Kolb-Archive.digest.vol-ej
June 11, 2003 - July 17, 2003
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Oshkosh fly-in |
> Depending on the legalities I would like to try that next year. Count me
> in if you don't mind flying with a foreigner.
Woody/All:
Personally, I put you and the rest of the guys
from all over the world right in there with the
rest of the Kolb family. When we get together, we
don't have any foreigners, just folks that live in
different places and bring a lot of experience and
information together for us to use and enjoy.
Would be honored to fly in to OSH with any of you
all.
john h
________________________________________________________________________________
| From: | Gene Ledbetter <gdledbetter1(at)fuse.net> |
I have 200 hours on the Firefly with the fuel pump mounted in the
standard position without any problem. I agree that this location
minimizes the length of pulse line. Seems like a good thing to me.
Gene Ledbetter
Cincinnati
Firefly 200+ hrs
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | For Sale - Kolb FireFly |
For Sale:
We need hangar space so one of our toys must go.
Kolb FireFly - Folding Wing Rotax 447 ~150 Hrs Wht-Red 6" Whls Brks Chute
EIS Enclosure Located N-Dallas TX Were not going to give it away but we're
willing to talk.
Contact: Jerry 972-517-0946 jerryb(at)airmail.net
Gary 972-242-1620 N-Dallas TX ghansen(at)airmail.net
________________________________________________________________________________
| From: | NealMcCann(at)aol.com |
| Subject: | Re: Oshkosh Fly-in |
To list,
Our club experience with Oshkosh (from Chicago area), depart from our local
strips on agreed time and rendevous at Dacy (Harvard, IL) or Galt (5 W of Dacy)
10 S of WI boarder.
We then group up in squadrons of likeness (speed, radios, etc.) fly N to
Dodge Co. (Juneau), call the Red Barn at Oshkosh for a window of time and give
them an account of how many. We might have 2 or 3 Kolbs in the group. We have
several groups going up at different times and we organize this through several
local clubs. Our club is Fox Valley Flying Club (foxvalleyflyingclub.com) and
usually utilize e-mail and club meetings for time schedule. We always welcome
all ultralights to join in. See ya on the south 40...
Neal McCann 708 346-5702
Firestar II - 503
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 6/11/03 9:17:08 PM Central Standard Time,
ulflyer(at)airmail.net writes:
<< 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 >>
Jerb,
I must have missed something. I have a piece of 3/4'X3/4" X1/16" alum.
angle that came with the engine kit. I cant figure out what it is needed for.
It is NOT for the muffler mount. It calls for 1/8" angle. Any ideas?
Thanks for your Input in the past, I appreciate
your help.
Ed Diebel
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 6/12/03 10:56:06 AM Central Standard Time,
DAquaNut(at)aol.com writes:
<< angle that came with the engine kit. I cant figure out what it is needed
for.
It is NOT for the muffler mount. It calls for 1/8" angle. Any ideas?
>>
Jerb,
Never mind, I was just informed by kolb, The alum angle was for the fuel
pump. Must be something new.
Ed Diebel
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
Kolbers,
I would just like to publically thank Bill Teuton (sp?) for taking time out
of his busy schedule this past Sunday to give my wife and I the
"nickle" tour of his beautiful Kolb airplane and for showing us around his
home airfield. You are a most gratious host.
It was great meeting you Bill, and I look forward to bringing my little
plane down to Brandon sometime in the future and committing some aviation
with you. Looks like a fantastic area to fly and sightsee!
Thanks again and fly safely,
Doug Lawton
NE Georgia & Whitwell TN
________________________________________________________________________________
| Subject: | Re: Firewall question |
Tim
Skip the aluminum idea. Best bet is stainless but by the time it's installed
and all of the accessories added, the scratches and dings will be apparent.
Alum will burn quickly and any small fire and you will be toast.
Had a buddy once had an engine fire in an ag aircraft. He didn't make it
down. Not a pretty sight.
Bob
________________________________________________________________________________
| From: | "Bruce McElhoe" <mcelhoe(at)cvip.net> |
| Subject: | Re: Firewall question |
Tim,
See FAR 23.1191
Bruce McElhoe
FF #88
> Does anybody know if an aluminum firewall is OK in an experimental???
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
| Subject: | Re: Firewall question |
In a message dated 6/13/03 11:14:31 AM, mcelhoe(at)cvip.net writes:
> Tim,
>
> See FAR 23.1191
>
> Bruce McElhoe
> FF #88
>
>
Awsom, thanks for the reply. The stainless steel is what I will use.
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 6/13/03 3:00:57 AM Central Standard Time,
skyrider2(at)earthlink.net writes:
<< I would just like to publically thank Bill Teuton (sp?) for taking time out
of his busy schedule this past Sunday to give my wife and I the
"nickle" tour of his beautiful Kolb airplane and for showing us around his
home airfield. You are a most gratious host.
>>
Snip
l Second That. Bill is a swell guy,
Ed Diebel
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Pensacola Fl. ultralight deaths |
Hello Gang,
I have some bad news to share. Just read in the Mobile Register that two
fellows from Pensacola, Fl. crashed on the edge of a peanut field and killed
both occupants. Here is a link to the story http://www.al
com/news/mobileregister/index.ssf?/xml/story.ssf/html_standard
xsl?/base/news/1055495978299600.xml There was also another story in the
paper that stated they banked and then went into a steep decent and were 30
feet from the edge of a peanut field. The paper also had a picture of the
main fuselage of the plane in top of a pine tree. It sounds as though they
had plenty of altitude and were circling to land in the peanut field then
possibly stalled the plane at the edge of the field. Just found the other
report, it's at http://www.al.com/news/mobileregister/index.ssf?/xml/story
ssf/html_standard.xsl?/base/news/1055495984299600.xml
Fly Safely,
John Cooley
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Group,
Im in the process of installing the 447 engine on my firefly. Seems I need
a regulator/rectifier. Not sure. Not much in the archives. Some negative
statements on Key West. There was a positive comment about one from Grand Rapids
Technologies. Im not sure if I really need one. I just want to run a small
single strobe & GPS . May want to put in an adapter for the hand held radio.
Guess Im needing some guidance. Dont see anything in the conctruction manual about
it. I thought every thing would be in the engine kit from Kolb.
Ed Diebel
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Trip from Minnesota to Houston |
For those of you who might be interested, over Memorial Day weekend I
ferried an ultralight, that a friend had just bought, from Minnesota to
Houston, TX... Here's a link to the story:
http://www.texas-flyer.com/texas-flyer/Minnesota
It's probably trivial compared to what Mr. Hauck is accustomed to, but it
was quite the adventure for me!
-- Robert
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
looking for a john wruble, ultrastar n81944? anyone know him. got a Q about his
instrument stack
________________________________________________________________________________
| From: | "Gary robert voigt" <johndeereantique(at)qwest.net> |
| Subject: | Re: Trip from Minnesota to Houston |
Robert, that was a great story and i was with you every mile of the way
on the edge of my seat. glad you had a safe trip.
thanks,
Gary r. voigt
Robert Laird wrote:
>
> For those of you who might be interested, over Memorial Day weekend I
> ferried an ultralight, that a friend had just bought, from Minnesota to
> Houston, TX... Here's a link to the story:
>
> http://www.texas-flyer.com/texas-flyer/Minnesota
>
> It's probably trivial compared to what Mr. Hauck is accustomed to, but it
> was quite the adventure for me!
>
> -- Robert
>
________________________________________________________________________________
| Subject: | [ Erich Weaver ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Erich Weaver
Subject: monument valley photos
http://www.matronics.com/photoshare/sonjad@silcom.com.06.14.2003/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: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: [ Erich Weaver ] : New Email List Photo Share Available! |
Very nice, Erich. Thanks. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Subject: Kolb-List: [ Erich Weaver ] : New Email List Photo Share Available!
>
>
> A new Email List Photo Share is available:
>
> Poster: Erich Weaver
>
>
> Subject: monument valley photos
>
>
http://www.matronics.com/photoshare/sonjad@silcom.com.06.14.2003/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> |
Out side of the shunt type KeyWest regular, most are limited to around 3
amps of current. The KeyWest will do 10 amps. Your strobes may suck close
or more than 3 amps unless you go with a unit capable of being directly
powered from lighting coils.
While I can't say I actually seen it, Bob Comperini (moderator of the
Fly-UL group) sells a strobe that according to others on the UL List, is
one of the brightest there is. The unit draws around 4.25 amps.
Contact info is below.
e-mail: robertc(at)qnet.com
http://www.fly-ul.com
Regards,
jerb
>
>
> Group,
> Im in the process of installing the 447 engine on my firefly. Seems I need
>a regulator/rectifier. Not sure. Not much in the archives. Some negative
>statements on Key West. There was a positive comment about one from Grand
>Rapids
>Technologies. Im not sure if I really need one. I just want to run a small
>single strobe & GPS . May want to put in an adapter for the hand held radio.
>Guess Im needing some guidance. Dont see anything in the conctruction
>manual about
>it. I thought every thing would be in the engine kit from Kolb.
>
> Ed Diebel
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 6/14/03 7:22:33 AM Central Standard Time,
jhauck(at)elmore.rr.com writes:
<<
If you are going to have any requirement for
regulated 12VDC, you will need the reg/rec.
john h
>>
Snip
John H,
Thanks for letting me know about the reg/ rectifier. I will call Linda
Mon. They show what appears to be a bing fuel pump, on the the prints that came
with my fire fly in 99. The pump they sent me is the Mikuni pump which is
rectangle in shape . According to ac spruce the bing pump should be used if the
motor is much higher than the fuel tank. Do you think the mikuni will be
sufficient. Maybe you can shed some light on this and enlighten me.
Thanks again,
Ed Diebel
________________________________________________________________________________
| From: | "Larry Austin" <joandlp(at)starband.net> |
| Subject: | Re: Trip from Minnesota to Houston |
BlankYou know what would be great? If you guys with a lot of cross country
experience would put together a web site with ultralight 'firendly'
airports. Fuel available, transportation, hours of operation, facilities,
etc.
Would probably be a lot of work but it sure would be helpful.
Larry
Do Not Meddle in the Affairs of Dragons...for You are Crunchy & Good with
Ketchup
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | VG's on a Mark III |
Brother Pike and Gang,
I got tired of waiting for you to do your VG's so I put mine on this
morning as per Howard Shackleford's plans for a firestar. The result was a
reduction from 36 mph at full flaps to 32 mph. Stall with no flaps was 40
mph. As was with the Firestar it hangs on the tightest turn solid as a rock.
I am very pleased with the results. Slow flights are down to 38 mph with no
dificulty.
I am new to the Mark III and still learning how it handles, so I tried
John's "soft field takeoffs" today. Got it to 30 MPH, popped the flaps and
jumped off the ground. My thanks John, one never knows when he might need
that little trick.
Larry, Oregon
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | FireFly Fuel Pump |
Have a FireFly, the Mikuni is just find - just keep the impulse line that
drives the pump less than 12" and use the thick wall (impulse) tubing. Our
FireFly has a welded on bracket for the fuel under the engine. Works fine
for us with a Rotax 447.
jerb
> Thanks for letting me know about the reg/ rectifier. I will call Linda
>Mon. They show what appears to be a bing fuel pump, on the the prints that
>came
>with my fire fly in 99. The pump they sent me is the Mikuni pump which is
>rectangle in shape . According to ac spruce the bing pump should be used
>if the
>motor is much higher than the fuel tank. Do you think the mikuni will be
>sufficient. Maybe you can shed some light on this and enlighten me.
>
> Thanks again,
> Ed Diebel
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Group,
Anybody ever try to lengthen the wires on a tini-tach. My leads are
about 18"to short af making it to my panel. I purchased it over a year ago so
i
dont think they would want to take it back.
Ed Diebel
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
DAquaNut(at)aol.com wrote:
>
>
> Group,
> Anybody ever try to lengthen the wires on a tini-tach. My leads are
>about 18"to short af making it to my panel. I purchased it over a year ago so
i
>dont think they would want to take it back.
>
> Ed Diebel
>
Ed,
shouldn't make any diff, just make a good conductive splice.
>
In some applications you actually have to put a resistor in series to
get the right result.
-BB, I'm using the northern tool version with hour meter feature.
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>
> Group,
> Anybody ever try to lengthen the wires on a tini-tach. My leads are
>about 18"to short af making it to my panel. I purchased it over a year ago so
i
>dont think they would want to take it back.
>
> Ed Diebel
>
Ed,
I stretched the lead by splicing in some small diameter microphone cord that I
got from Radio Shack. It is much like miniature coax cable. One can peel the
outside shield back and solder together the inside conductor and insulate it
from the outside shielding with some heat shrink tubing. Then roll the outside
shielding back into place and solder again and cover that splice with larger
heat shrink tubing. No problems with tiny tach operations after the splice.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
| Subject: | Pitch Stability & Cross Country Flying |
My MKIII likes to fly at 75MPH but I find that the airplane is unstable in
pitch. I isn't difficult to fly but requires constant attention. I find that
the airplane will not hold a pitch angle even trimmed. It constantly wants
to climb or descend at a increasing angle if allowed to continue seems to
want to continue pitching from level to extreme angles. I have my horizontal
stabilizers set as per plans even with the top of the fuselage tube. There
has been considerable discussion in the past about moving the leading edge
of the horizontal stabilizers down app a inch from the recommended setting.
My question is do you people that have done this find that the airplane is
more pitch stable?
Maybe partly due to the pitch instability I find thermals very uncomfortable
to fly in. I tend to fly only the last few hours of the day so as to avoid
thermals and other rough air. I have flown general aviation aircraft during
the day and found that higher altitudes makes for a smoother ride. My
question to you that have taken cross country flights, in light planes, is
how high do you fly? I have carburetors that don't have in-flight mixture
adjustments and as I climb the fuel mixture gets rich. Do I need to tune for
the lean end of the allowable mixture range so that I can climb for smoother
air. If you find you need to fly 8-9 thousand feet above ground I can't go
that lean on the ground and will not bother.
Thanks
Rick Neilsen
Redrive VW powered MKIII
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Pitch Stability & Cross Country Flying |
>
>
>Maybe partly due to the pitch instability I find thermals very uncomfortable
>to fly in. I tend to fly only the last few hours of the day so as to avoid
>thermals and other rough air. I have flown general aviation aircraft during
>the day and found that higher altitudes makes for a smoother ride. My
>question to you that have taken cross country flights, in light planes, is
>how high do you fly? I have carburetors that don't have in-flight mixture
>adjustments and as I climb the fuel mixture gets rich. Do I need to tune for
>the lean end of the allowable mixture range so that I can climb for smoother
>air. If you find you need to fly 8-9 thousand feet above ground I can't go
>that lean on the ground and will not bother.
Rick,
I usually let the thermals push me up (cruise climb) to where things smooth out.
Around in south east Missouri, that seems to be 3,000 to 3,500 agl. I cruise
a little slower at 55 to 60 mphi than you, but I do not find the ride rough
or objectionable. It makes for a very pleasant hour trip to get to and back
from my EAA Chapter meetings.
Things can get a little rough coming back down to get to landing pattern altitude,
but all one has to do is slow up and stay onto top of the bobber. On final,
I never let it get below 55 mphi so that all control response is crisp.
I usually fly in the middle of the day. At first it bothered me some. How I got
over it was to slowly increase the flight duration time during the rough part
of the day. And now flying during the middle of the day seems normal, and
the brain, the feet and the hand on the stick take care of it, and I do not have
to give it any thought at all.
Hope this helps.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Duncan McBride <duncanmcbride(at)comcast.net> |
| Subject: | Re: Pitch Stability & Cross Country Flying |
Sounds like you're tail-heavy. What's your CG location when you experience
this divergence in pitch?
----- Original Message -----
From: "Rick & Martha Neilsen" <neilsenrm(at)comcast.net>
Subject: Kolb-List: Pitch Stability & Cross Country Flying
>
> My MKIII likes to fly at 75MPH but I find that the airplane is unstable in
> pitch. I isn't difficult to fly but requires constant attention. I find
that
> the airplane will not hold a pitch angle even trimmed. It constantly wants
> to climb or descend at a increasing angle if allowed to continue seems to
> want to continue pitching from level to extreme angles. I have my
horizontal
> stabilizers set as per plans even with the top of the fuselage tube. There
> has been considerable discussion in the past about moving the leading edge
> of the horizontal stabilizers down app a inch from the recommended
setting.
> My question is do you people that have done this find that the airplane is
> more pitch stable?
>
> Maybe partly due to the pitch instability I find thermals very
uncomfortable
> to fly in. I tend to fly only the last few hours of the day so as to avoid
> thermals and other rough air. I have flown general aviation aircraft
during
> the day and found that higher altitudes makes for a smoother ride. My
> question to you that have taken cross country flights, in light planes, is
> how high do you fly? I have carburetors that don't have in-flight mixture
> adjustments and as I climb the fuel mixture gets rich. Do I need to tune
for
> the lean end of the allowable mixture range so that I can climb for
smoother
> air. If you find you need to fly 8-9 thousand feet above ground I can't go
> that lean on the ground and will not bother.
>
> Thanks
>
> Rick Neilsen
> Redrive VW powered MKIII
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Pitch Stability & Cross Country Flying |
how far has anyone gone in a cuyuna 430 powered ultrastar? how about
trusting the engine? still getting used to mine
----- Original Message -----
From: "Jack & Louise Hart" <jbhart(at)ldd.net>
Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
>
> >
> >
> >Maybe partly due to the pitch instability I find thermals very
uncomfortable
> >to fly in. I tend to fly only the last few hours of the day so as to
avoid
> >thermals and other rough air. I have flown general aviation aircraft
during
> >the day and found that higher altitudes makes for a smoother ride. My
> >question to you that have taken cross country flights, in light planes,
is
> >how high do you fly? I have carburetors that don't have in-flight mixture
> >adjustments and as I climb the fuel mixture gets rich. Do I need to tune
for
> >the lean end of the allowable mixture range so that I can climb for
smoother
> >air. If you find you need to fly 8-9 thousand feet above ground I can't
go
> >that lean on the ground and will not bother.
>
> Rick,
>
> I usually let the thermals push me up (cruise climb) to where things
smooth out. Around in south east Missouri, that seems to be 3,000 to 3,500
agl. I cruise a little slower at 55 to 60 mphi than you, but I do not find
the ride rough or objectionable. It makes for a very pleasant hour trip to
get to and back from my EAA Chapter meetings.
>
> Things can get a little rough coming back down to get to landing pattern
altitude, but all one has to do is slow up and stay onto top of the bobber.
On final, I never let it get below 55 mphi so that all control response is
crisp.
>
> I usually fly in the middle of the day. At first it bothered me some.
How I got over it was to slowly increase the flight duration time during the
rough part of the day. And now flying during the middle of the day seems
normal, and the brain, the feet and the hand on the stick take care of it,
and I do not have to give it any thought at all.
>
> Hope this helps.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Pitch Stability & Cross Country Flying |
Ron,
Jack McCornack has gone transcontinental in a 430 powered Dac on more than
one occasion, if its set up properly it is as good as anything else in that
power range, and gets better fuel burn numbers than most.
Your Ultrastar is a better XC bird than a Dac.
Denny
----- Original Message -----
From: ronnie wehba <rwehba(at)wtxs.net>
Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
>
> how far has anyone gone in a cuyuna 430 powered ultrastar? how about
> trusting the engine? still getting used to mine
> ----- Original Message -----
> From: "Jack & Louise Hart" <jbhart(at)ldd.net>
> To:
> Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
>
>
> >
>
> > >
> > >
> > >Maybe partly due to the pitch instability I find thermals very
> uncomfortable
> > >to fly in. I tend to fly only the last few hours of the day so as to
> avoid
> > >thermals and other rough air. I have flown general aviation aircraft
> during
> > >the day and found that higher altitudes makes for a smoother ride. My
> > >question to you that have taken cross country flights, in light planes,
> is
> > >how high do you fly? I have carburetors that don't have in-flight
mixture
> > >adjustments and as I climb the fuel mixture gets rich. Do I need to
tune
> for
> > >the lean end of the allowable mixture range so that I can climb for
> smoother
> > >air. If you find you need to fly 8-9 thousand feet above ground I can't
> go
> > >that lean on the ground and will not bother.
> >
> > Rick,
> >
> > I usually let the thermals push me up (cruise climb) to where things
> smooth out. Around in south east Missouri, that seems to be 3,000 to
3,500
> agl. I cruise a little slower at 55 to 60 mphi than you, but I do not
find
> the ride rough or objectionable. It makes for a very pleasant hour trip
to
> get to and back from my EAA Chapter meetings.
> >
> > Things can get a little rough coming back down to get to landing pattern
> altitude, but all one has to do is slow up and stay onto top of the
bobber.
> On final, I never let it get below 55 mphi so that all control response is
> crisp.
> >
> > I usually fly in the middle of the day. At first it bothered me some.
> How I got over it was to slowly increase the flight duration time during
the
> rough part of the day. And now flying during the middle of the day seems
> normal, and the brain, the feet and the hand on the stick take care of it,
> and I do not have to give it any thought at all.
> >
> > Hope this helps.
> >
> > Jack B. Hart FF004
> > Jackson, MO
> >
> >
> > Jack & Louise Hart
> > jbhart(at)ldd.net
> >
> >
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Pitch Stability & Cross Country Flying |
thanks for the reply, think i'll just go somewhere, just ain't got no
storage,, oh well, i'll figure sum'tin out.
----- Original Message -----
From: <rowedl(at)highstream.net>
Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
>
> Ron,
> Jack McCornack has gone transcontinental in a 430 powered Dac on more than
> one occasion, if its set up properly it is as good as anything else in
that
> power range, and gets better fuel burn numbers than most.
> Your Ultrastar is a better XC bird than a Dac.
> Denny
> ----- Original Message -----
> From: ronnie wehba <rwehba(at)wtxs.net>
> To:
> Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
>
>
> >
> > how far has anyone gone in a cuyuna 430 powered ultrastar? how about
> > trusting the engine? still getting used to mine
> > ----- Original Message -----
> > From: "Jack & Louise Hart" <jbhart(at)ldd.net>
> > To:
> > Subject: Re: Kolb-List: Pitch Stability & Cross Country Flying
> >
> >
> > >
> >
> > > >
> > > >
> > > >Maybe partly due to the pitch instability I find thermals very
> > uncomfortable
> > > >to fly in. I tend to fly only the last few hours of the day so as to
> > avoid
> > > >thermals and other rough air. I have flown general aviation aircraft
> > during
> > > >the day and found that higher altitudes makes for a smoother ride. My
> > > >question to you that have taken cross country flights, in light
planes,
> > is
> > > >how high do you fly? I have carburetors that don't have in-flight
> mixture
> > > >adjustments and as I climb the fuel mixture gets rich. Do I need to
> tune
> > for
> > > >the lean end of the allowable mixture range so that I can climb for
> > smoother
> > > >air. If you find you need to fly 8-9 thousand feet above ground I
can't
> > go
> > > >that lean on the ground and will not bother.
> > >
> > > Rick,
> > >
> > > I usually let the thermals push me up (cruise climb) to where things
> > smooth out. Around in south east Missouri, that seems to be 3,000 to
> 3,500
> > agl. I cruise a little slower at 55 to 60 mphi than you, but I do not
> find
> > the ride rough or objectionable. It makes for a very pleasant hour trip
> to
> > get to and back from my EAA Chapter meetings.
> > >
> > > Things can get a little rough coming back down to get to landing
pattern
> > altitude, but all one has to do is slow up and stay onto top of the
> bobber.
> > On final, I never let it get below 55 mphi so that all control response
is
> > crisp.
> > >
> > > I usually fly in the middle of the day. At first it bothered me some.
> > How I got over it was to slowly increase the flight duration time during
> the
> > rough part of the day. And now flying during the middle of the day
seems
> > normal, and the brain, the feet and the hand on the stick take care of
it,
> > and I do not have to give it any thought at all.
> > >
> > > Hope this helps.
> > >
> > > Jack B. Hart FF004
> > > Jackson, MO
> > >
> > >
> > > Jack & Louise Hart
> > > jbhart(at)ldd.net
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 6/14/03 7:22:33 AM Central Standard Time,
jhauck(at)elmore.rr.com writes:
<<
The regulator/rectifier should have been included
with the engine. Get on the horn and contact Kolb
to send you one.
If you are going to have any requirement for
regulated 12VDC, you will need the reg/rec.
john h
>>
John H. / Group.
Linda informed me that a rectifier/regulater does not come with the
447engine. Will it run without one. Im wanting to get one that doesnt waste power
from the engine & turn it into heat in the rectifier itself. I believe that is
what happens in the Key West unit. Im still not sure which unit to get. Do they
all get hot?Thanks to all who have replied.
Ed Diebel
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
The shunt one will waste some engine power, most of the others have around
a 3 amp output limit so what you can run on the 12V DC is limited, no strobes.
jerb
>
>In a message dated 6/14/03 7:22:33 AM Central Standard Time,
>jhauck(at)elmore.rr.com writes:
>
><<
> The regulator/rectifier should have been included
> with the engine. Get on the horn and contact Kolb
> to send you one.
>
> If you are going to have any requirement for
> regulated 12VDC, you will need the reg/rec.
>
> john h
> >>
>
> John H. / Group.
>
> Linda informed me that a rectifier/regulater does not come with the
>447engine. Will it run without one. Im wanting to get one that doesnt
>waste power
>from the engine & turn it into heat in the rectifier itself. I believe
>that is
>what happens in the Key West unit. Im still not sure which unit to get. Do
>they
>all get hot?Thanks to all who have replied.
>
> Ed Diebel
>
>
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: Pitch Stability |
Rick and Group,
I also prefer to fly in calm air. So I fly in the middle of the day to go places,
and in the evening for pleasure. In order to find smooth air during the day, I
fly
as high as needed. Running too rich has never been a problem with the Rotaxes that
I have flown. All were jetted to fly from a 1,000 ft altitude runway. A 277 went
to
10,500 ASL, a 377 went to 17,000 ASL, and my 503 has been to 12,000 ASL. The flight
to 17,000 was not to find clean air, it was to see how high an original Firestar
could go without rejetting. It could go higher than I could. I stopped because
of
my concern about oxygen. The plane had not stopped climbing.
John Jung
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> Linda informed me that a rectifier/regulater does not come with the
> 447engine. Will it run without one.
>
> Ed Diebel
Ed/All:
Sorry. My mistake.
The engine will run without a reg/rec.
I ran the small potted tympanium reg/rec on the
447, and the finned larger typanium on the 582.
Had Dan White Illussion Strobes run by the 447 and
Whelan Double Flash Strobes and Nav Lights run by
the 582. No problem producing the required power.
john h
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> The shunt one will waste some engine power, most of the others have around
> a 3 amp output limit so what you can run on the 12V DC is limited, no strobes.
> jerb
jerb/Gang:
See my previous msg to Ed D. I had no problem
running all my electrical stuff with the small and
larger tympanium reg/rec. That was back in the
dark ages, 10 years and much more ago. Maybe all
that has changed now. I do not know.
john h
________________________________________________________________________________
| From: | "Larry Austin" <joandlp(at)starband.net> |
| Subject: | Re: Ultralights and Airports |
BlankSounds like great advise John. I was raised in Ft Payne. What part of
Alabama are you in?
Larry
When a logical person finds themselves in a hole they stop digging. A
Republican will ask for a bigger shovel..
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
d> Linda informed me that a rectifier/regulater does not come with the
>447engine. Will it run without one. Im wanting to get one that doesnt waste power
>from the engine & turn it into heat in the rectifier itself. I believe that is
>what happens in the Key West unit. Im still not sure which unit to get. Do they
>all get hot?Thanks to all who have replied.
Ed,
I have been using a Key West for about 80 hours and with no problems. I do not
believe it is a shunt type regulator because it has no cooling fins nor does
it generate large amounts of heat. Currently, I run a GPS, radio, coolant temperature
gage, and a small 55 watt nose light directly from the regulator. Before
I removed it, strobes were on the list too. The regulator also charges the
battery, but a diode prevents the battery from supplying current to anything
but the starter.
I received a comment from some one on this list that I should heat sink the back
of the regulator to keep it from burning up. I placed a temperature pickup on
the back of the regulator and checked the temperature rise during some static
engine run up tests. I found the regulator surface temperature increased fourteen
degrees when the engine, a Rotax 447, was running 6000 rpm. The only regulator
load was the strobe lights.
You can see my installation at:
http://www.thirdshift.com/jack/firefly/firefly50.html
As long as the alternator leads do not become shorted together, you should have
no trouble running your engine without a voltage regulator attached.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | First Successful Test Flight ! |
Kolb Friends -
Flew my Mark-3 for the first time this weekend without BREAKING anything!
(Listers may recall: The maiden flight of my plane was last September, but
that flight ended with me stalling it at 8 feet above the runway and bending
both landing gear legs. Gads, how embarrassing!)
Since Sept, I've replaced the gear legs and got some flight training in a
Rans S-12 (thanks again, Dave Rains), and in TNK's Mark-3 Extra. Glad I did
- the training really paid off.
I just finished installing a BRS Softpack, and I needed to do a new weight &
balance calculation. New empty weight of my Kolb is 595 lbs.
So, this was only my second flight. Was still a little bit scary, but WOW -
what an exhilarating flight it was! Flew about an hour. Everything
performed flawlessly - engine, instruments, radio, etc. The Verner engine
ran smoothly.
Here are some preliminary numbers:
Field Elev: 6200' msl
Density Alt: 8000' (65 deg F)
Prop: 72-inch diam Powerfin, 3 blade, 9.5 deg pitch
Climb: 700 fpm, 58 mph @ full throttle, 4400 rpm (5000 is redline)
4200 rpm - 62 mph (2-to-1 gear reduction)
3800 - 55
3400 - 42
3000 - 38 mph, stall speed
I did not do any full-throttle level speed runs.
I think I'll fly a few more times before I experiment with a different prop
pitch
And so, with renewed confidence, I begin my Phase-I flight test program (40
hours), and I'm looking forward to many more "uneventful" flights!
