Kolb-Archive.digest.vol-ei
May 08, 2003 - June 11, 2003
Chuck Davis
Firefly 028
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Fly-In at Winchester VA |
Bob
Did you know a old marine pilot names Ray " Dallas" Wells he passed away
awhile ago he was from Winchester, I lived there about 12 years ago .
Reply of page if you like
Kjamesdesign(at)yahoo.com
Ken
-----Original Message-----
From: Bob N. [mailto:ronoy(at)shentel.net]
Subject: Kolb-List: Fly-In at Winchester VA
EAA ch 186 will have their Spring Fly-In at Winchester (VA) Regional
Airport (OKV)Saturday & Sunday May 17,18.
No FAA tower, just friendly folks welcoming anything that flies,
including ULs (fat, thin, reg'ler). EAA judging.
Pancake breakfast both days, soda &hamburg stand right on ramp. 100LL
available, if a fellow ULer needs
Mogas I can take cans to nearby gas station (2 mi). Five motels within
2-3 miles, at least five more a coupla miles further. Tie downs
available--bring rope if all used up here.
Here are the radio freqs:
CTAF/UNICOM 122.7 APPR/DEP 120.45 CLRNC DEL 126.15 WX AWOS-3 124.85
Contact me for any questions.
Y'all come, heah?
Bob N.
________________________________________________________________________________
| Subject: | Re: COLOR AND STRIPING IDEAS!!! |
In a message dated 5/7/03 5:26:54 PM Eastern Daylight Time,
duesouth(at)govital.net writes:
>
>
> >
> >
> >]
> >] Go in the archives and find a picture of my Thunderbird. It is a simple
> >straight line paint scheme that attracts a lot of attention.
>
>
> I meant go to the photo share and look for my flying totem pole
> "THUNDERBIRD"
>
>
> I looked but couldn't find it ....maybe if you gave the date?
George Randolph
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Woody's MKIII mods |
You widened the MKIII fuselage at the back and also changed the airfoil,
and the relationship of the gap seal to the wing. How about a report on how
those mods have worked out? Pros? Cons? Enquiring minds want to know...
Richard Pike
MKIII N420P (420ldPoops)
>
>Go in the archives and find a picture of my Thunderbird.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Camping at Monument Valley |
I've just received an email from a friend who was camped at Goulding's in Monument
Valley last week. He says it's a nice place and all, but there are groups
coming in around the end of the time we'll be there, and there won't be any RV
campsites. I took the advice the other week, and have reservations for my camper,
but if you haven't yet, you'd better. Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
Hi Guys I still have my Mark 3,582 B drive 5 hr. sense rebuild for sale. No
one has came and looked at it had a bunch of calls.
Fred Brown Ohio 419 694 4315 $14000
________________________________________________________________________________
| From: | Doug Wetzel <dougwe(at)wrq.com> |
-----BEGIN PGP SIGNED MESSAGE-----
Hash: SHA1
Pictures, Fred?
Doug Wetzel
Seattle, WA
- -----Original Message-----
From: FRED2319(at)aol.com [mailto:FRED2319(at)aol.com]
Subject: Kolb-List: Mark 3 for sale
Hi Guys I still have my Mark 3,582 B drive 5 hr. sense rebuild for
sale. No
one has came and looked at it had a bunch of calls.
Fred Brown Ohio 419 694 4315 $14000
==
==
==
==
-----BEGIN PGP SIGNATURE-----
iQA/AwUBPrqA+3OHrG41gAgoEQLrFgCgpk+cP1I0hb/zErIyV6jZUWMFW7cAn2HV
oim9SdBtYKFnULV21Ttkvtn7
=HP7v
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________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: Mark 3 for sale |
________________________________________________________________________________
| From: | FRED2319(at)aol.com |
| Subject: | Re: Mark 3 for sale |
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: COLOR AND STRIPING IDEAS!!! |
>
>
> >
> >
> > I looked but couldn't find it ....maybe if you gave the date?
>George Randolph
It should be after sept Kolb Picnic. Perhaps do a search for my name on
the kolb Photoshare. I will try to find it later or I could send it to you
off list. I am having trouble with my scanner so I can't send you a newer one.
________________________________________________________________________________
| Subject: | Re: COLOR AND STRIPING IDEAS!!! |
In a message dated 5/8/03 10:41:51 PM Eastern Daylight Time,
duesouth(at)govital.net writes:
>
>
>
> It should be after sept Kolb Picnic. Perhaps do a search for my name on
> the kolb Photoshare. I will try to find it later or I could send it to you
> off list. I am having trouble with my scanner so I can't send you a newer
> one.
>
no problem, woody, I found it ....looks great...and I remembered it from
before.
George Randolph
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
h sjyjhm
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Woody's MKIII mods |
>
>You widened the MKIII fuselage at the back and also changed the airfoil,
>and the relationship of the gap seal to the wing. How about a report on how
>those mods have worked out? Pros? Cons? Enquiring minds want to know...
Where to begin?????
I was going to wait untill I had more experience with it before I
wrote up a review. The initial problem I have with it is extremely heavy
ailerons. Yesterday I finished installing the aileron balances and spade
combination. I am hoping this will alleviate some of the heavyness. Because
of this I did not do any real testing of the performance. I did enjoy some
nice flights however, just needed a lot of muscle to turn it. This may be
due to a mistake I made fabricating the ailerons. Late at night I was
building them and in my infinite wisdom made the ailerons half the span of
the wing and the flaps the other half. Unfortunately I forgot about that
little gap there that the prop spins in so my flaps turned out to be only a
couple feet long. These big ailerons are hard to move. The ailerons also do
not come out to the wing tips.
The aircraft does break ground about 32 mph and I have had it up to 85
accidentally. I want to keep it slower until I have doors on it. The wing
airfoil came out of one of the EAA flying and glider manuals and was used
on the Flying Bathtub. Impressive performance numbers and the same physical
sizes and weights as a Kolb.
The fuselage tapers at a 4/1 ratio from the wide point of the fuselage
and ends abruptly 6 inches before the prop. My theory is that in a factory
Kolb the air breaks away from the side at that wide point and causes drag.
My air stays on the side until it is ready to go into the prop. Due to the
extensive designs modifications I have made it is hard to tell what one
specific element did to the performance.
The nose is carved out of styrofoam and then fiberglassed. Doing this
in the confines of a hanger it looked good. Once out and painted and I was
able to stand a distance away from it I noticed the nose sort of droops
down like a concord coming in for a landing. I was out in the hanger
tonight adding stringers to get rid of that distraction. I will be gluing
the fabric on with contact cement and then heat sealing the bond surfaces
with the iron and then heat shrinking the fabric. I am going to try a white
varathane paint rather than go to the bother of mixing up the 2 part
automotive paint and wearing the respirator again.
I mounted the 582 engine 2 inches farther back than plans call for. The
engine mount holes are now in line with the engine case holes. I use a
heavy battery in the front to counteract this but the weight and balance
did not show the engine shift to be very significant for the CG. I will be
installing a Jabiru after I get a couple more flights in with this present
configuration.
My Kolb also is defined as a parasol wing. The cabin does not run up
into the leading edge. There is a 5 inch gap between the top of the cockpit
and the bottom surface of my non removable gap seal. My theory on that was
to gain an extra 3 feet of wing area and eliminate the drag caused by 2
separate wings in this area. It also gave me the design opportunity to make
the cockpit sleeker and lower like a sports car rather than an old station
wagon. I wish TNK would give me an opportunity to redesign the front
enclosure of the Kolbra. A new pod could be built without changing the
steel structure. It would sell a lot better if it was prettier.
Not much else to say about it at this time except that my bottom tail
wires are a bit different. My wire tangs are permanently bolted to the tail
post. The wires are connected to these tangs with a clevis, a bolt, wing
nut and a safety pin on each side. I find it easier to hook them up and the
brace wires are tighter.
I just discovered I did not post a bottom inflight picture to photo
share. I did now so some day soon matt will post a new bunch of pictures
and it will be there. If interested I can send it on request.
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | cross-country... |
I'm about to do a long cross-country... I'm no neophyte: I've done a 660 mile
cross-country before. This one will be about 1,000 miles.
But! It's over territory I've not been over before. I was hoping that some of
you who know these areas may be able to make comments and suggestions about the
route and/or the airports I'm stopping at. It's essentially an almost-straight
North to South line from Minnesota to Texas. Here's the itinerary:
Start: Litchfield, MN (LJF)
then... Esterville, IA (EST)
Audubon, IA (ADU)
Maryville, MO (EVU)
Lawrence, KS (LWC)
Coffeyville,KS (CFV)
Haskell, OK (2K9)
Hugo, OK (HHW)
Mineola, TX (3F9)
Huntsville, TX (UTS)
Many thanks for any info you can pass on about terrain, weather this time of year,
airports, waypoints, etc.!
-- Robert
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: cross-country... |
what are you flying?
----- Original Message -----
From: "Robert Laird" <rlaird(at)cavediver.com>
Subject: Kolb-List: cross-country...
>
> I'm about to do a long cross-country... I'm no neophyte: I've done a 660
mile cross-country before. This one will be about 1,000 miles.
>
> But! It's over territory I've not been over before. I was hoping that
some of you who know these areas may be able to make comments and
suggestions about the route and/or the airports I'm stopping at. It's
essentially an almost-straight North to South line from Minnesota to Texas.
Here's the itinerary:
>
> Start: Litchfield, MN (LJF)
> then... Esterville, IA (EST)
> Audubon, IA (ADU)
> Maryville, MO (EVU)
> Lawrence, KS (LWC)
> Coffeyville,KS (CFV)
> Haskell, OK (2K9)
> Hugo, OK (HHW)
> Mineola, TX (3F9)
> Huntsville, TX (UTS)
>
>
> Many thanks for any info you can pass on about terrain, weather this time
of year, airports, waypoints, etc.!
>
> -- Robert
>
>
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: cross-country... |
It's a Bucanneer amphibious ultralight with a 582 oil-injected... I'm ferrying
it for a friend who's about to solo.
-- Robert
---------- Original Message ----------------------------------
From: "ronnie wehba" <rwehba(at)wtxs.net>
Date: Fri, 9 May 2003 00:37:14 -0500
>
>what are you flying?
>----- Original Message -----
>From: "Robert Laird" <rlaird(at)cavediver.com>
>To:
>Subject: Kolb-List: cross-country...
>
>
>>
>> I'm about to do a long cross-country... I'm no neophyte: I've done a 660
>mile cross-country before. This one will be about 1,000 miles.
>>
>> But! It's over territory I've not been over before. I was hoping that
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
Kolb Airmen,
I'm just waiting for departure time to head to Monument Valley and points west
and have started a webpage link to other webpages of photos taken from a Kolb
vehicle or airplane.
Here is what I have so far:
http://home.attbi.com/~kolbrapilot/OtherKolbPhotos.htm
If you know of a link to similar pages or have one of your own, I would like to
include it in the list so everyone can enjoy the photos from the different parts
of the world.
This new page of links will be added to my website when I update it after returning
from this upcoming trip. I should get back to Texas on 30 May.
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 257 hours
http://home.attbi.com/~kolbrapilot
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying Photos |
> If you know of a link to similar pages or have one of your own, I would like
to include it in the list so everyone can enjoy the photos from the different
parts of the world.
> John Williamson
John W/Gang:
I'm about ready to head West also. Got some
little nit-picking things to do, load the plane,
gas it up, and go for it.
I'll probably depart here 15 May, unless it looks
like I will have headwind or weather problems. If
so, I'll leave 14 May, if I am ready (I should
be).
My first big stop will be Richard Harris's
airstrip in Lewisville, Arkansas, between El
Dorado and Texarkana. Hope to make about 600
miles the first day, get into Albuquerque, NM, the
second day, and Monument Valley, Utah, the third
day. Should be arriving MV on 17 or 18 May.
Have you pinned down your departure date?
I have lots of pictures from the 1994, 2000(as far
north as Muncho Lake, BC), and 2001, flights to
Alaska. Problem is they take lots of bandwidth to
keep loaded on a web page. If you have lots of
web space, would be glad to send you some of them
to post.
Also have pictures from my very early cross
country flights in the Firestar.
I am getting excited about the upcoming flight. I
really look forward to renewing old friendships
and making some new ones. My flight plan is in
the GPS which is in the airplane, but roughly, I
will be flying from Titus, Alabama, to:
Eutaw, AL
Lewisville, AR
Texarkana, TX
Wichita Falls, TX
Amarillo, TX
Santa Rosa, NM
Albuquerque, NM
Farmington, NM
Monument Valley, UT
After MV I plan to fly around the SW and some of
California, Nevada, and Utah. My general route of
flight back to Alabama will probably be the
southern route along I-8 and I-10. I've got some
buddies to visit in El Paso, San Antonio, then
shoot for Titus, AL.
Anybody along that flight line that is interested
in a short visit, let me know. Be glad to stop by
if it is not too far off my route of flight. I
always tell myself I am going to take my time and
really enjoy my flight, but when I get in my MK
III, point the nose towards my destination, I am
ready to make time. I don't spend much time on
the ground, although I land quite frequently. My
buddy John Williamson plans his flights with 4
hour legs. Mine are much shorter now days. With
a 64 year old bladder, in spite of all the saw
palmetto I take, I still have a one to two hour
bladder. I like landing and meeting the people
along my route of flight. Every place and
everybody is a little different, but we all share
a common cause of freedom for every individual and
support of our great country.
I finally got Miss P'fer a good bath and engine
gunking this morning over at the Weumpka AP.
Uneducated spam can driver comes out of the FBO
and hollers at me washing my airplane, "Where's
the rest of your airplane?" Oops! I don't like
those kind of comments. I told him I never got a
stupid, smart ass comment like that from anyone in
Canada or anywhere in Alaska during two flights up
there, only from dumb asses in the lower 48. He
got in his little Cherokee or whatever it was, and
left without saying a word or looking my way
again. I know I should have smiled and made some
cute comment, but sometimes they get my goat, and
I have responded before I realize it.
Take care,
john h
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | Re: Flying Photos |
>
>
>
>
>
>>
>>
>
>
> I know I should have smiled and made some
>cute comment, but sometimes they get my goat, and
>I have responded before I realize it.
>
>Nahhhh, we all know you better than that John. :)
>
>
>
>
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
I have app. 60 hours on my reduction drive VW. I reworked the exhaust system
over the winter and changed the tach for one that is much more accurate.
With these changes I have the following to report. I'm getting 3400 RPM on
takeoff at 50 MPH and at low cruise 3200 RPM at 75MPH. At full throttle I'm
seeing app. 93 MPH at 3700 RPM. The MPH figures are all from GPS. It appears
that the muffler that I had on my 4 into 1 exhaust system was very
restrictive it is now without a muffler. The VW is now were I wanted it to
be and no other changes will be done to it for the time being.
Rick Neilsen
Redrive VW powered MKIII classic
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
If you want a muffler, (?) there is a Supertrapp VW muffler on e-bay right
now that if no one else bids up, I will get and see if I can adapt it to my
Honda 500 Thumper. I currently have a Supertrapp on my Suzuki 650 single,
and am very pleased, they are very simple to tune for whatever compromise
you want between noise and power, it made a great improvement over the
stock exhaust, and is only marginally louder, and then only at certain RPM's.
Since you are a Kolber, it's OK if you want it more than me, let me know,
and I won't bid against ya...
It's at
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=33633&item
=2414430685
Richard Pike
MKIII N420P (420ldPoops)
>
>I have app. 60 hours on my reduction drive VW. I reworked the exhaust system
>over the winter and changed the tach for one that is much more accurate.
>With these changes I have the following to report. I'm getting 3400 RPM on
>takeoff at 50 MPH and at low cruise 3200 RPM at 75MPH. At full throttle I'm
>seeing app. 93 MPH at 3700 RPM. The MPH figures are all from GPS. It appears
>that the muffler that I had on my 4 into 1 exhaust system was very
>restrictive it is now without a muffler. The VW is now were I wanted it to
>be and no other changes will be done to it for the time being.
>
>Rick Neilsen
>Redrive VW powered MKIII classic
>
>
________________________________________________________________________________
| From: | "Ed Bonsell" <ebonsell(at)earthlink.net> |
| Subject: | Original Firestar Ailerons |
Hi Friends,
I'm rebuilding an 86 Firestar. The Ailerons are controlled by rods and bearings
up through the cage and out the rear along the root tube. It was later changed
to a tube that runs under the cage and up the back. Has anyone ever tried to
take out the old control
style and install the newer one? If it were possible it would leave more room
inside the body for a larger fuel tank and parachute.
Sincerely,
Ed Bonsell
________________________________________________________________________________
| Subject: | Re: Original Firestar Ailerons |
| From: | ul15rhb(at)juno.com |
Ed,
You don't want to convert the old aileron control system on an Original
Firestar to the new type. I've flown both types and the Original has more
differential aileron control than the new ones and this is why it was
designed that way. It almost eliminates adverse yaw. I believe the reason
the company went to the other type was because it was too costly to weld
those two bellcranks in place and there was a problem with the weld on
the aft bellcrank breaking on a few. No need to be concerned about this
as the ones that broke were with pilots doing aerobatics in them.
The Original Firestars are more responsive than the new ones in roll with
the full span ailerons.
Ralph
Original Firestar 16 years flying it
writes:
>
>
> Hi Friends,
>
> I'm rebuilding an 86 Firestar. The Ailerons are controlled by rods
> and bearings up through the cage and out the rear along the root
> tube. It was later changed to a tube that runs under the cage and up
> the back. Has anyone ever tried to take out the old control
> style and install the newer one? If it were possible it would
> leave more room inside the body for a larger fuel tank and
> parachute.
>
> Sincerely,
>
> Ed Bonsell
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: firestar rear bellcrank |
> Snip..... there was a problem with the weld on
> the aft bellcrank breaking on a few. No need to be concerned about this as
> the ones that broke were with pilots doing aerobatics in them.Ralph
> Thanks for the heads up. I will take a very close look at mine even
> though I don't do aerobatics.
> Roger in Ashland, OR
Ralph/Roger/Gang:
Aerobatics probably did not break the weld on the
aft aileron bell crank. A heavy hand and weak
design is what broke it.
The aft aileron bell crank pivots on a 1/4 inch
bolt that is butt welded around its head to the
main fuselage root tube. There are tremendous
loads placed on the bolt with nothing to stabalize
the free end. I remedied that problem by making a
"Z" shaped 4130 strap brace pop riveted to the
root tube at one end and drilled to accept the
threaded end of the bolt at the other end. This
worked for me. I had a heavy hand plus many many
aerobatic maneuvers in the old Firestar that was
DEFINITELY NOT DESIGNED FOR AEROBATICS. In the
end, it nearly cost me my life, but not from a
control failure. That has been 13 years ago. I
learned a good lesson. Do not attempt to perform
aerobatic maneuvers in an aircraft that is not
designed for aerobatics. I haven't since then.
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | VW Update/Vamoose |
That's good news, Rick, and really gives me hope. I had Vamoose fired up
last Thurs., and it lifted the tail at around 3000, and differential
steering worked great at that setting. The Matco disc brakes held it solid.
The engine sounds very smooth & strong. Wasn't tied down, so no more was
possible, but it sure wanted to go. The potential looks very good. I
brought it home - finally - last Thurs, but unfortunately Vamoose won't
make it to Monument Valley - in, or out of, the trailer.................too
many other things to do, and not enuf time. It IS fly-able now, but not
legal yet, and still some detail work to do. (That "detail work" seems to
be un-ending) See some of you at George Thompson's/Pelletier's in
Paulsen, AZ next Sat., (got my hours changed) then the rest at M.V. on Sun.
afternoon. I hope some of you carry hitch-hikers. John, you've got a
choice between a regular folding chair, and a folding recliner.
Hmmmm...........maybe I could put hidden springs in one of them ?? :-)
No, I won't be bringing you that sody pop............sounds like others have
that covered pretty good. Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Rick & Martha Neilsen" <neilsenrm(at)comcast.net>
Subject: Kolb-List: VW Update
>
> I have app. 60 hours on my reduction drive VW. I reworked the exhaust
system
> over the winter and changed the tach for one that is much more accurate.
> With these changes I have the following to report. I'm getting 3400 RPM on
> takeoff at 50 MPH and at low cruise 3200 RPM at 75MPH. At full throttle
I'm
> seeing app. 93 MPH at 3700 RPM. The MPH figures are all from GPS. It
appears
> that the muffler that I had on my 4 into 1 exhaust system was very
> restrictive it is now without a muffler. The VW is now were I wanted it to
> be and no other changes will be done to it for the time being.
>
> Rick Neilsen
> Redrive VW powered MKIII classic
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Firefly Shoulderbelts |
what should the fuel burn be on a cuyuna II-02?
> >==============================================================
>
>
>
>
>
________________________________________________________________________________
| From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Cuyuna fuel burn and Ultrastar ailerons |
The cuyuna Ul 202 can burn as little as 2 gallons an hour at a reduced power
setting down to 4800 but a normal cruise setting of 5200 to 5400 is gonna
get you 2.5 to 3.
Now I need an answer to a question that I have been thinking about for
some time and need the help of you aeronautical engineers , experts or amateurs
...... Here Goes !
I have an Ultrastar with the original full span ailerons that are also
deep in chord and taper from wide at the butt rib out to the tip. They are original
as per plans. My last Ultrastar had heavy ailerons but they were shortened
like the newer Firestars by the previous owner before I purchased it. As it
is now the problem is probably greater. I want to make these lighter in response
but want to maintain the length for low speed lift .I have no flaperon system
and will not be adding it. I will be adding vortex generators after covering
but I doubt it will help as much as I need.
SOOOOO... I have been thinking about the options and they seem to be
.. 1.Goose Feet.....2 Servo tabs.....or 3 ( here's the question ) the extensions
on the ends of the ailerons as some of the WW1 German aircraft had that went
beyond the end of the wing and in front of the pivot point of the aileron.
This design was for lightening the aileron response ( Right?) . Some modern day
aircraft have this incorporated in the elevator system for the same reason I
assume ( Agcat , AA-5 )... I have already decided to paint the new Ultrastar
in WW1 colors with Iron Crosses so adding these aileron boosters would be relatively
easy and adding some balance weight for flutter at the same time could
be done. The reason these may have been used in the first place may have been
as a flutter prevention but I am only guessing....... Is there a fomula to figure
out how much area to add forward of the aileron hinge to get the desired result
without getting dangerous.....I may even do the elevators strictly for "eye
appeal" ....The" Homer bumps" on the ailerons and elevators have got to go
!
All info and ideas welcome....... except junking the Ultrastar !
This Ultrastar is going to be one of a kind ...check the photo share
for pics........changing as much as I already have is going to make for an interesting
test flight.....getting to old for too much excitement....I will have
to make sure I have a new box of "Depends" on hand.....
Ed in Western NY
Hey BB , when am I gonna see the new plane fly over
?
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Ultrastar Ailerons |
I want to make these lighter in response but
want to maintain the length for low speed lift
. Ed in Western NY
Morning Ed/Gang:
I am strictly an amateur, shade tree at that.
When I built my MK III I reduced the cord of the
aileron and flap. My problem was I wanted less
aileron but all the flap I could get and still
stay in the same general area as designed. I
forget how much I reduced the cord at the outboard
end, but what I did was lay out the aileron and
flap, reduce the cord at the outboard end, snapped
a line to the standard inboard end. This took a
pretty good chunk out of the aileron area and not
so much out of my flaps.
If I were to build and fly an Ultrastar, I would
definitely cut the cord of the ailerons from
inboard to outboard. Don't know how much at this
time. It would be an experiment. Probably start
by chopping 1/3 the cord across the span. Might
even go to 1/2 cord. Again, for me, it would
strictly be an experiment.
I remember how stiff the original Ultrastar
ailrons were. Anything over 35 mph and they were
loaded up. The Ultrastar was the first airplane I
had ever flown. I was used to flying
helicopters. When I first took off I was
surprised at how much lateral stick movement was
required to maintain control and also how heavy
lateral stick movement was. Helicopters require
very little stick movement with little or no
resistance.
I flew my Ultrastar in the standard configuration
and never experiemented with changing aileron
configuration.
Subject was changed to reflect content of post.
john h
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Ultrastar ailerons |
Don't know how much aileron travel you currently have, or how much you
might be able to give away, but I felt my MKIII ailerons were excessively
stiff, so shortened the control horn at the fuselage end to reduce throw
and increase leverage. Was very pleased with the results. Any chance you
could drill a couple sets of alternate holes in the fuselage end bellcrank
(or add extensions to the aileron bellcranks?) make up a couple sets of
alternate length pushrods, fly it and see what happens? It is a lot less
drastic than modifying the ailerons because if gives a variety of options.
I discovered that the MKIII ailerons with 1/3 less travel were still more
than sufficient even in adverse conditions, and the control force is now
very comfortable.
Richard Pike
MKIII N420P (420ldPoops)
>
> Now I need an answer to a question that I have been thinking
> about for some time and need the help of you aeronautical engineers ,
> experts or amateurs ...... Here Goes !
> I have an Ultrastar with the original full span ailerons that are
> also deep in chord and taper from wide at the butt rib out to the tip.
> They are original as per plans. My last Ultrastar had heavy ailerons but
> they were shortened like the newer Firestars by the previous owner before
> I purchased it. As it is now the problem is probably greater. I want to
> make these lighter in response but want to maintain the length for low
> speed lift .I have no flaperon system and will not be adding it. I will
> be adding vortex generators after covering but I doubt it will help as
> much as I need.
> SOOOOO... I have been thinking about the options and they seem
> to be .. 1.Goose Feet.....2 Servo tabs.....or 3 ( here's the question )
> the extensions on the ends of the ailerons as some of the WW1 German
> aircraft had that went beyond the end of the wing and in front of the
> pivot point of the aileron. This design was for lightening the aileron
> response ( Right?) . Some modern day aircraft have this incorporated in
> the elevator system for the same reason I assume ( Agcat , AA-5 )... I
> have already decided to paint the new Ultrastar in WW1 colors with Iron
> Crosses so adding these aileron boosters would be relatively easy and
> adding some balance weight for flutter at the same time could be done.
> The reason these may have been used in the first place may have been as a
> flutter prevention but I am only guessing....... Is there a fomula to
> figure out how much area to add forward of the aileron hinge to get the
> desired result without getting dangerous.....I may even do th!
>e elevators strictly for "eye appeal" ....The" Homer bumps" on the
>ailerons and elevators have got to go !
> All info and ideas welcome....... except junking the Ultrastar !
> This Ultrastar is going to be one of a kind ...check the
> photo share for pics........changing as much as I already have is going
> to make for an interesting test flight.....getting to old for too much
> excitement....I will have to make sure I have a new box of "Depends" on
> hand.....
>
> Ed in Western NY
> Hey BB , when am I gonna see the new plane
> fly over ?
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
test
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Mk- 3 passenger CG point |
Mk-3 drivers,
What figure did you all use for the pilot/passenger cg point when working your
weight and balance sheets?
I get 2.5 to 3 inches in front of the leading edge datum point, just want to check
against what others measured.
Denny Rowe
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Mk- 3 passenger CG point |
Where ever your belly button is, that's your CG.
Richard Pike
MKIII N420P (420ldPoops)
>
>Mk-3 drivers,
>What figure did you all use for the pilot/passenger cg point when working
>your weight and balance sheets?
>I get 2.5 to 3 inches in front of the leading edge datum point, just want
>to check against what others measured.
>Denny Rowe
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Mk- 3 passenger CG point |
I measured 4" to my navel, and allowed the same for the passenger, but I've
got different seats. My A&P worked it out 3 times, and came up with 3
different answers for W&B. Looks like I'll hafta use my new-found education
and work it out for myself.....................after I get back from
Monument Valley. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: <rowedl(at)highstream.net>
Subject: Kolb-List: Mk- 3 passenger CG point
>
> Mk-3 drivers,
> What figure did you all use for the pilot/passenger cg point when working
your weight and balance sheets?
> I get 2.5 to 3 inches in front of the leading edge datum point, just want
to check against what others measured.
> Denny Rowe
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: MV/update/short visit |
Tim and Craig:
I will probably take you up on your offer.
Will let you know when I will arrive as soon as I
can determine, which will probably be a day or two
out.
Thanks again,
john h
________________________________________________________________________________
| From: | Chuck Davis - Comcast <davis207(at)comcast.net> |
I was doing a little shopping in Aircraft Spruce. A spray can of Zinc Oxide
primer is $6.80. However, the additional shipping due to a "hazardous item"
is over $20.
When I added a quart of tube seal (smallest size available) the shipping
charges went up another 30+ USD.
Can any one suggest some alternatives / alternative sources (local
availability?) that are not so economically non-sensible?
Chuck Davis
________________________________________________________________________________
| Subject: | Re: Ultrastar ailerons |
Ed,
The spades and the extensions would certainly help to lighten the
lateral force, but the trailing edge of the wing & the leading edge of the
ailerons are only .028" which will not handle much of a load & those forces
could get to be pretty strong. I was going to go that route myself but was
advised by Dennis S not to. I did what Richard Pike suggested and I also
went with flaperons which was a huge payoff for me.
Richard Swiderski
> >
> > Now I need an answer to a question that I have been thinking
> > about for some time and need the help of you aeronautical engineers ,
> > experts or amateurs ...... Here Goes !
> > I have an Ultrastar with the original full span ailerons that
are
> > also deep in chord and taper from wide at the butt rib out to the tip.
> > They are original as per plans. My last Ultrastar had heavy ailerons but
> > they were shortened like the newer Firestars by the previous owner
before
> > I purchased it. As it is now the problem is probably greater. I want to
> > make these lighter in response but want to maintain the length for low
> > speed lift .I have no flaperon system and will not be adding it. I will
> > be adding vortex generators after covering but I doubt it will help as
> > much as I need.
> > SOOOOO... I have been thinking about the options and they seem
> > to be .. 1.Goose Feet.....2 Servo tabs.....or 3 ( here's the question )
> > the extensions on the ends of the ailerons as some of the WW1 German
> > aircraft had that went beyond the end of the wing and in front of the
> > pivot point of the aileron. This design was for lightening the aileron
> > response ( Right?) . Some modern day aircraft have this incorporated in
> > the elevator system for the same reason I assume ( Agcat , AA-5 )... I
> > have already decided to paint the new Ultrastar in WW1 colors with Iron
> > Crosses so adding these aileron boosters would be relatively easy and
> > adding some balance weight for flutter at the same time could be done.
