1/2 pound of gasoline per horsepower per hour is a rule of
thumb for fuel consumption for GA aircraft.
Steven Green
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
Fer instance....a Honda GX670 used 1.1 GPH of 87octane at full load!
all this excitement over a 25 hp engine that weights around 100 pounds
before redrive or exhaust? what am I missing?
________________________________________________________________________________
| From: | Ken Korenek <ken-foi(at)attbi.com> |
| Subject: | Re: What if I don't fold the wings? |
"Alderson, James" wrote:
> Danny mentioned that I should replace all the bolts with
> safety pins in them with AN bolts with nuts on them. Safer I assume. My
> problem, after Danny left I took a look at all the bolts that need
> replacing, and have no idea how to order AN hardware.
James,
I don't fold my wings, either and have replaced all the loose fitting pin/safety
pin combinations with bolts just like you are thinking about. Don't really need
to
replace them, but one of my quirks is that I don't like hardware rotating in
joints- I like all my joints tight fitting.
Bolts are sold in diameters- 1/4, 5/16, etc. Look in a good aircraft supply
catalog- Wickes has a really good section and order by diameter and "grip Length."
Grip length is the distance from the inside of the head to the first thread.
Always
leave room for a washer under the head and another under the nut.
Here at the airplane factory in Dallas, we use a handy-dandy pocket grip gage.
Thin piece of steel with a thin tail with numbers. Just stick the tail in the
hole,
hook it on the far end and read the number- that's the grip with an .063 washer
under
head and nut. Get it from Avery Tools, 800-652-8379, www.averytools.com, P/N 62612-
$10. I use it all the time and it is a good addition to a tool box.
Call me if you have more questions.
Ken
*********************
Ken W. Korenek
4906 Oak Springs Drive
Arlington, Texas 76016
817-572-6832 voice
817-572-6842 fax
817-657-6500 cell
817-483-8054 home
ken-foi(at)attbi.com
Kolb FireStar II, "My Mistress"
Rotax 503, Oil Injected
3 Blade Powerfin
http://home.attbi.com/~KolbraPilot/TX_files/image019.jpg
Six Chuter SR7-XL "Red Baron"
Powered Parachute
Rotax 582, Oil Injected
3 Blade PowerFin
http://home.attbi.com/~KolbraPilot/TX_files/image021.jpg
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
To John Hauck and others,
I didn't put baffles in the tanks because of their small size- 8.2 gal. The tanks
are taller (13") than they are front to back (10"). They are 18" wide just
behind the seats, tapering down to 13" to fit the fuselage taper. I read somewhere
that 20 gal was about the threshold before considering baffles.
Having two small tanks probably just about doubled the welding seam length compared
to one larger tank. I measured about 20' of seams total for both tanks.
The welder indicated that he could just tack the seams together before welding
and filling, but he found out that he had to drill every inch or so and place
clecos to weld. I read that it was easier to fill a cleco hole than to weld
over a rivet. He said he spent a lot of time drilling and clecoing. I had only
clecoed 2 or 3 spots to hold things together for him. Had I known he wouldn't
be able to tack things together, I could have saved labor by pre-drilling
the flanges.
Thanks to everyone for their help. I may take Rex Rodebush's advise and have the
tanks anodized. I will seal with Randolph's Slosh Sealer for auto fuel.
Maybe Kolb can have some plastic tanks fabricated that are shaped like mine.
Clay Stuart
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Day Trip to TNK on Monday |
Kolb Gang,
Took advantage of the beautiful weather last Monday to exercise my engine a
bit and flew up to TNK for a quick visit with all the folks there. I haven't
flown but about 15 hours since last July so I needed to condition my "sitter"
a bit before the trip to Lakeland.
My lips are sworn to secrecy about what I saw while I was there but there
will be a lot of people gazing at the Kolb display this year. (Hauck your a
lucky dog) All the folks were as nice as ever. Ray gave me a quick tour of
what's going on at TNK. Travis was right there asking how things were going
and if there was anything he could do. Linda, Dana, Donny, and Randy ....
Just a great bunch of folks.
After leaving TNK I flew over to LOZ to top off my 20 gal. tank for the
return trip and met norm whose office is just off the North end of the
airport. He saw a Kolb on approach and just came over to the airport to say
hi. I hope his boss isn't reading this!
I was a great day for such a trip and added 4.8 hours to the engine and my
"sitter"
Steven Green
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Honda engine |
In a message dated 3/27/03 10:06:42 PM Eastern Standard Time,
ronoy(at)shentel.net writes:
> Steve--my old Cardinal with 180hp could get to 9gph with careful
> leaning, and MP. And 10 anytime---54-60#/hr. Of course that wasn't
> making 180, or WOT. 15gph might be the number at those figures.
>
> Bob N.
>
Bob,
If you were at about 65% power it calculates to 9.75 GPH. Does seem about
right?
Steven
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
Clay Stuart wrote:
>
>
> To John Hauck and others,
>
> I didn't put baffles in the tanks because of their small size- 8.2 gal. The
tanks are taller (13") than they are front to back (10"). They are 18" wide just
behind the seats, tapering down to 13" to fit the fuselage taper. I read
somewhere that 20 gal was about the threshold before considering baffles.
>
> Having two small tanks probably just about doubled the welding seam length compared
to one larger tank. I measured about 20' of seams total for both tanks.
The welder indicated that he could just tack the seams together before welding
and filling, but he found out that he had to drill every inch or so and place
clecos to weld. I read that it was easier to fill a cleco hole than to weld
over a rivet. He said he spent a lot of time drilling and clecoing. I had
only clecoed 2 or 3 spots to hold things together for him. Had I known he wouldn't
be able to tack things together, I could have saved labor by pre-drilling
the flanges.
>
> Thanks to everyone for their help. I may take Rex Rodebush's advise and have
the tanks anodized. I will seal with Randolph's Slosh Sealer for auto fuel.
>
> Maybe Kolb can have some plastic tanks fabricated that are shaped like mine.
>
> Clay Stuart
>
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: entry longeron trim? |
Denny/Listers
I split an aluminum tube that has the same ID as the longerons OD, riveted
in place with three rivets. Ray at TNK gave me the idea. I could send
pictures if you would like. Very neet and durable.
Guy S.
> I am also trying to come up with a solution for protecting the
"fabric/paint" on the top fuselage longeron tube where you climb in and out
of the Mk-3 cockpit.
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: What if I don't fold the wings? |
Assuming you really want to do this - My MKIII stays set up 10 months out
of the year, and I am still using the supplied clevis pins -
Call Aircraft Spruce and get one of their catalogs. Left Coast, or Georgia,
same #, 1-877-477-7823. On page 74 & 75, you will find AN bolts. That is
what you will end up using. Study the page, the important things are Grip
Length and Diameter, which is expressed in AN3 (3/16"), AN4 (1/4"), AN5
(5/16"), AN6 (3/8") and then a dash number for length.
If you are going to use elastic stop nuts, get undrilled bolts, which have
an "A" suffix. If you want to use a cotter pin or safety wire, no suffix.
Now flip over to page 93, Clevis Pins. These are also AN in terms of
diameter, but what you want to figure is your effective length. The grip
length of the AN bolt needs to be the same as the effective length of the
clevis pin. Cross reference your clevis pins to AN bolts and you will know
what to order.
When in doubt, go 1/16" too long on the bolts, and order a bag of each size
you need of AN960 steel washers (page 92). You can never have too many,
they will get used up eventually, trust me.
Finally, page 85, AN365 Elastic Stop Nuts. Get a few extra. Using AN365
elastic nuts on drilled bolts is frowned on.
If you want to use a cotter pin or safety wire, then you get AN 310 Castle
nuts, page 84.
Don't know if this answers your question, but I like the "Teach a man to
fish..." principle.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>I should replace all the bolts with
>safety pins in them with AN bolts with nuts on them. Safer I assume. My
>problem, after Danny left I took a look at all the bolts that need
>replacing, and have no idea how to order AN hardware. Does anybody out there
>possibly have a list of the AN nuts and bolts to order that would cover all
>the ones that are set up for easy removal and wing folding? Is this a good
>idea? Seems logical to me, but I am quite often wrong about these things.
>
>Thanks
>
>James Alderson
>Kolb FSII 503 EIS BRS 34 Hours
>Charlotte NC
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | entry longeron trim? |
>
>
>I want a solution to this as well... the guy who built my Firestar obviously
>didn't want much weight so this area was not hit hard with dope (most of the
>fuselage is the same way, very thin and light) and so the paint is not great
>in this area. Mine is a firestar but its the same problem. The builder did
>put the split hose on the upper parts of the fuselage, however he covered it
>with leather before hand so it looks great and matches the interior. I want
>to do the same on the area where you get into the cockpit, as this area is
>already looking a little raggedy... read : not perfect.
>
>James Alderson
>Kolb FSII 503 EIS BRS 34 Hours
I used a piece of sick-on step tread (black) from Home Depot.
It's self adhesive and will stay put for at least a couple of
years. I cut a strip about 2 inches wide and rolled it around the
top of the tube. It is kind of rough on you pants when you slide over it
again and again - but better the pants than the airplane.
________________________________________________________________________________
| Subject: | Re: Honda engine |
Steve....negative,,,the GX670K1 is rated at 24 hp at 3600
Don
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: entry longeron trim? |
We used a piece of white plastic shower curtain rod cover on our
FireFly. It has worked great and has been very durable. Note it isn't the
thin breakable stuff that most stores carry. (Breakable, suppose theres a
reason they sell that type.) It has ribs on the outside running the entire
length. Bad news I haven't been able to find it since. Looking for
another piece for the same use on another airplane. If you all happen to
come across it please let me know who the manufacturer is and what store is
carrying it. You might get a little reward if you can provide a lead to my
obtaining it.
jerb (torn britches)
________________________________________________________________________________
| Subject: | Re: Honda engine |
Hehe , ok Mr. Hauck, I read ya making fun of our dreamin!....and its pretty
certain that a indusrial vtwin aint gonna be much danger to the Rotax 80
to100hp market.
But ..consider this, Everywhere I hear that the 447 is being
discontinued...they quit supporting 447 engines 10 years old last year, and
many of our aircraft have been optimized for a engine with its thrust
capacity....particularly one of our favorites!....The FireFly. This is where
there is likely to be a hole in the market soon....I do think that if a
v-twin is not already a viable replacement here..there will be one very
soon. New engines come out in the industrial market every year at a rate
about 10 times that of the light aircraft biz..and they are comin our way!
.2SI might step up to the plate with the 460 or 430 or whatever they have
now, and I know all the bad stuff said about them, but I look at those
critisims a little differently than a lot of loyalists. And my opinion is
that neither Rotax nor Hirth nor any other 2 cycle builder makes engines a
heck of alot better....they are all very close. The bad reputation that 2si
got is from how they HANDLED their problems....not how many they had.
I never enter into the discussions around the airfeilds when I hear someone
diss'in 2si fer that lousy engine they got....and I chuckle when I hear that
same fella who is his their 2nd or 3rd Rotax in 300 hours praise em fer how
good they are. I keep my mouth shut cause I know very well that no engine
manufacturer is without problems...Ive been that goat myself many times, and
I know that as long as I take care of those problems for our customers, The
bad reputation will not come around...It ALWAYS has more to do with this
than the quality of the product. anyway..this is a subject for another
whole thread...sorry for the tangent!
Im gettin a little excited to see you show me what that factory Firefly can
do next week pard!!!! When ya see a dumb lookin Yankee hanging round with
alot of questions about how ya fly that thing...that'll be me!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Honda engine |
Have you done a dyno test with the redrive - would be interesting to
compare with a 447.
What kind of weight are we talking with the redrive?
jerryb
>
>Yea Bob...I thought it was overpriced myself....since Great Plains has a OEM
>account, and is giving anywhere from 800 to 950 for that engine, depending
>on their volume!!!
>
>still....what these power plants really need, is an Airplane designed for
>them...kinda like the FireFly was designed for the 447.....it would not be
>the fastest horse in the barn for certain..but it would likely be the most
>dependable, most economical to build AND fly we have ever seen....
>
>Fer instance....a Honda GX670 used 1.1 GPH of 87octane at full load!
>
>
________________________________________________________________________________
| From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
| Subject: | Lexan Gap Seal & Softpack BRS |
Is there a way to put a lexan gap seal in while still having the softpack
brs in place? The ripstop material that comes with the Kolb (that is my
understanding anyway) is fine, but when I saw Danny's gap seal with the
aluminum leading edge and nice skylight looking feature of it, I thought I
couldn't do it on mine. Any thoughts?
James Alderson
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
________________________________________________________________________________
| From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Kohler engine for Firefly |
The Firefly Kohler engine combination looks interesting but forget Ultralight
status......N numbers and pilot license for sure....
Ed in Western NY
________________________________________________________________________________
| Subject: | paint protector? |
| From: | "Jim Gerken" <gerken(at)us.ibm.com> |
03/28/2003 07:15:57 AM
>From: <rowedl(at)highstream.net>
>Subject: Kolb-List: entry longeron trim?
>Kolbers,
>I am also trying to come up with a solution for protecting the
"fabric/paint" on
>the top fuselage longeron tube where you climb in and out of the Mk-3
cockpit.
>Thinking about using a split hose with the correct inside diameter to fit
over
>the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will also
serve
>as a strike plate for my front door latches. Thought that the ribbed
plastic
>split wire loom would work, but the plastic I am sure would tear up the
fabric.
>Any suggestions would be appreciated.
>Denny
This is another place you can use 3M book binding tape (#345?) . The
same stuff some guys use as aileron gap seals, elevator gap seals, rudder
gap seals, horizontal stab to fuse tube seals, cabin hinges seals, etc.
Works for me. The stuff is tough and clear, lasts years, then easily and
quickly removed with PPG degreaser without damage to Stits Poly. Cheap
too. Check archives for more info if you cant find it at local office
supply store.
Jim Gerken
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Senior Kolb pilots - glasses |
My second DAD and I flew Hang gliders which you mostly fly from the prone
position then on final you transition to a more up right position. Anyway
dad got Bi focals and the next day the wind was right so off we went. I
landed first and was folding up when dad came in and was set up on final he
slipped out of his pod lowered the gear ( put his feet down ) and set up for
final I remember thinking that he was a little high as he flew pass me at
about 10' of the deck I watched in amazement as he push a hard flair with at
least 5' over deck now if you have ever jumped from 5' you can hit pretty
hard especially having 60+ pounds of glider with you. Now dad was a cranky
fart who if he screwed up anything it was back to the hill to do it again.
Even though it was getting late we set up again for a sled ride to the L.Z.
I again beat him down to watch his landing and Dam if he didn't flair
exactly five feet of the deck again. Bruised both in ego and body we drove
over to the training hill the next day to do some landing practice. After
blowing three landing in a row he figured out it was the fact that he was
changing his head position which meant he was looking through the bottom
part of his glasses and was throwing his landing perspective off. So the new
glass's came off the old glasses(he never gets rid of anything)came back for
flying ( he never used a instruments pod anyway) so he didn't need them to
read in the air. don't know if this will be a problem in a fixed seat
position but I know when cranking in flaps in a piper arrow your sight line
changes alot! The same a swing for prone to also most standing.
Ken
-----Original Message-----
From: John Hauck [mailto:jhauck(at)elmore.rr.com]
Subject: Re: Kolb-List: Senior Kolb pilots
> I will be flying again soon, should I try landing with the bifocals on
> or will they cause problems?
>
> Bill Vincent
Bill/Gang:
I am not nearly as senior as the Grey Baron, but I
have been wearing bifocals for many years.
Personally, I had trouble walking and driving the
tractor when I first got my bifocals. I would
wait until I became comfortable with them before I
tried flying solo. My distant vision remained
good enough to fly without glasses for many
years. Back in the Firestar days, would get
caught in rain on cross countries. Only way to
see would be take off the glasses when they got
wet.
john h
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: entry longeron trim? |
> I would love to see a photo, and description of what you used to split the
> tube.
> Denny
Denny/Gang:
Bandsaw.
john h
________________________________________________________________________________
| Subject: | Re: Honda engine |
Jerry, the weight....well that honda engine including electric starter and
minus the muffler in 90 lbs....so it is heavier than a 460 or a 447.... It
also has a heavy flywheel that might not be necessary if swinging a
prop...or replaced with a lighter one anway....flywheel weighs 22 lbs I
believe. The exhaust system that Honda provides is VERY heavy...and I
believe would be un-necessary as it is VERY quite, and a V-twin with a 2
into 1 header changes to sound into sort of a "harley" tune anyway, and can
be fabricated pretty easy.
As far as a re-drive weight...I have no idea, I have never seen a redrive
installed up close. I am aware of that german fella several years ago who
was promoting his version..and I have talked to Mark B extensively about it.
It was based around now discontinued low torque version of the Honda, and
did not work very well according to Mark on a thundergull. but it did fly
it.
Don
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: entry longeron trim? |
On the entry trim. I used a 2 in. wide white glider tape. from my glider.
Looks good will wear good and easy to replace. you can get some from any of
the sailplane folks.
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: Senior Kolb pilots - glasses |
Hi
Ive been using tri focals for uears but they are a pain ,,,,just went
in todasy for a big session with optician to sort things out ,,there are so
,many different types and NONE cover all requirements .....I hang glide too
and usually use plain distance glasses to avoid blind spots ..If you use
analogue instruments you can still get a good idea of where the needles point
even if they are blurry Ive come across several instances of incidents and
accidents in the business where varifocals were to blame for distortion and
out of focus areas High tension electric cables and fences] but this can
happen with bis and tris too .. With the elliptical bis you can get a little
area of useful distance view out of the bottom corner of your eye for the
cockpit floor or for landing peripheral vision However just today weve
agreed to try ordering a pair of those executives with a horizontal join
about 2/5 the way from the bottom of the lens Also i recommen the thinnest
frames possible and the largest lenses but if your distance vision is
passable the big lenses dont martter so much [BTW I have long sight not short
sight]
Vnz
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | entry longeron trim? |
Go to Wal Mart and buy a plastic shower curtain rod cover. They come in
lots of colors, and will curl up around most tube sizes. Just trim to
length and diamter.
J.D. Stewart
UltraFun AirSports
http://www.ultrafunairsports.com
>
>
> Denny/Listers
> I split an aluminum tube that has the same ID as the longerons OD, riveted
> in place with three rivets. Ray at TNK gave me the idea. I could send
> pictures if you would like. Very neet and durable.
> Guy S.
>
>
> > I am also trying to come up with a solution for protecting the
> "fabric/paint" on the top fuselage longeron tube where you climb
> in and out
> of the Mk-3 cockpit.
>
>
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Hey guys, nobody told me you had to tie ALL the wheels down!
I bolted on the 70" warp, dialed in 10deg for a start and hit the
go switch. After checking out OX numbers at moderate settings
I figured everything looked pretty good, so (standing on the ground)
I opened it up a bit and naturally the tail floated up, tied to the car
bumper, but then I was a little surprised when the left wheel started
lifting up too. Guess that little bit of angle has more effect than
would be expected. Quite an adrenaline rush. At least there is no
doubt whether it has enough push to fly. One more shot before
I push it back in the hole, this time maybe I'll actually look at rpm's.
-and get my brother to sit in it so it doesn't hover again.
It's great to really get to the "show and tell" stage-BB
MkIII, 60hp? geo/raven, 2 gal/hr @80mph
________________________________________________________________________________
| From: | Bob Noyer <ronoy(at)shentel.net> |
| Subject: | Re: Senior Kolb pilots |
re: Dave R's comment about instr. pnl out of range. I had my trifocals
made to have the mid-range sector (the middle lense) sized to clearly
see the pnl---and the lower (close-up or reading sector) sized to read
charts and approach plates on lap or yoke. Now that I am stuck flying a
vehicle, I still use the mid-range for seeing the panel, which is way
beyond arm's length in my FF. And can see the GPS/radio velcro-ed to my
knee, looking thru lower sector. Just takes a little practice--on the
grnd first.
And a tip: my lower sectors are clear, leaving the upper one tinted
neutral grey. That way I can see the relatively darker inside, while
getting the benefit of sun-block outside. B-L use to make glass blanks
with the color part in the glass, rather than getting coated and soon
scratched up. Haven't seen them since I moved back to The States--fm CA.
Used to trade instrument currency practice with another guy, who
wouldn't use bifocals. Had two pairs--one distance, one close. He was a
riot fumbling those glasses, looking for proper app. plate and also
trying to maintain gage-scan.
Bob N.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | entry longeron trim? |
Most of the shower curtain rod covers you find are a hard brittle plastic
material and will break very easily. I found one that was a soft flexible
and it been on there since 95. Unfortunately I been unable to locate that
type since. 8
(
jerb
>
> Go to Wal Mart and buy a plastic shower curtain rod cover. They
> come in
>lots of colors, and will curl up around most tube sizes. Just trim to
>length and diamter.
>
>J.D. Stewart
>UltraFun AirSports
>http://www.ultrafunairsports.com
>
>
> >
> >
> > Denny/Listers
> > I split an aluminum tube that has the same ID as the longerons OD, riveted
> > in place with three rivets. Ray at TNK gave me the idea. I could send
> > pictures if you would like. Very neet and durable.
> > Guy S.
> >
> >
> > > I am also trying to come up with a solution for protecting the
> > "fabric/paint" on the top fuselage longeron tube where you climb
> > in and out
> > of the Mk-3 cockpit.
> >
> >
>
>
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
| Subject: | Senior Kolb pilots |
Bill,
Well, there you have it! Some like progressive lens, others bi-focals, and some
trifocals! That's the beauty of this list - you will get diverse opinions and
then make your own decision.
Probably the best overall advice was to get used to whatever you choose before
you go flying. Maybe even go up with someone in a two seater and see how the landings
look to you.
Good luck and great flying!
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | "G. T. Alexander, Jr." <gtalexander(at)att.net> |
| Subject: | Re: paint protector? |
Denny:
I have found colored (white in my case) works great, easily changed out and
cheap.
George
Original Firestar R377
http://gtalexander.home.att.net
----- Original Message -----
From: "Jim Gerken" <gerken(at)us.ibm.com>
Subject: Kolb-List: paint protector?
>
>
> >From: <rowedl(at)highstream.net>
> >Subject: Kolb-List: entry longeron trim?
>
>
> >Kolbers,
> >I am also trying to come up with a solution for protecting the
> "fabric/paint" on
> >the top fuselage longeron tube where you climb in and out of the Mk-3
> cockpit.
> >Thinking about using a split hose with the correct inside diameter to fit
> over
> >the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will
also
> serve
> >as a strike plate for my front door latches. Thought that the ribbed
> plastic
> >split wire loom would work, but the plastic I am sure would tear up the
> fabric.
> >Any suggestions would be appreciated.
>
> >Denny
>
> This is another place you can use 3M book binding tape (#345?) . The
> same stuff some guys use as aileron gap seals, elevator gap seals, rudder
> gap seals, horizontal stab to fuse tube seals, cabin hinges seals, etc.
> Works for me. The stuff is tough and clear, lasts years, then easily and
> quickly removed with PPG degreaser without damage to Stits Poly. Cheap
> too. Check archives for more info if you cant find it at local office
> supply store.
>
> Jim Gerken
>
>
________________________________________________________________________________
| From: | "G. T. Alexander, Jr." <gtalexander(at)att.net> |
| Subject: | Re: paint protector? |
Left out the product...... duct tape.
It ain't just bi-focals I'm worried about. I forgot what else I was worried
about.
George
----- Original Message -----
From: "G. T. Alexander, Jr." <gtalexander(at)att.net>
Subject: Re: Kolb-List: paint protector?
>
> Denny:
> I have found colored (white in my case) works great, easily changed out
and
> cheap.
> George
> Original Firestar R377
> http://gtalexander.home.att.net
>
> ----- Original Message -----
> From: "Jim Gerken" <gerken(at)us.ibm.com>
> To:
> Subject: Kolb-List: paint protector?
>
>
> >
> >
> > >From: <rowedl(at)highstream.net>
> > >Subject: Kolb-List: entry longeron trim?
> >
> >
> > >Kolbers,
> > >I am also trying to come up with a solution for protecting the
> > "fabric/paint" on
> > >the top fuselage longeron tube where you climb in and out of the Mk-3
> > cockpit.
> > >Thinking about using a split hose with the correct inside diameter to
fit
> > over
> > >the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will
> also
> > serve
> > >as a strike plate for my front door latches. Thought that the ribbed
> > plastic
> > >split wire loom would work, but the plastic I am sure would tear up the
> > fabric.
> > >Any suggestions would be appreciated.
> >
> > >Denny
> >
> > This is another place you can use 3M book binding tape (#345?) . The
> > same stuff some guys use as aileron gap seals, elevator gap seals,
rudder
> > gap seals, horizontal stab to fuse tube seals, cabin hinges seals, etc.
> > Works for me. The stuff is tough and clear, lasts years, then easily
and
> > quickly removed with PPG degreaser without damage to Stits Poly. Cheap
> > too. Check archives for more info if you cant find it at local office
> > supply store.
> >
> > Jim Gerken
> >
> >
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Senior Kolb Pilots |
Ken/Gang:
Hang in there. Don't quit so quickly.
I have a good friend from the VN era Army. Jerry
lost an eye due to small arms fire while flying a
Huey in VN. I did not meet him until some years
later at Ft Rucker, Alabama, where we worked
together. He was then c CWO W4, still on flight
status, and flew rotary wing aircraft quite well
with one eye. On top of that he was one crazy
Mexican/American. Great guy. Oh yea, and before
he went to the Warrant Officer Flight Program he
did a couple tours in VN as an NCO in one of my
old units, the 5th SFG (Abn).
You can do it if you try.
john h
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Terry,
If your offer still stands, I hope to be out to see you for a ride in the
Mk-3 in the next couple of weeks.
Denny Rowe
----- Original Message -----
From: Terry <tswartz(at)hydrosoft.net>
Subject: RE: Kolb-List: Mk-3 ride
>
> Denny,
>
> I would take your for a ride if we can find a nice day when I have time.
> I'm at Lancaster PA, about 4 hours from Pitt. and fly a MK III with a 912,
3
> years old with 265 hrs.
> Terry
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
> rowedl(at)highstream.net
> To: kolblist
> Subject: Kolb-List: Mk-3 ride
>
>
> Listers,
> Hughs question about getting a Kolb ride reminded me that I need to get a
> check ride in a Mk-3 or Kolbra real soon. I was unable to get to TNKs
open
> house this year where I had hoped to hop a ride.
> I am a low time private pilot and fly a Loehle Sport Parasol, used to fly
> Pterodactyls, but my only Kolb ride was back in the late 80s in an old
> Twinstar, a ride that sold me on Kolbs. That thing really performed on a
> 503.
> Anyway, is there anyone within a daytrip of Pittsburgh PA who would be
> willing to sale me a ride in their Kolb.
> Denny Rowe
> Mk-3 690L-70
> N616DR final assembly stage
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Senior Kolb Pilots |
>
>An interesting thread, yet one I've read with some very mixed and very
>interesting emotions. Here's why.
>
>On Feb 23, I turned 46, hardly a senior. However, on that day I also woke up
>with double vision. After some time in the hospital and many tests, most of
>them unpleasant, it seems I've experienced a "neurological event." Cranial
>nerve 6, which among other things partially controls the movement of my
>right eye, isn't working properly. The condition is called palsy. Cute.
>
>I can no longer see properly out of both eyes together and am forced to
>cover my right eye in order to be able to do little unimportant things like
>walk or fix a meal. There's no treatment other than, to quote a 60's tune,
>Wishin' and Hopin'. The docs say the instance of recovery is quite high but
>that it can take a very long time, as in months.
>
>The jury is currently out on whether I'll be able to fly again or if flying
>with one eye is an option. I'm told that Wiley Post could only see from one
>eye.
--------------------------
If me and Wiley can do it, I'm sure you can do it.
