Kolb-Archive.digest.vol-ek
July 17, 2003 - - - - , 20-
is loosened, you will be able to feel when the screw actually engages the
followers attached to the blades... I would make the changes based on how
far you move the screw after the cams are contacted by the follower. Loosen
the big nut and work the screw back and forth... you'll feel what I am
talking about.
Bear in mind, Sir, that the above are the empirical observations of a humble
goon with extremely limited (about 95 hours) experience with both IVO's and
ROTAX's... and indeed, with a deeply ingrained distrust of anything 2
cycle... mine hasn't quite killed me yet, and that's about the exent of my
credentials... To quote the old saw, my opinions are worth precisely what
you paid for them... There are countless others on this list with a lot more
2 stroke experience than I... Mebbe some of them will chime in here....
Good Luck, Sir....
Beauford
FF#76
Brandon, (soggy) FL
----- Original Message -----
| 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: | DAquaNut(at)aol.com |
| Subject: | Re: 3rd Annual Cajun Fly-in & Camp-out |
Tommy,
Are you OK? Ive sent two or three emails. Let me know if you are well.
Ed Diebel
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
| Subject: | WING ALIGNMENT AND ATTACHMENT ON MK III X COMPLETE |
Jim,
Excellent!
Glad the process went smooth as silk! How did the wings fold up? Were there any
problems there?
Ben R. has a point with his post. I have seen root ribs not built in the wing
square, which changed the way the plane is rigged. But, I know that Kolb has
made the plane almost fool proof with room to make up for inaccuracy.
Tim
-----Original Message-----
From: Jim Ballenger [mailto:ulpilot(at)cavtel.net]
Subject: Kolb-List: 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: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | Re: WING ALIGNMENT AND ATTACHMENT ON MK III X COMPLETE |
Ben
Believe me, I really had to convince myself this was the best way and then
go for it. I had and still have doubts this will work for all cases due to
the differences you pointed out. However, with that said it worked for me
and I am very happy it is over with. What a load off my shoulders.
Jim
----- Original Message -----
From: "Ben Ransom" <bwr000(at)yahoo.com>
Subject: Re: Kolb-List: 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: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | Re: WING ALIGNMENT AND ATTACHMENT ON MK III X COMPLETE |
Tim
I haven't tried to fold the wings yet. You may have a good point, they may
not rest where they should when folded. I'll let you know when I try to
fold them.
Jim
----- Original Message -----
From: "Gherkins Tim-rp3420" <rp3420(at)motorola.com>
Subject: RE: Kolb-List: WING ALIGNMENT AND ATTACHMENT ON MK III X COMPLETE
>
> Jim,
> Excellent!
> Glad the process went smooth as silk! How did the wings fold up? Were
there any problems there?
> Ben R. has a point with his post. I have seen root ribs not built in the
wing square, which changed the way the plane is rigged. But, I know that
Kolb has made the plane almost fool proof with room to make up for
inaccuracy.
>
> Tim
>
> -----Original Message-----
> From: Jim Ballenger [mailto:ulpilot(at)cavtel.net]
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: 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: | "Woody" <duesouth(at)govital.net> |
| Subject: | up and away (again) |
It took 2 and a half years but the club plane finally made it into the
air. We bought the kit in florida for a club to build. It was promised that
all members would help and they did for the first couple months. Then it
became a Woody and Andy project. I will not do a club project again lots of
support in the beginning but not a lot of follow through. Being the one
pushing for a Kolb I felt obligated to finish the project. Last night it
flew. Standard Mk 111 with a 582 built to the plans. I could not believe
the different feel of the aircraft. The ailerons were light!!!! I could
even wag the wings. I have never experienced this on a Kolb before. It was
getting dark so I only spent 10 minutes in the air but what a nice flight. I
will report on further tests but so far I am incredibly happy with the
performance shown in that first flight. One more Kolb in the air and one
more waiting beside my hanger for a rebuild. Had a wiener roast here last
Sunday about 25 people showed up and we had 4 Kolbs on the field. 3 Mk 111s
and my original Twinstar. I hope the photos turn out.
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: up and away (again) |
> Congratulations. You stated the ailerons were light. Did you drill and
> attach per the plan or did you do a modification to the hole location?
>
I wish I knew what I did. Everything was done acording to plans. Only
thing I can see is that the ailerons were reflexed up a bit. On the flying
totem pole the ailerons are so heavy I have added spades to try to lighten
them. Maybe this weekend I will take it up for a flight and see if it works.
Should be going to a michigan fly in on Sat. Hope to see some list members
there.
________________________________________________________________________________
Kolbers
I had an intersting conversation with a PHD ,who works for Eastman
Chemicals in East Tenn., a few days ago. When the conversation got
around to uv protection; he was quite surprised to discover that such
protection on fabric airplanes uses coats of "aluminum paint" to do
the job. His point being that excellent(he called it near absolute) uv
protection is available in the clear coat that goes over base coat
colors in modern auto's. I was distracted and did not get to ask about
plasticizers and such. Food for thought! I think that TNK uses auto
paints and they tend to crack after a while?