> > The reason these may have been used in the first place may have been as
a
> > flutter prevention but I am only guessing....... Is there a fomula to
> > figure out how much area to add forward of the aileron hinge to get the
> > desired result without getting dangerous.....I may even do th!
> >e elevators strictly for "eye appeal" ....The" Homer bumps" on the
> >ailerons and elevators have got to go !
> > All info and ideas welcome....... except junking the
Ultrastar !
> > This Ultrastar is going to be one of a kind ...check the
> > photo share for pics........changing as much as I already have is going
> > to make for an interesting test flight.....getting to old for too much
> > excitement....I will have to make sure I have a new box of "Depends" on
> > hand.....
> >
> > Ed in Western NY
> > Hey BB , when am I gonna see the new plane
> > fly over ?
> >
> >
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Ultrastar ailerons |
As I just got my ultrastar about 4 weeks ago,, what is wrong with it as is?
it flys great. am I missing something here? thanks ron in texas
----- Original Message -----
From: "Richard Swiderski" <swiderski@advanced-connect.net>
Subject: Re: Kolb-List: Ultrastar ailerons
<swiderski@advanced-connect.net>
>
> Ed,
>
> The spades and the extensions would certainly help to lighten the
> lateral force, but the trailing edge of the wing & the leading edge of the
> ailerons are only .028" which will not handle much of a load & those
forces
> could get to be pretty strong. I was going to go that route myself but
was
> advised by Dennis S not to. I did what Richard Pike suggested and I also
> went with flaperons which was a huge payoff for me.
>
> Richard Swiderski
>
>
> > >
> > > Now I need an answer to a question that I have been thinking
> > > about for some time and need the help of you aeronautical engineers ,
> > > experts or amateurs ...... Here Goes !
> > > I have an Ultrastar with the original full span ailerons that
> are
> > > also deep in chord and taper from wide at the butt rib out to the tip.
> > > They are original as per plans. My last Ultrastar had heavy ailerons
but
> > > they were shortened like the newer Firestars by the previous owner
> before
> > > I purchased it. As it is now the problem is probably greater. I want
to
> > > make these lighter in response but want to maintain the length for low
> > > speed lift .I have no flaperon system and will not be adding it. I
will
> > > be adding vortex generators after covering but I doubt it will help as
> > > much as I need.
> > > SOOOOO... I have been thinking about the options and they
seem
> > > to be .. 1.Goose Feet.....2 Servo tabs.....or 3 ( here's the
question )
> > > the extensions on the ends of the ailerons as some of the WW1 German
> > > aircraft had that went beyond the end of the wing and in front of the
> > > pivot point of the aileron. This design was for lightening the aileron
> > > response ( Right?) . Some modern day aircraft have this incorporated
in
> > > the elevator system for the same reason I assume ( Agcat , AA-5 )... I
> > > have already decided to paint the new Ultrastar in WW1 colors with
Iron
> > > Crosses so adding these aileron boosters would be relatively easy and
> > > adding some balance weight for flutter at the same time could be done.
> > > The reason these may have been used in the first place may have been
as
> a
> > > flutter prevention but I am only guessing....... Is there a fomula to
> > > figure out how much area to add forward of the aileron hinge to get
the
> > > desired result without getting dangerous.....I may even do th!
> > >e elevators strictly for "eye appeal" ....The" Homer bumps" on the
> > >ailerons and elevators have got to go !
> > > All info and ideas welcome....... except junking the
> Ultrastar !
> > > This Ultrastar is going to be one of a kind ...check the
> > > photo share for pics........changing as much as I already have is
going
> > > to make for an interesting test flight.....getting to old for too much
> > > excitement....I will have to make sure I have a new box of "Depends"
on
> > > hand.....
> > >
> > > Ed in Western NY
> > > Hey BB , when am I gonna see the new
plane
> > > fly over ?
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
I have found spray cans of Zinc Chromate primer in the local Army surplus
store cheap. Tube seal is nothing more than boiled linseed oil. (Wonder how
that's different from plain linseed oil?) Try Lowes, Home Depot, Ace
Hardware, etc.
Richard Pike
MKIII N420P (420ldPoops)
>
>I was doing a little shopping in Aircraft Spruce. A spray can of Zinc Oxide
>primer is $6.80. However, the additional shipping due to a "hazardous item"
>is over $20.
>
>
>When I added a quart of tube seal (smallest size available) the shipping
>charges went up another 30+ USD.
>
>
>Can any one suggest some alternatives / alternative sources (local
>availability?) that are not so economically non-sensible?
>
>
>Chuck Davis
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
Sounds like there double dipping on the hazardous fee. What's interesting
I've found it varies depending upon who your doing business
with. Shouldn't be two charges for the same shipment. How much does FedEx
Ground charge? I've found I can ship stuff for 1/2 to 2/3 the cost of
what UPS charges and it gets there faster, St-Pete to Dallas in 2 days and
the box looked like it was hardly touched. Kind of like what UPS used to
be like, fast, and gentle.
jerb
>
>I was doing a little shopping in Aircraft Spruce. A spray can of Zinc Oxide
>primer is $6.80. However, the additional shipping due to a "hazardous item"
>is over $20.
>
>
>When I added a quart of tube seal (smallest size available) the shipping
>charges went up another 30+ USD.
>
>
>Can any one suggest some alternatives / alternative sources (local
>availability?) that are not so economically non-sensible?
>
>
>Chuck Davis
>
>
________________________________________________________________________________
| From: | KolbTwinstar(at)aol.com |
| Subject: | Re: 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 $10,950
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: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | What's wrong with an original Ultrastar? |
Ronnie,
The original Ultrastar is a great machine as is....the original intentions
for the design were met but with any good design there is always somebody
that thinks he can make it better......My problem was created by myself after
modifying the cage by streamlining it and putting in a center line stick. The
Ultrastar was cruising at much higher cruise speeds and with normal Cuyuna
power settings was going too fast for the aileron response that was very disturbing
when a steep bank was initiated at these higher speeds. The Ultrastar would
tend to stay in the bank or increase it even with opposite aileron. Top rudder
was usually the way to get it level again but it just did not feel right
to this old Agcat pilot. Usually when you change something on a homebuilt you
create a chain reaction that you start chasing and sometimes never catch.....but
I don't take my own advice and just go nuts...
Richard...I really want to add the ends to the ailerons and incorporate
the balance weights.... I was already thinking about a solution to the .028
tubes.....to err on the safe side I was thinking of replacing both with .049
and adding some angle to the bottom wing ribs (as per previous advice) for
added compression strength to help the wing warp at higher cruise speeds. I am
also adding the steel ring at the butt rib for the same reason.....I think I
will also make the end hinge much longer to take the extra load at the wing tip.......more
weight and no longer a true ultralight....the chain reaction keeps
getting worse....now I gotta get it inspected cause it will be too heavy...
AAARGH !
Ronnie... don't change a thing ! ! Just fly it and "be happy"
.
Tinkeritis Ed in Western NY
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
Mk-3 drivers,
What figure did you all use for the pilot/passenger cg point when working your
weight and balance sheets?
I get 2.5 to 3 inches in front of the leading edge datum point, just want to check
against what others measured.
Denny Rowe
Denny when i weighed a couple months ago i weighed the plane empty then with me
in it... subtracted out the diferences in the wheel weights and calculated -3
1/2 inches..... for what it is worth i do not have original seats.... but they
are very close to the cg figures i had with the original.
boyd
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Thanks Boyd,
It looks like I am going with the 3 inch measurement for FAA inspection, if I use
2.5" my cg goes past 37% with emty tanks and my 185# butt in the seat.
Using 3" I just make it inside the rear cg limit throughout my fuel range which
is 0 - 60 pounds.
This baby is going to be quite the hauler, with full fuel and myself, I have 280#
of room under the max gross limit of 1000#.
My foreward cg limit of 20% cord would require a 450# passenger with a belly button
12 inches in front of mine to reach. We should have plenty of elevator trim
to handle passengers.
One problem I have is that my co-owner Jay Swager only weighs 145# soaking wet,
so I'll have to come up with some kind of removable ballast on the passenger
side floor pan for Jay to fly solo.
The 23rd is coming fast, I'm still trying to get all the i's dotted and t ' s crossed
before inspector man gets here.
Denny
Mk-3 N616DR Leechburg PA
----- Original Message -----
From: boyd young
To: kolb-list(at)matronics.com ; rowedl(at)highstream.net
Sent: Tuesday, May 13, 2003 10:23 AM
Subject: pilot cg
Mk-3 drivers,
What figure did you all use for the pilot/passenger cg point when working your
weight and balance sheets?
I get 2.5 to 3 inches in front of the leading edge datum point, just want to
check
against what others measured.
Denny Rowe
Denny when i weighed a couple months ago i weighed the plane empty then with
me in it... subtracted out the diferences in the wheel weights and calculated
-3 1/2 inches..... for what it is worth i do not have original seats.... but
they are very close to the cg figures i had with the original.
boyd
________________________________________________________________________________
| From: | "Terry" <tswartz(at)hydrosoft.net> |
Denny,
I weigh 165# and did the removable ballast thing when testing my plane. I
fastened a small duffel bag in the nose, got some lead shot, packaged it in
zip lock bags, 5 lbs per bag, put them in the duffel bag and zipped it shut.
I was then able to remove 5 lbs at a time and test fly. I no longer use any
ballast.
Terry
One problem I have is that my co-owner Jay Swager only weighs 145# soaking
wet, so I'll have to come up with some kind of removable ballast on the
passenger side floor pan for Jay to fly solo.
The 23rd is coming fast, I'm still trying to get all the i's dotted and t '
s crossed before inspector man gets here.
Denny
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Group,
Im getting ready to order the 447 engine kit for my firefly now
that I finally finnished building my enclosed trailer. Does the firefly come
with a prop spacer or does it need one? I was at a flyin last weekend &
there was a guy there with a firestar11 . He showed me the ding he had in the
aileron tube. He said that he got the ding when the Ivo prop struck the tube
just after start up. It looked like he had plenty of clearance. Is the Ivo
more prone to this problem or is it a problem with all composite props? I
just want to do all I can to keek this from happening to me
Comments,
Ed ( in Houston)
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>
> Group,
> Im getting ready to order the 447 engine kit for my firefly now
>that I finally finnished building my enclosed trailer. Does the firefly come
>with a prop spacer or does it need one? I was at a flyin last weekend &
>there was a guy there with a firestar11 . He showed me the ding he had in the
>aileron tube. He said that he got the ding when the Ivo prop struck the tube
>just after start up. It looked like he had plenty of clearance. Is the Ivo
>more prone to this problem or is it a problem with all composite props? I
>just want to do all I can to keek this from happening to me
>
> Comments,
> Ed ( in Houston)
>
Ed,
A prop spacer is a good idea. Mine came with the parts kit that included the IVO
propeller too from the old Kolb Company. I assume the spacer was made by IVO.
The best I remember is that IVO recommends a minimum of five inch clearance
between the blade and the nearest part of the plane.
It is easy to measure how close the propeller comes to the aileron tubes while
flying. See:
http://www.thirdshift.com/jack/firefly/firefly83.html
Good luck,
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Ed Bonsell" <ebonsell(at)earthlink.net> |
| Subject: | Original Firestar rear bellcrank |
.....there was a problem with the weld on the aft bellcrank breaking on a few......
Thanks for the responses Ralph and John,
This also happened to a Firestar kept outside at the field I flew out of. It was
surmised that the plane was left tied down for an unknown period of time without
the stick tied down. The resulting whipping back and forth in the wind eventually
broke the weld.
I have seen my ailerons whip back and forth so I always tie the stick down when
I'm not in it outside.
A quick builder for the old Kolb Co. I know said they started sending out the little
Z shaped fittings after a few bolts broke.
Does anyone know the specs? I checked my bolt and there are no sign of cracks.
I was never very heavy handed on the stick but as long as I'm rebuilding I might
as well put one on.
Sincerely,
Ed Bonsell
________________________________________________________________________________
Ed,
If Rotax just would come out of the Stone Age and put an advance curve
in their ignition so we wouldn't have to start our engines at full advance,
and watch our planes go through the shakes on every start, no one would need
a spacer. But as it is, Ivo's are best used with a spacer.
...Richard Swiderski
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: Prop Spacer
>
>
> Group,
> Im getting ready to order the 447 engine kit for my firefly now
> that I finally finnished building my enclosed trailer. Does the firefly
come
> with a prop spacer or does it need one? I was at a flyin last weekend &
> there was a guy there with a firestar11 . He showed me the ding he had in
the
> aileron tube. He said that he got the ding when the Ivo prop struck the
tube
> just after start up. It looked like he had plenty of clearance. Is the Ivo
> more prone to this problem or is it a problem with all composite props? I
> just want to do all I can to keek this from happening to me
>
> Comments,
> Ed ( in Houston)
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
When I got my FireFly kit back in 95, it was part of the engine/prop
kit. Not sure what the new company includes. Dennis told me the spacer
put the prop in cleaner air thus reducing the vibration and noise level as
blades passed the trailing edge of the wing.
jerb
>
> >
> >
> > Group,
> > Im getting ready to order the 447 engine kit for my firefly now
> >that I finally finnished building my enclosed trailer. Does the firefly
> come
> >with a prop spacer or does it need one? I was at a flyin last weekend &
> >there was a guy there with a firestar11 . He showed me the ding he had
> in the
> >aileron tube. He said that he got the ding when the Ivo prop struck the
> tube
> >just after start up. It looked like he had plenty of clearance. Is the Ivo
> >more prone to this problem or is it a problem with all composite props? I
> >just want to do all I can to keek this from happening to me
> >
> > Comments,
> > Ed ( in Houston)
> >
>Ed,
>
>A prop spacer is a good idea. Mine came with the parts kit that included
>the IVO propeller too from the old Kolb Company. I assume the spacer was
>made by IVO. The best I remember is that IVO recommends a minimum of five
>inch clearance between the blade and the nearest part of the plane.
>
>It is easy to measure how close the propeller comes to the aileron tubes
>while flying. See:
>
>http://www.thirdshift.com/jack/firefly/firefly83.html
>
>Good luck,
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
I saw a few weeks ago Jim gerken has his 582 for sale, I know jim and if I
needed a 582 I would jump on this and think more of it than a new one, this
engine has been great for him and I know how much detail he put into taking
care of it.
anyone who needs a 582 should grab this one, it is better than new.
mark
twinstar
minnesota
________________________________________________________________________________
| From: | "NBD" <mk3(at)bailinair.com> |
Has anyone looked at the Aero Vee 2002 engine as a possibility for use on
the MKIII?
http://www.aeroconversions.com
Regards
Noel
Kolb MK III Classic
New Hampshire
http://www.bailinair.com
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Aero Vee 2002 |
Noel,
The direct drive VW's are better suited for the faster planes like the
Sonex. At Kolb speeds, you need a reduction on the VW's to get good
performaance. Than they get a little on the heavy side, but we do have a
few Mk-3 drivers here on the list with reductions on their VW's, some flying
and at least one soon to be.
Denny Rowe
Mk-3, PA
----- Original Message -----
From: NBD <mk3(at)bailinair.com>
Subject: Kolb-List: Aero Vee 2002
>
> Has anyone looked at the Aero Vee 2002 engine as a possibility for use on
> the MKIII?
>
> http://www.aeroconversions.com
>
>
> Regards
> Noel
> Kolb MK III Classic
> New Hampshire
> http://www.bailinair.com
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Great News!! |
> > I sold the Buell today!!! Called Linda @ TNK and set up a visit for
> 5/23/03. Plan to ride in the M3X and order kit 1.
> > pp....
pp/Gang:
Great!
I feel your excitement.
Good luck on your project.
john h
________________________________________________________________________________
| From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
I have been thinking about installing a spacer on the 2SI powered Ultrastar but
have not found a source....same bolt pattern as the 447 Rotax setup....anybody
got a source ?
Ed in Western NY
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>I have been thinking about installing a spacer on the 2SI powered Ultrastar but
have not found a source....same bolt pattern as the 447 Rotax setup....anybody
got a source ?
> Ed in Western NY
>
Ed,
TNK Company may be a good source for this information.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Light Sport Aircraft catagory |
Just a note. I was reading up on the details of the up and coming Sport
Pilot & Light Sport Aircraft proposals and notice that an aircraft fitting
into this catagory can only have a fixed or ground adjustable prop. Some
builders may be considering in flight adjustable props and may want to look
further into this before getting cought between a rock and a hard place.
Started my 618 up after a rebuild by Tom Olenik. Will break it in tonite and
be back in the air soon.
Fly Safe
Bob Griffin
upstate NY
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
Morning Kolbers:
Sitting here in hauck's holler watching the
raindrops fall. Do not know when I will be able
to get out of here. Had planned on doing a
leisurely flight by leaving today, but that is not
going to happen.
The worst weather is along my planned route of
flight. I may be able to sneak out of here to the
SW and take a more southernly route to get around
it. Will just have to wait and see.
I still have plenty time to get to MV by Monday or
earlier.
john h
N101AB (My N number is for 101st Aviation
Battalion, 101st Airborne Division (RVN)
(1969-1970)
Jump School, 101st Abn Div, Ft Campbell, KY, May
1958
Co D, 2d Abn BG, 187th Inf, 101st Abn Div, Mar
1958 - Apr 1960
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | [Fwd: Monument Valley] |
Hi Gang:
The attached post got lost in the shuffle
somewhere in cyber space. As soon as I resend it,
the original will also come through. It was sent
over an hour ago.
Still sitting here watching the weather and
waiting to get out of here tomorrow, or when
weather permits.
john h
> Morning Kolbers:
>
> Sitting here in hauck's holler watching the
> raindrops fall. Do not know when I will be able
> to get out of here. Had planned on doing a
> leisurely flight by leaving today, but that is not
> going to happen.
>
> The worst weather is along my planned route of
> flight. I may be able to sneak out of here to the
> SW and take a more southernly route to get around
> it. Will just have to wait and see.
>
> I still have plenty time to get to MV by Monday or
> earlier.
>
> john h
> N101AB (My N number is for 101st Aviation
> Battalion, 101st Airborne Division (RVN)
> (1969-1970)
> Jump School, 101st Abn Div, Ft Campbell, KY, May
> 1958
> Co D, 2d Abn BG, 187th Inf, 101st Abn Div, Mar
> 1958 - Apr 1960
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 27 Msgs - 05/13/03 |
From: <rowedl(at)highstream.net>
Subject: Kolb-List: Re: pilot cg
Denny,
I have the same problem. I welded a 20 lb, 15b and 5 lb weights into one
unit with a handle on top for ease of handling. I installed a short post,
on the floor in front of the passenger seat, and secure it with a hitch pin
thru a hole in the top of the post. Secure an quick and easy to remove or
install.
Check out the pictures at http://rbaker-.members.atlantic.net Folder Mark
III 500-579, pictures 080_a575a ballast,
080_a575b ballast and 082-a575c Bubba (I had to call it something).
L Ray Baker
Gainesville, FL
Mark III N629RB
One problem I have is that my co-owner Jay Swager only weighs 145# soaking
wet,
so I'll have to come up with some kind of removable ballast on the passenger
side floor pan for Jay to fly solo.
The 23rd is coming fast, I'm still trying to get all the i's dotted and t '
s crossed
before inspector man gets here.
Denny
Mk-3 N616DR Leechburg PA
________________________________________________________________________________
| Subject: | Re: Monument Valley |
John,
If you need a field to duck into where right on the way
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Monument Valley
>
> Morning Kolbers:
>
> Sitting here in hauck's holler watching the
> raindrops fall. Do not know when I will be able
> to get out of here. Had planned on doing a
> leisurely flight by leaving today, but that is not
> going to happen.
>
> The worst weather is along my planned route of
> flight. I may be able to sneak out of here to the
> SW and take a more southernly route to get around
> it. Will just have to wait and see.
>
> I still have plenty time to get to MV by Monday or
> earlier.
>
> john h
> N101AB (My N number is for 101st Aviation
> Battalion, 101st Airborne Division (RVN)
> (1969-1970)
> Jump School, 101st Abn Div, Ft Campbell, KY, May
> 1958
> Co D, 2d Abn BG, 187th Inf, 101st Abn Div, Mar
> 1958 - Apr 1960
>
>
>
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
Got a question: after a career of Rotax premix, I flew today with the new
582 with oil injection (a first) and there is a recurring problem. The oil
line keeps presenting an air bubble about as big as a pea right at the
point where the oil line hose connects to the oil pump. As soon as you
start the engine, it goes away, but when you shut down, after a couple
minutes it comes back. I greatly dislike this. Is it normal? If not, how to
make it go away and stay away?
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Oil line bubble |
> I greatly dislike this. Is it normal? If not, how to
> make it go away and stay away?
>
> Richard Pike
Richard/Gents:
I seem to remember Ronnie Smith, South Mississippi
Light Aircraft, telling me to solve the problem
and insure the pump is cleared out by running the
engine about 3,000 or so rpm while manually
pushing the arm on the oil pump to the full rich
position and holding it there for a while.
I may be wrong, so give Ronnie a call and confirm
the correct method to solving the problem.
john h
PS: Hope to bust out of Gantt International
Airport in the morning, weather permitting.
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Oil line bubble |
Thanks for the quick response.
I already tried that - and it came back.
That's why I don't like it, it really ought to be gone by now...
Have fun out there & be careful.
Richard Pike
MKIII N420P (420ldPoops)
>
>
> > I greatly dislike this. Is it normal? If not, how to
> > make it go away and stay away?
> >
> > Richard Pike
>
>Richard/Gents:
>
>I seem to remember Ronnie Smith, South Mississippi
>Light Aircraft, telling me to solve the problem
>and insure the pump is cleared out by running the
>engine about 3,000 or so rpm while manually
>pushing the arm on the oil pump to the full rich
>position and holding it there for a while.
>
>I may be wrong, so give Ronnie a call and confirm
>the correct method to solving the problem.
>
>john h
>
>PS: Hope to bust out of Gantt International
>Airport in the morning, weather permitting.
>
>
________________________________________________________________________________
| From: | "Guy Swenson" <guys(at)rrt.net> |
Denny ,
I have the original sling seats in my Xtra with the 2in upholstery and have
a pilot / passenger cg figure of -7.125. and I believe the 20% forward cg is
a typo and should be 25%. Are you measuring the pilot cg with the wing set
at 9 degrees? I will send you my weight and balance sheet off list.
Guy S.
MK III Xtra
60 hrs
> Mk-3 drivers,
> What figure did you all use for the pilot/passenger cg point when working
your
> weight and balance sheets?
> I get 2.5 to 3 inches in front of the leading edge datum point, just want
to check
> against what others measured.
>Rowe
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Guy,
Wow, if thats a typo, I am really going to have to recheck some of my
figures. A friend at work set me up a sweet spreadsheet at yesterday using
Excel and man does it make things easy, I can't wait to check yours out too.
Well, maybe some other Mk-3 drivers can fill us in on the CG range in their
manuals.
Again my kit is a 1992 model year and the CG page I am using is page 43 in
the Mk-3 drawing manual copyright 1990, Rev 0. It calls out the range to be
greater than 20% and less than 37% of the wing cord.
Denny
----- Original Message -----
From: Guy Swenson <guys(at)rrt.net>
Subject: Re: Kolb-List: pilot cg
>
> Denny ,
> I have the original sling seats in my Xtra with the 2in upholstery and
have
> a pilot / passenger cg figure of -7.125. and I believe the 20% forward cg
is
> a typo and should be 25%. Are you measuring the pilot cg with the wing set
> at 9 degrees? I will send you my weight and balance sheet off list.
>
> Guy S.
> MK III Xtra
> 60 hrs
>
> > Mk-3 drivers,
> > What figure did you all use for the pilot/passenger cg point when
working
> your
> > weight and balance sheets?
> > I get 2.5 to 3 inches in front of the leading edge datum point, just
want
> to check
> > against what others measured.
> >Rowe
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Kolb-List Digest: 27 Msgs - 05/13/03 |
Ray,
Thanks for the info, I think I'll do something real similar to what you
have.
Question: What CG range does your Mk-3 manual call out? And what date is
your manual?
Denny
----- Original Message -----
From: L. Ray Baker <rbaker-@atlantic.net>
Subject: Kolb-List: Re: Kolb-List Digest: 27 Msgs - 05/13/03
>
>
> From: <rowedl(at)highstream.net>
> Subject: Kolb-List: Re: pilot cg
>
>
> Denny,
>
> I have the same problem. I welded a 20 lb, 15b and 5 lb weights into one
> unit with a handle on top for ease of handling. I installed a short post,
> on the floor in front of the passenger seat, and secure it with a hitch
pin
> thru a hole in the top of the post. Secure an quick and easy to remove or
> install.
>
> Check out the pictures at http://rbaker-.members.atlantic.net Folder Mark
> III 500-579, pictures 080_a575a ballast,
> 080_a575b ballast and 082-a575c Bubba (I had to call it something).
>
> L Ray Baker
> Gainesville, FL
> Mark III N629RB
>
> One problem I have is that my co-owner Jay Swager only weighs 145# soaking
> wet,
> so I'll have to come up with some kind of removable ballast on the
passenger
> side floor pan for Jay to fly solo.
> The 23rd is coming fast, I'm still trying to get all the i's dotted and t
'
> s crossed
> before inspector man gets here.
>
> Denny
> Mk-3 N616DR Leechburg PA
>
>
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Oil line bubble |
In a message dated 5/14/2003 10:28:00 PM Eastern Standard Time,
rwpike(at)charter.net writes:
> The oil
> line keeps presenting an air bubble about as big as a pea right at the
> point where the oil line hose connects to the oil pump. As soon as you
> start the engine, it goes away, but when you shut down, after a couple
> minutes it comes back. I greatly dislike this. Is it normal? If not, how to
>
> make it go away and stay away?
>
Brother Pike:
The solution to your problem is to get an opaque hose. Use the new style
coated fabric wrapped hose from Rotax which is far superior to the older
style woven hose. I think the only bubbles that matter are the ones on the
upstream side of the pump. There is a procedure for bleeding the pump in the
repair manual.
Mark R. Sellers
Kolb Twinstar Mark III, N496BM
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Monument Valley |
Morning Ron/Gang:
Thanks for the lunch invite. Hope I don't get
that far south on my way out though. Plan on
coming back through FHU on the way home.
Weather does not look good from here to
Albuquerque today or tomorrow. I am hoping to get
out today, but don't want to get caught up in this
adverse weather.
I really do not have many options to circumvent to
the south or north. Will play it cool for a while
and see what happens. I have to wait out one
system of thunderstorms to come through before I
can get out of my airstrip.
Trying to wait patiently,
john h
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 25 Msgs - 05/14/03 |
Boyd, You are correct, however it will be a while longer before you can lay
hands on one. The Joint venture by Honda motors and Teledyne Continental
revolves around a 4 cylinder opposed , dual overhead camshaft, electronicly
fuel injected aircraft engine of the 150 hp class specifically designed for
the military UAV (drone) contracts that are being prolifically offered
currently. These contracts offer a significantly larger volume initally than
the entire light plane market does and have attracted the attention of many
engine manufacturers.
Also of interest is that the "other than USA" world market for an aircraft
engine of this category will likely be addressed first as the inherent cost
of FAA approval in the USA vs cost recovery time period at current market
volume levels is unattractive.
I would bet a buck, that if the military contracts are lost to another
competitor....that project will vanish unless SEVERAL major OEMS outside the
USA express interest for substantial volume!
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
I tried to send some wing ribs to Lar once. It was going to cost $25 for
shipping and $90 for special handling as it was longer than a normal box.
Old Lar could not afford my offer of free ribs.
PS... Hey Lar I have a couple ideas for Vamouse but untill I get the
scanner and printer working I can't get them back to you. I didn't forget ya.
>
>I was doing a little shopping in Aircraft Spruce. A spray can of Zinc Oxide
>primer is $6.80. However, the additional shipping due to a "hazardous item"
>is over $20.
>
>
>When I added a quart of tube seal (smallest size available) the shipping
>charges went up another 30+ USD.
>
>
>Can any one suggest some alternatives / alternative sources (local
>availability?) that are not so economically non-sensible?
>
>
>Chuck Davis
>
>
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
>
>
> >
> > Group,
> > Im getting ready to order the 447 engine kit for my firefly now
> > that I finally finnished building my enclosed trailer. Does the firefly
>come
> > with a prop spacer or does it need one?
I am not just a rude and crude builder , I am also cheap. I moved
the whole engine back 2 inches. This saved me a couple hundred for the
prop spacer and did not affect the cg much. Thats what I did anyway.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Well, tarnation - get 'em going. I don't got nothing to take to M.V. with
me. Those wing ribs are long ago taken care of...................but
I'll accept some BBQ ribs in August. Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: zinc oxide
>
>
> I tried to send some wing ribs to Lar once. It was going to cost $25
for
> shipping and $90 for special handling as it was longer than a normal box.
> Old Lar could not afford my offer of free ribs.
>
> PS... Hey Lar I have a couple ideas for Vamouse but untill I get the
> scanner and printer working I can't get them back to you. I didn't forget
ya.
> >
________________________________________________________________________________
| From: | Doug Wetzel <dougwe(at)wrq.com> |
-----BEGIN PGP SIGNED MESSAGE-----
Hash: SHA1
Can anyone write a brief description (summary is fine) of what's
involved in converting
a MKIII from a 582 to a 912?
Thanks!
Doug Wetzel
Seattle, WA
-----BEGIN PGP SIGNATURE-----
iQA/AwUBPsUIK3OHrG41gAgoEQLHvQCgl3KviwDtPFJLU9oGtS5UC/WKqwwAn3Lt
iUVb+Jv2rIFVGiyYJagL9FBK
=RPPx
-----END PGP SIGNATURE-----
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
In a message dated 5/16/2003 11:51:34 AM Eastern Standard Time,
dougwe(at)wrq.com writes:
> Can anyone write a brief description (summary is fine) of what's
> involved in converting
> a MKIII from a 582 to a 912?
Money.
Mark R. Sellers
Kolb Twinstar Mark III, N496BM
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
Doug;
I did this conversion 3 years ago and several additional changes are
required.
You need a new prop as it now turns in the opposite direction and can be
increased to 72".Use a 21/2" spacer.
The throttle is also reversed action and requires changing.