Besides - it ain't the flying that's hard - it's the landings.
Just go on longer trips.
http://www.matronics.com/photoshare/possums@mindspring.com.02.09.2003/1Warm3.jpg
________________________________________________________________________________
| From: | al bumhoffer <abumhoffer(at)yahoo.com> |
I picked up the floor pcs. for my FirestarII today from the body shop who sprayed
them with pick-up truck bed-liner material. It gave them a textured finish
for slip resistance and looks pretty nice. I'm sure it added some weight, but
probably less than carpet, and looks better than bare or painted. Just thought
I would pass this on to the list. Al Bumhoffer
Elkton, MI. Still painting.
---------------------------------
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: paint protector? |
Good idea Jim. I may just give this a try on my Hawk. I've put a 3 corner
tear in one almost new pair of pants and almost done it to another sliding
over the side to get in the cock pit. The tape may just do the trick to
smooth the edge and prevent snagging on the sharp edges of the seat where
attached to the side of the cage.
jerb
>
>
> >From: <rowedl(at)highstream.net>
> >Subject: Kolb-List: entry longeron trim?
>
>
> >Kolbers,
> >I am also trying to come up with a solution for protecting the
>"fabric/paint" on
> >the top fuselage longeron tube where you climb in and out of the Mk-3
>cockpit.
> >Thinking about using a split hose with the correct inside diameter to fit
>over
> >the tubes. Whatever I use needs to be 1/16" to 1/8" thick as it will also
>serve
> >as a strike plate for my front door latches. Thought that the ribbed
>plastic
> >split wire loom would work, but the plastic I am sure would tear up the
>fabric.
> >Any suggestions would be appreciated.
>
> >Denny
>
>This is another place you can use 3M book binding tape (#345?) . The
>same stuff some guys use as aileron gap seals, elevator gap seals, rudder
>gap seals, horizontal stab to fuse tube seals, cabin hinges seals, etc.
>Works for me. The stuff is tough and clear, lasts years, then easily and
>quickly removed with PPG degreaser without damage to Stits Poly. Cheap
>too. Check archives for more info if you cant find it at local office
>supply store.
>
>Jim Gerken
>
>
________________________________________________________________________________
| Subject: | Re: Senior Kolb pilots |
I was having trouble with landings until one day I took my trifocals off
before landing. That was my problem. I was misjudging my height.
Merle in Orlando
In a message dated 3/27/03 8:46:20 PM Eastern Standard Time,
emailbill(at)chartermi.net writes:
> This is a question for "Senior" Kolb pilots:
>
> I just got my bifocals and I can hardly walk down the stairs!
>
> I will be flying again soon, should I try landing with the bifocals on
> or will they cause problems?
>
________________________________________________________________________________
| Subject: | Re: entry longeron trim? |
I would like pictures.
Thanks
Merle in Orlando
In a message dated 3/27/03 10:59:01 PM Eastern Standard Time, guys(at)rrt.net
writes:
> Denny/Listers
> I split an aluminum tube that has the same ID as the longerons OD, riveted
> in place with three rivets. Ray at TNK gave me the idea. I could send
> pictures if you would like. Very neet and durable.
> Guy S.
>
>
> >I am also trying to come up with a solution for protecting the
> "fabric/paint" on the top fuselage longeron tube where you climb in and out
> of the Mk-3 cockpit.
>
>
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | Re: entry longeron trim? |
Hmm, mine was on for over 2 years with no cracking. Sold the plane in
November, but I imagine it's still holding up.
J.D.
>
> Most of the shower curtain rod covers you find are a hard brittle plastic
> material and will break very easily. I found one that was a soft flexible
> and it been on there since 95. Unfortunately I been unable to locate that
> type since. 8
> (
> jerb
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
| Subject: | bifocal contacts |
Both of my brothers have had good luck wearing bifocal contacts. They work as
described below and you can see up close in any direction you look. One brother
owns a Gruman Cheetah and is building an all-wood Corby Starlet from plans.
I haven't decided what I will do for close vision when I start flying my Xtra.
"The aspheric and concentric bifocal contact designs have both the distance and
the near prescriptions located at the center of the lens. Usually, the near prescription
is at the very center of the lens with a surrounding distance prescription,
however they can be reversed in certain situations. With these two lens
designs, the distance and the near prescriptions are seen simultaneously in
both eyes. The brain then chooses to focus on the prescription that is best
for each distance. Although it sounds complicated, these simultaneous vision designs
work very well for many people and allow them to see distance, intermediate,
and near objects clearly - and without glasses"
Clay Stuart
________________________________________________________________________________
| From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
How do you tell a Kolb Firestar II kits actual age? E.G. - mine was finished
in 2002, but when was the kit purchased?
James Alderson
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
________________________________________________________________________________
| From: | CaptainRon <captainron(at)theriver.com> |
on 3/29/03 9:02, Alderson, James at James_Alderson(at)jdedwards.com wrote:
> How do you tell a Kolb Firestar II kits actual age? E.G. - mine was finished
> in 2002, but when was the kit purchased?
=============
it should have a serial number on the cage somewhere. On mine (M3X) its on
the rear cage main engine mount support round tube. Get the SN # and call
the factory. They should be able to tell you.
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Ken,
I have a friend who flies a Firestar with one eye. I've flown with him on
many occasions and he seems to do just fine. We've landed at local
airports under some very turbulent conditions and he is a good pilot.
There is another local pilot who flies a Tripacer with one eye. I was a
little surprised to hear about this, but evidently the FAA grants waivers
in some cases. I have also heard of an airline pilot who flew with one
eye. I'm sure it's rare, but these guys probably have been flying for
years before they lost the eye.
I tried progressive lenses while flying the Firestar and found them to be
too blurry when looking off to the sides. I had to go back to my bifocals
and they work out fine. I look over the panel for distance and landings,
and use the lower bifocal close up for the panel.
I had a lens pop out once while flying and land on my lap. It was a hairy
experience trying to land with the wind watering up my right eye and
trying to correct for the difference in vision. I did ok.
Ralph
Original Firestar
writes:
>
>
> An interesting thread, yet one I've read with some very mixed and
> very
> interesting emotions. Here's why.
>
> On Feb 23, I turned 46, hardly a senior. However, on that day I also
> woke up
> with double vision. After some time in the hospital and many tests,
> most of
> them unpleasant, it seems I've experienced a "neurological event."
> Cranial
> nerve 6, which among other things partially controls the movement of
> my
> right eye, isn't working properly. The condition is called palsy.
> Cute.
>
> I can no longer see properly out of both eyes together and am forced
> to
> cover my right eye in order to be able to do little unimportant
> things like
> walk or fix a meal. There's no treatment other than, to quote a 60's
> tune,
> Wishin' and Hopin'. The docs say the instance of recovery is quite
> high but
> that it can take a very long time, as in months.
>
> The jury is currently out on whether I'll be able to fly again or if
> flying
> with one eye is an option. I'm told that Wiley Post could only see
> from one
> eye. My last flight instructor thought it would be possible but
> would
> require relearning some things. My plan is to hire him and rent a
> Cessna and
> do some pattern work to see how that goes. But in the meantime, the
> Kolb is
> effectively grounded. (Whew, back on topic!)
>
> I don't know how long I can justify keeping a plane I can't fly, so
> it may
> be up for sale in a month or two. My flying buddies, of course, are
> all
> saying, "No, no, wait, surely you'll recover." I hope they're
> right.
>
> -Ken "One Eye" Fackler
> Mark II / 503
> Rochester MI
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: Senior Kolb pilots |
Pikey tha sounds good
vnz
________________________________________________________________________________
| Subject: | Re: Sun&Fun Freebies |
Kolbers,
I wasn't planning on going to S & F because I'm not yet up to much
standing or walking. But I found me a handicap scooter & now I plan on
being there wed thru Sat or Sun. I'll be camping in my white & green trim
enclosed trailer in the UL trailer parking. It has a RV awning & some extra
chairs, so come by & visit. If I'm not there at the time, make yourself at
home & get some shade & rest.
I have a Cub style bungie landing gear setup for any UltraStar owner who
wants to convert to a shock absorbing gear. They are free to a good home.
Also, I have a free 15 gal transluscent gas tank that fits nicely in the
back of a SlingShot or FSII. It makes a great auxillary or even primary
tank.
I will try to bring my 3 cyl Chevy Sprint Turbo conversion if you want
to check it out.
I am selling my Rotax 582 SeaDoo conversion for $2500. It has electric
start, 2.58 B Redrive, Exhaust, Altitude Compensating Carbs, & Radiator. It
is pickled in oil & has 50 Hrs. Call me by Tues & I'll bring it with me.
Richard Swiderski
Summerfield FL
352-307-9009
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: Senior Kolb Pilots |
hey
One trick that sinlge eye pilots us e for depth perception ... move your
head from left to right repeatedly .. thus simulating two eyes but at half
the frames per second... works for two eyes too in hard to judge situations
Vnz
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Senior Kolb Pilots |
A
>I don't know how long I can justify keeping a plane I can't fly, so it may
>be up for sale in a month or two. My flying buddies, of course, are all
>saying, "No, no, wait, surely you'll recover." I hope they're right.
Take one of your flying buddies up with you as a safety and see how you
can fly now. If no one else can go I will drop in and do it.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Better Refueling Method Needed |
I'm tired of trying to balance gas cans on the wing to refuel my
plane. Any body have any experience with these rotary handle transfer
pumps used in drums. How many cranks does it take to transfer 5
gals. Been considering using compressed air, or even an inexpensive
12-volt pumps that has a decent flow rate. Haven't found any that can do
better than 5 gals in 10-15 minutes. Was thinking about making a wheeled
cart with a fold down post with a can perch on top. Would roll up to the
plane, place the tank on top and use a siphon hose. The perch would be
angle do the fuel flow to one corner of the tanks as it empties. Any body
got some better ideals?
jerb
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Better Refueling Method Needed |
Do NOT use compresses air as it increases the hazards of gasoline.
----- Original Message -----
From: "jerb" <ulflyer(at)airmail.net>
Subject: Kolb-List: Better Refueling Method Needed
>
> I'm tired of trying to balance gas cans on the wing to refuel my
> plane. Any body have any experience with these rotary handle transfer
> pumps used in drums. How many cranks does it take to transfer 5
> gals. Been considering using compressed air, or even an inexpensive
> 12-volt pumps that has a decent flow rate. Haven't found any that can do
> better than 5 gals in 10-15 minutes. Was thinking about making a wheeled
> cart with a fold down post with a can perch on top. Would roll up to the
> plane, place the tank on top and use a siphon hose. The perch would be
> angle do the fuel flow to one corner of the tanks as it empties. Any body
> got some better ideals?
> jerb
>
>
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Better fueling option: battery-operated pump |
> got some better ideals?
When I was inspecting my plane prior to purchase, the guy I bought it from
had a battery-operated pump. I asked, but he couldn't remember where he got
it. Since then I've looked and looked and have been unable to find one. But
if you can, that might be a good choice.
-Ken Fackler
Mark II / 503
Rochester MI
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Better fueling option: battery-operated pump |
At 10:36 AM 3/30/2003, you wrote:
>
> > got some better ideals?
Here's a fuel transfer system that I heard of...
The pump is a Fill-Rite 115v unit that pumps 13 gallons per minute. These
pumps are also available in 12 volts DC. The guy welded the frame out of 1"
square tube, added wheels and a couple of pie tins as a spool to hold the
ground cable and power cord. The base holds two 6.5 gallon gas cans. A
flexible hose and a section of copper pipe are used as a pickup. Fueling
the aircraft is easy with the 12' hose and nozzle that comes with the unit.
The 3/4" fuel filter fitting and filter are extra.
You can see a picture of it here: http://rtlaird.ath.cx:99/Aviation/pump.jpg
These pumps are available through Northern Tool & Equipment, search for
"Fuel Transfer Pump"
http://www.NorthernTool.com/
The 12 volt model (#109577) is on sale for $184.99
The 115volt model (#109578 is on sale for $214.99
They are also available through Harbor Freight, search under
"Fill-Rite".
http://www.harborfreight.com/
The 12 volt model (45675-1VGA) is 179.99
The 115 volt model (43459-1VGA) is $249.99 - this must be the heavy duty model.
________________________________________________________________________________
| From: | "Jon Croke" <Jon(at)joncroke.com> |
| Subject: | Re: Sun&Fun Freebies |
Richard,
Looking forward to meeting you at Sun n Fun, glad you are able to make it.
I have added your name to the list at www.kolbpilot.com -- seems we have a
pretty good group so far.. I think we still need to set a get together time
for dinner or such.. maybe play it by ear. In any event I think this will
be a good year....! Hope more people on the list here can make it.
Jon
----- Original Message -----
From: "Richard Swiderski" <swiderski@advanced-connect.net>
>
> I wasn't planning on going to S & F because I'm not yet up to much
> standing or walking. But I found me a handicap scooter & now I plan on
> being there wed thru Sat or Sun. I'll be camping in my white & green trim
> enclosed trailer in the UL trailer parking. It has a RV awning & some
extra
> chairs, so come by & visit. If I'm not there at the time, make yourself
at
> home & get some shade & rest.
> I have a Cub style bungie landing gear setup for any UltraStar owner
who
> wants to convert to a shock absorbing gear. They are free to a good home.
> Also, I have a free 15 gal transluscent gas tank that fits nicely in
the
> back of a SlingShot or FSII. It makes a great auxillary or even primary
> tank.
> I will try to bring my 3 cyl Chevy Sprint Turbo conversion if you want
> to check it out.
> I am selling my Rotax 582 SeaDoo conversion for $2500. It has
electric
> start, 2.58 B Redrive, Exhaust, Altitude Compensating Carbs, & Radiator.
It
> is pickled in oil & has 50 Hrs. Call me by Tues & I'll bring it with me.
>
> Richard Swiderski
> Summerfield FL
> 352-307-9009
________________________________________________________________________________
| Subject: | Re: Better fueling option: battery-operated pump |
Guys
I suspect that the submersible auto fuel tank pumps ,properly set up,
would work. When they come out of the tank they have an intake filter,
fuel quantity sender unit and the wiring. Not sure about the capacity
however? Lots of pressure!! Herb in Ky
writes:
>
>
> > got some better ideals?
>
> When I was inspecting my plane prior to purchase, the guy I bought
> it from
> had a battery-operated pump. I asked, but he couldn't remember where
> he got
> it. Since then I've looked and looked and have been unable to find
> one. But
> if you can, that might be a good choice.
>
> -Ken Fackler
> Mark II / 503
> Rochester MI
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Peter Volum" <peterv(at)etsmiami.com> |
Ken, I have some personal experience on this topic, as I'm legally blind
from my left eye as a result of an accident as a child that led to a
detached retina.
After a couple of operations lateral vision was recovered in my bad eye,
but what little vision was recovered straight ahead, is blurry and "not
in the right place"(i.e, I see double).
The fact that this happened to me as a child may be a factor in my
having become accustomed to it, but the truth is, it doesn't bother me
one iota. I'm not conscious of the double image. My brain has simply
learned to ignore the "ghost".
The first time I applied for my FAA medical, they sent me to a
specialist for additional testing to ensure I still had depth
perception. As I was able to prove this satisfactorily, I was approved
by the FAA doctor. Since then, every physical been pretty much routine.
My good eye gets tested and I'm asked if my condition has changed. End
of story. At least... for flying as a private pilot. On the practical
side it really doesn't make any difference either. Landing approaches,
judgments of distance and speed, seeing other traffic, etc... are in no
way hindered by the fact that I only have vision from one eye.
Fortunately for me (and for thousands of other pilots out there), the
FAA is apparently aware of this.
In my opinion, if and when you feel comfortable enough to drive a car
safely, you will be just as capable of flying your Kolb. (Squeezed in
the K word just in time!)
Peter Volum
writes:
>
>
> An interesting thread, yet one I've read with some very mixed and
> very
> interesting emotions. Here's why.
>
> On Feb 23, I turned 46, hardly a senior. However, on that day I also
> woke up
> with double vision. After some time in the hospital and many tests,
> most of
> them unpleasant, it seems I've experienced a "neurological event."
> Cranial
> nerve 6, which among other things partially controls the movement of
> my
> right eye, isn't working properly. The condition is called palsy.
> Cute.
>
> I can no longer see properly out of both eyes together and am forced
> to
> cover my right eye in order to be able to do little unimportant
> things like
> walk or fix a meal. There's no treatment other than, to quote a 60's
> tune,
> Wishin' and Hopin'. The docs say the instance of recovery is quite
> high but
> that it can take a very long time, as in months.
>
> The jury is currently out on whether I'll be able to fly again or if
> flying
> with one eye is an option. I'm told that Wiley Post could only see
> from one
> eye. My last flight instructor thought it would be possible but
> would
> require relearning some things. My plan is to hire him and rent a
> Cessna and
> do some pattern work to see how that goes. But in the meantime, the
> Kolb is
> effectively grounded. (Whew, back on topic!)
>
> I don't know how long I can justify keeping a plane I can't fly, so
> it may
> be up for sale in a month or two. My flying buddies, of course, are
> all
> saying, "No, no, wait, surely you'll recover." I hope they're
> right.
>
> -Ken "One Eye" Fackler
> Mark II / 503
> Rochester MI
________________________________________________________________________________
| Subject: | Mark III Classic for Sale |
Due to personal circumstances I am selling my pride and joy. We are in the process
of flying off the 40 hour phase 1 tests.
KOLB Mark III N629RB Details. Pictures at
Rotax 912 with ground adjustable IVO 3 bladed prop.(14.4 hours and climbing)
Lang L-693, full swivel and steerable tailwheel.
BRS - 1050 Cannister chute.
Strobe, (Kuntzleman) mounted on horizontal stabilizer.
Landing Light
Aux Fuel pump.
Grand Rapids EIS with VSI.
Kuntzleman hotbox.
ICOM 4A radio, Pro Comm helmet, Avecom headset AC 200 PNR.
ELT, Ameri-king AK 450.
Wheel Fairings.
Paint (Poly-Tone) is white with green trim and gold stripping.
Total cost of materials, freight, taxes, airworthiness . $31K +, (I have the invoices
to prove it) Time to build 2000 hours (very slow builder) Detailed builders
log cross referenced to pictures of building process.
Currently flying off 40 hour phase 1 flight testing.
Located at Flying 10 Airport (0J8), Archer, FL (SW of Gainesville, FL)
Price $29,000
Ray Baker
4824 NW 75th Road
Gainesville, FL 32653-1189
352-264-8148
rbaker-@atlantic.net
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: Better Refueling Method Needed |
Bob Noyer wrote:
snip
> My ultralight has only a 5 gal tank that I'm still able to fill through
> the lift-tilt-pour system.
>
> Bob N. FF070
And how old are you, you young wipper schnapper? Just you wait till you
ez
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: Better fueling option: battery-operated pump |
If you go to a fuel dealer, (oil company) they have both battery and
electric pumps for sale. I have a battery powered one that I put on a 15 gal
plastic barrel that is mounted on wheels. I just roll it up to the plane,
hook the clamps on the plane battery, connect the grounding cable and fill
away. It has enough force that it will mix the oil with no problem. It is
worth the price that you will have to pay. My guess is somewhere in the area
of 250.00
Larry
----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Kolb-List: Better fueling option: battery-operated pump
>
> > got some better ideals?
>
> When I was inspecting my plane prior to purchase, the guy I bought it from
> had a battery-operated pump. I asked, but he couldn't remember where he
got
> it. Since then I've looked and looked and have been unable to find one.
But
> if you can, that might be a good choice.
>
> -Ken Fackler
> Mark II / 503
> Rochester MI
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
Hi,
Thanks for the pictures. I am going to try to arrange financing, Keep me
posted if anything comes up
Larry Cottrell
Klamath Falls, Oregon
----- Original Message -----
From: "Robert Kearbey" <kearbey(at)cncnet.com>
Subject: Kolb-List: MarkIII
>
>
> To anyone interested.
> I have a Kolb MarkIII that we built about 5 years ago. It has about 130
hours on it, is in good shape, no accident history. Has a 582 with 3 blade
ivo electric prop, com radio with intercom.
> I need to sell it and get it out of my hangar. I need more room for my
helicopter. I just don't fly the kolb enough. Finished the annual and flew
it last week. I will sell it or I am going to take the engine off it and
take the aircraft apart.
> I am asking $10,000.00 firm! Unbelievable deal! Will start dissasembling
it in two weeks if no buyer!
>
> Robert Kearbey
> 2690 Olive hwy
> Oroville, Ca. 95966
>
>
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Hi!
If you get a chance to see Walking with Giants: The Grizzlies of Siberia you'll
get a chance to see a beautiful Kolb (probably a Mark III) on a centerline float
used as a transport, photo, and research platform on the Kamchatka Peninsula
in Russia. The owner/pilot is an American naturalist who built the plane himself.
Sweet!
-Ken Fackler
Mark II / 503
Rochester MI
________________________________________________________________________________
| From: | "Hugh" <hmhumes(at)attbi.com> |
Thanks for info Ken,
I was reading about their experiences a few months ago. I don't remember
where I found the link but probably from somebody on this list. :-)
Here it is for all to take a look at:
http://kilocharlieaero.homestead.com/KolbinSiberia.html
Enjoy.
Hugh
----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Kolb-List: Kolb on TV
>
> Hi!
>
> If you get a chance to see Walking with Giants: The Grizzlies of Siberia
you'll get a chance to see a beautiful Kolb (probably a Mark III) on a
centerline float used as a transport, photo, and research platform on the
Kamchatka Peninsula in Russia. The owner/pilot is an American naturalist who
built the plane himself. Sweet!
>
> -Ken Fackler
> Mark II / 503
> Rochester MI
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Better fueling option: battery-operated pump |
I'm aware of the near $200 electric pumps. Was in scouting out both Harbor
Freight and Northern last week. I got on of the aluminum hand crank pumps
for $24 from Northern but I'm not sure how much it pumps per revolution of
the handle. Anybody use one of these hand crank jobs, am I going down the
wrong path? I'm trying to be frugal, some refer to that as cheap.
I might go $100 but for $200 I can rework my present fueling method.
jerb
>
>At 10:36 AM 3/30/2003, you wrote:
> >
> > > got some better ideals?
>
>Here's a fuel transfer system that I heard of...
>
>The pump is a Fill-Rite 115v unit that pumps 13 gallons per minute. These
>pumps are also available in 12 volts DC. The guy welded the frame out of 1"
>square tube, added wheels and a couple of pie tins as a spool to hold the
>ground cable and power cord. The base holds two 6.5 gallon gas cans. A
>flexible hose and a section of copper pipe are used as a pickup. Fueling
>the aircraft is easy with the 12' hose and nozzle that comes with the unit.
>The 3/4" fuel filter fitting and filter are extra.
>
>You can see a picture of it here: http://rtlaird.ath.cx:99/Aviation/pump.jpg
>
>These pumps are available through Northern Tool & Equipment, search for
>"Fuel Transfer Pump"
>
>http://www.NorthernTool.com/
>
>The 12 volt model (#109577) is on sale for $184.99
>The 115volt model (#109578 is on sale for $214.99
>
>They are also available through Harbor Freight, search under
>
>"Fill-Rite".
>
>http://www.harborfreight.com/
>
>The 12 volt model (45675-1VGA) is 179.99
>The 115 volt model (43459-1VGA) is $249.99 - this must be the heavy duty
>model.
>
>
________________________________________________________________________________
| From: | "Peter Volum" <peterv(at)etsmiami.com> |
| Subject: | Better fueling option: battery-operated pump |
Aren't you all over-complicating this unnecessarily?
I use a simple self priming siphon tube to which I added an on-off
valve. I place the filling tank on a step-ladder, then I prime the
siphon tube to get the flow going. When the first tank is full I close
the valve, move the tube to the second tank and open the valve again.
(No need to re-prime).
Simple - cheap - compact - no cranking, and no chance of electrical
sparks.
PV
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | For Sale - Kolb FireFly |
For Sale:
Kolb FireFly - Folding Wing Rotax 447 ~153 Hrs Wht-Red 6" Whls Brks Chute
EIS Enclosure $10,000. Money Talks - Jerry 972-517-0946 Gary 972-242-1620
N-Dallas TX jerryb(at)airmail.net
Note: This aircraft will be listed for sale in the April (Sun & Fun) issue
of Ultralight Flying Magazine. If your interested contact the parties
listed above. It will likely sell and I wanted list members to have first
crack at it.
Jerry
________________________________________________________________________________
| From: | Chuck Davis - Comcast <davis207(at)comcast.net> |
| Subject: | Re: Kolb-List Digest: 30 Msgs - 03/30/03 |
When I bought my Firefly, it came with a fueling system the previous owner
had put together. He used a 12v battery and fuel pump from (he said) a
rider lawn mower. It seems to pump 0.8 gpm, so 5 gallons takes about 5
minutes (it's never completely empty)
Chuck
From: "jerb" <ulflyer(at)airmail.net>
Subject: Kolb-List: Better Refueling Method Needed
>
> I'm tired of trying to balance gas cans on the wing to refuel my
> plane. Any body have any experience with these rotary handle transfer
> pumps used in drums. How many cranks does it take to transfer 5
> gals. Been considering using compressed air, or even an inexpensive
> 12-volt pumps that has a decent flow rate. Haven't found any that can do
> better than 5 gals in 10-15 minutes. Was thinking about making a wheeled
> cart with a fold down post with a can perch on top. Would roll up to the
> plane, place the tank on top and use a siphon hose. The perch would be
> angle do the fuel flow to one corner of the tanks as it empties. Any body
> got some better ideals?
> jerb
----- Original Message -----
From: "Kolb-List Digest Server" <kolb-list-digest(at)matronics.com>
Subject: Kolb-List Digest: 30 Msgs - 03/30/03
> *
>
________________________________________________________________________________
| From: | "John J. Peters" <TopGunPI(at)att.net> |
| Subject: | Re: Better fueling option: battery-operated pump |
Larry , I've been involved with those pumps for years , transffering
FUEL to heavy
equipment . Unless they have changed the design , they are NOT recomended
for gasoline.
The motors are not explosion proof . ( fumes ) I'm sure you can also smoke
while fueling
and get away with it most of the time .
My two cents
John
FS II
Gravity refueled
----- Original Message -----
From: Larry Cottrell <lcottrel(at)kfalls.net>
Subject: Re: Kolb-List: Better fueling option: battery-operated pump
>
> If you go to a fuel dealer, (oil company) they have both battery and
> electric pumps for sale. I have a battery powered one that I put on a 15
gal
> plastic barrel that is mounted on wheels. I just roll it up to the plane,
> hook the clamps on the plane battery, connect the grounding cable and fill
> away. It has enough force that it will mix the oil with no problem. It is
> worth the price that you will have to pay. My guess is somewhere in the
area
> of 250.00
> Larry
> ----- Original Message -----
> From: "Fackler, Ken" <kfackler(at)ameritech.net>
> To:
> Subject: Kolb-List: Better fueling option: battery-operated pump
>
>
> >
> > > got some better ideals?
> >
> > When I was inspecting my plane prior to purchase, the guy I bought it
from
> > had a battery-operated pump. I asked, but he couldn't remember where he
> got
> > it. Since then I've looked and looked and have been unable to find one.
> But
> > if you can, that might be a good choice.
> >
> > -Ken Fackler
> > Mark II / 503
> > Rochester MI
> >
> >
>
>
________________________________________________________________________________
| From: | "Peter Volum" <peterv(at)etsmiami.com> |
| Subject: | Re: Kolb-List Digest: 30 Msgs - 03/30/03 |
With my gravity powered siphon tube & step-ladder it takes about 5
minutes to fill BOTH of my 5 gallon tanks.