I have a 5 year old mini max that was painted this way and except for
hangar rash I have not seen any cracks develop in it. Sherwin-Williams
Ultra 7000. Applied over poly brush I think. So slick and shiny that it
looks like mono cote! I did not build or paint it by the way. Herb
________________________________________________________________________________
| From: | kuffel <kuffel(at)cyberport.net> |
| Subject: | First Flight Pilot Preparation |
Don G,
Even if you get lots of Kolb flights at Oshkosh would like to point out
the number one correlate to a safe first flight is recency and VARIETY
of experience. In addition to as many different Kolb models, suggest
you get some refresher dual in a Cessna 150 and an early Champ and a Cub
and a PA-28 and a .....
Also go to the EAA website and get hooked up with a Flight Advisor.
He/she can give you lots of help and support. I did all of the above
for my homebuilt Prospector's first flight even though I am also an EAA
Flight Advisor with over 3000 hours and a fair amount of prior test
flight experience.
Finally, the consensus of the real Kolb experts on the list is to make
the early landings with power on.
Congratulations on your approaching first flight, I'm jealous.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| Subject: | Re: First Flight Pilot Preparation |
Tom, thanks for those words of advice my friend. and Ill take it as good
advice BTW...!
I did in fact get a couple of hours in a Phoinex dual last weekend in
preparition for this. This weekend, I hope to get thru a Biannual Flight
Review in a C-150. (1st one since 86) And hopefully I will get a ride in a 2
seat Kolb in the near future.
I Did 30 minutes or so of taxi-testing with it today Not at a strip..but out
behind the barn ya might say...not enough room, trees all around..,
MAN..that little bird wanted to fly..but I have not done the Cg calcs yet
and I will do them at Tommies airpark, where I have a hangar rented and Tom
has a good set of scales to do it right ..I am trying to borrow a trailer
for the 50 mile trip. .........If it all comes out right...shes ready....and
hopefully I will be!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Gang,
I just got reservations for airfare to Oshkosh. Milwaukee Actually. Was it
agreed on to meet at the Kolb trailer at 11:00 each day? Has any one started
a list of those planning to attend?
Ed (in Houston)
________________________________________________________________________________
| From: | "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | up and away (again) |
Woody
Do you have any information on that fly-in in Michigan.
I haven't heard anything about it or even were it is.
Rick Neilsen
Redrive VW powered MKIII
________________________________________________________________________________
| Subject: | paper model of a Firefly |
I s Scott still on the list, or does anyone have his e-mail address? I sent
a message to the address shown on the message below it came back.
Thanks
Merle
************************************************************************************************************
Scott=A0=A0
I went thru the archives and found your message of DEC.16, 1999 about the
model Fire Fly.=A0 Do you still have the drawing?=A0 If you do I would sure=20like
to
have the Drawing.
Merle Hargis=A0 in Orlando, Fl.
flying
******************************************************************************
******************************
Scott Olendorf
Hi all,
If you are done flying for the season and are a little bored or if you
are
currently building and need a break then I have something for you. It
would
be especially fun for those building a Firefly but everyone should
enjoy it.
ftp://members.aol.com/olefirest1/paperfly.jpg
This is a paper model of a Firefly. This is great to experiment with
paint
schemes. It will really fly too! Click on image to get the full size
file,
save it to disk, then print with a utility that provides a "fit to
page"
option. It is best to use card stock if you want to fly it.
Scott Olendorf
Original Firestar, Rotax 377
Schenectady, NY http://members.aol.com/olefiresta
________________________________________________________________________________
| From: | "Frank Otta" <fotta(at)rogers.com> |
| Subject: | Kolbs in Ontario |
Hi All,
I am interested in purchasing an ultralight and would like to get a ride in
a Kolb. Does anyone know where I might might accomplish this in Ontario
(specifically around Toronto)? I am hoping to find an instructor or someone
who will in return for reasonable payment show me what a Kolb feels like to
fly in.
..................................
F. Otta
Toronto, Ontario
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: Kolbs in Ontario |
Go 200 miles south and I can probably get you a ride in a MK111 and if you
wish to make a purchase I am selling my original Twinstar. I live just
outside Windsor right on the U.S. border.
----- Original Message -----
From: "Frank Otta" <fotta(at)rogers.com>
Subject: Kolb-List: Kolbs in Ontario
>
> Hi All,
>
> I am interested in purchasing an ultralight and would like to get a ride
in
> a Kolb. Does anyone know where I might might accomplish this in Ontario
> (specifically around Toronto)? I am hoping to find an instructor or
someone
> who will in return for reasonable payment show me what a Kolb feels like
to
> fly in.
>
> ..................................
> F. Otta
> Toronto, Ontario
>
>
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: up and away (again) |
I had the brochure here yesterday but can't find it now. I think Ken
Feckler is going. Some other guys with a firefly also. If you know those
people I will probably see you there tomorrow. Try a web search for Michigan
ultralight flyers or something like that.
----- Original Message -----
From: "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: RE: Kolb-List: up and away (again)
>
> Woody
>
> Do you have any information on that fly-in in Michigan.
> I haven't heard anything about it or even were it is.
>
> Rick Neilsen
> Redrive VW powered MKIII
>
>
> works.