Dennis Kirby
N93DK, s/n 300
Mark-3, Verner-1400, Powerfin-72
Cedar Crest, New Mexico
________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
06/17/2003 01:19:51 PM
My BRS just exceeded its labeled service life, so I checked the web site
about a repack, and was stunned to see that the cost of a basic repack for
a VLS model is $700, with another $75 needed for shipping. If your system
is 12 years old or more, the rocket needs replacement, and the price jumps
to $1,060. Man, that is steep. What exactly are they doing in that
repack? And what exactly could have changed inside my sealed VLS that has
either been inside a trailer or a hangar for the last four years, except
when flying? Grrrrrrrr!
I guess Im stuck, but for what its worth, the softpack models seem to be
about half of the above prices. When I was ordering mine, I was told soft
pack wasnt an option for a Mrk III, but I guess some people are using them.
Something to keep in mind for those considering a purchase.
Erich Weaver
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
When I was ordering mine, I was told soft
> pack wasnt an option for a Mrk III, but I guess some people are using them.
> Erich Weaver
Erich/All:
I went with the soft pack, inside the center
section, rocket and all, sealed under a hair cell
frangible plastic sheet. This extends the soft
pack life before repack to 6 years. A requirement
exists to ship the parachute back to BRS for
repack. They use a special hydraulic ram to
compress during the packing process. I think the
parachute will go longer than 6 years and still
open correctly. They see us coming, don't
they.................
john h
________________________________________________________________________________
| From: | sixparsons(at)earthlink.net |
"Carroll, Stacey" , "Casey, Jeremy" ,
"Casey, Jeremy" ,
"Casey, Michael" ,
"Casey, Shane" , "Davis, John" ,
"Dooley, Mark" ,
"Duke, Marsha and Bob" ,
"Goss, Thelma" , "Hauck, John" ,
"Howard, Lindsey" ,
"Lunceford, Sharyn" ,
"McGee, Andrew" ,
"McGee, Graehm" ,
"Rhodes, Scott" ,
"Rice, Travis S." ,
"Server, Kolb-List Digest" ,
"Taylor, Kristin" ,
"Tubbs, Holle" ,
"Tubbs, Sean" ,
"Turner, Jessica"
| Subject: | Check for this virus |
Hello Everyone,
Blank A virus has been passed to me by contact. My address book has in turn been
affected. I found this and since you are in my address book it is a good possibility
that you have been affected too. I followed the directions below and
eradicated the virus easily. The virus (called jdbgmgr.exe) is not detected
by Norton or McAfee systems. The virus sits quietly for 14 days before damaging
the system.It is sent automatically by the address book whether or not you
sent e-mails to your contacts.
Here is how you check for the virus and get rid of it.
1.Go to start, find or search option
2.In the file/folders option type: jdbgmgr.exe
3.Be sure to search your C: drives and all the subfolders and any other drives
you may have.
4.Click "find now"
5.The file has a teddy bear icon with the name jdbgmgr.exe. DO NOT OPEN IT!
6.Go to edit on the menu bar, choose "select all" to highlight the file without
opening it.
7.Now go to the file on the menu bar and select "delete." It will then go to the
recycle bin.
IF YOU FIND THIS VIRUS, YOU MUST CONTACT ALL THE PEOPLE IN YOUR ADDRESS BOOK SO
THEY CAN ERADICATE IT IN THEIR OWN ADDRESS BOOKS.
To do this:
1.Open a new e-mail message.
2.Click on the icon of the address book next to "TO"
3.Highlight every name and add to "BCC"
4.Copy this message and paste to e-mail.
5.Enter Subject.
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
"Carlisle, Jr., Paul" ,
"Carroll, Stacey" , "Casey, Jeremy" ,
"Casey, Jeremy" ,
"Casey, Michael" ,
"Casey, Shane" , "Davis, John" ,
"Dooley, Mark" ,
"Duke, Marsha and Bob" ,
"Goss, Thelma" , "Hauck, John" ,
"Howard, Lindsey" ,
"Lunceford, Sharyn" ,
"McGee, Andrew" ,
"McGee, Graehm" ,
"Rhodes, Scott" ,
"Rice, Travis S." ,
"Server, Kolb-List Digest" ,
"Taylor, Kristin" ,
"Tubbs, Holle" ,
"Tubbs, Sean" ,
"Turner, Jessica"
| Subject: | Re: Check for this virus - HOAX |
This is a hoax, do not delete this file. Check at
http://www.snopes.com/computer/virus/jdbgmgr.htm
Cy Galley - Bellanca Champion Club
Newsletter Editor & EAA TC
www.bellanca-championclub.com
Actively supporting Aeroncas every day
Quarterly newsletters on time
Reasonable document reprints
1-518-731-6800
----- Original Message -----
From: <sixparsons(at)earthlink.net>
; "Casey, Jeremy" ; "Casey, Jeremy"
; "Casey, Michael" ; "Casey,
Shane" ; "Davis, John" ; "Dooley,
Mark" ; "Duke, Marsha and Bob" ;
"Goss, Thelma" ; "Hauck, John" ;
"Howard, Lindsey" ; "Lunceford, Sharyn"
; "McGee, Andrew"
; "McGee, Graehm" ;
"Rhodes, Scott" ; "Rice, Travis S."
; "Server, Kolb-List Digest"
; "Taylor, Kristin"
; "Tubbs, Holle" ; "Tubbs,
Sean" ; "Turner, Jessica"
Subject: Kolb-List: Check for this virus
>
> Hello Everyone,
>
> Blank A virus has been passed to me by contact. My address book has in
turn been affected. I found this and since you are in my address book it is
a good possibility that you have been affected too. I followed the
directions below and eradicated the virus easily. The virus (called
jdbgmgr.exe) is not detected by Norton or McAfee systems. The virus sits
quietly for 14 days before damaging the system.It is sent automatically by
the address book whether or not you sent e-mails to your contacts.
>
> Here is how you check for the virus and get rid of it.
> 1.Go to start, find or search option
> 2.In the file/folders option type: jdbgmgr.exe
> 3.Be sure to search your C: drives and all the subfolders and any other
drives you may have.
> 4.Click "find now"
> 5.The file has a teddy bear icon with the name jdbgmgr.exe. DO NOT OPEN
IT!
> 6.Go to edit on the menu bar, choose "select all" to highlight the file
without opening it.
> 7.Now go to the file on the menu bar and select "delete." It will then go
to the recycle bin.
>
> IF YOU FIND THIS VIRUS, YOU MUST CONTACT ALL THE PEOPLE IN YOUR ADDRESS
BOOK SO THEY CAN ERADICATE IT IN THEIR OWN ADDRESS BOOKS.
>
> To do this:
> 1.Open a new e-mail message.
> 2.Click on the icon of the address book next to "TO"
> 3.Highlight every name and add to "BCC"
> 4.Copy this message and paste to e-mail.
> 5.Enter Subject.
>
>
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)velocityonline.net> |
Folks,
The message listing jdbgmgr.exe, is not a virus, it is a windows file which works
the debugging portion of Java.
It is a HOAX
Don't Delete it
.
Jim Hauck
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
John,
Were you running the strobes that could be powered directly off the
lighting coil or one that required 12VDC. My Kuntzleman dual heads use
12VDC and require approx 3 amps. He also makes unit(s) which power from
the lighting coil.
jerb
>
>
> > The shunt one will waste some engine power, most of the others have around
> > a 3 amp output limit so what you can run on the 12V DC is limited, no
> strobes.
> > jerb
>
>jerb/Gang:
>
>See my previous msg to Ed D. I had no problem
>running all my electrical stuff with the small and
>larger tympanium reg/rec. That was back in the
>dark ages, 10 years and much more ago. Maybe all
>that has changed now. I do not know.
>
>john h
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
I side with you, I can not see any done during the repack to justify the
price they want. This is what happens when you allow a single source to
develop, like Microsoft. I spoke with them at Sun & Fun and suffered
sticker shock when they stated the their price for a VLS repack. Their
sales person made a comment something to the effect that if you need it, it
will be worth it. Getting to be a pretty expensive fire extinguisher,
approaching extortion. Figure that comes to a little over $10 a month
revenue for each owner. looks like were renting these things.
jerb
>
>
>My BRS just exceeded its labeled service life, so I checked the web site
>about a repack, and was stunned to see that the cost of a basic repack for
>a VLS model is $700, with another $75 needed for shipping. If your system
>is 12 years old or more, the rocket needs replacement, and the price jumps
>to $1,060. Man, that is steep. What exactly are they doing in that
>repack? And what exactly could have changed inside my sealed VLS that has
>either been inside a trailer or a hangar for the last four years, except
>when flying? Grrrrrrrr!
>
>I guess Im stuck, but for what its worth, the softpack models seem to be
>about half of the above prices. When I was ordering mine, I was told soft
>pack wasnt an option for a Mrk III, but I guess some people are using them.
>Something to keep in mind for those considering a purchase.
>
>Erich Weaver
>
>
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Digging a hole |
Political types of all stripes divide the people into them and us, causing all
sorts of enmity to justify their existence and agendas. Humanitarians work together
to fill the hole and climb the next mountain together.
Go fly your planes and leave the politics for the ground bound.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
When a logical person finds themselves in a hole they stop digging. A
Republican will ask for a bigger shovel.. A Democrat will ask the guy doing the
work to dig more for the people that don't work.
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
Erich Weaver wrote:
<< I was told soft pack wasnt an option for a Mrk III, but I guess some
people are using them. Something to keep in mind for those considering a
purchase. >>
Erich, and All -
I just finished installing a BRS Softpack in my Mark-3.
Fits fine behind the passenger seat - a tight, cozy fit.
BRS does not have drawings or plans for this installation, so I developed my
own. All they offered for the Mark-3 was top-mounted installations.
In my installation, the rocket fires out the side and 45 degrees downward,
right thru the fabric. BRS even told me that, if I send pictures and
drawings of my installation and they think it's adequate, BRS would create
"official" drawings and offer them as one of the installation options for
the Kolb Mark-3. We'll see what happens ...
Dennis Kirby
Mark-3, Verner-powered in
Cedar Crest, NM
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> Were you running the strobes that could be powered directly off the
> lighting coil or one that required 12VDC.
> jerb
jerb/All:
The Cuyuna on the Ultastar powered the Dan White
Illusion Aircraft Strobes directly from alternator
using AC unregulated current. I also used the
small epoxy potted Tympanium reg/rec to power
whatever I had that required 12DC regulated power.
The 447 on the Firestar used the same strobes
powered by unregulated AC, and a large finned
aluminum Tympanium reg/rec for KX99, electric fuel
pump, etc.
The 582 used all 12DC regulated through the large
Tympanium reg/rec. I have Whelen strobes and nav
lights on the MK III.
All the 2 strokes have a 155 watt alternator, the
4 strokes have a 250 watt alternator.
Would be nice to have more electrical power.
Strobes, nav lights, panel lights on at the same
time will pull most of my power, leaving the
battery going hungry. In those cases, which do
not happen very often because I do not fly much at
night any more, I run the nav lights and shut down
the strobes. If traffic gets busy I'll turn the
strobes back on when operating in or near
airports. I am legal at night with only nav
lights though.
john h
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | Re: Digging a hole |
No it's not. :>)
J.D. Stewart
Challenger Owners E-mail list and Website Administrator
http://challenger.inebraska.com
> Or take it to the Challenger list, where it's welcomed....
>
>
> Doug
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> Anyone know what it is that dictates 6 year limits? To fess up, I have
> a BRS that is 8 years old, always been mounted (inside the plane out of
> weather), or in my garage for that matter. Am I better off putting the
> chute in my plane with assumed less chance of it working than within
> the 6 year limit, or leaving it out?
> -Ben
Ben/All:
I do not know what the requirements are for other
parachutes than my own, which is a 1050 soft
pack. Two years normal, but extended to 6 years
if stored and secured out of the weather.
Check out BRS web site. They have all the specs
there.
john h
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
| Subject: | FAA Inspection + W&B |
Folks,
I am nearing the FAA airworthiness inspection and I am confused about the issue
of the forward and rearward CG extremes.
First, am I required to show the inspector the calculations for the most forward
and rearward CG extremes?
The plans from Kolb have told me what the CG limits are and I can assume there
are many loading scenarios that will calculate to these limits. So if the FAA
requires these numbers, how do I calculate them? Do I use my present weight
and then do several calculations using various loading scenarios for fuel and
passenger?
I am not asking how to calculate the CG, but rather how to formulate the equation
to give me the forward and rearward extreme CG.
This seems a waste of time, as over time, it is likely my weight will change.
Thanks for your help.
Ian Heritch
San Antonio, TX (NBA Champs)
Slingshot 912
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: FAA Inspection + W |
Ian and Group,
Here is how I did W&B for my inspection and for myself: I calculated how
light and heavy the pilot could be, before exceeding the weight limit
(gross) and the balance limits, with full and empty fuel. Then, I did
the same calculations for a passenger, with my weight in the pilot seat.
It turned out that my plane could only exceed the limits in two ways,
gross weight and too low of a pilot weight without a passenger. So all
have too do is not let a small pilot fly my plane and not carry a
passenger above a certain weight. If I gain 10 pounds, I can only carry
a passenger that weighs 10 pound less than calculated. I did these
calculations so that I could understand the situation for my plane and
not have to recalculate all the time. It satisfied my inspector. I
suspect that inspectors know that poeple arn't going to redo W&B every
time they gain weight or carry a different passenger, so they want
builders to understand the W&B limits of their planes.
The technique that I used was to set it up in a spreadsheet, so that I
could play with the numbers quickly.
John Jung
________________________________________________________________________________
| From: | "Larry Austin" <joandlp(at)starband.net> |
| Subject: | Re: Digging a hole(SORRY!!!) |
Blank
My fault on the 'digging the hole' signature. I use it when I email my right
wing fascist friends and I forgot to delete it for this message. I agree ,
this list is for Kolb.
Sorry!!!
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Mark III "Miss B" commits aviation |
Folks,
At 7:30 pm last evening "Miss B" was airbourne for the first time. I had already
done some fast taxing to feel her out and see how well she tracked down the
runway both in the 3 point position and with the tail up. Last night I did one
fast taxi (4,400' paved runway) then pulled her off in ground effect (3') then
came back and slowly increased my altitude 20' then 50'. No bad habits, no heavy
wing. I was definitely near the rear CG limit as I had to keep a lot of forward
pressure on the stick. I weigh about 195lbs so I may want to move a little
weight around. I also need to add some PADDING to those sling seats! Yeouch!
I can't reach the panel in my current setup. The 5th crow hop I took her all
the way around the pattern, then came back and landed and decided to call it
quits while I was ahead.
Being as light as she is (517lbs empty) the slight cross wind (3mph) was noticeable
much to my surprise. No problem handling it but I really didn't expect to
notice it.
I need to thank a few folks. Richard Pike, John H. and Jim Gerkin for their generous
suggestions about resetting my right wing (it flew perfectly!) and Denny
Rowe for his kind assistance with building the section over the fuel tanks. This
list is priceless!
Any thoughts about the need for such forward pressure on the stick? It would be
most uncomfortable on a cross country solo.
Absolutely giddy!
Bob,
Tenacity Farm
Campbellsburg, Kentucky
Protect your PC - Click here for McAfee.com VirusScan Online
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
congrats, I liked the description of your stepped-out careful approach to
committed flight. Regarding the stick pushing required, don't confuse
built-
in up trim with CG. You have to believe the numbers on the W&B (if done
right). I would try a small fixed tab on the elevator first. -BB do not
archive
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>congrats, I liked the description of your stepped-out careful approach to
>committed flight. Regarding the stick pushing required, don't confuse
>built-
>in up trim with CG. You have to believe the numbers on the W&B (if done
>right). I would try a small fixed tab on the elevator first. -BB do not
>archive
>
>
If you continue to need forward stick at full up weight and at cruise, you might
want to raise the front of your horizontal statilizer a little and recenter
your stick and elevators.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Mark III "Miss B" commits aviation |
was definitely near the rear CG limit as I had
to keep a lot of forward pressure on the stick.
Bob B/All:
Congratulations!
First report of MK III needing nose down
trim...............
If it was my airplane, and I knew that everybody
else's MK III needed nose up trim, to take the
pressure off the stick, I would start looking to
see what I had done wrong or differently from all
the others.
I would not start sticking trim tabs here and
there, moving the leading edge of the horizontal
stabilizer, adding sand bags, or pull my hair out
until I discovered the problem. I doubt very
seriously if you have an aft CG problem if you
built according to plans. Your aircraft at 517
lbs is very light compared to mine and many
others. Your weight is average.
What engine are you using?
Make sure you hooked the nose-up trim correctly.
I assume you could hook it to the wrong elevator
cable.
Don't get mad at me. I'm brain storming, trying
to come up with anything that could be causing
your problem......... Tough to do on one cup of
coffee and an infected tooth. :-(
Reflexed flaps and ailerons would cause a nose up
tendancy.
How about wing incidence? Too much would cause
the nose to come up.......
What airspeed were you flying? Does it take
forward pressure to keep the aircraft level at all
speeds and power settings?
I can only think that something quite out of the
ordinary is causing your nose up problem, since it
is entirely opposite of the normal MK III
characteristic.
If I think of anything else, I will post post
haste.......
john h
PS: Call me anytime to discuss the problem:
334-567-6280
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
I came out of retirement to do one more machine design job and of course it turned
out to be a lot more than was originally planned so I haven't contributed
to the list for a while but I can't pass this one up.
I used Key West regulators on my 447 powered FireFly for over 60 hours and never
had a problem. It provided power for GPS, radio and strobe. I had previously
used Kunzelman (more money but not based on shunt-to-ground circuit). Shut-to-ground
circuits carry any a part of the power from the lighting coil(s) to the
engine ground connection. If any of the diodes in the unit fail it takes a lot
more of the power directly to ground and can heat up the wires that go from
the lighting coils to the rectifier. The unit can still do a fair job of powering
the accessories but the wires can get hot enough to melt their insulation.
This can be really dangerous when these hot wires are in the same bundle as
the engine shutdown wire. My Key West nearly put me in the trees so I replaced
it with a Kuntzelman unit and solved the problem. Key West units are o.k. if
you want to save a buck and risk your tail.
Duane the plane, Tallassee FL
---- Original Message -----
From: DAquaNut(at)aol.com
To: kolb-list(at)matronics.com
Sent: Tuesday, June 17, 2003 1:01 AM
Subject: Re: Kolb-List: Rectifer
In a message dated 6/14/03 7:22:33 AM Central Standard Time,
jhauck(at)elmore.rr.com writes:
<<
The regulator/rectifier should have been included
with the engine. Get on the horn and contact Kolb
to send you one.
If you are going to have any requirement for
regulated 12VDC, you will need the reg/rec.
john h
>>
John H. / Group.
Linda informed me that a rectifier/regulater does not come with the
447engine. Will it run without one. Im wanting to get one that doesnt waste power
from the engine & turn it into heat in the rectifier itself. I believe that is
what happens in the Key West unit. Im still not sure which unit to get. Do they
all get hot?Thanks to all who have replied.
Ed Diebel
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
Folks,
For the FAA inspection, do any of the required documents need to be displayed in
the aircraft? This is as opposed to having them stored out of sight in the
aircraft.
Thanks,
Ian Heritch
San Antonio, TX
Slingshot, 912
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Re: Mark III "Miss B" W & B |
John, according to the weight and balance data using the 66 MAC that Kolb provides,
I expected to be near the rear CG. Here's the data I am working with.
Empty weight 517.5 Moment 17919.34375
Pilot 195 lbs Arm -3 Moment -585
Fuel 60 lbs Arm 20.5 Moment 1230
This puts my CG % at 36.4%
I am running at 582. My battery is right behind the passenger's seat. I'm surprised
that given the various distances to the datum that Kolb publishes for the
Mark III that most all Mark IIIs aren't tail heavy when flying solo. I'm obviously
missing something.
No offense taken. Any input is appreciated.
Bob
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
From: John Hauck <JHAUCK(at)ELMORE.RR.COM>
Subject: Re: Kolb-List: Mark III "Miss B" commits aviation
Date: Thu, 19 Jun 2003 10:18:25 -0500
-- Kolb-List message posted by: John Hauck
was definitely near the rear CG limit as I had
to keep a lot of forward pressure on the stick.
Bob B/All:
Congratulations!
First report of MK III needing nose down
trim...............
If it was my airplane, and I knew that everybody
else's MK III needed nose up trim, to take the
pressure off the stick, I would start looking to
see what I had done wrong or differently from all
the others.
I would not start sticking trim tabs here and
there, moving the leading edge of the horizontal
stabilizer, adding sand bags, or pull my hair out
until I discovered the problem. I doubt very
seriously if you have an aft CG problem if you
built according to plans. Your aircraft at 517
lbs is very light compared to mine and many
others. Your weight is average.
What engine are you using?
Make sure you hooked the nose-up trim correctly.
I assume you could hook it to the wrong elevator
cable.
Don't get mad at me. I'm brain storming, trying
to come up with anything that could be causing
your problem......... Tough to do on one cup of
coffee and an infected tooth. :-(
Reflexed flaps and ailerons would cause a nose up
tendancy.
How about wing incidence? Too much would cause
the nose to come up.......
What airspeed were you flying? Does it take
forward pressure to keep the aircraft level at all
speeds and power settings?
I can only think that something quite out of the
ordinary is causing your nose up problem, since it
is entirely opposite of the normal MK III
characteristic.
If I think of anything else, I will post post
haste.......
john h
PS: Call me anytime to discuss the problem:
334-567-6280
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Mark III "Miss B" W & B |
> I am running at 582. My battery is right behind the passenger's seat. I'm surprised
that given the various distances to the datum that Kolb publishes for the
Mark III that most all Mark IIIs aren't tail heavy when flying solo. I'm obviously
missing something.
> Bob, Kathleen, and Kory BrociousTenacity Farm
Bob/All:
I am running a 912S. Battery behind left seat.
25 gal fuel = 150 lbs behind the bulkhead.
130 lbs of gear = behind the bulkhead.
6" Maule tailwheel.
Fat ole gal, Miss P'fer, weighs 630 lbs empty,
according to Dennis Souder, July 1994, when she
was sitting in Homer Kolb's hanger.
Power off glide, no nose up trim required to keep
the aircraft level.
Power on, needs nose up trim sole. With a
passenger, needs a buncha nose up trim.
Got me scratching my head. There's an answer out
there somewhere. Just don't know where it is at
the moment.
john h
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Mark III "Miss B" W & B |
> John, if the CG is the leading edge of the wing, where does all the nose weight
come from?
>
> That confuses me unless it is an incidence issue for either the wing or the horizontal
stab.
> Bob, Kathleen, and Kory BrociousTenacity Farm
Bob/All:
Don't think the nose down issue for most all MK
III is a weight/cg problem. It is the product of
a pusher design with a high thrust line.
In one of my very recent msgs I stated, "power off
needs no nose up trim" "power on, it needs nose up
trim" "power on with a passenger, needs a lot of
nose up trim". Pusher with high thrust line is
not going to push the nose up, in the normal Kolb
MK III configuration.
You probably have not had a chance to fly power
off or at idle. I guess with your problem, your
MK III would stand on its tail in the power off
mode.
john h
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Mark III "Miss B" commits aviation |
Bob,
Maybe yout elevator trim has a little to much tension on the springs in the
full forward position. Maybe make a longer set of links from the bellcrank
to the trim springs.
Denny
----- Original Message -----
From: John Hauck <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Mark III "Miss B" commits aviation
>
> was definitely near the rear CG limit as I had
> to keep a lot of forward pressure on the stick.
>
> Bob B/All:
>
> Congratulations!
>
> First report of MK III needing nose down
> trim...............
>
> If it was my airplane, and I knew that everybody
> else's MK III needed nose up trim, to take the
> pressure off the stick, I would start looking to
> see what I had done wrong or differently from all
> the others.
>
> I would not start sticking trim tabs here and
> there, moving the leading edge of the horizontal
> stabilizer, adding sand bags, or pull my hair out
> until I discovered the problem. I doubt very
> seriously if you have an aft CG problem if you
> built according to plans. Your aircraft at 517
> lbs is very light compared to mine and many
> others. Your weight is average.
>
> What engine are you using?
>
> Make sure you hooked the nose-up trim correctly.
> I assume you could hook it to the wrong elevator
> cable.
>
> Don't get mad at me. I'm brain storming, trying
> to come up with anything that could be causing
> your problem......... Tough to do on one cup of
> coffee and an infected tooth. :-(
>
> Reflexed flaps and ailerons would cause a nose up
> tendancy.
>
> How about wing incidence? Too much would cause
> the nose to come up.......
>
> What airspeed were you flying? Does it take
> forward pressure to keep the aircraft level at all
> speeds and power settings?
>
> I can only think that something quite out of the
> ordinary is causing your nose up problem, since it
> is entirely opposite of the normal MK III
> characteristic.
>
> If I think of anything else, I will post post
> haste.......
>
> john h
>
> PS: Call me anytime to discuss the problem:
> 334-567-6280
>
>
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | PVC Pipe for a Gas Spout? |
Kolb Friends -
I'm thinking of making a filler spout out of PVC or ABS pipe, to aid in
filling my gas tanks.
(To make it easier to pour gas from the 5-gallon gas can into my plane's
fuel tanks.)
Is there any kind of compatibility problem doing this?
i.e., is the gasoline going to dissolve the PVC/ABS pipe, or will it somehow
contaminate my gas?
Many thanks -
Dennis Kirby
Mark-3, Verner-powered
New Mexico
________________________________________________________________________________
| Subject: | Re: PVC Pipe for a Gas Spout? |
Although I no longer use it, for about 3 years I used a piece of PVC pipe as
an extension to the spout of a 5 gal. fuel can and had no problems with fuel
contamination.
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Pitch Stability & Cross Country Flying |
Been out of town for a week and just getting caught up -
A couple years ago I made up a bracket to play with my stabilizer
incidence, raised the leading edge a bit and discovered that the airplane
would then would nose down and gradually keep nosing over more and more as
speed and angle increased. Returned the front edge of the stab to the
original position and it quit acting ugly.
Also discovered that if you reflexed the flaps and ailerons too high that
it would keep nosing up higher and higher. Lowered them back a bit until
the hands off trim speed at cruise power was around 45-50.
A higher throttle setting tends to push the nose down more, a lower setting
tends to let it rise a bit higher.
Maybe try dropping the front of the stab to the factory settings and also
dropping the trailing edge of the flaps and ailerons a bit, then use the
trim mechanism to counteract any resulting nose down tendency. There is
always a reason for everything, it's just not always as obvious as you
might wish, maybe this is a place to start.
As far as leaning the engine out - I fly my fixed jet two stroke to any
altitude I want with no problems, so don't worry about it until problems
show up, because they probably won't. Jet it correctly for the altitude you
normally fly, it is not that critical.
As far as flying during the rough part of the day, fly a little slower and
be patient, you'll get used to it. Or fly to somewhere a couple days away.
After a few days of getting beat around all day, you take it for granted...
Some of us have even been known to have momentary nod off/whiplash attacks
during those hot afternoon flights... (Which is the real reason for getting
your airplane trimmed correctly...)
Note: DO NOT take Sweetie Pie for her first airplane ride until you are
very comfortable with the airplane and it is a smooth late afternoon or you
will screw up what could have been a fun togetherness thing. And don't show
her how agile the airplane is. Sweetie Pie doesn't care, she is too busy
trying not to let you know she is terrified and being brave. Let her get
comfortable at her pace, not yours.
Listen to the Preacher, he knows wherof he speaks...
Richard Pike
MKIII N420P (420ldPoops)
>
>My MKIII likes to fly at 75MPH but I find that the airplane is unstable in
>pitch. I isn't difficult to fly but requires constant attention. I find that
>the airplane will not hold a pitch angle even trimmed. It constantly wants
>to climb or descend at a increasing angle if allowed to continue seems to
>want to continue pitching from level to extreme angles. I have my horizontal
>stabilizers set as per plans even with the top of the fuselage tube. There
>has been considerable discussion in the past about moving the leading edge
>of the horizontal stabilizers down app a inch from the recommended setting.
>My question is do you people that have done this find that the airplane is
>more pitch stable?
>
>Maybe partly due to the pitch instability I find thermals very uncomfortable
>to fly in. I tend to fly only the last few hours of the day so as to avoid
>thermals and other rough air. I have flown general aviation aircraft during
>the day and found that higher altitudes makes for a smoother ride. My
>question to you that have taken cross country flights, in light planes, is
>how high do you fly? I have carburetors that don't have in-flight mixture
>adjustments and as I climb the fuel mixture gets rich. Do I need to tune for
>the lean end of the allowable mixture range so that I can climb for smoother
>air. If you find you need to fly 8-9 thousand feet above ground I can't go
>that lean on the ground and will not bother.
>
>Thanks
>
>Rick Neilsen
>Redrive VW powered MKIII
>
>
________________________________________________________________________________
| Subject: | Out of Office AutoReply: Kolb-List Digest: 26 Msgs - 06/19/03 |
| From: | "Souza, Mark W" <mark.w.souza(at)boeing.com> |
I away on business until Thursday 6/26/03. Any issues that can't wait that long
should be addressed to my back-up Terry Wagstaff 266-6666. I will monitor my
e-mail and will address any problems that can be handled by mail or phone call.
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
=?GB2312?B?qro/KSBhdCAwNi8yMC8yMDAzIDA3OjA3OjQ3?MIME-Version: 1.0
________________________________ Message 12
____________________________________
>From: "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com>
>Subject: Re: Kolb-List: Mark III "Miss B" W & B
>John, according to the weight and balance data using the 66 MAC that Kolb
provides,
>I expected to be near the rear CG. Here's the data I am working with.
>Empty weight 517.5 Moment 17919.34375
>Pilot 195 lbs Arm -3 Moment -585
>Fuel 60 lbs Arm 20.5 Moment 1230
>This puts my CG % at 36.4%
>I am running at 582. My battery is right behind the passenger's seat. I'm
surprised
>that given the various distances to the datum that Kolb publishes for the
>Mark III that most all Mark IIIs aren't tail heavy when flying solo. I'm
obviously
>missing something.
>No offense taken. Any input is appreciated.
>Bob
BOB!
Congrats on the first flight!
Your numbers above for w/b are very close to my initial work also. I don't
have the data in front of me but mine was also very light and at 35% of the
range. Two documents in the kit contradicted each other for the absolute
limit, so a call was placed to Dennis Souder. He confirmed CG OK to 37%.