PV
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Chuck Davis -
Comcast
Subject: Kolb-List: Re: Kolb-List Digest: 30 Msgs - 03/30/03
When I bought my Firefly, it came with a fueling system the previous
owner
had put together. He used a 12v battery and fuel pump from (he said) a
rider lawn mower. It seems to pump 0.8 gpm, so 5 gallons takes about 5
minutes (it's never completely empty)
Chuck
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
Having run the fueling ops for a heavy Mech battalion we always ground our
fuel vehicles with a wire going to a grounding copper rod,(to dissipate any
charge the vehicle or receiver might have) We even do this for diesel, yea
never know, run your wire to a good ground on your dolly (what ever)frame
make sure your motor is connected to the ground and touch the ground before
starting the pumps to transfer your charge to the ground ( remember in the
winter you can built up a hell of a charge). Also remember the prop itself
can built up a charge, you should see the size of the ground rod we used
when helo's brought fuel pods in and at night with NVG's on you can see the
static charge snapping out on the rotor tips.
Ken
________________________________________________________________________________
| From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
| Subject: | Re: Compressed air |
>
> Do NOT use compresses air as it increases the hazards of gasoline.
>
>> Subject: Kolb-List: Better Refueling Method Needed
>
Hey Cy, Jerb, others.
Sorry to disagree, but there is nothing wrong with using compressed air for
refueling our Kolbs. A lot safer than making electrical connections, unless
they are made far from the plane.
The important part is to leave your container on the ground and ground your
funnel.
You only need 10 psi of air and do not make the air connection tight to the
container, provide some leakage so you don't blow up the container.
I use a air needle you use to blow up footballs and a hole in the cap to
stick it in.
I use a 3/8 hose to the Smart Tech Fuel filter Funnel, just go slow.
Have been doing this for 100 hours..... no problem.
The easiest, cheapest way to refuel.
Hans van Alphen
Mark III Xtra
BMW powered
100 hours.
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
I just left you a message on yur cell phone.
I am up until 11pm tonight 703 318 7896
at work tomorrow 703 854 5059 10-7pm
I need to know who to make a cashiers check out to and want to talk again.
plan to take the motor, if I can get someone to drive it back for me. I have
several prospects. SO give me a call tonight or tomorrow. I leave at 5a on
Weenesday for sun in fun.
Tim
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
I just left you a message on yur cell phone.
I am up until 11pm tonight 703 318 7896
at work tomorrow 703 854 5059 10-7pm
I need to know who to make a cashiers check out to and want to talk again.
plan to take the motor, if I can get someone to drive it back for me. I have
several prospects. SO give me a call tonight or tomorrow. I leave at 5a on
Weenesday for sun in fun.
Tim
________________________________________________________________________________
| Subject: | Out of Office AutoReply: Kolb-List Digest: 12 Msgs - 03/31/03 |
| From: | "Souza, Mark W" <mark.w.souza(at)boeing.com> |
I am away on a Preliminary Design Review, and will return 4/3/03. Any issues that
can't wait that long should be addressed to my back-up Terry Wagstaff 342-5125.
________________________________________________________________________________
| Subject: | fuel injection by Airflow Performance |
| From: | Erich_Weaver(at)URSCorp.com |
04/01/2003 12:06:16 PM
Picked up a copy of Kitplanes magazine a few days ago and saw an
advertisement for fuel injectors by Airflow Performance Inc. Their website
says they have a kit for the Rotax 532, 582, and 912. Anybody know
anything about these guys and their product?
Being the engine idiot that I am, I was a little confused by their claims
of "all mechanical - no electrical" and "no carb heat required". I thought
that fuel injection by definition meant no carburetor and that fuel flow
was controlled electrically by various sensors and a computer chip. No?
Still dreaming of dumping the carburetors..
Erich Weaver
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
| Subject: | fuel injection by Airflow Performance |
Being the engine idiot that I am, I was a little confused by their claims
of "all mechanical - no electrical" and "no carb heat required". I thought
that fuel injection by definition meant no carburetor and that fuel flow
was controlled electrically by various sensors and a computer chip. No?
Airflow is just what its name says. They use a diaphragm to measure the
actual airflow into the engine and generate the deflections on the needle
valve to control fuel flow. There is no carb but there is a throttle body.
There is no need for carb heat because there is no venturi in the throttle
body to lower temps and generate ice. the whole trick to them is to set up
the diaphragm differential pressures right so the needle valve gets moved
the right amount at all engine conditions. probabably harder then seting up
a carb, but it is all done at the factory.
Topher
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Matronics ISP Upgrade TODAY... |
Dear Listers,
The time has finally arrived for the Internet Service Provider (ISP)
upgrade! You'll recall that I was looking into upgrading the existing SDSL
connection from 768k to 1.1M. As it turned out, the copper line wouldn't
support any speeds greater than the current 768k. In light of that news, I
just bit-the-bullet and ordered a full, commercial-grade T1
connection. The T1 connection will provide a full-duplex, high priority,
1.5Mb Internet connection which should be a substantial performance
enhancement for all of the List services!
Pacbell delivered the T1 Loop last week and it tested out fine. This past
weekend I pulled the tail circuit from the demark to the office. This
afternoon, Tuesday 4/1/03, the ISP is suppose come and install the new
router and bring up routing on a test subnet. Assuming that everything
checks out okay with the T1, new router, and routing, I will have them
swing the main Matronics subnet off the SDSL and onto the T1. In theory,
the swing could be nearly transparent to users, but that's usually not the
case... ;-)
Please expect a bit of instability in connectivity this afternoon as we
work though the transition issues. I will post a follow up message when
everything is up and running on the new T1 line.
Finally, please know that it is solely your Contributions that make these
kinds of List upgrades happen! There is no advertising budget (aka,
flashing banner ads and annoying pop up browser windows) to pay these
bills; operational support is solely from List members like you during the
yearly List Fund Raiser. If you would like to make your Contribution to
support the Lists and upgrades like this T1 connectivity enhancement,
please see the List Contribution Web Site where you can make your
Contribution with a Credit Card, PayPal, or Personal Check. You can even
get a free List Archive CDROM with a qualifying List Contribution! The URL
is: http://www.matronics.com/contribution
Thanks again to EVERYONE that made a generous Contribution last year and
enabled this awesome upgrade to T1 service!
Matt Dralle
Matronics Email List Admin.
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Asusalite wheels? |
Don,
I up dated a web page to better describe how my FireFly brakes work. One can view
it at:
http://www.thirdshift.com/jack/firefly/firefly46.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Bryan Olson" <olson1bj(at)hotmail.com> |
>
>
________________________________________________________________________________
| Subject: | Re: fuel injection by Airflow Performance |
| From: | CaptainRon <captainron(at)theriver.com> |
on 4/1/03 10:05, Erich_Weaver(at)URSCorp.com at Erich_Weaver(at)URSCorp.com wrote:
> No?
==============
No! :-)
All mechanical means, off an engine driven fuel pump. I guess that the
reason they say no carb heat is to tout the adventage of an an FI system.
All the Lycoming and Continental aircraft engines are 100% mechanical FI.
I don't know who these people are, so I can't vouch for their veracity. Do
they have a web site?
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: fuel injection by Airflow Performance |
Look under the hood of a GA aircraft with a Lycoming fuel injected engine,
it works without a electrical system or battery. When you start adding
CDI, timing control, mixture and detonation sensors then electrics come
into play.
jerb
>
>
>Picked up a copy of Kitplanes magazine a few days ago and saw an
>advertisement for fuel injectors by Airflow Performance Inc. Their website
>says they have a kit for the Rotax 532, 582, and 912. Anybody know
>anything about these guys and their product?
>
>Being the engine idiot that I am, I was a little confused by their claims
>of "all mechanical - no electrical" and "no carb heat required". I thought
>that fuel injection by definition meant no carburetor and that fuel flow
>was controlled electrically by various sensors and a computer chip. No?
>
>Still dreaming of dumping the carburetors..
>
>Erich Weaver
>
>
________________________________________________________________________________
| From: | "Gary robert voigt" <johndeereantique(at)qwest.net> |
| Subject: | HVLP PAINTING SYSTEM!!! |
Hello guys, i don't want to get this into a full discussion so keep
it short & sweet... i would like to know how many of you have used the
"axis" SP 2003 painting system by axis and sold by aircraft technical
support. tell me what you like about the system and dislikes if any.
thanks,
Gary r. voigt
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
| Subject: | Re: HVLP PAINTING SYSTEM!!! |
Gary, I am an amateur but nevertheless thought the equipment was good
quality. If Jim and Dondi sell it, it's quality. My only beef was the
length of the hoses, they weren't long enough to get the machine outside in
truly fresh air. They may have now added a large diameter fresh air supply
hose. I think its an option.
My first paint job generates lots of nice comments.
Ian Heritch
San Antonio, TX
Slingshot
----- Original Message -----
From: "Gary robert voigt" <johndeereantique(at)qwest.net>
Subject: Kolb-List: HVLP PAINTING SYSTEM!!!
>
> Hello guys, i don't want to get this into a full discussion so keep
> it short & sweet... i would like to know how many of you have used the
> "axis" SP 2003 painting system by axis and sold by aircraft technical
> support. tell me what you like about the system and dislikes if any.
>
> thanks,
> Gary r. voigt
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: UL: Terrorist Hits Chicago |
I thought it was a April Fools joke. Well it looks like the report on
Chicago Meigs field is true. Below is the AOPA link with a report. Also
Aero-News.
http://www.aopa.org/whatsnew/newsitems/2003/03-1-157x.html
http://www.aero-news.net/news/sport.cfm?ContentBlockID=8844
This is just the beginning of abuse I expected would occur with Home Land
Security. Who is watching the guards dogs. If we stand silent we condone
this type of action. Speak up now or expect to loose more freedom and
liberty. Contact the FAA, and your national representatives an express
your protest over the abuse and hold them accountable. Looks like were
going to have our own battles here at home to fight.
jerb
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: UL: Terrorist Hits Chicago |
From the Rec.Aviation.Pilots list.
Here is web site where you can look up information on contacting your
representatives.
http://www.meigsaction.net/html/reps.htm
An here you can write the Mayor:
http://www.ci.chi.il.us/Mayor/mayorfeedback.html
Articles in the Chicago Newspapers:
http://www.suntimes.com/output/commentary/cst-edt-edits01.html
http://www.chicagotribune.com/news/local/chi-030401meigs,0,6654607.story?col
l=chi-news-hed
A interesting rumor:
Not long ago Mayor Daley moved into a new luxury home in Dearborn Station, a
gentrified residential area just adjacent to Meigs.
________________________________________________________________________________
Kolb List
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: UL: Terrorist Hits Chicago |
I thought it was a April Fools joke. Well it looks like the report on
Chicago Meigs field is true. Below is the AOPA link with a report. Also
Aero-News.
http://www.aopa.org/whatsnew/newsitems/2003/03-1-157x.html
http://www.aero-news.net/news/sport.cfm?ContentBlockID=8844
This is just the beginning of abuse I expected would occur with Home Land
Security. Who is watching the guards dogs. If we stand silent we condone
this type of action. Speak up now or expect to loose more freedom and
liberty. Contact the FAA, and your national representatives an express
your protest over the abuse and hold them accountable. Looks like were
going to have our own battles here at home to fight.
jerb
________________________________________________________________________________
Kolb List
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: UL: Terrorist Hits Chicago |
From the Rec.Aviation.Pilots list.
Here is web site where you can look up information on contacting your
representatives.
http://www.meigsaction.net/html/reps.htm
An here you can write the Mayor:
http://www.ci.chi.il.us/Mayor/mayorfeedback.html
Articles in the Chicago Newspapers:
http://www.suntimes.com/output/commentary/cst-edt-edits01.html
http://www.chicagotribune.com/news/local/chi-030401meigs,0,6654607.story?col
l=chi-news-hed
A interesting rumor:
Not long ago Mayor Daley moved into a new luxury home in Dearborn Station, a
gentrified residential area just adjacent to Meigs.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: UL: Terrorist Hits Chicago |
Daley has been after Meigs for years. Hopefully he's now cooked his own
goose, and maybe this will end his political career. I consider this to be
a criminal act, and he should be prosecuted. I'm surprised at the
negativity on the one report...................surely the field can be
re-paved and re-opened. You're right...............looks like we'll have
our own battles to fight, here at home. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "jerb" <ulflyer(at)airmail.net>
Subject: Kolb-List: Re: UL: Terrorist Hits Chicago
>
> I thought it was a April Fools joke. Well it looks like the report on
> Chicago Meigs field is true. Below is the AOPA link with a report. Also
> Aero-News.
> http://www.aopa.org/whatsnew/newsitems/2003/03-1-157x.html
> http://www.aero-news.net/news/sport.cfm?ContentBlockID=8844
>
> This is just the beginning of abuse I expected would occur with Home Land
> Security. Who is watching the guards dogs. If we stand silent we condone
> this type of action. Speak up now or expect to loose more freedom and
> liberty. Contact the FAA, and your national representatives an express
> your protest over the abuse and hold them accountable. Looks like were
> going to have our own battles here at home to fight.
> jerb
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Chicago Meigs Field Closed by Covert Operation |
I thought it was a April Fools joke. Well it looks like the report on
Chicago Meigs field is true. Below is the AOPA link with a report. Also
Aero-News.
http://www.aopa.org/whatsnew/newsitems/2003/03-1-157x.html
http://www.aero-news.net/news/sport.cfm?ContentBlockID=8844
This is just the beginning of abuse I expected would occur with Home Land
Security. Who is watching the guards dogs. If we stand silent we condone
this type of action. Speak up now or expect to loose more freedom and
liberty. Contact the FAA, and your national representatives an express
your protest over the abuse and hold those responsible accountable.
Looks like were going to have our own battles here at home to fight.
jerb
________________________________________________________________________________
| Subject: | Re: UL: Terrorist Hits Chicago |
| From: | CaptainRon <captainron(at)theriver.com> |
I have always wanted to fly into Meigs field, and to have that scoundral
Daley userp his official powers to deny all of us that chance, is that much
more negative of a reflection on the Left. I wonder if any Kolbs ever flew
into, out of of Meigs?
He did what he did in the best Clinton tradition, malevolent, contemptous,
and malicious. I guess he figured that while the country is distracted in a
war in a far away place, he can freely prosecute his own act of terrorism
against american aviation. I wonder if that incompetant organization called
the FAA will do anything about that. I expect no more than the usual hand
wringing, and empty words from those constricting bafoons.
========================
>
> Daley has been after Meigs for years. Hopefully he's now cooked his own
> goose, and maybe this will end his political career. I consider this to be
> a criminal act, and he should be prosecuted. I'm surprised at the
> negativity on the one report...................surely the field can be
> re-paved and re-opened. You're right...............looks like we'll have
> our own battles to fight, here at home. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "jerb" <ulflyer(at)airmail.net>
> To:
> Subject: Kolb-List: Re: UL: Terrorist Hits Chicago
>
>
>>
>> I thought it was a April Fools joke. Well it looks like the report on
>> Chicago Meigs field is true. Below is the AOPA link with a report. Also
>> Aero-News.
>> http://www.aopa.org/whatsnew/newsitems/2003/03-1-157x.html
>> http://www.aero-news.net/news/sport.cfm?ContentBlockID=8844
>>
>> This is just the beginning of abuse I expected would occur with Home Land
>> Security. Who is watching the guards dogs. If we stand silent we condone
>> this type of action. Speak up now or expect to loose more freedom and
>> liberty. Contact the FAA, and your national representatives an express
>> your protest over the abuse and hold them accountable. Looks like were
>> going to have our own battles here at home to fight.
>> jerb
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
| Subject: | Re: Sun&Fun Freebies |
Hope to see you at Sun N Fun. I'd like to have a look at that fuel tank--it
may inspire me. I'll be there Fri-SAT-SUN.
>From: "Richard Swiderski" <swiderski@advanced-connect.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Sun&Fun Freebies
>Date: Sat, 29 Mar 2003 14:57:39 -0500
>
><swiderski@advanced-connect.net>
>
>Kolbers,
>
> I wasn't planning on going to S & F because I'm not yet up to much
>standing or walking. But I found me a handicap scooter & now I plan on
>being there wed thru Sat or Sun. I'll be camping in my white & green trim
>enclosed trailer in the UL trailer parking. It has a RV awning & some
>extra
>chairs, so come by & visit. If I'm not there at the time, make yourself
>at
>home & get some shade & rest.
> I have a Cub style bungie landing gear setup for any UltraStar owner
>who
>wants to convert to a shock absorbing gear. They are free to a good home.
> Also, I have a free 15 gal transluscent gas tank that fits nicely in
>the
>back of a SlingShot or FSII. It makes a great auxillary or even primary
>tank.
> I will try to bring my 3 cyl Chevy Sprint Turbo conversion if you want
>to check it out.
> I am selling my Rotax 582 SeaDoo conversion for $2500. It has
>electric
>start, 2.58 B Redrive, Exhaust, Altitude Compensating Carbs, & Radiator.
>It
>is pickled in oil & has 50 Hrs. Call me by Tues & I'll bring it with me.
>
>Richard Swiderski
>Summerfield FL
>352-307-9009
>
>
________________________________________________________________________________
| From: | "Gary robert voigt" <johndeereantique(at)qwest.net> |
| Subject: | Re: HVLP PAINTING SYSTEM!!! |
thanks. so much for the info.
Gary r. voigt
Ian Heritch wrote:
>
> Gary, I am an amateur but nevertheless thought the equipment was good
> quality. If Jim and Dondi sell it, it's quality. My only beef was the
> length of the hoses, they weren't long enough to get the machine outside in
> truly fresh air. They may have now added a large diameter fresh air supply
> hose. I think its an option.
>
> My first paint job generates lots of nice comments.
>
> Ian Heritch
> San Antonio, TX
> Slingshot
>
> ----- Original Message -----
> From: "Gary robert voigt" <johndeereantique(at)qwest.net>
> To:
> Subject: Kolb-List: HVLP PAINTING SYSTEM!!!
>
>
> >
> > Hello guys, i don't want to get this into a full discussion so keep
> > it short & sweet... i would like to know how many of you have used the
> > "axis" SP 2003 painting system by axis and sold by aircraft technical
> > support. tell me what you like about the system and dislikes if any.
> >
> > thanks,
> > Gary r. voigt
> >
> >
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: fuel burn 582 |
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Re: Kolb-List: fuel burn 582
>
> Don't know about a 582 yet, but the 532 was a function of RPM.
> At 5,000-5,200 RPM it would burn around 3.5 GPH up to
> around 5 GPH at 5,700 RPM.
> You will need to decide how fast is most efficient.
Thanks to all who replied, It is enough for a me to plan my trip.
Larry
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Better fueling option: battery-operated pump |
Find your pump at a Farm & Fleet store
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Poly Spray - Cage |
Hey Guys,
Cage & Wings left to Poly Spray , and then I'll FINALLY be ready for
color coats....While I was spraying my cage I was wondering about the INSIDE.....I
don't really want to spray my primer epoxy "silver", but it looks like it
would need the UV protection inside too.....
What did some of you guys do....
To spray or not to spray ?
Gotta Fly...
Mike in MN - FSII
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Better fueling option: battery-operated pump |
I can find all kinds of expensive gas pumps ($200 up), I'm looking for
something inexpensive. Some use the term cheap less than $100. What do
you have in mind?
jerb
>
>Find your pump at a Farm & Fleet store
>
>
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: fuel burn 582 |
anyone out there know where i can obtain owners manual/info/construction
info/
construction picts on a 1986 kolb twinstar i recently aquired? my first kolb&
wow, i like it. it has 50 hrs tt since built. i got 8 hrs in it so far& it
looks like a love affair!
moved up from an eagle (for sale) steve jones,,,fixerjones(at)aol.com
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Sun n Fun, HVLP paint sys |
Kolb Gang,
I have made the decision not to fly down to S&F due to a bad weather forecast
for the return trip. I sat in Leichfield, KY for 3 days on my return trip
from Oshkosh 2001 and it took 4 days to get home from S&F last year so I look
very closely at the forecast for the return trip now.
I am eager to here a report from the Kolb camp at S&F, the new firefly is
beautiful but I haven't seen it in the air.
Whoever was asking about the axis HVLP system, I give it a thumbs up.
Steven Green
N58SG
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Sun n Fun, HVLP paint sys |
Now you did it, you let the Kolb out of the bag!
jerb
>
>
>Kolb Gang,
>
>I have made the decision not to fly down to S&F due to a bad weather forecast
>for the return trip. I sat in Leichfield, KY for 3 days on my return trip
>from Oshkosh 2001 and it took 4 days to get home from S&F last year so I look
>very closely at the forecast for the return trip now.
>
>I am eager to here a report from the Kolb camp at S&F, the new firefly is
>beautiful but I haven't seen it in the air.
>
>Whoever was asking about the axis HVLP system, I give it a thumbs up.
>
>Steven Green
>N58SG
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Matronics ISP Upgrade COMPLETED! |
Dear Listers,
I just wanted to send out a quick note to let everyone know that the 1.5Mb
T1 connection upgrade went smoothly today. They brought up the new line
and router yesterday on a test subnet and today the ISP switched over
connectivity about 12 noon with little to no incident. I just finished
some performance testing, and it appears that actual throughput and
interactive response is noticeably improved as advertised!
Enjoy!
Matt Dralle
Matronics Email List Admin.
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Wood, John T." <woodjt(at)spawar.navy.mil> |
| Subject: | Trailer for Firestar for sale |
Since my wife does not want me to rebuild my damaged plane, I have an
enclosed trailer that I built for my Firestar for sale. I am asking $2000.
The trailer is 8'w x 24'l x 8'h. It may accomodate other Kolb models? If you
are interested please email me offline. I live near San Diego. do not
archive
John
________________________________________________________________________________
| From: | NealMcCann(at)aol.com |
| Subject: | Re: UL: Terrorist Hits Chicago |
Your right-Daley's terrorist act against our freedoms as aviators is a blow
against the men & women who serve to protect those freedoms. Why doesn't he
shut down Midway or O'Hare. It's well proven that a jet loaded with fuel has
a greater effect on taking down buildings. Why not shut the roads down that
go in and out of the city as well, just to prevent a potential bomb loaded
truck or vehicles from entering because they can and have destroyed buildings
more effectively that a small GA type aircraft. You or I would have been
arrested if we did such a Nazi act. Our rights are being stripped away
senselessly and disguissed under homeland security acts. Everything will be
fine though when a gambling casino next to a park goes up in it's place, and
Daley and his cronnies sit back and rake it in. Sorry for the political
gripe, but I flew my Firestar into Miegs with about 20 other UL's on a
planned "Miegs open house-save Miegs field" day and realized the benefits to
1000's of aviators and members of the general population by displays from
"young eagles" "tuskeege airmen" "CFD search & rescue" just to name a few.
Our next planned outing is now on hold because of this jerk. We need to take
back our freedoms or they'll be gone forever.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: UL: Terrorist Hits Chicago |
>
>Not being from, or having to work in Chicago (sorry, Miz Broomie), I
>suggest shutting down Chicago.
From www.boortz.com
...AOPA HAS 'ONLY JUST BEGUN TO FIGHT' MEIGS CLOSURE
Taking a line from Revolutionary War hero John Paul Jones, Boyer said, "We
have not yet begun to fight. Pilots around the world are incensed by
Daley's wanton destruction of Meigs. We're going to use every guerilla
tactic in the book to restore that airport. And if in the end that fails,
at the very least we'll make Daley feel the pain."
The plan includes the immediate filing of formal complaints with the FAA
and the Illinois Department of Transportation, as well as an injunction to
prevent further destruction of the airport. In addition, AOPA's 400,000
members--many of whom own or manage businesses or are influential in major
organizations--are asked to boycott Chicago and to urge their trade,
professional, and business associations to not hold meetings and
conventions in the city. If traveling by airline, members should avoid
flights landing in Chicago, depriving the city of passenger facility
charges and other revenue. Short-term, AOPA will lobby Congress for federal
legislation to reopen Meigs; meet with Department of Transportation and FAA
counsel to seek remedies through those entities; and place full-page ads in
the "Chicago Tribune" and "Chicago Sun-Times" containing an open letter to
the mayor and city residents explaining pilots' outrage. More than 600 AOPA
Legal Service Plan attorneys will help develop additional legal arguments,
and AOPA will offer legal assistance to the 16 pilots stranded by the
closure. Long-term, AOPA will ask the Department of Homeland Security to
prohibit restrictions or closures of public airports on the basis of a
security claim without its concurrence and a specific threat. Also, AOPA
will seek emergency legislation to allow the state of Illinois to purchase
Meigs, and oppose the use of federal or state funds for the $27 million
park slated to replace the airport. For updates on this rapidly developing
situation, monitor the Web site ( http://www.aopa.org ).
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Vamoose is covered and painted, (and looks sooooooooo good ! ! ! ) so today I started
on rigging the ailerons and flaps, and came up with a question. When installing
the aileron & flap actuating horns (??), I noticed that they are in
line, and at full deflection, the aileron horn contacts the flap pushrod. Is
this normal ?? It WAS at pretty high aileron deflection. Getting excited,
folks................almost done. Go Gittin' Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
My aileron horns hit the flap pushrod when the flaps were at 40 degrees, but
only because they were moving too far. I was going to put in stops so the
ailerons wouldn't move that far, but it's not an issue when I'm in the
plane - my knees serve as stops. I'll get around to it. I did put the
clevis pin in from the inside out so the safety pin wouldn't scrape the
pushrod.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Kolb-List: Rigging
>
> Vamoose is covered and painted, (and looks sooooooooo good ! ! ! ) so
today I started on rigging the ailerons and flaps, and came up with a
question. When installing the aileron & flap actuating horns (??), I
noticed that they are in line, and at full deflection, the aileron horn
contacts the flap pushrod. Is this normal ?? It WAS at pretty high aileron
deflection. Getting excited, folks................almost done.
Go Gittin' Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
> www.gogittum.com
>
>
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Reservation/Registration |
>
> I guess I will write a check
>for a motor this coming week, and start thinking about covering and final
>paint.
What engine did you decide to go with?
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Looks like an airplane |
Hey Captian Ron,
It's nice to see the plane together...
Now , when you take it all apart, you need a system of marking all the hinges
( LW1 & LA1 ) and so on....and draw the plane on a piece of paper and make notes
to double check their positions.... because it's probly going to be apart
awhile, There was ALOT more to that "fabric stage" than I thought.... but if you
have alot of room it might go alittle faster...
Well, I hope it goes fast for you because your engine warranty will be ticking
away...
Gotta Fly...
Mike
SNIP>>>>>>>>
Subject: Re: Kolb-List: Reservation/Registration
From: CaptainRon <captainron(at)theriver.com>
Well i made good progress today as well. Both wings for the first time were
mated to the cage. the Struts were drilled and mated, I will have two sets
of struts one with diehdral and one pair without. Just curious to see if
there is any difference. It was a great feeling to see it with the wings
opened and looking like a flying machine. Tomorrow I will install the
control horns for the flaprons, and fabricate the cables for the rudder and
elevators. I can actually see the end in sight. I guess I will write a check
for a motor this coming week, and start thinking about covering and final
paint.
A while ago someone mentioned that there is a site where I can try and get a
unique registration number. Does anyone still know the URL for that. Sure
would like to try and get a number reserved.
I don't know if I'll be done in time for that fly up in Nevada or wherever
it is, but it will be close.
________________________________________________________________________________
| Subject: | Sun'n Fun...Americana FireFly..and Muzzleloaders! |
Whew!...I just got home from Sun,N, Fun and lemme tell you all, that Americana
FireFly was the prettiest bird in the entire theatre men....none even a close
second! And Hauck sure made it look good in the air too! It surely will be
judged grand champion! About all I can say is it seemed a shame not to see
an American made engine on it because with that paint job..it sure got my patriotic
blood pumping! (I wonder how Pauls EVO harley would do on that little bird!)