You need new mounting supports (2X2X1/4 angle)
You can use the same Lord mount positions on the MKIII frame but you need to
increase the size of the units to 200# size
The radiator is separately mounted.
You need a new oil cooler and a place for the big oil sump.
There are additional things you can do but look up my WebPages
www.webcom.com/reynen under tech info page for additional tips on reverse
mounted carbs
Frank Reynen MKIII ser#022 Lotus floats @735 hrs
----- Original Message -----
From: "Doug Wetzel" <dougwe(at)wrq.com>
Subject: Kolb-List: Conversion
>
>
> Can anyone write a brief description (summary is fine) of what's
> involved in converting
> a MKIII from a 582 to a 912?
>
> Thanks!
>
> Doug Wetzel
> Seattle, WA
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | IVO Propeller Blade Cutting Fixture |
I puzzled over how to do this in a simple way so that one would not have to re
balance the propeller. My cutting fixture can be seen at:
http://www.thirdshift.com/jack/firefly/firefly94.html
It seems to work well and is inexpensive.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
Why is the spacer costing you that much, ours came with the engine/prop kit
or are you short cutting here.
jerb
>
>
> >
> >
> > >
> > > Group,
> > > Im getting ready to order the 447 engine kit for my firefly now
> > > that I finally finnished building my enclosed trailer. Does the firefly
> >come
> > > with a prop spacer or does it need one?
>
>
> I am not just a rude and crude builder , I am also cheap. I moved
>the whole engine back 2 inches. This saved me a couple hundred for the
>prop spacer and did not affect the cg much. Thats what I did anyway.
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Got a call from John H. this morning. He was forced down on a small field south
of Ardmore, OK., by high winds, and was hoping to continue on this afternoon.
He says the weather's great, aside from the pesky wind. See ya day after tomorrow,
John. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
________________________________________________________________________________
| Subject: | Out of Office AutoReply: Kolb-List Digest: 9 Msgs - 05/16/03 |
| From: | "Souza, Mark W" <mark.w.souza(at)boeing.com> |
I will not be at my desk Monday 5/19/03. l will return Tuesday. Any issues that
can't wait that long should be addressed to my back-up Dave Wellman 342-5112.
________________________________________________________________________________
| From: | "S Ferkey" <sferkey(at)charter.net> |
| Subject: | Firestar II For Sale |
Hi fellow Kolbers !!! Just wanted to let you know that my brother has one of his
factory quickbuild Firestar II' s for sale on ebay. If anyone has any questions
you may conntact me and I will get you an answer ASAP. Thanks !!!
Sheldon
________________________________________________________________________________
| From: | "Hugh" <hmhumes(at)attbi.com> |
| Subject: | Re: Firestar II For Sale |
Here it is.
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26428&item=2415688116
----- Original Message -----
From: "S Ferkey" <sferkey(at)charter.net>
Subject: Kolb-List: Firestar II For Sale
>
> Hi fellow Kolbers !!! Just wanted to let you know that my brother has one
of his factory quickbuild Firestar II' s for sale on ebay. If anyone has
any questions you may conntact me and I will get you an answer ASAP. Thanks
!!!
>
> Sheldon
>
>
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
>
>Why is the spacer costing you that much, ours came with the engine/prop kit
>or are you short cutting here.
>jerb
I never bought one but I thought I had heard that was the going price
which is why I never tried to buy one.
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Woody,
I use an IVO spacer on my 503 powered Loehle, it does not have a centering
boss on it but with a 66"- 34" Ritz wood blade it works great. I think it
was less than $50 when I bought it, you would have to check their current
price as this was years ago.
Denny
Mk-3 N616DR
----- Original Message -----
From: woody <duesouth(at)govital.net>
Subject: Re: Kolb-List: Prop Spacer
>
> >
> >Why is the spacer costing you that much, ours came with the engine/prop
kit
> >or are you short cutting here.
> >jerb
>
>
> I never bought one but I thought I had heard that was the going price
> which is why I never tried to buy one.
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | compass corrections and checklists |
Kolbers,
I need to fill out my compass correction card, as I do not have a compass rose
in my yard, I was wondering how all of you swung your compass to check for correction.
Also, anyone who has passed the airworthiness inspection and has all the checklists
available for easy posting, I would sure like to check them out to make sure
I haven't forgotten somthing. I guess I'll also check the archives for this
We had a visit from Will Uribe Saturday, he is even nicer in person, and what a
photographer! A true ambassador of light aviation.
Still raining in South Wet Pennsylvania.
Denny Rowe
Mk-3 N616DR
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Fw: Sports Pilot |
A good friend from Georgia sent me this, I thought you folks might like to see
it.
Denny
----- Original Message -----
From: CJR41170(at)aol.com
; gtswift(at)wideopenwest.com ; gtalley(at)gsu.edu
Subject: Sports Pilot
05/07/03 - FAA To Open Light-Sport Aircraft Operations Program Office
The FAA announced this week that funding has been approved to establish a Light-Sport
Aircraft (LSA) Operations Program Office for implementing the pending sport
pilot/light-sport aircraft final rule. The office will be set up as a branch
within the Regulatory Support Division in Oklahoma City, Oklahoma.
When the final rule is announced (FAA's goal is to do so at EAA AirVenture Oshkosh
2003), it will initially require the FAA to certificate an existing fleet
of an estimated 10,000-plus uncertificated aircraft and airman using a standardized
methodology. The LSA office will provide the policy guidance and infrastructure
for both industry and FAA field offices; program oversight; and continued
standardization of this program, from the effective date of the light sport
aircraft rule and into the foreseeable future.
"We have gotten approval to start setting up this operation and we are looking
at the best ways of doing that," said Joseph Tintara, Manager of the Regulatory
Support Division, Aeronautical Center, Oklahoma City. "We intend to meet with
the industry people and their FAA counterparts to make sure it's successful.
Tintara described it as proactive preparation. "A lot of this right now is getting
ourselves prepared with the intent that the rule will be put out sometime
in July," he said. "We want to be prepared when the rule rolls out."
FAA estimates that 10,000 existing non-registered ultralight vehicles and an equivalent
number of noncertificated ultralight pilots will transition into the
light-sport category, be issued sport pilot certificates, and have their aircraft
issued airworthiness certificates. Included in this number is an estimated
1,300 ultralight instructors who will transition under this new set of regulations
and receive a flight instructor certificate with a sport pilot rating.
Over the next 10 years the FAA expects a large number (12,000) of new pilots to
seek sport pilot certificates and purchase new light-sport aircraft. This will
be in addition to the many private pilots that left flying for financial or
other reasons who will re-enter general aviation as a result of the new rule.
The new set of regulations is also expected to generate an additional 9,000 repairman
over the course of the next 10 years in addition to 9,000 people who will
apply for certification in the first three years.
Sport pilot/light sport aircraft rulemaking action was intended to establish programs
that will not place an additional workload on the inspector workforce at
the Flight Standards and Manufacturing District office level by delegating some
additional functions to the light-sport industry organizations and establishing
a program office. A program office will provide oversight, policy development,
and implementation support.
Here is a high-level overview of the Light-Sport Aircraft Operations Program Office
responsibilities:
Implementation and continued update of policy and advisory materials required for
sport pilot/light-sport aircraft rule
Provide overall support and oversight for the light-sport process
Provide support and continue partnerships with light sport industry organizations
Develop and provide for designee training (DPE/DAR)
Develop and maintain Pilot Practical Test Standards and knowledge test item banks
Accept/Approve and monitor industry training for sport pilots, sport pilot CFI's,
and light-sport repairman
Provide a data repository for light-sport information "We think we really have
a good chance to be successful," Tintara said. "There is a lot of energy on the
industry side as well as on the FAA side. Want to have some preliminary meetings
to lay out a reasonable plan of attack."
________________________________________________________________________________
| From: | "vincenicely" <vincenicely(at)chartertn.net> |
| Subject: | Re: compass corrections and checklists |
Denny,
If you are asking about being prepared for the DAR's inspection, you may
find the checklist for inspection near the end of AC90-89A of value as a
guide to what the DAR will look at on your aircraft. This checklist is for
an annual inspection and should cover many of the points you need to
consider. However, if you are asking about checklists for flying, I have a
Firestar and mine would not be what you need for a mk III. You can get a
copy of the circular at:
http://av-info.faa.gov/dst/amateur/ac90-89a.pdf
The inspection checklist starts on page 86 of the pdf document that
downloads.
There is another circular that has all the information on the paperwork
required. If you do not have that reference, I can look it up for you also.
There is a lot of information referenced on:
http://av-info.faa.gov/dst/amateur/
in case you have not found this site.
I have used the airport compass rsoe to make my compass correction card. In
two inspections of new aircraft, I have not had a DAR ask about the compass
correction.
Vince Nicely
Firestar II N8233G
----- Original Message -----
From: <rowedl(at)highstream.net>
Subject: Kolb-List: compass corrections and checklists
>
> Kolbers,
> I need to fill out my compass correction card, as I do not have a compass
rose in my yard, I was wondering how all of you swung your compass to check
for correction.
> Also, anyone who has passed the airworthiness inspection and has all the
checklists available for easy posting, I would sure like to check them out
to make sure I haven't forgotten somthing. I guess I'll also check the
archives for this
> We had a visit from Will Uribe Saturday, he is even nicer in person, and
what a photographer! A true ambassador of light aviation.
> Still raining in South Wet Pennsylvania.
> Denny Rowe
> Mk-3 N616DR
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: compass corrections and checklists |
Vince, Others,
The checklists I was refering to were the ones for flying, preflight,
pretake-off, pre- landing, shut down, whatever others people are using.
I do have 90-89c,and a good case of the pre inspection jitters.
This has been a long time coming and the coming week is shaping up to be a
sleepless one. Nerves + midnight shift + full plate = silly posts from
Denny. :-(
Bear with me folks.
Denny Rowe
Mk-3 N616DR
----- Original Message -----
From: vincenicely <vincenicely(at)chartertn.net>
Subject: Re: Kolb-List: compass corrections and checklists
>
> Denny,
>
> If you are asking about being prepared for the DAR's inspection, you may
> find the checklist for inspection near the end of AC90-89A of value as a
> guide to what the DAR will look at on your aircraft. This checklist is
for
> an annual inspection and should cover many of the points you need to
> consider. However, if you are asking about checklists for flying, I have
a
> Firestar and mine would not be what you need for a mk III. You can get a
> copy of the circular at:
>
> http://av-info.faa.gov/dst/amateur/ac90-89a.pdf
>
> The inspection checklist starts on page 86 of the pdf document that
> downloads.
>
> There is another circular that has all the information on the paperwork
> required. If you do not have that reference, I can look it up for you
also.
>
> There is a lot of information referenced on:
>
> http://av-info.faa.gov/dst/amateur/
>
> in case you have not found this site.
>
> I have used the airport compass rsoe to make my compass correction card.
In
> two inspections of new aircraft, I have not had a DAR ask about the
compass
> correction.
>
> Vince Nicely
> Firestar II N8233G
>
>
> ----- Original Message -----
> From: <rowedl(at)highstream.net>
> To: "kolblist"
> Subject: Kolb-List: compass corrections and checklists
>
>
> >
> > Kolbers,
> > I need to fill out my compass correction card, as I do not have a
compass
> rose in my yard, I was wondering how all of you swung your compass to
check
> for correction.
> > Also, anyone who has passed the airworthiness inspection and has all the
> checklists available for easy posting, I would sure like to check them out
> to make sure I haven't forgotten somthing. I guess I'll also check the
> archives for this
> > We had a visit from Will Uribe Saturday, he is even nicer in person, and
> what a photographer! A true ambassador of light aviation.
> > Still raining in South Wet Pennsylvania.
> > Denny Rowe
> > Mk-3 N616DR
> >
> >
>
>
________________________________________________________________________________
| From: | John Raeburn <raeburn(at)snowhill.com> |
I have a Kolb Mk III (Classic). What ideas has anyone come up with to hold
the clamshell doors open when it is on the ground.
Usually when I am taxiing or leave the doors open to cool off the aircraft,
a gust of wind invariably sends the doors crashing down.
________________________________________________________________________________
| From: | "Hugh" <hmhumes(at)attbi.com> |
| Subject: | Re: Door "openers" |
Hello John.
Here's a link to Big Lar's gullwing doors webpage. The photos don't really
do the installation justice (Sorry Lar) but I can tell you first hand that
they are slick.
http://www.biglar.homestead.com/GULLWINGS.html
Lar is on the way to Monument Valley with the rest of the lucky group
getting together there for the next week or so. I'm sure he'll have a
suggestion or two for you when he returns.
Hugh
----- Original Message -----
From: "John Raeburn" <raeburn(at)snowhill.com>
Subject: Kolb-List: Door "openers"
>
> I have a Kolb Mk III (Classic). What ideas has anyone come up with to hold
> the clamshell doors open when it is on the ground.
> Usually when I am taxiing or leave the doors open to cool off the
aircraft,
> a gust of wind invariably sends the doors crashing down.
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
I have a eis that I was attempting to reset the alarm parameters on. I did
such a great job that it no longer shows rpm's. I don't have much
documentation. Has anyone had any experience screwing these things up, that
could give a hapless gage watcher some advice about how to straighten this
up??????
confused in Klamath
larry
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Larry,
You have to set the PR (pulse per revolution) setting to 6 if you have a
Rotax 2 stroke and the EIS with the single sub D connector. If you have a
912, or the old two connector EIS you are on your own.
Give Grand Rapids a call if you can't get it, they will straighten you right
out and will probably send you all the tech info for your unit.
Denny
----- Original Message -----
From: Larry Cottrell <lcottrel(at)kfalls.net>
Subject: Kolb-List: EIS
>
> I have a eis that I was attempting to reset the alarm parameters on. I did
> such a great job that it no longer shows rpm's. I don't have much
> documentation. Has anyone had any experience screwing these things up,
that
> could give a hapless gage watcher some advice about how to straighten this
> up??????
> confused in Klamath
> larry
>
>
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
I have a rather simple solution that I have pictured on my web site that has
worked well on my stock MKIII doors for a few years. The door props are made
out of two pieces of left over 5/16 aluminum tubing and small .5 x 1 inch
al. sheet stock. The hinges are pop rivets and the sheet al. is attached to
keep the arms from going over center too far so that they hold the door
open. They cost nothing as they are made from left over Kolb parts, they
can't weigh more than an ounce for both and they work. I can taxi and they
will stay open as long as I don't go over too rough a ground. Some sort of
open lock would be fairly easy to add but for me it isn't necessary.
Rick Neilsen
Redrive VW powered MKIII
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Raeburn
Subject: Kolb-List: Door "openers"
I have a Kolb Mk III (Classic). What ideas has anyone come up with to hold
the clamshell doors open when it is on the ground.
Usually when I am taxiing or leave the doors open to cool off the aircraft,
a gust of wind invariably sends the doors crashing down.
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
Larry, call the EIS folks, I found them to be very pleasant and eager to
help solve problems. They remind me of Jim & Dondi.
Grand Rapids Technologies, Inc.
889 76th St SW #2
Byron Center, MI 49315
616 583-8000
fax 616 583-8000
www.GRTavionics.com
email : sales(at)grtavionics.com
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Kolb-List: EIS
>
> I have a eis that I was attempting to reset the alarm parameters on. I did
> such a great job that it no longer shows rpm's. I don't have much
> documentation. Has anyone had any experience screwing these things up,
that
> could give a hapless gage watcher some advice about how to straighten this
> up??????
> confused in Klamath
> larry
>
>
________________________________________________________________________________
| Subject: | Re: Door "openers" |
Rick....how bout a link to your website!!! I'd like to look at those.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
I just bought the 2 1/2" spacer from IVO , it was $80....It comes
with the replacement bolts too .They also have the Spinners that fit their
NEW style pitch adjuster hubs.....for only $30
I also ordered a EIS from Grand Rapids w/ALT & VSI and 12 ft cable.....there's
$685
I tried to order a GPL starter but they didn't answer.....TOO LATE (Florida)
That will be a QUICK thousand....... it's a good thing I've been working alot
of overtime.
Anybody know where I can buy Koltz KL-216 synthetic oil in Minnesota ?
I tried searching the archives concerning the problem that was talked about
the exhaust brackets that were cracking....( NO LUCK ).did you guys replace them
with stainless steel ?
I'm not going to pay over $200 for a oil injection tank....I'll make something
or adapt something.....any ideas ???
Gotta Fly...
Mike in MN , Final assembly, FSII,503 injected
w/B, 3-66" IVO
---
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: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
The link to my web site is http://www.geocities.com/NeilsenRM/kolb-MKIII.htm
the link is also on the Kolb web site in the builders web site page.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Don Gherardini
Subject: Re: Kolb-List: Door "openers"
Rick....how bout a link to your website!!! I'd like to look at those.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Oil Injection Tank |
Below is a copy of a prior post by Jerry Pridemore regarding what he found
and used for an oil injection tank.
jerb
I was wandering around the "PEP Boys auto parts store yesterday, and noticed
an aftermarket Radiator overflow/ wiper-washer reservoir, that looks amazingly
like the one sold by Lockwood, LEAf, for 22.00, as an oil injection tank,
similar right down to the bracket. 2-3/4 quarts 9.99.
Jerry Pridemore
prdmr@lou-telecom.net
>
> Hey Guys,
> I just bought the 2 1/2" spacer from IVO , it was
> $80....It comes with the replacement bolts too .They also have the
> Spinners that fit their NEW style pitch adjuster hubs.....for only $30
>
> I also ordered a EIS from Grand Rapids w/ALT & VSI and 12 ft
> cable.....there's $685
>
> I tried to order a GPL starter but they didn't answer.....TOO LATE
> (Florida)
>
> That will be a QUICK thousand....... it's a good thing I've been
> working alot of overtime.
>
> Anybody know where I can buy Koltz KL-216 synthetic oil in Minnesota ?
>
> I tried searching the archives concerning the problem that was talked
> about the exhaust brackets that were cracking....( NO LUCK ).did you guys
> replace them with stainless steel ?
>
> I'm not going to pay over $200 for a oil injection tank....I'll make
> something or adapt something.....any ideas ???
> Gotta Fly...
> Mike in MN , Final assembly, FSII,503
> injected w/B, 3-66" IVO
>---
>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: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
Thanks to all for the advice on the eis. Living on the west coast, I didn't
get a chance to call them today, will do so tomorrow. I am beginning to
wonder if something might be wrong with it after all. The hour meter isn't
working either, and I cannot get it past the screen that resets the
defaults. Or at least I can't get it to the screen that sets the pulse rate.
Regarding cabin heat. has anyone used a "heater core" from a car to
supply heat to a Mark III? At first glance it seems to be possible. Either a
12 volt fan or a bit of ducting from the front. Any thoughts?
Larry
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
>
> Regarding cabin heat. has anyone used a "heater core" from a car to
>supply heat to a Mark III? At first glance it seems to be possible. Either a
>12 volt fan or a bit of ducting from the front. Any thoughts?
>Larry
Motorcycle radiator & 2 plastic 12V computer fans, works great.
Check it out at
http://www.bcchapel.org/pages/0003/kolb.htm
Look under "Adding A Heater"
If you decide to add a heater, let me know before you start to plumb it,
because I have since found out a bit about plumbing that really helps make
the cooling work better, and it is not yet on the web page.
Just got my airplane back in the air last week after 5 months worth of
mods, and on Saturday I had a batch of bad epoxy dissolve and it was part
of the gas tank mod... Kind'a messy.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
Well I talked to the lady at Grand Rapids today, unfortunately I was at work
rather than at the plane, so she was unable to do more than reassure me that
the problem was fixable. Being on the left coast they seem to be gone when I
get off work. I think the unit was stuck in a cycle that didn't allow me to
get to all the screens. I tried different combinations this afternoon and
then it went to all the screens. I didn't see anything that had PR, but I
did find one setting that went to 6 and the other screens were FEC or
something like that. Any way what I put into it seemed to work. I now have a
tach again. I will try to get some documentation so that I can at least
understand how to set it.
Richard I will be talking to you about the heater, It is always cold
here when it is calm enough to fly.
Thanks
Larry
________________________________________________________________________________
Larry, I think I still have my paper work on my E.I.S. somewhere. If you
want I will try to find it, scan and e-mail to you.. My specs are for a
912, but if I remember the instructions cover everthing.
Richard Harris
MK3 N912RH
Lewisville, Arkansas
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Re: Kolb-List: EIS
>
> Well I talked to the lady at Grand Rapids today, unfortunately I was at
work
> rather than at the plane, so she was unable to do more than reassure me
that
> the problem was fixable. Being on the left coast they seem to be gone when
I
> get off work. I think the unit was stuck in a cycle that didn't allow me
to
> get to all the screens. I tried different combinations this afternoon and
> then it went to all the screens. I didn't see anything that had PR, but I
> did find one setting that went to 6 and the other screens were FEC or
> something like that. Any way what I put into it seemed to work. I now have
a
> tach again. I will try to get some documentation so that I can at least
> understand how to set it.
> Richard I will be talking to you about the heater, It is always cold
> here when it is calm enough to fly.
> Thanks
> Larry
>
>
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
"FlyChallenger"
Hi guys,
This is related to flying, but it might not seem like it since I am not
naming names.......here is my question.
Say there is a distributor for a product who has an exclusive on a large
section of territory. Under that distributor there are a hand full of Large
dealers that sell retail to consumers and wholesale to smaller dealers. Is
it legal for the distributor to dictate to the large dealer which smaller
dealers they are allowed to sell wholesale to without any input from the
smaller dealer? In essence, the smaller dealer would only have one larger
dealer to go to based solely on location and not on preference?
I've bought about $52,000 in these products so far in 2003. Roughly $45,000
from one larger dealer and $7000 from another larger dealer. This way, I
usually do not have to wait on these products long when things are back
ordered or when they screw up the orders, which they do often. So I am a
$100,000 per year customer for this line of products and now they are
telling me that I can only buy from one of these larger dealers and I don't
even have a choice in which one it is. Does not seem right to me. Maybe
I'll just forget buying from either of them?
Any legal types want to give me some insight here? Any ideas?
Thanks,
Tom Olenik
Olenik Aviation
http://www.buyitsellitfixit.com
Toll Free: 877-AIR-MOTORS
Outside United States: 440-858-9445
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | Re: Is this legal? |
You might get some free info from your state attorney general's office.
Olenik Aviation wrote:
>
>Hi guys,
>
>This is related to flying, but it might not seem like it since I am not
>naming names.......here is my question.
>
>Say there is a distributor for a product who has an exclusive on a large
>section of territory. Under that distributor there are a hand full of Large
>dealers that sell retail to consumers and wholesale to smaller dealers. Is
>it legal for the distributor to dictate to the large dealer which smaller
>dealers they are allowed to sell wholesale to without any input from the
>smaller dealer? In essence, the smaller dealer would only have one larger
>dealer to go to based solely on location and not on preference?
>
>I've bought about $52,000 in these products so far in 2003. Roughly $45,000
>from one larger dealer and $7000 from another larger dealer. This way, I
>usually do not have to wait on these products long when things are back
>ordered or when they screw up the orders, which they do often. So I am a
>$100,000 per year customer for this line of products and now they are
>telling me that I can only buy from one of these larger dealers and I don't
>even have a choice in which one it is. Does not seem right to me. Maybe
>I'll just forget buying from either of them?
>
>Any legal types want to give me some insight here? Any ideas?
>
>Thanks,
>
>Tom Olenik
>Olenik Aviation
>http://www.buyitsellitfixit.com
>Toll Free: 877-AIR-MOTORS
>Outside United States: 440-858-9445
>
>
>
>
________________________________________________________________________________
| From: | "Chris Sudlow" <sudlow77(at)earthlink.net> |
| Subject: | kolb MIII for sale |
Hi All,
With regret, I'm selling my plane.
Pictures are posted on the photoshare list from March 13th of this year.
The basics are:
MIII Classic with Rotax 582 w/B Box
40 hours TT
No damage, always hangared, flies as advertised.
Instruments are: Hobbs, aviation key start w/ mag check, BRS 1050, water temp,
cylinder temp, RPM, Dual EGT, compass, & 3 blade IVO prop.
This is a beautifully built MIII Classic and is N Numbered - N937S.
Asking price is $19,500.00.
Serious inquiries please call for more info 630-820-6432.
Based 40 miles west of Chicago at Cushing Field.
Chris
________________________________________________________________________________
| From: | KolbTwinstar(at)aol.com |
| Subject: | Re: kolb MIII for sale |
Due to=A0 cutbacks at my job I'm forced to sell my Kolb.
Kolb aircraft N560TB
New Rotax 503CDI with a=A0 new ground adjustable Warp Prop
Paint (Poly Tone) is white with blue and=A0 black trim
Fly's Great!
Asking $10,950
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: | jerb <ulflyer(at)airmail.net> |
Was it bad epoxy or was it the type used. There are different types and
some do not take exposure to fuel very well.
jerb
>
>
> >
> > Regarding cabin heat. has anyone used a "heater core" from a car to
> >supply heat to a Mark III? At first glance it seems to be possible. Either a
> >12 volt fan or a bit of ducting from the front. Any thoughts?
> >Larry
>
>
>Motorcycle radiator & 2 plastic 12V computer fans, works great.
>Check it out at
>http://www.bcchapel.org/pages/0003/kolb.htm
>Look under "Adding A Heater"
>If you decide to add a heater, let me know before you start to plumb it,
>because I have since found out a bit about plumbing that really helps make
>the cooling work better, and it is not yet on the web page.
>Just got my airplane back in the air last week after 5 months worth of
>mods, and on Saturday I had a batch of bad epoxy dissolve and it was part
>of the gas tank mod... Kind'a messy.
>Richard Pike
>MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Kolbers, not much accomplished today but a couple ideas. 1. for the gap
seal where the (old kolb) manual says to put a piece of 1/2 " alum tube
between the two little 1/4" stubs in the middle-- I found at a local
hardware
store a perfect piece of extruded U-channel with a 1/4" groove that snaps
right in there. I'll glue right to that. The opposing side will be
sheet metal
as that's where my horizontal geo radiator resides.
2. At the bottom rear of the cage where it meets the boom tube, instead
of covering with fabric from the bottom horizontal rung to the boom, I
took a left-over rib-to-spar stamping, cut it in half, curved the outer
flanges
to fit the vertical frame and fit it to the opening with the
semi-circular flange
facing forward. Zinc chromated it and now have to invent a simple
device to keep it from going through the fan. -BB archive if you must
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
It was the type used, and in my subjective opinion, it was "bad."
Full disclosure: so no one else makes my mistake, for years when I needed a
small amount of epoxy, the local hobby shop carried "Hobbypoxy" which
worked great in all applications. Then that company got out of the hobby
business, and the hobby shop now carries a different brand, all varieties
of which are quick setting. Don't know the name and can't look it up since
I threw it out in disgust, but it is not worthy of a Kolb.
Richard Pike
MKIII N420P (420ldPoops)
>
>Was it bad epoxy or was it the type used. There are different types and
>some do not take exposure to fuel very well.
>jerb
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
How about a good dose of "Goop?" That stuff sticks anything. And I plan on
doing the same thing to mine and will be "Gooping" it in place. If you want
to wait and see how it works for me, be patient, I am still focused on
teething problems with the new 582. (Grrr, grumble, mutter)
Richard Pike
MKIII N420P (420ldPoops)
>
>At the bottom rear of the cage where it meets the boom tube, instead
>of covering with fabric from the bottom horizontal rung to the boom, I
>took a left-over rib-to-spar stamping, cut it in half, curved the outer
>flanges
>to fit the vertical frame and fit it to the opening with the
>semi-circular flange
>facing forward. Zinc chromated it and now have to invent a simple
>device to keep it from going through the fan. -BB archive if you must
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
Richard,
Where exactly are you using this - I sensed it something to do with fuel
tank but not sure what your trying to accomplish. In the mean time I'll do
some search on the type you should be using. Does this involve fiber glass
such as fuel tanks. A few years back we used T88 to adhere a flange for a
threaded fuel valve to the bottom of a fiber glass fuel tank. It worked
fine and help up without any problems. If you use T88, don't use old
stuff, it will not cure well. Today with the reformulated gas, not sure
how it would hold up. Guess you'll have to test it for us.
jerb
>
>How about a good dose of "Goop?" That stuff sticks anything. And I plan on
>doing the same thing to mine and will be "Gooping" it in place. If you want
>to wait and see how it works for me, be patient, I am still focused on
>teething problems with the new 582. (Grrr, grumble, mutter)
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
>
> >
> >At the bottom rear of the cage where it meets the boom tube, instead
> >of covering with fabric from the bottom horizontal rung to the boom, I
> >took a left-over rib-to-spar stamping, cut it in half, curved the outer
> >flanges
> >to fit the vertical frame and fit it to the opening with the
> >semi-circular flange
> >facing forward. Zinc chromated it and now have to invent a simple
> >device to keep it from going through the fan. -BB archive if you must
> >
> >
>
>
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | FirestarII seating |
How much room is in the jump seat of a Firestar II? My girlfriend is 5' 6" and
130 lbs. Is there sufficient room for her? Thanks! Kirk
________________________________________________________________________________
| Subject: | Re: Is this legal? |
Tom, You might review the federal trade act. We have some expierience with
that around here, and it generally addresses the relationship between
Wholesalers and retailers, with the emphasis on protecting the retailers.
Generally, it is my understanding that a wholesaler, of any kind..be it a
distributor or a manufacturer, CANNOT dictate where and for how much a
product can be retailed. In other words....no "territories for retail" or
prices for retail can be dictated. This is where we coined the term "manuf.
Suggested retail price".....it cannot be dictated..only "suggested" and no
penalties can be enforced upon a retailer for not adhereing . And no
manufacturer or wholesaler can dictate to a retailer just "WHERE" he can
sell an item , so anyone dictating territories for RETAIL is in violation.
OF course pressure can be brought upon a retailer in other ways......Usually
discount levels are compromised...or dating....if a retailer is dealing with
a wholesaler whom likes to push.
Now...Conversely, relationships between manufacturers and wholesalers are
not governed generally, and for the purposes of "DISTRIBUTION", the
difference between a "Retailer" and a "Wholesaler" is decided by who
collects the sales tax from the end user.
I believe a manufacturer can create just about any rules he decides for
"Wholesale Distribution". These relationships are not covered by many laws
and have only evolved from court decisions over the years resulting from
lawsuits.