Don't worry, the plane will only gain weight and most if not all of it will
be in the cabin area aiding the forward movement of the C/G.
Confirm the trim springs are loose and not affecting stick.
Lift gently on the flaps, to determine if the slack in the linkage allows
them to float upward at all above flat with the bottom of the wing, if so
tune that out. Slightly down is OK too. Same with the ailerons, but that
is alittle tougher to do alone, you must lift and evaluate both at once, or
have someone keeping the stick centered, locked. A straight edge across
the entire wing and control surface from leading edge to trailing edge will
show the deflection best. Make them flat, or slightly lower, when lifting
with maybe 20 pounds of force each surface (estimated).
Jim Gerken
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: W/B on a MKIII -trim |
Some semi-random thoughts on trim-
What I have done to get the flaps and ailerons all trimmed together is -
while flying, if the trim feel is correct, no tendency to roll, or pitch,
everything feels good, -then
look out at your flaps and aileron trailing edges -
are they lined up? If not, adjust them until they are all in a line while
maintaining correct stick feel and stable trim & handling. You will
probably end up with having one aileron up a bit and the other down a bit,
so adjust the flaps to line up with them.
When you get it right, (and it takes a bit of patience with many short test
flights and fiddling with the 3/8" & 7/16" wrenches) then in normal solo
cruise all your trailing edges will be pretty much in a line. That will
give you minimum drag & best efficiency for your particular configuration.
It doesn't matter whether they are up a bit or down a bit as long as there
is no spring pressure on the elevators and you are at minimum forward
weight configuration and it trims out about stick neutral between 45-65 or
so. When everything is correct, it only takes a little bit of occasional
pressure on the stick to keep it in normal level trimmed flight.
When you add a passenger, then you will need to add up elevator trim with
the spring trim mechanism. If your first flight is with a fairly heavy
passenger, you will be surprised how much up trim you will end up using.
Expect things to be different, don't do it out of a short strip, you will
need time to mentally adjust. (Guess how I know this?)
Leave the flaps alone for the first several hours. Then explore them
cautiously, they change everything and are great, but everything gets
different. When you first try landing with a passenger, especially a heavy
one, try to have a place where flaps are not necessary, then gradually ease
into using them, once again they change everything and your previous
expectations will get you surprised.
You will experience the need for more up elevator trim as you crank in more
flaps, this is normal.
As you adjust power settings, if there is a major trim pressure change on
the stick, then you might want to adjust your engine thrust angle. Ideally,
things stay sorta the same, but not exactly. (or maybe they should be and I
haven't found it yet?)
Richard Pike
MKIII N420P (420ldPoops)
>
>
> >From: "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com>
> >Subject: Re: Kolb-List: Mark III "Miss B" W & B
> I'm
>surprised
> >that given the various distances to the datum that Kolb publishes for the
> >Mark III that most all Mark IIIs aren't tail heavy when flying solo. I'm
>obviously
> >missing something.
> >Bob
>
>BOB!
>Congrats on the first flight!
>Confirm the trim springs are loose and not affecting stick.
>Lift gently on the flaps, to determine if the slack in the linkage allows
>them to float upward at all above flat with the bottom of the wing, if so
>tune that out. Slightly down is OK too. Same with the ailerons, but that
>is alittle tougher to do alone, you must lift and evaluate both at once, or
>have someone keeping the stick centered, locked. A straight edge across
>the entire wing and control surface from leading edge to trailing edge will
>show the deflection best. Make them flat, or slightly lower, when lifting
>with maybe 20 pounds of force each surface (estimated).
>
>Jim Gerken
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: PVC Pipe for a Gas Spout? |
I am using a piece of PVC theaded 90 degree screwed into the top of the
stock Kolb gas tank. It has been in there for years and I see no problem
with it.
----- Original Message -----
From: <BKlebon(at)aol.com>
Subject: Re: Kolb-List: PVC Pipe for a Gas Spout?
>
> Although I no longer use it, for about 3 years I used a piece of PVC pipe
as
> an extension to the spout of a 5 gal. fuel can and had no problems with
fuel
> contamination.
>
>
________________________________________________________________________________
| From: | Swampist(at)aol.com |
| Subject: | Firestar Serial Number |
Just purchased Firestar need airframe serial number. Was told it was on
engine mount tube but no luck . Is this number stamped on tube or a placard
attached to this area ? Where exactly ? top,bottom right,left, front of engine
etc.
Was told it is 1989 but not positive. Assistance is much appreciated.
Randy
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | Re: Firestar Serial Number |
I was told by Dennis Souder that there is no actual serial no. affixed
to the
plane. In my case (a MkIII) there is a number stamped on the engine
mount area,
but that was just a cage identity. That number is currently being used by
the plane that had replaced my slightly bent cage with a new one. What it
comes down to, unless you have a plane that has been previously registered,
just make one up. Since it is a homebuilt you are the one who decides
what the
number is. Only one caveat, go to the FAA registration page to check if that
one is being curently used by another Kolb. No doubt it is by some other
make but that doesn't make any diff. -BB, bolted on the wings today with
the help of my good brother, during a persistent drizzle on the first ?
day of
summer????
Swampist(at)aol.com wrote:
>
>Just purchased Firestar need airframe serial number. Was told it was on
>engine mount tube but no luck . Is this number stamped on tube or a placard
>attached to this area ? Where exactly ? top,bottom right,left, front of engine
etc.
>Was told it is 1989 but not positive. Assistance is much appreciated.
>Randy
>
>
>
>
________________________________________________________________________________
| From: | Robert Dorsey <lnc2bldr(at)earthlink.net> |
| Subject: | Re: Firestar Serial Number |
When I completed the build on my FF, I contacted Esther Kolb and she sent
me a memo with my assigned SN.
Maybe TNK has these records?
>
>Just purchased Firestar need airframe serial number. Was told it was on
>engine mount tube but no luck . Is this number stamped on tube or a placard
>attached to this area ? Where exactly ? top,bottom right,left, front of
engine etc.
>Was told it is 1989 but not positive. Assistance is much appreciated.
>Randy
>
>
>
________________________________________________________________________________
| From: | Rick & Martha Neilsen <neilsenrm(at)comcast.net> |
| Subject: | RE:MKIII Pitch Stability |
Thanks John
See below I had a pitch stability issue with my MKIII nothing hard to
control but when you add bumps it became more work. I took John Hauck's
suggestion and lowered the leading edge of the horizontal stabilizer .5 inch
lower than factory specifications. This isn't a complete fix but to use
John's analogy it is defiantly a bigger ball. Another plus is that this
gives my airplane more pitch up authority. This is good because at higher
passenger loading and low air speed I found on take off(high power) that I
would get close to the limit of up elevator.
At some point I may experiment with an even lower angle but for now this is
much better.
Rick Neilsen
Redrive VW powered MKIII
> It seems that you were one that had lowered the leading edge of your
> horizontal stabilizer. Did this improve pitch stability on your airplane?
>
> Rick Neilsen
> Redrive VW powered MKIII
Rick:
Yes, Jim and I experimented with the adjustable
leading edge, horz stab, from the get go. Mine is
adjustable from about an inch lower than what the
plans call for (even with the top of the boom
tube), in three equal increments of about 1/2 inch
each. I have flown in all three positions, but
find that the center position is the only
semi-stable position. All the way up or all the
way down and the airplane acts like it is trying
to balance on a ball. It is continually falling
off the back or front. Really annoying to try and
fly like that.
The purpose of developing the adjustable mounts
was to be able to compensate for different
passenger/pilot loads, and to experiment with how
the aircraft would react to the different
positions. I leave the horz stab in the middle
position all the time now.
Strange, that my MK III would not want to settle
down except in the middle position.
john h
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
When I changed from a 532 to a 582 on my MKIII, I kept the same tach, it is
the one that is normally used for a late style 582. It became erratic, so I
sent it to Westach, they sent it back, said it was OK, the problem is in my
system.
Here are the symptoms: at idle, it reads 2200, which is OK. At full
throttle, tied down, turning 6200, (determined by electric eye tach) it
reads 7000-7500 erratic. Flip on the landing lights, and it drops down to
6000-6500. Now turn the landing lights off, and it might drop to 5800-6200,
or it might go back to 7500.
Took off from a local fly-in today, tach read 7500, throttled back to
cruise (guesstimate of 5400-5600?) tach read 7000, flipping the landing
lights on made the tach drop to 5000. Flipping the landing lights off and
on gave me a variety of readings, some of them maybe close, others
obviously bogus.
There is obviously some relationship between electrical load and tach
readings but electronically I am a klutz & need help. The battery is at
full charge and spins the starter well, the voltmeter reads a consistent
13.8 to 14 volts at cruise.
I am using a Key West regulator, and have noticed a lot of negative
comments on the list about them lately. Anybody have any ideas what is
happening and what I might do to make things behave?
Thanks
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
Richard, I had a similar problem when I went from a 503 to a 532. Tried
different tachs, sent the new one back to Westach who said it was ok. It was
driving me crazy. Finally spoke to a tech at Westach who solved the problem
for me. It was (for me) simply a matter of changing which wires I had hooked
up to the tach from the engine. I do not remember now which wires I changed,
but perhaps they could help you with your problem.
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Kolb-List: Goofy tach
>
> When I changed from a 532 to a 582 on my MKIII, I kept the same tach, it
is
> the one that is normally used for a late style 582. It became erratic, so
I
> sent it to Westach, they sent it back, said it was OK, the problem is in
my
> system.
>
> Here are the symptoms: at idle, it reads 2200, which is OK. At full
> throttle, tied down, turning 6200, (determined by electric eye tach) it
> reads 7000-7500 erratic. Flip on the landing lights, and it drops down to
> 6000-6500. Now turn the landing lights off, and it might drop to
5800-6200,
> or it might go back to 7500.
>
> Took off from a local fly-in today, tach read 7500, throttled back to
> cruise (guesstimate of 5400-5600?) tach read 7000, flipping the landing
> lights on made the tach drop to 5000. Flipping the landing lights off and
> on gave me a variety of readings, some of them maybe close, others
> obviously bogus.
>
> There is obviously some relationship between electrical load and tach
> readings but electronically I am a klutz & need help. The battery is at
> full charge and spins the starter well, the voltmeter reads a consistent
> 13.8 to 14 volts at cruise.
>
> I am using a Key West regulator, and have noticed a lot of negative
> comments on the list about them lately. Anybody have any ideas what is
> happening and what I might do to make things behave?
>
> Thanks
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| Subject: | [ Bob Brocious ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Bob Brocious
Subject: Miss B - Kolb Mark III
http://www.matronics.com/photoshare/bbrocious@hotmail.com.06.22.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | Re: [ Bob Brocious ] : New Email List Photo Share Available! |
From the other BB on the list, lookin great! -and a fine pal to share
it with
makes it even better. -BB, MkIII, anxious to get off the grass too.
Email List Photo Shares wrote:
>
>
>A new Email List Photo Share is available:
>
> Poster: Bob Brocious
>
>
> Subject: Miss B - Kolb Mark III
>
> http://www.matronics.com/photoshare/bbrocious@hotmail.com.06.22.2003/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: | "ronnie wehba" <rwehba(at)wtxs.net> |
anyone know who owns the rights to the ultrastar,, just wondering?
________________________________________________________________________________
Ronnie
I asked that some question a year or so back. Dennis Souder answered
in so many words that he did not own the rights !! I do not think that
TNK owns the rights either. Only Homer knows; I would guess??
I have an ultra Star in the garage and think that it will be a good
flyer when I get around to hooking up the instruments and making an
enclosure for it. The reason that I bought mine was that some on the
list say that it is a better flyer than one or two of the current
designs. The decision for me was--do I spend 10k or more for a
Firefly/Firestar or do I fly this Ultrastar for 1.5k? :-)
If I were building a look alike--I would not copy the fuselage at
all!! I would build it to a more standard shape that would accomodate an
instrument panel and a center stick like the firefly. I might even try
to make it a tri gear and eliminate the tail dragger components .
The wings are probably the same as is on the 5 rib firestars of the
late 80's or early 90's?? I would build them to the 7 rib standard .
All in all --this design needs to be updated. I suspect that it could
be copied it in a general way without infringing on anybodys rights.
Herb
> anyone know who owns the rights to the ultrastar,, just wondering?
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
SpamAssassin (Message larger than max testing size)
thanks for the reply, mine is a bone stock 84-85 I think,It flys great,
reason i asked is, several around here thinks it is the cats A%%, and in the
past I did 27 airbike frame kits for team, then the florida thing happened.
building a jig is a nobrainer for me, I got a sixth sense for reading
prints, and doing a layout, or a jig-up. the side stick is really easy to
use,I got 11 hours in a Q1. nice ride hell to land.130 on 18 h.p. wow.I am
gonna change my inst. pod big time as it shakes around a lot.bought it as it
is in the pic"attatched". cheap,did nothing to it as it was ready to go, I
got a DEAL. later ron.in HOT west texas. oh also got a team max with a a084
engine. it's a 4 cyl,4 stroke 84 inch generator engine.
http://photos.yahoo.com/rwehba
----- Original Message -----
From: <herbgh(at)juno.com>
Subject: Re: Kolb-List: ultrastar
>
> Ronnie
>
> I asked that some question a year or so back. Dennis Souder answered
> in so many words that he did not own the rights !! I do not think that
> TNK owns the rights either. Only Homer knows; I would guess??
>
> I have an ultra Star in the garage and think that it will be a good
> flyer when I get around to hooking up the instruments and making an
> enclosure for it. The reason that I bought mine was that some on the
> list say that it is a better flyer than one or two of the current
> designs. The decision for me was--do I spend 10k or more for a
> Firefly/Firestar or do I fly this Ultrastar for 1.5k? :-)
>
> If I were building a look alike--I would not copy the fuselage at
> all!! I would build it to a more standard shape that would accomodate an
> instrument panel and a center stick like the firefly. I might even try
> to make it a tri gear and eliminate the tail dragger components .
> The wings are probably the same as is on the 5 rib firestars of the
> late 80's or early 90's?? I would build them to the 7 rib standard .
> All in all --this design needs to be updated. I suspect that it could
> be copied it in a general way without infringing on anybodys rights.
> Herb
> > anyone know who owns the rights to the ultrastar,, just wondering?
>
>
________________________________________________________________________________
| Subject: | FireFly Finished |
Well Kolbers...thanks to all of you..and my wifes patience...this little
bird is done today..other than a dab a safety wire left to do here and
there, and a couple of instruments that should be here next week.
I pushed her outside in the sun for the first time today...just 1 week short
of 9 months since I brought it home from Atlanta...by way of New London and
the Kolb Fly-in. If all Goes well.and the weather holds..maiden flight
should be july 4th weekend...and considering the paint-job...this sure seems
appropriate!
Updated pics on page 11 just taken today....check her out and tell me what
you guys think!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: FireFly Finished |
looks fantastic! great job.
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: FireFly Finished
>
> Well Kolbers...thanks to all of you..and my wifes patience...this little
> bird is done today..other than a dab a safety wire left to do here and
> there, and a couple of instruments that should be here next week.
> I pushed her outside in the sun for the first time today...just 1 week
short
> of 9 months since I brought it home from Atlanta...by way of New London
and
> the Kolb Fly-in. If all Goes well.and the weather holds..maiden flight
> should be july 4th weekend...and considering the paint-job...this sure
seems
> appropriate!
>
> Updated pics on page 11 just taken today....check her out and tell me what
> you guys think!
>
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
> anyone know who owns the rights to the ultrastar,, just wondering?
Homer had the idea, Homer deserves the credit.
Maybe somebody designed the 5" - now 6" wingspar with the ribs locked into
place
and a tube and cage fuselage before Homer - if they did, I don't know who??
I think the "wing" is the thing - almost entirely. The 5 rib Firestars of the
late 80's(or really mid 80's) or the 7 rib standard or 8 rib Slingshot ribs.
The fact is, of course, we pay shamefully scant attention to the most basic
design changes - put in the "crudest terms - these changes were slightly more
important to us than "wheel pants" or "strut covers".
I mention this here, both to acknowledge my debt to Homer and to forestall
the letters that point out the sudden flash of inspiration was not my own.
You take my point , of course.
http://www.mindspring.com/~possums/
>
>Ronnie
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | "Miss B" test flights update |
Folks,
Thought I'd drop you a note and let you know how test flying is going as I continue
to try and trim this plane out and my novice experiences flying a Kolb.
I flew 4 times yesterday including some "touch and go's". Now that I'm over the
initial shock of flying it for the first time I am reminded of flying a Cub or
a Schweitzer 2-22 two place sailplane. It is NOT light on the ailerons. Like
the sailplane it likes rudder which is fine. I feel most comfortable using two
hands when making turns. I did droop the ailerons a bit more but I have to build
new push rods to droop the flaps as I have no more adjustment left. That's
easy to do. Still very light on the nose. Let go of the stick and she heads
for the clouds.
If I end up making an adjustment to the horizontal tail feathers is there an easier
way to raise it than drilling out the rivets and drilling new holes? That
doesn't sound like a good idea, putting more holes in the boom tube.
Checking my airspeed indicator with GPS it is showing about 15 knots too much.
Not sure how to calibrate it yet.
That's all the news worth printing from Kentucky! ... Bob
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: MV Flight Photos and Captions |
>
>Fellow Kolbers, I have just listed my prime, Cherry, pristine, emasculate,
>Firestar on E bay today.
I have noticed that ships, airplanes, etc were referred to in the feminine.
Now I now why. They had become emasculate....
I had a dog like that once.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
At
>What a kick in the pants, now I REALLY see what you guy's are talking about.
>
>Regards,
>Pat
A friend just gave me a ride in his Zenith 601. What a good looking
plane and nice lycoming up front. We went for about an hours cruise around
the county. Beautiful control response. Other than that I feel pretty much
spoiled by flying Kolbs. In the 601 the engine cowl is on the horizon so
there is no forward visibility. Down below your shoulder is a wing so there
is no downward visibility, so there you are with a 1/4 hemisphere of
visibility to the side of the nose down to the wing. Tried to find friends
strips but couldn't untill I circled the area a couple times to make use of
the small window of opportunity to see where I was. I suppose if you are
used to that kind of plane it would be different but going from an original
Twinstar then to a modified Mk111 I am kind of spoiled in the amount of
visibility I need for an enjoyable flight.
Enjoy your Firestar Pat. Most pilots want an ultralight, they just don't
know it or will not admit to it.
P.S. The Zenith is gone and my friend is in the market for a firefly.
He has received several leads from the list and perhaps soon he will be one
of us again.
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: spoiled rotten |
look on ebay,, item#2420836438
----- Original Message -----
From: "woody" <duesouth(at)govital.net>
Subject: Kolb-List: spoiled rotten
>
> At
>
> >What a kick in the pants, now I REALLY see what you guy's are talking
about.
> >
> >Regards,
> >Pat
>
>
> A friend just gave me a ride in his Zenith 601. What a good looking
> plane and nice lycoming up front. We went for about an hours cruise around
> the county. Beautiful control response. Other than that I feel pretty much
> spoiled by flying Kolbs. In the 601 the engine cowl is on the horizon so
> there is no forward visibility. Down below your shoulder is a wing so
there
> is no downward visibility, so there you are with a 1/4 hemisphere of
> visibility to the side of the nose down to the wing. Tried to find friends
> strips but couldn't untill I circled the area a couple times to make use
of
> the small window of opportunity to see where I was. I suppose if you are
> used to that kind of plane it would be different but going from an
original
> Twinstar then to a modified Mk111 I am kind of spoiled in the amount of
> visibility I need for an enjoyable flight.
> Enjoy your Firestar Pat. Most pilots want an ultralight, they just
don't
> know it or will not admit to it.
>
> P.S. The Zenith is gone and my friend is in the market for a firefly.
> He has received several leads from the list and perhaps soon he will be
one
> of us again.
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
would you sell your US as a few around here sure like mine!
----- Original Message -----
From: <herbgh(at)juno.com>
Subject: Re: Kolb-List: ultrastar
>
> Ronnie
>
> I asked that some question a year or so back. Dennis Souder answered
> in so many words that he did not own the rights !! I do not think that
> TNK owns the rights either. Only Homer knows; I would guess??
>
> I have an ultra Star in the garage and think that it will be a good
> flyer when I get around to hooking up the instruments and making an
> enclosure for it. The reason that I bought mine was that some on the
> list say that it is a better flyer than one or two of the current
> designs. The decision for me was--do I spend 10k or more for a
> Firefly/Firestar or do I fly this Ultrastar for 1.5k? :-)
>
> If I were building a look alike--I would not copy the fuselage at
> all!! I would build it to a more standard shape that would accomodate an
> instrument panel and a center stick like the firefly. I might even try
> to make it a tri gear and eliminate the tail dragger components .
> The wings are probably the same as is on the 5 rib firestars of the
> late 80's or early 90's?? I would build them to the 7 rib standard .
> All in all --this design needs to be updated. I suspect that it could
> be copied it in a general way without infringing on anybodys rights.
> Herb
> > anyone know who owns the rights to the ultrastar,, just wondering?
>
>
>
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | FireFly Fuselage Fairing |
FireFlyer's,
I mounted a fairing on the back of the FireFly. Calculations indicated that it
would save about one horsepower at 50 mphi. It was made from blue foam, chiffon
party dress material, panel board, epoxy, and latex paint. Weighs less than
fourteen ounces.
Sunday, I flew to my monthly EAA Chapter meeting with it mounted. I believe the
propeller noise was less, as it straightens the air flow through the propeller.
The only other difference I noticed was that the FireFly will cruise at 50
mphi at 200 engine rpm less than it did before.
If you would like see how it was made, there are some photos and explanation at:
http://www.thirdshift.com/jack/firefly/firefly93.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Fuselage Fairing |
> If It appears that it will stand up to the abuse, I might try one.
>
> Richard Pike
Richard/All:
I had to go to sheet metal after 100 hours on the
MK III and 582. It ate the fabric fairing we had
made.
On the Firestar, we had not problem with the 447
eating the fabric fairing.
john h
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Raising horizontal stab on Mark III |
A piper cub has the leading edge of the horizontal mounted on a jack screw
with about 3 in. of travel. The leading edge of my horizontal has been 1 in. up
since the first test flight in 1999, 230 hrs ago.G.Aman FS2
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Firestar Serial Number |
My firestar has the number stamped very lightly on the end cap of the 2 in
main engine support tube at the rear of the cage
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: FireFly Finished |
Don:
Prettiest thing I ever saw....
Trade you my wife fer that thing... hell... trade you BOTH of 'em fer
it....! and when I get another one, I'll throw her in too...
Beauford
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: FireFly Finished
>
> Well Kolbers...thanks to all of you..and my wifes patience...this little
> bird is done today..other than a dab a safety wire left to do here and
> there, and a couple of instruments that should be here next week.
> I pushed her outside in the sun for the first time today...just 1 week
short
> of 9 months since I brought it home from Atlanta...by way of New London
and
> the Kolb Fly-in. If all Goes well.and the weather holds..maiden flight
> should be july 4th weekend...and considering the paint-job...this sure
seems
> appropriate!
>
> Updated pics on page 11 just taken today....check her out and tell me what
> you guys think!
>
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> After landing Sat. I noticed a dink in the leading edge of one blade of my
> prop ( Warp Drive ) , then a spring missing from the header pipe. There has
> got to be a better way...
>
> Richard Harris
Richard/All:
In almost 500 hours on the 912S and Titan exhaust
system, I have lost one exhaust spring and dinged
the leading edge of one blade. Funny, a flight or
two prior to the spring failing, I had made a
mental note that the springs were about ready to
be replaced. However, I never got around to
replacing them until after sending one through the
prop.
They last a long time if gooped up with silicone
seal pushed down into the spring. If properly
safetied, they will most likely stay on the pipe
rather than go through the prop. I got lazy again
and did not safety.
Think I'll scrounge up four springs and replace
the old ones before they decide to break.
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: FireFly Fuselage Fairing |
Some really good ideas there, and I think that it should hold up pretty good
with the rigid foam backing up the fabric. There shouldn't be any drumming
or such to damage it. Very nice. Admiring Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Jack & Louise Hart" <jbhart(at)ldd.net>
Subject: Kolb-List: FireFly Fuselage Fairing
>
> FireFlyer's,
>
> I mounted a fairing on the back of the FireFly. Calculations indicated
that it would save about one horsepower at 50 mphi. It was made from blue
foam, chiffon party dress material, panel board, epoxy, and latex paint.
Weighs less than fourteen ounces.
>
> Sunday, I flew to my monthly EAA Chapter meeting with it mounted. I
believe the propeller noise was less, as it straightens the air flow through
the propeller. The only other difference I noticed was that the FireFly
will cruise at 50 mphi at 200 engine rpm less than it did before.
>
> If you would like see how it was made, there are some photos and
explanation at:
>
> http://www.thirdshift.com/jack/firefly/firefly93.html
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)pa.net> |
| Subject: | Re: spoiled rotten |
Woody
Talked to an ex-Kolber once at SNF and he had purchased a Rans S-10. He
told me that on the very first flight, he knew that he had made a big
mistake. Yup ... it was the visibility, or lack thereof. Basic reason why
I never gushed about the Laser - same problem. Doesn't matter how great it
flies - without visibility you don't have much - unless it is just something
used just for transportation. Also you don't realize how much the
visibility helps you on landing. Spoke to a Kolber (ex MiniMax or
something) and he had a very tight strip. Guess what? With the FireStar it
wasn't a tight strip any more.! With the mini-thing he just could not get
it low over the trees because he did not have the visibility and felt that
was always in danger of getting to low. With the FS he could skoot in right
over the tree tops and drop it down at edge of runway. Couldn't do that with
the Mini-whatever. I had a KR2 some years ago which combined the poor
visibility with a reasonably slippery plane and it had no flaps. I just
knew if the engine ever quit, I would have my hands full trying to put it
down. Whatever visibility you have in cruise mode, all but disappears in
slow flight at higher angles of attack. The only way I could land the KR at
minimum airspeed was to give it full left rudder and right aileron, this
gave me a peep-hole in the lower corner of the canopy to see what was ahead.
Otherwise, I would be blind.
Pushers rule.
Dennis
----- Original Message -----
From: "woody" <duesouth(at)govital.net>
Subject: Kolb-List: spoiled rotten
>
> At
>
> >What a kick in the pants, now I REALLY see what you guy's are talking
about.
> >
> >Regards,
> >Pat
>
>
> A friend just gave me a ride in his Zenith 601. What a good looking
> plane and nice lycoming up front. We went for about an hours cruise around
> the county. Beautiful control response. Other than that I feel pretty much
> spoiled by flying Kolbs. In the 601 the engine cowl is on the horizon so
> there is no forward visibility. Down below your shoulder is a wing so
there
> is no downward visibility, so there you are with a 1/4 hemisphere of
> visibility to the side of the nose down to the wing. Tried to find friends
> strips but couldn't untill I circled the area a couple times to make use
of
> the small window of opportunity to see where I was. I suppose if you are
> used to that kind of plane it would be different but going from an
original
> Twinstar then to a modified Mk111 I am kind of spoiled in the amount of
> visibility I need for an enjoyable flight.
> Enjoy your Firestar Pat. Most pilots want an ultralight, they just
don't
> know it or will not admit to it.
>
> P.S. The Zenith is gone and my friend is in the market for a firefly.
> He has received several leads from the list and perhaps soon he will be
one
> of us again.
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: spoiled rotten |
Thanks dennis, me a new "old" ultrastar flyer 84 model i think,,, and i love
it!
----- Original Message -----
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Re: Kolb-List: spoiled rotten
>
> Woody
>
> Talked to an ex-Kolber once at SNF and he had purchased a Rans S-10. He
> told me that on the very first flight, he knew that he had made a big
> mistake. Yup ... it was the visibility, or lack thereof. Basic reason
why
> I never gushed about the Laser - same problem. Doesn't matter how great
it
> flies - without visibility you don't have much - unless it is just
something
> used just for transportation. Also you don't realize how much the
> visibility helps you on landing. Spoke to a Kolber (ex MiniMax or
> something) and he had a very tight strip. Guess what? With the FireStar
it
> wasn't a tight strip any more.! With the mini-thing he just could not get
> it low over the trees because he did not have the visibility and felt that
> was always in danger of getting to low. With the FS he could skoot in
right
> over the tree tops and drop it down at edge of runway. Couldn't do that
with
> the Mini-whatever. I had a KR2 some years ago which combined the poor
> visibility with a reasonably slippery plane and it had no flaps. I just
> knew if the engine ever quit, I would have my hands full trying to put it
> down. Whatever visibility you have in cruise mode, all but disappears in
> slow flight at higher angles of attack. The only way I could land the KR
at
> minimum airspeed was to give it full left rudder and right aileron, this
> gave me a peep-hole in the lower corner of the canopy to see what was
ahead.
> Otherwise, I would be blind.
>
> Pushers rule.
>
> Dennis
>
>
> ----- Original Message -----
> From: "woody" <duesouth(at)govital.net>
> To:
> Subject: Kolb-List: spoiled rotten
>
>
> >
> > At
> >
> > >What a kick in the pants, now I REALLY see what you guy's are talking
> about.
> > >
> > >Regards,
> > >Pat
> >
> >
> > A friend just gave me a ride in his Zenith 601. What a good looking
> > plane and nice lycoming up front. We went for about an hours cruise
around
> > the county. Beautiful control response. Other than that I feel pretty
much
> > spoiled by flying Kolbs. In the 601 the engine cowl is on the horizon so
> > there is no forward visibility. Down below your shoulder is a wing so
> there
> > is no downward visibility, so there you are with a 1/4 hemisphere of
> > visibility to the side of the nose down to the wing. Tried to find
friends
> > strips but couldn't untill I circled the area a couple times to make use
> of
> > the small window of opportunity to see where I was. I suppose if you are
> > used to that kind of plane it would be different but going from an
> original
> > Twinstar then to a modified Mk111 I am kind of spoiled in the amount of
> > visibility I need for an enjoyable flight.
> > Enjoy your Firestar Pat. Most pilots want an ultralight, they just
> don't
> > know it or will not admit to it.
> >
> > P.S. The Zenith is gone and my friend is in the market for a
firefly.
> > He has received several leads from the list and perhaps soon he will be
> one
> > of us again.