> Should be going to a michigan fly in on Sat. Hope to see some list members
> there.>
>
>
________________________________________________________________________________
| From: | "Ed Bonsell" <ebonsell(at)earthlink.net> |
| Subject: | Wing alignment / Parts alignment |
Hi All,
I personally would not try the "drill the hole in the tab first method for rigging
the wings. I am currently building a set of seven rib wings for my 86 firestar.
I have found some of the parts I've gotten from TNK are not square. Including the
steel inboard ribs. Last night tried the fit of the two drag strut braces and
the legs are not welded at the correct angle. Meaning I'll have to bend them
to make them fit.
Sincerely,
Ed Bonsell - 86 Firestar
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: up and away (again) |
It is up near Flint at Purdy field. Near Duffield Mi west of Flint off
I-69. Michigan Ultralight Association is sponsoring it. See ya there.
----- Original Message -----
From: "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: RE: Kolb-List: up and away (again)
>
> Woody
>
> Do you have any information on that fly-in in Michigan.
> I haven't heard anything about it or even were it is.
>
> Rick Neilsen
> Redrive VW powered MKIII
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
I got my electrical squared away - GPL elec start ,Batt ,Solenoid
,Rectifier and an EIS by Grand Rapids and the Rotax Dual Ducati Keyed ignition......and
a couple extra "KILL Switches" just for safety under the seat....
Anyway.....
I'm Rigging all my control cables now.....I have a 503
w/ oil injection . I've looked in catalogs where to set the oil injection"ARM"
( they always show a 582 )
So the "LINE" on the arm is spose to "line-up" with the "LINE" on the oil injection
"HOUSING" ............... Here's my Question - What is the "DOT" on
the "ARM" ???
The cable only travels aprox 5/8" and the "DOT" lines up with the "LINE" on
the housing.
Gotta Fly...
Mike in MN
---
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: | Bob Bean <slyck(at)frontiernet.net> |
G'day Kolbers, finally got the plane up to the runway, unfurled the wings,
hooked up those little pipes that make the flappers & flippers move,
started it up and moseyed down the grass. Tailwheel authority left
something to be desired so at the far end I attempted to take up some
more tension on the chains. Those springs TNK includes with the full
swivel wheel are junk. Got to head to my favorite hardware store
monday. I had already heeded someone's recent advice and replaced
the s-hooks with bolts. Having a tailwheel steering failure upon
landing and heading into the bushes takes the fun out of a good ride.
Lots of debugging ahead but it sure felt good to be driving a taildragger
again. -BB
________________________________________________________________________________
Hello List,
I don't want to do it, but it looks like I may have to. I just got back from
Freshmen Orientation at Louisiana Tech. My daughter, who got hooked on
flying in my Mark III, wants to pursue a degree in professional aviation. That
means big $$$$.
It looks like I will need to sell my Mark III to help finance this and pay
for her training.
Don't want to get into the price and stuff right now. Just looking for tips
on selling an experimental. You guys have always had good advice and I'm
turning to you again. Liability is always an issue in this sue your own brother
world. I've heard of selling plane as parts without an "N" number.
Interested in any suggestions or experience.
She is a good ship. I built her for long XC's and she is a blast to fly.
Once I figure out how to sell her, I'll post an ad with the details.
Wish I could win the powerball and keep my little old Mark III.
Thanks again,
John Bickham
St.Francisville, LA
Kolb Mark III - 912
189 hours of fun
________________________________________________________________________________
| Subject: | Suggestions for selling a good Mark III - it hurts |
Hello List,
Sorry for the double message - forgot subject line.
I don't want to do it, but it looks like I may have to. I just got back from
Freshmen Orientation at Louisiana Tech. My daughter, who got hooked on
flying in my Mark III, wants to pursue a degree in professional aviation. That
means big $$$$.
It looks like I will need to sell my Mark III to help finance this and pay
for her training.
Don't want to get into the price and stuff right now. Just looking for tips
on selling an experimental. You guys have always had good advice and I'm
turning to you again. Liability is always an issue in this sue your own brother
world. I've heard of selling plane as parts without an "N" number.
Interested in any suggestions or experience.
She is a good ship. I built her for long XC's and she is a blast to fly.
Once I figure out how to sell her, I'll post an ad with the details.
Wish I could win the powerball and keep my little old Mark III.
Thanks again,
John Bickham
St.Francisville, LA
Kolb Mark III - 912
189 hours of fun
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Way to go Bob,
Glad to hear you are up and running. I replaced my Mk- 3 tailwheel S-hooks
with the small split link connectors that you thread shut. It only took a
few passes down the strip without the wings on to loose one set of chains
and springs because the S-hooks failed. Had the wings been on, the hard left
turn that resulted would have been a ground loop.
Fly Safe.
Denny Rowe
----- Original Message -----
From: Bob Bean <slyck(at)frontiernet.net>
Subject: Kolb-List: first taxi
>
> G'day Kolbers, finally got the plane up to the runway, unfurled the wings,
> hooked up those little pipes that make the flappers & flippers move,
> started it up and moseyed down the grass. Tailwheel authority left
> something to be desired so at the far end I attempted to take up some
> more tension on the chains. Those springs TNK includes with the full
> swivel wheel are junk. Got to head to my favorite hardware store
> monday. I had already heeded someone's recent advice and replaced
> the s-hooks with bolts. Having a tailwheel steering failure upon
> landing and heading into the bushes takes the fun out of a good ride.