I can tell you that if you have reciived any pressure from a "manufacturer"
or a "distributor" that resulted in you giving up any other products so as
to become an "Exclusive" distributor or wholesaler of a said companies
products, and the company then denies you the distribution rights.( takes
the line away)....you can clean their clock in court....this has been done
and set a precident just a few years ago that sent waves of new wholesale
agreements out in this country to eliminate and language to suggest a
wholesaler become exclusive to a product line by eliminating any other lines
he carried...competitive or not.....
If I read you post correctly....the question is of the legality of any
unfavorable "wholesale" rules....and I believe the answer is Yes....they can
make any dang rules they want to concerning just where and who a "Retailer"
buys from....but NOT where he RETAILS or for how much .
It is unfortunate, as practices to keep wholesale prices high result from
these tactics, and they usually result in a wholesaler dictateing volume
requirements that do in effect reduce the competition with their products
and in return for the wholesaler meeting these volume requirements...he
recieves a guarantee of "territory" or a number of existing accounts..or a
market share.
A savvy sales manager will consider markets and attempt to require his
wholesale customers buy at a volume level (to maintain discount levels) to
effectivly "push" the competitors out. (We call this "tieing up the account"
in this Biz).
These are common wholesale biz tactics practiced by mostly by foregin
countries (generally the socialist ones)that import products into the united
states, so without really knowing you or your situation, I can guess who you
are talking about. Of course a few American companies have adopted these
practices also, some by requirement from a manufacturer..and some by choice.
Good Luck Tom.....it can be a tuff fight
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Is this legal? |
Often there are sales territories assigned to distributors, example US, or
East, Central, West.
Supposed to help insure the success of the distributor and help them
recover for local support and advertising cost. Bad side is they may be a
lousy run operation, mess up you orders, not be responsive, and gouge you
since you have limited alternatives.
I've also seen some price enforcement practices by HP, ever notice the
prices of HP printers when advertised are very close to each other.
Then there's MicroSuck.
jerb
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: FirestarII seating |
Hi Kirk and Gang,=0D
=0D
My wife is very close to your girlfriends height and maybe weighs 5 lbs less
She fits in the back seat of my Firestar ok. It is pretty tight getting in
and out for anyone. My wife usually fly's with me for 45 minutes or so with
no problem. I'm working on my MK III landing gear right now doing the John
Hauck special to it. Really look forward to having enough room and HP to
take larger passengers. =0D
=0D
Later,=0D
John Cooley=0D
=0D
=0D
-------Original Message-------=0D
=0D
=0D
=0D
How much room is in the jump seat of a Firestar II? My girlfriend is 5' 6"
and 130 lbs. Is there sufficient room for her? Thanks! Kirk=0D
=0D
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Landing Gear |
I re-named this for the change in subject............................John,
I'm real interested in progress reports on your landing gear. Please keep
us posted. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "John Cooley" <johnc(at)datasync.com>
Subject: Re: Kolb-List: FirestarII seating
>
> Hi Kirk and Gang,=0D
> =0D
> My wife is very close to your girlfriends height and maybe weighs 5 lbs
less
> She fits in the back seat of my Firestar ok. It is pretty tight getting
in
> and out for anyone. My wife usually fly's with me for 45 minutes or so
with
> no problem. I'm working on my MK III landing gear right now doing the John
> Hauck special to it. Really look forward to having enough room and HP to
> take larger passengers. =0D
> =0D
> Later,=0D
> John Cooley=0D
> =0D
> =0D
> -------Original Message-------=0D
> =0D
> =0D
> =0D
> How much room is in the jump seat of a Firestar II? My girlfriend is 5' 6"
> and 130 lbs. Is there sufficient room for her? Thanks! Kirk=0D
> =0D
>
>
________________________________________________________________________________
| Subject: | Re: FirestarII seating |
> Hi Kirk and Gang,=0D
> =0D
> My wife is very close to your girlfriends height and maybe weighs 5
lbs less
> She fits in the back seat of my Firestar ok. It is pretty tight getting
in
> and out for anyone. My wife usually fly's with me for 45 minutes or
so with
> no problem.
Thanks John,
I have an unfinished Mark 3 and am looking at purchasing a Firestar
II as I really think it is more suited to my uses. Will buy one already
built. Don't know what I'll do with the Mark 3. Don't what it's worth as
it is.............Kirk
Do not
archive
________________________________________________________________________________
| Subject: | Re: Is this legal? |
<<>>>
You are absoultly 100% correct in the above statement Tom
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)velocityonline.net> |
Y'all;
Just got off the phone with Bro John. He is in Trulock, Ca.
Said he had a wonderful flight over Yosemite Nat. Park, all the way up to 14,500
ft.
John should be in Monterey Bay, Ca this evening.
Jim Hauck
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
I have a problem with either my tach or my ignition system. For the first
two hours of running in and test flying the new 582, the tach worked
normally, except when I did a mag check. When I switched off one mag, the
tach would show a small drop, and you could hear a small decrease in rpm.
When I checked the other mag, you could likewise hear a small drop in rpm,
but the tach would jump up 500 to 1000 rpm increase, obviously an error,
but aside from that, it worked normally. Just to be on the safe side, I
used an optical tach to set the static prop pitch so things would be in the
ballpark.
Now the tach has become totally useless, it shows 7,000-7,500 rpm at full
throttle, and 6,000 at half throttle, 55 mph cruise, when it probably ought
to be at 4,600-4,800 or thereabouts. But it still reads 2,200 at idle. Big
help. And it still shows a small drop for one mag check, and a big increase
up for the other.
Is there some way I could have wired up things incorrectly to cause this
problem, or is it just time to buy a new tach?
Thanks,
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Inpection delay. |
After waiting three weeks for tomorrows airworthiness inspection, my inspector
called me today and postponed it till next Friday.
I think Linda is ready to bury this guy, if he ever gets here I just might help
her.
Denny (feeling snubbed) Rowe
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Useless tach |
Richard,
Do you have a Ford or a Chevy tach, is it an analog for lighting coils or
Ducati ignition or an EIS. Helps us determine where the problem may
lie. Also what points (engine wires/colors) is it connected to.
jerb
>
>I have a problem with either my tach or my ignition system. For the first
>two hours of running in and test flying the new 582, the tach worked
>normally, except when I did a mag check. When I switched off one mag, the
>tach would show a small drop, and you could hear a small decrease in rpm.
>When I checked the other mag, you could likewise hear a small drop in rpm,
>but the tach would jump up 500 to 1000 rpm increase, obviously an error,
>but aside from that, it worked normally. Just to be on the safe side, I
>used an optical tach to set the static prop pitch so things would be in the
>ballpark.
>
>Now the tach has become totally useless, it shows 7,000-7,500 rpm at full
>throttle, and 6,000 at half throttle, 55 mph cruise, when it probably ought
>to be at 4,600-4,800 or thereabouts. But it still reads 2,200 at idle. Big
>help. And it still shows a small drop for one mag check, and a big increase
>up for the other.
>
>Is there some way I could have wired up things incorrectly to cause this
>problem, or is it just time to buy a new tach?
>
>Thanks,
>Richard Pike
>MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Useless tach |
It is a Westach 2ATH8A2/6 with the little loop wire in the back (which has
been cut.) It is connected to the gray wire from the 582 harness, which is
the dedicated tach wire. The gray wire goes to pin #2 on the tach, and pin
#5 on the tach is grounded, just as Westach calls for.
Thanks
>
>Richard,
>Do you have a Ford or a Chevy tach, is it an analog for lighting coils or
>Ducati ignition or an EIS. Helps us determine where the problem may
>lie. Also what points (engine wires/colors) is it connected to.
>jerb
>
> >
> >I have a problem with either my tach or my ignition system. For the first
> >two hours of running in and test flying the new 582, the tach worked
> >normally, except when I did a mag check. When I switched off one mag, the
> >tach would show a small drop, and you could hear a small decrease in rpm.
> >When I checked the other mag, you could likewise hear a small drop in rpm,
> >but the tach would jump up 500 to 1000 rpm increase, obviously an error,
> >but aside from that, it worked normally. Just to be on the safe side, I
> >used an optical tach to set the static prop pitch so things would be in the
> >ballpark.
> >
> >Now the tach has become totally useless, it shows 7,000-7,500 rpm at full
> >throttle, and 6,000 at half throttle, 55 mph cruise, when it probably ought
> >to be at 4,600-4,800 or thereabouts. But it still reads 2,200 at idle. Big
> >help. And it still shows a small drop for one mag check, and a big increase
> >up for the other.
> >
> >Is there some way I could have wired up things incorrectly to cause this
> >problem, or is it just time to buy a new tach?
> >
> >Thanks,
> >Richard Pike
> >MKIII N420P (420ldPoops)
> >
> >
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'm surprised there haven't been any other comments from the Monument Valley trippers.
I thought a great time was had by all. Unhappily, my shiny new digital
camera died - and is on its' way back to Nikon - after the 1st day of flying,
but I did take plenty of pics in that one day. Today, I sat down, and put
together a web page on the trip, so I'll put the address below. It was really
tough, deciding which pics to use. That is such a beautiful area, it was
hard to stop. I hope you-all enjoy the pics. Lar.
http://www.webpictures.homestead.com.travelling.html Click on "Monument Valley '03."
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Monument Valley |
Hmmm................don't seem to be working, tho' it does by typing it in
direct. Let's try again:
http://www.webpictures.homestead.com/travelling.html
Click on "Monument Valley '03
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
________________________________________________________________________________
| From: | Cavuontop(at)aol.com |
| Subject: | Re: Useless tach |
Brother Pike:
I had the same situation with my tach-- obviously incorrect reading on
one mag, but seeming correct when on both. I spoke with Kerry Yunck at
Lockwood and he indicated there is a stator defect which pops up on some of the
older 582s. You might give him a call.
Mark R. Sellers
Kolb Twinstar Mark III, N496BM
________________________________________________________________________________
| From: | "Jim and Phyllis Hefner" <hefners_tucson(at)hotmail.com> |
| Subject: | Re: Monument Valley |
Subject:
Monument Valley
From:
Larry Bourne (biglar(at)gogittum.com)
Date:
Thu May 22 - 9:45 PM
-- Kolb-List message posted by: "Larry Bourne" biglar(at)gogittum.com
"I'm surprised there haven't been any other comments from the Monument Valley trippers.
I thought a great time was had by all."
Lar,great job on the website pictures and commentary!!! We did truly have awonderful
time and it was great to meet everyone that came and now be able to put
a face with a name.
I saw where Tom and Betty had some adventureonthe way home.... guesswhere there's
a trace of a problem, there's a bigger problem waiting to get worse. I hada
similar adventure getting back to Tucson .... just got in this morning.
I had an overheating situation around Kayenta when I wastowing my trailer into
a baddust storm.... wellto make a long story short, my car started overheating
when it wasn't even working hard after heading home and by the time I got about
15miles south of Chinle, where Canyon deChelley is located, Ihad to park the
trailer off the road and limp back to Chinle. It overheated without pulling
a trailer... You mightknow, it was after hours, so getting help was a challenge....
finally got the police station to contact a towing service and hadthem go
fetch my trailer and park it in the Canyon de Chelly campground. Needless to
say, a wrecker with a big yellow light towing my big trailer and depositing into
a camping spot brought out lots of curiosity seekers from all over the campground,
so I had the trailer open and everyone came to look at the Firefly.
Turns outthe closest place to get a car serviced when you break down on the Navajo
reservation(unless you are trust youcar to local "shade tree mechanics", which
I didn't)was Gallup, NM, which is 95miles away. The next morning thesame
tow truck and driver picked me and my car up and hauled us to Gallup to the Ford
dealer there.As I expected, itturned out to be a failed thermostat. Cost $100
forthe parts and labor and $375 in towing fees between the car and trailer....
OUCH!!! Oh well, it was a reasonably priced trip until then...I had had such
a wonderful time upat M.V.the past several days, so I didn't let this little
misfortune bother me much at all. While I waited on my car, I watched myvideo
from Monument Valley and Lake Powell flights to remind me of more pleasant things.
I was glad to have my wheels back late afternoon yesterday, with a holiday
weekend fast approaching, when getting anything fixed would be impossible.
I hooked onto the trailer and started toward Tucson around 7pm last night and
got back toSanManuel airport around 5:30am this morning.
Lar, I did log a little over 5.5hrs in the FF while up there. When you pull the
plane there and don't do the cross country flying, you are more motivated to
get out there and see the sights I guess. I especially enjoyed the Lake Powell
flight on Wed morning, but was frustrated not to be able to ID Rainbow Bridge....
saw in another post where Boyd and others spotted it.... oh well, next time.
Due to holiday plans, I won't be back at my house until Monday night, so I won't
be able to retrieve any digital pic's or video untilprobably mid next week.
It was a wonderful time and a great group of folks. Hope we do something like this
again, whether at M.V. or somewhere else. Whitefish would be great, but probably
a stretch for hauling my FF... might make a nice motorcycle trip though.
Happy Memorial Day to the Vets! It was really fun listening to the war stories
of helicopter flying by John Hauck and John Williamson! Hanging out mid day story
tellingand around campfires in the evening were as enjoyable as the flying
(almost!).
Jim Hefner
Tucson, AZ
FF#022
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
I have read about a gear leg change on the ultrastar?, why is that, mine is
completely stock.
________________________________________________________________________________
| Subject: | Re: landing gear |
Ronnie,
My reasons were as follows:
1) every bump is transmitted to every rivot & bolt in the airframe.
2) I was using my US as a lawn mower too often.
3) It restricted the prop diameter.
4) Tortoise holes, ant hills & hidden ruts too often bent or broke the gear.
Going to a shock absorbing taller gear solved all of these (for me,
serious) problems. Raising the gear a foot, dropping the engine a few
inches & adding a gearbox (which replaced the multi-V belt redrive that was
prone to cracking & no longer available for parts, plus it made a few more
inches clearance between prop & boomtube) gave me greater ground clearance &
allowed the use of a 60" prop which in turn boosted the static thrust from
225lb with the 50" prop to 275lb with the 60" prop. Later, I inlaid p-tips
into the prop which took the thrust to over 300lbs. Over all, it made a
huge difference in performance and rough field capability. ...Richard
Swiderski
.
>
> I have read about a gear leg change on the ultrastar?, why is that, mine
is completely stock.
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: landing gear |
thanks richard, Now I am in the know!
----- Original Message -----
From: "Richard Swiderski" <swiderski@advanced-connect.net>
Subject: Re: Kolb-List: landing gear
<swiderski@advanced-connect.net>
>
> Ronnie,
>
> My reasons were as follows:
> 1) every bump is transmitted to every rivot & bolt in the airframe.
> 2) I was using my US as a lawn mower too often.
> 3) It restricted the prop diameter.
> 4) Tortoise holes, ant hills & hidden ruts too often bent or broke the
gear.
> Going to a shock absorbing taller gear solved all of these (for me,
> serious) problems. Raising the gear a foot, dropping the engine a few
> inches & adding a gearbox (which replaced the multi-V belt redrive that
was
> prone to cracking & no longer available for parts, plus it made a few more
> inches clearance between prop & boomtube) gave me greater ground clearance
&
> allowed the use of a 60" prop which in turn boosted the static thrust from
> 225lb with the 50" prop to 275lb with the 60" prop. Later, I inlaid
p-tips
> into the prop which took the thrust to over 300lbs. Over all, it made a
> huge difference in performance and rough field capability. ...Richard
> Swiderski
>
> .
> >
> > I have read about a gear leg change on the ultrastar?, why is that, mine
> is completely stock.
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
><swiderski@advanced-connect.net>
>Later, I inlaid p-tips
> > into the prop which took the thrust to over 300lbs. Over all, it made a
> > huge difference in performance and rough field capability. ...Richard
> > Swiderski
Tell us more about p-tips and how you did it.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: landing gear |
What is involved in the change?off list is ok.
----- Original Message -----
From: "Richard Swiderski" <swiderski@advanced-connect.net>
Subject: Re: Kolb-List: landing gear
<swiderski@advanced-connect.net>
>
> Ronnie,
>
> My reasons were as follows:
> 1) every bump is transmitted to every rivot & bolt in the airframe.
> 2) I was using my US as a lawn mower too often.
> 3) It restricted the prop diameter.
> 4) Tortoise holes, ant hills & hidden ruts too often bent or broke the
gear.
> Going to a shock absorbing taller gear solved all of these (for me,
> serious) problems. Raising the gear a foot, dropping the engine a few
> inches & adding a gearbox (which replaced the multi-V belt redrive that
was
> prone to cracking & no longer available for parts, plus it made a few more
> inches clearance between prop & boomtube) gave me greater ground clearance
&
> allowed the use of a 60" prop which in turn boosted the static thrust from
> 225lb with the 50" prop to 275lb with the 60" prop. Later, I inlaid
p-tips
> into the prop which took the thrust to over 300lbs. Over all, it made a
> huge difference in performance and rough field capability. ...Richard
> Swiderski
>
> .
> >
> > I have read about a gear leg change on the ultrastar?, why is that, mine
> is completely stock.
>
>
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Exhaust brackets |
Hey Guys,
This is a RE- post (most of you were outa town)
I tried searching the archives concerning the problem that was talked about
the exhaust brackets that were cracking....( NO LUCK ).did you guys replace
them
I would like to make it right the FIRST time.
Gotta Fly...Mike
---
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: | "Kirk Smith" <snuffy(at)usol.com> |
Group,
What is the KXP model Kolb? Is it the firestar 2? Features? Thanks!!! Kirk
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
While I've been building my plane I've aways been TIGHT on SPACE.
When the wings were done (skeleton) they took up alot of room, but they could
be HUNG UP,but it seemed they were always in the way...
Once I started the "fabric stage" I thought they would really be a "bear" to deal
with.
I had a little furniture cart (4caster swivel wheels) so I put a 1" sq.tubing
frame,higher than the wing so it could be secured to the rack.... It works great
edge rests on the carpet of the cart and I slapped some duct tape on the sq.
tubing to smooth it out. The carts are around $14.
Some guys asked for pictures of it , but the ones I had didn't
show it very good...
I took some pictures of it on my last roll, and their back....So if you would
like to see it just let me know. I think the cart is going to be handy to have
even after it's done,or is it ever done ?
I know after mine is flying I'll have alot of other MOD'S to improve it , and
I'm sure the wings will be in the way....
Gotta Fly...
Mike
---
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: | "John Cooley" <johnc(at)datasync.com> |
Hi Mike,=0D
I would like to see your rack. I have similar problems moving the wings
around.=0D
=0D
Thanks,=0D
John =0D
=0D
-------Original Message-------=0D
=0D
From: kolb-list(at)matronics.com=0D
Date: Saturday, May 24, 2003 10:25:28 AM=0D
Subject: Kolb-List: Wing Rack=0D
=0D
=0D
Hey Guys,=0D
While I've been building my plane I've aways been TIGHT on
SPACE.=0D
When the wings were done (skeleton) they took up alot of room, but they
could be HUNG UP,but it seemed they were always in the way...=0D
Once I started the "fabric stage" I thought they would really be a "bear" to
deal with.=0D
I had a little furniture cart (4caster swivel wheels) so I put a 1" sq
tubing frame,higher than the wing so it could be secured to the rack.... It
works great , The wings can be moved anywhere,any direction, one wing or
both. the leading edge rests on the carpet of the cart and I slapped some
duct tape on the sq. tubing to smooth it out. The carts are around $14.=0D
Some guys asked for pictures of it , but the ones I had
didn't show it very good...=0D
I took some pictures of it on my last roll, and their back....So if you
would like to see it just let me know. I think the cart is going to be handy
to have even after it's done,or is it ever done ?=0D
I know after mine is flying I'll have alot of other MOD'S to improve it ,
and I'm sure the wings will be in the way....=0D
Gotta Fly...=0D
Mike=0D
=0D
=0D
---=0D
Sometimes you just have to take the leap=0D
and build your wings on the way down...=0D
Gotta Fly...=0D
=0D
=0D
Get advanced SPAM filtering on Webmail or POP Mail ... Get Lycos Mail!=0D
=0D
=0D
=0D
=0D
=0D
=0D
=2E
________________________________________________________________________________
Hey Gang, I need some input.. I have a opportunity to buy a Garmin GPS 90
that a friend of a friend had in his airplane when crashed.
I can get the unit and everything that came with the original GPS 90 kit for
$150.00. Anyone know anything about this GPS?
Thanks,
Richard Harris
MK3 N912RH
Lewisville, Arkansas
________________________________________________________________________________
| From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
Richard: I have used a GPS 90 since 1997 and was considered right up with
the top=0D
hand helds at that time. I like it and have used it a lot. Takes some
practice to use =0D
all the programs. Try to get the direction book with it so you won't be
lost with all =0D
the things its capable of. I hooked it into the 12 volts of my kolb and
used it constantly=0D
while flying. Liked to check my speed with it also. You'll like it for
that price. It=0D
survives crashes too.=0D
Dallas Shepherd=0D
Norfork, Arkansas=0D
Former Kolb owner=0D
=0D
-------Original Message-------=0D
=0D
From: kolb-list(at)matronics.com=0D
Date: Saturday, May 24, 2003 11:44:41 AM=0D
Subject: Kolb-List: GPS=0D
=0D
=0D
Hey Gang, I need some input.. I have a opportunity to buy a Garmin GPS 90=0D
that a friend of a friend had in his airplane when crashed.=0D
I can get the unit and everything that came with the original GPS 90 kit for=0D
$150.00. Anyone know anything about this GPS?=0D
=0D
Thanks,=0D
=0D
Richard Harris=0D
MK3 N912RH=0D
Lewisville, Arkansas=0D
=0D
=0D
=0D
=0D
=0D
=0D
=0D
=2E
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: KXP?????????? |
The KXP is the single place heavy duty Firestar. It has the stronger 7 rib
wing as opposed to the earler 6 rib.
----- Original Message -----
From: "Kirk Smith" <snuffy(at)usol.com>
Subject: Kolb-List: KXP??????????
>
> Group,
>
> What is the KXP model Kolb? Is it the firestar 2? Features?
Thanks!!! Kirk
>
>
________________________________________________________________________________
Kolbers,
What a ride!!!! First ride in a Kolb for Charlie and I and let me say...WOW!!!!
way more than Charley or I expected.
I guess that I have been apprehensive about flying in one of these planes from
the start but love the way they look and respect the way they are admired by all
of you. Second the numbers of the aircraft are very impressive and sorta like
my HD power numbers grabbed some of you guys attention, so did the Kolb. Before
I tell you of the great experience we had, let me first thank the folks at
the TNK factory. What a class act!
Charley and I punched out at 0500 from LUL and had planned to be there by 10:00am
to spend the day. So much for that. We made it about 40 miles north, in hopes
that conditions would improve when the call was made that it was IFR to any
stops that we had planned for fuel. So back to LUL we went and waited it out.
At 0900 it looked like we may be able to make Huntsville, our only gas stop
so we went for it. How did that go? NOT TOO GOOD... Was forced west into Muscle
Shoals because of IFR conditions.
Determined, we waited there for a while and conditions improved for a shot at Shelbyville.So
off we went. Made Shelbyville no probe but still a ways from London.
I called Linda from there and told her that depending on conditions we should
be able to make it by late Friday. She said that they would set up a Saturday
visit for us and that was the plan. As you know, I'm a student pilot with
only 23 hrs. This for me was an adventure in it's self so I'm not complaining.
Had the opportunity to see a lot of airports,FBO's, dandy aircraft and FBO attendants!!!!:-)
Acutely did a weight load chart to see if one darling FBO attendant
would fit...errs got to lose 20 more lbs.... oh well..... Back to the
trip. We hammered out of Shelbyville and from there on I'm glad I was flying
with a veteran pilot like Charley Harris. Geezzz folks I was butt puckered for
the next 2.8 hrs we flew through the mountains (as we flat Landers call them)
Hills to the rest of the aviation public, very poor conditions, clouds just
over the top of the wings, who knows what just under. Spooky stuff for me folks.
But in the end we arrive at LON at 4:00pm and jump on the cell phones.
Yall all know the factory's answering service.. I could not reach Linda so went
for parts. Turns out parts guy, forgive me cant remember his name answers....
Thank god!!! and turns out he is a "Beast fan" said he is a cloak listener of
the list but got a gas out of my project. After all was said and done with the
phone tag Norm arrived and we crammed into his sports car for a ride to the
factory. Note to Kolb customers.... If Norm come's to pick you up? Fasten your
seatbelt... Just a note......trust me.....
Norm was kind enough as well as Linda and Don to stay late and give us a demo ride
and tour of the factory.
After we had a look around the facility's Norm had made a few fly by's in the Mark
III Xtra and Charley as well as myself were worn slap out from the whole trip
but hopes were high weather was perfect and the time came to shut up, get
in, and go flying.....
Norm as I understand is a great pilot (also a salesperson for Kolb) Hell of a sports
car driver...(needs to have the right rear checked on that 100mph sports
car Only if ya ask me)
He does a great job I strapped in after signing the waivers""" reminded me of Disney
World""" and scared shitless of ' First time in a Stick and Rudder tail
dragger (only after hearing all the horror stories about these contraptions).......
here we go............
Norm, Our Demo Pilot was very good to explain the aircraft as we taxied onto the
runway. He fully explained how Kolb aircraft worked and was personal to me as
a Cessna 150 student pilot. He said " I flew Cessna's for 20 years and in the
70's "Ultralight aircraft was introduced to me and I said nope'''' no thanks'''''
He went on to demonstrate to me how Cessna student pilots tend to climb
out at higher altitudes and veer away from possible landing site in case of trouble.
The Mark III X-TRA has been the plane of my choice from the get-go............
After Meeting John Hauck and Looking at his unique MkIII I wanted taller landing
gear.....
Charley was so tired from the trip he went up with Norm and was Highly impressed...but.....
We hung around ad drilled the factory folks about engines/Kits/competition
Let me close with this......
The Kolbra.... WOW after all we did and all we were able to do there... the KOLBRA
No doubt the first Kolb that we will build hands down..........
Trip home out of London was wonderful I flew 217 out of Huntsville to LUL and Charley
flew the CO-150 to the farm. TAT 12.6
Thanks to everyone @ the TNK Factory
pp....
N4958P
archive if you wish
God Bless
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
>
>Hey Guys,
> While I've been building my plane I've aways been TIGHT
> on SPACE.
> When the wings were done (skeleton) they took up alot of room, but they
> could be HUNG UP,but it seemed they were always in the way...
I hang my wings up one on either side of a two car garage, horizontally &
next to the ceiling, airfoil bottom side down. At the root end of the wing,
I have a six foot long section of 2" pvc pipe suspended horizontally from
the ceiling. About 2/3's toward the tip, I have another 6' length of 2"
pvc hung from the ceiling by one end. Hanging adjacent to the other end of
the 6' length of pvc is a loop of cord. The pvc pipe is just far enough
from the ceiling that the wings will lay flat on them, yet my wife and I
can still reach high enough to get the wings on them. My wife and I raise
the wing up and I slide the wing root end over the one level pvc tube. Then
while she continues to hold the wingtip end up, I raise the other pvc pipe
to horizontal, taking up the weight of the wing, and slip the cord loop
over the end of the pipe. Then all I need to do is anchor the ailerons and
flaps because they tend to hang down too far.
Maybe that is something useful to somebody.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Mike,
The photos worked fine, where did you buy the cart?
Denny
----- Original Message -----
From: Mike Pierzina <planecrazzzy(at)lycos.com>
Subject: Kolb-List: Wing Rack
>
> Hey Guys,
> While I've been building my plane I've aways been TIGHT
on SPACE.
> When the wings were done (skeleton) they took up alot of room, but they
could be HUNG UP,but it seemed they were always in the way...
> Once I started the "fabric stage" I thought they would really be a "bear"
to deal with.
> I had a little furniture cart (4caster swivel wheels) so I put a 1"
sq.tubing frame,higher than the wing so it could be secured to the rack....
It works great , The wings can be moved anywhere,any direction, one wing or
both. the leading edge rests on the carpet of the cart and I slapped some
duct tape on the sq. tubing to smooth it out. The carts are around $14.
> Some guys asked for pictures of it , but the ones I had
didn't show it very good...
> I took some pictures of it on my last roll, and their back....So if you
would like to see it just let me know. I think the cart is going to be
handy to have even after it's done,or is it ever done ?
> I know after mine is flying I'll have alot of other MOD'S to improve it
> Gotta Fly...
> Mike
>
>
> ---
> 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!
>
>
________________________________________________________________________________
| Subject: | Re: landing gear |
Ronnie,
Its a long story, its already in the archives. If you can't find it
give me a call some evening before 10pm.
Richard Swiderski
352-307-9009
----- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Re: Kolb-List: landing gear
>
> What is involved in the change?off list is ok.
> ----- Original Message -----
> From: "Richard Swiderski" <swiderski@advanced-connect.net>
> To:
> Subject: Re: Kolb-List: landing gear
>
>
> <swiderski@advanced-connect.net>
> >
> > Ronnie,
> >
> > My reasons were as follows:
> > 1) every bump is transmitted to every rivot & bolt in the airframe.
> > 2) I was using my US as a lawn mower too often.
> > 3) It restricted the prop diameter.
> > 4) Tortoise holes, ant hills & hidden ruts too often bent or broke the
> gear.
> > Going to a shock absorbing taller gear solved all of these (for me,
> > serious) problems. Raising the gear a foot, dropping the engine a few
> > inches & adding a gearbox (which replaced the multi-V belt redrive that
> was
> > prone to cracking & no longer available for parts, plus it made a few
more
> > inches clearance between prop & boomtube) gave me greater ground
clearance
> &
> > allowed the use of a 60" prop which in turn boosted the static thrust
from
> > 225lb with the 50" prop to 275lb with the 60" prop. Later, I inlaid
> p-tips
> > into the prop which took the thrust to over 300lbs. Over all, it made a
> > huge difference in performance and rough field capability. ...Richard
> > Swiderski
> >
> > .
> > >
> > > I have read about a gear leg change on the ultrastar?, why is that,
mine
> > is completely stock.
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: KXP?????????? |
In a message dated 5/24/03 5:29:00 PM Eastern Daylight Time,
ulpilot(at)cavtel.net writes:
> The FS KXP is of the 1990 vintage. It is a single place with each wing
> having 7 ribs instead of 5 as the FS KX does. In addition to the stronger
> wing, a rotax 503 can be used for power instead of the 447. The FS 1 and 2
> model have larger cockpits than the KXP.