> >
> >
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
>
>Hi gang,
>Just got back on line after a lighting strike put me out of business for a
>couple of weeks. So much for whining. but there is more...
>
>After landing Sat. I noticed a dink in the leading edge of one blade of my
>prop ( Warp Drive ) , then a spring missing from the header pipe. There has
>got to be a better way...
>
>
>Richard Harris
They've got something to take the place of those rusty old muffler springs
now - if you can afford it.
Cost about $25.00 from CPS and is stainless steel and you don't have to
take your muffler off to put it on.
Only problem so far is that the Stainless Steel tends to cut into the bolts
a little - after several months.
Have ordered new stainless steel bolts to replace the AN ones (the ones
with the springs) that came with the kit.
CPS part # 30385 - you can see one at :
http://www.adventuremotorsport.com/BallJointMufflerKit.htm
________________________________________________________________________________
| From: | Gene Ledbetter <gdledbetter1(at)fuse.net> |
On Tuesday, Jun 24, 2003, at 23:35 America/New_York, possums wrote:
> They've got something to take the place of those rusty old muffler
> springs
> now - if you can afford it.
> Cost about $25.00 from CPS and is stainless steel and you don't have to
> take your muffler off to put it on.
> Only problem so far is that the Stainless Steel tends to cut into the
> bolts
> a little - after several months.
> Have ordered new stainless steel bolts to replace the AN ones (the ones
> with the springs) that came with the kit.
> CPS part # 30385 - you can see one at :
I would echo Possums recommendation since I installed the same spring
replacements over a year ago. I have also had the same experience with
the bolts wearing. In addition, I needed to grind the top edge off one
set because they rubbed the muffler.
Took my longest crosscountry this week. Flew 170 miles from
Waynesville to London and spent the night with Brian and Helen. They
have moved into their new facility which will be very nice when
finished. Got lucky on the flights since it was downhill both ways.
Had a 10 mph tailwind going and a 5 mph tailwind on return. Flew down
nonstop and used 8.5 gallons of fuel. Averaged 65 mph groundspeed for
entire trip. Flew at indicated 65mph airspeed at 5900 rpm. Stopped at
a very friendly ultralight field at Cynthiana, KY on my way home and
added a little 100LL.
Overall, a great trip.
Gene Ledbetter
Cincinnati
Firefly 210 hrs
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Re: Raising horizontal stab on Mark III |
How did you raise it? Did you drill out the rivets and drill new holes?
Bob, Kathleen, and Kory Brocious
Tenacity Farm
Campbellsburg, Kentucky
From: ZepRep251(at)aol.com
Subject: Re: Kolb-List: Raising horizontal stab on Mark III
Date: Tue, 24 Jun 2003 20:02:14 EDT
-- Kolb-List message posted by: ZepRep251(at)aol.com
A piper cub has the leading edge of the horizontal mounted on a jack screw
with about 3 in. of travel. The leading edge of my horizontal has been 1 in. up
since the first test flight in 1999, 230 hrs ago.G.Aman FS2
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> John, what goop do you put on the springs?
> Bob
Bob/All:
I use what ever silicone seal is handy. It all
works.
I was told the primary purpose of the silicone
seal was to dampen vibration. Vibration is the
critter that gets to the springs and causes them
to break, along with rust............
High temps from the stainless steel pipes does not
seem to effect the silicone seal which is standing
off the pipe about 1/4 to 1/2 inch.
john h
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
No power at work this morning so they sent us home...Yippeeeeeee!
I've been wiring my GPL starter , EIS , and one of those dual mag ignitions.
As long as I take "baby steps" it's not TOO overwhelming....
Anyway the instructions don't say which spark plugs to put the CHT sensors on....
I'm gonna look thru some catalogs... maybe CPS will have something....
Where do some of you guys have them on a 503 ?
My guess would be to keep them close to the center of the head.
Gotta Fly...
Mike in MN
FSII-final assembly
---
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: | Jimmy <jhankin(at)planters.net> |
Have a Firefly with the 447 engine.
The springs are put on and safety wire is put inside and around the length
of the spring, red silicone hi-temp is squeezed inside the spring and around
the ends. With the safety around the spring the only part that can come
loose is the hooks on the ends. The silicone will hopefully hold them if
they break loose. I always check the springs on my pre-flight.
Jimmy Hankinson
912-863-7384
Rocky Ford, Ga. 30455
jhankin(at)planters.net
Kolb Firefly/447/240hrs
Local field, Pegasus/2000/Grass
Airport JYL/Sylvania, Ga.
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
Scratch that last question about where to put the CHT probes....While
I was looking for which spark plugs to put them under, I found in a L.E.A.F.
catalog they talked about putting them under a spark plug OR a cylinder
head nut......I put them under the cylinder head nuts so I won't have to deal
with them every time I change plugs.....
Gotta Fly...
Mike in
Mn , Hot , Humid , Rainy
---
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: | Chuck Davis - Comcast <davis207(at)comcast.net> |
Next month we are travelling from NJ to spend the annual week on the beach
with the in-laws near Gulf Shores, AL. Everytime I fly in to Mobile or
Pensacola I thick how beautiful it is from the air and how great it would be
to do some ultra-light flying. (I grew up there and seeing them fly around
was what got me interested in the first place, back when Weedhoppers were
the new hot model.)
Now, having just received my certification from USUA, does any one know a
place near Gulf Shores that rents ultra-lights? I can't bring the FireFly
down, so I'd even settle for a non-Kolb. God knows if I could get the 'Fly
down, the in-laws'd never see me.
On a slightly different tack, Summer finally arrived in NJ Monday. I saw it
coming and took yesterday off work. After dealing with family issues, I got
in 2.25 hours of cross country in the afternoon. She cruises at 60mph while
turning 5000. Jack and other Firefliers, how do those number compare?
And finally, this Saturday the Jersey Shore Ultralight club is having their
annual fly-in picnic at Pemberton, NJ.
http://www.buzzardsrow.com/JerseyShore/ . (I am not a member...just putting
in a plug and hoping to see all Kolber's in the Sentral / South Jersey
area.)
Chuck Davis
FF 028
________________________________________________________________________________
| Subject: | Re: FireFly Finished |
Thanks BT....but I already got a wife.....sure dont need another...let alone
a couple more!...
Might consider a good birddog an some boot tho!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
I drilled the flanges behind each spring and safey wired them ....both ends
and thru the middle..similiar to how you would wire a turnbuckle
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| Subject: | Re: FireFly Finished |
Thanks John....Yes..the whole paint job is stitts process....all the color
is Polytone....I painted with extra retarder..extrathinner and when the
surface temps were between 60 and 65degrees according to my infrared raytek
thermometer. got a fair gloss I think for polytone. Not near as shiny as car
paint like Kolbs tho....but not bad at all.
I did not count the hours....but I did have 70 bucks worth of that high
priced green masking tape and plastic pinstriping tape in it. IT DID take
a long time....I know I spent 5 hours laying out and masking one side of the
horozontal stabs and elevators and.then shooting the stripes...no
blue....only to have to rub it all off an start over due to red bleeding
under edges of regular maskin tape...that was a very frustrating day!
all in all I worked awful hard and many long hours on that paint job for 7
weeks....maybe 4 days...sometime 5 days a week....the weekends were usually
10 to 12 hours a day.
the paint on the boom and other metal is epoxy appliance white from none
other than rust-oleum! Its WONDERFUL stuff.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Group,
I just got my Ivo prop via UPS. Seems everything is there Except for 6
nuts to go on the 6 long bolts. I DO need nuts right? There No instructions.
Ed Diebel
________________________________________________________________________________
| From: | Richard Swiderski <swiderski(at)rocketjet.net> |
| Subject: | Re: Swiderski Website |
Kolbers
I'm on a week vacation & I am holed up in a cabin here in
NC. I've finially had some time to work on my website. There's a lot
of details and pics on the systems and mods of the 3 cyl, 4-stroke, fuel
injected, turbo charged Suzuki engine that's getting closer to flying my
SlingShot. If you're interested, you can see it at
http://www.geocities.com/ib2polish/ .
I'll be working on it for a couple more days so check back.
Richard Swiderski, Summerfield FL
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>
> Group,
> I just got my Ivo prop via UPS. Seems everything is there Except for 6
>nuts to go on the 6 long bolts. I DO need nuts right? There No instructions.
>
> Ed Diebel
>
Ed,
No nuts needed with a threaded flange. Just torque them up to 200 in-lbs, and
you are ok.
http://www.ivoprop.com/servicebul2.htm
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
anyone around, Abilene, San Angelo, Midland, Odessa, Lubbock Texas areas,
With a Kolb?, I am in Sweetwater with a ultrastar.
----- Original Message -----
From: "possums" <possums(at)mindspring.com>
Subject: Re: Kolb-List: ultrastar
>
>
> > anyone know who owns the rights to the ultrastar,, just wondering?
>
> Homer had the idea, Homer deserves the credit.
> Maybe somebody designed the 5" - now 6" wingspar with the ribs locked
into
> place
> and a tube and cage fuselage before Homer - if they did, I don't know
who??
> I think the "wing" is the thing - almost entirely. The 5 rib Firestars of
the
> late 80's(or really mid 80's) or the 7 rib standard or 8 rib Slingshot
ribs.
> The fact is, of course, we pay shamefully scant attention to the most
basic
> design changes - put in the "crudest terms - these changes were slightly
more
> important to us than "wheel pants" or "strut covers".
> I mention this here, both to acknowledge my debt to Homer and to forestall
> the letters that point out the sudden flash of inspiration was not my own.
>
> You take my point , of course.
> http://www.mindspring.com/~possums/
>
>
> >
> >Ronnie
>
>
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
I didn't use any till I found one bolt backed out a bit on a pre-flight. I
then bought some 5/16 "Pal" nuts. They are the very light spring steel nuts
once used on con rod bolts on car engines.
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: Ivo prop
>
>
> Group,
> I just got my Ivo prop via UPS. Seems everything is there Except for
6
> nuts to go on the 6 long bolts. I DO need nuts right? There No
instructions.
>
> Ed Diebel
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 6/26/03 8:39:18 AM Central Standard Time,
rwpike(at)charter.net writes:
<< vo seems to think not, but Tractor Supply sells metric nuts with a plastic
insert that fit awful well and give me more peace of mind... >>
snip
Thanks ,
To Richard and all others that replied
on the Ivo question.
Ed ( in Houston)
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
I didn't have any nuts on my Ivo prop until a coupla years ago at a
local fly-in when the friendly EAA judge strongly advised me to lay some
nutz on those threads. Belt AND suspenders I reckon.
Bob N.
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Recent Kolbra Trip |
> For those interested, John's Subaru powered Kolbra
All:
Big mistake!
Above should have read "Jabiru" instead of
"Subaru".
Didn't want to give any of you the wrong
impression...........
john h
PS: 20,000 xin loi's!!! (If you did time in RVN
you would know the preceding means, "20,000
pardons, or 20,000 excuse me's, or something to
that effect".
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
hi randy
i picked you and danny up in mooresville nc sat. email me off-list if
convenient ~
jg
________________________________________________________________________________
| From: | "Jim" <flykolb(at)carolina.rr.com> |
| Subject: | Nashville, TN kolbers |
Hi,
Anybody on the list near Nashville, Tn? Or if you know of any good ultralight friendly
airports in that area - I will be there all day Sat and then Sunday AM
while my wife is at a conference. Love to look around. Leaving here Friday AM.
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
| From: | <rdcompton(at)earthlink.net> |
Please see the attached zip file for details.
________________________________________________________________________________
| From: | "Martin Trusty" <martintr(at)earthlink.net> |
"kolb-list(at)matronics.com"
| Subject: | Nashville, TN kolbers |
Jim there are several fields located here in Clarksville,TN. Hopkinsville,
Outlaw Field and a special Phillips Morris Field with cook outs the 29th of
June. Come on over, m
Only when it's too late will you weep and Howl !
<>--<
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
Bob/All:
I use what ever silicone seal is handy. It all
works.
I was told the primary purpose of the silicone
seal was to dampen vibration. Vibration is the
critter that gets to the springs and causes them
to break, along with rust............
High temps from the stainless steel pipes does not
seem to effect the silicone seal which is standing
off the pipe about 1/4 to 1/2 inch.
john h
one more tip.... i also have the titan exhaust system which uses 4 springs....
after putting safty wire through the springs i tye safty wire from the center
of one spring to the center of the next. by pulling the springs slightly out
of colum it dampens even more viberations. i last inspected it with 150 hours
or so and could see no siginificant wear.
boyd
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Group,
In the process of building my firefly, I have seen nothing showing how to
hook up the ignition switch. I also got no info or instructions on prop
installation with my ivo prop.
Does anyone have a good picture on there builders site that I could view
the ivo prop with hub & spacer?
Ed ( in Houston)
________________________________________________________________________________
| From: | "Pat Lavigne" <pjl53(at)hotmail.com> |
| Subject: | 447 engine problems |
I tried searching the archives for this problem but couldn't find it.
On my first two flights I experienced high egt's 1120-1140. Changed main
jet from 165 to170.
I was told that was OK, "just move the throttle around. The REAL problem is
after landing, moving the throttle from idle does nothing , no rpm change
from idle.
If I shut the engine off and start it again after a few seconds everything
is OK. Any suggestions ?
Pat , in Rochester,NY.
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 19 Msgs - 06/26/03 |
John,
Excellent documentary of your trip. I really enjoyed the photos and their
respective descriptions! Looks like you flew over a bit of "tiger" country
on ocassion. Glad everything went well!!!
Fly Safely,
Doug Lawton
NE Georgia & Whitwell TN
From: "John Williamson" <kolbrapilot(at)attbi.com>
Subject: Kolb-List: Recent Kolbra Trip
Good evening Gang,
I think I have finally caught up on the email, cleaned the Kolbra and worked
on
a webpage update.
Here is how my recent trip went:
http://home.attbi.com/~KolbraPilot4/KEPM.htm
I just hope more of you Kolb aviators can get out and see this great country
like
I have the opportunity to do.
Take care and hope you enjoy the info and photos.
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 387 hours
http://home.attbi.com/~kolbrapilot
________________________________________________________________________________
| Subject: | Re: 447 engine problems |
| From: | ul15rhb(at)juno.com |
Pat,
Your high EGT's may not be that much out of line as the norm is around 1100. Do
you have the EGT sensor mounted in the 'Y' of the exhaust manifold or into the
ports provided? If it's in the 'Y', they may be naturally higher.
Remember that EGT's will normally climb on a 2-stroke when the rpm's are in midrange
(4600 to 5000 rpm). They will also increase with an unloaded prop in a dive.
You might want to change back to the 160 main jet and check the jet needle to make
sure it's the right one. Also make sure the clip is in the 2nd notch from
the top for summer flying (winter, change to 3rd notch).
Make sure the jet needle clip is below the white plastic cup or you will run very
rich (this is not your problem, but would account for the engine not wanting
to run upon landing.
Ralph
--- "Pat Lavigne" wrote:
I tried searching the archives for this problem but couldn't find it.
On my first two flights I experienced high egt's 1120-1140. Changed main
jet from 165 to170.
I was told that was OK, "just move the throttle around. The REAL problem is
after landing, moving the throttle from idle does nothing , no rpm change
from idle.
If I shut the engine off and start it again after a few seconds everything
is OK. Any suggestions ?
Pat , in Rochester,NY.
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: 447 engine problems |
>
>I tried searching the archives for this problem but couldn't find it.
>
>On my first two flights I experienced high egt's 1120-1140. Changed main
>jet from 165 to170.
>
>I was told that was OK, "just move the throttle around. The REAL problem is
>after landing, moving the throttle from idle does nothing , no rpm change
>from idle.
>
> If I shut the engine off and start it again after a few seconds everything
>is OK. Any suggestions ?
>Pat , in Rochester,NY.
Pat,
It sounds like there is not enough spring force to return the cable and the throttle
to the full closed position.
Since you purchased the plane from some one else, it may not hurt to disconnect
the throttle cable and pull it out of the housing and check for water/rust etc.
Clean the cable and coat it with some white grease (lubriplate) and reassemble
the cable. If you find nothing wrong at least you have eliminated this possibility.
It would not be a bad idea to scrape away some of the plastic covering
over the housing at the lowest point in the assembly to let water/condensation
escape from inside the housing. Also, while you have it apart check the
throttle slide valve outside diameter for scratches. If you see some, it indicates
something abrasive is at work. Run your fingers around in the bore that
holds the slide to see if there is something imbedded in the surface, etc.
Good luck.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: 447 engine problems |
>
>>
>>I tried searching the archives for this problem but couldn't find it.
>>
>>On my first two flights I experienced high egt's 1120-1140. Changed main
>>jet from 165 to170.
>>
>>I was told that was OK, "just move the throttle around. The REAL problem is
>>after landing, moving the throttle from idle does nothing , no rpm change
>>from idle.
>>
>> If I shut the engine off and start it again after a few seconds everything
>>is OK. Any suggestions ?
>>Pat , in Rochester,NY.
>
Pat,
After I sent my first response, I realized that I misinterpreted your problem.
If after landing, the engine will not spool up when you advance the throttle
is an indication that the fuel mixture is much too rich at idle. As you descend
and taxi in with a mostly closed throttle, the crankcase becomes overloaded
with fuel. When you try to advance the throttle to take off again the mixture
is too rich and the engine will not speed up. If this is the case, you will
here a low tone "brbrbrbrup" sound coming from the intake side of the engine.
Some times you can keep jigging the throttle open and closed and it will clear
out on its own, but this does not lend itself to confidence on a takeoff run
with the end of the field getting too close. If you shut the engine down for
a little bit, the fuel will vaporize and pass out through the cylinder and exhaust
or back through the carburetor due to crankcase heat helping to boil it
off. Check the idle air screw position and readjust to lean it out a little
and see if this helps.
Good luck.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | flykolb(at)carolina.rr.com |
| Subject: | Nashville, TN kolbers |
Martin,
I'm here in Nashville but have no idea how to find these
airports you mentioned. I will be out driving around the
area and hope to get up to the Clarkesville area today.
Please call me on my cell phone at 704-661-7899.
Jim
>
> Jim there are several fields located here in
Clarksville,TN. Hopkinsville,
> Outlaw Field and a special Phillips Morris Field with
cook outs the 29th of
> June. Come on over, m
>
> Only when it's too late will you weep and Howl !
> <>--<
>
>
> _-
============================================================
==========
Contributions
other
> _-
============================================================
==========
messages.
members.
> _-
============================================================
==========
List.htm
list
list
> _-
============================================================
==========
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Recent Kolbra Trip |
| From: | Gene Ledbetter <gdledbetter1(at)fuse.net> |
On Thursday, Jun 26, 2003, at 23:24 America/New_York, John Williamson
wrote:
>
>
> Good evening Gang,
>
> I think I have finally caught up on the email, cleaned the Kolbra and
> worked on a webpage update.
>
> Here is how my recent trip went:
> http://home.attbi.com/~KolbraPilot4/KEPM.htm
>
John
I keep trying to view your pictures but continue to get a Page URL Not
Found message from your ATT Broadband host.
Gene
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)attbi.com> |
| Subject: | Re: Recent Kolbra Trip |
Hi Gene,
I have to assume you are using Netscape.
When running Netscape to view my website photos, you have to change the " \
" to a " / " just before the photo file name. When you use Microsoft
Internet Explorer browser, it loads right up.
For some reason Netscape changes my last / to a \ . I do this for fun so I
don't know why it happens.
Here is a sample photo:
http://home.attbi.com/~KolbraPilot4/KEPM/100_0739.JPG
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 387 hours
http://home.attbi.com/~kolbrapilot
________________________________________________________________________________
| From: | John Raeburn <raeburn(at)snowhill.com> |
| Subject: | Flight Manual for Kolb Mk III |
I am in the process of changing the classification of my aircraft from
"Ultralight" to "Experimental". I have applied for and received the "N"
number. I'm getting ready to apply for the Airworthiness certificate.
FAR 91.9 states that I need a "FLIGHT MANUAL".
Does anyone have a Flight manual that I can use as a reference so that I can
make one up for my aircraft!
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
In a message dated 6/24/03 9:27:13 PM Eastern Daylight Time,
rharris@magnolia-net.com writes:
> After landing Sat. I noticed a dink in the leading edge of one blade of my
> prop ( Warp Drive ) , then a spring missing from the header pipe. There has
> got to be a better way...
>
>
> Richard Harris
>
Richard,
I have been using 5/8" ID high temp silicone tubing over my springs to dampen
them for about 170 hours now. I still safety wire them but I haven't had one
to break yet. The tubing is available through model airplane suppliers, it
is used to couple a tuned pipe on an RC plane.
Steven G.
________________________________________________________________________________
| Subject: | [ Richard Pike ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Richard Pike
Subject: Kolb exhaust spring mods
http://www.matronics.com/photoshare/rwpike@charter.net.06.28.2003/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: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
| Subject: | Re: Suzuki G-10 Auto Conversion |
Kolbers,
I've been re-doing my website, http://www.geocities.com/ib2polish , &
thought a portion of its text would be of interest to those who might be
thinking of "going out of the box" as far as using alternative engines is
concerned. If you want to see the torque curve, go to MY KOLB; then to
ENGINE; then to ABOUT ENGINE. It over lays the Suzuki's curve with some
Rotax curves. below is an excerpt.
Richard Swiderski
SlingShot/ almost TuboSuzuki / Florida
ENGINE DATA
Naturally Aspirated:
This engine is ideally suited for aircraft use. Its most outstanding
attribute is its torqu curve. It is virtually flat throughout its operating
range. The Suzuki's 4-stroke, 3 cylinder, one-liter engine is called their
model G-10. Naturally Aspirated (NA), the G-10 at 3500rpm has 60ft-lb & at
5800rpm it 55 ft-lb. The question everyone is asking is, "Can it replace my
Rotax 582 two-stroke?" Since HP = Torque X RPM / 5252, we can compare the
useful power of both engines very nicely. So as not to be comparing apples
to oranges, we'll use % of maximum operating rpm. At 100% throttle: The
Rotax 582 has 6400rpm/52.5ft-lb/64hp; & the NA G-10 has
5800rpm/55ft-lb/61hp. At 75%: The 582 has 4800rpm/45ft-lb/41hp; & the NA
G-10 has 4350rpm/60ft-lb/50hp. At 60%: The 582 has 3840rpm/38ft-lb/28hp; &
the NA G-10 has 3480rpm/62ft-lb/41hp. The bottom line is: The G-10 has a
32% more power @ 60% throttle; 18% more power @ 75% throttle; and 5% less
power @ 100% throttle. So att full throttle, the 582 will slightly outclimb
the G-10 but at cruise, the 582 is left in the wake! The above formula
works amazingly well. If you take my computations & compare them to the
factory you will see they match perfectly. At 2gph in cruise, The G-10 has
less than 1/2 the fuel consumption of the 582. On a 4 hr trip that amounts
to at least 48 lbs of fuel, which more than compensates for the slight
increase in engine weight.
As per issue 37 of CONTACT! magazine, Steve Parkman had a NA G-10 in a
Jenny replica. Because of the prop diameter his engine was limited to
4800rpm. He dyno'ed the motor in 3 configurations & got 51 hp @ 4800 with a
carburator and 53 hp @ 4800 with Throttle Body injection. He got 64 hp with
port injection, but did not specify @ what rpm (probably at 5800).
TurboCharged:
The G-10 Turbo is were things really get exciting! I have not found
any published performance curves for the turbo version. All manuals agree
that it has a peak torque of 107 ft-lb at 3500rpm. For max HP I've seen:
70hp; 80hp; & "Not Available". The HP ratings don't jive. As we seen
above, torque & HP are mathematically interchangable. So we know for sure,
that at 3500rpm & 107ft-lb of torque, it is producing 71hp. From another
approach, we know the NA port injected version gets at least 64hp at 5800rpm
& the turbo G-10 has 8.7 lbs boost @ 5800rpm which is 59% above one
atmosphere, and 1.59 X 64 = 102hp. The conversion aftermarket rates this
engine from100-115hp. If we use the rule of thumb that an engine's peak
torque is close to its max HP, then it would make about 107hp. If we
extraplolate off the NA G-10 torque curve we get the following for the Turbo
G-10: 60% = 5800rpm/95ft-lb/105hp; 75% = 4350rpm/104ft-lb/86hp; 100% 5800rpm/95ft-lb/105hp.
If we compare this to the $12,500 912S we get: 60% 3480rpm/84ft-lb/59hp;
75% = 4350rpm/91ft-lb/75hp; and 100% 5800rpm/89.2ft-lb/99hp.
Translation: This obscure little engine outperforms the premier,
"100hp" Rotax 912S by 17% @ 60% throttle; 13% @ 75% throttle; and 6% @ 100%
throttle. Obviously, the standard "80hp" 912 is not even in the same
league. This Turbo G-10 is a torky little beast! But that's not all... The
Turbo G-10 can do this at a comparable weight (170 lb vs the true all up
weight of 168 lb for the 912); it has better fuel economy; can cruise at a
lower/more comfortable rpm; and best of all, you can go to your local
AutoZone and rebuild it for $500. You can not bore a 912 jug. Guess how
much money one of those four Rotax jugs cost? Hint: More than a G-10
rebuild.
What about reliability? How does it compare? Well its a no brainer
(In my opinion) compared
to the two-strokes. There are hundreds of G10's flying, many with over 300
hours. I know personally of one with over 500 hrs used as a trainer. The
owner loves it & said all he does is check the oil & turn the key. If you
compare the Turbo G-10 to the 912S, well there are maybe ten of the Suzuki's
flying, and many hundreds of the 912S's. The 912's certainly have a good
record and a long history. However, if the "it takes a beating & keeps on
ticking" track record of the hundreds of thousands of G-10's in abused
auto's (that routinely get 150,000 miles, and whose turnpike speeds are
comparable to aircraft rpms) are any indication, then an 800-1000 hour TBO
is quite reasonable. 500 hours is 5-10 years of flying for most of us, and
if just changing the oil and plugs during that time is all that's needed,
then for the cheap price of an overhaul, even a 500 hr TBO would be
acceptable.
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Ignition switch |
Group,
Let me try one more time....... Can anyone tell me which wires I need
to hook my ignition OR kill switch up to? cant seem to find the information
in the Kolb building manual.
Thanks,
Ed ( in Houston)
________________________________________________________________________________
| From: | "Jon Croke" <Jon(at)joncroke.com> |
| Subject: | While you were sleeping.... |
One night while you were sleeping, one of the world's best light aircraft
engines mysteriously got better!
"TBO for the 912 and 912S series engines was increased from 1200 to 1500
hours"
(Reprinted without permission from Experimenter Magazine, July 2003 Page 5)
How does this happen, all by itself? Maybe the only thing they could find
to improve was the TBO! ?
Jon
near Green Bay
FSII
www.joncroke.com
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Flight Manual for Kolb Mk III |
John,
Just lable everything in the cockpit such as throttle full & idle, enricher
on & off, trim up & down, flaps off- half - full, etc, and also lable all
instruments including the operating range marks on the ASI, you do not need
a flight manual.
Also make sure you do a complete weight and balance sheet, including fore
and aft cg conditions for lightest and heaviest allowable load, emty and
full tanks.
Denny Rowe
N616DR , PA
----- Original Message -----
From: John Raeburn <raeburn(at)snowhill.com>
Subject: Kolb-List: Flight Manual for Kolb Mk III
>
> I am in the process of changing the classification of my aircraft from
> "Ultralight" to "Experimental". I have applied for and received the "N"
> number. I'm getting ready to apply for the Airworthiness certificate.
> FAR 91.9 states that I need a "FLIGHT MANUAL".
>
> Does anyone have a Flight manual that I can use as a reference so that I
can
> make one up for my aircraft!
>
>
________________________________________________________________________________
| From: | "Ron or Mary" <whyme(at)vci.net> |
My Rotax manual says that I should run 6800 rpm on take off and climb and
6500 rpm for cruise. This seem pretty high to me. What do any of you turn
your engines for take off and cruise. I have a 503 DCDI=0D
=0D
Ron Payne
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Ron & Gang,
My 503 DCDI with a 3 blade Powerfin is set to turn 6350 on max climb out and
I usually cruise in the 5500 to 5800 range.
Later,
John Cooley
FS II 503 DCDI, Twinstar Mark II 503 DCDI and MK III project in the shop
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Sunday, June 29, 2003 08:14:52 AM
Subject: Kolb-List: 503 RPM
My Rotax manual says that I should run 6800 rpm on take off and climb and
6500 rpm for cruise. This seem pretty high to me. What do any of you turn
your engines for take off and cruise. I have a 503 DCDI=0D
=0D
Ron Payne
.
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
HI Gang,
I would like to share some info with the list that might help some builders
out. I built my first Kolb, a Firestar II, with a manual pull rivet gun and
thought that it wasn't too bad of a job. I had seen others recommend the air
rivet guns but I didn't feel they were really needed. I have been in the
process of rebuilding a Mark II Twinstar and have purchased a air rivet gun
in the past few months. Yesterday I installed the hinges on the wings using
the air rivet gun and was amazed at how much faster it went. It is time
consuming hand pulling all of those rivets ( 248 or there abouts) and I did
it in a few minutes with the gun and wasn't tired when I got through. They
only cost about 40 dollars or so on sale and are a real time saver.
Later,
John Cooley
________________________________________________________________________________
| From: | <johann-g(at)talnet.is> |
Hello Ron.
My Rotax 503 DCDI is turning at 6500 in the climb, and I like to cruise at
aroung 5200-5500 at a speed of 75 mph. I am using a three blade IVO prop.
Hope this helps.
Best regards,
Johann G.
Iceland.
"Ron or Mary" wrote:
>
> My Rotax manual says that I should run 6800 rpm on take off and climb and
> 6500 rpm for cruise. This seem pretty high to me. What do any of you turn
> your engines for take off and cruise. I have a 503 DCDI=0D
> =0D
> Ron Payne
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Johann G." <johann(at)gi.is> |
Hello list members,
I have noticed that the aileron rods on my Firestar are attached to the T
connection at the rear side, with the bolts inserted at the front with the
nut at the rear.
This installation makes the rod on the right side rub against the nut for
attaching tail-boom to cage.
Also when folding the wings back, the inboard rib rubs against the nuts on
the aileron attachment.