And speaking of American Made engines...I Found that 2SI seminar and listened in....WOW.....them
guys are making some real progress. I saw a 690 Fuel injected,
computer controlled (ECU)....Just like whats in a new car...every engine parameter
monitered for best power..effieciency...Durability...If I understood correctly
they have a Auto oriented supplier cooking up a complete engine control
system that bolts on to their block that will easily make them as durable and
effiecient as a new car engine. Just as in our cars, it will be altitude compensating,
Load sensitive, Mixture controlled,... all of this in simple computer
controlled fuel injection/Ignition controlled gizmo that this automotive industry
company has already been making for general motors and others. Apparantly
the only changes are in software to provide a fuel mapping profile and whatever
other stuff the brainbox needs to know for a 2 stroke application in an
aircraft. It made alot of sense to me anyhow, as I have seen these new ECU's on
engines in every other industry and I know how well they work. An OEM just tells
the vendor what performance parameters he needs, and they create the perfect
computer map for the fuel and ignition and stick it in the brainbox! Just
think how nice it willbe to get away from Bing carbs...fooling with jetting....
we NEED this men...our little engines are way behind the curve right now.
They also have a couple of Spark ignited, multifuel engines that they are selling
to the military that they are going to bring to the aircraft market...One is
a 4 cylinder opposed, liquid cooled job that is 150 hp on gas...but will burn
whatever you decide to fill er up with...from Jet-A to auto-Gas...to fuel oil!
The brainbox takes care of all the changes so on a cross country flight, the
Pilot does not need to do a thing to change fuels.....except find the filler
cap!........oh yea...weighed 125 lbs!
...AND...on an interesting related note....Bombardier is selling off the recreational
products division due to big losses....and that includes SkiDoo....and
Rotax!.....Rut Roh Scoob....likely means higher prices for rotax's ..if the new
owners even decide to even keep on building the stuff we need !
http://sg.biz.yahoo.com/030403/15/39rmd.html
I found this rumor to be true when I got home after I did a quick web search....Lots
of info out there on how this New CEO of Bombardier is cutting expenses
in an effort to boost up stock prices.
Who was just saying they gonna write a check for an engine next week?.....hmmm.....Good
luck with your choice.....I hate it....but with the current world feelings
towards Canada, and several European countries, I can see how their stock
prices are gonna go down, and they will be forced into cutting in areas that
effect our needs. These Talking heads on TV create most of the trouble I think..just
cause they like to stir things up...but there can be no doubt that they
are effective..about all ya see besides the war on TV is the movement by American
investors to divest themselves of these controversial countries assets and
foriegn stocks.
The Party on Thursday nite at the CGS booth was typical Chuckie....Paul Poberezny
stopped in to say a few words of Polish wisdom to get it started, and them
2 Polacks really had us laughing and choking on our bratwurst's!
Chuck Slusarcyzak has never really forgiven me for selling WeedHoppers back in
the early 80's and tried awful hard to Kill me (again) with his Muzzleloaders...I
barely escaped alive.....and as I retreated....poor ole Rahill was under some
intense fire from a well armed blonde........Im not sure he made it out!
I had to leave Friday due to business obligations....No big deal tho..cause after
watchin Hauck Flying that Americana FlreFly a couple a days....I couldnt wait
to get home and Finish Glueing down fabric!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "CaptainRon" <captainron(at)theriver.com> |
| Subject: | Re: Reservation/Registration |
Its not final final! but I think it will end up being the Hirth, I will make
up my mind as I am writing the check.
This has been probably the most researched decision in this whole project.
there are several engines that can do the job. It comes down to bang for the
buck. I pretty much decided that they are all equally reliable when properly
maintained and treated. The only thing that remained a constant was the
requirement for 100hp. I will post a message as soon as I enter a name in
the "To" section of the check.
=========================
----- Original Message -----
From: "woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: Reservation/Registration
>
>
> >
> > I guess I will write a check
> >for a motor this coming week, and start thinking about covering and final
> >paint.
>
>
> What engine did you decide to go with?
>
>
________________________________________________________________________________
| From: | "CaptainRon" <captainron(at)theriver.com> |
| Subject: | Re: Looks like an airplane |
I don't know yet if I made the right choice or not but my hinges are already
on permanent. I will work the fabric around them. I used a version of the X
hinges.
Knowing now what I do, I would have done a few things different. Well a
lesson learnt for the next time.
================================
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Kolb-List: Looks like an airplane
>
> Hey Captian Ron,
> It's nice to see the plane together...
> Now , when you take it all apart, you need a system of marking all the
hinges ( LW1 & LA1 ) and so on....and draw the plane on a piece of paper and
make notes to double check their positions.... because it's probly going to
be apart awhile, There was ALOT more to that "fabric stage" than I
thought.... but if you have alot of room it might go alittle faster...
> Well, I hope it goes fast for you because your engine warranty will
be ticking away...
>
>
> Gotta Fly...
> Mike
>
>
> SNIP>>>>>>>>
> Subject: Re: Kolb-List: Reservation/Registration
> From: CaptainRon <captainron(at)theriver.com>
>
>
> Well i made good progress today as well. Both wings for the first time
were
> mated to the cage. the Struts were drilled and mated, I will have two sets
> of struts one with diehdral and one pair without. Just curious to see if
> there is any difference. It was a great feeling to see it with the wings
> opened and looking like a flying machine. Tomorrow I will install the
> control horns for the flaprons, and fabricate the cables for the rudder
and
> elevators. I can actually see the end in sight. I guess I will write a
check
> for a motor this coming week, and start thinking about covering and final
> paint.
> A while ago someone mentioned that there is a site where I can try and get
a
> unique registration number. Does anyone still know the URL for that. Sure
> would like to try and get a number reserved.
> I don't know if I'll be done in time for that fly up in Nevada or wherever
> it is, but it will be close.
>
>
________________________________________________________________________________
| From: | "CaptainRon" <captainron(at)theriver.com> |
| Subject: | Re: Sun'n Fun...Americana FireFly..and Muzzleloaders! |
Where is that photograph of the new FF. As usual the Hillbilies in Kentucky
are a bit late in updating that new fungled barely understood electronics
computer internet page thingy.
==========================
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: Sun'n Fun...Americana FireFly..and Muzzleloaders!
>
> Whew!...I just got home from Sun,N, Fun and lemme tell you all, that
Americana FireFly was the prettiest bird in the entire theatre men....none
even a close second! And Hauck sure made it look good in the air too! It
surely will be judged grand champion! About all I can say is it seemed a
shame not to see an American made engine on it because with that paint
job..it sure got my patriotic blood pumping! (I wonder how Pauls EVO harley
would do on that little bird!)
>
> And speaking of American Made engines...I Found that 2SI seminar and
listened in....WOW.....them guys are making some real progress. I saw a 690
Fuel injected, computer controlled (ECU)....Just like whats in a new
car...every engine parameter monitered for best
power..effieciency...Durability...If I understood correctly they have a Auto
oriented supplier cooking up a complete engine control system that bolts on
to their block that will easily make them as durable and effiecient as a new
car engine. Just as in our cars, it will be altitude compensating, Load
sensitive, Mixture controlled,... all of this in simple computer controlled
fuel injection/Ignition controlled gizmo that this automotive industry
company has already been making for general motors and others. Apparantly
the only changes are in software to provide a fuel mapping profile and
whatever other stuff the brainbox needs to know for a 2 stroke application
in an aircraft. It made alot of sense to me anyhow, as I h!
> ave seen these new ECU's on engines in every other industry and I know how
well they work. An OEM just tells the vendor what performance parameters he
needs, and they create the perfect computer map for the fuel and ignition
and stick it in the brainbox! Just think how nice it willbe to get away from
Bing carbs...fooling with jetting.... we NEED this men...our little engines
are way behind the curve right now.
> They also have a couple of Spark ignited, multifuel engines that they are
selling to the military that they are going to bring to the aircraft
market...One is a 4 cylinder opposed, liquid cooled job that is 150 hp on
gas...but will burn whatever you decide to fill er up with...from Jet-A to
auto-Gas...to fuel oil! The brainbox takes care of all the changes so on a
cross country flight, the Pilot does not need to do a thing to change
fuels.....except find the filler cap!........oh yea...weighed 125 lbs!
> ...AND...on an interesting related note....Bombardier is selling off the
recreational products division due to big losses....and that includes
SkiDoo....and Rotax!.....Rut Roh Scoob....likely means higher prices for
rotax's ..if the new owners even decide to even keep on building the stuff
we need !
> http://sg.biz.yahoo.com/030403/15/39rmd.html
> I found this rumor to be true when I got home after I did a quick web
search....Lots of info out there on how this New CEO of Bombardier is
cutting expenses in an effort to boost up stock prices.
>
> Who was just saying they gonna write a check for an engine next
week?.....hmmm.....Good luck with your choice.....I hate it....but with the
current world feelings towards Canada, and several European countries, I can
see how their stock prices are gonna go down, and they will be forced into
cutting in areas that effect our needs. These Talking heads on TV create
most of the trouble I think..just cause they like to stir things up...but
there can be no doubt that they are effective..about all ya see besides the
war on TV is the movement by American investors to divest themselves of
these controversial countries assets and foriegn stocks.
>
>
> The Party on Thursday nite at the CGS booth was typical Chuckie....Paul
Poberezny stopped in to say a few words of Polish wisdom to get it started,
and them 2 Polacks really had us laughing and choking on our bratwurst's!
> Chuck Slusarcyzak has never really forgiven me for selling WeedHoppers
back in the early 80's and tried awful hard to Kill me (again) with his
Muzzleloaders...I barely escaped alive.....and as I retreated....poor ole
Rahill was under some intense fire from a well armed blonde........Im not
sure he made it out!
>
> I had to leave Friday due to business obligations....No big deal
tho..cause after watchin Hauck Flying that Americana FlreFly a couple a
days....I couldnt wait to get home and Finish Glueing down fabric!
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
________________________________________________________________________________
| From: | "CaptainRon" <captainron(at)theriver.com> |
| Subject: | Re: Revbusters engine. |
Has anyone checked the new revmaster motor?
http://www.revmasteraviation.com/products/under_development/index.htm
==============================================
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: Sun'n Fun...Americana FireFly..and Muzzleloaders!
>
> Whew!...I just got home from Sun,N, Fun and lemme tell you all, that
Americana FireFly was the prettiest bird in the entire theatre men....none
even a close second! And Hauck sure made it look good in the air too! It
surely will be judged grand champion! About all I can say is it seemed a
shame not to see an American made engine on it because with that paint
job..it sure got my patriotic blood pumping! (I wonder how Pauls EVO harley
would do on that little bird!)
>
> And speaking of American Made engines...I Found that 2SI seminar and
listened in....WOW.....them guys are making some real progress. I saw a 690
Fuel injected, computer controlled (ECU)....Just like whats in a new
car...every engine parameter monitered for best
power..effieciency...Durability...If I understood correctly they have a Auto
oriented supplier cooking up a complete engine control system that bolts on
to their block that will easily make them as durable and effiecient as a new
car engine. Just as in our cars, it will be altitude compensating, Load
sensitive, Mixture controlled,... all of this in simple computer controlled
fuel injection/Ignition controlled gizmo that this automotive industry
company has already been making for general motors and others. Apparantly
the only changes are in software to provide a fuel mapping profile and
whatever other stuff the brainbox needs to know for a 2 stroke application
in an aircraft. It made alot of sense to me anyhow, as I h!
> ave seen these new ECU's on engines in every other industry and I know how
well they work. An OEM just tells the vendor what performance parameters he
needs, and they create the perfect computer map for the fuel and ignition
and stick it in the brainbox! Just think how nice it willbe to get away from
Bing carbs...fooling with jetting.... we NEED this men...our little engines
are way behind the curve right now.
> They also have a couple of Spark ignited, multifuel engines that they are
selling to the military that they are going to bring to the aircraft
market...One is a 4 cylinder opposed, liquid cooled job that is 150 hp on
gas...but will burn whatever you decide to fill er up with...from Jet-A to
auto-Gas...to fuel oil! The brainbox takes care of all the changes so on a
cross country flight, the Pilot does not need to do a thing to change
fuels.....except find the filler cap!........oh yea...weighed 125 lbs!
> ...AND...on an interesting related note....Bombardier is selling off the
recreational products division due to big losses....and that includes
SkiDoo....and Rotax!.....Rut Roh Scoob....likely means higher prices for
rotax's ..if the new owners even decide to even keep on building the stuff
we need !
> http://sg.biz.yahoo.com/030403/15/39rmd.html
> I found this rumor to be true when I got home after I did a quick web
search....Lots of info out there on how this New CEO of Bombardier is
cutting expenses in an effort to boost up stock prices.
>
> Who was just saying they gonna write a check for an engine next
week?.....hmmm.....Good luck with your choice.....I hate it....but with the
current world feelings towards Canada, and several European countries, I can
see how their stock prices are gonna go down, and they will be forced into
cutting in areas that effect our needs. These Talking heads on TV create
most of the trouble I think..just cause they like to stir things up...but
there can be no doubt that they are effective..about all ya see besides the
war on TV is the movement by American investors to divest themselves of
these controversial countries assets and foriegn stocks.
>
>
> The Party on Thursday nite at the CGS booth was typical Chuckie....Paul
Poberezny stopped in to say a few words of Polish wisdom to get it started,
and them 2 Polacks really had us laughing and choking on our bratwurst's!
> Chuck Slusarcyzak has never really forgiven me for selling WeedHoppers
back in the early 80's and tried awful hard to Kill me (again) with his
Muzzleloaders...I barely escaped alive.....and as I retreated....poor ole
Rahill was under some intense fire from a well armed blonde........Im not
sure he made it out!
>
> I had to leave Friday due to business obligations....No big deal
tho..cause after watchin Hauck Flying that Americana FlreFly a couple a
days....I couldnt wait to get home and Finish Glueing down fabric!
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
________________________________________________________________________________
| Subject: | Re: Sun'n Fun...Americana FireFly..and Muzzleloaders! |
Ron....I took several and i will load em up in my puter an send you a couple
if you wish...I dont know if there are any on the net anywhere as of
yet...but a purty as it was..im sure there will be soon!
Don
________________________________________________________________________________
| From: | "CaptainRon" <captainron(at)theriver.com> |
| Subject: | Re: Sun'n Fun...Americana FireFly..and Muzzleloaders! |
Please do, I wanna be in the loop. :-)
============================
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: Sun'n Fun...Americana FireFly..and Muzzleloaders!
>
> Ron....I took several and i will load em up in my puter an send you a
couple
> if you wish...I dont know if there are any on the net anywhere as of
> yet...but a purty as it was..im sure there will be soon!
>
> Don
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
Gang,
I am unable to find the conversion from knots to mph. Anybody enlighten
me? please!
larry
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Its 1.15 statute miles to each nautical mile,,, "I think"
----- Original Message -----
From: Larry Cottrell <lcottrel(at)kfalls.net>
Subject: Kolb-List: knots/ mph
>
> Gang,
> I am unable to find the conversion from knots to mph. Anybody enlighten
> me? please!
> larry
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Sorry I didn't finish the math, 1 divided by 1.15 equals .869565217 :-)
So if you take that times mph you get kph.
If you multiply 1.15 times your kph you get mph.
It works out good when using 55kph = 63 mph as in the FAR Part 103 speed
limits so I guess I am close enough for government work. :-)
Denny
----- Original Message -----
From: <rowedl(at)highstream.net>
Subject: Re: Kolb-List: knots/ mph
>
> Its 1.15 statute miles to each nautical mile,,, "I think"
>
> ----- Original Message -----
> From: Larry Cottrell <lcottrel(at)kfalls.net>
> To:
> Subject: Kolb-List: knots/ mph
>
>
> >
> > Gang,
> > I am unable to find the conversion from knots to mph. Anybody
enlighten
> > me? please!
> > larry
> >
> >
>
>
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
kts. x 1.15= mph
________________________________________________________________________________
| From: | CaptainRon <captainron(at)theriver.com> |
on 4/6/03 12:15, Larry Cottrell at lcottrel(at)kfalls.net wrote:
>
> Gang,
> I am unable to find the conversion from knots to mph. Anybody enlighten
> me? please!
> larry
>
============
To get mph out of nm/knots take kt x 1.15
or the other way devide.
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
knots times 1.1515 with yield Miles/hour.
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Kolb-List: knots/ mph
>
> Gang,
> I am unable to find the conversion from knots to mph. Anybody enlighten
> me? please!
> larry
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Revbusters engine. |
Yah, remember recently when I mentioned visiting the Revmaster factory in
Hesperia, CA, and seeing the new 3 liter engine ?? It looks like a dandy,
but I'm not sure about the company. Looked to me like they were kinda dying
on the vine. Maybe they're getting re-vitalized...............I hope so,
it's a terrific engine - even if it IS only a direct drive. A re-drive on
that thing would be something to see, now. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "CaptainRon" <captainron(at)theriver.com>
Subject: Re: Kolb-List: Revbusters engine.
>
> Has anyone checked the new revmaster motor?
> http://www.revmasteraviation.com/products/under_development/index.htm
> ==============================================
>
> ----- Original Message -----
> From: "Don Gherardini" <donghe@one-eleven.net>
> To:
> Subject: Kolb-List: Sun'n Fun...Americana FireFly..and Muzzleloaders!
>
>
<donghe@one-eleven.net>
> >
> > Whew!...I just got home from Sun,N, Fun and lemme tell you all, that
> Americana FireFly was the prettiest bird in the entire theatre men....none
> even a close second! And Hauck sure made it look good in the air too!
It
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
Thanks to all who responded. I looked everywhere, but where did I find the
information? The list of course. I am getting everything ready to go pick up
the Mark III from Oroville Ca on the 19th. Of course like all the rest of
you waiting is the hardest part. Patience has never been one of my better
features.
I am fixing a inflight refueling system that will cover my unfamilarity
with the 582 and its fuel consumption. I am figuring 5 gph, but with only 10
gal available and a leg of 117 nm I prefer a little insurance. I discussed
the idea some time ago on the list. I have ordered a facet fuel pump from AC
Spruce, and I intend to velcro it to the floor pan on the passenger side,
just under the seat, have a pick up tube to go to a five gal gas container,
with the other line going to the fuel tank on the plane. I have drilled and
tapped the cap to one of the stock tanks to accept a fuel shut off valve.
The pick up tube will also be tapped into the gas cap on the container.
Everything should be tight, no sloshing or dripping inside the plane. I
think I will get a halon extingusher as well. I may be impatient, but I try
to be careful as well.
thanks
Larry
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
66 knots = 76 mph
________________________________________________________________________________
| From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
| Subject: | Differential Hand Brake for Firestar II |
Hello all,
While alot of you are still at SnF (waiting for someone to post some
pictures) I was hoping someone could help me. I was wondering where to get
the parts to put in differential hand brakes. I have seen quite a few
firestars with them on, and been directed to a bike shop for the parts,
however I have not found these at any of the bike shops I have checked. I
suspect that there is some fabrication of parts to be done to get this to
work, however I am not a machinist by any stretch of the imagination, nor do
I have any of the equipment to even try it. If there is someone out there
that has this ability to create these brake handles, please contact me off
list and I will gladly pay for the service. Thanks.
PS - I have some engine questions, but will only post one question at a
time.
James Alderson
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
________________________________________________________________________________
| Subject: | pic of Maule wheel fender/pants |
| From: | "Jim Gerken" <gerken(at)us.ibm.com> |
04/07/2003 07:05:48 AM
If anyone is still reading and hasn't left for SunnFun, please try to get a
picture of a Maule type wheelpant. It looks like a fender and then a
little closing cone following. I would really appreciate a shot of it.
Jim Gerken
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
While not professional by any stretch, here are a few pics from Sun n Fun. It was
great to talk to all of the Kolb pilots and builders. Sorry that I missed some
of you...
Kip
http://www.springeraviation.net/sun_nfun.html
________________________________________________________________________________
| Subject: | Re: Sun n Fun Pics |
Great pics Kip.....better than mine for sure.....I have sent some pics to
Matt to post on the photoshare section.
Funny tho....I took pics of the same birds you did!!!....the factory Kolbs
anfd the Kolb Flyer!...Hehe
Great minds think alike huh!
Don
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: Sun n Fun Pics |
Beautiful thank you. Fred
________________________________________________________________________________
| Subject: | Re: Differential Hand Brake for Firestar II |
James
Try a motorcycle or ATV shop
do notarchive
________________________________________________________________________________
| From: | "Neitzel" <neitzel(at)newnorth.net> |
Greetings
Greetings
I just received the new spring/summer catalog from Northern and on page three one
seven is what appears to be the ideal aux fuel tank for our Kolbs. It is round
with a flat bottom 22.2" long X 12" in diameter. Has one drain port with
a 1/4 inch needle shutoff. Capacity is 8.5 gallons. Doesn't give the actual
weight of the tank but shipping weight is 10 pounds. Looked like a good price
too, $60. If you want to look at this item go to www.northerntool.com and look
at item number 405215. Same page is a 10 gallon, item 405211, regular
$80 on sale for $70.
Just thought I would pass this along. I will be near a Northern store in a few
weeks and will put some finger prints on the round tank. If it is anything like
I think it is, that is the way I will go.
Glad you Sun and Fun attendees had fun. Waiting for OSH myself.
Dick Neitzel Sayner WI Mark III 582
________________________________________________________________________________
| From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
That is a seriously beautiful paint job on the American Firefly!! Does
anyone know who did that?
James Alderson
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
-----Original Message-----
From: dama [mailto:dama(at)mindspring.com]
Subject: Kolb-List: Sun n Fun Pics
While not professional by any stretch, here are a few pics from Sun n Fun.
It was great to talk to all of the Kolb pilots and builders. Sorry that I
missed some of you...
Kip
http://www.springeraviation.net/sun_nfun.html
________________________________________________________________________________
| From: | NealMcCann(at)aol.com |
| Subject: | Re: goose strike |
Sorry Lar,
See JD's post.Thanks JD for fixing the URL.
Neal McCann
Firestar II 503
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
| Subject: | Re: Sun n Fun Pics |
Great pictures! How were you able to fly/land with the visibility in "rain
2"?
Jim
Mark III
----- Original Message -----
From: "dama" <dama(at)mindspring.com>
Subject: Kolb-List: Sun n Fun Pics
>
> While not professional by any stretch, here are a few pics from Sun n Fun.
It was great to talk to all of the Kolb pilots and builders. Sorry that I
missed some of you...
> Kip
>
> http://www.springeraviation.net/sun_nfun.html
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Booster Bottle & Bing - Update #4 |
Kolbers,
I have found that the booster bottle will not keep the carburetor from dribbling
fuel on the wing at low idle speeds. The culprit is a weak throttle slide valve
return spring. The wind was down today so that I could fly with a double/nested
return spring and original throttle valve. When I idled the engine down
to 1,000 rpm I saw no high fuel flow readings nor did the carburetor dribble
fuel onto the wing.
If you are having trouble with a rough running engine at idle or your engine loads
up on the way to the runway, you may want to try double springing your throttle
slide valve. You can get the information about the spring that I used from:
http://www.thirdshift.com/jack/firefly/firefly90.html
under: Update 03/03/2003
In the following updates, I try to explain the experimental logic. All experimentation
was with a Bing 54 36mm carburetor.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
Not sure because my airplane is all apart, but you may need to put some of
the clevis pins in upside down to make sure that the safety pins or cotter
pins don't get dislodged by control movements. It's OK if they touch, but
protect your safety pins and clevis pins.
Richard Pike
MKIII N420P (420ldPoops)
>
>Vamoose is covered and painted, (and looks sooooooooo good ! ! ! ) so
>today I started on rigging the ailerons and flaps, and came up with a
>question. When installing the aileron & flap actuating horns (??), I
>noticed that they are in line, and at full deflection, the aileron horn
>contacts the flap pushrod. Is this normal ?? It WAS at pretty high
>aileron deflection. Getting excited, folks................almost
>done. Go Gittin' Lar.
>
>Larry Bourne
>Palm Springs, CA
>Kolb Mk III - Vamoose
>www.gogittum.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: | Variable Idle RPM Problem. |
I am having problems keeping my 503 DCDI idle rpm steady. I was out doing
some taxi testing on Saturday and the rpm at idle was all over the place. At
throttle totally off it would be anywhere from 1700 to 2500, running at that
rpm for about 15-30 seconds in a steady fashion. Eventually, if it started
high it would come down, and if it started low it would come up. It was a
constant fight to keep it steady. People have given me suggestions of stuck
or binding cables or possibly a few say its gunk in the jets. The last
suggestion could be true (however I don't know if this would cause the
problem) as the guy that sold it to me said that he removed gunk from one of
the main jets just before I bought it. The engine is new time wise (34
hours) but old in years (8 years old) as it was stored for many years. It
starts up fine now that I have learned what it wants of me in order to
cooperate (rub my head, touch my nose, three steps forward, two back,
pull.... and it starts, otherwise its just futile excersice), but I am
worried that one of the seals is shot from sitting so long. The EGT's run a
little high at about 1150 degrees while flying, but most will tell me that
is normal and I accept that, although it makes me nervous.
So, any ideas???
James Alderson
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | joshmadison.com Convert |
Enjoy. Converts almost any data to any other form of data.
You will find it very worthwhile.
Richard Pike
MKIII N420P (420ldPoops)
>Gang,
> I am unable to find the conversion from knots to mph. Anybody enlighten
>me? please!
>larry
>
http://www.joshmadison.com/software/convert/
[DEFAULT]
BASEURL=http://www.joshmadison.com/software/convert/
[InternetShortcut]
URL=http://www.joshmadison.com/software/convert/
Modified=20A3372E7EFDC20166
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: Variable Idle RPM Problem. |
You need to do a crankcase pressure test. Any place that services Skidoos
or Seadoos will have the tool, or buy it from CPS or Lockwood.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>I am having problems keeping my 503 DCDI idle rpm steady. I was out doing
>some taxi testing on Saturday and the rpm at idle was all over the place. At
>throttle totally off it would be anywhere from 1700 to 2500, running at that
>rpm for about 15-30 seconds in a steady fashion. Eventually, if it started
>high it would come down, and if it started low it would come up. It was a
>constant fight to keep it steady. People have given me suggestions of stuck
>or binding cables or possibly a few say its gunk in the jets. The last
>suggestion could be true (however I don't know if this would cause the
>problem) as the guy that sold it to me said that he removed gunk from one of
>the main jets just before I bought it. The engine is new time wise (34
>hours) but old in years (8 years old) as it was stored for many years. It
>starts up fine now that I have learned what it wants of me in order to
>cooperate (rub my head, touch my nose, three steps forward, two back,
>pull.... and it starts, otherwise its just futile excersice), but I am
>worried that one of the seals is shot from sitting so long. The EGT's run a
>little high at about 1150 degrees while flying, but most will tell me that
>is normal and I accept that, although it makes me nervous.
>
>So, any ideas???
>
>James Alderson
>Kolb FSII 503 EIS BRS 34 Hours
>Charlotte NC
>http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
>
>
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: | Variable Idle RPM Problem. |
Thanks, I will do that asap. Could you give me a hint at what I am doing the
test for?
James
-----Original Message-----
From: Richard Pike [mailto:rwpike(at)charter.net]
Subject: Re: Kolb-List: Variable Idle RPM Problem.
You need to do a crankcase pressure test. Any place that services Skidoos
or Seadoos will have the tool, or buy it from CPS or Lockwood.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>I am having problems keeping my 503 DCDI idle rpm steady. I was out doing
>some taxi testing on Saturday and the rpm at idle was all over the place.
At
>throttle totally off it would be anywhere from 1700 to 2500, running at
that
>rpm for about 15-30 seconds in a steady fashion. Eventually, if it started
>high it would come down, and if it started low it would come up. It was a
>constant fight to keep it steady. People have given me suggestions of stuck
>or binding cables or possibly a few say its gunk in the jets. The last
>suggestion could be true (however I don't know if this would cause the
>problem) as the guy that sold it to me said that he removed gunk from one
of
>the main jets just before I bought it. The engine is new time wise (34
>hours) but old in years (8 years old) as it was stored for many years. It
>starts up fine now that I have learned what it wants of me in order to
>cooperate (rub my head, touch my nose, three steps forward, two back,
>pull.... and it starts, otherwise its just futile excersice), but I am
>worried that one of the seals is shot from sitting so long. The EGT's run a
>little high at about 1150 degrees while flying, but most will tell me that
>is normal and I accept that, although it makes me nervous.