> Lots of debugging ahead but it sure felt good to be driving a taildragger
> again. -BB
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Kolbers,
I put 2.3 hours on the Mk-3 Saturday, 8 take offs and landings, all landings were
pretty bad except the last one so I quit.
I still have not figured out the jetting just yet but seem to be making progress.
I am only pulling 5300 rpm WOT but she is climbing at 800 fpm so its not going
to be a problem until I start taking passengers. The lack of revs is a problem
with the tuning, not a prop load problem as reducing pitch only gives a
few hundred extra revs before the tuning goes out the window. This engine likes
to be loaded. I am begining to suspect that the 100LL that I am running may
be causing my lack of revs, I have to change the gasket in my ASC gasculator to
one that is compatable with auto fuels before I can try pump gas.
I am amazed at the slow flight capabilities of the Mk-3, the thing will slow down
to powered parachute speeds and hold altitude on absurbly low throttle settings.
Its really a nice handling ship all the way around.
Denny Rowe
Mk-3 N616DR, 690L-70, PA
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
This message is for Darren with the Firestar and the
40 HP Hirth. Woody and I say you there yesterday and
in all the action I didn't ask you about the 40 HP
Hirth which I am considering. Give us your comments
and thoughts on the engine. How many hours do you
have on it. I am considering it in place of a 447 on
a firefly. Be interested to here from you, and anyone
else with experience with the 40 HP Hirth.
Regards
Wayne F Wilson
________________________________________________________________________________
| From: | "Terry Davis" <davistcs(at)eoni.com> |
| Subject: | Parts Alignment, Drag struts |
For Ed Bonsell and Kolbers in general,
If the drag strut braces angle isn't right they probably sent you the wrong
parts. I found out they sent me the drag strut braces for a Slingshot after
trying mine for fit, all primed and everything. TNK replaced them free of charge.
The new ones fit perfectly. Don't cobble up those drag strut braces, they
are an important structural part. Give Kolb a shout. Terry Davis FS2,
Painting (forever)
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
Are you sure the tach is right?
If taking pitch out of the prop is causing the tuning to go silly, then
maybe the prop is right, maybe the engine is doing right, and the tach is
wrong? Try an optical tach to calibrate your electrical one?
Might not be a factor but just a thought.
Richard Pike
MKIII N420P (420ldPoops)
>
>Kolbers,
>I put 2.3 hours on the Mk-3 Saturday, 8 take offs and landings, all
>landings were pretty bad except the last one so I quit.
>I still have not figured out the jetting just yet but seem to be making
>progress. I am only pulling 5300 rpm WOT but she is climbing at 800 fpm so
>its not going to be a problem until I start taking passengers. The lack
>of revs is a problem with the tuning, not a prop load problem as reducing
>pitch only gives a few hundred extra revs before the tuning goes out the
>window. This engine likes to be loaded. I am begining to suspect that the
>100LL that I am running may be causing my lack of revs, I have to change
>the gasket in my ASC gasculator to one that is compatable with auto fuels
>before I can try pump gas.
>I am amazed at the slow flight capabilities of the Mk-3, the thing will
>slow down to powered parachute speeds and hold altitude on absurbly low
>throttle settings. Its really a nice handling ship all the way around.
>Denny Rowe
>Mk-3 N616DR, 690L-70, PA
>
>
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
While routing the cable to the oil injector , I started thinking
about a different linkage to pull the "ARM" from below. Instead of the cable
making a BIG LOOP.... I also thought of making another arm that would mount
on the opposite side......then I thought...Is their anything wrong with turning
the "OIL INJECTION HOUSING" - UPSIDE DOWN ???????
It's just two screws into the pull start housing......
Gotta Fly...
Mike
in MN
Small milestone....
I haven't started it yet , but testing the elec start cranked it over pretty
good.(smile)
---
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!
________________________________________________________________________________
Roger....This guy posts on the Kolb list...he is the only one of the buch
flying with a 2SI 670L. He has something wrong...I wonder if he has called
you...he needs some good advice.
attached is his last post.
Don
.
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Oil Injection |
In the Rotax manual, if you mount the engine upside down, is there an
instruction that says you need to turn the oil pump over 180 degrees?
If not, then it probably doesn't matter as long as the holes, gears and
everything will line up.
Richard Pike
MKIII N420P (420ldPoops)
>
> Hey Guys,
> While routing the cable to the oil injector , I started
> thinking about a different linkage to pull the "ARM" from below. Instead
> of the cable making a BIG LOOP.... I also thought of making another arm
> that would mount on the opposite side......then I thought...Is their
> anything wrong with turning the "OIL INJECTION HOUSING" - UPSIDE DOWN ???????
> It's just two screws into the pull start housing......
>
> Gotta Fly...
>
>Mike in MN
>
> Small milestone....
> I haven't started it yet , but testing the elec start cranked it over
> pretty good.(smile)
>
>---
>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: | <rowedl(at)highstream.net> |
| Subject: | Re: one step fwd-two back |
Bob,
Great job on the weight, I guess you must have a 582 on your bird, you beat
my weight by 8 pounds and I have since added tundra tires to mine. Your
plane is sure going to levitate.