Has anyone bolted the aileron rods on the front side of the T connections?
Would it make any difference which side it is attached? The drawing requests
that you attach the rod at the rear. My aileron torque tube must be much
shorter than the drawings call for because the aileron rods are in line with
the bolt attachment for the cage. According to the drawing, the rods should
be about 3-4 aft of the attachment.
Hope you Firestar builders/flyers can advise on this.
Best regards,
Johann G.
Iceland.
www.gi.si/fis <http://www.gi.si/fis>
________________________________________________________________________________
| From: | "Ron or Mary" <whyme(at)vci.net> |
| Subject: | Re: Aileron Rods |
Johann==My rods are installed at the rear just like yours. They also
hit the bolt as you described. I never thought about moving them to
to the front. My ailerons would bottom out at the hinges with full
stick movement so I pop riveted a fiber block to the T bar to limit the
travel so as not to stress the hinges. This also cured the problem
of the rods hittling the bolt. The aileron stick force on mine is very
light. I can roll the plane with two fingers. A friend of mine has
a FireStar and his takes a lot of pressure to roll his plane. We
don't know why the difference.
Ron Payne
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Sunday, June 29, 2003 16:25:15
Subject: Kolb-List: Aileron Rods
Hello list members,
I have noticed that the aileron rods on my Firestar are attached to the T
connection at the rear side, with the bolts inserted at the front with the
nut at the rear.
This installation makes the rod on the right side rub against the nut for
attaching tail-boom to cage.
Also when folding the wings back, the inboard rib rubs against the nuts on
the aileron attachment.
Has anyone bolted the aileron rods on the front side of the T connections?
Would it make any difference which side it is attached? The drawing requests
that you attach the rod at the rear. My aileron torque tube must be much
shorter than the drawings call for because the aileron rods are in line with
the bolt attachment for the cage. According to the drawing, the rods should
be about 3-4 aft of the attachment.
Hope you Firestar builders/flyers can advise on this.
Best regards,
Johann G.
Iceland.
www.gi.si/fis <http://www.gi.si/fis>
.
________________________________________________________________________________
| From: | "Ron or Mary" <whyme(at)vci.net> |
Thank Johann and John. This confirms what I had thought. I have
e-mailed Rotax in the Bahamas and asked them why they
rocommend these high rpm's. If they answer me, I will let you
know what they said. I am going to set mine at 6400 climb and
5800 cruise.
Ron Payne
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Sunday, June 29, 2003 08:51:24
Subject: Re: Kolb-List: 503 RPM
Hi Ron & Gang,
My 503 DCDI with a 3 blade Powerfin is set to turn 6350 on max climb out and
I usually cruise in the 5500 to 5800 range.
Later,
John Cooley
FS II 503 DCDI, Twinstar Mark II 503 DCDI and MK III project in the shop
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Sunday, June 29, 2003 08:14:52 AM
Subject: Kolb-List: 503 RPM
My Rotax manual says that I should run 6800 rpm on take off and climb and
6500 rpm for cruise. This seem pretty high to me. What do any of you turn
your engines for take off and cruise. I have a 503 DCDI=0D
=0D
Ron Payne
..
.
________________________________________________________________________________
| From: | "Ron or Mary" <whyme(at)vci.net> |
I forgot to mention in my original post the I had e-mailed Olenik
Aviation about the rpm question and as usual Tom responded
almost immediatly as he usually does. He said that you should
never turn a 503 to 6800 rpm and that you should rarely if ever
even get to 6500.
Ron Payne
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Monday, June 30, 2003 08:32:42
Subject: Re: Kolb-List: 503 RPM
Thank Johann and John. This confirms what I had thought. I have
e-mailed Rotax in the Bahamas and asked them why they
rocommend these high rpm's. If they answer me, I will let you
know what they said. I am going to set mine at 6400 climb and
5800 cruise.
Ron Payne
...
..
.
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
Johann,
I have the same exact problem your describing, must be inherant in the Firestar
II design. I do not see a probelm moving the rods to the front of the T-connection.
That is what I was going to do once all this painting is done. Let
us know how it works whatever you try.
Regards,
Tim
-----Original Message-----
From: Johann G. [mailto:johann(at)gi.is]
Subject: Kolb-List: Aileron Rods
Hello list members,
I have noticed that the aileron rods on my Firestar are attached to the T
connection at the rear side, with the bolts inserted at the front with the
nut at the rear.
This installation makes the rod on the right side rub against the nut for
attaching tail-boom to cage.
Also when folding the wings back, the inboard rib rubs against the nuts on
the aileron attachment.
Has anyone bolted the aileron rods on the front side of the T connections?
Would it make any difference which side it is attached? The drawing requests
that you attach the rod at the rear. My aileron torque tube must be much
shorter than the drawings call for because the aileron rods are in line with
the bolt attachment for the cage. According to the drawing, the rods should
be about 3-4 aft of the attachment.
Hope you Firestar builders/flyers can advise on this.
Best regards,
Johann G.
Iceland.
www.gi.si/fis <http://www.gi.si/fis>
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
John,
I agree with you about the air riveter. When I first started my Firestar project,
I invested in a pneumatic riveter and never regretted it. However I have
found out that I can pull rivets at around 40 to 50 PSI and they seem to pull
and seat a bit better than at higher PSI settings. Give it a try and let me know
what you think.
Tim
-----Original Message-----
From: John Cooley [mailto:johnc(at)datasync.com]
Subject: Kolb-List: Tools
HI Gang,
I would like to share some info with the list that might help some builders
out. I built my first Kolb, a Firestar II, with a manual pull rivet gun and
thought that it wasn't too bad of a job. I had seen others recommend the air
rivet guns but I didn't feel they were really needed. I have been in the
process of rebuilding a Mark II Twinstar and have purchased a air rivet gun
in the past few months. Yesterday I installed the hinges on the wings using
the air rivet gun and was amazed at how much faster it went. It is time
consuming hand pulling all of those rivets ( 248 or there abouts) and I did
it in a few minutes with the gun and wasn't tired when I got through. They
only cost about 40 dollars or so on sale and are a real time saver.
Later,
John Cooley
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: What a Difference 100 Hours Makes |
>
>Jack,
>Can you please provide more info on the Victor engine? I'm not
>familiar with it at all.
>Thanks,
>-Ben Ransom
>
Ben,
It is a 382cc single cylinder, liquid cooled, two-cycle 48 hp engine with reed
valve induction, manufactured by Simonini in Italy. They make a Victor 2 that
is a two cylinder version of the Victor 1+. Also, they make a Mini 3 which is
air cooled, 240cc single cylinder engine of 32 hp, and a Mini 2+ that is air
cooled, 202cc single cylinder of 28 hp. The last two were designed primarily
as trike and parachute power plants.
I would like to try a Mini 3 on the FireFly. I could shave off about 30 pounds,
and I could further clean up the FireFly, such as landing gear fairings and
a full enclosure and still meet 103-7 requirements and increase endurance and
range too. You can see these engines at the manufacturer's site:
http://www.simonini-flying.com/victor1plus_eng.htm
and the North American rep:
http://xairamerica.com/vic1en-main.html
I really like the Victor 1+ because with priming it starts on the first time over,
does not load up, follows the throttle well, is very quiet, and so far is
not EGT sensitive to pitch changes. I was able to replace the 447 and add electric
start, radiator, coolant and battery, and come out even on the weight, get
a TBO of 600 hours. The thrust line is five inches higher than the 447, but
I have learned to tease it off grass strips. I am making small changes and
flying at least 30 minute flights to try and reduce the fuel flow rate. It is
slow going because each flight is a 70 mile round trip from home, so it knocks
a big part out of the day.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "ksanrb" <ksanrb(at)netzero.net> |
| Subject: | Firestar II For Sale |
Firestar II airframe completely assembled. Frame covered and Poly-spray, Poly-tone
paint applied, no instruments or engine.
$6000. Deteriorating health and financial condition reason for sale.
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
Pneumatic rivet pullers are available from Harbor Freight or Norther Tool &
Hydraulic. Harbor Freight usually has the best price on them. Just had
them on sale..... I did find on our FireFly when install the wing fabric
rivets there is a tendency for the tip to slide across the fabric with the
sharp mandrel of the just pulled rivet. Don't use to much pressure and
proceed with care.
jerb
>
>HI Gang,
>I would like to share some info with the list that might help some builders
>out. I built my first Kolb, a Firestar II, with a manual pull rivet gun and
>thought that it wasn't too bad of a job. I had seen others recommend the air
>rivet guns but I didn't feel they were really needed. I have been in the
>process of rebuilding a Mark II Twinstar and have purchased a air rivet gun
>in the past few months. Yesterday I installed the hinges on the wings using
>the air rivet gun and was amazed at how much faster it went. It is time
>consuming hand pulling all of those rivets ( 248 or there abouts) and I did
>it in a few minutes with the gun and wasn't tired when I got through. They
>only cost about 40 dollars or so on sale and are a real time saver.
>
>Later,
>John Cooley
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Jerb,
I will still use the manual pull gun on the wing rib fabric rivets. You have
to be careful with it also when doing these rivets because as you mentioned,
the head of the gun will slide off the rivet when pulled and rip a nice hole
in the fabric. Ask me how I know this. The patch is not noticeable if you
don't know it's there because it is under the finish tape. The pneumatic gun
is a big time saver though on the stainless rivets, especially the areas
where there are bunches of them and I wouldn't build another Kolb without
one---unless I had to.
Later,
John Cooley
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Tuesday, July 01, 2003 01:02:53 AM
Subject: Re: Kolb-List: Tools
Pneumatic rivet pullers are available from Harbor Freight or Norther Tool &
Hydraulic. Harbor Freight usually has the best price on them. Just had
them on sale..... I did find on our FireFly when install the wing fabric
rivets there is a tendency for the tip to slide across the fabric with the
sharp mandrel of the just pulled rivet. Don't use to much pressure and
proceed with care.
jerb
________________________________________________________________________________
| From: | "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I used a hand powered rivet tool on all the rivets on my MKIII it did take a
bit more time and effort but I found out something that you will not notice
with the air riveter. There is some small percentage (around 1%) of rivets
that will pop early so that it will not have 100% rated holding power. When
this happened I drilled and replaced the rivet. Maybe that's why Homer
specified so many rivets in high stress areas or maybe they are all needed
at 100%. I didn't want to find out.
Food for thought
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 Cooley
Subject: Re: Kolb-List: Tools
Hi Jerb,
I will still use the manual pull gun on the wing rib fabric rivets. You have
to be careful with it also when doing these rivets because as you mentioned,
the head of the gun will slide off the rivet when pulled and rip a nice hole
in the fabric. Ask me how I know this. The patch is not noticeable if you
don't know it's there because it is under the finish tape. The pneumatic gun
is a big time saver though on the stainless rivets, especially the areas
where there are bunches of them and I wouldn't build another Kolb without
one---unless I had to.
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Simonini Victor, was What a Difference 100 Hours Makes |
Jack,
Thanks for the info. I guess I had heard of it as the Simonini. How's
the cost compared to Rotax? Do you know if reliability and 600 hour
TBOs are showing up as realistic in real world? That's a good deal
more HP out of a smaller displacement than the Rotax 447, which I know
is do-able, but then to also claim higher TBO, I was wondering if they
claim any reasoning for the longer reliabilty. This especially tru when
considering that the single cylinder Victor1 has a piston going twice
as fast as pistons in a similar rpm, 2 cyl Rotax.
-Ben
--- Jack & Louise Hart wrote:
>
>
> >
> >Jack,
> >Can you please provide more info on the Victor engine? I'm not
> >familiar with it at all.
> >Thanks,
> >-Ben Ransom
> >
> Ben,
>
> It is a 382cc single cylinder, liquid cooled, two-cycle 48 hp engine
> with reed valve induction, manufactured by Simonini in Italy. They
> make a Victor 2 that is a two cylinder version of the Victor 1+.
> Also, they make a Mini 3 which is air cooled, 240cc single cylinder
> engine of 32 hp, and a Mini 2+ that is air cooled, 202cc single
> cylinder of 28 hp. The last two were designed primarily as trike and
> parachute power plants.
>
> I would like to try a Mini 3 on the FireFly. I could shave off about
> 30 pounds, and I could further clean up the FireFly, such as landing
> gear fairings and a full enclosure and still meet 103-7 requirements
> and increase endurance and range too. You can see these engines at
> the manufacturer's site:
>
> http://www.simonini-flying.com/victor1plus_eng.htm
>
> and the North American rep:
>
> http://xairamerica.com/vic1en-main.html
>
> I really like the Victor 1+ because with priming it starts on the
> first time over, does not load up, follows the throttle well, is very
> quiet, and so far is not EGT sensitive to pitch changes. I was able
> to replace the 447 and add electric start, radiator, coolant and
> battery, and come out even on the weight, get a TBO of 600 hours.
> The thrust line is five inches higher than the 447, but I have
> learned to tease it off grass strips. I am making small changes and
> flying at least 30 minute flights to try and reduce the fuel flow
> rate. It is slow going because each flight is a 70 mile round trip
> from home, so it knocks a big part out of the day.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Flight Manual for Kolb Mk III |
John R, and interested Kolb Friends -
I also interpreted FAR 91.1 to say "Thou shal have a flight manual in order
to be certified for day-VFR." (among all the other things)
And it was the full-up, N-certified status I wanted, so I wrote my own. And
it was fun, too!
I loosely followed the format of a mid-60s Cessna 150.
I would work on it a bit during lunchtimes in the office, and it was done
quicker than I expected. It's easy to write if you built the airplane -
various aircraft systems' descriptions will come roiling off your brain WAY
faster than you can type!
Here are the primary topics I included in my POH:
1. Description (gen description, dimensions, weights, engine, prop, elec
system, etc.)
2. Normal Operating Procedures (wing-fold steps, preflight, flight
procedures, etc.)
3. Emergency Procedures (what to do if xxx fails, a few scenarios)
4. Flight Characteristics (takeoff data, climb, cruise performance,
landing data)
5. Operating Limitations (Weight & Balance, and CG/loading data)
Appendix: Diagrams (instr panel; oil, fuel, elec & pitot-static systems
diagrams, etc.)
Presently, I am still collecting data to insert in Sec 4.
(Will get those numbers as my flights accumulate.)
Dennis Kirby
Mark-III, Verner, Powerfin, N93DK in
Cedar Crest, NM
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
| Subject: | Simonini Victor, was What a Difference 100 Hours Makes |
What is the RPM of that engine? Unless it is turning twice as fast, the
piston is moving the same speed as the 2-cylinder.
They are probably making most of the extra power through the better
volumetric efficiency provided by the liquid cooling. That just means that
the air getting to the combustion chamber is cooler and more dense. So it
expands more when the engine fires.
Also, a more accurate TBO for the 447 would be about 600 hours, so the 600
hours is not that unbelievable. The only reason that a 447 might need taken
appart before then is for decarboning or seal replacement, but the
crankshaft and pistons can easily last 600 hours in most cases on the 447.
I don't know many particulars about this engine, but I am thinking of trying
one on a single placed powered parachute that we just became a dealer for.
Probably not this summer, but maybe next spring we'll look at getting one.
Tom Olenik
Olenik Aviation
http://www.buyitsellitfixit.com
877-AIR-MOTORS
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Ben Ransom
Subject: Kolb-List: Simonini Victor, was What a Difference 100 Hours
Makes
Jack,
Thanks for the info. I guess I had heard of it as the Simonini. How's
the cost compared to Rotax? Do you know if reliability and 600 hour
TBOs are showing up as realistic in real world? That's a good deal
more HP out of a smaller displacement than the Rotax 447, which I know
is do-able, but then to also claim higher TBO, I was wondering if they
claim any reasoning for the longer reliabilty. This especially tru when
considering that the single cylinder Victor1 has a piston going twice
as fast as pistons in a similar rpm, 2 cyl Rotax.
-Ben
--- Jack & Louise Hart wrote:
>
>
> >
> >Jack,
> >Can you please provide more info on the Victor engine? I'm not
> >familiar with it at all.
> >Thanks,
> >-Ben Ransom
> >
> Ben,
>
> It is a 382cc single cylinder, liquid cooled, two-cycle 48 hp engine
> with reed valve induction, manufactured by Simonini in Italy. They
> make a Victor 2 that is a two cylinder version of the Victor 1+.
> Also, they make a Mini 3 which is air cooled, 240cc single cylinder
> engine of 32 hp, and a Mini 2+ that is air cooled, 202cc single
> cylinder of 28 hp. The last two were designed primarily as trike and
> parachute power plants.
>
> I would like to try a Mini 3 on the FireFly. I could shave off about
> 30 pounds, and I could further clean up the FireFly, such as landing
> gear fairings and a full enclosure and still meet 103-7 requirements
> and increase endurance and range too. You can see these engines at
> the manufacturer's site:
>
> http://www.simonini-flying.com/victor1plus_eng.htm
>
> and the North American rep:
>
> http://xairamerica.com/vic1en-main.html
>
> I really like the Victor 1+ because with priming it starts on the
> first time over, does not load up, follows the throttle well, is very
> quiet, and so far is not EGT sensitive to pitch changes. I was able
> to replace the 447 and add electric start, radiator, coolant and
> battery, and come out even on the weight, get a TBO of 600 hours.
> The thrust line is five inches higher than the 447, but I have
> learned to tease it off grass strips. I am making small changes and
> flying at least 30 minute flights to try and reduce the fuel flow
> rate. It is slow going because each flight is a 70 mile round trip
> from home, so it knocks a big part out of the day.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
| Subject: | Re: fools for tools... |
hi
tools rule...
tools make the difference... i recently passed on a 690L float plane, in
part, because owner's tools looked like 'garage sale' rejects... and a/c's
maintenance reflected same... despite attractive price and decent looking
jpgs...
however, a friend of mine has a 'complete' package at his t-hangar to take
care of his u/l... all or mostly Harbor Freight... before i met him i threw
the catalogs out... now i save and reread...
he has an elec ohead hoist, tool chests, fuel depots, roll arounds, roller
tables, hydr jacks, compressors, air tools, air hoses, and more; his
t-hangar 'shop' looks like the show room for the catalog... impressive to
say the least... get this....
recently after a long flite in am... he decides to pull the entire nose gear
system in his u/l... service and return to service... we then fly... come
back and fan housing on 503 breaks off but is still hanging on... so i think
well, that's it until next weekend when we may think of pulling engine... no
he says... can you stay and help me? and so in 30 min he has a pusher 503
yanked off, prop off, all accessories off... and puts in trailer ( this is
4pm) and off to welding shop... they make a solid repair and return... and
it is Harbor Freight tools, bar katy to the door... they hang engine,
install, add all accessories add prop and test fire... it lites off and he
bounces twice around the patch before he calls it a day...
the local AnP service... doing Chieftans and 210s etc... that day... cant
believe he did gear and pulled engine, repaired and returned to air... in
less than 5 hrs...
as i said...impressive to say the least
tools make the dif...and Harbor Freight has some really good values... that
the u/l crafter should be aware of...
regards
jg
> Kolbers, I was formerly a tool addict, had to buy at least one a week.
> Been on the wagon for a few years now but not unhappy about most
> of my accumulation. > Just got a new Harbor Freight flyer that offers a
"laser picture hanger
> level"
The Harbor Freight gizmo goes for $9.99 , whatadeal!!!
>From: "Bob Bean" <slyck(at)frontiernet.net>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Simonini Victor, was What a Difference 100 |
Hours Makes
>
>Jack,
>Thanks for the info. I guess I had heard of it as the Simonini. How's
>the cost compared to Rotax? Do you know if reliability and 600 hour
>TBOs are showing up as realistic in real world? That's a good deal
>more HP out of a smaller displacement than the Rotax 447, which I know
>is do-able, but then to also claim higher TBO, I was wondering if they
>claim any reasoning for the longer reliabilty. This especially tru when
>considering that the single cylinder Victor1 has a piston going twice
>as fast as pistons in a similar rpm, 2 cyl Rotax.
>-Ben
>
Ben,
At 2,000 propeller rpm, the Victor 1+ with a 2.7 to 1 reduction is turning 5,400
rpm. The 447 with a 2.58 to 1 ratio will be turning 5,160. The Victor has
a longer stoke so the 447 beats the Victor with less piston travel per rev to
give the same prop speed.
But if one looks at the equal horsepower being produced by each engine, things
look a little different. The 447 develops 39.6 hp at 6,500 rpm. The Victor develops
the same hp at 5,286 rpm (estimated by linear interpolation of Simonini
data between 5,500 and 5,000 rpm and hp). Victor stroke is 76 mm -> 2.992 inches.
447 stoke is 61 mm -> 2.402 inches. If one calculates single piston travel
per second, the Victor piston will travel 43.9 feet, while the 447 piston
will travel 43.4 feet. The piston travel difference is negligible but radial
bearing loads are much higher for the 447. I believe the Victor will run the
entire 600 hour tbo at 5,286 rpm and I doubt the 447 would make it at 6,500
rpm. Rebuild cost for the Victor is quite modest compared to the 447.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: fools for tools... |
I too spend a lot of time and money on Harbor freight. A while back ,
someone on this web site told of a way to always get the least price on any
Harbor Freight tool. There prices vary widely and I have found different
prices for the same tool in the same catalogue. If that person is still on
the list, We all would hope he would enlighten us again. Thanks.
----- Original Message -----
From: "jam'n" <jghunter(at)nol.net>
Subject: Kolb-List: Re: fools for tools...
>
> hi
>
> tools rule...
>
> tools make the difference... i recently passed on a 690L float plane, in
> part, because owner's tools looked like 'garage sale' rejects... and a/c's
> maintenance reflected same... despite attractive price and decent looking
> jpgs...
>
> however, a friend of mine has a 'complete' package at his t-hangar to take
> care of his u/l... all or mostly Harbor Freight... before i met him i
threw
> the catalogs out... now i save and reread...
>
> he has an elec ohead hoist, tool chests, fuel depots, roll arounds, roller
> tables, hydr jacks, compressors, air tools, air hoses, and more; his
> t-hangar 'shop' looks like the show room for the catalog... impressive to
> say the least... get this....
>
> recently after a long flite in am... he decides to pull the entire nose
gear
> system in his u/l... service and return to service... we then fly... come
> back and fan housing on 503 breaks off but is still hanging on... so i
think
> well, that's it until next weekend when we may think of pulling engine...
no
> he says... can you stay and help me? and so in 30 min he has a pusher 503
> yanked off, prop off, all accessories off... and puts in trailer ( this is
> 4pm) and off to welding shop... they make a solid repair and return... and
> it is Harbor Freight tools, bar katy to the door... they hang engine,
> install, add all accessories add prop and test fire... it lites off and he
> bounces twice around the patch before he calls it a day...
>
> the local AnP service... doing Chieftans and 210s etc... that day... cant
> believe he did gear and pulled engine, repaired and returned to air... in
> less than 5 hrs...
>
> as i said...impressive to say the least
>
> tools make the dif...and Harbor Freight has some really good values...
that
> the u/l crafter should be aware of...
>
> regards
>
> jg
>
> > Kolbers, I was formerly a tool addict, had to buy at least one a week.
> > Been on the wagon for a few years now but not unhappy about most
> > of my accumulation. > Just got a new Harbor Freight flyer that offers a
> "laser picture hanger
> > level"
> The Harbor Freight gizmo goes for $9.99 , whatadeal!!!
> >From: "Bob Bean" <slyck(at)frontiernet.net>
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
hey guys,, is this what i need to change over my gear to the newer version?
----- Original Message -----
From: Customer Support
Subject: Re: gear legs
Ronnie,
I would guess that the gear leg you would need is the same size as the Firefly
leg, 1-1/8" diameter tapering to 7/8" at the bottom. This is the smallest leg
that we offer.
The price would be $50 / each plus UPS.
Since you are not listed in our customer list, I have attached a copy of the Risk
& Release form that we require on a first order. If you choose to order, please
complete the form, sign it and return it to me by e-mail or fax, 606-862-9622.
Thank you Ronnie.
Linda
----- Original Message -----
From: ronnie wehba
To: Customer Support
Sent: Friday, June 27, 2003 9:57 PM
Subject: gear legs
Hi, I have a older ultrastar with the original gear, Have the drawings to convert
it to the single gear legs you now use, could you please send the cost of
the gear legs.
Thank You
Ronnie Wehba
Sweetwater,Texas
79556
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
thinking about selling my US it is a very nice flying plane, and looks real good,
just don't need two right now. if anyone is interested give me a shout,it is
in the photo share under ronnie wehba, I can e-mail more pics if needed.
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: Simonini Victor, was What a Difference |
You've pointed out linear piston distance in good detail, but I was
mistaken on the more fundamental issue that one must be going twice as
fast as two. (Thanks to Tom too.) Reality is just that the 447 crank
gets a power stroke every 1/2 revolution, compared to once per rev for
the single cylinder 2-stroke.
OK, now that my brain is back :) it is even more impressive that
Simonini is pulling more HP out of less displacement at less rpm.
-Ben
--- Jack & Louise Hart wrote:
>
> >
> >Jack,
> >Thanks for the info. I guess I had heard of it as the Simonini.
> How's
> >the cost compared to Rotax? Do you know if reliability and 600 hour
> >TBOs are showing up as realistic in real world? That's a good deal
> >more HP out of a smaller displacement than the Rotax 447, which I
> know
> >is do-able, but then to also claim higher TBO, I was wondering if
> they
> >claim any reasoning for the longer reliabilty. This especially tru
> when
> >considering that the single cylinder Victor1 has a piston going
> twice
> >as fast as pistons in a similar rpm, 2 cyl Rotax.
> >-Ben
> >
> Ben,
>
> At 2,000 propeller rpm, the Victor 1+ with a 2.7 to 1 reduction is
> turning 5,400 rpm. The 447 with a 2.58 to 1 ratio will be turning
> 5,160. The Victor has a longer stoke so the 447 beats the Victor
> with less piston travel per rev to give the same prop speed.
>
> But if one looks at the equal horsepower being produced by each
> engine, things look a little different. The 447 develops 39.6 hp at
> 6,500 rpm. The Victor develops the same hp at 5,286 rpm (estimated
> by linear interpolation of Simonini data between 5,500 and 5,000 rpm
> and hp). Victor stroke is 76 mm -> 2.992 inches. 447 stoke is 61 mm
> -> 2.402 inches. If one calculates single piston travel per second,
> the Victor piston will travel 43.9 feet, while the 447 piston will
> travel 43.4 feet. The piston travel difference is negligible but
> radial bearing loads are much higher for the 447. I believe the
> Victor will run the entire 600 hour tbo at 5,286 rpm and I doubt the
> 447 would make it at 6,500 rpm. Rebuild cost for the Victor is quite
> modest compared to the 447.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Rick Neilsen's engine weight? |
> Rick Neilsen
> Redrive VW powered MKIII
Hello Rick,
I am curious as to the total installed weight of your power plant?
VW engine and reduction along with any necessary special mounting?
Have any idea of how it compares with the 3cyl Suzuki with turbo?
Gene
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | tailwheel S hook failure |
Kolbers,
Was out driving my Mk-3 fuselage around the airport this evening, on the first
pass in which I lifted the tailwheel off the ground I got a hard left turning
tendency when I set the tailwheel back down, after I got her stopped I got out
and found that the right side S hook that ties the tailwheel chain to the tail
wheel had failed, thus causing the left turn.
Will replace both tomorrow with the split link threaded chain links.
Denny Rowe
N616DR PA
________________________________________________________________________________
| From: | "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Rick Neilsen's engine weight? |
Great Plains aircraft advertises the reduction drive engine at app. 190 lbs.
This seems fairly close. They have a spec sheet that is online that
indicates 103 HP take off and 80 HP continuance. Again the thing I like is
that this engine runs real nice at 3200 RPM.
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 Eugene
Zimmerman
Subject: Kolb-List: Rick Neilsen's engine weight?
> Rick Neilsen
> Redrive VW powered MKIII
Hello Rick,
I am curious as to the total installed weight of your power plant?
VW engine and reduction along with any necessary special mounting?
Have any idea of how it compares with the 3cyl Suzuki with turbo?
Gene
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: Simonini Victor, was What a Difference 100 |
Hours Makes
Jack,
Hows the vibration compare between the single cylinder Victor and the 447
Rotax, better, worst, the same. Have you flown it for an hour or more at
one time - it shows up more then, like running a weed wacker.
jerb
>
> >
> >Jack,
> >Thanks for the info. I guess I had heard of it as the Simonini. How's
> >the cost compared to Rotax? Do you know if reliability and 600 hour
> >TBOs are showing up as realistic in real world? That's a good deal
> >more HP out of a smaller displacement than the Rotax 447, which I know
> >is do-able, but then to also claim higher TBO, I was wondering if they
> >claim any reasoning for the longer reliabilty. This especially tru when
> >considering that the single cylinder Victor1 has a piston going twice
> >as fast as pistons in a similar rpm, 2 cyl Rotax.
> >-Ben
> >
>Ben,
>
>At 2,000 propeller rpm, the Victor 1+ with a 2.7 to 1 reduction is turning
>5,400 rpm. The 447 with a 2.58 to 1 ratio will be turning 5,160. The
>Victor has a longer stoke so the 447 beats the Victor with less piston
>travel per rev to give the same prop speed.
>
>But if one looks at the equal horsepower being produced by each engine,
>things look a little different. The 447 develops 39.6 hp at 6,500
>rpm. The Victor develops the same hp at 5,286 rpm (estimated by linear
>interpolation of Simonini data between 5,500 and 5,000 rpm and
>hp). Victor stroke is 76 mm -> 2.992 inches. 447 stoke is 61 mm -> 2.402
>inches. If one calculates single piston travel per second, the Victor
>piston will travel 43.9 feet, while the 447 piston will travel 43.4
>feet. The piston travel difference is negligible but radial bearing loads
>are much higher for the 447. I believe the Victor will run the entire 600
>hour tbo at 5,286 rpm and I doubt the 447 would make it at 6,500
>rpm. Rebuild cost for the Victor is quite modest compared to the 447.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
| Subject: | Re: Rick Neilsen's engine weight? |
Rick:
How did you make out with the CG range. We just gave up with a very sweet
running VW power plant on a Mk III, because the aft CG came out at 27.5"
instead of the rear limit of 24". Our engine came in at 200lbs. This W&B was with
a
light pilot plus full fuel.