>
>So, any ideas???
>
>James Alderson
>Kolb FSII 503 EIS BRS 34 Hours
>Charlotte NC
>http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
>
>
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> |
Let me clarify something I said clumsily in that other post:
It's OK if the rods or horns (lightly) touch, but not the clevis pins
or anything related to the nuts, bolts, or cotter pins or safety pins.
Sorry.
While I'm at it: you mentioned a high aileron deflection angle -
if- after you fly it a bit- you decide the ailerons are too heavy
and require too much muscle to deal with, I moved my aileron
push rod attach points in by 1 3/8" on the lower aileron bellcrank.
That reduced the effort required to normal, and there was no
apparent loss of control authority. (Controls that don't get deflected
to their maximum because they are too hard to push are not doing
anything anyway)
Richard Pike
MKIII N420P (420ldPoops)
> >
> > >
> > >Vamoose is covered and painted, (and looks sooooooooo good ! ! ! ) so
> > >today I started on rigging the ailerons and flaps, and came up with a
> > >question. When installing the aileron & flap actuating horns (??), I
> > >noticed that they are in line, and at full deflection, the aileron horn
> > >contacts the flap pushrod. Is this normal ?? It WAS at pretty high
> > >aileron deflection. Getting excited, folks................almost
> > >done. Go Gittin' Lar.
> > >
> > >Larry Bourne
> > >Palm Springs, CA
> > >Kolb Mk III - Vamoose
> > >www.gogittum.com
> > >
________________________________________________________________________________
| Subject: | Re: Variable Idle RPM Problem. |
James, Us old wrenchs call it a "crankcase leak down test" sonetimes.
Basically you need to pressurize the crankcase with a couple of
pounds...rotax should have a recommendation on the number..and see if it
will hold the pressure..if not...new seals and gaskets....
If you cant find a leak...go back to the fuel delivery system...(or maybe
start here)
Possible high fuel pressures can cause the riching of the mix which at low
speed will cause a dercrease in rpms...
if it runs ok at high rpms without getting too hot...this could be the
trouble...
could be as bad as the fuel pump overpowering the float needle off its
seat...alot of fuel spitting or running out the vent or overflow at low rpms
could be a hint of this condition...these are the first things that come to
mind.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Variable Idle RPM Problem. |
You're looking for air leaks in the crankcase, most often around the seals.
This will cause erratic running, and lean mixtures.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Alderson, James" <James_Alderson(at)jdedwards.com>
Subject: RE: Kolb-List: Variable Idle RPM Problem.
>
> Thanks, I will do that asap. Could you give me a hint at what I am doing
the
> test for?
>
> James
>
> -----Original Message-----
> From: Richard Pike [mailto:rwpike(at)charter.net]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: Variable Idle RPM Problem.
>
>
> You need to do a crankcase pressure test. Any place that services Skidoos
> or Seadoos will have the tool, or buy it from CPS or Lockwood.
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
> >
> >
> >I am having problems keeping my 503 DCDI idle rpm steady. I was out doing
> >some taxi testing on Saturday and the rpm at idle was all over the place.
> At
> >throttle totally off it would be anywhere from 1700 to 2500, running at
> that
> >rpm for about 15-30 seconds in a steady fashion. Eventually, if it
started
> >high it would come down, and if it started low it would come up. It was a
> >constant fight to keep it steady. People have given me suggestions of
stuck
> >or binding cables or possibly a few say its gunk in the jets. The last
> >suggestion could be true (however I don't know if this would cause the
> >problem) as the guy that sold it to me said that he removed gunk from one
> of
> >the main jets just before I bought it. The engine is new time wise (34
> >hours) but old in years (8 years old) as it was stored for many years. It
> >starts up fine now that I have learned what it wants of me in order to
> >cooperate (rub my head, touch my nose, three steps forward, two back,
> >pull.... and it starts, otherwise its just futile excersice), but I am
> >worried that one of the seals is shot from sitting so long. The EGT's run
a
> >little high at about 1150 degrees while flying, but most will tell me
that
> >is normal and I accept that, although it makes me nervous.
> >
> >So, any ideas???
> >
> >James Alderson
> >Kolb FSII 503 EIS BRS 34 Hours
> >Charlotte NC
> >http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
> >
> >
>
>
> 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: | Variable Idle RPM Problem. |
Sorry - you are looking to see if there are any air leaks in the crankcase
- around the seals or where the cases mate, anything.
Something you might try first, it's easier: although the guy you bought it
from said he removed junk from the main jet, did he do the idle jets? It's
a lot smaller and easier to clog. Might want to clean the idle circuit real
well first. Also make sure the enrichment plunger seats securely on the
brass opening with no leaks.
Also, get a light and look into the magneto cavity, if there is a sort of
oily dirty mung in there behind the flywheel magneto, that is a giveaway
that it is leaking air around the magneto end seal.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Thanks, I will do that asap. Could you give me a hint at what I am doing the
>test for?
>
>James
>
>-----Original Message-----
>From: Richard Pike [mailto:rwpike(at)charter.net]
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Variable Idle RPM Problem.
>
>
>You need to do a crankcase pressure test. Any place that services Skidoos
>or Seadoos will have the tool, or buy it from CPS or Lockwood.
>Richard Pike
>MKIII N420P (420ldPoops)
>
>
>
> >
> >
> >I am having problems keeping my 503 DCDI idle rpm steady. I was out doing
> >some taxi testing on Saturday and the rpm at idle was all over the place.
>At
> >throttle totally off it would be anywhere from 1700 to 2500, running at
>that
> >rpm for about 15-30 seconds in a steady fashion. Eventually, if it started
> >high it would come down, and if it started low it would come up. It was a
> >constant fight to keep it steady. People have given me suggestions of stuck
> >or binding cables or possibly a few say its gunk in the jets. The last
> >suggestion could be true (however I don't know if this would cause the
> >problem) as the guy that sold it to me said that he removed gunk from one
>of
> >the main jets just before I bought it. The engine is new time wise (34
> >hours) but old in years (8 years old) as it was stored for many years. It
> >starts up fine now that I have learned what it wants of me in order to
> >cooperate (rub my head, touch my nose, three steps forward, two back,
> >pull.... and it starts, otherwise its just futile excersice), but I am
> >worried that one of the seals is shot from sitting so long. The EGT's run a
> >little high at about 1150 degrees while flying, but most will tell me that
> >is normal and I accept that, although it makes me nervous.
> >
> >So, any ideas???
> >
> >James Alderson
> >Kolb FSII 503 EIS BRS 34 Hours
> >Charlotte NC
> >http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
> >
> >
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I remembered you mentioning that long ago, so have already moved my attach
points 1" inboard. With all the controls hooked up, there's now no contact,
and it looks like there's still a large amount of aileron travel. Flaps are
extreme................I can easily see where caution is needed if using
them. Thanks. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Re: Kolb-List: Rigging
>
> Let me clarify something I said clumsily in that other post:
> It's OK if the rods or horns (lightly) touch, but not the clevis pins
> or anything related to the nuts, bolts, or cotter pins or safety pins.
> Sorry.
> While I'm at it: you mentioned a high aileron deflection angle -
> if- after you fly it a bit- you decide the ailerons are too heavy
> and require too much muscle to deal with, I moved my aileron
> push rod attach points in by 1 3/8" on the lower aileron bellcrank.
________________________________________________________________________________
| From: | "John Russell" <jr(at)rometool.com> |
| Subject: | Re: Variable Idle RPM Problem. |
Back in my motorcyle mechanicing day's I would take some starting fluid and
spray around seals, gaskets, case halves, etc., while engine is
idling.....many times engine will rev upon finding a leak.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Variable Idle RPM Problem.
>
> You're looking for air leaks in the crankcase, most often around the
seals.
> This will cause erratic running, and lean mixtures.
> Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "Alderson, James" <James_Alderson(at)jdedwards.com>
> To:
> Subject: RE: Kolb-List: Variable Idle RPM Problem.
>
>
>
> >
> > Thanks, I will do that asap. Could you give me a hint at what I am doing
> the
> > test for?
> >
> > James
> >
> > -----Original Message-----
> > From: Richard Pike [mailto:rwpike(at)charter.net]
> > To: kolb-list(at)matronics.com
> > Subject: Re: Kolb-List: Variable Idle RPM Problem.
> >
> >
> >
> > You need to do a crankcase pressure test. Any place that services
Skidoos
> > or Seadoos will have the tool, or buy it from CPS or Lockwood.
> > Richard Pike
> > MKIII N420P (420ldPoops)
> >
> >
> >
> > >
> > >
> > >I am having problems keeping my 503 DCDI idle rpm steady. I was out
doing
> > >some taxi testing on Saturday and the rpm at idle was all over the
place.
> > At
> > >throttle totally off it would be anywhere from 1700 to 2500, running at
> > that
> > >rpm for about 15-30 seconds in a steady fashion. Eventually, if it
> started
> > >high it would come down, and if it started low it would come up. It was
a
> > >constant fight to keep it steady. People have given me suggestions of
> stuck
> > >or binding cables or possibly a few say its gunk in the jets. The last
> > >suggestion could be true (however I don't know if this would cause the
> > >problem) as the guy that sold it to me said that he removed gunk from
one
> > of
> > >the main jets just before I bought it. The engine is new time wise (34
> > >hours) but old in years (8 years old) as it was stored for many years.
It
> > >starts up fine now that I have learned what it wants of me in order to
> > >cooperate (rub my head, touch my nose, three steps forward, two back,
> > >pull.... and it starts, otherwise its just futile excersice), but I am
> > >worried that one of the seals is shot from sitting so long. The EGT's
run
> a
> > >little high at about 1150 degrees while flying, but most will tell me
> that
> > >is normal and I accept that, although it makes me nervous.
> > >
> > >So, any ideas???
> > >
> > >James Alderson
> > >Kolb FSII 503 EIS BRS 34 Hours
> > >Charlotte NC
> > >http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
> > >
> > >
> >
> >
> > 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: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Weight & Balance |
Somewhere along the line, I've misplaced my assembly manual. Could someone please
email me - off List - the instructions, etc., to do the weight & balance on
my Mk III ?? The DAR needs it before I can schedule the inspection appointment
with him. Thanks much. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | Jason Omelchuck <jason(at)acuityinc.com> |
| Subject: | Rotax "C" gearbox measurements |
Does anyone know, or know where I can find the dimensions of a Rotax C
gearbox. I need the measurement from Prop flange to where it attaches to
the case and also the off set from the engine PTO.
Thanks!
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: Weight & Balance |
help! i'm in the same problem with a 1986 twinstar/503. anyone got info on
this bird? help!!! steve jones, fixerjones(at)aol.com
________________________________________________________________________________
| Subject: | Re: Rotax "C" gearbox measurements |
I have the dimensions in a CPS (California Power Systems) catalog I picked up
at Sun N Fun back in '97. If you contact me with a fax# I will get them to
you.
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Here is a link on aluminum fuel tank construction:
http://members.eaa.org/home/homebuilders/authors/bingelis/How%20About%20An%20Aluminum%20Fuel%20Tank_.html#TopOfPage
Clay Stuart
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Weight & Balance |
I have a 1983 plans Firestar and if anyone has the info of how to do a weight
+ bal on it I would appreciate that info (off list is fine or on list for the
archieves). Thanks
Steve
do not archieve
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
Well i made good progress today as well. Both wings for the first time were
mated to the cage. the Struts were drilled and mated, I will have two sets
of struts one with diehdral and one pair without. Just curious to see if
there is any difference.
when i first built, i built the diehdral to the plans.... when in the flight testing
phaze i noticed that when i put the plane in a 30 deg bank, it had a tendancy
for the bank to increase.... negitive roll stability...
when i rebuilt i doubeled the diehdral now when in a bank the angle of bank remains
stable... netural roll stability.... doing this has very slightly reduced
the pilot load... and if you dont know you cant tell.
boyd
________________________________________________________________________________
| From: | Jason Omelchuck <jason(at)acuityinc.com> |
| Subject: | Fuel systems and fillers |
I am building a MKIII classic. I have the stock 2x5gal tanks that were
provided. I am trying to figure out a fuel fill system with a filler that
runs back to an easy accessible place. The stock caps for the fuel tanks
have holes with threads that accept 3/4" fittings. The ID of the 3/4"
fittings are about 1/2" ID which doesn't make me feel all warm and fuzzy
about how fast they will fill. The caps on the fuel tanks are non standard
threads so I cant just screw a large tube onto where the cap went. After
about an hour at the hardware store (standard visit) I just decided to ask
some advice from the people who have dealt with it. How did you folks rig
up a fuel filler system to the stock 2 X 5gal tanks?
________________________________________________________________________________
| From: | CaptainRon <captainron(at)theriver.com> |
on 4/6/03 8:46, boyd young at by0ung(at)brigham.net wrote:
> when i rebuilt i doubeled the diehdral now when in a bank the angle of bank
> remains stable... netural roll stability.... doing this has very slightly
> reduced the pilot load... and if you dont know you cant tell.
=======================
thanks that is my thinking as well. As I am telling all my visitors after
pointing it out to them, that my idea is to have two sets of struts, one
will be for cross country (3 + degrees) and one will be for sporting stuff,
which I have yet to build. After flight testing I think I'd have a sense for
how much diehdral I should dial out. It does look cool though with the
current 3' diehdral.
I do expect some degradation of snapiness in roll, but on cross country's I
rather have the stability.
________________________________________________________________________________
| From: | Jack Carillon <pcarillonsr(at)neo.rr.com> |
Here is another place those of you that are looking for fuel tanks
might check, it's Summit Racing in Tallmadge Oh. , I was browsing thru
their on line catalog looking for something else and thought about fuel
cells, found them under " Air and Fuel delivery" gives gallons and
dimensions. Summit has 47 different ones listed under their name. Don't
know if any of these will work for anyone, take a look.
http://www.summitracing.com
Jack Carillon FSII 503 Akron, Ohio
Clay Stuart wrote:
>
> Here is a link on aluminum fuel tank construction:
>
> http://members.eaa.org/home/homebuilders/authors/bingelis/How%20About%20An%20Aluminum%20Fuel%20Tank_.html#TopOfPage
>
> Clay Stuart
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Fuel systems and fillers |
Jason,
I just use a 4' long piece of 3/4" clear vinyl tubing. It fits snugly over
the spout of a 5 or 6 gallon gas can. Stick it in the tank and you can stand
in front of the wing to hold the can and refuel.
Steve
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Variable Idle RPM Problem. |
Take great pains to synchronize the carbs.adjusting cables to start and stop
the slides and keeping all mixture screws and throttle stops the same. It
will really smooth it up.
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Dallas Shepard |
>
>Does anyone have Mr.Dallas Shepard's e-mail address? Also does anyone know
>if he has sold the crashed MIII?
>
>pp....
>N4958P
Dallas did not sell his heavily damaged Mk111. He gave it away. I am
now the proud owner of it and am doing the repairs now. The parts from Kolb
are here and the front end has been rebuilt. This is an investment project
and will be sold when completed. All I had to do to get the airplane free
was buy the Jabiru. The Jabi is going on the flying totem pole and my old
582 is going on Dallas's old plane. Should be airworthy by end of summer if
nothing else comes up. Another project to beat old Larr into the air with. :)
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Variable Idle RPM Problem. |
Trick way to make sure your slides are synchronized: Take two lengths of
welding rod or similar straight stiff wire and cut them both off equally to
be about 10 - 12" long. Or use two soda straws. Give the throttle lever
just enough of a shove to get the throttles up off the idle screws, and
stick the rods into the carb throats so that they are resting between the
carb openings and the bottom of the slides. Make sure they are resting
identically in each carb. Adjust the adjusters until they are hanging
exactly parallel when viewed from the side.
Richard Pike
MKIII N420P (420ldPoops)
>
>Take great pains to synchronize the carbs.adjusting cables to start and stop
>the slides and keeping all mixture screws and throttle stops the same. It
>will really smooth it up.
>
>
________________________________________________________________________________
| From: | Rickgoddin(at)aol.com |
| Subject: | Re: Kolb-List Digest: 22 Msgs - 04/08/03 |
Could someone pls advise on how to unsubscribe. I bought the SKR in the end
Good flying!
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Patriotic Kolb Fire Fly |
Morning Folks:
In response to an earlier post by John Cooley, I
will try to give my perceptions of flying the new
Fire Fly at Lakeland.
I flew it 6 days in a row, although I departed for
home Monday morning, two days before the show was
officially over.
After helping the Kolb gang get unloaded and set
up, I flew the Fire Fly out of the area to get a
little time in it so I would not be totally green
on opening day. First flight in two years in any
other aircraft than my own MK III, except a short
flight in Richard Pike's MK III the first of the
year.
Wind is always a factor at Lakeland. It is a way
of life if you are going to fly down that way in
April. The little Fire Fly handles turbulence and
cross winds with the best of them. Maybe better.
I had no problem during the week flying in high
winds, sometimes 90 degrees to the 09/27 1,500 ft
grass strip. I might add, that during normal
flying, in and out of the ultralight strip, one
not only contends with the normal cross winds
tumbling over a large hedge row and ditch that
parallels the strip, but also the terrific amount
of mechanical turbulence created by departing
aircraft prop wash and wings. When traffic gets
heavy, we are landing pretty close to the
departing aircraft and right into all their
freshly created turbulence. My little Fire Fly
handled her duties like a pro.
My reorientation flight, day before show began,
showed me the airspeed indicator, which was
reading static pressure right out of the back of
the instrument, was about 10 mph throughout the
scale. She stalled clean at 38 mph clean and 35
mph with full flaperons (IAS). Had plenty of roll
control in the clean configuration, which I flew
most of the time due to severe turbulence which
was impossible to predict what it was going to be
doing on landing.
Exploration into some of the things we talked
about prior to S&F were left alone because the
Fire Fly was not equipped with a parachute. I
don't intentionally get into unknown situations
with new aircraft without the comforting backup of
a ballistic recovery system.
I might add that on many occassions it was
necessary to carry some power on short final and
keep my approach speed 10 to 15 mph over stall in
order to make comfortable fully controlled
landings. This was based on the chopped up air
and high winds encountered during the week.
I believe all my landings were full stall one
point landings. Tailwheel always touched down
first with the mains about 1 foot above the turf.
Even then, on several occassions, the Fire Fly
wanted to fly when encountering a gust of wind on
roll out.
Note, the Fire Fly loses airspeed quickly when the
power is chopped. Have to keep the nose down to
keep airspeed up at reduced power settings.
The 447 on the Fire Fly was a used engine and did
not seem as spunky as I remember on the other
factory Fire Fly. It seemed to take longer than
normal to spool up, but still got off the ground
in a short take off run.
I was impressed with the flight characteristics of
the short wing, 22 ft, Fire Fly. She handled
rough air during cruise, 70 to 80 mph (80 to 90
mph IAS) extremely well, much like the Sling Shot
which is a much heavier aircraft than the Fire
Fly, but basically the same outside dimensions.
The cockpit was inclosed, with the rear open. Was
very comfortable to fly with my glasses and
baseball hat. Not all that hot on the ground, but
we did have unseasonally cool weather during the
flyin.
Ground handling was good with the tiny little
wheels and tires on the semi-rough field. Not
once did I get into a possible nose over
situation. I can not say that about the Fire Fly
I flew at Lakeland two years ago. I put it on its
nose. As far as I know, both Fire Fly's were
identical. Maybe I was more careful on the ground
this time around.
john h
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
On the thought of tanks. Has anyone used the the wing spars for
tanks?(GrummanYankie) Put in end seals. (BD 4) sealed with Pro Seal (Cessna).
just a thought.
Fred Brown M111 582
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I gave it a fair amount of thought, but decided that: 1) There were too
many rivets, and the main wing strut bolt to seal dependably, 2) It
would be difficult to baffle properly, (tho' you could possibly make a kind
of wire basket to slip in and help control sloshing, as well as dividers
with "gates" like they use on RV4's, etc. Think of where the weight of all
that gas would go, when banked in a turn, and slipping or yawing a little),
3) I didn't want to compromise the strength of the spar with a filler neck
(tho' one could possibly be put in the end), 4) Proper venting of any
wing tank on a folding wing airplane could be a real challenge. After
saying all that, I do think it's possible, and a good idea that would
probably work.................just more than I wanted to fool with at the
time. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <FRED2319(at)aol.com>
Subject: Re: Kolb-List: Re: fuel tanks
>
> On the thought of tanks. Has anyone used the the wing spars for
> tanks?(GrummanYankie) Put in end seals. (BD 4) sealed with Pro Seal
(Cessna).
> just a thought.
>
> Fred Brown M111 582
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> > On the thought of tanks. Has anyone used the the wing spars for
> > tanks?
> > Fred Brown M111 582
Fred/Gang:
I discovered during my Firestar days that a
properly fabricated 5052 aluminum tank would fill
the bill and could be designed to fit in available
space and still allow for an adequate cargo
compartment for cross country flying support. We
ended up with 18 gals usable.
Was a no brainer when it came time to design fuel
system for MK III. Had a ready made space in the
upper rear of the fuselage that was not being used
for anything except observing where the aircraft
had been. A 25 gal useable 5052 tank was designed
and constructed by Brother Jim to mount in this
space, opening up the entire lower rear area of
the fuselage for cargo compartment.
I might add that these fuel systems have and are
working as required. I am happy with my present
system on the MK III. This fuel system was
designed and built 12 years ago.
Requirements like fuel systems and other changes
from the normal design specs of the aircraft kit
need to be addressed prior to completion of the
aircraft. My requirements dictated more than 5
gal of fuel for a Firestar and more than 10 gal of
fuel for a MK III. Not only is more available
fuel convenient, but down right safer for cross
country flying. Fuel in the lower 50% of the fuel
tank burns 10 times faster than the upper 50%.
Weather usually gets lousy, winds pick up and
change direction, airports get farther away, and
fuel is conveniently unavailable as soon as it
gets below the 1/2 full mark on the sight gauge.
Another note about refueling. I have been
refueling from 5 gal cans and a 7/8" plastic hose
6 ft long for many years. It is fool proof, fast,
and convenient. My fuel filler is on top of the
gap seal at about the 1000 o'clock position from
the engine. When I get too old to hold a 5 gal
plastic can over my head, I will get some 2.5 gal
cans to refuel with or quit flying homemade
airplanes out of grass airstrips and refuel at the
airport.
john h
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Patriotic Kolb Fire Fly |
Hi John / Gang,
Thanks for the report John. Sounds like a fun flying airplane.
I did some testing in my Firestar a couple of weeks ago around some of the
discussions that had been on the list. I think the discussion was about the
airplane being stalled and the airspeed indicating that the speed was above
normal stall speed. I tested this in my Firestar just to see what the
numbers looked like. I had done it before but didn't pay attention to
airspeed or rate of decent. After getting to safe altitude I brought the
power back to idle and slowly pulled back on the stick to full up elevator
(note: the up deflection on my Firestar is not as much as the Twinstar or
Mark III that I have compared against) the plane did its normal stall at a
indicated 35 mph and then started to fall in a stalled mode at approximately
38~42 mph. The VSI on my EIS was indicating around 900~1000 fpm decent. My
plane also wants to rock from side to side while in this mode. I don't know
if it's necessary or not, but due to the uncomfortable feeling of rocking
from side to side I try to minimize it with the ailerons. I also did some
testing to simulate a engine failure during take-off and full climb out.
Wow....talking about a rush. If you hold the stick in max climb position and
chop the power it really gets your attention when the nose falls. It really
emphasizes why you should immediately push the nose down if you have power
problems. It's fun testing some of these things. Might try some spins next
time.
Later,
John Cooley
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Patriotic Kolb Fire Fly
>
> Morning Folks:
>
> In response to an earlier post by John Cooley, I
> will try to give my perceptions of flying the new
> Fire Fly at Lakeland.
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
Just a question
Fuel tanks high (in cneter wing section or right below engine) or low ( rear
pass/pilot on floor) on the MkIII which is better for CG?
Ken
________________________________________________________________________________
| Subject: | Re: Patriotic Kolb Fire Fly |
Welcome back JH. You made it look awful good I thought.
WOW....70 to 80- cruise ....what rpms were ya cruising at John?....what
would you estimate top end was?...I didnt realise the Firefly was so fast on
40 horses!!!
Was that a 60 Inch IVO on that bird?
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Patriotic Kolb Fire Fly |
> WOW....70 to 80- cruise ....what rpms were ya cruising at John?....what
> would you estimate top end was?...I didnt realise the Firefly was so fast on
> 40 horses!!!
>
> Was that a 60 Inch IVO on that bird?
> Don Gherardini-
Hi Don/Gents/Ladies:
6,000 to 6,500 rpm to cruise 70 to 80 mph. You
could say "high" cruise".
Probably 85 mph WOT straight and level flight.
Nothing new here. It may fly faster with the
right prop, pitch, and tweaked 447 combo. With a
22 ft wing span, it should do better than the old
Ultrastar on 35 hp and the original Firestar on 40
hp. Both would hit the 85 mph tick mark on a
Winter venturi actuated ASI.
The Fire Fly is a lightweight Sling Shot. About
the same outside dimensions.
It is a little hot rod in ultralight clothing.
:-)
john h
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: Patriotic Kolb Fire Fly |
currious what a gps reading trangulated would read, i know my winter asi is
not the same as the gps//it's a little higher& sometimes a lot
higher,,,,steve jones
do not arcive
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Patriotic Kolb Fire Fly |
> currious what a gps reading trangulated would read, i know my winter asi is
> not the same as the gps//it's a little higher& sometimes a lot
> higher,,,,steve jones
Dear Steve/Gang:
Sorry your Winter ASI is not the same as the GPS.
Is your Winter ASI pitot or venturi operated?
This makes a tremendous difference in accuracy.
The main reason, I believe, is the venturi
operated Winter ASI does not rely on a static
pressure port. It only has one port for actuation
from the venturi out in the airstream.
If you have a Winter ASI that is actuated by
static pressure and pitot pressure, yes, there is
a lot of room for error depending on how accurate
the static pressure is and how good a reading the
pitot tube is getting.
In the days of Winter venturi ASI's that I was
using, GPS was not in our vocabulary. We were
still mag compass and sectional navigators.
To back up my claim for accuracy, instead of using
a GPS and a two way run for verifying ASI
accuracy, I used a measured straight section of
highway and a clock. That is how we did it before
the days of GPS.
Sorry you doubt my claim, but that is alright too.
john h
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Patriotic Kolb Fire Fly |
Don,
If one goes back to AC 103-7 Appendix 1, Maximum Level Flight Air Speed Calculations,
you can see why this FireFly is so much faster. If one puts in the drag
numbers for the wheel pants and the full windshield, the overall drag factor
drops from 12.14 to 9.86. Going to the speed, drag factor and HP chart and picking
off the speed at the intersection of the drag factor and HP, it comes out
to about 72.5 mph. I had not trouble getting my FireFly up to 74 mph, with
out these improvements. And so 80+ mph true is not unreasonable with the wheel
pants and full windshield. One must be careful at these speeds due to the
possibility of control flutter and the FireFly has a never exceed speed of 80
mph.
Jack B. Hart FF004
Jackson, MO
>
>
>> WOW....70 to 80- cruise ....what rpms were ya cruising at John?....what
>> would you estimate top end was?...I didnt realise the Firefly was so fast on
>> 40 horses!!!
>>
>> Was that a 60 Inch IVO on that bird?
>
>> Don Gherardini-
>
>Hi Don/Gents/Ladies:
>
>6,000 to 6,500 rpm to cruise 70 to 80 mph. You
>could say "high" cruise".