Denny Rowe
----- Original Message -----
From: Bob Bean <slyck(at)frontiernet.net>
Subject: Kolb-List: one step fwd-two back
>
> It's a good news/bad news story. My empty weight tipped the scales @ 467
> lbs.
> -including oil and coolant. That's with a full size brass radiator and
> welded-in
> 1.00" x .050 steel windshield supports and (smaller) nose bowl supports.
> The :( news - the battery will
> have to go up front. Calculation shows that I could
> just squeek by the empty weight CG with a 20 lb weight stuck up front
> of the rudder
> pedals. Yuck, not my style. So off with the nose bowl and out with the
torch
> once more, startin' to suffer from Big Lar Syndrome here. -BB do not
archive
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Don,
Thanks for the help, I have been talking to Roger and Tom Olenik about my
tuning, we seem to be homing in on things but have not hit the magic combo
just yet. We'll keep trying and also keep the list posted on the progress.
This is a stout powerplant but the database for setting them up is not yet
developed to the level of the Austrian engines. Also compounding my tuning
is my insistance on running 100LL, most folks use 93 pump gas as the manual
calls for 92 octane minimum, but I beleive in using what the FBOs are
selling to help support aviation, it is a huge pain in the behind to travel
anywhere if you are running pump gas, and besides, the price differance is
getting smaller and smaller.
Denny
----- Original Message -----
From: Don Gherardini <donghe@one-eleven.net>
Subject: Re: Kolb-List: Flying
>
> Roger....This guy posts on the Kolb list...he is the only one of the buch
> flying with a 2SI 670L. He has something wrong...I wonder if he has called
> you...he needs some good advice.
> attached is his last post.
>
> Don
>
>
> .
>
>
________________________________________________________________________________
Good deal Denny, I sure hope ya get it dialed in pard...That is a very
strong engine that 670 3cyl. I cant wait to hear how it does. Have ya
considered trying 3 mikunis on it...I know its an expense..but they just do
so much better on the 2 cyl 2Si and Cuyunas, (or anything else Ive tried
them on) than the bings that I figgered that they would do likewise on that
3 cyl.
Good Luck
Don
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | FireFly - Victor 1+ - EAA Chapter 453 Trip |
I have been slowly tweaking the propeller on the FireFly to get the engine speed
up to Simonini specs, and it has paid off. If I had not been recording the
result of trips to the chapter meetings, it would be difficult to believe the
improvement between last month and today. I backed off the prop pitch from 13.25
to 12.5 degrees to get the Victor 1+ to turn over 6,000 rpm. Changed the
idle pilot jet from a 40 to a 30 to try and reduce low speed fuel dribble from
the air cleaner. And I changed the needle to one with a little more taper to
try and reduce some EGT peakiness at higher rpms.
The same 108 mile round trip was made today on .5 gallons less fuel (4.6 -> 4.1)
with an increase in the average ground speed of 4.5 mph (49.1 -> 53.6). And
the fuel burn rate dropped from 2.09 gph to 2.03. Engine rpm was increased
from 4,600 to 5,200 rpm.
5,200 rpm is as fast as I can run the engine and not push the cooling temperatures
above 190 degrees F at altitude. When it gets a little cooler I will run
the engine a little harder to see what happens to the fuel consumption and average
speeds.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: Suggestions for selling a good Mark III - it hurts |
John and Group,
Here is and idea that I wonder about:
1. Wait for the finalization of the new Sport Pilot etc.
2. Remove the N-numbers
3. Sell it with no documentation as "parts".
My guess is that the value of experimentals will go up with the new
regulations. Also it shouldn't be difficult for a new owner to register
a overweight, undocumented "ultralight". And I would hope that without
documentation, it would be less likely that someone would sue.
Does anyone else have an opinion on this?
John Jung
________________________________________________________________________________
| Subject: | Re: Kolb-List Digest: 18 Msgs - 07/20/03 |
In a message dated 7/20/03 11:57:02 PM Pacific Daylight Time,
kolb-list-digest(at)matronics.com writes:
>
>
> Hello List,
>
> I don't want to do it, but it looks like I may have to. I just got back
> from
> Freshmen Orientation at Louisiana Tech. My daughter, who got hooked on
> flying in my Mark III, wants to pursue a degree in professional aviation.
> That
>
> means big $$$$.
>
I would highly recommend a student loan instead of selling your favorite
hobby. I put five kids thru college with student loans with no problems. Their
attitude changed when they realized they were spending their future earnings.
I also have a n Ultra Prop that I am not using. It is a four blade adjustable
pusher prop off of a Rotax 503. New cost was $439.00, and was thinking of
selling for $300 or best offer.
Tom Guidroz Kolb 249
Houma, La. 504-868-1319
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Don,
Yeah, I have thought about converting to Mikuni carbs, even talked to a
fellow from Texas a few years ago who put 28mm VM Mikunis on a 690L he was
flying on an S12 Rans, he said it improved performance quite a bit. I have
grown to appreciate the ease of working on the Bings over the years and
really like the way the float bowls pop right off, they are much easier to
make jetting changes than the Mikunis. I guess I am getting lazy in my old
age.. Also know that Bing has a 32 mm slide carb available and 2SI sometimes
uses them, however enough people have made these big honkers work that I
still am holding out hope that I'll get her dialed in.