Now we are looking for a 582 and start all over again with mounting, cooling,
instrumentation, etc. etc.
Herb G.
In a message dated 7/1/2003 10:43:14 PM Eastern Daylight Time,
NeilsenRM(at)comcast.net writes:
> Great Plains aircraft advertises the reduction drive engine at app. 190
> lbs.
> This seems fairly close. They have a spec sheet that is online that
> indicates 103 HP take off and 80 HP continuance. Again the thing I like is
> that this engine runs real nice at 3200 RPM.
>
> Rick Neilsen
> Redrive VW powered MKIII
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Simonini Victor, was What a Difference 100 |
Hours Makes
>
>Jack,
>Hows the vibration compare between the single cylinder Victor and the 447
>Rotax, better, worst, the same. Have you flown it for an hour or more at
>one time - it shows up more then, like running a weed wacker.
>jerb
>
>
Jerb,
Since the Victor has reed valve induction and belt reduction, it idles much smoother
than a Rotax 447. At cruise speed, I can't tell any difference. The best
indicator that it is better is that I can wear a regular head set. With the
447 I wore an ANR headset. This would indicate less low frequency noise is
coming from the engine and air frame and maybe less vibration at cruise.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Simonini Victor, was What a Difference 100 |
Hours Makes
>
>Jack,
>Hows the vibration compare between the single cylinder Victor and the 447
>Rotax, better, worst, the same. Have you flown it for an hour or more at
>one time - it shows up more then, like running a weed wacker.
>jerb
>
Jerb,
My apologies, Yes, on my trips to EAA Chapter Meeting at Painton, MO from K02
are two hour plus round trips.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
| Subject: | Re: Harbour freight tools |
> ----- Original Message-----
>
> I too spend a lot of time and money on Harbor freight. A while back ,
> someone on this web site told of a way to always get the least price on
any
> Harbor Freight tool. There prices vary widely and I have found different
> prices for the same tool in the same catalogue. If that person is still on
> the list, We all would hope he would enlighten us again. Thanks.
George, it was probably the cheap Dutchman.
When ordering just give them the FIRST five digits of the Item No.
They will ask for the LAST four digits and numbers, it tells them which
catalog.
Say you have no catalog with you and you have only the FIRST FIVE digits
written down and give them what you think is their lowest price or even
less, and they will give you their best price. e.g.
Automatic Battery Float Charger:
41288-0CSA $14.99
41288-0UTB $ 8.49
41288-1RSB $ 7.49
And I think I have seen it for $6.99
This is a great battery trickle charger by the way.
Hans van Alphen
Mark III Xtra
BMW powered
102 hours.
________________________________________________________________________________
| From: | "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Rick Neilsen's engine weight? |
My CGs worked out great. The aft CG limit was with a 160LB pilot and the
forward limit couldn't be reached with any pilot/passenger loading well past
max gross weight. I mounted the engine as far forward as I could and moved
the battery to the nose cone.
During flight testing the reduction drive engine I have found that the plane
is a bit nose heavy. At max gross weight I found that I would be flying
along with the stick all the way back at full power. I started clamping on a
small weight just forward of the tail wheel and this solved the problem when
flying with passengers. I now leave the weight on all the time.
I talked to Dennis Souder about the CG issue when I was building and he
indicated that the factory 912 MKIIIs also had calculated CGs that were near
the aft limit and they added weight to the nose. Later they found that the
912 powered MKIIIs fly fine with small amounts aft of the calculated limits
so they removed the weights.
Don't give up on that VW it makes a GREAT Kolb MKIII engine, trust me the
reduction drive VW is a order of magnitude better than a 582. Move the
battery to the nose cone and your CG should move enough to solve the
problem. Also don't use a big battery I'm using a 14AH motorcycle battery
and it maybe more than I need. I built a battery box that I clamped to the
front of the steel tube just in front of the passenger side rudder peddles.
Also the engine sits with the oil pump retaining nuts 3 inches behind the
factory engine mount. Your engine is a bit heavy. What all do you have on
it and what reduction drive are you using?
Also, remember this is a airplane engine. Get your file out and remove ALL
molding slag from every cylinder, heads, engine case etc. If it doesn't have
a purpose on your airplane take it off.
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 HGRAFF(at)aol.com
Subject: Re: Kolb-List: Rick Neilsen's engine weight?
Rick:
How did you make out with the CG range. We just gave up with a very sweet
running VW power plant on a Mk III, because the aft CG came out at 27.5"
instead of the rear limit of 24". Our engine came in at 200lbs. This W&B was
with a
light pilot plus full fuel.
Now we are looking for a 582 and start all over again with mounting,
cooling,
instrumentation, etc. etc.
Herb G.
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
Is anyone else planning on flying their Kolb to Oshkosh 2003?
I am planning on spending my last night in Michigan at either:
- KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
- KESC, Delta County, Airport Escanaba, Michigan OR
- KMNM, Menominee-Marinette Twin County Airport, Menominee, Michigan (My first
choice)
but will leave from MNM for the leg to Oshkosh. That leg should only be 1 hour
30 minutes at 75 mph cruise.
I would enjoy the company on the flight leg that completes one of my major goals
for the Kolbra. This landing at Oshkosh will make the 48th state that the Kolbra
has landed in.
My schedule is very flexible but I need to know when you folks can be ready to
depart MNM so we can make this happen. I would even like to gather someplace in
Upper Michigan a day or two before to talk Kolb and practice some formation
flying if anyone is interested.
Possible airports to meet at (in no particular order):
- 83D, Mackinac County Airport, St Ignace, Michigan OR
- KERY, Luce County Airport, Newberry, Michigan OR
- KISQ, Schoolcraft County Airport, Manistique, Michigan OR
- KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
- KESC, Delta County Airport, Escanaba, Michigan OR
- KMNM, Menominee-Marinette Twin County Airport, Menominee, Michigan
AirVenture starts in 27 days.
Please Note: my email address has changed: kolbrapilot(at)comcast.net
my website address has changed: http://home.comcast.net/~kolbrapilot
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 391 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
| From: | "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net> |
John
At this point I'm sill planning to fly thru Michigan's UP to Scott Trask's
strip shortly before Oshkosh and then on to Oshkosh for the start of the
show. It seems like Scott's strip is near KIMT Ford Airport. I have the
coordinates but not any feel of were it is from KIMT. John Hauck may also
join us. Check with Scott maybe you can join us. If nothing else we could
swing by KMNM on the way. It would be super to swoop in with a large (3, 4
or more) group of Kolbs.
Again I have a strip just west of Lansing MI that everyone is welcome to
stop by and/or join up for the flight to Scott's
I'm going to be sticking my feet in Lake Michigan for about 9 days starting
tomorrow and will be out of touch.
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
Williamson
Subject: Kolb-List: Oshkosh 2003
Is anyone else planning on flying their Kolb to Oshkosh 2003?
I am planning on spending my last night in Michigan at either:
- KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
- KESC, Delta County, Airport Escanaba, Michigan OR
- KMNM, Menominee-Marinette Twin County Airport, Menominee, Michigan (My
first choice)
but will leave from MNM for the leg to Oshkosh. That leg should only be 1
hour 30 minutes at 75 mph cruise.
I would enjoy the company on the flight leg that completes one of my major
goals for the Kolbra. This landing at Oshkosh will make the 48th state that
the Kolbra has landed in.
My schedule is very flexible but I need to know when you folks can be ready
to depart MNM so we can make this happen. I would even like to gather
someplace in Upper Michigan a day or two before to talk Kolb and practice
some formation flying if anyone is interested.
Possible airports to meet at (in no particular order):
- 83D, Mackinac County Airport, St Ignace, Michigan OR
- KERY, Luce County Airport, Newberry, Michigan OR
- KISQ, Schoolcraft County Airport, Manistique, Michigan OR
- KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
- KESC, Delta County Airport, Escanaba, Michigan OR
- KMNM, Menominee-Marinette Twin County Airport, Menominee, Michigan
AirVenture starts in 27 days.
Please Note: my email address has changed: kolbrapilot(at)comcast.net
my website address has changed:
http://home.comcast.net/~kolbrapilot
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 391 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
| Subject: | Out of Office AutoReply: Kolb-List Digest: 8 Msgs - 07/02/03 |
| From: | "Souza, Mark W" <mark.w.souza(at)boeing.com> |
I am on vacation until Thursday 7/10/03. Any issues that can't wait that long should
be addressed to my back-up Terry Wagstaff 266-6666. I will monitor my e-mail
and will address any problems that can be handled via e-mail.
________________________________________________________________________________
| Subject: | Re: Oshkosh 2003 |
| From: | Scott Trask <sctrask(at)diisd.org> |
on 7/2/03 12:32 PM, John Williamson at kolbrapilot(at)comcast.net wrote:
>
> Is anyone else planning on flying their Kolb to Oshkosh 2003?
>
> I am planning on spending my last night in Michigan at either:
> - KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
> - KESC, Delta County, Airport Escanaba, Michigan OR
> - KMNM, Menominee-Marinette Twin County Airport, Menominee, Michigan (My first
> choice)
> but will leave from MNM for the leg to Oshkosh. That leg should only be 1 hour
> 30 minutes at 75 mph cruise.
>
> I would enjoy the company on the flight leg that completes one of my major
> goals for the Kolbra. This landing at Oshkosh will make the 48th state that
> the Kolbra has landed in.
>
> My schedule is very flexible but I need to know when you folks can be ready to
> depart MNM so we can make this happen. I would even like to gather someplace
> in Upper Michigan a day or two before to talk Kolb and practice some formation
> flying if anyone is interested.
>
> Possible airports to meet at (in no particular order):
> - 83D, Mackinac County Airport, St Ignace, Michigan OR
> - KERY, Luce County Airport, Newberry, Michigan OR
> - KISQ, Schoolcraft County Airport, Manistique, Michigan OR
> - KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
> - KESC, Delta County Airport, Escanaba, Michigan OR
> - KMNM, Menominee-Marinette Twin County Airport, Menominee, Michigan
>
> AirVenture starts in 27 days.
>
> Please Note: my email address has changed: kolbrapilot(at)comcast.net
> my website address has changed: http://home.comcast.net/~kolbrapilot
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra, N49KK, Jabiru 2200, 391 hours
> http://home.comcast.net/~kolbrapilot
>
Hi John and gang
My offer still stands for you guys. You can stop and hang your hat here on
the south 40. My runways are small (27-09 963' & 16-34 1300' Trees). I have
flown in here in all kinds of condition--sometimes it is a challenge. There
is also a private strip (sod) not too far from here which is a larger strip
than mine. We have permission to land there and camp if needed. I'd be more
than happy to fly into Oshkosh with you guys, even lead you in, if you
desire. I'm not working on Friday, but if you plan to come in earlier than
that, I'd be able to get time off and meet you guys somewhere. Feel free to
e-mail me I'd be happy to give you any tips or info I have about the
various airports you've listed. I'm sure you won't be disappointed coming
up this way, over the Bridge and across the U.P. Looking forward to meeting
you.
Scott Trask
IMT--MKIII
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
A friend of mine dropped in yesterday with his newly acquired Firestar
1 and upon trying to leave could not advance the throttle past idle. This
problem had happened 2 times before but only after landing at his home airport
and was not able to taxi in.....After pulling our guts out to no avail , we finally
removed the aircleaner and it ran OK but the EGT was down to about 1000
from where it was at 1100 at 5500 rpm . Main jet had previously been changed
to a 170 from a 160 and needle clip was on richest notch closest to tip. Engine
has maybe 30 hours since new. I found the filter soaked in Marvel Mystery oil
from when it had been preserved for winter storage. The new owner had a heck
of a time getting the engine to run after he got it because the previous owner
had dumped about a quart into the engine. It must have backed up through the
filter when it cleared itself ......So after running it on the ground without
the filter he decided the short hop home would be OK and made it without incident..........
Even after blowing the filter with compressed air it would not
work on the engine.......I think it is so close to max rich that the slightest
restriction to induction puts it over rich.....
He is not going to fly anymore till he gets a new filter
and rejets..... or ....... are we missing anything here ?
Just last week we had a problem with a brand new 503 on a Challenger
that turned out to be a stuck check valve in the squeeze bulb that we remedied
with the bypass tube .....It would run untill the carbs ran dry and you probably
would not get it into the air ..... A couple of days before it had run flawlessly
on the ground during breakin ......the bypass around the bulb is highly
recommended after seeing that.......
The other thing that I learned from this incident was how much noisier
these 2 strokes are with no filter....WOW ! Maybe an intake silencer is
next on my Cayuna.....Anybody got any experience with the silencers ?
Tired of starter pulling...... ED in Western NY
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Ed,
Sounds like your friends idle air circuit might be to rich, that's the
little screw on the carb.
This hot humid air sometimes requires us to lean the idle circuit on the
Bings.
I just cured this problem yesterday on my 690L. It required that I go 3 full
turns out on the idle air screws (full lean) and also full lean on the
needles. My clips are in the top slot (full lean).
Most likely when the weather cools in the fall I will have to richen these
circuits slightly.
Until I made these changes the engine did not want to transition from idle
to mid range.
Now it accelerates smoothly across the full range and my air filters are not
getting soaked with fuel.
Denny Rowe
Mk-3 N616DR Preparing for first flight, PA
----- Original Message -----
From: Edward Steuber <esteuber(at)rochester.rr.com>
Subject: Kolb-List: 447 problem
>
> A friend of mine dropped in yesterday with his newly acquired
Firestar 1 and upon trying to leave could not advance the throttle past
idle. This problem had happened 2 times before but only after landing at his
home airport and was not able to taxi in.....After pulling our guts out to
no avail , we finally removed the aircleaner and it ran OK but the EGT was
down to about 1000 from where it was at 1100 at 5500 rpm . Main jet had
previously been changed to a 170 from a 160 and needle clip was on richest
notch closest to tip. Engine has maybe 30 hours since new. I found the
filter soaked in Marvel Mystery oil from when it had been preserved for
winter storage. The new owner had a heck of a time getting the engine to run
after he got it because the previous owner had dumped about a quart into the
engine. It must have backed up through the filter when it cleared itself
......So after running it on the ground without the filter he decided the
short hop home would be O!
> K and made it without incident.......... Even after blowing the filter
with compressed air it would not work on the engine.......I think it is so
close to max rich that the slightest restriction to induction puts it over
rich.....
> He is not going to fly anymore till he gets a
new filter and rejets..... or ....... are we missing anything here ?
> Just last week we had a problem with a brand new 503 on a
Challenger that turned out to be a stuck check valve in the squeeze bulb
that we remedied with the bypass tube .....It would run untill the carbs ran
dry and you probably would not get it into the air ..... A couple of days
before it had run flawlessly on the ground during breakin ......the bypass
around the bulb is highly recommended after seeing that.......
> The other thing that I learned from this incident was how much
noisier these 2 strokes are with no filter....WOW ! Maybe an intake
silencer is next on my Cayuna.....Anybody got any experience with the
silencers ?
>
>
Tired of starter pulling...... ED in Western NY
>
>
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
John,
I agree with you about the air riveter. When I first started my Firestar
project, I invested in a pneumatic riveter and never regretted it. However I
have found out that I can pull rivets at around 40 to 50 PSI and they seem
to pull and seat a bit better than at higher PSI settings. Give it a try and
let me know what you think.
Tim
to all..
when i started with my air rivit puller i was pleased but it seemed to me that
if i pulled the trigger very slowly the rivits seemed to pull in better....
so i put in a flow restrictor, this seemed to make things better for me. the
restrictor was made from a piece of aluminum, i created a very small hole
in it with a sheetmetal screw, ( just bairly poked it through ) then installed
it with a rubber gasket in the inlet. with the restrictor in place i could
push things in place squeeze the triger, as things started to tighten up i could
then release the pressure to keep things from sliding around and marking
up the finished work.
boyd
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'm not exactly sure how the filter you're using is constructed, but here's
what I ran into while preparing for my trip......................... I
have the big AFE filter (similar to K&N) which I believe is constructed
similarly to yours, on my Dodge diesel. Recently a friend with an auto shop
cleaned it for me by washing it in solvent, then blowing it dry with
compressed air. SOP, right ?? Mentioned it to Rod at Wildcat Diesel during
a conversation, and he hit the roof. He says the fibers in the filter are
blown apart by the compressed air blast, and leaves "big" holes for dust to
come thru. According to the instructions, which he repeated to me, you
should wash it in detergent and water, then rinse it with clear water.
Shake it out, oil it, and go use it. He also said that most people use far
too much oil - just give it an even misting, let it soak in and even out.
I've learned to trust his word, and when he insisted I throw that filter
away, I did so, and bought a new one. ($60.00+ ! ! ! ) Better to be a
little bit safe than a whole lot sorry, eh ?? Wiser Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: Kolb-List: 447 problem
>
> A friend of mine dropped in yesterday with his newly acquired
Firestar 1 and upon trying to leave could not advance the throttle past
idle. This problem had happened 2 times before but only after landing at his
home airport and was not able to taxi in.....After pulling our guts out to
no avail , we finally removed the aircleaner and it ran OK but the EGT was
down to about 1000 from where it was at 1100 at 5500 rpm . Main jet had
previously been changed to a 170 from a 160 and needle clip was on richest
notch closest to tip. Engine has maybe 30 hours since new. I found the
filter soaked in Marvel Mystery oil from when it had been preserved for
winter storage. The new owner had a heck of a time getting the engine to run
after he got it because the previous owner had dumped about a quart into the
engine. It must have backed up through the filter when it cleared itself
......So after running it on the ground without the filter he decided the
short hop home would be O!
> K and made it without incident.......... Even after blowing the filter
with compressed air it would not work on the engine.......I think it is so
close to max rich that the slightest restriction to induction puts it over
rich.....
> He is not going to fly anymore till he gets a
new filter and rejets..... or ....... are we missing anything here ?
> Just last week we had a problem with a brand new 503 on a
Challenger that turned out to be a stuck check valve in the squeeze bulb
that we remedied with the bypass tube .....It would run untill the carbs ran
dry and you probably would not get it into the air ..... A couple of days
before it had run flawlessly on the ground during breakin ......the bypass
around the bulb is highly recommended after seeing that.......
> The other thing that I learned from this incident was how much
noisier these 2 strokes are with no filter....WOW ! Maybe an intake
silencer is next on my Cayuna.....Anybody got any experience with the
silencers ?
>
>
Tired of starter pulling...... ED in Western NY
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: rectifer mount |
Gang,
Im to the point of installing the rectifier on my 447 firefly. Does
anyone have a really slick mounting method they are proud of and willing to
share. Is there a good way to mount it to the engine?
Ed ( in Houston)
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: rectifer mount |
Ed and Group,
I wouldn't mount it to the engine because of vibration. But I wanter
mine to be close to keep wiring short and simple. So I mounted it
up-side-down under the engine on a custom mounting plate. The mounting
plate took time to make, but I have been happy with having done it "my
way" ever since.
Take a look: http://jrjung.0catch.com/StrobeMt.html
John Jung
Firestar II - Upper Michigan
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: old Firestar documentation |
Hi All,
I would also appreciate the same info for the same Firestar if anyone has it.
When I get it, I will put it with the builders plans and I will make letter
size or full size copies of these if it will help anyone. Contact me off list
if you need copies.
Just a thought - a couple of you retired "Super Builders" should get together
and consider a moble builders assistance service to travel to Kolb builders
homes and help them finish their projects. It would help if you were single,
had a motor home and a trailer with a Kolb in it to pull behind. Shoot - throw
in a blond and a six pack and I'll do it! (Just kidding Dear!)
Steve
P.S. To the kind gentleman who asked if I had left the list - Thank you for
asking about me. I haven't gone to far, I have been in the middle of a career
change and have temporarily, once again, stalled out on my Firestar project.
I do check in with the list whenever possible though as I truly enjoy the
incredible people Kolbs attract and their creativity.
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
Finally got my tach working right and was able to go out last evening and
this morning and get some hard data on the mods I made this spring.
Guys, I'm here to tell you that the little things add up and the payoff is
great.
At 4500rpm it cruises 55mph
5000rpm=65mph
5500rpm=75mph
6000rpm=85mph
6400rpm=93mph
Updated the web page with new pictures.
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | Swampist(at)aol.com |
| Subject: | Re: old Firestar documentation |
I am/was in same position.Just purchased an '85 Firestar (damaged) with no
documentation. Asked Kolb for manuals/plans etc. Would not sell them to me
without serial number which I could not locate (asked on previous post ..Thanks
for
the help guys). Located original purchaser,sent in his name, they researched
it and got serial number, now manual and plans are on their way to me (
$150.00 OUCH ). Expensive but it is an option.
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Firestar I/II documentation |
Group,
If anyone needs documentation for Firestar I/II, I have an extra set.
Contact me off list if interested:
johnjung(at)compusenior.com
John
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
>
> >> One question to all, where is the best place to terminate
>> a fuel tank
>> vent line? Bottom of cage at boom tube?
>
My Fuel tank and radiator (full sise rad in front of eng.) both vent out of
the small gap where the rear of the cage meets the boom tube. Has worked well
for 7 yrs now.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | What noise is this? |
My MK3 runs great with the 618 but in the last few flights it seems to have
developed a buzzing or whining sound at full throttle. As I level off and
throttle back, as soon as I come below 5900 rpm it dissapears. Probably prop noise
but I hav'nt changed anything and it never made this sound in 7 yrs? We all
know how as pilots that we are very sensitive to any change in sounds.
Thanks for any feed back.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Chris Sudlow" <sudlow77(at)earthlink.net> |
| Subject: | Re: MKIII upgrades |
That sounds like a really good set of numbers.
Way to go.
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Kolb-List: MKIII upgrades
>
> Finally got my tach working right and was able to go out last evening and
> this morning and get some hard data on the mods I made this spring.
> Guys, I'm here to tell you that the little things add up and the payoff is
> great.
>
> At 4500rpm it cruises 55mph
> 5000rpm=65mph
> 5500rpm=75mph
> 6000rpm=85mph
> 6400rpm=93mph
>
> Updated the web page with new pictures.
>
> http://www.bcchapel.org/pages/0003/kolb.htm
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
anyone have a drawing for a simple trailer for a ultrastar?
________________________________________________________________________________
| Subject: | [ Gary Zilik ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Gary Zilik
Subject: CH Products Stick Grip
http://www.matronics.com/photoshare/zilik@direcpc.com.07.05.2003/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: | "Larry Bourne" <biglar(at)gogittum.com> |
We went out this morning to Dungeness, WA, and pulled the crab pots; then had a huge feed of crabs. What Fun ! ! ! That'll be on the next web page. I built a web page on the adventures with Larry Cottrell in Klamath Falls, OR. Here's the address: www.webpictures.homestead.com/klamathfalls.html
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
Hi All,
If you have any plans - I too would appreciate a copy. Thanks!
Steve
do not archieve
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Kolbers,
Today I performed a massive Triple play.
First I took my first ride in a Vans aircraft, a beautiful 0320 powered RV-8,
the control response was beyond belief and the owner did a few turns at what was
probably around 3 Gs, what a trip, also got to see what a 200mph low pass feels
like, and experienced the RV grin that is still on my face to this moment.
WOW !.
Second, I finally completed my BFR in a 152, got about an hour in there.
And third but not least, drum roll please, ,,,,,,,,,,,,, at or around 8:30pm tonight
I took N616DR up on her maiden flight!!!!!. All went extremely well did
four circuits of the field, only could get 5600rpm WOT level flight so I'll have
to take a little bite out of the Powerfin. Temps were all great and trim
was near perfect, (she needed just a tiny bit of forward pressure).
Many thanks to everyone who helped on this list along the way, especially Terry
Swartz for his advice on the phone this morning concerning landing characteristics,
she landed exactly how he described, flew it to the ground with one notch
of flaps, pulled the power and she parked herself right now, no float whatsoever.
All and all it seems like a really solid plane and had a familiar feel to it right
from the word go, no surprises at all.
If weather allows I'll be back at it Monday evening and should have more numbers
after that.
Sincerely,
Denny Rowe
Mk-3 N616DR Leechburg PA 2SI 690L-70, 2.65 - 1 reduction, 68 inch F model Powerfin,
Gull Doors, tons of fun.
________________________________________________________________________________
| Subject: | Re: N616DR FLIES! |
Congratulation. Many happy hours to come.
Merle
In a message dated 7/5/03 11:57:08 PM Eastern Daylight Time,
rowedl(at)highstream.net writes:
> And third but not least, drum roll please, ,,,,,,,,,,,,, at or around
> 8:30pm tonight I took N616DR up on her maiden flight!!!!!.
________________________________________________________________________________
| From: | tswartz(at)hydrosoft.net |
| Subject: | Re: N616DR FLIES! |
WTG Denny. Sorry we couldn't work out that ride first. Have fun!
Terry
>
> Kolbers,
> Today I performed a massive Triple play.
> First I took my first ride in a Vans aircraft, a beautiful 0320 powered RV-
8, the control
response was beyond belief and the owner did a few turns at what was probably
around 3 Gs,
what a trip, also got to see what a 200mph low pass feels like, and experienced
the RV
grin that is still on my face to this moment. WOW !.
> Second, I finally completed my BFR in a 152, got about an hour in there.
> And third but not least, drum roll please, ,,,,,,,,,,,,, at or around 8:30pm
tonight I
took N616DR up on her maiden flight!!!!!. All went extremely well did four
circuits of
the field, only could get 5600rpm WOT level flight so I'll have to take a
little bite out
of the Powerfin. Temps were all great and trim was near perfect, (she needed
just a tiny
bit of forward pressure).
> Many thanks to everyone who helped on this list along the way, especially
Terry Swartz for
his advice on the phone this morning concerning landing characteristics, she
landed
exactly how he described, flew it to the ground with one notch of flaps, pulled
the power
and she parked herself right now, no float whatsoever.
> All and all it seems like a really solid plane and had a familiar feel to it
right from
the word go, no surprises at all.
> If weather allows I'll be back at it Monday evening and should have more
numbers after
that.
> Sincerely,
> Denny Rowe
> Mk-3 N616DR Leechburg PA 2SI 690L-70, 2.65 - 1 reduction, 68 inch F model
Powerfin, Gull
Doors, tons of fun.
>
>
>
>
>
>
---------------------------------------------
This message was sent using Endymion MailMan.
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________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: N616DR FLIES! |
Denny, Way to go on your first flight! Congratulations. Hope you have many
safe hrs of flying ahead.
Bob Griffin
________________________________________________________________________________
| From: | "Johann G." <johann-g(at)talnet.is> |
| Subject: | What noise is this? |
Hello Bob,
Could it be a leading edge prop tape coming loose?
Regards,
Johann G.
Iceland.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Airgriff2(at)aol.com
Subject: Kolb-List: What noise is this?
My MK3 runs great with the 618 but in the last few flights it seems to have
developed a buzzing or whining sound at full throttle. As I level off and
throttle back, as soon as I come below 5900 rpm it dissapears. Probably prop
noise
but I hav'nt changed anything and it never made this sound in 7 yrs? We all
know how as pilots that we are very sensitive to any change in sounds.
Thanks for any feed back.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: What noise is this? |
>
>My MK3 runs great with the 618 but in the last few flights it seems to have
>developed a buzzing or whining sound at full throttle. As I level off and
>throttle back, as soon as I come below 5900 rpm it dissapears. Probably prop noise
>but I hav'nt changed anything and it never made this sound in 7 yrs? We all
>know how as pilots that we are very sensitive to any change in sounds.
> Thanks for any feed back.
>
>Fly Safe
>Bob Griffin
Bob,
Check the gap seals between the ailerons and the wing. I had one come loose on
the FireFly, and it made a nice buzzing noise.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
| Subject: | Re: Firestar II For Sale |
Thank you for the reply and the pictures. I will take a good look at them.
Sure wish AZ were closer! Although I did buy some Firestar parts in Maine
one time, that is a pretty serious drive.
I have built 2 Firestar II's, one from the old Kolb and one from the new
Kolb. I currently have a 1/2 share in a Firestar I, or an original Firestar.
It has a Rotax 377. It flies well but I prefer the roominess of the Firestar
II and the fact that I could put my 503 on it. I have a 503 DCDCDI that I am
rebuilding at the moment.
Thanks.
>From: "ksanrb" <ksanrb(at)netzero.net>
>Reply-To: kolb-list(at)matronics.com
>To: "Kolb List"
>Subject: Kolb-List: Firestar II For Sale
>Date: Mon, 30 Jun 2003 19:40:13 -0700
>
>
>Firestar II airframe completely assembled. Frame covered and Poly-spray,
>Poly-tone paint applied, no instruments or engine.
>$6000. Deteriorating health and financial condition reason for sale.
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: RE: Kolb-List Digest: 10 Msgs - 07/06/03 |
> Anyway he is knocking on 2100 hours now on his 80hp 912.
Jeremy
Jeremy/All:
Next time you see Don Huff, ask him what kind of
oil, fuel, maintenance has used during the life of
his 912.
I am sure the 912 guys on the Kolb List would be
as interested as I am.
Basically, maintenance on the 912 is oil/filter
change every 100 hours, spark plugs every 200
hours, fuel filter and air filter as required.
Additional maintenance required for minor
replacement of carb parts, i.e., floats, float
needles and related parts (wear of brass parts due
to vibration).
The 912 series engine cost more initially, but pay
for themselves in reliability, endurance, and low
maintenance in the long run. When someone comes
up with a better engine/gearbox combo for a
cheaper price, I'll buy it.
john h
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
anyone know how to find a AOL email address?
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Prop Washers |
Gang,
After trying to find out if I needed nuts for my Ivo prop ,I realized that
the 6 washers In the bag from Ivo were flat washers. Should I be using Lock
washers? Im wondering if I got the bag mixed up or something. If I dont use
lock washers what will keep the bolts on?
Ed (in Houston)
________________________________________________________________________________
| From: | Ron Hoyt <rrhoyt(at)ieee.org> |
| Subject: | First flights of N232S |
N232S is a Mark III classic with a 912, a BRS and a night VFR instrument suit.
I have about 6 hr on the bird to date. The first flight occurred last Oct.
on a dismal evening and verified it was airworthy with 3 landings.