>
>Probably 85 mph WOT straight and level flight.
>
>Nothing new here. It may fly faster with the
>right prop, pitch, and tweaked 447 combo. With a
>22 ft wing span, it should do better than the old
>Ultrastar on 35 hp and the original Firestar on 40
>hp. Both would hit the 85 mph tick mark on a
>Winter venturi actuated ASI.
>
>The Fire Fly is a lightweight Sling Shot. About
>the same outside dimensions.
>
>It is a little hot rod in ultralight clothing.
>:-)
>
>john h
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Chris Ross" <coross2(at)mindspring.com> |
| Subject: | 51% rule and Kolbra quick build kit |
All--
I've been lurking here for awhile. I'm thinking about building a Kolbra and
am curious about a couple of issues.
1. Will it qualify under the 51% rule if built from a quick build kit?
2. What about flight instruction? Is there any consensus on the
desirability of GA time vs. going straight to the Light Sport Aircraft
license?
I realize the final Light Sport Aircraft regs are not in place, but I'm
curious anyway.
Thanks.
Chris Ross
Chicago
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
| Subject: | Re: 51% rule and Kolbra quick build kit |
I did my Kolbra from a Quick Build kit and only had to show my DAR that I
had completed the majority of the airplane.
The New Kolb Aircraft Company has not had the Kolbra evaluated by the FAA so
it could be included on their 51% list.
With good building documentation it is not hard to prove that you build the
majority of it.
Remember that spot pilot has some limitations: 39 knot stall speed (44.88
mph) probably being the most critical. My stall speed at 1100 lb. gross
weight is 44 knots (51 mph). So as built, I can't operate it under the
proposed sport pilot rules.
As for GA instruction, it sure can't hurt. My son got his Private
Certificate and had no problems on his Kolbra check-out.
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 248 hours
http://home.attbi.com/~kolbrapilot
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: first flight |
Hi Guys just made first flight in my Mark 111 582B. all went well it was my
first flight in a Kolb was very impressed. That thing sure did climb good.
And was the easiest airplane to land that I have ever flew.
Fred Brown
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: first flight |
Sounds like congratulations are in order. Good for you ! ! ! I hope to
send a similar message pretty soon, now. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <FRED2319(at)aol.com>
Subject: Re: Kolb-List: Re: first flight
>
> Hi Guys just made first flight in my Mark 111 582B. all went well it was
my
> first flight in a Kolb was very impressed. That thing sure did climb good.
> And was the easiest airplane to land that I have ever flew.
> Fred Brown
>
>
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: first flight |
Thank you Findlay Ohio
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: Patriotic Kolb Fire Fly |
john h, no doubt in your claim,,just varafication..i
didn't think or know the yes my winter asi is a venturi! as for the
gps,,the ole days are great as are the gps of today, aforadable & accurate,
i'm a new pilot (1999) & havin fun with all aspects of flight & flyin&
building, isn't that what it's all about? :-) oh yea, my newly accuried
twinstar /503/ is a blast to fly,,what fun
sorry if you took it the wrong way,,didn't mean it that way,just never
thought it could go so fast!
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
Big Lar,
You're damn right. And get a spellchecker. That particular expletive
should have 'mn' in it.
Ed in JXN
MkII/503
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Test
>
> HooooBoy...............one day maybe I'll learn to look at the return
> address.
Snip
>
> >
> > Goddamed spam.................almost 1/3 of my email is spam now.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I need to know exactly how wide the wheels of a Mk III are, from outside edge of
tire, to outside edge of tire. Anyone got their plane handy ?? I need to know
early this morning. Urgent. Thanks.................. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
Spam, wheel width, -sheesh- some people sure are a lot of trouble -
Measuring my semi worn out 15x6.00x6 Carlisle tires, the wheel width is 5
1/2" from outside edge to outside edge.
The width of the wheel base is 76" from outside edge to outside edge, just
in case that was the real question you were asking...
Richard Pike
MKIII N420P (420ldPoops)
>
>I need to know exactly how wide the wheels of a Mk III are, from outside
>edge of tire, to outside edge of tire. Anyone got their plane handy ?? I
>need to know early this
>morning. Urgent. Thanks.................. Lar.
>
>Larry Bourne
>Palm Springs, CA
>Kolb Mk III - Vamoose
>www.gogittum.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: | FRED2319(at)aol.com |
| Subject: | Re: first flight details |
Hi Gang thanks for the congrats. Here are some details. First I live in
Findlay Ohio and we have 5 mark2 and mark 3 in Findlay. my plane has 582 B
drive 3blade CGS wood prop. nothing fancy.
First flt went well off in about 200 ft. Eng. went to 6500 in WOT in climb.
flew straight at cruse. At 6000 it was showing 80mph.dont know if that was a
true reading but I wont change anything. On landing I was making a 180 on
grass and put it up on the nose. Had about 30 spectators. Only other prob.
was the flaps lowered to middle notch during take off. did it on second TO.
Was wired up on 3rd 4th 5th 6th don't know yet what to do about that. thank
again guys and good luck with your planes.
Fred
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: first flight |
Congratulations on your first flight, Fred. What a feeling huh? Hope you
have many hrs. of safe and enjoyable flying ahead.
Bob Griffin
________________________________________________________________________________
| From: | "Alderson, James" <James_Alderson(at)jdedwards.com> |
| Subject: | Looking for a Mark III or Kolbra |
Hello all, I sold my Firestar II last week and as I only sold it to get a
two place, I would like to stay with the Kolb line. I am looking for a Mark
III in the 14K range. I am located in North Carolina and would really like
to find something within a 5 hour flight back here so I could do it in a day
with a buddy of mine. I know of one that is in South Carolina, but I wasn't
interested in it but the guy who has it is a very nice guy, helpful beyond
the word.
If you have one, or know of one, let me know. Even if you know of something
other than a Kolb but is a two place, let me know please. I truely can't
afford to go over 14K. Thanks.
James Alderson (Former Firestar II owner)
Kolb FSII 503 EIS BRS 34 Hours
Charlotte NC
http://www.shutterfly.com/os.jsp?i=67b0de21b336399b2568
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Poly Spray "Cage Area" |
Hey Guys,
I never got any replys on this message ...
everybody disappeared to Sun & Fun......
So I pulled it from the archives and posted it again...
Gotta Fly...
Mike
Message 14 ____________________________________
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Kolb-List: Poly Spray - Cage
Hey Guys,
Cage & Wings left to Poly Spray , and then I'll FINALLY be ready for
color coats....While I was spraying my cage I was wondering about the Fabric INSIDE.....I
don't really want to spray my primer epoxy "silver", but it looks like it
would need the UV protection inside too.....
What did some of you guys do....
To spray or not to spray ?
Gotta Fly...
Mike in MN - FSII
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Poly Spray "Cage Area" |
>I painted the inside of the fabric with the silver because I knew it would
>get sunlight on it from the backside, and then the base color coat.
>There is one thing to be cautious of - it is hard to get the spray gun
>close enough to the fabric, and you will end up shooting at it from too
>far away, and it will orange peel or worse, get sandpapery on you if you
>aren't careful, instead of laying on smooth. If you can come up with a
>small touch up sprayer so you can get close to what you are painting it
>will help. Or maybe if you are just a better painter than me...
Richard Pike
MKIII N420P (420ldPoops)
>
> Hey Guys,
> Cage & Wings left to Poly Spray , and then I'll FINALLY be
> ready for
>color coats....While I was spraying my cage I was wondering about the
>Fabric INSIDE.....I
>don't really want to spray my primer epoxy "silver", but it looks like it
>would need the UV protection inside too.....
>
> What did some of you guys do....
>
> To spray or not to spray ?
>
> Gotta Fly...
> Mike in MN - FSII
>---
>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: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Poly Spray "Cage Area" |
> >I painted the inside of the fabric with the silver because I knew it would
> >get sunlight on it from the backside, and then the base color coat.
> Richard Pike
Gang:
I did not paint the inside of the fuselage fabric
or inside any other fabric. There were several
reasons, but I can only remember one now. That
was it would be a PITA to mask and shoot.
After 12 years of on again, off again sunlight. I
have discovered no problems except the inside
fabric is hard to keep clean and I don't try to
clean it very often.
john h
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Tuning the EIS for a 582 |
Folks,
N57MB ("Miss B") is getting close to flying. I'm in the process of tuning
the EIS to the correct temps and RMPsper the manual and then easing into a
WOT test. Today my CHT and EGT were fine up to 6000 RPMs which is as high as
I went. But the coolant temp hit 191. The max is suppose to be 175. I could bring
the idle back down to 3500 and the temp would drop back to the normal range.
My first inclination is to check the probe to be sure it is set right then replace
the coolant. I will be the first to confess that I know squat about 2 cycle
engines and am intimidated by this little screamer. I would appreciate any thoughts
from those of you more experienced with the Rotax 582.
Suggestions about placement of the probe or anything else to check would be most
appreciated. By the way, the CHT hovered around 210 and the EGT was 1050, therebouts
at 5500 RPMs.
Bob
Campbellsburg, KY
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Poly Spray "Cage Area" |
Hi Mike / Gang,
Know how you feel. I get that treatment sometimes too. Makes me wonder if
I'm the only one that the post I sent came back to. As to your question, on
the Firestar II that I built I used a outdoor short-nap carpet purchased
from Lowe's to cover the inside walls and floor boards. I think it looks
really good and the extra weight in not that much. I agree with John on the
work involved to tape and cover before spraying, and that's why I went the
carpet route.
Later,
John Cooley
>
> Hey Guys,
> Cage & Wings left to Poly Spray , and then I'll FINALLY be
ready for
> color coats....While I was spraying my cage I was wondering about the
Fabric INSIDE.....I
> don't really want to spray my primer epoxy "silver", but it looks like it
> would need the UV protection inside too.....
>
> What did some of you guys do....
>
> To spray or not to spray ?
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Tuning the EIS for a 582 |
Very likely that since the airplane is not in flight, there is just not
enough air moving through the radiators. If it is only getting to 191 on
the ground, you will probably have no problems in flight.
On the other hand... how long does it take (at 6,000 rpm) to get to 191? If
it takes 20-30 seconds to go from 150-160 up to 191, it is OK. But if it
goes up really quick, not so good.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>
>Folks,
>N57MB ("Miss B") is getting close to flying. I'm in the process
>of tuning the EIS to the correct temps and RMPsper the manual and then
>easing into a WOT test. Today my CHT and EGT were fine up to 6000 RPMs
>which is as high as I went. But the coolant temp hit 191. The max is
>suppose to be 175. I could bring the idle back down to 3500 and the temp
>would drop back to the normal range.
>
>
>My first inclination is to check the probe to be sure it is set right then
>replace the coolant. I will be the first to confess that I know squat
>about 2 cycle engines and am intimidated by this little screamer. I would
>appreciate any thoughts from those of you more experienced with the Rotax 582.
>
>
>Suggestions about placement of the probe or anything else to check would
>be most appreciated. By the way, the CHT hovered around 210 and the EGT
>was 1050, therebouts at 5500 RPMs.
>
>
>Bob
>Campbellsburg, KY
>
>
________________________________________________________________________________
| Subject: | [ Don Gherardini ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Don Gherardini <donghe@one-eleven.net>
Subject: Americana FireFly at Sun'n'Fun
http://www.matronics.com/photoshare/donghe@one-eleven.net.04.12.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Re: Tuning the EIS for a 582 |
Richard, the temp climbs slowly. How does the placement of the probe affect the
temps? Is that critical ?
Bob, Kathleen, and Kory Brocious
Tenacity Farm
Campbellsburg, Kentucky
From: Richard Pike <RWPIKE(at)CHARTER.NET>
Subject: Re: Kolb-List: Tuning the EIS for a 582
Date: Sat, 12 Apr 2003 23:16:34 -0400
-- Kolb-List message posted by: Richard Pike
Very likely that since the airplane is not in flight, there is just not
enough air moving through the radiators. If it is only getting to 191 on
the ground, you will probably have no problems in flight.
On the other hand... how long does it take (at 6,000 rpm) to get to 191? If
it takes 20-30 seconds to go from 150-160 up to 191, it is OK. But if it
goes up really quick, not so good.
Richard Pike
MKIII N420P (420ldPoops)
-- Kolb-List message posted by: "Bob, Kathleen, Kory Brocious"
Folks,
N57MB ("Miss B") is getting close to flying. I'm in the process
of tuning the EIS to the correct temps and RMPsper the manual and then
easing into a WOT test. Today my CHT and EGT were fine up to 6000 RPMs
which is as high as I went. But the coolant temp hit 191. The max is
suppose to be 175. I could bring the idle back down to 3500 and the temp
would drop back to the normal range.
My first inclination is to check the probe to be sure it is set right then
replace the coolant. I will be the first to confess that I know squat
about 2 cycle engines and am intimidated by this little screamer. I would
appreciate any thoughts from those of you more experienced with the Rotax 582.
Suggestions about placement of the probe or anything else to check would
be most appreciated. By the way, the CHT hovered around 210 and the EGT
was 1050, therebouts at 5500 RPMs.
Bob
Campbellsburg, KY
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Tuning the EIS for a 582 |
> Richard, the temp climbs slowly. How does the placement of the probe affect the
temps? Is that critical ?
> Bob, Kathleen, and Kory Brocious
Bob/Gang:
I agree with Richard. If the temp is increasing
slowly it is probably not getting enough air in
the static, high power setting position. Should
do just fine flying when you have 60 or 70 mph
wind to assist the prop to cool the radiators.
Normal placement of the temp sender for a "normal"
analog gauge is in the cyclinder head, according
to the diagram in the operators manual. I am
ignorant when it comes to EIS procedures.
john h
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Poly Spray - Cage |
Hey Guys,
Thanks for the Info.
I'm not going to spray the inside of the cage and I'll probly
look for some fabric or carpet to protect it from UV rays.
I took my First Bi - annual review today ( Cessna 172 )
I haven't flown for a year and 4 mos. and to top it off the winds were a little
HIGH and mild gusts.
I was a little rusty but I PASSED...Yippieeeeee
It's a good thing too, because it cost 192.50
the price went up on the older Cessnas and it jumped to 35.00per hour for the
instructor.
it's a good thing I'm building my own plane.
How do flight reviews work with the Kolb ?
Do I still have to take it in the Cessna ?
Gotta Fly...
Mike FSII,Color coat soon
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Biennial flight reviews |
>
> How do flight reviews work with the Kolb ?
> Do I still have to take it in the Cessna ?
> Gotta Fly...
> Mike FSII,Color coat soon
Depends - on the flight instructor. Since the instructor I fly with was
satisfied that I will be doing all my flying in the Kolb (no VOR, no carb
heat, etc) then he did not feel the need to use a conventional aircraft.
But when I did my power on stalls and retarded the throttle at the break, I
had to be able to justify why I did it differently than would be done in a
conventional aircraft. You have to know why you do what you do, no matter
what you fly.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Tuning the EIS for a 582 |
Bob,
Your probe should be near where the hot water exits the engine. Usually
between the engine and the rad, but if the 582 has a place in a cylinder
head for it, that would be fine.
Denny
----- Original Message -----
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Tuning the EIS for a 582
>
>
> > Richard, the temp climbs slowly. How does the placement of the probe
affect the temps? Is that critical ?
> > Bob, Kathleen, and Kory Brocious
>
> Bob/Gang:
>
> I agree with Richard. If the temp is increasing
> slowly it is probably not getting enough air in
> the static, high power setting position. Should
> do just fine flying when you have 60 or 70 mph
> wind to assist the prop to cool the radiators.
>
> Normal placement of the temp sender for a "normal"
> analog gauge is in the cyclinder head, according
> to the diagram in the operators manual. I am
> ignorant when it comes to EIS procedures.
>
> john h
>
>
________________________________________________________________________________
| From: | "Lawrence M. Rice" <tailwind5(at)juno.com> |
Guys,
I'm absolutely terrified of the "nasties" found in polyurethanes and
don't have much more use for the solvents found in other systems (maybe
all those years in the cancer lab I worked in some time ago ruined me). I
heard of a guy in Western Pennsylvania that did his Mk. III with latex
enamel. Have any of y'all heard anything about this? I heard about a year
ago of a water base urethane finish that's supposed to be pretty safe to
work with. Any experience with that?
Thanks,
Larry the MicroMong guy
________________________________________________________________________________
| From: | Ron Aerial <aerialron(at)yahoo.com> |
A BFR is just a review.
so a 172 review is good enough for a B-747.
As soon as I am done with my M3X I will give BFRs to
any Kolber that wants one in a Kolb. :-)
CaptainRon CFI&I and CFiMei
Also changed my email address
===========================
--- Mike Pierzina wrote:
>
>
> Hey Guys,
> Thanks for the Info.
> I'm not going to spray the inside of the cage and
> I'll probly
> look for some fabric or carpet to protect it from UV
> rays.
> I took my First Bi - annual review today (
> Cessna 172 )
> I haven't flown for a year and 4 mos. and to top it
> off the winds were a little HIGH and mild gusts.
> I was a little rusty but I PASSED...Yippieeeeee
> It's a good thing too, because it cost 192.50
> the price went up on the older Cessnas and it
> jumped to 35.00per hour for the instructor.
> it's a good thing I'm building my own plane.
>
> How do flight reviews work with the Kolb ?
> Do I still have to take it in the Cessna ?
> Gotta Fly...
> Mike FSII,Color
> coat soon
> ---
> Sometimes you just have to take the leap
> and build your wings on the way down...
> Gotta Fly...
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> Digests:http://www.matronics.com/digest/kolb-list
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
________________________________________________________________________________
| From: | Ron Aerial <aerialron(at)yahoo.com> |
| Subject: | Re: Fabric Finish |
My inclination is not to use anything but the tough
urathane paints (as sold with the fabric package), but
I am also interested in that. I am sure though that we
must spray the UV protection for the cloth if we want
any meaningfull life out of it. I guess the question
would be "will latex stick to the UV coating"?
and then just how good will it look.
I painted the fiberglass wing tips on my Beech with
Ace latex paint about 4 years ago. Amazingly enough
its holding really good, it has started to fade a bit,
but can't beat the price.
====================================
> Guys,
> I'm absolutely terrified of the "nasties" found in
> polyurethanes and
> don't have much more use for the solvents found in
> other systems (maybe
> all those years in the cancer lab I worked in some
> time ago ruined me). I
> heard of a guy in Western Pennsylvania that did his
> Mk. III with latex
> enamel. Have any of y'all heard anything about this?
> I heard about a year
> ago of a water base urethane finish that's supposed
> to be pretty safe to
> work with. Any experience with that?
> Thanks,
> Larry the MicroMong guy
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> Digests:http://www.matronics.com/digest/kolb-list
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Fabric Finish |
Take a look at the water based paints, Larry. I hear they're very good.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Lawrence M. Rice" <tailwind5(at)juno.com>
Subject: Kolb-List: Fabric Finish
>
> Guys,
> I'm absolutely terrified of the "nasties" found in polyurethanes and
> don't have much more use for the solvents found in other systems (maybe
> all those years in the cancer lab I worked in some time ago ruined me). I
> heard of a guy in Western Pennsylvania that did his Mk. III with latex
> enamel. Have any of y'all heard anything about this? I heard about a year
> ago of a water base urethane finish that's supposed to be pretty safe to
> work with. Any experience with that?
> Thanks,
> Larry the MicroMong guy
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Latex paint on aircraft |
Here are 2 links to using ordinary latex for aircraft use. The second one
has some good pictures of examples.
http://www.lightminiatureaircraft.com/generic34.html
http://www.modelairplanenews.com/how_to/latex1.asp
Several years ago I painted a Hummer with latex with fair results. Here are
the pros and cons:
Pro :
Cheap - very cheap. Sears Weatherbeater works good. Don't buy cheap latex,
get the good stuff, it covers better. I used Weatherbeater black for a base
coat and fabric filler, sprayed it on with a regular paint gun to fill the
weave of the polyester fabric, and UV proof it all with one color. Two
coats gave a good finish and used one gallon of thinned paint.
Use the highest gloss or semi gloss you can get for a top coat, two coats
of yellow covered a black underbase, it covers well.
If you mess up and need to strip any of it off or feather an edge, use
Goof-off, get it at Wal Mart.
Of course latex is totally non toxic, won't orange peel or give a dusty
textured too dry coat, it is really hard to screw it up.
Easy to touch up and repair. Strip the latex off with Goof-Off, patch with
Stits or Randolph glue in the normal fashion, recover with more latex.
Light weight, takes very little paint to fill the fabric & get good color.
Con:
Not nearly as durable as Randolph paints, somewhat less durable than Stits.
Hard to get a high gloss
Dirty, greasy fingerprints show badly. (But 409 takes them off)
Fabric Attachment: I used Rand-O-Bond fabric cement to attach the fabric to
the airframe, it is easier to work with than Stits, ribstitched and taped
in the normal fashion, using Randolph non-taughtening nitrate dope, then
latex from there on.
Would I do it again? I don't know, I have used Randolph, Stits, and el
cheapo latex finishes, and it is sure the easiest. Maybe I won't have to...
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Latex paint on aircraft |
Note - when I read what I had just sent, it maybe makes it look like I
sprayed all the fabric with Randolph non-taughtening dope - not so. I only
used it on the places where I had taped it or ribstitched it.
Sprayed all the raw fabric (98% of the airplane fabric surface) with latex
after I heat shrank it.
Sorry.
rp
>Fabric Attachment: I used Rand-O-Bond fabric cement to attach the fabric to
>the airframe, it is easier to work with than Stits, ribstitched and taped
>in the normal fashion, using Randolph non-taughtening nitrate dope, then
>latex from there on.
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
What about these wind meters/airspeed indicators for Kolbs? I was wondering about
the possibility of mounting one with a bracket just outside of the windshield.
Would they pass muster with the FAA? Would they be accurate near the windshield?
http://www.benmeadows.com/store/product_group.asp?dept_id2185&cat_prefix3WB
http://www.benmeadows.com/store/product_group.asp?dept_id2185&cat_prefix3WB
I also saw this one:
http://www.windandweather.com/store/Weather_Instruments___Wind_GaugesIN_MAXNOR?SessionIDX2xt6JLo&Args&Pos27
Might look a little dorky with a little aemometer on top of the gap seal or on
the wing, but it could be remotely located.
The only similar ones I can find for airplanes only go up to 60MPH, while these
go to 90 and 200.
Clay Stuart
________________________________________________________________________________
| Subject: | Re: Fabric Finish |
| From: | ul15rhb(at)juno.com |
Larry,
A friend of mine painted his Firestar with Latex exterior house paint and
many years later it's doing just fine.
Ralph
Original Firestar painted with Polytone
writes:
>
>
> Guys,
> I'm absolutely terrified of the "nasties" found in polyurethanes
> and
> don't have much more use for the solvents found in other systems
> (maybe
> all those years in the cancer lab I worked in some time ago ruined
> me). I
> heard of a guy in Western Pennsylvania that did his Mk. III with
> latex
> enamel. Have any of y'all heard anything about this? I heard about a
> year
> ago of a water base urethane finish that's supposed to be pretty
> safe to
> work with. Any experience with that?
> Thanks,
> Larry the MicroMong guy
________________________________________________________________________________
| Subject: | Re: Latex paint on aircraft |
In a message dated 4/13/03 8:28:25 PM Eastern Daylight Time,
rwpike(at)charter.net writes:
>
> Here are 2 links to using ordinary latex for aircraft use. The second one
> has some good pictures of examples.
>
> http://www.lightminiatureaircraft.com/generic34.html
>
> http://www.modelairplanenews.com/how_to/latex1.asp
>
> Several years ago I painted a Hummer with latex with fair results. Here are
>
> the pros and cons:
> Pro :
> Cheap - very cheap. Sears Weatherbeater works good. Don't buy cheap latex,
> get the good stuff, it covers better. I used Weatherbeater black for a base
>
> coat and fabric filler, sprayed it on with a regular paint gun to fill the
> weave of the polyester fabric, and UV proof it all with one color. Two
> coats gave a good finish and used one gallon of thinned paint.
> Use the highest gloss or semi gloss you can get for a top coat, two coats
> of yellow covered a black underbase, it covers well.
> If you mess up and need to strip any of it off or feather an edge, use
> Goof-off, get it at Wal Mart.
> Of course latex is totally non toxic, won't orange peel or give a dusty
> textured too dry coat, it is really hard to screw it up.
> Easy to touch up and repair. Strip the latex off with Goof-Off, patch with
> Stits or Randolph glue in the normal fashion, recover with more latex.
> Light weight, takes very little paint to fill the fabric &get good color.
>
> Con:
> Not nearly as durable as Randolph paints, somewhat less durable than Stits.
> Hard to get a high gloss
> Dirty, greasy fingerprints show badly. (But 409 takes them off)
>
>
> Fabric Attachment: I used Rand-O-Bond fabric cement to attach the fabric to
>
> the airframe, it is easier to work with than Stits, ribstitched and taped
> in the normal fashion, using Randolph non-taughtening nitrate dope, then
> latex from there on.
>
> Would I do it again? I don't know, I have used Randolph, Stits, and el
> cheapo latex finishes, and it is sure the easiest. Maybe I won't have to...
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
Richard, I latex painted my Firestar with 3 colors of Coronado durothane
latex and it stays on like a champ. The colors are good, the gloss is good,
and the flexibility is very good.
The problems have been that I put it on over polytone by stits and it pulled
the polytone off the fabric over the cage area only...the flexible zipped
part. This caused peeling there which can stick to the adjacent areas of the
wing. I suspect I have too much flexer in my paint as a result of this test.
GeorgeRandolph
447 Firestar driver from Akron O
________________________________________________________________________________
| Subject: | Re: Tuning the EIS for a 582 |
In a message dated 4/13/03 9:53:05 AM Eastern Daylight Time,
jhauck(at)elmore.rr.com writes:
> Normal placement of the temp sender for a "normal"
> analog gauge is in the cyclinder head, according
> to the diagram in the operators manual. I am
> ignorant when it comes to EIS procedures.
>
> john h
>
> Placement of the probes in the exhaust manifold IS critical as (according
to Dennis), there are pulse points of hot and cold. I have placed only one
probe at the Y to pick up both cylinders (kinda a catchall el cheapo
approach) and my temps read higher than most. My temp has gone to 1300 in the
past with no known degradation of the internals. I still make every effort to
keep it lower than 1200 deg F though, such as when the engine is unloaded.
I have experienced a freezeup on an old Cayunna long ago and am familiar with
the quickness of the overtemp dilemma on freezeup.
I have never had a freezeup on my Rotax 447 in spite of the Y probe
placement.
GeorgeRandolph
447 Firestar driver from Akron, O
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Vertical Stabilizer - Uncompenstated Yaw |
>
>Hi Kolbers:
................................>
>I believe the leading edge of the vertical
>stabilizer failure recently on two seperate
>occassions was agrevated by experimentation of
>offsetting the leading edge to attempt to overcome
>some of the adverse yaw characteristic. That is
>the price I have paid for seeing if that mod would
>work. It didn't. The trim tab size,
>configuration, I have now has neutralized this
>adverse yaw characteristic. As a side note, the
>MK III doesn't really care if it is in yaw trim or
>not. Most of the time on the airframe was flown
>with the slip/skid indicator 1/2 ball out of
>trim. No significant performance/handling
>increase has been noted. Probably should have
>said, no performance/handling increase noted,
>other than the ball is now centered. :-)
>
........................
John,
I have been working on getting my FireFly trimmed out in yaw. I wrote earlier
that I had no problems when I had the Rotax 447 installed. But after I installed
the Victor 1+ the FireFly cruised with one ball diameter out to the right.
At first I just thought it was due to the fact that the new propeller rotation
was opposite of that for the 447. I really did not want add the weight of
a rudder trim tab.