Denny
----- Original Message -----
From: Don Gherardini <donghe@one-eleven.net>
Subject: Re: Kolb-List: Flying
>
> Good deal Denny, I sure hope ya get it dialed in pard...That is a very
> strong engine that 670 3cyl. I cant wait to hear how it does. Have ya
> considered trying 3 mikunis on it...I know its an expense..but they just
do
> so much better on the 2 cyl 2Si and Cuyunas, (or anything else Ive tried
> them on) than the bings that I figgered that they would do likewise on
that
> 3 cyl.
>
> Good Luck
> Don
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: FireFly - Victor 1+ - EAA Chapter 453 Trip |
----- Original Message -----
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Kolb-List: FireFly - Victor 1+ - EAA Chapter 453 Trip
Jack Hart wrote:
Changed the idle pilot jet from a 40 to a 30 to try and reduce low speed
fuel dribble from the air cleaner. >
Jack,
I have the same problem with fuel dribbling out of all three carbs at idle
speeds, my idle air screws are full lean and I still have dribbles, your
post has convinced me to go ahead and buy a leaner set of idle jets, they
are expensive little buggers.
Denny Rowe
Mk-3, 2SI 690L-70
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: FireFly - Victor 1+ - EAA Chapter 453 Trip |
>
>
>----- Original Message -----
>From: Jack & Louise Hart <jbhart(at)ldd.net>
>To:
>Subject: Kolb-List: FireFly - Victor 1+ - EAA Chapter 453 Trip
>
>
>Jack Hart wrote:
>Changed the idle pilot jet from a 40 to a 30 to try and reduce low speed
>fuel dribble from the air cleaner. >
>
>Jack,
>I have the same problem with fuel dribbling out of all three carbs at idle
>speeds, my idle air screws are full lean and I still have dribbles, your
>post has convinced me to go ahead and buy a leaner set of idle jets, they
>are expensive little buggers.
>Denny Rowe
>Mk-3, 2SI 690L-70
>
Denny,
I had no trouble replacing the idle jet with smaller ones, and it may be a characteristic
of a reed valve engine. I tried to do the same on the Rotax 447 and
I could not get the engine to spool up when advancing the throttle. I hope
it works for you.
I have run out of easy things to do to stop this phenomena. The Victor 1+ still
dribbles on the wing and the tail feathers, but I do not believe it is as bad
as it was (probably wishful thinking). I believe a short carburetor extension
that will allow the mounting of a booster bottle may be the only hope to entirely
eliminate slow speed dribble. I have been working on a drawing for the
machine shop. But I keep thinking it would be less expensive to just keep washing
and cleaning the wing and the tail feathers. A booster bottle will hurt
the top end a little, but since I do not run the engine there, I will not miss
it. It is supposed to lean the engine out on the lower end and give better
fuel flow rates too.
I have not flown the FireFly with the modified throttle slide valve that acts like
a small booster bottle. Now that the engine is running very well, it may
be the time to try it before I take the drawing to the machine shop.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys, Richard ,
I ordered some more goodies from L.E.A.F. today
problem with turning the oil injection housing upside down as long as the reservoir
is higher.....He also said when the engine is set-up to run inverted they
don't do anything to the oil injector pump....it runs inverted too.
Good , that's gonna make a cleaner , lighter
installation....
Now all we need is some sorta 90 degree pulley for the carbs , and we could
loose those big loops in the rest of the cables.......come on Jack ( Hart )
invent us some of those....
Gotta Fly...
Mike in MN , FSII , 503 ,
IVO , GPL , EIS
---
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: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Oil Injection |
>
> Hey Guys, Richard ,
> I ordered some more goodies from L.E.A.F. today
problem with turning the oil injection housing upside down as long as the reservoir
is higher.....He also said when the engine is set-up to run inverted they
don't do anything to the oil injector pump....it runs inverted too.
>
> Good , that's gonna make a cleaner , lighter
installation....
>
> Now all we need is some sorta 90 degree pulley for the carbs , and we could
loose those big loops in the rest of the cables.......come on Jack ( Hart
) invent us some of those....
>
> Gotta Fly...
> Mike in MN , FSII , 503
>
>---
Mike,
They have already been invented. See:
http://www.thirdshift.com/jack/firefly/tube1.jpg
I used two bicycle brake cable guide tubes. I believe they are stainless steel
with nylon tube inserts. What is nice about them is that you can bend them to
what ever shape you want. I use bicycle de railer cables for the throttle and
choker because they are a smaller cross section cable and so you can run them
through tighter bends. I make sure that the cables are well coated with "lubriplate"
grease. In the photo I used just one each for a tight 90 degree bend,
but two could be run in series to get up to a 180 degree bend or compound
90 degree bends. You can find these parts at most bicycle shops. If they don't
stock them they can order them. To use the de railer cables, one must file
the lead plug end a little to get to fit into the throttle slide location hole.
The cost of these parts is quite modest. I believe I had to make tube spacer
to get them to fit nicely in the sockets underneath the rubber protectors.