> Jim Ballenger
>
With a 503 DCDI it seems to fly a little better than a FS II. There seems to
be no way to put more than a 5 gallon fuel tank in [permanently].
Shack
FS II
SC
________________________________________________________________________________
| Subject: | Re: KXP?????????? |
In a message dated 5/24/03 8:53:13 AM Eastern Daylight Time, snuffy(at)usol.com
writes:
>
> Group,
>
> What is the KXP model Kolb? Is it the firestar 2? Features? Thanks!!!
> Kirk
>
>
I have a KX, which is just after the Original, I think....it has the option
to not cover the fuselage behind the pilots head, and is supposed to have a new
technique for folding the elevator (although mine still had the old original
approach) and the KXP was the same thing except for the 7 rib wing.
George Randolph
driver of the first KX, I think 1992
Akron, ohio, home of LeBron James
________________________________________________________________________________
| From: | "Larry Austin" <joandlp(at)starband.net> |
| Subject: | Tandem vs Side By Side ? |
BlankHello Group,
We will probably be buying a Kolb in the next year (for all the reasons you
folks fly them) I am trying to decide between tandem and side by side. My
wife and I would prefer the side by side but I weight about 80 pounds more
than her. When training in a Quick the instructor weighted less than I and
that resulted in a constant right stick pressure to balance. Will this be a
problem with say a MarkIII or would I be better off with a tandem? Thanks in
advance for all your input.
Larry
Do Not Meddle in the Affairs of Dragons...for You are Crunchy & Good with
Ketchup
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
| Subject: | Re: Tandem vs Side By Side ? |
Most everybody fits a trim tab on the right aileron to adjust for solo or
dual flying.
----- Original Message -----
From: "Larry Austin" <joandlp(at)starband.net>
Subject: Kolb-List: Tandem vs Side By Side ?
>
> BlankHello Group,
>
> We will probably be buying a Kolb in the next year (for all the reasons
you
> folks fly them) I am trying to decide between tandem and side by side. My
> wife and I would prefer the side by side but I weight about 80 pounds more
> than her. When training in a Quick the instructor weighted less than I and
> that resulted in a constant right stick pressure to balance. Will this be
a
> problem with say a MarkIII or would I be better off with a tandem? Thanks
in
> advance for all your input.
>
> Larry
>
>
> Do Not Meddle in the Affairs of Dragons...for You are Crunchy & Good with
> Ketchup
>
>
________________________________________________________________________________
Kolbers,
As I reflect back on this weekend's trip to the factory, I often think of all the
comments made about my HD project being a giant vibrator. Although my experience
in the M3X was the best flying experience yet, the noise and vibration was
overwhelming....
The high RPM the Rotax has to make to produce the power needed also transmits high
vibration through out the airframe.
Quite possibly the warp drive prop is part of the blame, not sure. At any rate
after the demo ride I wonder... would my HD with it's ability to produce high
torque at any RPM be smoother perhaps? Sure makes me want to complete a redrive
and find out!
The only turn off's on light sport aircraft to me is the feeling of flying a weed
eater.... Today I was weed wacking my fence and as I was going along I couldn't
help but to think of standing on the flight line at the ultralight section
at Sun n Fun no phun intended...
The ballistic wide open screaming of the 2 strokes as well as the 912 just is spooky
to me. Call me what ever you wish, but I like raw bottom line horsepower...
We (Charley,Johnny,Steve and myself) plan to become Kolb dealers. With our 5000
sq ft heated and air conditioned shop and the love of sport light aircraft, should
be able to provide a good base of operation as well as a great place to
fly into and out of. With South Mississippi Light Aircraft just 70 miles to the
south east as a Rotax repair center, we feel that we are in a great place to
build and sell Kolb aircraft.
Rans is also a great company, however they, to us, do not appear to be nearly as
professional as the kind folk's at TNK.
With that said Kolb is our choice and were sticking to it.
As for powerplant's well...... we just feel that there is a better solution. The
Kolb folk's when asked about the other powerplant's on the market would not
knock the competition even if provoked. Their reply was simply "We prefer the
Rotax" witch tells me that there is room for a better engine. But where will
it come from? I feel that it will come from us. Just give us time. We are working
on a 3 cylinder 120 hp high torque radial light weight solution to this market.Our
smart guy has already had one Paul Harvey interview. Who knows what's
next...
I'm out of here to go fly the 150~~~~
C-ya
pp....
N4958P
________________________________________________________________________________
| From: | "Russell Phillips" <rphillip1999(at)hotmail.com> |
Getting real close to the covering stage on a Mark III classic,(neverdone it before
so I'm a little nervous about it) so I'm trying to get everything ready ;
wingtip strobes wired, fabric rivet holes, hinge rivet holes drilled etc. etc.
One thing I need to fix is the amount of flap deflection I have. It is excessive
- probably around 50 degrees at the last notch.I suspect it may be because of
the position I installed the flaphorn, which I did according to the manual if
a 912 is to be used (perpendicular to the bottom of the wing). I was wondering
if anyone else had this problem, and if so how did you solve it? It looks like
the easiest way is to replace the flat piece the flap handle fits into and
make my own notches to achieve the proper deflection, but I might be missing
something. Any advice would be appreciated.
Russ,inchilly western NY
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: flap deflection |
One of the easiest cures for excessive deflection is to drill another hole
in the actuating lever at the end of the flap handle. If you move the hole
toward the pivot point, you reduce the amount of travel and increase your
leverage. You may need to make up a new connecting link of a different
length, but that is simple. You can even make a couple extra holes in the
lever arm and see which one you like, I did.
Richard Pike
MKIII N420P (420ldPoops)
>
>One thing I need to fix is the amount of flap deflection I have. It is
>excessive - probably around 50 degrees at the last notch.I suspect it may
>be because of the position I installed the flaphorn, which I did according
>to the manual if a 912 is to be used (perpendicular to the bottom of the
>wing). I was wondering if anyone else had this problem, and if so how did
>you solve it? It looks like the easiest way is to replace the flat piece
>the flap handle fits into and make my own notches to achieve the proper
>deflection, but I might be missing something. Any advice would be appreciated.
>
>
>Russ,inchilly western NY
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Tandem vs Side By Side ? |
Adjustable trim tabs easily deal with anything like that. (As long as you
remember to reset it before you take off...) If you forget, it's just a
minor nuisance.
One other thought - never got into or out of a Kolbra, especially the back
seat, but as the years pass, I suspect the MKIII might require less
athletics? (We had checked out a Challenger before we got the Kolb.
Discovered that the challenge was the Good Lookin' Old Poop getting in and
out of the back seat. That was a sight to behold...Could'a sold tickets and
paid it off in six weeks...)
Richard Pike
MKIII N420P (420ldPoops)
>
>BlankHello Group,
>
>We will probably be buying a Kolb in the next year (for all the reasons you
>folks fly them) I am trying to decide between tandem and side by side. My
>wife and I would prefer the side by side but I weight about 80 pounds more
>than her. When training in a Quick the instructor weighted less than I and
>that resulted in a constant right stick pressure to balance. Will this be a
>problem with say a MarkIII or would I be better off with a tandem? Thanks in
>advance for all your input.
>
>Larry
>
>
>Do Not Meddle in the Affairs of Dragons...for You are Crunchy & Good with
>Ketchup
>
>
________________________________________________________________________________
| Subject: | Re: KXP?????????? |
Dang Kirk...I feel awful for ya pard....we have had labs around here since
i was a boy, and my kids , although grown up now...never knew life without
one..or several....and Ive lost a special one or two myself.....it tough I
know...get you another one....dont worry about it "not being as good as
Cocoa"...Im sure it wont be the same, But I will tell you that they ALL can
be special in their own way...and dont think that you wont love the next one
just as strong ....the sooner the better my friend, I promise it will help a
lot!
Finished painting and started reassembling today gents....FINALLY.....and I
believe that im gonna take that advice about painting the next one
battleship gray with a roller, this one is a beaut....but I aint gonna take
on a chore like this for a long time again.
check er out on page 10
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
Richard Pike,
I copied them from a picture in Ultralight Fying years back. A Canadian
company was offering them. It is basically a .049 piece of 6061-T6 aluminum
sheet inlaid in the tip of the prop with a 90 degree bend in it (about 3/4"
high) that also extends beyond the trailing edge about 3/4". It looks like
a Prince P-Tip prop. It cuts out much of the prop tip's vortex & redirects
it as thrust, while lowering the noise level. On a 50" prop it gave me a
12% increase in thrust and climb rate & a 12% decrease in fuel burn and rpm
for a given speed. For a 60" prop it made a 10% difference. The 50" was a
2 blade & the 60" was a 3-blade, both were different brands as well. The
p-tip plates were inlaid, JB Weld epoxied & screwed together with 3
stainless steel flush mounted screws. No rocket science involved, just need
to make sure the bends have a proper radius & be careful with maintaining
balance. If you are making 270lbs static thrust they'll put you over the
300lb mark & that's a kick in the pants you can feel. You get more power,
burn less fuel, make less noise, you end up with a tougher prop, & its
virtually free. I just sold my prop & converted 582 SeaDoo engine to a guy
in GA, so I can't get a picture. I'm trying to get my son to make me a
website to detail my conversion of the Chevy Sprint Turbo 3 cyl engine.
Maybe I'll get a drawing up on it.
Richard Swiderski
> ><swiderski@advanced-connect.net>
> >Later, I inlaid p-tips into the prop which took the thrust to over
300lbs. ...Richard Swiderski
> Tell us more about p-tips and how you did it.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: KXP?????????? |
Don,
You would certainly know how the darn mutts can worm their way into your
heart then. I will probably get another pup but not until I got a fence up.
God I don't want that to happen again. Thank you so much for your
understanding........Kirk
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: KXP??????????
>
> Dang Kirk...I feel awful for ya pard....we have had labs around here
since
> i was a boy, and my kids , although grown up now...never knew life without
> one..or several....and Ive lost a special one or two myself.....it tough I
> know...get you another one....dont worry about it "not being as good as
> Cocoa"...Im sure it wont be the same, But I will tell you that they ALL
can
> be special in their own way...and dont think that you wont love the next
one
> just as strong ....the sooner the better my friend, I promise it will help
a
> lot!
>
> Finished painting and started reassembling today gents....FINALLY.....and
I
> believe that im gonna take that advice about painting the next one
> battleship gray with a roller, this one is a beaut....but I aint gonna
take
> on a chore like this for a long time again.
>
> check er out on page 10
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
05/26/2003 12":20:23.PM(at)matronics.com,
MIME-CD complete at 05/26/2003 12:20:23.PM(at)matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
05/26/2003 12:21:08.PM(at)matronics.com
Got back from the Monument Valley trip Saturday evening. What a great
trip, and so cool just looking down that patch of dirt and seeing so many
Kolbs with the beautiful red cliffs in the background. The early morning
flights when the light made everything glow were spectacular. Big Lar has
the list of people, but by my memory, it was attended by John Hauck
(Alabama), Larry Bourne (California), Boyd
Young (Utah), Dave and Eva (?) Pelletier (Arizona), Jim Heffner (Arizona),
John Williamson (Texas), Dave Rains (Texas), Dennis Kirby (New Mexico), Tom
and Betty Kuffel, and myself, with wife Sonja and daughter Kendall
(California). Lar, did I forget anybody? The weather was fantastic, and I
flew each morning and afternoon, except for when I took the ground tour.
Lar's photos captured the essence, but I'll try to share a few more photos
of interest on the Matronics Photo share.
The place emptied out on Wednesday, and just wasnt the same once all those
Kolbs left. The wife and kid and I left and went to Page, AZ., gawking at
the Glen Canyon dam, Lake Powell, and then doing a a 1/2 day raft trip down
the Colorado River, going from the dam down to Lee's Ferry. From there,
continued over for more gawking at the Grand Canyon on Friday before
driving home.
My answering machine at home had a message from John H indicating that he
had made it over the Sierra and through Yosemite before heading south and
landing at my home airport, Santa Ynez. Sounds like he moved on since
neither I nor his other local buddy were around. Folks, this guy is an
animal! The journeys and mileage this guy is cranking out in his Kolb are
unbelievable! I salute you John, and was thrilled to hang out with you for
a few days in a great spot.
When I first got interested in ultralights about four years ago, this trip
was a dream of mine. Now its been done, and the great group of people that
were there to share it with made it that much better. I would gladly do it
all again, and I know there is plenty of sightseeing left to do within an
easy days flight from MV. Its not too early to start planning
Erich Weaver
________________________________________________________________________________
| From: | "Johann G." <johann(at)gi.is> |
Hello list members.
If anyone is interested, here is my new homepage, where my Kolb and Zenith
projects can be seen. It is the same link, but more to see.
http://www.gi.is/fis/
Hope it can help some builders with their project.
Best wishes,
Johann G.
Iceland.
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
WOW monument valley was great..... I have started this about 3 or 4 times
but i cant ever seem to get the words to express the feelings. It seemed
like everyone in the group had been friends for such a long time.. and the trip
only seemed to make everyone closer. It was fun to sit and chat together
and hear some of the stories that we havent shared on the net. I have learned
a great respect for John H and John W. as their trips are continuing....
I put on about 1000 air miles and their trips are going to be in the 4000 mile
range. I remember on the way down the first 4 hours or so was a great adventure.......
then the last hour and a half to two seemed to take forever....
I think that some of the desert in southern Utah is only there to keep the other
parts of the state further apart. Since I have been home my wife had decided
that it is warm enough to go flying and has had me take her up for 2 1/2
hours the last few days.
Larry, have you had a chance to find out what is wrong with your camera? It
was good to know that the pictures on your memory stick did not get erased.
I have not been able to get my digital camera to talk with my computer....
It starts out like it will work then at the time it should start downloading
pictures everything just stops....I think it is the computer, not the camera.
On the trip home i picked up one of the disposable cameras for pictures of
rainbow bridge and lake powell.. I hope they turn out.... if not I suppose
that I will have to do the trip again.
As soon as I get my camera and computer in a chating mood or get the other pictures
back I will get something uploaded to the web sight.
boyd
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
Dear Kolber's and Kolberets,
I have listed my prime Kolb KXP for sale at a very choice price on www.barnstormers.com Look it up on May 23rd. It is priced way below even the kit price even less engine,paint, insterments, full enclousure etc. I assure all of you that it is a very well made aircraft,. I have flown it from Arizona back to Missouri and back with no problums. It has 275 hrs on its 503. It has always been hangered and is ready to go with a fresh tank of fuel.
It is hangered in Arizona and WILL BE SOLD.
George, Bald Eagle Of Arizona
eagle1(at)commspeed.net
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
anyone gone a fair distance in a ultrastar, any ideas on where to install some
storage, not much, just for oil and tie-downs.
________________________________________________________________________________
Well Im to the point where I need to purchase some tires and rims for my
Firefly gents. I'm looking for advice..
6 or 8 inch?....will selsom see paved runways...
I want to install Mountian bike cable operated discs, and I can machine my
own adapters if I need to.
I have been looking those 6 " Azusalite nylon....question is will they hold
up?....but no 8 inch avail....
Will I be happy with 6 inch instead of nice fat 8" that will likely give me
a little more cusion for bumpy feilds...or noy so perfect landings?....will
8 inch tires add so much weight I wont like em?...can I cover 8 inch with
wheel pants?.....aARGHHHH....I'm ready to buy today but I just cant make up
my mind.....Somebody MAKE me do something!!!!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
for oil, tools (plug wrench, screw driver and pliers), and plugs I have used
a small size duffle and velcro straps to tie it in front of my 5 gal tanks
between my knees.
A Buddy of mine, who won grand champion light plane with his US, flew his US
to Oshkosh. He hand sewed a duffle that fit behind his head in the "V" for
the cage support, this fit most of his camping gear.
I have also heard of folks tying storage bags tighly up under the seat.
You could also use something like 4" PVC tubing with screw ends. This could
be attached in the same places mentioned above or on the outside of the
landing gear legs(depending on the style of your legs).
Make sure what ever you use is secure - don't want it flying through the
prop.
-JA
----- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Kolb-List: ultrastar
>
> anyone gone a fair distance in a ultrastar, any ideas on where to install
some storage, not much, just for oil and tie-downs.
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
thanks john, if you install something behind your head doesn't it mess with
the airflow to the prop? asking cause I don't know?
----- Original Message -----
From: "John Anderson" <janderson3(at)nc.rr.com>
Subject: Re: Kolb-List: ultrastar
>
> for oil, tools (plug wrench, screw driver and pliers), and plugs I have
used
> a small size duffle and velcro straps to tie it in front of my 5 gal tanks
> between my knees.
>
> A Buddy of mine, who won grand champion light plane with his US, flew his
US
> to Oshkosh. He hand sewed a duffle that fit behind his head in the "V"
for
> the cage support, this fit most of his camping gear.
>
> I have also heard of folks tying storage bags tighly up under the seat.
>
> You could also use something like 4" PVC tubing with screw ends. This
could
> be attached in the same places mentioned above or on the outside of the
> landing gear legs(depending on the style of your legs).
>
> Make sure what ever you use is secure - don't want it flying through the
> prop.
>
> -JA
>
> ----- Original Message -----
> From: "ronnie wehba" <rwehba(at)wtxs.net>
> To:
> Subject: Kolb-List: ultrastar
>
>
> >
> > anyone gone a fair distance in a ultrastar, any ideas on where to
install
> some storage, not much, just for oil and tie-downs.
> >
> >
>
>
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
I agree high RPMs no matter how smooth get to me. If nothing else the sound
of a high engine is more irritating. My VW doesn't run as smooth as a 912
but at 3200 RPM it just feels better and the sound is 300% better. I have
never had a chance to ride a Harley so I have no idea how bad the vibrations
might be from one of those V twins but they do sound sweet. Don't give up on
looking for Rotax alternatives. There has to be something that is better and
more REASONABLY PRICED. For now I'm enjoying my reduction drive VW.
Rick Neilsen
Redrive VW powered MKIII
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Paul Petty
Subject: Kolb-List: reflections
Kolbers,
As I reflect back on this weekend's trip to the factory, I often think of
all the comments made about my HD project being a giant vibrator. Although
my experience in the M3X was the best flying experience yet, the noise and
vibration was overwhelming....
The high RPM the Rotax has to make to produce the power needed also
transmits high vibration through out the airframe.
Quite possibly the warp drive prop is part of the blame, not sure. At any
rate after the demo ride I wonder... would my HD with it's ability to
produce high torque at any RPM be smoother perhaps? Sure makes me want to
complete a redrive and find out!
The only turn off's on light sport aircraft to me is the feeling of flying a
weed eater.... Today I was weed wacking my fence and as I was going along I
couldn't help but to think of standing on the flight line at the ultralight
section at Sun n Fun no phun intended...
The ballistic wide open screaming of the 2 strokes as well as the 912 just
is spooky to me. Call me what ever you wish, but I like raw bottom line
horsepower...
________________________________________________________________________________
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
Probably ANYPLACE you put it will disturb the airflow to the prop, just keep
it as small as posible and as streamlined as posible.
I have seen people put thier gas tanks behind thier head so that they had
gravity feed. I don't think disturbing airflow is as important as CG, and
you are only talking light weight so CG should not be a concern.
----- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Re: Kolb-List: ultrastar
>
> thanks john, if you install something behind your head doesn't it mess
with
> the airflow to the prop? asking cause I don't know?
> ----- Original Message -----
> From: "John Anderson" <janderson3(at)nc.rr.com>
> To:
> Subject: Re: Kolb-List: ultrastar
>
>
> >
> > for oil, tools (plug wrench, screw driver and pliers), and plugs I have
> used
> > a small size duffle and velcro straps to tie it in front of my 5 gal
tanks
> > between my knees.
> >
> > A Buddy of mine, who won grand champion light plane with his US, flew
his
> US
> > to Oshkosh. He hand sewed a duffle that fit behind his head in the "V"
> for
> > the cage support, this fit most of his camping gear.
> >
> > I have also heard of folks tying storage bags tighly up under the seat.
> >
> > You could also use something like 4" PVC tubing with screw ends. This
> could
> > be attached in the same places mentioned above or on the outside of the
> > landing gear legs(depending on the style of your legs).
> >
> > Make sure what ever you use is secure - don't want it flying through the
> > prop.
> >
> > -JA
> >
> > ----- Original Message -----
> > From: "ronnie wehba" <rwehba(at)wtxs.net>
> > To:
> > Subject: Kolb-List: ultrastar
> >
> >
> > >
> > > anyone gone a fair distance in a ultrastar, any ideas on where to
> install
> > some storage, not much, just for oil and tie-downs.
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | dale seitzer <dalemseitzer(at)yahoo.com> |
| Subject: | Re: Kolb-List Digest: 8 Msgs - 05/27/03 |
I have seen Challenger builders who use 5 inch azuza
and get (free) used front tires off Cessna
150/152/172. These tires are 6 ply and rated to 120
mph with a pretty big foot print and they are better
balanced. They can be run at low air pressure and
can handle lots of abuse. Definitely use high speed
bearings--they will last longer and be quiet and
smooth.
Dale Seitzer
> Well Im to the point where I need to purchase some
> tires and rims for my
> Firefly gents. I'm looking for advice..
>
> 6 or 8 inch?....will selsom see paved runways...
>
>
__________________________________
________________________________________________________________________________
| From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | storage and wheels |
Ronnie,
I think the only reasonable place for storage of a good amount of camping
and maintenance items would be above the engine in the triangle area.....You
could make a permanent or temporary storage area by using vinyl covered clamps
that will attach to the tubing with no welding.. I had a 5 gallon plastic
gas tank that fit in that area on my last Ultrastar that did not make any difference
to propellar air or airspeed. I plan on using this area again on the new
Ultrastar which will give me the option on trips of 11 gallons but still removable
. Look in the photo share and you can see the plastic tank position on
my old Ultrastar..
Don.
Go with the 6 inch rims , tires and tubes. I only know about the aluminum
and not the plastic. I did have considerable trouble with the Azusa wheels
because of assembly problems concerning wobble. The only solution was to assenble
everything on the axle and torque very carefully...never got it perfect but
acceptable. Tracy Obrien brakes recquired a lot of screwing around to make
acceptable......Although I do like the result . Good Luck
Ed in Western NY
________________________________________________________________________________
| From: | "Bruce McElhoe" <mcelhoe(at)cvip.net> |
| Subject: | Re: wheels and rims |
Don,
We used 5-inch wheels and aircraft 5.00-5 tires, and made our weight limit.
We searched around the airport and found the lightest (most worn out) tires.
We only have about 15 hours on our FireFly, so this is hardly a good test.
Our thinking is that aircraft tires have a stiffer sidewall so they are
stable at very low pressure (4-5 psi). Also, we have puncture vines here
that will put holes in a wheelbarrow tire.
We put some light go-cart mechanical brakes on the airplane, and found them
to be more than adequate. I find I rarely use the brakes. They are not
necessary on roll-out, and we don't run-up the engine. If the brakes are
too good you will simply nose over.
Regards,
Bruce McElhoe FireFly 88
Reedley, Calif.
>
> Well Im to the point where I need to purchase some tires and rims for my
> Firefly gents. I'm looking for advice..
>
> 6 or 8 inch?....will selsom see paved runways...
>
> I want to install Mountian bike cable operated discs, and I can machine my
> own adapters if I need to.
>
> I have been looking those 6 " Azusalite nylon....question is will they
hold
> up?....but no 8 inch avail....
>
> Will I be happy with 6 inch instead of nice fat 8" that will likely give
me
> a little more cusion for bumpy feilds...or noy so perfect
landings?....will
> 8 inch tires add so much weight I wont like em?...can I cover 8 inch with
> wheel pants?.....aARGHHHH....I'm ready to buy today but I just cant make
up
> my mind.....Somebody MAKE me do something!!!!
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
________________________________________________________________________________
| From: | "Johann G." <johann(at)gi.is> |
| Subject: | Warp Drive Propeller |
Hello List members.
I have a problem with a Warp Drive propeller, and I would like to ask you
specialists on the list for advise.
My friend is using the Warp Drive prop on his Firestar II. The engine is a
Rotax 503.
The problem is that the three blades are off track. No blade is the same,
and the difference is about1/2.
How do we adjust the tracking of the blades?
Thank you in advance.
Regards,
Johann G.
Iceland.
http://www.gi.is/fis/
________________________________________________________________________________
| From: | "Johann G." <johann-g(at)talnet.is> |
| Subject: | Warp Drive Propeller |
I noticed that the inch mark was missing from my first mail. It was supposed
to be half-inch difference in each blade.
Best regards,
Johann G.
Iceland.
http://www.gi.is/fis/
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Johann G.
Subject: Kolb-List: Warp Drive Propeller
Hello List members.
I have a problem with a Warp Drive propeller, and I would like to ask you
specialists on the list for advise.
My friend is using the Warp Drive prop on his Firestar II. The engine is a
Rotax 503.
The problem is that the three blades are off track. No blade is the same,
and the difference is about1/2.
How do we adjust the tracking of the blades?
Thank you in advance.
Regards,
Johann G.
Iceland.
http://www.gi.is/fis/
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: wheels and rims |
Don:
I now run the 6 inch Azuzalite nylon on the FF... with the azuza internally
expanding double shoe brakes... No problems at all with the wheels or the
brakes... got about 75 hours on them running out of a sandy grass strip...
After 20 hours, I removed the 5 inchers (Azuzalite nylon) with the
low-profile tires that Kolb originally furnished, because they tended to
hang in ruts and relatively small holes... no sweat with the 6 inchers...
made a big difference...
If you want to see what they look like on the Fly, will send you a snapshot.
For what it's worth...
Good luck,
Beauford, Aluminum Butcher of Brandon
FF #076
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: wheels and rims
>
> Well Im to the point where I need to purchase some tires and rims for my
> Firefly gents. I'm looking for advice..
>
> 6 or 8 inch?....will selsom see paved runways...
>
>> FireFly 098
>
>
________________________________________________________________________________
| Subject: | Re: wheels and rims |
Beauford....what size tires did you fit on those 6 inch nylon rims?..I can
only find a spec that they are 3 inchs wide, and I dont know if they would
work with a 6.00 x 6 inch airtrac???...or maybe there are wider azusalites
that i have found.....??
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: wheels and rims |
Don...
They are 4.10 x 3.50 x 6... the same Chinee tires/tubes listed with the 6
inch Azuzalite wheels in the Spruce catalog as PN 06-03000.... they were
$19.50 per side for the tire and tube as a set...
IMHO, the standard general aviation 600x6 is way too heavy for the Fly....
and I doubt they would fit these toy wheels, anyway... I really do think
that "lite" is the way to go on the Fly... and I have have dabbled these
little 6 inch tires in some pretty crummy strips without problems...
Worth what ye paid fer it...
Beauford
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: wheels and rims
>
> Beauford....what size tires did you fit on those 6 inch nylon rims?..I can
> only find a spec that they are 3 inchs wide, and I dont know if they would
> work with a 6.00 x 6 inch airtrac???...or maybe there are wider azusalites
> that i have found.....??
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
________________________________________________________________________________
| Subject: | Re: wheels and rims |
P.S. BeauFord.....what did ya make that gap seal out of?
Don G
________________________________________________________________________________
| From: | "NBD" <mk3(at)bailinair.com> |
A couple of questions concerning the priming of the fuselage cage, with my
schedule this is apt to take at least a week.
Is it recommended that the entire cage be stripped and cleaned prior to
priming or in sections? i.e. strip & clean a section and prime.
Using Stit's epoxy primer (white), will their be a problem applying paint
after a period of time or should the finish coat be applied shortly after
the primer has cured?
Thank you
Regards
Noel
Kolb MK III Classic
New Hampshire
http://www.bailinair.com
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: wheels and rims |
How to change a flat without taking the tire off of the rim or the
rim off the axle - in the field repair for punctured tubes.
Just a suggestion for those that don't already know.
First, you of course, have to prop up the wheel or wing and
remove the wheel pant if you have one.
Next - the tire is usually already broken lose from the rim if it's flat.
We just cut the old tube in half and pull it out from inside the tire.
Then push the new tube inside the tire with the valve in the right place.
Pump it up and go. If you don't have a tube and have to go anyway,
I have stuffed tires with rags, papers or my clothes - etc. Anything to get
off the
ground, especially if you're on a sandbar and the tide is coming in.
It is always easier to land with a flat than to take off with a flat.
Enquiring minds might want to know.
>
>Don...
>. and I have have dabbled these
>little 6 inch tires in some pretty crummy strips without problems...
>Worth what ye paid fer it...
>Beauford
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Priming Cage |
>
>A couple of questions concerning the priming of the fuselage cage, with my
>schedule this is apt to take at least a week.
>
>Is it recommended that the entire cage be stripped and cleaned prior to
>priming or in sections? i.e. strip & clean a section and prime.
Nope, work fast, do it all at once, get it over with. That cleaner stuff is
nasty on your hands, you don't want to extend the agony any more than
necessary.
>Using Stit's epoxy primer (white), will their be a problem applying paint
>after a period of time or should the finish coat be applied shortly after
>the primer has cured?
Anytime is fine, maybe a little scuff sanding helps.
>Thank you
>
>Regards
>Noel
>Kolb MK III Classic
>New Hampshire
>http://www.bailinair.com
You're welcome
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| Subject: | Re: Priming Cage |
Yes Noel..like richard says..do it all at once....and do a good job...dont
leave anything...any single spot not cleaned..and fer goodness sake..dont
leave any spots not primed. I bought my kit second hand...the owner had just
got started on it and passed away. he primed the cage with epoxy primer and
a brush...didnt clean it well and didnt cover it real well with primer
either.....6 months later when I bought it from his heirs....there was
little streaks of rust showing thru in several spots. It took me several
LONG days to strip that dang epoxy primer off and redo the whole
thing...when it sticks...it sticks better than anything in the world, and
dont come off easy. But where its not cleaned proper....its pitiful!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| Subject: | Re: Priming Cage |
One other thing Noel....good clean bare chrome-moly will rust in a matter of
hours in the right weather...so if you cant get it all cleaned right away
for some reason..(like I couldnt)...get a spray can of zinc-chromate
primer, and shoot the bare metal you have cleaned.it dont take much..just a
light coat...then when you are all done....epoxy the whole critter at once.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
Johann,
Remove the prop and dissassemle . Lay the plates on a surface plate
and make sure they are flat...if OK, then start mixing the blade holders with
different ones and you should get changes. If that does not work you need to
modify the blade holders by sanding suspected areas on the flats against the flat
plates...it may take a while but can be done. .......try to get the blade
track within 1/8 inch of each other...smoothes right out..