My first flight bent the right landing gear by stalling it about 4 ft above
the runway. The repairs were completed this spring and flight
familiarization began in earnest. I have since added a rudder trim tab and
an aileron trim tab that neutralize the stick and rudder pressures. There
is, however, an elevator trim issue.
The Mark III has an elevator trim control that spring loads the elevator
control. This trim runs out of authority when the engine RPM exceeds 5000.
Past discussions on the list have hypotheses the angle of the crankshaft
relative to the wings as impacting the pitch control of the plane.
Currently the forward engine mounts have a 5/8 inch bushing that increases
the pitch angle of the engine. The engine is still pitched at an angle
lower than the bottom of the wing (approximately 5 degrees more or less).
Does anybody on the list have any experience with the engine pitch impact
on the elevator trim authority?
By the way the prop is a 68 inch IVO standard, pitched at 14 degrees
relative to the prop disk. It allows the engine to turn 5600 RPM at full
throttle during climb out and does not redline in level flight. The ASI
says that I am doing over 70 mph and less than 75(I calibrated the ASI
statically and discovered it read about 5 mph low)
Is this about the expected performance or should I look for additional
errors in the pitot system?
I want to thank J Hauck and T Swartz for the info they provided over the
construction years.
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Prop Washers |
Ed,
If the bolts are long enough buy some metric nylock nuts and put them on the
back side of the prop flange to jam the prop bolts, I see many Ivo props
flying with just the bolts threaded through the prop flange, but I always
used the jam nuts to lock mine in place. Install em after the prop is
torqued to 150 inch pounds and make sure to put a wrench on the prop bolts
so they don't back out when the nut is tightened.
Denny Rowe
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: Prop Washers
>
>
> Gang,
> After trying to find out if I needed nuts for my Ivo prop ,I realized
that
> the 6 washers In the bag from Ivo were flat washers. Should I be using
Lock
> washers? Im wondering if I got the bag mixed up or something. If I dont
use
> lock washers what will keep the bolts on?
>
> Ed (in Houston)
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Prop Washers |
> If I dont use
> lock washers what will keep the bolts on?
>
> Ed (in Houston)
Ed/All:
You can drill and safety the bolt heads, or you
can secure the bolts with nyloc nuts.
Don't think you want to use lock washers on your
prop. In fact, I don't know of any place on the
airframe that would use them.
john h
________________________________________________________________________________
| From: | ron mashburn <rv4ron(at)yahoo.com> |
stop all my mail thanks ron
---------------------------------
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: First flights of N232S |
Hi Ron/All:
> The Mark III has an elevator trim control that spring loads the elevator
> control. This trim runs out of authority when the engine RPM exceeds 5000.
Add an additional spring to your pitch trim. That
should take care of that problem.
> Does anybody on the list have any experience with the engine pitch impact
> on the elevator trim authority?
On my MK III the above had no effect on pitch.
> By the way the prop is a 68 inch IVO standard, pitched at 14 degrees
> relative to the prop disk. It allows the engine to turn 5600 RPM at full
> throttle during climb out and does not redline in level flight.
I believe you are trying to prop to a 5,800 rpm
red line, which is only good for 5 minutes. Sorta
like military power. Using a ground adjustable
prop, I prop for 5,500 rpm, WOT, straight and
level flight. This gives me my best climb and
cruise. To get 5,500 rpm with the Warp Drive, I
set static rpm at 5,300 to 5,400 rpm. With brakes
locked and WOT the engine will turn 5,400 rpm. As
soon as, or shortly thereafter, when the prop
starts getting a little cleaner air, she drops
down to 5,300 rpm for take off and climb out.
> I want to thank J Hauck and T Swartz for the info they provided over the
> construction years.
You are more than welcome for the info. Hope you
have a successful and happy journey with your MK
III.
john h
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Prop Washers |
Group,
Anyone have a problem with prop clearance on their firefly. I cannot
install my ivo 2- blade where the blades are horizontal to the ground. The way
things, are the only way I can install the prop is straight up & down. I cant
put it in the trailer like that. Do I have to space it up higher? I installed
the 447 per Kolb Manual , Two washers under engine & three washers under 1/4
" alum. plate
Ed (in Houston)
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Prop Washers |
> If I cant keep the prop
> horizontal when folding it will be too tall to put in my enclosed trailer.
>
> Ed (in Houston)
Ed/All:
Get a 3 blade prop!
john h
________________________________________________________________________________
| From: | "ksanrb" <ksanrb(at)netzero.net> |
| Subject: | Re: Firestar II For Sale |
I have some more (about 8) if you would like to have them sent to you. I
took out my SLR, shot a roll of film, took them over for one hour
processing, scanned them in to digital .jpg format. Where did you live
again? You must be an expert on the construction of a Firestar by now.
Kenny Broste
Tucson, AZ
----- Original Message -----
From: "Bruce Harrison" <firestarii(at)hotmail.com>
Subject: Re: Kolb-List: Firestar II For Sale
>
> Thank you for the reply and the pictures. I will take a good look at them.
> Sure wish AZ were closer! Although I did buy some Firestar parts in Maine
> one time, that is a pretty serious drive.
>
> I have built 2 Firestar II's, one from the old Kolb and one from the new
> Kolb. I currently have a 1/2 share in a Firestar I, or an original
Firestar.
> It has a Rotax 377. It flies well but I prefer the roominess of the
Firestar
> II and the fact that I could put my 503 on it. I have a 503 DCDCDI that I
am
> rebuilding at the moment.
>
> Thanks.
>
>
> >From: "ksanrb" <ksanrb(at)netzero.net>
> >Reply-To: kolb-list(at)matronics.com
> >To: "Kolb List"
> >Subject: Kolb-List: Firestar II For Sale
> >Date: Mon, 30 Jun 2003 19:40:13 -0700
> >
> >
> >Firestar II airframe completely assembled. Frame covered and Poly-spray,
> >Poly-tone paint applied, no instruments or engine.
> >$6000. Deteriorating health and financial condition reason for sale.
> >
> >
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: to much mail |
To unsubscribe, you will need to complete the process much like you did to
subscribe. At the end of most messages are links for various functions -
one of them is to unsubscribe, double click on that link. It will take you
to the unsubscribe process, just follow the directions. This is a
automated process.
Below is a copy of the link just in case there isn't one appended to the
bottom of this message.
jerb
http://www.matronics.com/subscription
>ron mashburn
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Firestar II For Sale |
Ken,
Thanks for all the photos, I will keep them on file until I hear that you
have sold your Firestar.
I live 35 miles north east of Pittsburgh, PA. My buddy who would like to
have a Firestar feels that AZ is just to far to haul one and is also
entangled in a real bad family situation right now so he is not ready to
buy.
Your bird looks fabulous, and is a very good deal, good luck in finding a
new home for her, I am sure someone will scoop it up.
Sincerely,
Denny Rowe
Mk-3 N616DR Leechburg, PA
----- Original Message -----
From: ksanrb <ksanrb(at)netzero.net>
Subject: Re: Kolb-List: Firestar II For Sale
>
> I have some more (about 8) if you would like to have them sent to you. I
> took out my SLR, shot a roll of film, took them over for one hour
> processing, scanned them in to digital .jpg format. Where did you live
> again? You must be an expert on the construction of a Firestar by now.
> Kenny Broste
> Tucson, AZ
> ----- Original Message -----
> From: "Bruce Harrison" <firestarii(at)hotmail.com>
> To:
> Subject: Re: Kolb-List: Firestar II For Sale
>
>
> >
> > Thank you for the reply and the pictures. I will take a good look at
them.
> > Sure wish AZ were closer! Although I did buy some Firestar parts in
Maine
> > one time, that is a pretty serious drive.
> >
> > I have built 2 Firestar II's, one from the old Kolb and one from the new
> > Kolb. I currently have a 1/2 share in a Firestar I, or an original
> Firestar.
> > It has a Rotax 377. It flies well but I prefer the roominess of the
> Firestar
> > II and the fact that I could put my 503 on it. I have a 503 DCDCDI that
I
> am
> > rebuilding at the moment.
> >
> > Thanks.
> >
> >
> > >From: "ksanrb" <ksanrb(at)netzero.net>
> > >Reply-To: kolb-list(at)matronics.com
> > >To: "Kolb List"
> > >Subject: Kolb-List: Firestar II For Sale
> > >Date: Mon, 30 Jun 2003 19:40:13 -0700
> > >
> > >
> > >Firestar II airframe completely assembled. Frame covered and
Poly-spray,
> > >Poly-tone paint applied, no instruments or engine.
> > >$6000. Deteriorating health and financial condition reason for sale.
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: Prop Washers |
Gang,
After trying to find out if I needed nuts for my Ivo prop ,I realized that
the 6 washers In the bag from Ivo were flat washers. Should I be using Lock
washers? Im wondering if I got the bag mixed up or something. If I dont use
lock washers what will keep the bolts on?
Ed (in Houston)
Don't feel bad, Ed, I have an Ivo 3 blade on for about 7 years now and it has nothing
but the bolts and flat washers too, .....I sent a letter to IVO (who's
spelling was subterranian) and he said without any hesitation that any locking
device was unnecessary if the bolts were torqued properly. Blew me away , ....cause
I'm not Russian, I guess.......but it worked very well, I put dabs of fingernail
polish on and they never budged.
George Randolph
Firestar Driver from Akron, O
________________________________________________________________________________
| From: | "Jeremy Casey" <jrcasey(at)ldl.net> |
| Subject: | 2000+ HOUR 912... |
I AM COPYING A FEW POSTS THAT Don huff has made to the RANS S7 list
regarding his "care" and feeding of the 80hp Rotax 912 engine...
______________________
Response to a question about airspeeds on his S7...included because of
the mention of how he turned his 70" Warp Drive into a 68.87965" Warp
Drive... ;-) (Taxiing around a paved airfield with the tailwheel up will
get you a prop strike eventually...NO he saved it from a noseover...just
polished the fresh asphalt a little...)
"Jim I have a( worn out?)80 horse 912, at 5400 rpm I get 105 - 112
mph depending on temps and air quality. I have a ( use to be) 70" warp 2
blade. Ground it down a little on the local asphalt, oops!! I now have
1990 hrs on the clock, soon to be 2000, runs just like it did the first
hour. For the fellow trying to decide between Rotax & Jabiru, 2000 hrs
is a long time, I think you can figure out which one I suggest you
should buy. Don Huff"
_________________________
Response to a question about a hot starting problem kinda specific to
RANS S7's (due to the REALLY tight fitting cowling...a hot engine shut
down for a few minutes and let sit then try to crank will not want to
start due to the heat kinda evaporating the fuel out of the carbs or
some sort...) Mentions his "regular" spark plug changes...
"Dale, I fixed my hard starting, by putting drip pans (made by Rotax)
under the carbs. I just replaced my plugs during my annual. Had a
little over 380 hrs. on them. A few of them had gaps as wide as .045.
Was missing a little at mag check. But it never failed to start within 3
prop blades, cold or hot! I see all this talk about plug gap,and have to
wonder what's going on. Don Huff"
______________________________
Response to a "What special did you do to make your engine last that
long question..."
"almost no maintenance! change the oil at 100 hrs, unless I forget,
done
that twice...went 200.I need to check the log book more often. I did
change
the water pump at 1400 hrs, should have left it alone, because it's been
doing it again. 1or 2 drops on the hanger floor after a long flight
.Less
than a pint per year(not worth the trouble). The fuel pump went out at
820hrs. I've balanced the prop now which should help this one.(tiny part
broke inside the pump due to vibration ,I think) and don't think I pet
the thing, I really treat it pretty bad. On several flights I push the
throttle to the wall on take off , climb to 9 to 10000, then 2.5 to 3
hrs later, chop it and dive to the pattern to land. Of course I've had
to change the carb sockets a couple of times, last one was broken over
80% around ,and I wiggle them on every preflight. Also around 600 hrs my
oil press.sender( that runs the hobbs) broke, blew ALL the oil out!!
She ran around 3-4 minutes with the
needle on 0. Filled it back up with Mobile 1 and went on to Canada, I
was in
Wisconson. More later ,have to leave for work. Don Huff"
_________________________________
Response to a "what oil do you run to make it last so long" question...
"MOBILE 1 since day one. 5w 30 or 20w50 I don't care, whatever Wal-mart
has on the shelf. And if you have seen some of my other post, I don't
always change at the PROPER intervals. I do kinda constantly add a
little new oil, cause if you push the stick to hard while inverted,it
will blow oil all over the plane. I had my gearbox off a few weeks ago
(for the first time) to inspect it, because all of my "certified"
airplane buddies scared me into thinking that it had to be worn out. I
tell you what, the lack of wear was UNBELIEVABLE. A friend who owns a
912S, and has had his box off several times, helped me with mine. He was
also surprised at the lack of wear. We replaced one of the cupped
washers, mostly because he had some spares left over from his, and we
felt like we needed to do something while we were in there. Now I'm not
saying Mobile 1 is any better, probably not, but it without a doubt is
good enough, and much easier to find than some of the other brands. I
saw that 912S friend the other day and he said that he had switched to
Mobile 1 after seeing my gears, just because it makes him feel better."
__________________________________
That ought to tell you what the "maintenance" requirements are for a
"high time" 912. Take it for the hangar talk it is... Everybody is
responsible for their own hide... ;-)
Jeremy Casey
BCD Drafting, Inc.
jrcasey(at)ldl.net
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | Re: Prop Washers |
GeoR38(at)aol.com wrote:
>
> Gang,
>After trying to find out if I needed nuts for my Ivo prop ,I realized that
>the 6 washers In the bag from Ivo were flat washers.
> Ed (in Houston)
>
> he said without any hesitation that any locking device was unnecessary if the
bolts were torqued properly.
>George Randolph
>Firestar Driver from Akron, O
>
>He is right too....look at all those rod cap retaining nuts
>
spinning merrily around without any pal nuts or self locking abilities.
-The stretch
in the torqued bolt does the job. If you want a little reassurance put
on a dab of
loctite. My prop, being a warp drive, has metal self-lockers. -BB do
not archive
>
>
>
>
________________________________________________________________________________
| From: | "T. K. Frantz" <tkrolfe(at)usadatanet.net> |
Denny,
Great news to hear that you got the Mark III in the air! Way to
go!!!!!!!
Now all the hard work pays off and you can enjoy the pleasure of flying a
Kolb.
Hope to see you sometime. let me know if you get to this part of the
Commonwealth. I would really like to see your plane.
Good luck and safe skies,
Terry - FireFly
________________________________________________________________________________
| From: | "jspc78(at)yahoo.com" <jspc78(at)yahoo.com> |
Greetings Kolbers,
My name is Jim and I've been lurking awhile and have
enjoyed the interesting topics discussed, and the
friendly culture here. Think I finally have something
to say. For the last six months I've been looking at
kit planes and keep coming back to the Kolb Mark 3
with a 912S. Plan on going to Oshkosh to fly the
plane and talk with as many of you folks as I can :)
I would like to make my choice and order the first
kit, if everything goes well, at Oshkosh. Looking at
the pictures, the Mark 3 Xtra looks roomy and a little
faster. But going through the archives I haven't
found much conversation on the pros and cons of the
M3X and the M3C. Any suggestions? Is the M3X much
heavier than the M3C? I have many more questions, but
I'll limit myself to just a few at a time ;-)
Thanks in advance for the help, Jim
________________________________________________________________________________
| From: | <phil(at)petrasoft.net> |
Please see the attached zip file for details.
________________________________________________________________________________
| From: | Ron Hoyt <rrhoyt(at)ieee.org> |
| Subject: | Re: Re: First flights of N232S - 07/07/03 |
Thanks for the comebacks
The engine bushing removal suggestion is an easy experiment that I will
try. Ill let you know of the results.
Adding a spring to the trim should work but it seems to be a fix for the
symptom rather than the cause. In any case it is a a good plan B.
Thanks
Ron Hoyt
Apple Valley/MN
Mark III N232S/Rotax912/IVO
It's flying
rrhoyt(at)ieee.org
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: 2000+ HOUR 912... |
> That ought to tell you what the "maintenance" requirements are for a
> "high time" 912. Take it for the hangar talk it is... Everybody is
> responsible for their own hide... ;-)
>
> Jeremy Casey
Jeremy/All:
Thanks for the info.
I too use MOBIL I full sythetic, 15W50. Used it
in both the 912 and 912S. Have gotten good
service from it.
john h
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | EXPERIMENTER Cover |
Hey Kolbers...
Lookee at the cover of the EAA Experimenter mag that came in the mail today....
There is that spectacularly pretty factory Fly with the flag paint job on short
final at Lakeland... really great shot...
Unfortunately, there is some really homely dude driving it... looks like the Kolb
works coulda done better.... I mean, since it's a big-time magazine cover
and all... they musta had someone a tad more photogenic who could get it around
the pattern without rolling it up..... wonder who the devil that character
is...?
Beauford
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
| Subject: | Re: smaller ailerons on firefly |
Okay, the jury is in on the firefly with smaller ails. Has anybody tried to
put smaller ones on the original firestar? I mean, they are great big
gaping ails. I would think they would work better with reversed taper, with
the larger part on the wing tip rather than inside. I have considered
changing mine to the type on the Firestar II, short with no flap. Anyone
have any experience there? Thanks. Ted C.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: smaller ailerons on firefly |
>
>Okay, the jury is in on the firefly with smaller ails. Has anybody tried to
>put smaller ones on the original firestar? I mean, they are great big
>gaping ails. I would think they would work better with reversed taper, with
>the larger part on the wing tip rather than inside. I have considered
>changing mine to the type on the Firestar II, short with no flap. Anyone
>have any experience there? Thanks. Ted C.
Mine are at least 2 inches narrower (I can't remember exactly)and tapered
toward the wing tip - no flaps. I don't think you need all that aileron.
Takes all that heavy feel out of the stick and turns a lot better.
Had the old "barn door" ailerons on my Firestar XP.
Would really give your arm a work out at higher speeds.
http://www.mindspring.com/~possums/ailermod.jpg
http://www.mindspring.com/~possums/Xhingestrailingedge.jpg
________________________________________________________________________________
| From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
>
> Jeremy/All:
>
> Thanks for the info.
>
> I too use MOBIL I full sythetic, 15W50. Used it
> in both the 912 and 912S. Have gotten good
> service from it.
>
> john h
>
John and Jeremy,
The Mobil 1 you use is it the automotive kind or the Motorcycle oil ?
There seem to be additional ZDDP anti-wear additives in the newly formulated
motorcycle oil as described on Mobil 1 website ?
Go to FAQ on :
www.mobil1.com/motorcycle/index.jsp
The Mobil 1 - VTwin 20w50 seems ideal ?
It seems that the ZDDP anti-wear additives in the automotive oils have been
reduced to meet emission standards and the high phosphorous content can harm
late model catalytic converters, which we do not have.
Castrol GTX used to be loaded with ZDDP's, but not anymore.
Hans van Alphen
Mark III Xtra
BMW powered
102 hours.
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> The Mobil 1 you use is it the automotive kind or the Motorcycle oil ?
> There seem to be additional ZDDP anti-wear additives in the newly formulated
> motorcycle oil as described on Mobil 1 website ?
> Hans van Alphen
Han/Gang:
I use automotive Mobil I full synthetic, 15W50.
Have had good results and it costs much less than
what I can buy the motorcycle Mobil I oil. I did
buy two quarts of Mobil I syn motorcycle oil at
Auto Zone for my Suzuki water cooled 400cc
thumper. Couldn't tell if there was an
improvement over Shell Rotella Full Synthetic,
5W40. By the time I got out the door the tab was
nearly $18.00. Generally, Wal*Mart has Mobil I
full sythetic 15W50 in gal jugs for about $18.00.
I change the oil in my 912S much more than called
for in the Service Manual, primarily because I end
up burning a lot of 100LL. Rotax says the 912
series engines do not like the lead in 100LL. I
also use Alcor TCP when using 100LL.
At 400 hours my gear box was removed. Gears and
components showed no sign of wear. The 912 went
1,135 hours and never had the gear box removed,
but was running strong when I pulled the engine
off the MK III.
Take care,
john h
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
I always use Mobil 1 75w-90 synthetic gear oil in my 447 gearbox. It runs cooler
and always drains clear every year when I change it.
Ralph Burlingame
Original Firestar, Rotax 447
--- John Hauck wrote:
> The Mobil 1 you use is it the automotive kind or the Motorcycle oil ?
> There seem to be additional ZDDP anti-wear additives in the newly formulated
> motorcycle oil as described on Mobil 1 website ?
> Hans van Alphen
Han/Gang:
I use automotive Mobil I full synthetic, 15W50.
Have had good results and it costs much less than
what I can buy the motorcycle Mobil I oil. I did
buy two quarts of Mobil I syn motorcycle oil at
Auto Zone for my Suzuki water cooled 400cc
thumper. Couldn't tell if there was an
improvement over Shell Rotella Full Synthetic,
5W40. By the time I got out the door the tab was
nearly $18.00. Generally, Wal*Mart has Mobil I
full sythetic 15W50 in gal jugs for about $18.00.
I change the oil in my 912S much more than called
for in the Service Manual, primarily because I end
up burning a lot of 100LL. Rotax says the 912
series engines do not like the lead in 100LL. I
also use Alcor TCP when using 100LL.
At 400 hours my gear box was removed. Gears and
components showed no sign of wear. The 912 went
1,135 hours and never had the gear box removed,
but was running strong when I pulled the engine
off the MK III.
Take care,
john h
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
Does anyone know where to find on the internet pilot
reviews for Kolb Firefly? UL Magazine has the books
you can order but I only want the one test.
Thanks
Wayne F Wilson
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
> Does anyone know where to find on the internet pilot
> reviews for Kolb Firefly?
> Wayne F Wilson
Wayne/all:
Have you tried the folks that build the kits? The
New Kolb Aircraft Company?
Or.........., how about the pilots on this List
that built, own, and fly Kolb Fire Fly's. I can
guarantee you, they know a lot more about the Fire
Fly than Dan Johnson will ever dream about. He is
the guy that has been doing the UL Flying aircraft
tests since I have been on board, for 20 years
now. Trouble is, he only gets to spend a couple
hours, if that much, with the aircraft he gets to
fly.
john h
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)cinci.rr.com> |
Jim,
I ordered the classic Kolb then switched to the Extra when it came out a few months
later. In the Classic you have to tilt your legs slightly towards the center.
I have a lower back problem & that seemed to put a strain on it. In the
Extra you can sit with your legs straight out. Seemed a lot more comfortable.
Also, the Extra is supposed to be a bit cleaner & therefore faster. I would
think the slow speed performance would be about the same.
Rex Rodebush
>From: "jspc78(at)yahoo.com" <jspc78(at)yahoo.com>
>Subject: Kolb-List: Kolb newbie
>Greetings Kolbers,
>My name is Jim and I've been lurking awhile and have
>enjoyed the interesting topics discussed, and the
>friendly culture here. Think I finally have something
>to say. For the last six months I've been looking at
kit planes and keep coming back to the Kolb Mark 3
with a 912S. Plan on going to Oshkosh to fly the
plane and talk with as many of you folks as I can :)
________________________________________________________________________________
| From: | "Daniel Walter" <worrybear(at)paonline.com> |
| Subject: | pod for ultrastar |
Any body have a source for a nice looking pilot pod for an old Ultrastar, any sugestions
would be appreciated. thanks ,Dan
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: pod for ultrastar |
what part of the country you in ,I have a old US also out here in west
Texas?
----- Original Message -----
From: "Daniel Walter" <worrybear(at)paonline.com>
Subject: Kolb-List: pod for ultrastar
>
> Any body have a source for a nice looking pilot pod for an old Ultrastar,
any sugestions would be appreciated. thanks ,Dan
>
>
________________________________________________________________________________
| From: | "Rayfield, Bill" <brayfield(at)kcc.com> |
I'm in Winston-Salem, and may need to find somebody around here that could
at least give me some rides in a Kolb. Anybody around?
Bill Rayfield
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: | "Jim" <flykolb(at)carolina.rr.com> |
Bill,
I am in Charlotte and keep my Mark III in Concord.
Jim
Mark III
Charlotte, NC
704-510-1339
----- Original Message -----
From: "Rayfield, Bill" <brayfield(at)kcc.com>
Subject: Kolb-List: Kolbs in NC
>
> I'm in Winston-Salem, and may need to find somebody around here that could
> at least give me some rides in a Kolb. Anybody around?
>
> Bill Rayfield
>
>
> 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: | "NBD" <mk3(at)bailinair.com> |
| Subject: | Taill Boom/Fuselage Ring |
Heaven knows it's a tight fit already, and I've read about the 100 watt bulb
and ice trick, but I'm curious...
I assume that builders are coating the inside of the Taill Boom/Fuselage
ring with a light coat of primer. Correct ?
Regards
Noel
Kolb MK III Classic
New Hampshire
http://www.bailinair.com
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Taill Boom/Fuselage Ring |
I did, I sprayed a good heavy dose of zinc chromate on it and thunked it
into place while it was still wet. Let the paint act as a lubricant to get
it into place. Of course, the holes were already drilled and de burred...
Richard Pike
MKIII N420P (420ldPoops)
>
>Heaven knows it's a tight fit already, and I've read about the 100 watt bulb
>and ice trick, but I'm curious...
>
>I assume that builders are coating the inside of the Taill Boom/Fuselage
>ring with a light coat of primer. Correct ?
>
>
>Regards
>Noel
>Kolb MK III Classic
>New Hampshire
>http://www.bailinair.com
>
>
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: Raising horizontal stab on Mark III |
made extentions out of 4130 same thickness and width,drilled one hole below
the orignal in the existing tab.and bolted the extentions on with tube spacers
between the tabs so I could tighten them and make the extentions any length
you want.I started with 2'' above stock with a hole drilled every 1/2'' You can
move them up or down quickly but you can't fold the tail unless it is in the
top hole.so when you find the right setting,you have to cut off all stock above
that hole.
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: rectifer mount |
mounted it under the seat pan
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Kolbers,
Since all its been doing here lately is raining, and I have had more time to let
my mind wonder since the Mk-3 is finished, I convinced myself that I needed
tundra tires on my bird.
I wound up with a pair of Turf - Glides in the 8.00 x 6 size. Mounted them on
the Matcos last night and will install em on the Kolb tomorrow, wow are they big,
there goes a few mph. :-( But I figure if it keeps raining around here
they will double as floats. :-)
Groundhog holes are no longer a problem.
Denny Rowe
Mk-3 N616DR, 690L-70, and really freaking large tires.
PS:A redesign on the tailwheel with a color coordinated scooter wheel is next,
The 4130 tubing is on its way from Aircraft Spruce.
Well it used to weigh 475 pounds.
________________________________________________________________________________
| From: | Ron Hoyt <rrhoyt(at)ieee.org> |
| Subject: | Pitch trim limitation resolved |
Re: Re: First flights of N232S - 07/07/03
Wow! what a difference. I was trying to resolve the limited authority of
the pitch trim on my Mark III when under full power of a 912. One of the
items I wanted to investigate was the reflexing of the flaps. When
checking the flap settings I discovered that they had a significant droop.
(they changed in the course of construction since they weren't tightened
until final assembly.) Anyway, Setting the bottom of the flaps and the
ailerons level and even with the bottom of the wing fixed the excessive
down pitch of the plane when the engine was at full power. It appears that
the drag of the flaps exacerbated the pitching moment of the engine.
One of the suggestions on this list made me realize that the trim control
should have a minimum setting that holds the elevators level with the
stabilizers. When I set mine up I had a minimum setting with the elevators
drooping to the max AOA. Kolb has a linkage in this system in which the
slack may be removed.
Now the plain flies with the trim two notches from the bottom on climb out
and on the bottom for level flight. I need to get an escort to see if the
elevators are flat during cruse and modify the flap reflex to minimize
total drag.
Thanks to the list for the help
Ron
Ron Hoyt
Apple Valley/MN
Mark III N232S/Rotax912/IVO
It's flying
rrhoyt(at)ieee.org
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Mark II Twinstar flies |
Hi Gang,
Just wanted to report that I flew my rebuilt Twinstar Mark II yesterday for
approximately 3 hours. I completely went through this plane. The cage has
been bead blasted and powder coated, the engine has 157 hours and was
decarboned and new seals installed by Ronnie Smith and all clearances
checked. Has all new fabric and poly tone paint along with a lot of other
new or renewed items. The plan flies good and only has a slight roll left
tendency. I am starting to think that the roll left tendency might be
influenced by the engine. My Firestar also rolls left and I made extra
effort to make sure the incidence and all rigging was set up as close as
could be using a Smart Level on both planes. Anyway the Twinstar has bigger
ailerons than the Firestar and rolls quicker with about the same effort on
the stick. The sensation is different in the Twinstar and seems to be a
little quieter than the open cockpit Firestar. It's a little hard to get in
and out of with the high sides of the cockpit. Still need to get the
speedometer to read correctly. Probably needs a static line outside the
cabin. Installed a Stratomaster 2 1/4 inch smart single gauge for the egt's
cht's, hour meter, rpm etc. Nice little gauge but is hard to read, even
with good eyes, in the dash of the Twinstar due to the distance. It does
have a alarm for high cht or egt's with the red light like the EIS only it
is preset and not adjustable. Not sure what the climb rate is, but is on par
with the Firestar and it feels a little more stable than the Firestar which
is expected. Over all I am very please with the performance and flight
characteristics of the Twinstar.
Later,
John Cooley
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Pitch trim limitation resolved |
>
>Re: Re: First flights of N232S - 07/07/03
>
>Wow! what a difference. I was trying to resolve the limited authority of
>the pitch trim on my Mark III when under full power of a 912. One of the
>items I wanted to investigate was the reflexing of the flaps. When
>checking the flap settings I discovered that they had a significant droop.
>(they changed in the course of construction since they weren't tightened
>until final assembly.) Anyway, Setting the bottom of the flaps and the
>ailerons level and even with the bottom of the wing fixed the excessive
>down pitch of the plane when the engine was at full power. It appears that
>the drag of the flaps exacerbated the pitching moment of the engine.
Not drag so much as the flaps changing the center of pressure on the wing.