I went back and reviewed what I had done and I found that I had lowered the front
and raised the rear of the engine mount. Then I remembered that when I was
mounting the Victor 1+, I added more washers to raise the front of the engine,
for no good reason except it just looked better. Stupid move! But your comment
got me to thinking that I did not understand P-Factor very well. So I researched
it a little, and asked an old timer to explain it to me in the hangar
standing at the FireFly. I thought I understood it, but when I got home I still
could not draw a diagram and explain it my self. After another trip to the
hangar and taking some measurements with an incline meter on the propeller in
the horizontal position, I felt like I understood what the old timer was trying
to tell me.
I took half the washers out from under the front of the engine mount and flew the
FireFly. At cruise the ball went from one ball to a half ball out to the right.
One can apply a little right rudder pressure to bring it back in. In the
next day or two, I hope to make another adjustment and I believe the ball will
be centered at cruise. You may be able to get your plane to stop skidding at
cruise by adding or moving a few washers. The advantage of moving the engine
in this way is that lets one trim the plane out in yaw and minimizes drag.
I added some explanation and a diagram on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly56.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vertical Stabilizer - Uncompenstated Yaw |
Jack & Louise Hart wrote:
>
>
> >
> >Hi Kolbers:
> ................................>
> >I believe the leading edge of the vertical
> >stabilizer failure recently on two seperate
> >occassions was agrevated by experimentation of
> >offsetting the leading edge to attempt to overcome
> >some of the adverse yaw characteristic. That is
> >the price I have paid for seeing if that mod would
> >work. It didn't. The trim tab size,
> >configuration, I have now has neutralized this
> >adverse yaw characteristic. As a side note, the
> >MK III doesn't really care if it is in yaw trim or
> >not. Most of the time on the airframe was flown
> >with the slip/skid indicator 1/2 ball out of
> >trim. No significant performance/handling
> >increase has been noted. Probably should have
> >said, no performance/handling increase noted,
> >other than the ball is now centered. :-)
> >
> ........................
>
> John,
>
> I have been working on getting my FireFly trimmed out in yaw. I wrote earlier
that I had no problems when I had the Rotax 447 installed. But after I installed
the Victor 1+ the FireFly cruised with one ball diameter out to the right.
At first I just thought it was due to the fact that the new propeller rotation
was opposite of that for the 447. I really did not want add the weight of
a rudder trim tab.
>
> I went back and reviewed what I had done and I found that I had lowered the front
and raised the rear of the engine mount. Then I remembered that when I was
mounting the Victor 1+, I added more washers to raise the front of the engine,
for no good reason except it just looked better. Stupid move! But your comment
got me to thinking that I did not understand P-Factor very well. So I researched
it a little, and asked an old timer to explain it to me in the hangar
standing at the FireFly. I thought I understood it, but when I got home I still
could not draw a diagram and explain it my self. After another trip to the
hangar and taking some measurements with an incline meter on the propeller
in the horizontal position, I felt like I understood what the old timer was trying
to tell me.
>
> I took half the washers out from under the front of the engine mount and flew
the FireFly. At cruise the ball went from one ball to a half ball out to the
right. One can apply a little right rudder pressure to bring it back in. In the
next day or two, I hope to make another adjustment and I believe the ball will
be centered at cruise. You may be able to get your plane to stop skidding
at cruise by adding or moving a few washers. The advantage of moving the engine
in this way is that lets one trim the plane out in yaw and minimizes drag.
>
> I added some explanation and a diagram on the bottom of:
>
> http://www.thirdshift.com/jack/firefly/firefly56.html
>
> Jack B. Hart FF004
> Jackson, MO
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vertical Stabilizer - Uncompenstated Yaw |
Jack/Gang:
Something I learned a long time ago was the engine
thrust line changes drastically with power
settings and airspeed. It is the nature of the
Lord Mount we use on our Kolbs. Depending on what
engine we use, left or right rotation, the engine
with lift in the rear, depress in the front, and
rotate opposite the direction of prop rotation.
The two stroke Rotax will load up the left front
Lord Mount. The four stroke Rotax will load up
the right front Lord Mount. To compenstate for
the lift at the rear of the engine and depression
at the front, I raise the front of the 912 and
912S powered MK III 5/8 inch. To prevent the
front Lord Mounts from being depressed
excessively, I place a two inch fender washer
under the 5/8" bushing and on top of the Lord
Mount. At rest, engine off, the thrust line in in
line with the bottom of the wing. At cruise power
settings, the front of the engine still depresses
a little and brings everything back to the amount
of angle of attack to keep the Mk III in level
flight with the thrust line parallel to the line
of flight.
Pardon the previous blank I shot in response to
Jack Hart's email. Hit the send instead of the
delete button. :-)
john h
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Vertical Stabilizer - Uncompenstated Yaw |
I added a little more explanation to the bottom of:
http://www.thirdshift.com/jack/firefly/firefly56.html
I made a one washer thickness change and raised the back of the engine. I flew
it in the pattern and I found at cruise on the downwind leg that the ball position
had changed from one-half ball out to one-fourth ball out.
For those of you who are flying Kolbs with 447's, this is an easy thing to do that
will get your aircraft flying in a much more efficient configuration at cruise
with out having to add additional weight by way of a rudder trim tab.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vertical Stabilizer - Uncompenstated Yaw |
> I made a one washer thickness change and raised the back of the engine. I flew
it in the pattern and I found at cruise on the downwind leg that the ball position
had changed from one-half ball out to one-fourth ball out.
> Jack & Louise Hart
Jack/Gang:
Need some particular info on your aircraft and
test:
1) Prop rotation direction?
2) Direction of adverse yaw?
3) What is your cruise speed?
4) How is this affecting your airspeed/engine
rpm?
If I remember correctly, you have increased
incidence of wing and horizontal stabilizer. If
so, we can not compare what is happening to your
Fire Fly with a standard configured one?
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Weight & Balance |
Today we did the weight & balance on Vamoose, and have come up with a serious question/problem.
We put the wheels on scales, then lifted the tail till a level
held on the wing trailing edge tube was 7 1/2" inches below the leading edge
tube, as per the instructions, to give a 9 deg. angle of attack. Using form
no. AC 43.13-1B, page 10-6, and the airplane empty, we came up with a c.g. of
29%. Beautiful...............according to the plans, it should be between 25%
& 35%.............right ?? Hokay...............THEN we plugged the numbers
into the Kolb form on the blueprints, and came up with an empty c.g. of 44%.
I sat in the plane, we figured where my navel sat, and my weight, and came up
with 39.5%. This is not good. Why such a discrepancy between the 2 ?? Which
one should I go by, or, which one is the DAR going to want to see ?? Which
one is safe to fly by ?? I'm well aware of the dangers of flying with aft c.g.
(or forward c.g., for that matter) I designed the engine mount to allow moving
the engine an inch either way, but it's a heck of a job, and I'd just as soon
leave it be. What are you guys' thoughts on this ??? This just cost
me another week, I think. Monument Valley is looking less likely.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Weight & Balance |
My hybrid whatumacallit also showed a very aft CG - just over the 37%.
It's got kolb ribs (16 of them) , like yours - and I was also afraid of how
it was going to fly.
Got almost no dihedral in the wings, so I could picture the engine out/tail
slide
into an inverted flat/spin/where's my red handle thing.
However, I was pleasantly surprised - it flys great. Can't get it to do
anything weird - engine on or
off - and I've tried! I've put one of those $200 three pound tail wheels on
since then
and still no problem.
If it makes you feel better, put some weight in the nose
or passenger seat when you take it up. I'll bet you won't need it.
http://www.mindspring.com/~possums/
>
>Today we did the weight & balance on Vamoose, and have come up with a
>serious question/problem. We put the wheels on scales, then lifted the
>tail till a level held on the wing trailing edge tube was 7 1/2" inches
>below the leading edge tube, as per the instructions, to give a 9 deg.
>angle of attack. Using form no. AC 43.13-1B, page 10-6, and the airplane
>empty, we came up with a c.g. of 29%. Beautiful...............according
>to the plans, it should be between 25% & 35%.............right
>?? Hokay...............THEN we plugged the numbers into the Kolb form on
>the blueprints, and came up with an empty c.g. of 44%. I sat in the
>plane, we figured where my navel sat, and my weight, and came up with
>39.5%. This is not good. Why such a discrepancy between the 2 ?? Which
>one should I go by, or, which one is the DAR going to want to see
>?? Which one is safe to fly by ?? I'm well aware of the dangers of
>flying with aft c.g. (or forward c.g., for that matter) I designed the!
> engine mount to allow moving the engine an inch either way, but it's a
> heck of a job, and I'd just as soon leave it be. What are you
> guys' thoughts on this ??? This just cost me another week, I
> think. Monument Valley is looking less likely. Lar.
>
>Larry Bourne
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: Returning to flight status |
Well, done and congrats. Fred
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
There are points in the power up that she is smooth as glass and others
where it feels like a 90lb jack hammer! Wondering if all engines act this
way when mounted on a stationary object and chained to a dozer? Just having
fun here waiting to sell these other bikes so I can get busy building a
Kolb. Also I picked up a VW engine that I want to explore.
pp....
N4958P
more then likely you are hitting points of torsional resonance. If you stay
at those locations major damage will occur. Not maybe. not eventually.
but in a mater of minutes or seconds. Resonance works by adding little
inputs of energy that are timed correctly to create a large amount of
energy. like a kid on a swing, a little kick timed right will add up to a
very big swing. In torsional resonance the same thing is happening, but in
a rotation around part of the system, probably the notoriosly weak HD
crankshaft, but also just as possibly in the prop shaft you have put
together, or even in the links of the chain. Make a note of these rpm's and
avoid them like the plague. they will ruin your project nearly instantly.
also, make sure your not anywhere in the plane of rotation of the moving
parts of this system when you are testing it. When you break something it
is going to come off with the energy of a balistic projectile and it will
kill you. I have seen video of a section of flywheel go through concrete
block walls, yah two of them!. If the chain losses a link you dont want to
be anywhere near that either. basically be careful, lots of energy involved
here, it is easy to forget how much. if you have 100 hp think in terms of
having 100 horses running over you, all in a thousandth of a second. It
would probably hurt.
my wife has simple rules for me and my kids. no bleeding, no broken bones,
no missing teeth, and have fun!
Topher
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
| Subject: | Weight & Balance |
Lar.
try throwing out these charts your using and just do the math yourself.
Just sum the 3 moments (3 weights times 3 distances) about any fixed
reference point and devide by the total weight and there is the distance
from your reference point to the cg. If you are out of the envelope one
thing to remember is although moving the 200 pound engine 1 inch gives you
200 inch pounds, moving 10 pounds 20 inches does the same thing, and you can
usually find 10 pounds to move if you look around a bit. might be easier.
topher
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: Biennial flight reviewspwer off at stall |
I suspect there is a very sharp pitch down leading to negative G in
the cockpit rather than zero G . Several early powered hang gliders with
high keel mounted pushers and even some trikes suffered sharp pitch down
"Tuck" into complete tumble and consequent structural breakup .Not good
Vnz
________________________________________________________________________________
| From: | "Ted Cowan" <tcowan1917(at)direcway.com> |
| Subject: | Re: Momument Valley |
Hi guys, been awhile since I have laced the keys with my trype. Anyway, got
a couple of friends eager to fly out to Utah from Florida and my lady and I
chasing in a car. Now, seems there might be a small problem with gas and
oil along the way. Was wondering if anyone has a list of potential gas
stops, private air strips, ultralight parks, wonderful Kolb people, etc. for
them to consider as stops. Would certainly appreciate any and all aid in
this respect. Seems to get a little thin out there after Texas and through
New Mexico and almost non-existent past that. A little help with this
would really be a help especially from you guys that ACTUALLY live out
there. Thanks in advance. Can reach me off line at 334-480-0822 or email
direct. Ted Cowan. They are expecting to depart around the 24th of May.
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: Biennial flight reviewspwer off at stall |
I should have said that with the high thrust line and low Cof G and
with power on stall ---then all that stuff about "Tuck"..... i.e. the wing
tries to "fly" on its own round the almost stationary centre of gravity, by
the VERY shot time it has got past the vertical the momentum of the Cof G
carries it forward over the wing which also by now is subject to high
negative air loads aggravating the pitch down and converting it to a
continued tumble .. I think our friend wisely doesnt even like or want to
feel any of that unconfortable negative G when he demonstrates the
stall.....Ithink the long tail arm and larg tail surfaces would not let the
Kolb go into a true tumble but a real hammer head stall is tough on any
plane things like batteries come loose or tailwires break, maps get
lost..........
Vnz
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: Weight & Balance |
Larry A simple way to check is to raise the tail until the plane is balanced
on the main wheels. Them project a vertical line to the wing. That is the
balance point of the wing.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | "Hey, ya'll, watch this." |
I'm sure you already know this - but you need a very accurate scale under
the tail wheel
when you do these measurements. Most bathroom scales are not.
A small difference in weight - way back there - makes a big difference
in your numbers.
Oh... ..and don't forget get to yell
"Hey, ya'll, watch this."
When you take it up for the first time.
>
>About a year ago, I asked everyone what their numbers were, and mine were -
>proportionately - pretty close. I showed 287 on the right wheel, 292 on the
>left, and 89 on the tailwheel, at 9 deg. angle of attack. That's real
>heavy, Which numbers do I believe, and which
>numbers do I show the DAR ??.............and in all serious-ness, if it IS
>way tail heavy, a stall could well be un-recoverable. Good way to ruin a
>day, eh ?? My inclination is to go with the FAA worksheet, but it - still -
>don't - feel -right - ! ! ! Lar.
>
>Larry Bourne
________________________________________________________________________________
| From: | Dalewhite(at)aol.com |
| Subject: | Re: Kolb-List Digest: 19 Msgs - 04/14/03 |
Please remove us from this mailing list. We do not wish to received the
Kolb-List Digest anymore.
Thank you,
Dale White
dalewhite(at)aol.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Weight & Balance |
I've had quite a few replies, both on, and off, List. I appreciate the
responses, but I still don't know the answer to my original
question.......................why the discrepancy between the FAA form, and
the Kolb one. According to the FAA form, my empty c.g. is at 29%, which is
good. Going by the Kolb one, empty c.g. is 44%, which is not. That's a big
difference. How many of you have used the Kolb forms in the blueprints ??
How many have used FAA form AC 43.13-1B ?? How many have tried both, and
how did it work out ?? To those who've offered to crunch the numbers for
me, I'll email my A&P, and get them to you in a day, or so. To get the
plane thru inspection, I can just use the FAA form and be perfectly legal,
but that doesn't help the tingling feeling in my neck. Thanks much.
Worried Ol' Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: <FRED2319(at)aol.com>
Subject: Re: Kolb-List: Weight & Balance
>
> Larry A simple way to check is to raise the tail until the plane is
balanced
> on the main wheels. Them project a vertical line to the wing. That is the
> balance point of the wing.
>
>
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: Latex paint on aircraft |
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
How do flight reviews work with the Kolb ?
Do I still have to take it in the Cessna ?
Gotta Fly...
Mike FSII,Color coat soon
i would immagion that it would depend on yur cfi.... i have been able to do mine
in the mkIII
boyd
________________________________________________________________________________
| From: | CaptainRon <aerialron(at)yahoo.com> |
| Subject: | Re: Weight & Balance |
Hi Lar.
I would note exactly where on the wing cord line my cg
is at. If the cg point is within the first 25% of the
cord line I would not worry about it. If it comes out
at 30% of cord or so I would know that reballancing is
needed.
I cannot figure the logic in the factory W/B form. It
seems to me to be an exercise in sophistry. They
certainly could have come up with something more
traditionally simple.
======================================
--- Larry Bourne wrote:
>
>
> About a year ago, I asked everyone what their
> numbers were, and mine were -
> proportionately - pretty close. I showed 287 on the
> right wheel, 292 on the
> left, and 89 on the tailwheel, at 9 deg. angle of
> attack. That's real
> heavy, I know, but keep that big hunk of engine in
> mind. My concern
> is - - - - why the discrepancy ??
=====
Building M3X
Southern Arizona
http://search.yahoo.com
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
| Subject: | Re: Weight & Balance |
Larry,
My Mk III Xtra empty cg is 43.39%. Don't forget you are the ballast that
brings you into the 25 to 35 %. I used the Weight and Balance info provided
by Kolb to create an excel spread sheet with all of the formulas embedded.
My DAR liked it so much he took a copy of it and is using it on his lap top
when he does inspections. All he has to do is change the formula to make it
aircraft specific (wing cord). If you or anyone else on the list would like
a copy of it please send me your mailing address off list. I'll mail out a
disk, I've found the formulas do not always follow when sent via E-Mail.
Guy S.
MKIII Xtra 56 hrs.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Kolb-List: Weight & Balance
>
> Today we did the weight & balance on Vamoose, and have come up with a
serious question/problem. We put the wheels on scales, then lifted the tail
till a level held on the wing trailing edge tube was 7 1/2" inches below the
leading edge tube, as per the instructions, to give a 9 deg. angle of
attack. Using form no. AC 43.13-1B, page 10-6, and the airplane empty, we
came up with a c.g. of 29%. Beautiful...............according to the plans,
it should be between 25% & 35%.............right ??
Hokay...............THEN we plugged the numbers into the Kolb form on the
blueprints, and came up with an empty c.g. of 44%. I sat in the plane, we
figured where my navel sat, and my weight, and came up with 39.5%. This is
not good. Why such a discrepancy between the 2 ?? Which one should I go
by, or, which one is the DAR going to want to see ?? Which one is safe to
fly by ?? I'm well aware of the dangers of flying with aft c.g. (or forward
c.g., for that matter) I designed the!
> engine mount to allow moving the engine an inch either way, but it's a
heck of a job, and I'd just as soon leave it be. What are you guys'
thoughts on this ??? This just cost me another week, I think. Monument
Valley is looking less likely. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose
> www.gogittum.com
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | new owner of ultrastar |
just bought a very nice ultrastar, how do i do a W/B ,,,and any thing else I need
to know" I now fly a a0-84 hurc powerede minimax. any help? thanks ron in central
texas. reply to rwehba(at)wtxs.net
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: Weight & Balance |
FRED2319(at)aol.com wrote:
>
>
> Larry A simple way to check is to raise the tail until the plane is balanced
> on the main wheels. Them project a vertical line to the wing. That is the
> balance point of the wing.
>
Sorry,
I disagree with this information and believe it is DANGEROUSLY and
SERIOUSLY INACCURATE.
EZ
________________________________________________________________________________
| From: | "Christopher Armstrong" <cen33475(at)centurytel.net> |
| Subject: | Weight & Balance |
-How about just putting a sheet of padded plywood under each wing
and balancing it on tall skinny sawhorses? Ya have to admit that
WOULD be the cg.
if it happened to end up balancing at the flight attitude then that would be
the cg.... but in reality you can get the plane to balance in any attitude.
if your suport is directly above or below the cg then it would balance.
What your trying to find is the longitudinal cg in the flight attitude. in
order to do that you need to be in the flight attitude, and then if you
found the balance point by moving the suport location, keeping the attitude
fixed you would have the longitudinal cg. You can also find the vertical
and lateral cgs.
Again this is not difficult math at all. there are only 8 numbers to work
with. distances to 3 wheels, weight of each wheel, total weight and
distance to cg.
cg distance = (wheel1 wt.*wheel1 dis.+wheel2 wt.* wheel2 dis.+wheel3 wt.*
wheel3 dis.)/total weight
empty weight cg is not real useful, where the loaded cg is matters.
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: Weight & Balance |
yes, the math that really matters is the weight during flight,,1 person& min.
fuel,,
then 2 persons & max fuel =min.& max flight envlope useable.
hopefully they fall with in the cg limit, if not, change a fixed item or add
weight to correct cg limits
do not arcive
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
Topher gave a good explanation of resonance. I touched on it awhile ago
when I suggested you not go to a 2:1 ratio but vary it a bit. Can you use a
slightly different sprocket? Might make all the difference in the world and
is a cheap fix.
>There are points in the power up that she is smooth as glass and others
>where it feels like a 90lb jack hammer!
>more then likely you are hitting points of torsional resonance. If you stay
>at those locations major damage will occur. Not maybe. not eventually.
>but in a mater of minutes or seconds.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: "Hey, ya'll, watch this." |
Did you weigh it with the tail sitting on the scale in the normal at rest
position or did you elevation the tail & scales to where it was in the
flying attitude?
jerb
>
>I'm sure you already know this - but you need a very accurate scale under
>the tail wheel
>when you do these measurements. Most bathroom scales are not.
>A small difference in weight - way back there - makes a big difference
>in your numbers.
>Oh... ..and don't forget get to yell
>"Hey, ya'll, watch this."
>When you take it up for the first time.
>
>
> >
> >About a year ago, I asked everyone what their numbers were, and mine were -
> >proportionately - pretty close. I showed 287 on the right wheel, 292 on the
> >left, and 89 on the tailwheel, at 9 deg. angle of attack. That's real
> >heavy, Which numbers do I believe, and which
> >numbers do I show the DAR ??.............and in all serious-ness, if it IS
> >way tail heavy, a stall could well be un-recoverable. Good way to ruin a
> >day, eh ?? My inclination is to go with the FAA worksheet, but it - still -
> >don't - feel -right - ! ! ! Lar.
> >
> >Larry Bourne
>
>
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
| Subject: | Re: Weight & Balance |
Hi
As far as i can see the only information you get is that the empty CofG
lies somewhere on that vertical line ,,Where the line hits the wing doesnt
mean much at all...
Shoot me??
Vnz
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Larry and Group,
I did a rough check of your weight and balance with my EXCEL program,
and I determined that you need at least 70 lbs in the seat next to you
to meet the 35% limit. First let me qualify "rough". I don't know how
much gas was in your tanks when you weighed it, and I don't have your
measurements for wheels and gas tanks. So I used standard numbers as an
estimate. Also, I don't know what kind or how many scales you used, or
if the scales were tested in any way. As someone else said, you need an
accurate scale for the tailwheel, plus with that much weight, 4
(bathroom) scales should be used under the main gear.
Is 35% important? Firestars have been allowed to use a 37% limit and I
suspect that Mark III's are flying at CG's aft of 35%. But it sure would
be nice to know how far aft Mark III's have been tested or flown. You
certainly don't need another variable on first flight.
Are there any Mark III's flying that have cg's in excess of 35%? Please
let us and Larry know.
John Jung
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Hans - how about a BMW update? |
Hans,
Would you give us an update on your experience with the BMW engine? Do you have
any pictures you could share? Performance? Maintenance? etc.
Thanx, ... Bob N57MB Mark III
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
________________________________________________________________________________
| Subject: | Mark III Classic weight |
Big Lar,
Sorry to be so slow in responding. My weights are Port 264, Starboard 262 and
tail 73.5 for a total of 599.5. This was with empty gas tanks.
Ray Baker
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Vertical Stabilizer - Uncompensated Yaw |
>
>
>> I made a one washer thickness change and raised the back of the engine. I flew
it in the pattern and I found at cruise on the downwind leg that the ball
position had changed from one-half ball out to one-fourth ball out.
>
>> Jack & Louise Hart
>
>Jack/Gang:
>
>Need some particular info on your aircraft and
>test:
>
>1) Prop rotation direction?
CCW - I believe, but it is opposite the direction of a propeller for a Rotax 447
>
>2) Direction of adverse yaw?
Ball out to the right, right rudder pedal pressure brings it back in.
>
>3) What is your cruise speed?
55 mphi
>
>4) How is this affecting your airspeed/engine
>rpm?
>
John,
I had hoped to get to the airport again and to move one more washer. I have the
airspeeds for 4,500 and 5,000 rpm recorded for one-half ball out. But I have
not been able to fly due to very high winds. Today was the last chance for
this week.
Tomorrow I will be going by Wicks and I will pick up some more washers. When I
get home next week I will set the engine back where it was at one ball out and
run all the tests in one day. It will be interesting to see the effect of
number of washers on air speed at the two above rpms. Then when the ball is washered
in, I will off set the ball with left rudder pedal pressure and see what
air speed comes up.
>If I remember correctly, you have increased
>incidence of wing and horizontal stabilizer. If
>so, we can not compare what is happening to your
>Fire Fly with a standard configured one?
John,
If you look at the incidence angles shown on:
http://www.thirdshift.com/jack/firefly/firefly56.html
there is a three degree difference in incidence between the wing and the horizontal
stabilizer. I have no data to say this is different from the TNK FireFly.
If TNK FireFly is well trimmed out in pitch with equal up and down elevator
at cruise, I can not see that there will be any difference. Washering the engine
front or back will walk both the engine and ball into the correct positions.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Mark III Classic weight |
So what are the moment arms? Each distance from Leading edge of your wing
for example.
All you have to do then is multiple each weight by its arm. Add the 3
answers and divide by the total weight and this will tell you in inches how
far back the CG is from the wing leading edge. It you want a percentage
figure take that distance divide by the wings chord (width) time 100 should
give the percent.
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: "L. Ray Baker" <rbaker-@atlantic.net>
Subject: Kolb-List: Mark III Classic weight
>
> Big Lar,
>
> Sorry to be so slow in responding. My weights are Port 264, Starboard 262
and tail 73.5 for a total of 599.5. This was with empty gas tanks.
>
> Ray Baker
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vertical Stabilizer - Uncompensated Yaw |
Jack H/Gang:
I think what is happening when you jack up the
rear of the engine is reducing the amount of prop
wash that is hitting the left side of the vertical
stabilizer.
The reason I say this is my prop turns CCW just
like yours. Over the years the paint (which is
original 1991/92 paint) on the left side has
eroded considerably from exhaust products, oil,
dirt, etc. The right side is new looking.
I recently removed the fabric from the vertical
stabilizer for the first time. It was interesting
to find that the lower forward internal brace had
blackened the inside of the fabric on the left
side. The right side fabric did not show any
mark. The lower rear internal brace did not touch
the fabric interior left or right.
A characteristic of the Kolb aircraft is the prop
wash hits the left side of the vertical stabilizer
with a CCW prop rotation and just the opposite
with a CW rotation.
A simple fix, with some experimentation, was the
trim tab I now use. Weight of this trim tab and a
few rivets is negligible, compared to increased
the offset between wing incidence and thrust line.
Anyhow, that is the way I do it. :-)
john h
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: Weight & Balance |
Larry,
I noticed that you did list the distance to your front axles, so I
corrected my calculations for just that demension and now it shows you
close to 35%. Only 21 lbs are needed in the seat next to you. Or some
other small change.
I also looked over that FAA form that you mentioned and I would trust
the results that you got. It must not have been used incorrectly to get
anywhere near 29%.
John Jung
________________________________________________________________________________
in general aviation.....you call the prop direction when standing in the
propwash.....no matter which end or the airplane its on!
Don
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> Dumb question time from the student. From witch direction to you consider a CW
or CCW rotation of a prop on a Kolb? From the nose or tail?
> pp....
pp/Gang:
I don't know if it is correct or not. I always
refer to prop rotation on our pushers as viewed
from the rear to front.
john h
________________________________________________________________________________
----- Original Message -----
From: Paul Petty
Subject: stupid
I'm still stuck on stupid.
If I mounted my engine on a kolb right now, standing behind, my engine would be
turning CCW. Would this a CW or CCW rotation.... sorry
pp
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
My Old Kolb data from December 1990, page 43, revision 0 says says 37%.
The builders manual, revised 7/26/94, page 101 says 35%.
I did my wt & bal to reflect the 37% because to fly it in that configuration,
I would need to lose 50 pounds, so I think I'm safe...
Richard Pike
MKIII N420p (420ldPoops)
>
>
>Are there any Mark III's flying that have cg's in excess of 35%? Please
>let us and Larry know.
>
>John Jung
>
>
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: | "Audrey Lewis" <audreylewis(at)alltel.net> |
Anyone know if there is a STC for using Latex Paint on a General Aviation Aircraft?