Ed in Western NY
________________________________________________________________________________
| From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Key West Regulator |
Gang,
I have a problem with a Key West regulator used in parallel with a Westberg
Tach operating off the lighting coil on my 2SI engine. The tach works fine
till I put the Regulator on the 2 yellow coil wires. Key West says it is the
regulator keeping the lighting coil from allowing the AC voltage to change....I
do not have a charging coil on this engine to put the regulator on . Is there
a regulator I can use without a battery that will work with my Tach ? I need
a Cig Lighter Power plug to run a hanheld GPS and handheld radio otherwise
I would just forget the regulator. I have a Tiny Tach that I am considering using
but the panel is already cut for the Westberg.....
Ed in Western NY
________________________________________________________________________________
| From: | "Geoff Thistlethwaite" <geoffthis(at)charter.net> |
| Subject: | Re: Key West Regulator |
Ed,
check out: http://www.kestrobes.com/Powerx.html
I used this on my firestar to power my radio and tape deck....
HTH
Geoff Thistlethwaite
----- Original Message -----
From: "Ed Steuber" <esteuber(at)rochester.rr.com>
Subject: Kolb-List: Key West Regulator
>
> Gang,
> I have a problem with a Key West regulator used in parallel with
a Westberg Tach operating off the lighting coil on my 2SI engine. The tach
works fine till I put the Regulator on the 2 yellow coil wires. Key West
says it is the regulator keeping the lighting coil from allowing the AC
voltage to change....I do not have a charging coil on this engine to put the
regulator on . Is there a regulator I can use without a battery that will
work with my Tach ? I need a Cig Lighter Power plug to run a hanheld GPS and
handheld radio otherwise I would just forget the regulator. I have a Tiny
Tach that I am considering using but the panel is already cut for the
Westberg.....
> Ed in Western NY
>
>
________________________________________________________________________________
| From: | <gdledbetter1(at)fuse.net> |
| Subject: | Re: wheels and rims |
Possum,
You are always a source of incredible, useful information. I guess flying a Kolb
submarine
gives you extra insight.
Gene Ledbetter
Firefly - 193hrs
Cincinnati
--------------------------------------------------------
........If you don't have a tube and have to go anyway, I have stuffed tires with
rags, papers or
my clothes - etc. Anything to get off the ground, especially if you're on a sandbar
and the
tide is coming in. It is always easier to land with a flat than to take off with
a flat.
Enquiring minds might want to know.
Possums
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Key West Regulator |
That is because the KeyWest is a shunt-type regular which basically means
it shorts the lighting coil to control the output voltage. Yep, that's the
way it works. When it shorts, you loose tach signal or get a very erratic
one. Do you have two sets of lighting coils on the 2Si, one for the
ignition and one for accessory power? On a Rotax I would tell you to use
the gray wire but don't know much about 2Si's ignition or electrical
system. One fix is to go to one of those limited 3 amp output regulars. I
suggest to Kuntzleman who manufacturers strobes and the hot box that he
should design and sell a unit but he replies his hot box is the total
solution but not if your want more than a few amps.
Anybody got any help for this guy?
jerb
>
>Gang,
> I have a problem with a Key West regulator used in parallel with
> a Westberg Tach operating off the lighting coil on my 2SI engine. The
> tach works fine till I put the Regulator on the 2 yellow coil wires. Key
> West says it is the regulator keeping the lighting coil from allowing the
> AC voltage to change....I do not have a charging coil on this engine to
> put the regulator on . Is there a regulator I can use without a battery
> that will work with my Tach ? I need a Cig Lighter Power plug to run a
> hanheld GPS and handheld radio otherwise I would just forget the
> regulator. I have a Tiny Tach that I am considering using but the panel
> is already cut for the Westberg.....
> Ed in Western NY
>
>
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: wheels and rims |
Don:
Thankee for the kind words about the Fly.....nothing big has come off it
yet, so I reckon it's so far, so good... I harbor a deep-seated intrinsic
mistrust of aeronautics in general... it colors my perspective.
Re your question: That gap seal is .028 aluminum sheet... put industrial
strength one-inch velcro on the outboard edges... plus (because I don't
totally trust velcro) I riveted four little aluminum angles, about 1.5
inches long and high, on the inside.... two on the top, two on the
bottom... drilled holes in them to accept bungee cords... I carry the
bungees around behind the top cage cross member to keep aft tension on the
gap seal... so far it has shown no tendency to get loose from the velcro...
I hated that factory stock cloth gap seal...never looked right... being
white fabric on a greasy airplane, it gradually got dirty as a high school
seniors' intentions....and it finally shredded out on me up at London...
First thing (well, mebbe the third thing) I did when I got back was to make
this aluminum one. I fold the Fly and stuff it into its homemade trailer
every time it flies... The metal gap seal is no big deal for folding...
adds maybe three minutes to the set-up and tear-down process... I like it a
helluva lot better than the cloth...
Best Regards,
Beauford
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: wheels and rims
>
> P.S. BeauFord.....what did ya make that gap seal out of?
>
> Don G
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: wheels and rims |
you have a picture, as my cloth one on my ultrastar needs replacing
----- Original Message -----
From: "Beauford Tuton" <beauford(at)tampabay.rr.com>
Subject: Re: Kolb-List: wheels and rims
>
> Don:
> Thankee for the kind words about the Fly.....nothing big has come off it
> yet, so I reckon it's so far, so good... I harbor a deep-seated intrinsic
> mistrust of aeronautics in general... it colors my perspective.
> Re your question: That gap seal is .028 aluminum sheet... put industrial
> strength one-inch velcro on the outboard edges... plus (because I don't
> totally trust velcro) I riveted four little aluminum angles, about 1.5
> inches long and high, on the inside.... two on the top, two on the
> bottom... drilled holes in them to accept bungee cords... I carry the
> bungees around behind the top cage cross member to keep aft tension on the
> gap seal... so far it has shown no tendency to get loose from the
velcro...
>
> I hated that factory stock cloth gap seal...never looked right... being
> white fabric on a greasy airplane, it gradually got dirty as a high
school
> seniors' intentions....and it finally shredded out on me up at London...
> First thing (well, mebbe the third thing) I did when I got back was to
make
> this aluminum one. I fold the Fly and stuff it into its homemade trailer
> every time it flies... The metal gap seal is no big deal for folding...
> adds maybe three minutes to the set-up and tear-down process... I like it
a
> helluva lot better than the cloth...
>
> Best Regards,
> Beauford
> ----- Original Message -----
> From: "Don Gherardini" <donghe@one-eleven.net>
> To:
> Subject: Re: Kolb-List: wheels and rims
>
>
<donghe@one-eleven.net>
> >
> > P.S. BeauFord.....what did ya make that gap seal out of?
> >
> > Don G
> >
> >
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Key West Regulator |
Had a similar problem with my 532 using a Westberg tach & Key West
regulator off the lighting coil. You don't have to use the charging coil,
the lighting coil will work just as well. Swap the wires around. Swap the
coil wires to the Key West terminals. If that doesn't work, try various
coil/tach combinations. On mine, there was one combination of wires to
regulator, wires to tach that would work right, all others didn't.
Obviously there are several possible combinations, take notes or you'll get
really frustrated. (Guess how I know this?)
Richard Pike
MKIII N420P (420ldPoops)
>
>Gang,
> I have a problem with a Key West regulator used in parallel with
> a Westberg Tach operating off the lighting coil on my 2SI engine. The
> tach works fine till I put the Regulator on the 2 yellow coil wires. Key
> West says it is the regulator keeping the lighting coil from allowing the
> AC voltage to change....I do not have a charging coil on this engine to
> put the regulator on . Is there a regulator I can use without a battery
> that will work with my Tach ? I need a Cig Lighter Power plug to run a
> hanheld GPS and handheld radio otherwise I would just forget the
> regulator. I have a Tiny Tach that I am considering using but the panel
> is already cut for the Westberg.....
> Ed in Western NY
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Key West Regulator |
Ed,
Kuntzleman has a unit called the (Radio power supply) that will power your
GPS and radio without a battery, I use one on my 503 powered Loehle and am
very happy with it. He also has pretty good tech support.
Denny Rowe
----- Original Message -----
From: Ed Steuber <esteuber(at)rochester.rr.com>
Subject: Kolb-List: Key West Regulator
>
> Gang,
> I have a problem with a Key West regulator used in parallel with
a Westberg Tach operating off the lighting coil on my 2SI engine. The tach
works fine till I put the Regulator on the 2 yellow coil wires. Key West
says it is the regulator keeping the lighting coil from allowing the AC
voltage to change....I do not have a charging coil on this engine to put the
regulator on . Is there a regulator I can use without a battery that will
work with my Tach ? I need a Cig Lighter Power plug to run a hanheld GPS and
handheld radio otherwise I would just forget the regulator. I have a Tiny
Tach that I am considering using but the panel is already cut for the
Westberg.....
> Ed in Western NY
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Key West Regulator |
Your problem is due to the KeyWest regulator being a shunt-type. It is
connected across the lighting coil, yellow wires on a Rotax, not sure what
color they are on a 2Si. The way the regular works is it effectively
shorts the lighting coil to control the rectified DC output
voltage. That's the way it works. The problem is when it does this, your
tach looses it signal also. Not sure if the 2Si has dual coils, one for
the ignition and one for accessories like the Rotax, if so you might be
able to connect the tach to the ignition power (lighting) coil and run the
regulator on the other high Amp output lighting coil. You could also use
one of the other type regulators but most are limited to a DC output load
of 3 amps. I suggested to Kuntzleman that he consider designing and
selling a higher output regulator, his solution was to use his "hot box"
but if I recall right its still limited to about 3 amps.
jerb
>
>Gang,
> I have a problem with a Key West regulator used in parallel with
> a Westberg Tach operating off the lighting coil on my 2SI engine. The
> tach works fine till I put the Regulator on the 2 yellow coil wires. Key
> West says it is the regulator keeping the lighting coil from allowing the
> AC voltage to change....I do not have a charging coil on this engine to
> put the regulator on . Is there a regulator I can use without a battery
> that will work with my Tach ? I need a Cig Lighter Power plug to run a
> hanheld GPS and handheld radio otherwise I would just forget the
> regulator. I have a Tiny Tach that I am considering using but the panel
> is already cut for the Westberg.....
> Ed in Western NY
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: wheels and rims |
Darn - you've got a lot of hours real quick.
I guess you "Professional Retirees" can work that out.
Are you and "Duane the Plane" still in Fla.
>
>Possum,
>
>You are always a source of incredible, useful information. I guess
>flying a Kolb submarine
>gives you extra insight.
>
>Gene Ledbetter
>Firefly - 193hrs
>====================================================================
________________________________________________________________________________
| Subject: | Re: Key West Regulator |
Ed, I dont know which engine you have, but my ULII-02 Cuyuna has one coil.
and I believe its the sames as the newer 2 cylinders....if you have one a
those powerhouse 3 cylinders...then I sure dont know...But Roger Zerkle
will, and here is his E-mail atr ZDE
Zerkle, Roger
E-mail Address(es):
zde(at)frtci.net
________________________________________________________________________________
| Subject: | Re: wheels and rims |
Beauford, I like that idea on the Gap seal, and I believe Ill use
it...thankyou!
Got the Azuza wheels today....and they are just a tad too wide to fit the
little .063 chromoly axle stub....which doesnt dissapoint be to awful
bad...cause I just didnt think much a those axle fittings. They seemed awful
flimsy and didnt fit the gear leg well either...too wobbley on the leg to
suit me.,, .0875 leg and a .090 hole in the fitting....so I spun out a new
one on the lathe today much better and will do the other one tomorrow, and
weld on axle stubs a tad longer..and just a tad heavier.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "Ed Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Key West regulator |
Gang,
Ask a question on this list and you get the answer ....Thanks to all....I
ordered the KE power supply yesterday.The 2SI has only one coil and I think
this is the only option....unless I use a Tiny Tach or feed batteries to my GPS
and radio......I sure could buy a lot of batteries for what that little box
costs.... Thanks,
Ed in Western NY
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: storage and wheels |
Ed,
Surprised you encountered so much difficultly with the Tracy O'Brien
brakes. They were a snap putting on my friends Hawk. He has the Azusa
plastic wheels. They work great. He can drag the wheels locked at full power.
jerb
>
>Ronnie,
> I think the only reasonable place for storage of a good amount
> of camping and maintenance items would be above the engine in the
> triangle area.....You could make a permanent or temporary storage area by
> using vinyl covered clamps that will attach to the tubing with no
> welding.. I had a 5 gallon plastic gas tank that fit in that area on my
> last Ultrastar that did not make any difference to propellar air or
> airspeed. I plan on using this area again on the new Ultrastar which will
> give me the option on trips of 11 gallons but still removable . Look in
> the photo share and you can see the plastic tank position on my old
> Ultrastar..
>
> Don.
> Go with the 6 inch rims , tires and tubes. I only know about the
> aluminum and not the plastic. I did have considerable trouble with the
> Azusa wheels because of assembly problems concerning wobble. The only
> solution was to assenble everything on the axle and torque very
> carefully...never got it perfect but acceptable. Tracy Obrien brakes
> recquired a lot of screwing around to make acceptable......Although I do
> like the result . Good Luck
>
>Ed in Western NY
>
>
________________________________________________________________________________
| From: | John Raeburn <raeburn(at)snowhill.com> |
| Subject: | John Hauck's e-mail address |
Does anyone know John Hauck's e-mail address?
________________________________________________________________________________
| From: | John Raeburn <raeburn(at)snowhill.com> |
| Subject: | John Haucks e-mail address? |
Hi,
does anyone know John Hauck's e-mail address?
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Think mine auto-deleted.
Bob N.
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
Hi Ya'll:
I returned to Gantt International Airport about
I have scanned most of the Kolb emails and must
add my own short comments at this time that the
Kolb "get-together" at Monument Valley, Utah, was
by far the most successful, enjoyable, satisfying,
complete, and most interesting flyin I have
attended since starting this hobby in 1983, almost
20 years ago. Nuther words, we had a ball. Was
much like old friends getting back together after
a long absence. MV was the place to have the
gathering, although it was halfway round the world
from Abalama. I am more than willing to spend a
couple days flying or driving to get back there
next year for another one.
Off the top of my head:
I flew 70.5 hrs.
Burned 350 gals fuel.
No oil (although I thought I had during the first
couple days of the flight).
Was "on the road" 15 days, as the Army would count
them, or 16 days, as civilians would count.
Spent an afternoon in Marietta, Oklahoma, on the
ground because of a 30 mph direct headwind. When
my ground speed gets below 60 mph and it is
turbulent, I land and take a nap.
Spent two nights and a day at Terrell County
International Airport, between Sanderson and
Dryden, Texas, because of severe thunderstorms and
extremely heavy rain. I was responsible for
flooding on the high plateau in the West Texas
Desert. Water was ankle deep, and six inches up
the main tires of Miss P'fer. Several of the
thunderstorms were complete whiteouts. Never
dreamed I would see anything like this in that
local. I came through Terrell County AP on my
1994 flight around the country and to Alaska.
Tied down in the same old T Hanger to get out of
the sun then, but this time to get out of the rain
and possible hail.
On the way into Marfa, halfway between El Paso and
Terrell County AP, I danced with the dust devils
and did my best to outrun an enormous thunderstorm
that was playing "cat and mouse" with me". When I
felt cold air and a thump, looked over my left
shoulder and saw the black cloud try to envelope
me from the rear, then flank me on the left, I ran
for 20 miles to Marfa, WOT and riding a bucking
bronc on the edge of the storm. On top of that I
had a full bladder, so the effort to arrive Marfa
soonest was two fold. :-)
When I get a chance, I will sit down and share my
flight with you all. It ranks up there as one of
the finest I have had since I started cross
countrying ultralights and light planes 19 years
ago. I must say that Miss P'fer and the 912S (now
with 490.8 hours) performed impeccably. For an
old home built experimental that came out of my
basement nearly 12 years ago, she is without a
doubt the best aircraft I have ever flown being
pushed by the best recip engine I have ever flown
in front of or behind, for that matter. I know
the crusade for a better, cheaper, more reliable,
and fuel efficient power plant for our little
airplanes goes on, but you will not find a better
engine than the 912 or 912S at any price. When
one finds himself and his airplane over the Sierra
Nevada Rockies at 14,500 feet, with the top of the
highest mountain less than 600 feet under the main
landing gear, a couple extra dollars for something
that works is the least of my worries. I am not
sponsored by Rotax, but I sure wish I was. I have
done a lot of PR work for them whether I wanted to
or not. They have a good product in the 912
series engines. My previous altitude record was
13,500 feet with the 912 over flat and nearly sea
level ground level above Illinois or Indiana some
years ago on the way home from Oshkosh. I decided
I was high enough when I got cold as Hell dressed
in shorts and T shirt. Dress the same way, OAT
28F, I was comfortable in Miss P'fers cabin heated
to a lovely 70F by a beautiful CAVU sky and warm
sun on the lexan. WHAT A FLIGHT!!!!!!!!!!!!!
I still have not unpacked all the bags and put up
my gear from the flight. It is piled in the
kitchen and living room of my old lake cabin I
call home. It is good to be back, I miss the
"gypsie" life of light plane cross countrying, but
it is always good to get back home. Will take a
few days to get back in the groove and overcome
post flight depression and the let down after
having such an exciting and enjoyable flight.
Take care,
john h
PS: Anybody heard from John Williamson? Has he
returned from his flight to Washington State? I
was going to call his wife and check on him during
my flight, but discovered I did not have his home
phone in my "little black book" of phone numbers I
have collected from all over the US, Canada, and
Alaska.
PSS: I am tired and have not taken the extra time
to proof what I have typed. If I have made typos,
gramatical errors, misspelled words, etc., please
correct if you wish. :-)
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
Fellow Kolbers,
I returned home last evening and have been catching up on everything today.
The trip went very well and I met some of the nicest people in the world. The gathering
at Monument Valley was the high point of the trip. You just can't find
better people than those that fly or build Kolb aircraft.
Here are the stats for my trip:
Distance flown: 4696.9 nm, 5405.1 sm
Flight time: 68 hours 25 minutes
Average speed: 68.6 knots, 78.4 mph
Fuel burned: 299.8 gallons
Landings: 54
States landed in: 17
Lowest airport elevation: 210 feet below sea level
Highest altitude flown: 11,000 feet msl
Rides given to relatives: 23
Here are some links to some of the pictures I was able to take. More will be posted
to my website in the next couple of days. I have looked at all the other
photos posted of the Monument Valley trip and just had to add few to the growing
list.
http://home.attbi.com/~KolbraPilot3/KUIL/100_0366.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0370.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0373.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0374.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0387.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0408.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0420.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0435.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0448.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0455.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0473.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0609.JPG
http://home.attbi.com/~KolbraPilot3/KUIL/100_0631.JPG
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 327 hours
http://home.attbi.com/~kolbrapilot
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: My latest trip |
Hi John W/Gang:
Great to hear you are home safely and had a good
flight. I enjoyed the pics you posted and can not
wait to see the others when you get them on your
web site.
I took 13 rolls of 35mm, 24 and some 36 exposures,
during my flight. They are still in zip lock bags
in red stuff sacks that have not been unloaded
yet. I will try and get them in the shop
tonight. Should get them back in a few days.
Will also have them make up CDs so I can post on
my index page for you all to see. I still have
not gotten around to captioning the pics I made on
my last Alaska flight, so don't expect any
different on this flight. However, I will do my
best. :-) As soon as I get the grass cut here at
the house, at the airstrip, and a myriad of other
chores that have been waiting for my return. The
life of a bachelor is rough with no one to split
the inside and outside chores with..........
These are John W's stats and I will post mine next
to his for comparison. While we were at MV we had
a chance to catch up on a lot of history for the
past 35 years since we graduated from Army Rotary
Wing Flight School. John was a couple classes and
about a month behind me in flight school, AH-1G
Transition Course, and arriving in VN. We
discovered that we both use 65 kts or 75 mph
ground speed to plan for our civilian flights in
our Kolbs, and that we both usually come very
close to that figure when the flight is complete.
My 1994 flight was 17,400 miles long, I averaged
78 mph for the duration of the flight.
Let me add, my figures are approximate, based on
time off the hour meter. When I get time I will
get actual distances, add up my gas burn, etc.
> Distance flown: 4696.9 nm, 5405.1 sm
5287.5 sm
> Flight time: 68 hours 25 minutes
70.5 hours
> Average speed: 68.6 knots, 78.4 mph
75 mph (estimate)
> Fuel burned: 299.8 gallons
350 gal bases on 5 gph X 70.5 hours
> Landings: 54
Get those when I add up my log book
numbers.
> States landed in: 17
10 (Based on a quick count on
my fingers and limited
memory.)
> Lowest airport elevation: 210 feet below sea level
211 feet below sea
level at Furnace Creek,
Death Valley,
California. Probably
same airport John
W. landed.
Sectional
indicated 210, sign at Furnace
Creek Airport
indicated 211.
> Highest altitude flown: 11,000 feet msl
14,500 feet msl
> Rides given to relatives: 23
None, but did give
Ziggy from El Paso,
Larry Bourne, and two
kids, 7 and 10 yrs old,
a ride.
It is surprising how close the stats are on the
two flights, though one originated and terminated
in Arlington, Texas, and the other in Titus,
Alabama.
Proud to say John W flies his cross country
flights much the same as I do, roughing it, living
with the airplane. Only way to go!
Congratulations on your successful flight John W.
john h
PS: We'll have to compare notes soon. Bet we
were not more than a day apart at Furnace Creek,
Death Valley, California.
________________________________________________________________________________
| From: | KRISTINA L GIBFRIED <tk1991(at)swbell.net> |
| Subject: | Cutting 1/2" Plate |
Due to the expense of spring landing gears I decided to make my own. My plans call
for .5 x 4 x 72" with a taper starting 11.5" from centerline. I already had
the bar cut to length, but have to cut the taper, 4 cuts. I put a cut off blade
in a table saw and spent 15 minutes of chips burning my face for one cut.
I even stopped short as the cut off was a perfect spear head and I could imagine
it being kicked back by the blade and right through me. Does anyone have a
beter way to make this cut in my garage with basic tools?
Regards,
Tim
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Cutting 1/2" Plate |
You're absolutely right - I've seen saws kick the material back hard enuf to
go thru a wall. I think I'd find me a cutting torch, then grind the edges
smooth. Can you send me some pics and description of what you're doing, off
List ?? I'm looking at a different route, with the same type of end result
in mind. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "KRISTINA L GIBFRIED" <tk1991(at)swbell.net>
Subject: Kolb-List: Cutting 1/2" Plate
>
>
> Due to the expense of spring landing gears I decided to make my own. My
plans call for .5 x 4 x 72" with a taper starting 11.5" from centerline. I
already had the bar cut to length, but have to cut the taper, 4 cuts. I put
a cut off blade in a table saw and spent 15 minutes of chips burning my face
for one cut. I even stopped short as the cut off was a perfect spear head
and I could imagine it being kicked back by the blade and right through me.
Does anyone have a beter way to make this cut in my garage with basic tools?
>
> Regards,
>
> Tim
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Cutting 1/2" Plate |
Should've mentioned - if you clamp a straight edge of angle iron along the
length of your cut, and use it to brace the torch's tip, you can make a very
smooth cut with a torch, and have minimal grinding afterwards.
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Cutting 1/2" Plate
>
> You're absolutely right - I've seen saws kick the material back hard enuf
to
> go thru a wall. I think I'd find me a cutting torch, then grind the edges
> smooth. Can you send me some pics and description of what you're doing,
off
> List ?? I'm looking at a different route, with the same type of end
result
> in mind. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose N78LB
> www.gogittum.com
>
> ----- Original Message -----
> From: "KRISTINA L GIBFRIED" <tk1991(at)swbell.net>
> To:
> Subject: Kolb-List: Cutting 1/2" Plate
>
>
> >
> >
> > Due to the expense of spring landing gears I decided to make my own. My
> plans call for .5 x 4 x 72" with a taper starting 11.5" from centerline. I
> already had the bar cut to length, but have to cut the taper, 4 cuts. I
put
> a cut off blade in a table saw and spent 15 minutes of chips burning my
face
> for one cut. I even stopped short as the cut off was a perfect spear head
> and I could imagine it being kicked back by the blade and right through
me.
> Does anyone have a beter way to make this cut in my garage with basic
tools?
> >
> > Regards,
> >
> > Tim
> >
> >
>
>
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
| Subject: | Swing the Compass |
Friends, the instructions with my new adjustable compass (Pegasus PG2A) state
that prior to adjusting I should "swing the compass". Of course they don't explain
how to swing the compass.
So, is it as simple as rotating the aircraft on the ground one or more times in
one direction, and then rotating it again one or more times in the opposite
direction?
Please advise.
Ian Heritch
San Antonio, TX Slingshot, 912
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Swing the Compass |
Boy, this is soooo tempting...but...I'll pass.
Beauford? Grey Baron? Would'st care to have a go?
(Be patient Ian, & we'll tell you all about it... Snarf, chortle, ROTFL)
Richard Pike
MKIII N420P (420ldPoops)
>
>Friends, the instructions with my new adjustable compass (Pegasus PG2A)
>state that prior to adjusting I should "swing the compass". Of course
>they don't explain how to swing the compass.
>
>So, is it as simple as rotating the aircraft on the ground one or more
>times in one direction, and then rotating it again one or more times in
>the opposite direction?
>
>Please advise.
>
>Ian Heritch
>San Antonio, TX Slingshot, 912
>
>
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: Swing the Compass |
It's midnight here and my keeper will shut me down err long. Tomorrow
I'll expound on swinging vs. boxing--and maybe even say a word(s) or two
about compasses.
my carriage awaits
Bob N.
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| Subject: | Re: Cutting 1/2" Plate |
Jeez Tim.....If I understand ya,,,you are trying to make a 4 inch deep
cut...an edge wise on that 1/2 x4...whew....dont use a torch...you wont have
spring steel when ya get done...just a piece of hot-rolled flat. Thats gonna
take a serious grinding job or a awful good plasma cutter.....not a small
one either. Dont know what you have in the garage,,....but thats a heavy
duty cut...more than alot of small welding shops might attempt with any
accuracy. Try a good size machine shop.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Swing the Compass |
Ian:
Swinging a compass is a tedious, but necessary little process that generates
the compass deviation card and cranks most, if not all, of the apparent
error out of the compass ... There is an excellent, very detailed, article
by Tony Bingelis on how to do it available on the EAA homebuilder's
website... it is a reprint of a Sport Aviation article from 1996....suggest
you hit that site and take a look at it. Appropriately enough, it is
entitled "Swinging the Compass..." I watched some guys do this to a
Cherokee using GPS about 3 weeks ago... first time I saw GPS used in the
process.... worked pretty well... We always used the old compass rose
painted on the ramp...
Good Luck...
Beauford
----- Original Message -----
From: "Ian Heritch" <iheritch(at)satx.rr.com>
Subject: Kolb-List: Swing the Compass
>
> Friends, the instructions with my new adjustable compass (Pegasus PG2A)
state that prior to adjusting I should "swing the compass". Of course they
don't explain how to swing the compass.
>
> So, is it as simple as rotating the aircraft on the ground one or more
times in one direction, and then rotating it again one or more times in the
opposite direction?
>
> Please advise.
>
> Ian Heritch
> San Antonio, TX Slingshot, 912
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Texoma Ultralight Gathering |
> I plan on being there on Saturday the 7th of June. If any one is interested
> in the Kolbra, come at look at it.
>
> John Williamson
John W/Kolbers:
After I read John's msg, I clicked on his web site
to see if he had posted any recent pics. For some
reason I checked his flight to Sun and Fun and Key
West. Was reading through and clicking on photos
in his narrative of the flight. Low and behold,
John spent the night in Crystal Springs,
Mississippi, I believe (without going back to
check) on his last night out. I can confirm his
statement that there was nothing at the airport.
I spent the last night of my MV flight at, you
guessed it, Crystal Springs, MS, Airport. Had
messed around a little in the Vidalia, LA, and
Natchez, MS, area looking for and finding an
ultralight airstrip depicted on the Sectional.
Turned out to be a good airstrip, but not used for
ULs in many years. After fuel at Natchez, I
decided to push on even though sun set was fast
approaching. The airport was supposed to be
lighted, but that is no guarantee. As I
approached the little town of Crystal Springs, I
still had not been able to pick out the beacon
(which it did not have) or the runway lights.
Once on a return flight from Oshkosh I had gambled
on getting into a small airport in Kentucky after
dark. Could not get the runway lights to come up
on arrival. Airport surrounded by lights that
ruined my night vision. Was not willing to gamble
on a landing with just my single landing light
when I could not see the field. A couple miles
from Crystal Springs I did pick out the runway
lights and shot my approach into a dead and
abandoned airfield. No telephone or humans around
the area. Luckily, my cell phone worked in the
middle of nowhere. I was able to contact Nell and
let her know where I was. As I was chowing down
on my MRE a 4 wheel drive pickup with more lights
than a 747 came down the little pig trail and
proceeded to blind me. I made a slight angry
gesture. He turned around and did not come back.
Luckily I had fuel for the remainder of the
flight. I slept on the tarmac under the wing
without any intruders to my space. Left Friday
morning at 0630 to discover that Paul Petty's
family compound and grass strip were only 30 or 40
miles away, right on my course line. Was hard to
roust everybody out of bed, but I did. Got my
three cups of Louisiana coffee in Mississippi.
The jolt was enough to get me the 200 miles or so
to Gantt IAP and home.
Sorry about getting so wordy, but I
did............. :-)
Happy Sunday morning,
john h
PS: Got my 12 rolls of film in the shop last
night. Will get them out Wednesday evening with
prints and CDs. Should have them on my index page
Wed night.
________________________________________________________________________________
| From: | "Johann G." <johann(at)gi.is> |
| Subject: | Mark III late off ground. |
Hi list members.
My friend here in Iceland is having some difficulties with his Mark III.
When in the take off roll, the plane wants to stay on the ground even though
the speed is sufficient for take off.
The weight of balance is correct and the wing dihedral is set according to
the drawings.