Another way to do it is to fill the sockets with JBWeld, and drill through from
the bottom to re establish the cable hole. Then flip it over and drill out
the JBWeld to the correct size to fit the large end of the guide tube.
The next time I go up to the airport, I will take some more photos and put up a
page about how it was done.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | woody <duesouth(at)govital.net> |
| Subject: | Re: Suggestions for selling a good Mark III - it |
hurts
>
I would sell it with a guarantee to kill. Either by poor pilotage, poor
construction or poor design. If something happens then you have fulfilled
the guarantee. If he doesn't like the guarantee then find someone else to
sell it to.
>My guess is that the value of experimentals will go up with the new
>regulations. Also it shouldn't be difficult for a new owner to register
>a overweight, undocumented "ultralight". And I would hope that without
>documentation, it would be less likely that someone would sue.
>
>Does anyone else have an opinion on this?
>
>John Jung
>
>
________________________________________________________________________________
| From: | "Blackwell, Charlie & Meredith" <wozani(at)optonline.net> |
Hi guys;
I have been following the list for a while since I bought a used MKII twinstar,
'90 vintage, and am third owner. While replacing the whole landing gear
set up I have run into a problem with the brakes. Actually I have found many
difficulties, but this one is holding me up for now. They are drum brakes from
TNK, a Firestar set with the Azusa wheels and tires. After painting, drilling,
and bolting everything together the brakes barely fit into the drums and now
require huge effort to turn the tires around. I expected a little brake rubbing,
but this is ridiculous.
Does anyone have suggestions? Did I miss something here?
Charlie Blackwell, NJ
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Brake problem |
not sure about your type of brakes, but is it possible you could have the
cam in reversed?
----- Original Message -----
From: "Blackwell, Charlie & Meredith" <wozani(at)optonline.net>
Subject: Kolb-List: Brake problem
>
> Hi guys;
> I have been following the list for a while since I bought a used MKII
twinstar, '90 vintage, and am third owner. While replacing the whole
landing gear set up I have run into a problem with the brakes. Actually I
have found many difficulties, but this one is holding me up for now. They
are drum brakes from TNK, a Firestar set with the Azusa wheels and tires.
After painting, drilling, and bolting everything together the brakes barely
fit into the drums and now require huge effort to turn the tires around. I
expected a little brake rubbing, but this is ridiculous.
> Does anyone have suggestions? Did I miss something here?
>
> Charlie Blackwell, NJ
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Oil Injection |
>
>
> Now all we need is some sorta 90 degree pulley for the carbs , and
> we could loose those big loops in the rest of the cables.......come on
> Jack ( Hart ) invent us some of those....
>
> Gotta Fly...
> Mike in MN , FSII ,
> 503 , IVO , GPL , EIS
Go to the bicycle shop and check out those nice little Teflon lined cable
guides they use on the new bikes. I use 'em and like 'em.
There's a picture at the bottom of this page.
http://www.bcchapel.org/pages/0003/pg2.htm
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Spiderwebs & strainers |
> Anybody on the list ever though about the need for a finger strainer in the
> oil injection tank? Well, I'm putting one in mine. Here's why...
> I realize that some of the "heatherns" on the list
> Richard Pike
Richard/All:
Glad you made it. You have been having your share
of "wakeups".
You mentioned the cylinder was in the shop and
waiting word on whether an oversize piston was
going to be required. But.....you didn't mention
if you were going to go with two. I am assuming
you will go with two if an oversize is called
for. Also, do you think you might have some
damage to crank bearings from oil starvation?
Hope we don't have any "heathens" on the List, but
one never knows.
Last but not least, your previous post should be
archived, per chance it will save some other
unsuspecting soul the same problem you have
experienced.
Take care,
john h
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Spiderwebs & strainers |
>
>
>You mentioned the cylinder was in the shop and
>waiting word on whether an oversize piston was
>going to be required. But.....you didn't mention
>if you were going to go with two. I am assuming
>you will go with two if an oversize is called
>for.
The Rotax dealer I bought the engine from said that it was permissible to
have one cylinder at standard and one at first over, or one at first over
and one at second over, but not one at standard and one at second over. If
you know different, let me know now before I button it back up.
>Also, do you think you might have some
>damage to crank bearings from oil starvation?
The crank still had an oil film on it, the wrist pin looked good, the wrist
pin bearings normal, no signs of heat anywhere, nothing abnormal at all
other than the one piston seized. I think it will be OK, but am open to
opinions and suggestions. (Still learning up here in Tennessee...)
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| Subject: | Re: Spiderwebs & strainers |
Richard, I also will thank the carpenter that you had a easy time of it! He
or one a his assistants most likely had a finger in that oil tank keeping
that bug nest stirred up till you were lined up.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: Spiderwebs & strainers |
Richard,
I took the liberty of removing the d not arkive message at the bottom for
proper placement of this message for posterities sake.
Lord knows you have had your share of excitement with your new 582. I hope
you get all the kinks straightened out soon and I share your praise of his
guiding hand.
Sincerely,
Denny Rowe
----- Original Message -----
From: Richard Pike <rwpike(at)charter.net>
Subject: Kolb-List: Spiderwebs & strainers
>
> Anybody on the list ever though about the need for a finger strainer in
the
> oil injection tank? Well, I'm putting one in mine. Here's why...