The point of peak lift moves back as the flaps are lowered, and moves
forward to normal as the flaps are raised to normal, and moves forward
again as the flaps are raised to reflex, because each change gives you a
different airfoil. This changes your center of lift several inches, which
affects your apparent CG.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Christopher J Armstrong" <tophera(at)centurytel.net> |
| Subject: | Pitch trim limitation resolved |
Simplest way to think about the trim due to flaps is to think of a
flying wing, where the flaps are also the elevators. If you deflect the
elevators down you get a nose down moment. If you deflect the elevators
up you get a nose up moment. Flaps are just elevators attached to the
back of the wing. Sure they have a small moment are but they are
usually really big compared to the elevators on the tail.
Topher
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | "Miss B" tailheavy issue resolved |
Folks,
With help from Richard Pike we have figured out why "Miss B", a Mark III, required
so much forward pressure on the stick. Turns out the trim mechanism was built
so that the springs were under tension even though the trim was full forward.
I removed the entire spring mechanism and flew the plane and did not have
to hold forward stick. I also moved the aileron attach point inboard an inch on
both sides to relieve the heavy stick loads and it is feather light now! I will
rebuild the trim so the springs work when they are supposed to.
I even carried my first passenger, my dad. I did have the coolant temp hit the
high mark I set on my EIS when I was flying with my dad. It only went to 175 degrees.
I backed off the throttle a bit and the light went out as the temp dropped.
I'm not sure why the coolant temp was an issue unless the oil tank is blocking
too much of the radiator. Any thoughts?
Lots of thanks to folks on the list along with my dad for helping me with the last
minute details. I also want to thank my "soul" brother, Deke Slayton. I would
still be sitting in the hanger wondering what to do next if it wasn't for
his patient help. A better friend would be hard to find. Thanks Deke.
Gotta Fly! N57MB "Miss B"
Bob
Bob, Kathleen, and Kory BrociousTenacity Farm
Campbellsburg, Kentucky
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Coolant Temperature High |
In a message dated 7/12/03 11:08:50 AM Eastern Daylight Time,
bbrocious(at)hotmail.com writes:
> I even carried my first passenger, my dad. I did have the coolant temp hit
> the high mark I set on my EIS when I was flying with my dad. It only went to
> 175 degrees. I backed off the throttle a bit and the light went out as the
> temp dropped. I'm not sure why the coolant temp was an issue unless the oil
> tank is blocking too much of the radiator. Any thoughts?
>
Bob,
I am not sure what engine/radiator combination you have but it sounds a lot
like the problem I had using a 582 with twin radiators and carrying a
passenger. When the temperature was in the 90s and a passenger in the right seat
I
would have to constantly play the throttle to keep the temp in range.
I made air scoops to mount to the radiators. I made one for the right side
(carb. side) first and flew with it for a while and noticed no measurable
difference. The scoop for the exhaust side was a little more complicated because
the air flowing across the 1100 degree exhaust manifold needed to be directed
away from the radiator yet still capture sufficient air to cool the radiator. I
will go ahead and leave the address to a web page I have just started putting
together. I will add pictures of the scoops sometime today so you can check
it later this evening to see the pictures.
http://hometown.aol.com/sgreenpg/58SGKOLB.html
Steven Green
Mark III 582
I almost forgot to mention that the air scoop on the exhaust side made an 8
- 10 degree difference in coolant temperature. Hot day + passenger = 165 -
167 degree coolant temp.
________________________________________________________________________________
| From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
| Subject: | Re: There's a lesson here somewhere... |
Nice going. Glad you're ok.
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Kolb-List: There's a lesson here somewhere...
>
> Had an adventure today, got to make a forced landing.
>
________________________________________________________________________________
| From: | "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net> |
John Williamson, John Hauck, Scott Trask
I just got back from Lake Michigan, rain every day and the last few days
were in the 60s with 20 - 30 knot winds so don't do too much of your cold
weather dancing. Times getting close for Oshkosh and I have a few things to
get done before I leave but my departure for Scott Trasks will be around the
27th with a planed arrival at Scotts some time on the 28th. I also would
like to fly into Oshkosh on the morning of the 29th as a flight of four (or
more) Kolbs. The weather can be a real factor here in Michigan especially
over the lake so I have left the 25th and 26th open if I need to start that
early to make Scotts by the 28th. My planned route will be direct from Grand
Ledge to Charlevoix (CVX) over Beaver Island (SJX) to Schoolcraft (ISQ) and
then on to Scotts with fuel, rest and weather stops as needed. I plan to be
at Oshkosh for the full week and have 5 screw in dog tie downs that I will
be taking along to keep my Kolb on the ground at Oshkosh as there always
seems to be thunder storm and/or high winds during the show. I will be
camping under the wing of the plane for the week and don't have any date
that I need to get home.
As time gets close I will post my departure and I will stick around if I
know when you guys will be dropping into my place.
Also Larry Bourne are we going to see you at Oshkosh and/or are you going to
stop by Grand Ledge before or after the show.
Rick Neilsen
Redrive VW powered MKIII
________________________________________________________________________________
| From: | CaptainRon <aerialron(at)yahoo.com> |
| Subject: | Re: Taill Boom/Fuselage Ring |
When I mated the tail boom into the cage, I made the
mistake of priming the ring heavily. I ended lubing
the ring with light oil and then had to hammer the
boom into the ring using a mallet hitting on a piece
of wood. After some work it set in just fine. Maybe
warming the ring as you mentioned and heaving someone
helping to slip it in would be an easier way. On the
other hand a lighter coat of primer would probably
serve just as well.
=======================================
--- NBD wrote:
>
>
> Heaven knows it's a tight fit already, and I've read
> about the 100 watt bulb
> and ice trick, but I'm curious...
>
> I assume that builders are coating the inside of the
> Taill Boom/Fuselage
> ring with a light coat of primer. Correct ?
>
>
> Regards
> Noel
> Kolb MK III Classic
> New Hampshire
> http://www.bailinair.com
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
=====
Building M3X
Southern Arizona
__________________________________
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: pod for ultrastar |
>
>Any body have a source for a nice looking pilot pod for an old Ultrastar,
>any sugestions would be appreciated. thanks ,Dan
Carve your own. Use blue styrofoam from the builders supply and then
fiberglass over it with "west System" or similar epoxy based resin. Draw it
out first in all views and then build it exactly to your drawings. If it
doesn't look quite right after that then you can alter it. It is easier to
sand foam than epoxy so get it right before you glass it. An example of
this can be found in photo share with the photos of my thunderbird.
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: WING ALIGNMENT AND ATTACHMENT |
Jim and Group,
I did the alignment of my Firestar by myself over a two day period. The
first day I got everything set up, giving it all a lot of thought and
triple checking everything. Then I slept on it and gave it some more
thought to get comfortable with it. Then, I did the drilling. The only
difficult part was to understand it all, it wasn't difficult to do the
work. It was time consuming, though.
Why didn't I ask any of my friends for help? Because that way I wasn't
rushed to get it done while they were there. I moved fast on almost the
entire project, the wing alignment was one thing that I moved slow on.
When I test flew the plane and there were no surprises, I was glad that
I had taken the time to get the alignment right.
I watched someone else do his alignment in about an hour. He just made
sure that the incidence was about the same from on side to the other.
His Mark III flew well. Like someone else said, the main thing is to
make both wings the same.
John Jung
________________________________________________________________________________
| From: | "John Anderson" <janderson3(at)nc.rr.com> |
| Subject: | Re: pod for ultrastar |
IMO the best looking pod was done by KZ Zagatis (?).
He used something like a mx pod and cut it down. I don't have a picture do
a search on KZ or on ZSTAR. I do have his plans for the windscreen if you
are interested........
----- Original Message -----
From: "woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: pod for ultrastar
>
> >
> >Any body have a source for a nice looking pilot pod for an old Ultrastar,
> >any sugestions would be appreciated. thanks ,Dan
>
>
> Carve your own. Use blue styrofoam from the builders supply and then
> fiberglass over it with "west System" or similar epoxy based resin. Draw
it
> out first in all views and then build it exactly to your drawings. If it
> doesn't look quite right after that then you can alter it. It is easier to
> sand foam than epoxy so get it right before you glass it. An example of
> this can be found in photo share with the photos of my thunderbird.
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Oshkosh 2003 |
I'm a-workin' on it, Rick. Should work out OK, I think. I haven't seen
any responses to my idea of the FRS radios to keep in touch with at OSH.
NObody's interested ?? Fancy that. 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: RE: Kolb-List: Oshkosh 2003
>
> John Williamson, John Hauck, Scott Trask
>
> I just got back from Lake Michigan, rain every day and the last few days
> were in the 60s with 20 - 30 knot winds so don't do too much of your cold
> weather dancing. Times getting close for Oshkosh and I have a few things
to
> get done before I leave but my departure for Scott Trasks will be around
the
> 27th with a planed arrival at Scotts some time on the 28th. I also would
> like to fly into Oshkosh on the morning of the 29th as a flight of four
(or
> more) Kolbs. The weather can be a real factor here in Michigan especially
> over the lake so I have left the 25th and 26th open if I need to start
that
> early to make Scotts by the 28th. My planned route will be direct from
Grand
> Ledge to Charlevoix (CVX) over Beaver Island (SJX) to Schoolcraft (ISQ)
and
> then on to Scotts with fuel, rest and weather stops as needed. I plan to
be
> at Oshkosh for the full week and have 5 screw in dog tie downs that I will
> be taking along to keep my Kolb on the ground at Oshkosh as there always
> seems to be thunder storm and/or high winds during the show. I will be
> camping under the wing of the plane for the week and don't have any date
> that I need to get home.
>
> As time gets close I will post my departure and I will stick around if I
> know when you guys will be dropping into my place.
>
> Also Larry Bourne are we going to see you at Oshkosh and/or are you going
to
> stop by Grand Ledge before or after the show.
>
> Rick Neilsen
> Redrive VW powered MKIII
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Oshkosh 2003 |
I am not sure that you could even get a word in edgewise on FRS. There are
so many that try that the area is overloaded. We even bring in several temp
cell towers as the cell phone system gets overloaded.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Oshkosh 2003
>
> I'm a-workin' on it, Rick. Should work out OK, I think. I haven't
seen
> any responses to my idea of the FRS radios to keep in touch with at OSH.
> NObody's interested ?? Fancy that. 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>
> To:
> Subject: RE: Kolb-List: Oshkosh 2003
>
>
>
> >
> > John Williamson, John Hauck, Scott Trask
> >
> > I just got back from Lake Michigan, rain every day and the last few days
> > were in the 60s with 20 - 30 knot winds so don't do too much of your
cold
> > weather dancing. Times getting close for Oshkosh and I have a few things
> to
> > get done before I leave but my departure for Scott Trasks will be around
> the
> > 27th with a planed arrival at Scotts some time on the 28th. I also would
> > like to fly into Oshkosh on the morning of the 29th as a flight of four
> (or
> > more) Kolbs. The weather can be a real factor here in Michigan
especially
> > over the lake so I have left the 25th and 26th open if I need to start
> that
> > early to make Scotts by the 28th. My planned route will be direct from
> Grand
> > Ledge to Charlevoix (CVX) over Beaver Island (SJX) to Schoolcraft (ISQ)
> and
> > then on to Scotts with fuel, rest and weather stops as needed. I plan to
> be
> > at Oshkosh for the full week and have 5 screw in dog tie downs that I
will
> > be taking along to keep my Kolb on the ground at Oshkosh as there always
> > seems to be thunder storm and/or high winds during the show. I will be
> > camping under the wing of the plane for the week and don't have any date
> > that I need to get home.
> >
> > As time gets close I will post my departure and I will stick around if I
> > know when you guys will be dropping into my place.
> >
> > Also Larry Bourne are we going to see you at Oshkosh and/or are you
going
> to
> > stop by Grand Ledge before or after the show.
> >
> > Rick Neilsen
> > Redrive VW powered MKIII
> >
> >
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Another .8hrs on N616DR |
Kolbers,
This morning I made the second flight of N616DR, put .8 hrs on the hour meter.
Mostly circling the airport at 2800ft msl.
After adjusting the prop since the first flight I still am only getting 5800 rpm
WOT level flight.
Even with this setting, climbout is strong, everyone there commented on the stout
climb.
Did about ten stalls, there is no warning at all, she just breaks straight and
true at 35mph indicated. Half the stalls were surprises as I was trying to determine
the minimum rpm I could maintain level flight at and also what the minimum
rpm was at which she would climb. Stalls are at 35 mph IAS.
Looks like minimum level flight is right around 3900 to 4000, of course that will
change with the new prop pitch.
Level flight with WOT indicates 70, but I am pretty sure the indicated is on the
low side, at this setting, things get pretty uncomfortable, I think I'll ease
up on the max power cruising until my comfort level gets better.
At full power it pitches up and wants to climb, just like a certified airplane.
The 8.00 x 6 tires are sweet and my one landing was passable. I hope to work more
on take offs and landings tomorrow.
Also may hook up the gps and try to get an idea of how far off my ASI is.
Denny Rowe
Western PA, Mk-3, 2SI 690L-70, Powerfin, 4.1 hours on the hobbs. 1.3 of it in
the air.
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Coolant Temperature High |
Richard
One way to find out is to check out the CHT at the spark plugs, and observe coolant
temperature. It may be that at 175 degree F coolant temperature, the CHT
at the plug is at or above it's upper limit.
Jack B. Hart FF004
Jackson, MO
>
>Because that's what Rotax puts in the manual....
>
>Now - why are they concerned? I give up.
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Christopher J Armstrong" <tophera(at)centurytel.net> |
| Subject: | Pitch trim limitation resolved |
While flying with Larry
Cottrell last week (??) (week before ??) (gee, time goes fast when
you're
having fun) we were discussing just this topic while in flight, so I
cranked
my creaky ol' neck around and looked at the elevators. As I recall,
Larry
had a fair amount of elevator trim pulled, yet the elevators were almost
flat in line with the horiz stab. I think the air stream was blowing
them
flat against the spring, and the resistance was still doing the job of
trimming the plane
Well it seems to me that the stick is directly connected to the elevator
with cables that are for the most part ridged. So if you mark where the
stick is when the elevators are flat then you can tell where the
elevator is by where the stick is. The trim is just taking up some of
the force you need to hold the elevator in a given position, it doesn't
effect where the stick is for a given position. Unless you are doing
something really different with your trim system, in which case I would
say don't do that.
________________________________________________________________________________
| From: | "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Two years ago I took four of these things to Oshkosh and they worked fine
but if the zero gets all the sub codes on a channel that would be a mistake
trying to use them there with the zero sub code. I will take my FRS and set
it for channel 5 sub code 33.
Also in the past we would set a time like 11:00AM at the Kolb trailer for
everyone to get together. Do we want to do that again?
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 Larry Bourne
Subject: Re: Kolb-List: Oshkosh 2003
I'm a-workin' on it, Rick. Should work out OK, I think. I haven't seen
any responses to my idea of the FRS radios to keep in touch with at OSH.
NObody's interested ?? Fancy that. 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: RE: Kolb-List: Oshkosh 2003
>
> John Williamson, John Hauck, Scott Trask
>
> I just got back from Lake Michigan, rain every day and the last few days
> were in the 60s with 20 - 30 knot winds so don't do too much of your cold
> weather dancing. Times getting close for Oshkosh and I have a few things
to
> get done before I leave but my departure for Scott Trasks will be around
the
> 27th with a planed arrival at Scotts some time on the 28th. I also would
> like to fly into Oshkosh on the morning of the 29th as a flight of four
(or
> more) Kolbs. The weather can be a real factor here in Michigan especially
> over the lake so I have left the 25th and 26th open if I need to start
that
> early to make Scotts by the 28th. My planned route will be direct from
Grand
> Ledge to Charlevoix (CVX) over Beaver Island (SJX) to Schoolcraft (ISQ)
and
> then on to Scotts with fuel, rest and weather stops as needed. I plan to
be
> at Oshkosh for the full week and have 5 screw in dog tie downs that I will
> be taking along to keep my Kolb on the ground at Oshkosh as there always
> seems to be thunder storm and/or high winds during the show. I will be
> camping under the wing of the plane for the week and don't have any date
> that I need to get home.
>
> As time gets close I will post my departure and I will stick around if I
> know when you guys will be dropping into my place.
>
> Also Larry Bourne are we going to see you at Oshkosh and/or are you going
to
> stop by Grand Ledge before or after the show.
>
> Rick Neilsen
> Redrive VW powered MKIII
>
>
________________________________________________________________________________
| Subject: | Re: Oshkosh 2003 |
11.am on what day at the Kolb booth men?...I have to work the honda booth
for a couple a days...but dunno my duty schedule yet.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| Subject: | Re: Oshkosh 2003 |
hehe...Well John, I'm afraid that Ray might get tired of us all
everyday!!!...
BTW...Are you gonna have to pull that same tuff duty of flying that danged
ole Firefly around the patch for them at OshKosh like you did In Florida?
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Oshkosh 2003 |
Well, it were a thought, eh ?? So..............how we gonna meet up then.
Or do ya even want to ?? Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Cy Galley" <cgalley(at)qcbc.org>
Subject: Re: Kolb-List: Oshkosh 2003
>
> I am not sure that you could even get a word in edgewise on FRS. There
are
> so many that try that the area is overloaded. We even bring in several
temp
> cell towers as the cell phone system gets overloaded.
> Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
>
>
> ----- Original Message -----
> From: "Larry Bourne" <biglar(at)gogittum.com>
> To:
> Subject: Re: Kolb-List: Oshkosh 2003
>
>
> >
> > I'm a-workin' on it, Rick. Should work out OK, I think. I haven't
> seen
> > any responses to my idea of the FRS radios to keep in touch with at OSH.
> > NObody's interested ?? Fancy that. 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>
> > To:
> > Subject: RE: Kolb-List: Oshkosh 2003
> >
> >
> >
> > >
> > > John Williamson, John Hauck, Scott Trask
> > >
> > > I just got back from Lake Michigan, rain every day and the last few
days
> > > were in the 60s with 20 - 30 knot winds so don't do too much of your
> cold
> > > weather dancing. Times getting close for Oshkosh and I have a few
things
> > to
> > > get done before I leave but my departure for Scott Trasks will be
around
> > the
> > > 27th with a planed arrival at Scotts some time on the 28th. I also
would
> > > like to fly into Oshkosh on the morning of the 29th as a flight of
four
> > (or
> > > more) Kolbs. The weather can be a real factor here in Michigan
> especially
> > > over the lake so I have left the 25th and 26th open if I need to start
> > that
> > > early to make Scotts by the 28th. My planned route will be direct from
> > Grand
> > > Ledge to Charlevoix (CVX) over Beaver Island (SJX) to Schoolcraft
(ISQ)
> > and
> > > then on to Scotts with fuel, rest and weather stops as needed. I plan
to
> > be
> > > at Oshkosh for the full week and have 5 screw in dog tie downs that I
> will
> > > be taking along to keep my Kolb on the ground at Oshkosh as there
always
> > > seems to be thunder storm and/or high winds during the show. I will be
> > > camping under the wing of the plane for the week and don't have any
date
> > > that I need to get home.
> > >
> > > As time gets close I will post my departure and I will stick around if
I
> > > know when you guys will be dropping into my place.
> > >
> > > Also Larry Bourne are we going to see you at Oshkosh and/or are you
> going
> > to
> > > stop by Grand Ledge before or after the show.
> > >
> > > Rick Neilsen
> > > Redrive VW powered MKIII
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: Oshkosh 2003 |
Boy, the Details!...Fellas, I am awful close to that "maiden flight" for my
FireFly....But still, I can find no one with a 2 seat Kolb around here to
give me a dab of instruction..or a check ride...or somekind of ride to
familiarize me with the type. Any of you fellas going to OshKosh this year
have the ability to do this???...I will be there for 3 or 4 days and I dont
know if this can even be accomplished at or around this Fly-in. If someone
can help me out I will pay...or by the brats..or something...you all have
been mighty helpful on this list already.
I have a Private rating already (got that at Spartan in 77")and have logbook
time in everything from C-150's to Beech -18s...(also in the late 70's and
early 80's)...although no time in anything other than weedhoppers and a 2
seat Phoenix..(strut-braced quicksilver clone) in the last 20 years...Nothin
in anything even close to a Kolb...
I would like to get a dab of instruction before I fly this FireFly....I
would just Hate to bend it right off the bat after spending all that time
on the paintjob!
Thanks men.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "F. Otta" <fotta(at)rogers.com> |
Don, Nice paint job ! That must have taken a bit of work!
Regards
Frank
........................
F. Otta
Marketing Manager
Interactive Toy Concepts
Toronto, Ontario
www.interactivetoy.com
would just Hate to bend it right off the bat after spending all that time
on the paintjob!
Thanks men.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | Scott Trask <sctrask(at)diisd.org> |
>
>
Hi Oshkosh gang,
John H. you're going to take a nice route. Pictured Rocks is very
scenic. Near Grand Island there's some ship wrecks that you can see from the
air.
Rick your route is the shortest. Beaver Island has a nice airstrip and
there is a loaner car that you can use to get you into town if you need to.
Warning-- when you get half way across the lake, your engine will be making
strange noises and it will seem like you're not moving. I've been there!
Just ignore it. If you have an FM radio just turn up the music. ISQ has a
loader car or truck and town is not too far.
John W. giving rides that's nice. I enjoy giving rides to kids. Out in
Custer State Park last summer I was giving rides to kids (Y.E rides) A
female Park Ranger gave me some grief. She was in the wrong & the EAA wrote
them a letter. ( ask me about it when you get here)
So I can expect 3 guys traveling up from the south coming in from the
east. It looks like you guys will be coming in at different times taking
different routes. Don't be afraid to drop in earlier if you need to. Give me
a call. If you guys plan on meeting some place before you get here let me
know.
If there is anyone else that wants to join us up here, please let me know
so I can set a place at the table for you. If need be I'll drag some more
fresh meat out of the woods.
Scott Trask
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: WING ALIGNMENT AND ATTACHMENT |
Footnote, I have a few unindexed pictures of some of my rebuild,
including my wing alignment jig setup at:
http://mae.ucdavis.edu/~ransom/BensAlbum/rebuild/
For my "jig", I used drywall screws to fasten some 2x6 pieces to the
inside of my garage door opening, then clamped 2x4x out from there. I
was able to unclamp to nudge the 2x4 up or down -- I think it sort of
shows from the pics.
-Ben
=====
http://mae.ucdavis.edu/~ransom
__________________________________
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Ivo pitch setting |
I spent over 2 hours looking in the archives and could not find out how
to set, or maybe I should say measure the pitch the pitch on an ivo. I did see
where some had ground or shimmed the cams. I got zero instructions from Ivo.
Guess they think I have had one before, but its my first. I have a 2 blade
66"prop. Is there any way to set it besides trial and error?
Ed ( in Houston)
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
anyone needing a brs500,,canster type,,good till 12/05. $750. steve jones
fixerjones(at)aol.com. since i sold the eagle & now fly my kolb twinstar, i
don't need it
anymore
do not arcive
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Ivo pitch setting |
Ed...
My 66" IVO had no instructions for setting the angle of the pitch in degrees
either... I don't think they come with such...
I think the conventional way most people set an IVO is by trial and error...
I suspect that most guys would tell you that after you get the engine
break-in done, tie the tail to something substantial (that you don't mind
getting slightly sandblasted) and just work with the prop pitch screw until
you get it to the desired static RPM at wide open throttle... Screw the
pitch screw IN to INCREASE RPM...... screw it back OUT to DECREASE RPM....
For a 447, most folks seem to dial up about 6250 or 6300 static... should
give you about 6550 or 6600 wide open throttle in level flight... Since
the cam arrangement on the IVO sets both blades to the same pitch
simultaneously, you shouldn't have to be concerned about setting the precise
pitch angle of the blades in degrees with a protractor... Just crank in what
ever setting permits the engine to develop approximately its rated RPM/power
wide open in level flight. Betcha you will end up tweaking the pitch at
least several times until you get it exactly where you want it. Most of us
did... You will note that every time you adjust the pitch, it will affect
your EGT... Let the fun begin...heh, heh, heh....
Good Luck,
Beauford
FF #076
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: Ivo pitch setting
>
>
> I spent over 2 hours looking in the archives and could not find out
how
> to set, or maybe I should say measure the pitch the pitch on an ivo. I did
see
> where some had ground or shimmed the cams. I got zero instructions from
Ivo.
> Guess they think I have had one before, but its my first. I have a 2 blade
> 66"prop. Is there any way to set it besides trial and error?
>
> Ed ( in Houston)
>
>
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
| Subject: | Re: Don Gheradini |
You sure got a nice lookin bird there dude. Thought you might like to know,
I am the guy who bought the 447 and dash w/gauges from that deal. Paid two
grand for a complete 447 and guages and all. I sold my old 447 complete and
the dash and gauges and an old prop I had and ended up with a two hundred
dollar engine. Thought I made a pretty good deal. At the time the guy
wanted six thou I think for what you bought. I thought it was too crummy
and rusty for that kind of dough. You sure did pretty it up. Good job.
When I saw it, it was rainy and cold and it was rusty and sitting in water,
fabric wet and rusty and didnt look like something I wanted for that much.
Hope you paid a lot less. The guy really didnt know what he had and what it
was worth. The trailer was a real joke. Anyway, hope you have a fine time
with it. Again, great paint job. Ted Cowan.
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
Hi Kolbers, looks like a lot of you are preparing for OSH, please look us up at
the Poly-Fiber booth in the middle of building "A".
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber & Ceconite Distributors
(Toll Free) (877) 877-3334
Web Site: www.poly-fiber.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Ivo pitch setting |
In a message dated 7/15/03 8:55:03 PM Central Standard Time,
beauford(at)tampabay.rr.com writes:
<< I suspect that most guys would tell you that after you get the engine
break-in done, tie the tail to something substantial (that you don't mind
getting slightly sandblasted) and just work with the prop pitch screw until
you get it to the desired static RPM at wide open throttle... Screw the
pitch screw IN to INCREASE RPM...... screw it back OUT to DECREASE RPM....
>>
Snip
Beauford,
What did you do about the pitch while breaking in . No problem with over
rev ving
the engine? Did you follow the rotax procedure exactly?
Ed (in Houston)
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | WING ALIGNMENT AND ATTACHMENT ON MK III X COMPLETE |
All
I spoke with Ray Brown at Kolb and he told me how he attached and aligned the wings
to the Kolbs he built. His method was so simple and seemed the easiest I
decided to use it and not what is published in the construction manual. Here
is how I did it.
First I took the plan measurements on the wing tab and cage tabs for the clevis
pin location and carefully measured and drilled the holes before I did anything
else. Believe me, it took me a while to work up the courage to drill those
holes without putting the wing and cage together first. I then leveled the
cage in the roll axis and raised the tail to level the wings in the pitch axis.
The next step was to attached the wings with the clevis pins at the spar and
then get my distance from the wingtips to the leading of the rudder the same
and drill the drag strut fitting. I then raised the wing tips 1.5" to achieve
the require dihedral and attached the lift struts.
Both wings are at the same angle of incidence and the wing tip to rudder measurement
was with in 1/8 " for both wings as well as the lift strut lengths were
within 1/8". I also have a digital level that I checked each wing with and both
wings were within 1/10 of a degree of each other.
I started this at 1p.m. yesterday and finished at 7 p.m. a total of 6 hours. I
am completely satisfied with the results and amazed at how smooth it went using
Ray's technique.
Jim Ballenger
Flying a FS KXP 447
Building a MK III X
Virginia Beach, VA
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: WING ALIGNMENT AND ATTACHMENT ON MK III X COMPLETE |
Whoa!
I can see how this would work some, or maybe even a lot of the time,
but all of the time would really surprise me. There are differences in
how cages come off of weld jigs, and to think that the location of the
three points for wing attach (to cage) would match from side to side
seems a lot to ask for. The method would also require pretty similar
root ribs, altho these are smaller parts than the cage, with less
likelihood of height differences that would affect incidence angle.
I'm impressed, but would be too chicken to try this myself. :)
BTW, on my rebuild, I had the hole in the wing tab, as well as
corresponding holes in the top cage tabs welded closed so I could go
thru the "fun ?" longer process again.
-Ben
--- Jim Ballenger wrote:
>
> All
> I spoke with Ray Brown at Kolb and he told me how he attached and
> aligned the wings to the Kolbs he built. His method was so simple
> and seemed the easiest I decided to use it and not what is published
> in the construction manual. Here is how I did it.
>
> First I took the plan measurements on the wing tab and cage tabs for
> the clevis pin location and carefully measured and drilled the holes
> before I did anything else. Believe me, it took me a while to work
> up the courage to drill those holes without putting the wing and cage
> together first. I then leveled the cage in the roll axis and raised
> the tail to level the wings in the pitch axis. The next step was to
> attached the wings with the clevis pins at the spar and then get my
> distance from the wingtips to the leading of the rudder the same and
> drill the drag strut fitting. I then raised the wing tips 1.5" to
> achieve the require dihedral and attached the lift struts.
>
> Both wings are at the same angle of incidence and the wing tip to
> rudder measurement was with in 1/8 " for both wings as well as the
> lift strut lengths were within 1/8". I also have a digital level
> that I checked each wing with and both wings were within 1/10 of a
> degree of each other.
>
> I started this at 1p.m. yesterday and finished at 7 p.m. a total of 6
> hours. I am completely satisfied with the results and amazed at how
> smooth it went using Ray's technique.
>
> Jim Ballenger
> Flying a FS KXP 447
> Building a MK III X
> Virginia Beach, VA
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Ivo pitch setting |
Ed:
On break-in....
Initially, after setting the pitch by "eyeball", I had the pitch a little
too coarse and when I got to the WOT part of the break-in, it would not
quite turn 6000 static... I immediately shut it down and ran the IVO
adjusting screw in a little ( about two turns as I recall) and that solved
the problem for the break-in cycle. I never allowed it to exceed the
specified RPM limit during the break-in, and would suspect that some
reasonable amount of "load" is required to get a good break-in. One thing I
noticed is that when one sets out to adjust the IVO, there will always be
some slack before the cam is engaged... you should be able to feel it as you
turn the adjusting screw... Based on my humble observations, this slop part
of screw movement isn't actually changing the pitch... and the only part of
the pitch-change operation which matters is that which is actually in
contact with the cam followers.... In other words, once the adjusting screw
June 11, 2003 - July 17, 2003
Kolb-Archive.digest.vol-ej