Audrey
________________________________________________________________________________
In a message dated 4/16/03 9:04:00 PM Eastern Daylight Time,
ppetty@c-gate.net writes:
> If I mounted my engine on a kolb right now, standing behind, my engine would
> be turning CCW. Would this a CW or CCW rotation.... sorry
>
>
Not sure I understand the question.
You are standing behind your Kolb, looking forward at the prop. If you have
a Rotax 2 stroke engine, it's turning CCW. If you have a Rotax gearbox on
that engine, then your prop will be turning CW.
Hope this helps.
Shack
FS II
SC
________________________________________________________________________________
| Subject: | Re: Weight & Balance/ %cg |
Kolbers,
This Sun & Fun I spoke with Homer on this very topic. He said the Kolb
wing defies conventional rules regarding acceptable rear cg limits. He has
seen 39% cg's fly perfectly fine, but that would be the maximum limit, with
35-37 being better to shoot for. Richard Swiderski
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Re: Kolb-List: Weight
>
>
> My Old Kolb data from December 1990, page 43, revision 0 says says 37%.
> The builders manual, revised 7/26/94, page 101 says 35%.
> I did my wt & bal to reflect the 37% because to fly it in that
configuration,
> I would need to lose 50 pounds, so I think I'm safe...
>
> Richard Pike
> MKIII N420p (420ldPoops)
>
>
> >
> >
> >Are there any Mark III's flying that have cg's in excess of 35%? Please
> >let us and Larry know.
> >
> >John Jung
> >
> >
>
>
> 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: | CaptainRon <aerialron(at)yahoo.com> |
an STC is not needed as far as I know, as you are not
changing any items in the type certificate data sheet.
============================
> Anyone know if there is a STC for using Latex
> Paint on a General Aviation Aircraft?
>
> Audrey
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> Digests:http://www.matronics.com/digest/kolb-list
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
=====
Building M3X
Southern Arizona
http://search.yahoo.com
________________________________________________________________________________
NO chance Audrey......
________________________________________________________________________________
Audrey any repair of that nature preformed on a Certificated aircraft other
than expiremental would heve to be done by an A&P, and a 337 form signed by
him.....and no approval exists that would allow House Paint on aircraft
fabric. If your question is about Expieremental......then an Owner/Builder
could legally Use it.
Don
________________________________________________________________________________
| From: | Vincehallam(at)aol.com |
Hi
If the prop screws through the air like a normal right handed screw its a
right hand prop... and clockwise
Vnz
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
. How many of you have used the Kolb forms in the blueprints ??
How many have used FAA form AC 43.13-1B ?? How many have tried both, and
how did it work out ??
i worked mine from the kolb forms and also the form used by my fbo.... both seem
to give the same results. a question , how the faa form changes the wing
cord from inches to % ? when in doubt just use the numbers in inches...
the plans show the cg limits in both % and inches.
boyd
________________________________________________________________________________
| From: | KolbTwinstar(at)aol.com |
| Subject: | Kolb Twinstar For Sale |
Due to cutbacks at my job I'm forced to sell my Kolb.
Kolb aircraft N560TB
New Rotax 503CDI with a new ground adjustable Warp Prop
Paint (Poly Tone) is white with blue and black trim
Fly's Great!
Asking $14,950
I also have a 24ft. fully enclosed trailer with electric hoist I would sell
with it if needed. Plus kolb accessories.
Tracy Briggs
74 Gallop Lane
Wentzville Mo. 63385
314-258-1061
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | lift strut ends (steel fittings) |
Hi All,
Bad of me to be so absent from the list -- I guess the matronics weasel
toasted me for inactivity. I'm getting closer to flying, and am
heartened (in a backward kind or way) that I've still not been beat by
Lar. ;) From the looks of things, you will beat me tho!
Anyway, got a question... Way back when, I had botched drilling thru
the ends of streamlined lift struts into the steel fittings. I'm
changing over to just making a new pair of conventional per plans
liftstruts and will add foam core/glass fairnings to them "later". I
got some 4130 tube, same diameter and wall thickness as the Kolb
supplied fittings, and tried flattening the ends. I was unable to
flatten them without getting a crack on the outside edge (where the
tube diam bends the most from round to flat). Sooo, I'm figuring
either there is some other trick or perhaps even a different alloy, or,
perhaps Kolb just grinds off the part where the crack shows. Anybody
know?
Thanks,
-Ben Ransom
KXP rebuild 95%
=====
http://mae.ucdavis.edu/~ransom
http://search.yahoo.com
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | lift strut ends (steel fittings) |
I should add...
When I tried squashing the ends flat, I did so with a press, using
little blocks with rounded edges to avoid making a crease line where
the flattened part merges to the round part. It is obvious that
avoiding that crease is important, and my method was fine in this
regard. I tried twice, once at room temp, and the second with the tube
end barely heated (stopped at first indication of changing color, i.e.,
no red). Both ways I still get the crack along the edge. In ASCII, an
exageration of it looks like:
()
()
In this view the squashing would be side to side. Cracking is along
the outside (top and bottom in this view), and there is also a tendency
for the middle of the squashed area to go in first, as shown.
=====
http://mae.ucdavis.edu/~ransom
http://search.yahoo.com
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: lift strut ends (steel fittings) |
Ben Ransom wrote:
>
>
> I should add...
> When I tried squashing the ends flat, I did so with a press, using
> little blocks with rounded edges to avoid making a crease line where
> the flattened part merges to the round part. It is obvious that
> avoiding that crease is important, and my method was fine in this
> regard. I tried twice, once at room temp, and the second with the tube
> end barely heated (stopped at first indication of changing color, i.e.,
> no red). Both ways I still get the crack along the edge. In ASCII, an
> exageration of it looks like:
>
> ()
> ()
>
> In this view the squashing would be side to side. Cracking is along
> the outside (top and bottom in this view), and there is also a tendency
> for the middle of the squashed area to go in first, as shown.
>
> =====
Welcome back Ben,
When I made my lift struts I flattened them as you did then rounded the
ends to shape by grinding off the corners then I welded the the whole
way around from one crack to the other, makes a nice strong rounded end
this way.
EZ
________________________________________________________________________________
| Subject: | Re: lift strut ends (steel fittings) |
Ben,
I would heart it bright red, squash it, check for cracking, then anneal
it by bringing it back to a dull orange, slowly back flame off of it, bury
it in sand, & let it completely cool. You should be good to go. Worst case
senario is you would have to reweld around all three sides & anneal it
again. ...Richard Swiderski
----- Original Message -----
From: "Ben Ransom" <bwr000(at)yahoo.com>
Subject: Kolb-List: lift strut ends (steel fittings)
>
> I should add...
> When I tried squashing the ends flat, I did so with a press, using
> little blocks with rounded edges to avoid making a crease line where
> the flattened part merges to the round part. It is obvious that
> avoiding that crease is important, and my method was fine in this
> regard. I tried twice, once at room temp, and the second with the tube
> end barely heated (stopped at first indication of changing color, i.e.,
> no red). Both ways I still get the crack along the edge. In ASCII, an
> exageration of it looks like:
>
> ()
> ()
>
> In this view the squashing would be side to side. Cracking is along
> the outside (top and bottom in this view), and there is also a tendency
> for the middle of the squashed area to go in first, as shown.
>
> =====
> http://mae.ucdavis.edu/~ransom
>
> http://search.yahoo.com
>
>
________________________________________________________________________________
| Subject: | Re: lift strut ends (steel fittings) |
| From: | ul15rhb(at)juno.com |
Hi Ben,
I haven't been around for awhile either and you got me out of my hole.
I made some streamlined struts to replace my old round ones and ordered
the end fittings from TNK. They were $20 apiece and thought the extra
money was worth it as my life hangs on those things.
Just a thought. Good to hear from you Ben.
Yes, I'm still actively flying the Firestar. I was up for 2 hours last
Saturday.
Ralph Burlingame
Original Firestar
writes:
>
> Hi All,
> Bad of me to be so absent from the list -- I guess the matronics
> weasel
> toasted me for inactivity. I'm getting closer to flying, and am
> heartened (in a backward kind or way) that I've still not been beat
> by
> Lar. ;) From the looks of things, you will beat me tho!
>
> Anyway, got a question... Way back when, I had botched drilling
> thru
> the ends of streamlined lift struts into the steel fittings. I'm
> changing over to just making a new pair of conventional per plans
> liftstruts and will add foam core/glass fairnings to them "later".
> I
> got some 4130 tube, same diameter and wall thickness as the Kolb
> supplied fittings, and tried flattening the ends. I was unable to
> flatten them without getting a crack on the outside edge (where the
> tube diam bends the most from round to flat). Sooo, I'm figuring
> either there is some other trick or perhaps even a different alloy,
> or,
> perhaps Kolb just grinds off the part where the crack shows.
> Anybody
> know?
> Thanks,
> -Ben Ransom
> KXP rebuild 95%
>
> =====
> http://mae.ucdavis.edu/~ransom
>
> http://search.yahoo.com
>
>
>
>
>
>
>
>
>
>
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
In the future when no longer in a hurry to get in the air I shall make my
own lift struts....these clunkers on mine are WAY too heavy. Time to
buy some streamline tubing and do some welding. -BB
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Ben,
I used to make and repair "Crane Booms" sometimes when the boss would get
"CHEAPER" tubing it would crack just like you described... it's just too brittle.
You could throw alittle heat on it....I don't think you have to get it too hot...
The tubing for the crane boom that was cracking was being used as latuce.....we
just welded the cracks...
I'm starting my Color Coat today on my FSII, I've been thinking about Checkering
some of it's tail like yours.
Gotta Fly...
Mike in MN FSII,503,IVO
SNIP>>>>>>
From: Ben Ransom <bwr000(at)yahoo.com>
Subject: Kolb-List: lift strut ends (steel fittings)
Hi All,
Bad of me to be so absent from the list -- I guess the matronics weasel
toasted me for inactivity. I'm getting closer to flying, and am
heartened (in a backward kind or way) that I've still not been beat by
Lar. ;) From the looks of things, you will beat me tho!
Anyway, got a question... Way back when, I had botched drilling thru
the ends of streamlined lift struts into the steel fittings. I'm
changing over to just making a new pair of conventional per plans
liftstruts and will add foam core/glass fairnings to them "later". I
got some 4130 tube, same diameter and wall thickness as the Kolb
supplied fittings, and tried flattening the ends. I was unable to
flatten them without getting a crack on the outside edge (where the
tube diam bends the most from round to flat). Sooo, I'm figuring
either there is some other trick or perhaps even a different alloy, or,
perhaps Kolb just grinds off the part where the crack shows. Anybody
know?
Thanks,
-Ben Ransom
KXP rebuild 95%
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
Get advanced SPAM filtering on Webmail or POP Mail ... Get Lycos Mail!
________________________________________________________________________________
| From: | "Bill Hocker" <hocker(at)gte.net> |
| Subject: | 3 Kolb Firestar hardware kits for sale |
I have three hardware parts kits of Firestar replacement bolts, washers, fittings,
locking nuts, tail assembly bolts, phenolic pulleys, cable tangs, fair leads,
clevis pins, lock pins for folding wings, safety pins, castle nuts, sealing
rivits, red throttle knob, etc.,etc.. I counted a total of 541 pieces. Some
parts are worth $14 each if purchased separately. This was purchased last year
at Sun and Fun at the New Kolb Aircraft Company display for $250. I no longer
have my Firestar and never used any of the parts. They are brand new, never
used, and almost all of them are AN grade or stainless steel. I think most
of these parts can also be used for other Kolb aircraft as well. If anyone is
interested please contact me at hocker(at)gte.net . The total price for all three
kits is $175 OBO.
Bill Hocker
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Attaching Upholstery |
Kolb Friends -
What's the best method for sticking upholstery to the cabin interior?
My plane came with the factory upholstery package, and the double-sticky
tape that is intended to attach the material to the cabin interior surfaces
just isn't staying attached.
What have you used that works?
Would weather stripping glue be more permanent?
Thanks in advance ...
Dennis Kirby
Mark-3, Verner-powered, in
Cedar Crest, NM
________________________________________________________________________________
| From: | CaptainRon <aerialron(at)yahoo.com> |
| Subject: | Re: Attaching Upholstery |
I'd try carpet glue. The same stuff you buy to hold a
carpet to the floor. It seems to be very strong.
=====
Building M3X
Southern Arizona
http://search.yahoo.com
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: Lift strut ends |
Thanks for your suggestions on this. It is one of those prime areas
where buying the Kolb parts (at $20 ea) is really paying for what has
been designed and proven. This because intuition says that annealing
or welding the crack line closed should be fine, but then again, these
are definetly 4 pieces where any risk of failure is unacceptable.
-Ben
=====
http://mae.ucdavis.edu/~ransom
http://search.yahoo.com
________________________________________________________________________________
| From: | "Maxime Gou" <maximegou(at)hotmail.com> |
| Subject: | Re: Lift strut ends |
please remove me from your list
>From: Ben Ransom <bwr000(at)yahoo.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Lift strut ends
>Date: Fri, 18 Apr 2003 11:39:27 -0700 (PDT)
>
>
>Thanks for your suggestions on this. It is one of those prime areas
>where buying the Kolb parts (at $20 ea) is really paying for what has
>been designed and proven. This because intuition says that annealing
>or welding the crack line closed should be fine, but then again, these
>are definetly 4 pieces where any risk of failure is unacceptable.
>-Ben
>
>=====
>http://mae.ucdavis.edu/~ransom
>
>http://search.yahoo.com
>
>
http://messenger.fr.msn.ca/
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: steel gear legs ...lift strut ends (steel fittings) |
Ben R/Gang:
I'll help you out a little.
> Heat treaters said they could get these to no more than 42
> Rockwell whereas I roughly recall JH recommended going to 46.
Your heat treater is BS'ing you. I have used
three different heat treaters over the years. One
in Orlando, FL, one in Birmingham, AL, and my
current heat treater in Anniston, AL. All have
heat treated my gear legs and tail wheel struts to
48 RC.
I used
> 1.125 x .095 tubing, and I think JH had said his first design on his FS
> of 1.00x.090 failed.
Initially, I used 1.00 X .090 and 42 RC. Too soft
and bent. Also not enough "beef".
After the first set I used 1.125 X .120 hardened
to 48 RC. I still have the set of legs from my
Firestar. Good as the day I put them on the
airplane.
I use the same material and 48 RC for my MK III
legs. The main difference is the MK III legs on
my Brother Jim's main gear leg sockets are only
24" long. The Firestar legs were 35.5" long,
shoved all the way up the socket. This put the FS
in a perfect 3 pt stance.
After failure of a seperate gear leg/axle socket
in BC a couple years ago, I went with Bro Jim's
advice and welded the axle socket to the gear
leg. That way both socket and leg are heat
treated equally. A little more difficult to align
the main gear, but a Hell of a lot more reliable.
john h
PS: If anyone wants the heat treaters info in
Anniston, let me know and I will post to the Kolb
List. This firm is based in Jacksonville, FL, and
have plants in Anniston and another location I can
not remember at this time.
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Attaching Upholstery |
try lockweld contact cement for putting down formica.
----- Original Message -----
From: "CaptainRon" <aerialron(at)yahoo.com>
Subject: Re: Kolb-List: Attaching Upholstery
>
> I'd try carpet glue. The same stuff you buy to hold a
> carpet to the floor. It seems to be very strong.
>
> =====
> Building M3X
> Southern Arizona
>
> http://search.yahoo.com
>
>
>
>
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Got a nice call from Oklahoma City today, the nice lady told me my registration
was finally completed today and will be in the mail Monday.
YEE HAA!
Also called the local FSDO and should hear from them Tuesday about scheduling an
airworthiness inspection.
Good stuff,
Denny Rowe Mk-3 N616DR Leechburg PA
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: "Maxime Gou" |
Maxime Gou wrote:
>
>
> please remove me from your list
>
Hey, this is something each person should do for them self.
You Subscribed, now just Un/subscribe yourself by using the appropriate
link at the bottom of each and every message for this purpose.
It's
EZ
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: steel gear legs ...lift strut ends (steel fittings) |
i just installed longer 4130 tube gear legs on my twinstar which comes out
to a 95" wide weelbase. there one piece tube ( 12" longer)with a 6061t6 end
piece turned down to fit the new leg & then the original axle assy. they
just bolt together. they work great so far. & just replaced the tailweel
assy. with my own desighn 6"x2" tire w/ tube weel & a double fork out of
4130. wow the old unit was flimsy & fell off.get to test the new tailweel out
in the morning, steve j
________________________________________________________________________________
In a message dated 4/17/03 6:36:09 PM Eastern Daylight Time,
swiderski@advanced-connect.net writes:
> http://mae.ucdavis.edu/~ransom
>
Ben, saw your web site for first time and was left with the feeling that I
lived through a little history as you were very active on this list in those
early years described on your site. FYI, I still have not changed my EGT
probe from the Y of the exhaust on my Firestar KX. YOUR web site is one of
the most informative and easy to navigate of all that I have seen! Wish you
the best on your BIG FOOTED Murphy....(still like to land on crick beds, eh?)
George Randolph
Firestar driver from Akron, O
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Attaching Upholstery |
Spray adhesive works great, and it's quick and easy. Available in several
"strengths." Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil>
Subject: Kolb-List: Attaching Upholstery
>
> Kolb Friends -
>
> What's the best method for sticking upholstery to the cabin interior?
>
> My plane came with the factory upholstery package, and the double-sticky
> tape that is intended to attach the material to the cabin interior
surfaces
> just isn't staying attached.
>
> What have you used that works?
> Would weather stripping glue be more permanent?
>
> Thanks in advance ...
>
> Dennis Kirby
> Mark-3, Verner-powered, in
> Cedar Crest, NM
>
>
________________________________________________________________________________
| From: | kuffel <kuffel(at)cyberport.net> |
Lar,
<>
What you suggest has certainly been done before. It has even been
allowed for the pilot to *fly* to the alternate flight test area (once,
no over and return). But I would ask only for the trailer transport
between areas. The trick is to call your DAR in advance and arrange the
alternate ahead of time if he will go along with the scheme. Stress the
safety of doing a significant amount of your testing in a place more
uninhabited than Palm Springs. Don't get your hopes up too high as
there may be complications because the two areas belong to different
FSDOs.
Tom Kuffel
Whitefish, MT
Building Original FireStar
PS: Batten the hatches. The boss just finalized her May schedule and
agreed we could take the Prospector to Monument Valley. So if it turns
out you really want a ride we can accomodate you. Fair warning,
Valkyrie (the Wild Child replacement for Valentine) will be also be with
us.
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Re: registration |
Denny, will the local FSDO actually do the inspection? Ours won't even THINK about
touching it. They're too BUSY to mess with "little airplanes." So I have to
pay $450 for a designated examiner to do the work.
Bob
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
From: <ROWEDL(at)HIGHSTREAM.NET>
Subject: Kolb-List: registration
Date: Fri, 18 Apr 2003 20:45:36 -0400
-- Kolb-List message posted by:
Got a nice call from Oklahoma City today, the nice lady told me my registration
was finally completed today and will be in the mail Monday.
YEE HAA!
Also called the local FSDO and should hear from them Tuesday about scheduling an
airworthiness inspection.
Good stuff,
Denny Rowe Mk-3 N616DR Leechburg PA
________________________________________________________________________________
| From: | "Peter Volum" <peterv(at)etsmiami.com> |
In case any of you are interested.
EAA/NAFI-Produced 'Learning To Fly' Premieres April 28 on Discovery
Wings
<http://www.eaa.org/communications/eaanews/030418_learntofly.html>
<http://www.eaa.org/communications/eaanews/030418_learntofly.html>
<http://www.eaa.org/communications/eaanews/030418_learntofly.html>
Beginning April 28, television viewers can discover the joy and
accomplishment of becoming a pilot through the new "Learning to Fly"
series produced for the Discovery Wings Channel by the Experimental
Aircraft Association (EAA) and its affiliate, the National Association
of Flight Instructors (NAFI). The 13-part series, produced by EAA
Television, is the first program dedicated to showcasing the steps in
earning a pilot's license. Each half-hour episode follows the challenges
and achievements of one student through each level of training with her
flight instructor. The series also shows viewers what is involved in
flight training and how they can also take their first steps toward
reaching their personal dreams of flight
Read more:
http://www.eaa.org/communications/eaanews/030418_learntofly.html
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
What's the regulation on exposed threads...( 3 ??? )
I'll be assembling soon, it would be nice to get it right the first time....
Gotta Fly...
Mike in MN FSII-Color Coat stage
SNIP>>>>>>
Just had my inspection done 2 weeks ago and it was a non event. The plane was
properly prepared with all the proper lockwire, placards,
exposed threads, etc and all my paperwork was in order. The inspection process
was a lot easier than getting my registration out of OKC...
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
Get advanced SPAM filtering on Webmail or POP Mail ... Get Lycos Mail!
________________________________________________________________________________
| From: | CaptainRon <aerialron(at)yahoo.com> |
| Subject: | Securing floor plates |
Has anyone installed and fastened their floor plates
without using rivets into the tubing?
Any input on this would be appreciated. I kinda don't
like the idea of drilling holes into the cage. Even
though it probably won't weaken the cage to any
appreciable degree. I guess some observations about
what happened to cages post crush, and if rivet holes
contributed to cage collapse propagation. Would be all
I need. :-)
=====
Building M3X
Southern Arizona
http://search.yahoo.com
________________________________________________________________________________
| From: | "Peter Volum" <peterv(at)etsmiami.com> |
| Subject: | Securing floor plates |
Mine were riveted. No problems.
I suggest you go with aluminum rivets though, as you will have to drill
them out every now and then. Aluminum is strong enough to do the job,
yet much easier to drill out.
P.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of CaptainRon
Subject: Kolb-List: Securing floor plates
Has anyone installed and fastened their floor plates
without using rivets into the tubing?
Any input on this would be appreciated. I kinda don't
like the idea of drilling holes into the cage. Even
though it probably won't weaken the cage to any
appreciable degree. I guess some observations about
what happened to cages post crush, and if rivet holes
contributed to cage collapse propagation. Would be all
I need. :-)
=====
Building M3X
Southern Arizona
http://search.yahoo.com
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Exposed Threads |
> Aircraft industry standards require that 3 threads show. My DAR only looked
to
> see that at least one thread was showing.
>
> Ken
Ken/Gang:
The following is from AC 43-13:
AC 43.13-1B ACCEPTABLE METHODS, TECHNIQUES, AND
PRACTICES - AIRCRAFT INSPECTION AND REPAIR
September 8, 1998
(With Change 1 Incorporated)
f. Fiber or nylon locknuts are constructed with an
unthreaded fiber or nylon locking insert held
securely in place. The fiber or nylon insert
provides the locking action because it has a
smaller diameter than the nut. Fiber or nylon
self-locking nuts are not installed in areas where
temperatures exceed 250 F. After the nut has
been tightened, make sure the bolt or stud has at
least one thread showing past the nut. DO NOT
reuse a fiber or nylon locknut, if the nut cannot
meet the minimum prevailing torque values.
AC 43.13 has the answers right on the WWW:
http://av-info.faa.gov/dst/43-13/
john h
________________________________________________________________________________
| From: | kuffel <kuffel(at)cyberport.net> |
| Subject: | Re: Exposed Threads |
Ken,
<>
Actually the standard is no less than 1 and no more than 3 threads. If
more than 3 than add up to two more washers, 3 total, under the nut. If
still too many threads then go to the next shorter bolt length.
Even this standard is not absolute. Its basis is to have no more than 1
and 1/2 threads inside the fitting being bolted so the shear loads are
taken by the shank not the threads. Some of the newer nuts are less
thick than the standard and *should* have more than 3 threads showing to
have the proper shank length. But if you use these high performance
nuts be prepared to prove this to your DAR.
The EAA has excellent publications which cover this and the Tony
Bingelis books are an even better source of well explained workmanship
standards. The above is covered in his "Sportplane Construction
Techniques" pages 19-28.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Exposed Threads |
I think if you have 3 or more threads showing, you need to add another
washer to keep the nut from bottoming.
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: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Exposed Threads
>
>
> > Aircraft industry standards require that 3 threads show. My DAR only
looked to
> > see that at least one thread was showing.
> >
> > Ken
>
> Ken/Gang:
>
> The following is from AC 43-13:
>
> AC 43.13-1B ACCEPTABLE METHODS, TECHNIQUES, AND
> PRACTICES - AIRCRAFT INSPECTION AND REPAIR
> September 8, 1998
> (With Change 1 Incorporated)
>
> f. Fiber or nylon locknuts are constructed with an
> unthreaded fiber or nylon locking insert held
> securely in place. The fiber or nylon insert
> provides the locking action because it has a
> smaller diameter than the nut. Fiber or nylon
> self-locking nuts are not installed in areas where
> temperatures exceed 250 F. After the nut has
> been tightened, make sure the bolt or stud has at
> least one thread showing past the nut. DO NOT
> reuse a fiber or nylon locknut, if the nut cannot
> meet the minimum prevailing torque values.
>
> AC 43.13 has the answers right on the WWW:
>
> http://av-info.faa.gov/dst/43-13/
>
> john h
>
>
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
It's been a while since I advertised so here goes...Visit...
http://www.springeraviation.net/
for Kolb builders and flyers. Send updates if you wish also (like a motor swap
from Rotax to Harley Davidson for example:)
Kip
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: registration |
----- Original Message -----
From: Bob, Kathleen, & Kory Brocious <bbrocious(at)hotmail.com>
Subject: Re: Kolb-List: registration
>
>
> Denny, will the local FSDO actually do the inspection? Ours won't even
THINK about touching it. They're too BUSY to mess with "little airplanes."
So I have to pay $450 for a designated examiner to do the work.
> Bob
>
> Yea,
The Allegheny county FSDO says they can do it, no problem. I may have a few
week wait so Lar may still beat me to the punch, but I am just happy to be
past the registration part.
Denny
>
>
>
> From: <ROWEDL(at)HIGHSTREAM.NET>
> To: "kolblist"
> Subject: Kolb-List: registration
> Date: Fri, 18 Apr 2003 20:45:36 -0400
>
> -- Kolb-List message posted by:
>
> Got a nice call from Oklahoma City today, the nice lady told me my
registration was finally completed today and will be in the mail Monday.
> YEE HAA!
> Also called the local FSDO and should hear from them Tuesday about
scheduling an airworthiness inspection.
> Good stuff,
>
> Denny Rowe Mk-3 N616DR Leechburg PA
>
>
________________________________________________________________________________
| Subject: | Re: Kolb Database |
Hi Kip.. Check out www.c-gate.net/ppetty
- Original Message -----
From: "dama" <dama(at)mindspring.com>
Subject: Kolb-List: Kolb Database
>
> It's been a while since I advertised so here goes...Visit...
> http://www.springeraviation.net/
> for Kolb builders and flyers. Send updates if you wish also (like a motor
swap from Rotax to Harley Davidson for example:)
> Kip
>
>
________________________________________________________________________________
| From: | CaptainRon <aerialron(at)yahoo.com> |
| Subject: | Securing floor plates |
I guess I'll go with that. How about small self
tapping screws? Has anyone tried that?
I also have to make a decision about fuel tanks. I had
one lister's whose email I saved as he builds alum
tanks. However after my recent computer meltdown all
my contacts were erased. So if you are still on the
list please email me your address again.
I remember a discussion a while ago about off the
shelve fuel tanks, has anyone actually installed one
of those marine plastic tanks.
And my last question has to do with seats. Where can I
get some real seats at a reasonable price that can go
into a Kolb?
thanks
========================
I suggest you go with aluminum rivets though, as you
will have to drill
them out every now and then. Aluminum is strong
enough to do the job,
yet much easier to drill out.
=====
Building M3X
Southern Arizona
http://search.yahoo.com
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: steel gear legs ...lift strut ends (steel fittings) |
March 27, 2003 - April 19, 2003
Kolb-Archive.digest.vol-eg