He is using the Rotax 912 UL engine with IVO three blade prop. He had not
installed any kind of trim on the plane.
Does anyone on the list have the same experience with his Mark III?
Is the engine thrust line too low, i.e. wants to push the plane down and
hold it on the ground?
Could the wing angle of incidence be too low? Or the horizontal stabilizer
be positioned incorrectly?
Take a look at my friends plane. It is the yellow one.
http://www.gi.is/fis/misc.htm
Any help would be appreciated.
Best regards,
Johann G.
Iceland.
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Mark III late off ground. |
Johann/Gang:
Tell your friend to come back off the power a
little once he reaches flying speed, say 50 mph.
Could be high thrust line and high power causing
the airplane not to want to fly off the ground. I
experienced this with the 912S on my first take
off.
Other tricks to fool it into flying are:
Let the tail rise pretty high through flying speed
then try to rotate.
Sometimes rolling the airplane up on one main with
ailerons near flying speed will encourage it to
take off and fly.
If it was mine, I would shorten the tail wheel
strut to aprx'ly 5 or 6 inches showing between the
tail wheel strut socket and the tail wheel
assembly. This will get the tail a little lower
and put a little more incidence in the wings.
If the above does not work, then I would recommend
putting it into a nice three point stance like old
Miss P'fer.
Let me know what happens, please.
john h
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
Folks:
If you have sent me an email and I haven't replied
it is because I have not waded deep enough into
this little mountain of mail that was waiting on
me when I got home, over 3,000 emails. The folks
on the SF List were supposed to put me TDY while
on the MV Flight, but the wires got crossed and
Brother Jim was put on TDY and I kept on getting
the normal daily flood of mail while away.
I am working my way through it little by little.
:-)
john h
________________________________________________________________________________
| Subject: | Re: Mark III late off ground. |
Johann, Its real hard to tell much about the set up of your friend's MK3
from the photos. However when I was building my MK3 ( with a 912) the old
Kolb Company told me to raise the front of the engine about 3/4" to get the
thrust line lower. Since that time I have talk to folks that know a great
deal about Kolbs. The general consensus seems to be to have the prop
perpendicular to the trailing edge of the wing.
Hope this helps..
Richard Harris
MK3 N912RH
Lewisville, Arkansas
----- Original Message -----
From: "Johann G." <johann(at)gi.is>
Subject: Kolb-List: Mark III late off ground.
>
> Hi list members.
>
> My friend here in Iceland is having some difficulties with his Mark III.
> When in the take off roll, the plane wants to stay on the ground even
though
> the speed is sufficient for take off.
> The weight of balance is correct and the wing dihedral is set according to
> the drawings.
> He is using the Rotax 912 UL engine with IVO three blade prop. He had not
> installed any kind of trim on the plane.
>
> Does anyone on the list have the same experience with his Mark III?
> Is the engine thrust line too low, i.e. wants to push the plane down and
> hold it on the ground?
> Could the wing angle of incidence be too low? Or the horizontal stabilizer
> be positioned incorrectly?
>
> Take a look at my friends plane. It is the yellow one.
> http://www.gi.is/fis/misc.htm
>
> Any help would be appreciated.
>
> Best regards,
>
> Johann G.
> Iceland.
>
>
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: Swing the Compass |
OK I'm back from Honey-Do City.
Swinging the mag compass in an Ultralight should be easy, especially if
you can corral a helper. But first a word on installation/location.
Anything magnetic affects the compass. Being as how Kolbs have a lot of
steel it is difficult to find a low-magnetic location that is viewable.
[funny story later]
First the reason it's easy is that you must align the vehicle's physical
heading (using the boom tube, for instance) with magnetic North. If you
are on an arpt with a compass rose, position the UL on the rose, with
the tail in approx. flying position. If it's windy, or the UL is
wobbling, wait a bit for calmer conditions. Helpful if you have a tail
stand/old box/etc to rest the tail on. If you were working with a
larger SpamCan it would be a lot more difficult with the tail situation.
If you have an electrical system, turn on those items that are usually
on in flight. (Other loads such as Transmit, landing lights, etc. will
affect the compass, but only when on). Depending upon the engine
installed, RPMs should be fast enough to show some charging current.
With all the foregoing, ck the compass reading for 360 degrees; using a
non-mag (brass or fiber) screwdriver set compass to 360, using the N/S
adj. Turn around heading mag South on the rose, and take out One Half
the error, using N/S adj. Now turn UL to mag 270 and take out One Half
the error, using the E/W adj. Now go to mag 90, repeating the above.
And then go back and do it again, taking out even smaller bites of
error. See how a UL is much easier to swing than a C182, or even a 150?
After the second or third iteration, check the compass at 30 degree
headings (or even 45s) and write down the mag rose headings vs the mag
compass headings. Make a teeny card and slip into frame under compass
face--if available. What you've done is to make a Table of compass
deviation--more later. And just for info, turn on some current hogs,
like Transmit, heated vest/gloves/boots/etc and note approximate
changes.
Now you almost done, except for being able to Stand Up Straight, AvCad
and give me the two mnemonic covering compasses! Sir: Can Dead Men Vote
Twice, and True Virgins Make Dull Company.
Compass +/-Deviation=Magnetic +/-Variation=True.
And True +/- Variation=Magnetic +/-Deviation=Compass
You get the value of Variation right from the sectional(s) covering your
route.
And that's the way it was in'42.
Oh, the funny? I was ferrying a 172 from CA to east coast in August. I'd
come down the hill from Walsenburg and on to Lamar. Had a couple frozen
7UPs on board. Filed IFR for the run to Dodge City. Enroute controllers
were good, giving some needed steers around big cell. So being bone dry,
got a can open without spraying entire cabin, took a drink of ice and
foam, set the can on the glare shield, and motored on. Center comes on,
saying I'm almost 10 deg off centerline and getting worse. Gave me
vector to intercept course. Later after a couple more slugs of ice---and
a knuckle rap from Center I figure that the steel 7UP can shouldn't be
on the glare shield, right beside the compass!
Bob N.
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Swing the Compass |
> Swinging the mag compass in an Ultralight should be easy, especially if
> Bob N.
Bob N/Gang:
Great explanation from an experienced aviator that
goes back a number of years. How's that sound?
Started to call you an old fart, which you would
understand coming from me, but was afraid some of
the other Kolbers might take offense to something
that comes naturally. :-)
Anyhow, let me add one thing I learned by accident
while swinging the compass on my Firestar many
years ago. In addition to everything that the
Grey Baron explained insure your control stick
(made of steel) is also in the cruise position of
flight when you swing the compass. I did not do
that for a long time, then one day when I was
swinging a new compass I pulled the stick back and
got a big swing in the compass indication. Yep,
when it was relaxed on the ground and forward,
closer to the compass, it was greatly affecting
its accuracy.
Nuff said,
john h
PS: Just got back from my first flight since I
landed back home Friday morning. Boy does that MK
III climb now that it is empty. Well, all except
the 7 MRE's in the nose I forgot to take out when
I unloaded. Last light flight was smooth and very
enjoyable. Got to fly with my buddies who were
all out and about doing the aviating thing this
Sunday evening. Life is great at those times, and
in the morning when I get up to a new day.
________________________________________________________________________________
| Subject: | [ Woody ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Woody
Subject: Thunderbird
http://www.matronics.com/photoshare/duesouth@govital.net.06.01.2003/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: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Mark III late off ground. |
A few things quickly come to mind.
Assuming the wings incidence is correct, (should be checked in the normal
flying attitude as per the building manual), is the plane tail coming up OK?
Is the tail wheel assembly and/or gear legs standard so the proper "stance"
is obtained - a taller tail wheel or longer tail spring can raise the tail
or shorter gears legs lower the nose to decrease the wings angle of attack.
Is the tail horizontal stabilizer incidence set correctly?
Does the elevator have adequate up movement (that is the rear tip of the
elevator swinging upward when the stick is pulled back) - needs to be
rechecked.
If the tail is coming up, the plane sticks to the ground, the engine thrust
line may not be set correctly where it pushes the nose down with enough
force to over come the lift generated by the wing at the takeoff
speed. Front of the engine relative to the rear may be to low, may require
removing shims from the rear and adding shims to the front to raise the
front of the engine.
Have you performed a static ground run on the engine with the tail tied
down to verify the prop has been adjusted to properly load the engine?
Are you getting the speed required on take off roll, and how long is it
taking to reach it?
Are the prop blades installed in the correct from/back orientation? It may
be possible you have set some pitch in them (twisted them backwards) to
load the engine and produce some thrust but is may not be adequate to bite
the air.
Last, are the brakes dragging?
Regards,
jerb
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Mark III late off ground. |
Relative to the top surface or bottom surface?
>
>Johann, Its real hard to tell much about the set up of your friend's MK3
>from the photos. However when I was building my MK3 ( with a 912) the old
>Kolb Company told me to raise the front of the engine about 3/4" to get the
>thrust line lower. Since that time I have talk to folks that know a great
>deal about Kolbs. The general consensus seems to be to have the prop
>perpendicular to the trailing edge of the wing.
>
> Hope this helps..
>
>
>Richard Harris
>MK3 N912RH
>Lewisville, Arkansas
>----- Original Message -----
>From: "Johann G." <johann(at)gi.is>
>To:
>Subject: Kolb-List: Mark III late off ground.
>
>
> >
> > Hi list members.
> >
> > My friend here in Iceland is having some difficulties with his Mark III.
> > When in the take off roll, the plane wants to stay on the ground even
>though
> > the speed is sufficient for take off.
> > The weight of balance is correct and the wing dihedral is set according to
> > the drawings.
> > He is using the Rotax 912 UL engine with IVO three blade prop. He had not
> > installed any kind of trim on the plane.
> >
> > Does anyone on the list have the same experience with his Mark III?
> > Is the engine thrust line too low, i.e. wants to push the plane down and
> > hold it on the ground?
> > Could the wing angle of incidence be too low? Or the horizontal stabilizer
> > be positioned incorrectly?
> >
> > Take a look at my friends plane. It is the yellow one.
> > http://www.gi.is/fis/misc.htm
> >
> > Any help would be appreciated.
> >
> > Best regards,
> >
> > Johann G.
> > Iceland.
> >
> >
>
>
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
| Subject: | Mark III late off ground. |
My MKIII flies best with the thrust line set a few degrees up from even with
the bottom of the wing. This puts the thrust line straight back in normal
flight.
Rick Neilsen
Redrive VW powered MKIII
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of jerb
Subject: Re: Kolb-List: Mark III late off ground.
Relative to the top surface or bottom surface?
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Builders and Flyers |
For those unaware, click below for a database of Kolb builders and flyers.
Feel free to send any updates also.
Kip
Firestar II
Atlanta
http://www.springeraviation.net/
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
, "Jay R Swager" ,
"earl lafean"
| Subject: | N616DR Airworthy |
Friends and neighbors,
Hallaluja!!!!.
Denny Rowe
Kolb Mk-3-90-DR3 N616DR, 2SI 690L-70, Powerfin F model three blade, 2.65 to 1
reduction, Gull wing doors, full enclosure, 475 pounds.
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Maybe all of you guys that have done conversions of X Kolb to a Y Kolb
(Firestar to a Firestar 2 etc.) can archive what you did and learned for future
generations under a "conversions" category?
________________________________________________________________________________
| From: | "Rayfield, Bill" <brayfield(at)kcc.com> |
| Subject: | N616DR Airworthy |
475 lbs ! With a 690 ! Man you build light. That thing oughta really climb!
-----Original Message-----
From: rowedl(at)highstream.net [mailto:rowedl(at)highstream.net]
lafean
Subject: Kolb-List: N616DR Airworthy
Friends and neighbors,
Hallaluja!!!!.
Denny Rowe
Kolb Mk-3-90-DR3 N616DR, 2SI 690L-70, Powerfin F model three blade, 2.65 to
1 reduction, Gull wing doors, full enclosure, 475 pounds.
This e-mail is intended for the use of the addressee(s) only and may contain
privileged, confidential, or proprietary information that is exempt from
disclosure under law. If you have received this message in error, please
inform us promptly by reply e-mail, then delete the e-mail and destroy any
printed copy. Thank you.
==============================================================================
________________________________________________________________________________
| Subject: | Re: Mark III late off ground. |
That would be the bottom surface...
Richard Harris
MK3 N912RH
Lewisville, Arkansas
----- Original Message -----
From: "jerb" <ulflyer(at)airmail.net>
Subject: Re: Kolb-List: Mark III late off ground.
>
> Relative to the top surface or bottom surface?
>
<rharris@magnolia-net.com>
> >
> >Johann, Its real hard to tell much about the set up of your friend's MK3
> >from the photos. However when I was building my MK3 ( with a 912) the old
> >Kolb Company told me to raise the front of the engine about 3/4" to get
the
> >thrust line lower. Since that time I have talk to folks that know a great
> >deal about Kolbs. The general consensus seems to be to have the prop
> >perpendicular to the trailing edge of the wing.
> >
> > Hope this helps..
> >
> >
> >Richard Harris
> >MK3 N912RH
> >Lewisville, Arkansas
> >----- Original Message -----
> >From: "Johann G." <johann(at)gi.is>
> >To:
> >Subject: Kolb-List: Mark III late off ground.
> >
> >
> > >
> > > Hi list members.
> > >
> > > My friend here in Iceland is having some difficulties with his Mark
III.
> > > When in the take off roll, the plane wants to stay on the ground even
> >though
> > > the speed is sufficient for take off.
> > > The weight of balance is correct and the wing dihedral is set
according to
> > > the drawings.
> > > He is using the Rotax 912 UL engine with IVO three blade prop. He had
not
> > > installed any kind of trim on the plane.
> > >
> > > Does anyone on the list have the same experience with his Mark III?
> > > Is the engine thrust line too low, i.e. wants to push the plane down
and
> > > hold it on the ground?
> > > Could the wing angle of incidence be too low? Or the horizontal
stabilizer
> > > be positioned incorrectly?
> > >
> > > Take a look at my friends plane. It is the yellow one.
> > > http://www.gi.is/fis/misc.htm
> > >
> > > Any help would be appreciated.
> > >
> > > Best regards,
> > >
> > > Johann G.
> > > Iceland.
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
| Subject: | Re: N616DR Airworthy |
Well done, Denny. Congratulations.
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Mark III late off ground. |
A
. He had not
>installed any kind of trim on the plane.
I know I have tried flying my Mk 111 and my Twinstar with the trim set
incorrectly and it sure takes a lot of muscle to get it up. I thought there
was something wrong with the plane untill I looked at the trim handle. Just
didn't seem to want to fly.
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: N616DR Airworthy |
----- Original Message -----
From: Rayfield, Bill <brayfield(at)kcc.com>
Subject: RE: Kolb-List: N616DR Airworthy
>
> 475 lbs ! With a 690 ! Man you build light. That thing oughta really
climb!
Yeah Bill, I can't wait to try it out, now that the Feds delayed my
inspection so long I may have to wait a few weeks to get her airborn. We
are heading to Kittyhawk for vacation this Saturday, than home for a few
days than off to Dayton Ohio for the Celebration of flight Dayton to
Kittyhawk UL flight. I had hoped to take the Kolb, but did not finish it in
time to fly off the test period, looks like the Loehle will be my steed for
the trip, good thing it did not sale yet.
Denny
>
> -----Original Message-----
> From: rowedl(at)highstream.net [mailto:rowedl(at)highstream.net]
> To: geraldh(at)intergrafix.net; kolblist; WillUribe(at)aol.com; Jay R Swager;
earl
> lafean
> Subject: Kolb-List: N616DR Airworthy
>
>
> Friends and neighbors,
certificate.
> Hallaluja!!!!.
>
> Denny Rowe
> Kolb Mk-3-90-DR3 N616DR, 2SI 690L-70, Powerfin F model three blade, 2.65
to
> 1 reduction, Gull wing doors, full enclosure, 475 pounds.
>
>
> This e-mail is intended for the use of the addressee(s) only and may
contain
> privileged, confidential, or proprietary information that is exempt from
> disclosure under law. If you have received this message in error, please
> inform us promptly by reply e-mail, then delete the e-mail and destroy any
> printed copy. Thank you.
>
============================================================================
==
>
>
________________________________________________________________________________
| From: | "Johann G." <johann(at)gi.is> |
| Subject: | Re:Mark III late of the ground |
Hello List members.
All who responded with solutions and ideas to my friends Mark III problems,
I thank you all greatly for the help.
We will work with the ideas and inform you on the list of our result.
Until then,
Best regards,
Johann G.
Iceland.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'm in the midst of building steel landing gear for Vamoose, and as John H. recommends
for uh - plump - Mk III's, I've ordered the heavier duty W-62 wheels,
axles, and brakes to replace the standard ones. Soooo............in a week or
so, I'll have a complete set-up for sale - aluminum gear legs; wheels; brakes;
tires, fittings, and all. What am I bid ?? The gear legs have been shortened
about 2". The whole thing is 6 yrs old, but brand new.
Different topic - recently, when I've tried to open a picture, I get a drop down
saying "What would you like to do with this file ??" Then I have to click "open
it," etc. How can I get rid of that ?? I want to just open the pictures,
and not hafta fool with it. Impatient Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
________________________________________________________________________________
| From: | "S Ferkey" <sferkey(at)charter.net> |
| Subject: | Re: Firestar II For Sale |
----- Original Message -----
From: "S Ferkey" <sferkey(at)charter.net>
Subject: Kolb-List: Firestar II For Sale
>
> Hi fellow Kolbers !!! Just wanted to let you know that my brother has one
of his factory quickbuild Firestar II' s for sale on ebay. If anyone has
any questions you may conntact me and I will get you an answer ASAP. Thanks
!!!
>
> Sheldon
>
>
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Can't remember if I mentioned this or not, but I learned at Sun & Fun from
Lockwood Aviation, that they are now recommendinng Penzoil Outboard motor oil
for the Rotax 618> This is the petrolium based not the synthetic blend. Again,
this is for the 618 only, not any other engines.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
| Subject: | Firestar trim tabs? |
Experienced Kolbers,
I could not find, after searching in the archives for conclusive information on
where to place the trim tabs on a Kolb Firestar II.
The Kolb model is a Firestar II with a Rotax 503 with a B-gearbox. ( I believe
the prop is turning clockwise as you stand behind the engine )
1. Which side of the rudder should I place the tab? How big? length and width?
2. Should I place a tab on both elevators, or is one tab on one elevator enough?
If, so what is the length and width?
3. What about ailerons, should they both have trim tabs? Where on the aileron,
root end or the tip end? And length and width of tab.
Come on Firestar owners, after having and flying your plane over time what you
would do if you had to do it over again.
Should I even mess with trim tabs? I know you can trim the pitch some what with
aileron reflex. What about the rudder, does it need a tab. I am planning to
do many hours of cross country flying and know that tabs would be appreciated.
Maybe I am thinking too much and should just get along and cover this thing
and fly it. Sure would appreciate your input on or off the list.
Kindest regards,
Tim Gherkins
Firestar II in fabric covering stage
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firestar trim tabs? |
Jim G/Gents/and Ladies:
Sorry I missed you while vacationing at Gila Bend
International Airport. However, I did get to
spend some quality time with Uncle Craig. :-)
If it were me, I would wait until I flew the
airplane on a short cross country to see if and
where I might need a trim tab. No need to hange
them all over the aircraft if you do not need
them.
I usually try tp put the tab on the side of the
control that will be doing the work. I use fabric
rivets because the are easy to drill out if
required. Also, .016 or .020 alum is good for
tabs, because they are easy to bend. On my
original Firestar I had a tab on right aileron,
rudder, and one elevator. After adjusting a
little to suit my needs, I had a great system that
did not need to be tampered and tinkered with. I
think the .016 I used would in fact deflect from
its original setting to compensate for increase in
airspeed. Was very happy with the way this little
airplane flew and handled.
john h
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
| Subject: | Firestar trim tabs? |
John,
Excellent input on the .016 alum. and how it would deflect with increased airspeed.
I never thought of that. With a clockwise turning prop, which side of the
rudder should I place the tab?
Uncle Craig reported on all your advise and mods on your MarkIII. He was really
impressed, especially with your paint and paint scheme.
Regards,
Tim
-----Original Message-----
From: John Hauck [mailto:jhauck(at)elmore.rr.com]
Subject: Re: Kolb-List: Firestar trim tabs?
think the .016 I used would in fact deflect from
its original setting to compensate for increase in
airspeed. Was very happy with the way this little
airplane flew and handled.
john h
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
Kolbers, are bathroom scales accurate enough to do the weight and balance? My
wife has been telling me for years how inaccurate our scale is.
Any suggestions?
Ian Heritch
San Antonio, TX
Slingshot, ready to do weight & balance
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
When I sent the message about my old wheels and brakes being for sale, I forgot
to mention that they have the 15x6.00-6 Chen Shin tires mounted. I also have
a pair of partially worn, but good Carlisle 15x6.00-6 tires that will go with
the set-up. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firestar trim tabs? |
With a clockwise turning prop, which side of the
rudder should I place the tab?
Tim G
Tim/Gang:
How come you asking an old fart who hasn't owned a
two stroke in 10 years which side to put the
rudder trim tab on? :-) The smiley face is for
all the Kolbers who feel I am a meany, or
something to that effect. hehehehe Because I
don't beat around the bush, call a spade a spade,
and tell it like it is or was, doesn't make me a
meany. Just an ornery old fart, but not as old as
my Brother Jim or a flying friend I affectionately
refer to as "old as dirt".
Since my 912S rotates opposite the two strokes, I
would guess it goes on the right or starboard side
of the rudder, with bend to right to deflect
rudder left. Ya'll check me out since I have not
drawn myself a picture of all this. Again, I
would wait and fly the bird a good bit to insure I
really understand what it needs before I start
drilling holes and riveting.
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Bathroom Scales |
She has, huh ?? Dare we answer that ?? :-) I borrowed 2 top end
bathroom scales from work (a luxury hotel), weighed myself on each of them,
then on a balance beam scale in the spa. They all agreed with each other,
so I used them. Be very careful about the plane moving while on the scales.
On my 1st attempt, with my own bathroom scale, while fooling with the
tailwheel height to get the correct angle of attack, the right landing gear
wheel rolled off the scale and trashed it. Too much weight in one corner -
bent the frame. Fairly new, good quality scale, and it was junk in about 2
seconds. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Ian Heritch" <iheritch(at)satx.rr.com>
Subject: Kolb-List: Bathroom Scales
>
> Kolbers, are bathroom scales accurate enough to do the weight and
balance? My wife has been telling me for years how inaccurate our scale is.
>
> Any suggestions?
>
> Ian Heritch
> San Antonio, TX
>
> Slingshot, ready to do weight & balance
>
>
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Re: Bathroom Scales |
Ian, you are going to need at least 3 scales, one for each wheel. Calibrate them
by weighing yourself on one and setting the others to match. You can then rotate
the scales between the wheels a couple times to make sure you are getting
accurate readings.
Bob
N57MB "Wait'n on the FAA"
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
From: "Ian Heritch" <IHERITCH(at)SATX.RR.COM>
Subject: Kolb-List: Bathroom Scales
Date: Wed, 4 Jun 2003 14:00:54 -0500
-- Kolb-List message posted by: "Ian Heritch"
Kolbers, are bathroom scales accurate enough to do the weight and balance? My wife
has been telling me for years how inaccurate our scale is.
Any suggestions?
Ian Heritch
San Antonio, TX
Slingshot, ready to do weight balance
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: Bathroom Scales |
Yes Ian, borrow 2 other scales and see if the 3 are even close. Borrow
another if one is way off. When they are in place under the wheels rotate
all of them around 3 times for an average. The general consensus you will
find is that this will be close enough.
Kip
http://www.springeraviation.net/
----- Original Message -----
From: "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com>
Subject: Re: Kolb-List: Bathroom Scales
>
>
> Ian, you are going to need at least 3 scales, one for each wheel.
Calibrate them by weighing yourself on one and setting the others to match.
You can then rotate the scales between the wheels a couple times to make
sure you are getting accurate readings.
>
> Bob
>
> N57MB "Wait'n on the FAA"
>
>
> Bob, Kathleen, and Kory BrociousTenacity Farm
>
> Campbellsburg, Kentucky
>
>
> From: "Ian Heritch" <IHERITCH(at)SATX.RR.COM>
> To:
> Subject: Kolb-List: Bathroom Scales
> Date: Wed, 4 Jun 2003 14:00:54 -0500
>
> -- Kolb-List message posted by: "Ian Heritch"
>
> Kolbers, are bathroom scales accurate enough to do the weight and balance?
My wife has been telling me for years how inaccurate our scale is.
>
> Any suggestions?
>
> Ian Heritch
> San Antonio, TX
>
> Slingshot, ready to do weight balance
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Firestar trim tabs? |
>
>Experienced Kolbers,
>
>I could not find, after searching in the archives for conclusive information on
where to place the trim tabs on a Kolb Firestar II.
>
>The Kolb model is a Firestar II with a Rotax 503 with a B-gearbox. ( I believe
the prop is turning clockwise as you stand behind the engine )
>
>1. Which side of the rudder should I place the tab? How big? length and width?
>
>2. Should I place a tab on both elevators, or is one tab on one elevator enough?
If, so what is the length and width?
>
>3. What about ailerons, should they both have trim tabs? Where on the aileron,
root end or the tip end? And length and width of tab.
>
Tim,
1. Assuming your Firestar II is reasonably well rigged, there is no need for a
tab on the rudder. Just adjust engine tilt until the ball becomes centered at
cruise with no pressure on the rudder pedals. See:
http://www.thirdshift.com/jack/firefly/firefly56.html
2. & 3. Very light in cockpit adjustable trims can be fitted to the aileron and
elevator control horns in the cockpit with the use of guitar string tighteners,
woven fish line and some bungee cord. There is nothing to come loose on the
elevator or aileron and the possible flutter problems if it does come loose.
These trim mechanisms can be seen at:
http://www.thirdshift.com/jack/firefly/firefly57.html
http://www.thirdshift.com/jack/firefly/firefly51.html
http://www.thirdshift.com/jack/firefly/firefly76.html
It is best to test fly without trim so that one can determine where the trims need
to be placed. If one has to fly with too much back or forward stick, one
may want to adjust the leading edge of the horizontal stabilizer before addressing
elevator trim.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Monument Valley 2003 |
Kolbers:
These are pics taken by Jim Hefner. The aerial
shots were made from his Kolb Fire Fly:
http://home.sw.rr.com/jhauck/Monument%20Valley%202003/Jim%20Hefner/
john h
________________________________________________________________________________
| From: | "Don Martin" <kolbdriver(at)hotmail.com> |
| Subject: | Ultralight trailer |
Hello members,
I've got the chance to buy a 25 ft trailer for my Firestar II, but don't if
it's suitable. The trailer has tandem torsion axles, each rated at 3,500
lbs. Think it was originally designed as a snowmobile (4) trailer, and the
owner had its roof raised 1 ft for more prop and tail clearance. Has only
about 800 miles on it so far.
Would the suspension be too stiff for an ultralight? Can the torsion axles
be "detuned" to a softer suspension?
Thanks.
Don Kolbdriver(at)hotmail.com
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: Ultralight trailer |
Don,
I have almost the same trailer, and because of the torsion bar axles, it
rides really smooth. The only problem is that it takes a good tow
vehicle, not because of weight, but because of the amount of air.
John Jung
________________________________________________________________________________
| From: | BILLBEAM(at)aol.com |
| Subject: | Re: Visitor to KGKY |
You Southern Kentucky jocks. Just heard on the news that someone was killed
in an ultralight crash around Somerset, Ky. Any information??
308 Jessamine Station Road
Wilmore, Kentucky 40390
Phone: 859-858-3168
________________________________________________________________________________
| From: | BILLBEAM(at)aol.com |
| Subject: | Re: Visitor to KGKY |
Just got the word that the fatality near Somerset, KY was William Steelman.
It was not a Kolb.
________________________________________________________________________________
| From: | BILLBEAM(at)aol.com |
John,
Somerset is about 35 miles west of London. I believe the factory guys use a
London address. Howard Ping is running his Firestar in the Somerset area. He
probably knows the
deceased.
Bill
Wilmore, Kentucky 40390
Phone: 859-858-3168
________________________________________________________________________________
| From: | "Gary robert voigt" <johndeereantique(at)qwest.net> |
| Subject: | Re: Ultralight trailer |
Don, you can not change the torsion aspect of it and you would not want to
because it is all welded in...i don't know what you are going to pay but it
sounds like a nice trailer. if the curb weight of the trailer is 3500 lbs. like
mine is, that means you can only haul 3500 lbs. which is way more than you will
ever probably haul but if you go to 2 - 2000 axels that means you can only haul
500 lbs. because you are over the gross weight and say you want to sell it
someday for a car hauler....not too many cars under 500 lbs. except maybe for a
yougo....there goes your resale value. i love my haulmark and would not trade it
for anything.
thanks,
Gary r. voigt
Don Martin wrote:
>
> Hello members,
>
> I've got the chance to buy a 25 ft trailer for my Firestar II, but don't if
> it's suitable. The trailer has tandem torsion axles, each rated at 3,500
> lbs. Think it was originally designed as a snowmobile (4) trailer, and the
> owner had its roof raised 1 ft for more prop and tail clearance. Has only
> about 800 miles on it so far.
>
> Would the suspension be too stiff for an ultralight? Can the torsion axles
> be "detuned" to a softer suspension?
>
> Thanks.
>
> Don Kolbdriver(at)hotmail.com
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: storage and wheels |
SpamAssassin (Message larger than max testing size)
any one know who owns this one?
----- Original Message -----
From: "Ed Steuber" <esteuber(at)rochester.rr.com>
Subject: Kolb-List: storage and wheels
>
> Ronnie,
> I think the only reasonable place for storage of a good amount of
camping and maintenance items would be above the engine in the triangle
area.....You could make a permanent or temporary storage area by using vinyl
covered clamps that will attach to the tubing with no welding.. I had a 5
gallon plastic gas tank that fit in that area on my last Ultrastar that did
not make any difference to propellar air or airspeed. I plan on using this
area again on the new Ultrastar which will give me the option on trips of 11
gallons but still removable . Look in the photo share and you can see the
plastic tank position on my old Ultrastar..
>
> Don.
> Go with the 6 inch rims , tires and tubes. I only know about the
aluminum and not the plastic. I did have considerable trouble with the Azusa
wheels because of assembly problems concerning wobble. The only solution was
to assenble everything on the axle and torque very carefully...never got it
perfect but acceptable. Tracy Obrien brakes recquired a lot of screwing
around to make acceptable......Although I do like the result . Good Luck
>
Ed in Western NY
>
>
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Visitor to KGKY |
At 10:47 PM 6/5/2003, you wrote:
>Maybe
>there will some more Kolbs up there. This will be my first time there. Any
>lurkers planning on attending besides John and I?
>
> Ed Diebel (Getting ready to install 447 )
Ed --
There should be a small contingent of fat UL-ers from Bailes Airport,
Angleton, Texas, heading for Bowie. Bailes is about 20 miles south of
Houston, and a very active ultralight airport (7R9), and EAA Chapter (347).
You should run into John Wall in his blue and white Challenger II, John
Riley in his red and white RANS S-12XL, and Russell Hakanson in his newly
repaired SkyBoy, draped in a patriotic red, white and blue. These folks
are as friendly as they come, so if you see 'em, stop and say howdy!
-- Robert
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Here is the link about the crash near London:
http://www.kentucky.com/mld/kentucky/news/state/6026085.htm
On TV they talked about the E number number on the tail indicating that it was
an experimental plane. I think that would be the European designation for the
Czech-made plane. Is that correct?
Clay Stuart
Danville KY
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
and another... yesterday, i believe
not sure of all the details other than as stated here... but the message
here is clear. we must always be on the path towards safe flights. as a
pilot i think of each flite i take and the joy of the 'marvel of flight' and
how special it is to go up there and encounter the magic.... just some
knowledge, skill and a bunch of parts... yet i never forget that it is a
combination of parts and things that allows for the possibility... and for
this flight do i have it all together so that the unexpected will not show
its ugly head? will all the parts perform each's contribution to the
required function? i am aware of several recent losses in ga aviation of
highly skilled pilots, lots of time, where aviation was a life style for
them... yet despite all the experience and knowledge... murphy's law showed
up. despite all the safety they had a failure. and it cost them and their
passenges their lives.
one can only share these sorts of posts. the losses of these families are
shared by the entire aviation community.
one must endeavor at all costs to manage the weather issue and the
combination of parts... so that the magic never disappears.
be safe! be careful!
jg
----- Original Message -----
From: Phil
Subject: [Alaskan Aviators] Re: Another tragedy
Joe
Every time I hear of an aircraft crash pray it wasn't someone I
know. Mike Jackober will be dearly missed, I stopped in to say hi
and have a cup of coffee with Mike whenever I was in the area. He
was always interested in how things where going in Fairbanks and one
of the few ultralight enthusiasts that was truely interested in all
aspects of aviation. He helped me though some rough times with my
ultralight and was certainly the most knowlegable and skilled trike
pilot in the state. He was also internationally know for some of his
innovations, especially his in flight mixture control for Rotax 2
cycle engines. This is truely a great loss to aviation, I will miss
him...
Phil
--- In alaskanaviators(at)yahoogroups.com, "captaincook9611"
<captaincook9611@y...> wrote:
> Sadly, there was another fatal ultralight accident today when a
> training flight went down at Birchwood. Mike Jacober and a student
> pilot from Homer were on board. Initial reports are there may have
> been structural seperation according to a police witness of the
> scene.
> Mike owned Arctic Sparrow Ultralights at Birchwood and was argueably
> the
> highest time ultralight pilot in the State, and one time even flew
> over
> McKinley in one. He will be missed.
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
I too had the pleasure of meeting Mike while I was in Alaska a couple of years
ago. He showed me all through his hanger and flight operations. I also bought
his in flight mixture controls for both of my Firestars. He was a true professional
and a dedicated ultralight enthusiast. Our Sport will miss him.
My two Firestars are still for sale.
George Thompson
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Mike Jackober |
what was he flying?
----- Original Message -----
From: "George Thompson" <eagle1(at)commspeed.net>
Subject: Kolb-List: Mike Jackober
>
> I too had the pleasure of meeting Mike while I was in Alaska a couple
of years ago. He showed me all through his hanger and flight operations. I
also bought his in flight mixture controls for both of my Firestars. He was
a true professional and a dedicated ultralight enthusiast. Our Sport will
miss him.
>
> My two Firestars are still for sale.
>
> George Thompson
>
>
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: Mike Jackober |
Mike did most of his training and flying in Trikes and I do not know sure, I
think it would be a two place Trike with a student aboard.
----- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Re: Kolb-List: Mike Jackober
>
> what was he flying?
> ----- Original Message -----
> From: "George Thompson" <eagle1(at)commspeed.net>
> To:
> Subject: Kolb-List: Mike Jackober
>
>
> >
> > I too had the pleasure of meeting Mike while I was in Alaska a
couple
> of years ago. He showed me all through his hanger and flight operations. I
> also bought his in flight mixture controls for both of my Firestars. He
was
> a true professional and a dedicated ultralight enthusiast. Our Sport will
> miss him.
> >
> > My two Firestars are still for sale.
> >
> > George Thompson
> >
> >
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Monument Valley Flight |
Hi Ya'll:
Started playing around with some pics I took on my
flight out west.
1. Coming out of Stove Pipe Wells, Death Valley,
California, to the west:
http://home.sw.rr.com/jhauck/Monument%20Valley%202003/jhauck/Pass%20out%20of%20Stove%20Pipe%20Wells,%20Desert%20Valley.JPG
2. Ship Rock, NM:
http://home.sw.rr.com/jhauck/Monument%20Valley%202003/jhauck/Ship%20Rock,%20NM.JPG
3. San Joaquin Valley between Turlock and
Watsonville, California:
http://home.sw.rr.com/jhauck/Monument%20Valley%202003/jhauck/San%20Joaquin%20Valley.JPG
Stuck these up on the index page to see how they
would come out.
Got lot more when I get time to work with them.
john h
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
http://www.ultralightnews.ca/sunfun03/8.htm A new 4 stroke alternative. Anybody seen this engine yet? Kirk
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Rick and curious bystanders, with the dry sump I have about 2" clearance
to the boom tube with a 70" prop. Mine is mounted in the standard upright
position. Initial runs with the prop at approx 12 deg yielded about 3800
rpm static. Before I make any changes I'll check the accuracy of the
tach with a handheld optical unit. I believe 4000 static would be about
right for me. The geo develops peak torque at 3500 rpm and stays flat
up to about 5000, thereafter falling off. 60 ftlbs @ 3500 and intersecting
the 582 curve at 6000rpm and 55 ftlbs. -BB
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
>>>>>>>> With a clockwise turning prop, which side of the
rudder should I place the tab?
Tim G
Again, I
would wait and fly the bird a good bit to insure I
really understand what it needs before I start
drilling holes and riveting.
john h<<<<<<<<<<
I am with john here
I would not be too big a hurry to add tabs until i had a chance to fly the plane
.... untill you fly it you dont know if it even needs one.... After you fly
you will have an idea of how much control pressure it takes and can adjust
the size and bend as necessary.
boyd
________________________________________________________________________________
I saw that Ilmore at Sun'n'Fun and talked to the reps. The engine is a
spin-off of a model they made for the US Gov trials on UAV powerplants. With
the expanded use of UAV's by the military and the contracts to be yet bid,
this engine is hoped to compete in a 100 hp class for UAV's and if they get
the contract, they will offer it to the light aircraft market.
Ilmore was NOT awarded the 150 hp class bid, and that is why we never saw
the larger engine on the civilian market
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "James" <jamesl(at)acncanada.net> |
| Subject: | Firestar II for sale. |
Selling :1995 Firestar II, 120 TT ,503 DCDI.three blade IVO. pull start,airspeed,alt.,and
compass plus engine instruments.Located southern Ontario (Wheatley)
$12500.cdn.
Jim ,email or phone 519-825-3569
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
Rick,
If your had to hang your VW engine from a hook with everything but the
prop, what would it weigh?
Also what kind of fuel consumption are you seeing?
I like the VW but they seem heavy.
jerb
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
I never weighed the complete VW engine package but when I add up the weights
that Great Plains Aircraft publishes (I consider them to much more
reputable) I figured it once to be app 10lbs more than a Rotax 912. My fuel
burn appears to be between 3.5 and 5 gallons per hour depending on the power
usage. I need to start doing some cross county flying to get a good fuel
usage figure but it will be in the 3.5-4 GPH range at a low power 3200RPM
75MPH cruise.
Currently my MKIII likes to fly in the 75-79MPH range. I have a number of
streamlining plans, the first of which will be pulling in the doors like the
Richard Pike has done but I wanted to keep the airframe the same till I
finished all the engine work.
My current air speeds are:
RPM MPH(GPS)
3000 70
3200 75
3300 78-79
3700 93 Full Throttle
3400 55 Full Throttle Climb
3500 60 Full Throttle Climb
As you can see at 3200RPM cruise the engine is loafing and will hopefully
live a long and happy life. The reduction drive engine has had a problem
with low CHT and oil temps that I'm still working on eg. oil temp of no more
than 180 degrees and CHT of 300 degrees but these are easy problems. The CHT
on the ground has to be watched as it will climb if I sit on the ground
running too long (10 minutes maximum) with no air blowing thru the cooling
scoops.
Rick Neilsen
Redrive VW powered MKIII classic
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of jerb
Subject: Re: Kolb-List: RE: Geo
Rick,
If your had to hang your VW engine from a hook with everything but the
prop, what would it weigh?
Also what kind of fuel consumption are you seeing?
I like the VW but they seem heavy.
jerb
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Michigan Thumb Tour |
Well, fellow Kolbers, the trip around Michigan's Thumb was a big success and a
big hit with the local populace. If you'd like to see a few pictures I took, here's
a link:
http://www.hiperlightaircraft.com/thumb_tour_03/
There were 13 planes, 4 of which were Kolbs!
Mark II - Ken Fackler (hey, that's me!)
Mark II - Ken Beaupre
Firefly - Dominic Tringali
Firestar - Mark Grey
The first three are all based at my home field.
-Ken Fackler
Mark II / 503
Rochester MI
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
2003 GSFA AIR RALLY
Saturday, June 14 (Campers Welcome Fri-Sat; rain date: June 15)
Etowah Bend Gliderport, Kingston , Ga
Flying Competition: (Torpedo Run, Bomb Drop, Spot Landing);
RC Airplane demos, Raffles ,Silent Auction, Campfire,
All Nite Poker Game (bring lots of money and the title to your plane)
Great Food, Fun, Candy Drop & Moonwalk for the Kids
directions
http://www.georgiasportflyers.com/pages/ar.htm
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> 2003 GSFA AIR RALLY
> Saturday, June 14 (Campers Welcome Fri-Sat; rain date: June 15)
> Etowah Bend Gliderport, Kingston , Ga
Possum/Gang:
I'll try and be there. Think we might be able to
go over to that little resturant we went to last
year?
Folks, this is a good little flyin and a lot of
fun. Located in a great area.
john h
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: Michigan Thumb Tour |
And did you know that the teeny town at the end of the Thumb is
Grindstone City...and the next town south is Bad Axe. Put IFF on radar
at Bad Axe in '51.
Bob N.
________________________________________________________________________________
| From: | "Jim Bryan" <jimwbryan(at)hotmail.com> |
Can Anybody Help!!!
Is there any body in the good ole U.S of A can help me in locating either Richard
Swinderski or Gene Ledbetter. Both of the posted e:mail adds don't seem to
work
I need help in building a covered trailer for my Mk3.
Regards,
Jim Bryan
Protect your PC from e-mail viruses. Get MSN 8 today.
________________________________________________________________________________
| From: | <gdledbetter1(at)fuse.net> |
| Subject: | Re: Kolb trailers |
Jim,
You can call me at 513-984-4009.
Gene Ledbetter
Email is gdledbetter1(at)fuse.net
Very often, the 1 is not noticed in my email address.
------------------------------------------------
> Can Anybody Help!!!
>
> Is there any body in the good ole U.S of A can help me in
locating either Richard Swinderski or Gene Ledbetter. Both
of the posted e:mail adds don't seem to work
> I need help in building a covered trailer for my Mk3.
> Regards,
>
> Jim Bryan
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Drag Reduction, FireFly Wing Strut Fairings & A Quieter FireFly |
Kolbers,
I have been looking at reducing drag while remaining Part 103 compliant. At 55
mphi one can calculate/estimate the horsepower required to overcome the drag
of various components.
Struts -> 1.7 hp
Rear of fuselage -> 1.4 hp (covered from top to bottom)
All 5/16 OD trailing edges -> 0.8 hp
Aileron/flaperon torque tubes -> 0.6 hp
Aileron push rod tubes -> .2 hp
Tail wires -> .2 hp
If one fairs all these out, one could expect to reduce the horsepower to fly 55
mphi by 4.5 hp, and remain Part 103 compliant. Other areas for drag reduction
would be the wing mid section, and the gap between the horizontal stabilizer
and the fuselage tube.
I started by mounting some fairings to the original round tube struts on the FireFly.
My out of pocket cost was minimal, but I have several hours invested in
figuring out how to get them made. They came out about twice as heavy as I
thought they would be. The total weight gain was 12 ounces.
I mounted the struts yesterday and flew for about 45 minutes. I expected the FireFly
to cruise a little better, but the most noticeable effect was that the
FireFly is quieter because the struts do not strum in the wind as one flies.
I never noticed they strummed until the noise was gone. It was a normal sound
of flying the FireFly. After thinking about it I realized this strumming is
caused by the vortices generated on the back side of the tubing, first from one
side and then the other. This caused the tubes to vibrate up and down perpendicular
to the airflow. The fairings stiffen and improve the air flow about
the struts which minimize vortex generation.
I put up a new page at:
http://www.thirdshift.com/jack/firefly/firefly91.html
Now to go for the back of the fuselage.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Monument Valley Pics |
All:
Here are some MV pics by Dennis Kirby of Cedar
Crest, NM:
http://home.sw.rr.com/jhauck/Dennis%20Kirby/
After you get to the index page, click on the
individual file to bring up the pic. Then hit the
back button to go back to the index page. The
name of the file explains who is in the pic,
except for "Bunch". The hoodlums, left to right
are:
Tom Kuffel
Ziggy
Boyd Young
Arizona Dave Pelletier
John Hauck
Eric Weaver
Dennis Kirby
John Williamson
Jim Hefner
Camera shy is Big Lar, alias Larry Bourne
Take care,
john h
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
| Subject: | Re: Monument Valley Pics |
John H. and Listers,
Thanks for the great photos John.
I have added a couple of more links on my website so these photos can be
found very easy.
http://home.attbi.com/~kolbrapilot/OtherKolbPhotos.htm
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 331 hours
http://home.attbi.com/~kolbrapilot
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Lights?! Lights?! We don't need no stinking lights! |
Folks,
My Mark III is/was ready for inspection, maybe. I just read FAR 91, Section 91.205.
Here's the part that confused me... .
For small civil airplanes certificated after March 11, 1996, in accordance with
part 23 of this chapter, an approved aviation red or aviation white anticollision
light system. In the event of failure of any light of the anticollision light
system, operation of the aircraft may continue to a location where repairs
or replacement can be made.
Do I have to have a light on my Mark III to pass inspection? I am certifying it
for VFR day only.
Thanx ... Bob
________________________________________________________________________________
| Subject: | Re: Drag Reduction, FireFly Wing Strut Fairings & A Quieter |
FireFly
Jack, very interesting this strut stuff!
Something I have been wondering about our FireFlys tho. The wing seems just
the same as a Firestar..but shorter. The wing loading is also about equal if
the Firefly is kept light within reason...now...why do we have 2 struts and
they have Just one?
I have heard speculation about Dennis designing 2 struts on the Firefly to
slow it down and remain within part 103...I am gonna have to hear that from
Dennis himself I think ..seems pretty odd to me...as it is too fast
still....HE coulda just used a smaller engine, that would have made a whole
lot more sense.
What I would like to know is if anyone has attempted to use one strut on a
firefly or anyone has seen this done?
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Lights?! Lights?! We don't need no stinking lights! |
No
Cy Galley
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
----- Original Message -----
From: "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com>
Subject: Kolb-List: Lights?! Lights?! We don't need no stinking lights!
>
>
> Folks,
> My Mark III is/was ready for inspection, maybe. I just read FAR 91,
Section 91.205. Here's the part that confused me... .
>
>
> For small civil airplanes certificated after March 11, 1996, in accordance
with part 23 of this chapter, an approved aviation red or aviation white
anticollision light system. In the event of failure of any light of the
anticollision light system, operation of the aircraft may continue to a
location where repairs or replacement can be made.
>
> Do I have to have a light on my Mark III to pass inspection? I am
certifying it for VFR day only.
>
>
> Thanx ... Bob
>
>
________________________________________________________________________________
| From: | Scott Trask <sctrask(at)diisd.org> |
Yo, all you trolls down there in Lower Michigan,
If you want to come on up to God's Country (the U.P.) on your way to
Oshkosh, this UPer would be happy to guide you all in to Oshkosh Fly-In this
year. You'd be welcome to hang your hat here on the back forty.
Scott Trask Mk111 @ IMT
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
Hey Scott
I would like that. I haven't done any cross country work in my MKIII "YET"
so it is a bit of a stretch to confirm that I will be there but at this
point I'm planning on Oshkosh and the God's county route sounds like the
best way to go. How far are you from Oshkosh and when are you planning to
attend?
Rick Neilsen
Redrive VW Powered MKIII
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Scott Trask
Subject: Kolb-List: Oshkosh fly-in
Yo, all you trolls down there in Lower Michigan,
If you want to come on up to God's Country (the U.P.) on your way to
Oshkosh, this UPer would be happy to guide you all in to Oshkosh Fly-In this
year. You'd be welcome to hang your hat here on the back forty.
Scott Trask Mk111 @ IMT
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Two Struts Per Wing on FireFly |
>I have heard speculation about Dennis designing 2 struts on the Firefly to
>slow it down and remain within part 103...I am gonna have to hear that from
>Dennis himself I think ..seems pretty odd to me...as it is too fast
>still....HE coulda just used a smaller engine, that would have made a whole
>lot more sense.
>
Don,
It all has to do with trying to keep the FireFly with in the ultra light vehicle
envelope. You can see for your self at:
http://www.thirdshift.com/jack/firefly/fireflylegal.html
All the calculations are there to see if the FireFly meets Part 103-7 requirements.
In defense of Dennis choice of engine, one must remember that the Dennis
had to design with the Rotax 447 because at that time there was not much to choose
from. To get rid of that power, he was forced to use the four struts, the
pilot half exposed, etc. to come up with an acceptable drag factor.
Also, one must remember that by meeting the design parameters in Part 103-7 Appendixes
fulfills the requirements for an aircraft to be called an ultra light
vehicle. Under these constrains, if you can get it to cruise faster than 63 mph
and stall faster than 27 mph, it remains a legal ultra light vehicle.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
They/we will be setting things up all day Friday and camping out Friday
nite - if the weather is good.
Mostly "them" - it's good for the new members to take charge ain't it?
Probably will be camping out on Saturday nite too. But you never can tell
about Saturday.
Come over and I'll buy the frog legs at "that restaurant" on the river -
and you eat them.
>
>
> > 2003 GSFA AIR RALLY
> > Saturday, June 14 (Campers Welcome Fri-Sat; rain date: June 15)
> > Etowah Bend Gliderport, Kingston , Ga
>
>Possum/Gang:
>
>I'll try and be there. Think we might be able to
>go over to that little resturant we went to last
>year?
>
>Folks, this is a good little flyin and a lot of
>fun. Located in a great area.
>
>john h
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
>Possum/All:
>
>I'll plan on flying up Sat morning if I can get up
>and out of here early, unless I am going to miss
>something Friday, other than work.
----------
Here's what you'll be missing -
I'd come Sat. morning - if I was you.
I'll email Highsmith, you find Steve Green.
----------
May 31, 2003 Mid-Month Punch ListMeeting
Fuel was discussed. It will be picked up in a 50 gallon tank, kept on the
bed of
a pickup truck and mixed using PENNZOIL Aircraft OIL in separate 6 gallon
containers then sold at cost to who wants to purchase gas. Fuel to be
delivered by the use of the pick up truck to planes. 93 AMOCO Octane will
be used. We will refill the 50 gallon tank as needed.
Bill Wood is responsible to pick up the Chuck Wagon. Thanks Bill!
Friday evening prior to the air Rally folks are welcome to camp-out as well
as help with last minute setup!! There was discussion of a dinner and
breakfast, and maybe a bonfire, if enough folks showed interest in this
activity. There is a shower in the clubhouse for guests.
Air Boss/runway lights were discussed next. Richard Logue has a large green
and red traffic light with 12 lenses that will be used to signal pilots of
landing conditions.
Kim Arrowood presided over the meeting. Kim went over items on her
Punch-list.
P.A. System: System available, all arrangements confirmed.
Candy Drop: Falls under games. 3 candy drops done during last years rally.
RC Helicopter, Trike, Ultralight. Person buying food to pick up candy at
that time.
Fuel: Ready. Have(2) 6 gallon plastic containers to mix fuel and have
portable 2-way
radios to be used to call fuel truck. We still need a fuel sign with price
and contact
persons name to buy fuel.
Media: Video cameras (2) ready with extra Hi 8 Film and extra battery
packs. It is
requested that anyone shooting video or digital pictures at the rally
please contact me (Hugo Garcia) so I can arrange to get copies of pictures
and videos we want to use your videos and pictures on the GSFA website. The
website has the capability to
show video clips as well as still images. We will compile a 5-10 min video
recap of this years festivities in a streaming video for the website.
T-Shirts: Have 150 T-shirts cost $1087. Invoice to be paid after the air
rally sales.
We got a flat rate for all shirts even the XXL were priced the same.
Runway: The runway needed inspection to locate pot holes and filled these
in with dirt. This task will be done Monday June 9th.
Treasury: We will need $100 of change. It is asked that GSFA please bring
plenty of small bills should change be needed we can ask members to change
larger bills for smaller bills. Thanks!
Aviation Radios: We have radios for the Air Boss and crew, additional
loaner aviation radios or 2-way radios would be welcome.
Generators and Extension Cords, Fuel for Generators: Ready.
Food/Igloos/Ice: Cook staff and crew in place. Kim will round up the food
and candy and ice.
Menu: Hotdogs, hamburgers, baked beans, chips, sodas/bottled water, bags of
Famous Amos Cookies. Chuck Wagon pickup and return arranged. Water sales
were discussed and bottled water will be available for sale.
Scaffolding: Ready. To be obtained same place as last year.
Tables/Chairs/Moon Walk: All theses items rented same place as moon walk.
Parking: The Boy Scout troop helping with parking will be at the field
Saturday at
8am. Three volunteers are need to teach scouts about aviation so they can
earn aviation merit badges. Please contact Kim Arrowwood to volunteer if
interested, there are certain requirements the scouts need to complete to
earn this badge.
Insurance: The final discussion was on the cost of the use of Etowah Bend
facilities. In the past the club has paid of the insurance cost about
$400 at Etowah Bend in return for the use of these facilities. There is
strong indication that the insurance will go up and GSFAs share maybe
$800-1200 per year. This issue was left unresolved until we get a firm
quote of what will be due for the use of Etowah Bend, and will probably be
an item on the GSFA Website for members to vote on this expenditures
approval. All in attendance indicated even at the increased price the
facilities were excellent, convenient, Better facilities probably were not
available.
>
>
> > Probably will be camping out on Saturday nite too. But you never can tell
> > about Saturday.
> > Come over and I'll buy the frog legs at "that restaurant" on the river -
> > and you eat them.
>
>
>Have you heard from any of the other Kolbers or
>the guys in Panama City?
>
>Steven Green should fly down. Have not heard from
>him. Gave Steven a ride in the Mark III at Etowah
>several years ago.
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | What gas to burn ? |
I understand that here in NY, all gas manufacturers will be ban from using
MTBE. This is the additive that Rotax says is ok in 2 stroke engines. Some gas
companies use alcohol based additives which are not good for 2 strokes. Up to
this point , pilots in this area have been using Hess or Sunoco which have been
using MTBE. With the upcoming ban on MTBE ,on or before the first of the
year, I,m not sure what we are going to do? Have any of you on the list ran into
this problem and how did you deal with it. Possibly some companies will not put
additives in at all, but most do to boost the octane rating.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Michigans Thumb |
I am new to the Kolb List and would like to meet you when you come through Niagara
Falls area. I live in Tonawanda a northern suburb of Buffalo and keep my plane
at Buffalo Airfield (9G0), southeast side of Buffalo. If you are planning
on viewing the falls from the air, there is now a permanent NOTAM and TFR which
dictates and limits the way one can fly over the falls. 3500' min., clockwise
pattern, radio announce position etc. etc. etc.
Thom in Buffalo
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Drag Reduction, FireFly Wing Strut Fairings & A |
Quieter FireFly
>
>Seems like I remember an old Waco? Stinson? (something) that had two struts
>per side, and the bottom third of the strut gap on each side was joined
>with one large streamline to reduce the interference drag caused by the one
>strut being close behind the other. Might be worth taking a real close look
>at the chart in the Part 103 documentation and see if you could get away
>with fairing/combining part/a lot of the lower part of the two struts
>together and still make the legalities work? Or would it cause too much
>trouble setting up/breaking down the aircraft? Would it be worth the trouble?
>
Richard,
Dennis used just about the minimum distance for the struts to count, and he separated
the upper ends to meet the eight inch criteria. When I mounted the faired
struts to the lower mount, I had to trim away some of the fairing material
so that so that the lower ends of both struts do become pretty much as one.
One has to be careful to still meet the four foot length requirement. The part
relating to struts from Part 103-7 is shown below:
Maximum Level Flight Air Speed Calculations - Appendix
1
********************************************************
5. Exposed Struts Drag Factor (total struts over 4 feet long
and 45 to 90 degrees to airflow [excluding those associated
with landing gear] = __4__ x 0.4) .............................
__1.60__
The number of wires or struts, not associated with the landing
gear,
which are OVER 4 FEET LONG with an angle of 45 TO 90 DEGREES
TO THE
AIRFLOW are counted and multiplied times the given values.
... Wires or
struts located parallel to and behind other wires or struts
in the airflow
are not counted if they do not flare uniformally away from
any common
attaching point, achieving a minimum separation of at least
8 inches.
---------
At the hangar, I am going to have to play with some more foam to see if I can shape
some smooth transistions between the upper strut ends and the bottom of the
wing and the lower strut ends and the fuselage. I believe the trick is going
to be how to use some light quick disconnects to these shapes so that they
will not complicate wing folding. But this will have to wait while I will after
the larger drag components.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
I dont have any on mine and it passed.
boyd
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
| Subject: | Firefly Wanted to buy! |
I am looking for a Firefly in any stage of
construction from Kit to complete and flying. Prefer
without engine.
Located in Ontario Canada near Detroit MI.
Yours truly
Wayne F Wilson
wfwilson1(at)yahoo.ca
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Fireflyers,
Is there a better place to mount the mikuni fuel pump, than on the tab
under the rear lord mount that the plans call for? Have they changed the
location on the newer fireflies? Also, is there a need for a rubber washer or
grommet under the fuel pump to reduce vibration? Seems Ive seen where they mounted
a
pump on a piece of 3/4x 3/4 x1/16 angle. Thanks to those who have helped in
the past.
Ed ( Installing 447 in Houston)
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
John/All
The coordinates for my airport are N 42 43.061 W 84 43.321 on aircraft maps
I'm 1.25 statute miles due west of the Lansing VOR. The runway is really
only a one way strip due to trees and power lines on the east end so I take
off on 26 and land on 08. It is app 1400 ft long, grass. It is my private
strip and with lots of area for camping. Everyone is welcome.
You may want to buzz the runway to check for or scare off the deer.
Rick Neilsen
Redrive VW powered MKIII
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck
Subject: Re: Kolb-List: Oshkosh fly-in
> Let me know and I will send coordinates and directions for my strip.
>
> Rick Neilsen
Rick/All:
Send the your coords.
I have no firm plans now, but would file the
coords away just in case.
I flew up through Michigan in 1989, in the
Firestar. RON's at Linden, MI. Then on up to
Sault Saint Marie, and across to Manistique for
another RON. Came into OSH from the North that
year. Might be nice to refly that route again.
Will let you know what I decided to do when the
time comes.
Have not heard from Scott Trask yet.
Take care,
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: Oshkosh fly-in |
As long as us Michiganders are at it. My GPS N 43 10.8 W 83 21.1
Lots of camping room, pond for a dip or catch a bass, plenty of shade. 2100
feet 9/27 one mile east of the north and south branch of the Flint
river. Watch for deer and wild turkeys. Kirk
________________________________________________________________________________
| From: | Scott Trask <sctrask(at)diisd.org> |
This is what I propose. I'm off of work from July 25 to Aug.8. We can
leave the first nice day or evening at the start of the event. If it looks
like it would be better to leave in the late afternoon we could. We could
stay the night at a private strip. A friend has very nice place 10 miles
from OSH. He has rooms and sometimes hanger space.
I'm 120 miles north from OSH. N4553.478 W088 04.598 When it gets a
little closer to the event we can touch base who's going and more details. I
have other ideas that we can kick around off site. Looking forward to it.
Scott Trask IMT
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Oshkosh fly-in |
>
>
>I think it would be cool to have a dozen or so
>Kolbs hit the Ultralight Airstrip in the UL area
>at OSH a the same time. :-)
>
>john h
Depending on the legalities I would like to try that next year. Count me
in if you don't mind flying with a foreigner.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
What is the problem with it mounted directly to the bracket on the FireFly,
works for us. I've seen Phantoms with them mounted directly on the engine,
works for them. Keep the pulse line short 12" or less and use pulse line
not the thinner wall fuel line. Is there something I and Kolb missed?
jerb
>
>
> Fireflyers,
> Is there a better place to mount the mikuni fuel pump, than on the tab
>under the rear lord mount that the plans call for? Have they changed the
>location on the newer fireflies? Also, is there a need for a rubber washer or
>grommet under the fuel pump to reduce vibration? Seems Ive seen where they
>mounted a
>pump on a piece of 3/4x 3/4 x1/16 angle. Thanks to those who have helped in
>the past.
>
> Ed ( Installing 447 in Houston)
>
>
May 08, 2003 - June 11, 2003
Kolb-Archive.digest.vol-ei