>
> Will Tatham, one of our listers stopped by last Tuesday, we talked Kolbs
> for a while and then went flying. Had a good time. Took my daughter flying
> later that evening, we were approaching an RC model airplane strip about
> ten miles south and the engine seized. Landed w/o incident and trailered
it
> out Wednesday morning. (Sorry Will, I guess it just wasn't your day to
have
> an adrenaline rush...)
>
> The line from the oil tank to the oil injection pump had air in it,
removed
> the oil injection tank and it wouldn't drain. Dumped the oil out and found
> a large gooey mass in it, turned out to be a spider web cocoon. Swollen
> with oil, it was about as long and big around as my finger. With the oil
> squeezed out of it, it was about 1/10 that size. Apparently it had been
> hidden off in a corner of the tank when I got it, and it had resisted
> rinsing out with gasoline, blowing out with an air hose, but eventually
> turned loose after several week's saturation in oil. And when it found
it's
> way to the oil orifice, it totally blocked 3 quarts of oil from flowing
out
> the tube. Wouldn't even drip.
>
> Anyway, the mag end cylinder is at the machine shop, will know tomorrow
> whether I can go back with a stock piston or first oversize. Rest of the
> 582 insides still look new. Should be back in the air sometime next week.
> With a strainer over the oil port in the tank, which is one of the reasons
> why I am posting this otherwise unlikely event to the list, just to alert
> others to the possible need to put a strainer over the oil tank pickup
> hole. I have never heard of anyone else having any oil line blockages, but
> I guess a bug or anything else could cause a similar problem.
>
> The other reason for putting this on the list is because it gives this old
> preacher a chance to brag on my Boss, the Jewish Carpenter. My fault for
> using an old used tank with it's hidden problem, but His grace let my
> engine blow at the best of all possible times and places.
> The previous flight before I took Will up had been to give a local
> newspaper reporter her first flight. Wouldn't that have been a nice story
> for the paper?
> And the next scheduled flight was to give EAA Young Eagles rides on
> Saturday morning. Another nasty media event avoided.
> And then the engine "just happened" to blow 1/2 mile off the approach end
> of a 500' long strip I "just happened" to already be lined up with. Where
> helpful people assisted to secure the airplane, lock the place up
> overnight, and take us home.
> The thunderstorms Wednesday noontime didn't start until after the airplane
> was safely back in the garage.
>
> What are the odds?
>
> I realize that some of the "heatherns" on the list (that's how we say it
in
> East Tennessee...) will roll their eyes, shake their heads and question my
> intelligence, but I prefer to acknowledge that when it gets that good it
> ain't coincidence and it ain't luck, let's just give credit where credit
is
> due.
> Thanks again, Sir
>
> Richard Pike
> MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Spiderwebs & strainers |
> The Rotax dealer I bought the engine from said that it was permissible to
> have one cylinder at standard and one at first over, or one at first over
> and one at second over, but not one at standard and one at second over. If
> you know different, let me know now before I button it back up.
> Richard Pike
Richard/All:
Will not dispute the Rotax dealer's word.
However, if it were my engine, I would most
definitely bore both to the same dimensions.
Rotax two stroke engines, in my day, 1987-1993
(represents many overhauls), were notorious for
having a considerable amount of weight difference
between two piston assemblies. My engine man, a
noted racing engine builder in Montgomery,
Alabama, would balance the piston assemblies and
match the ports whenever he built an engine for
me. This procedure was a tremendous improvement
in reducing vibration.
I would think there would be a considerable amount
of difference between a standard and a 1st over
piston assembly, especially turning the rpm we
normally turn.
john h
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: Spiderwebs & strainers |
John Hauck wrote:
>
>
> Last but not least, your previous post should be
> archived, per chance it will save some other
> unsuspecting soul the same problem you have
> experienced.
>
> Take care,
>
> john h
>
I agree. It should definitely be archived.
It will give some solid supporting evidence for all us (idiots) who
believe it is better and more reliable to KISS and have elected to
remove their oil injection in favor of the old fashioned 50/1 fuel mix.
PS The other reason for archiving it is because it shows the advantage
of flying with "The Boss", (the Jewish Carpenter).
ez
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Spiderwebs & strainers |
> Anybody got any suggestions where a scale might be borrowed/used that
> measures that fine? Or should I build a balance beam and just keep
> comparing them?
>
> Richard Pike
Richard/All:
Isn't there a lot of stock car and other types of
racing in the Bristol, TN, area? Check out some
engine builders, race engines that is. Also might
be able to find something at one of the motorcycle
shops that does race setups and tweeks for
motorcycle racing.
Other than the above, the local drug store, or a
local drug pusher. :-)
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Spiderwebs & strainers |
Richard, around here, we match balance pistons and other small components
with a digital gram/oz postal sclae bought over the internet for 29.95..has
a 10 lb capacity, and works like a charm..we have checked it with a triple
beam Ohaus and it is dead on.....check ebay
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | 87 Octane No Lead & 100 LL |
A question for those of you who have used both fuels in your two cycle engine.
If the engine is tuned in for 87 octane, no lead, what changes can one expect in
EGT, CHT, and gph at the same cruise rpm upon switching to 100 octane LL?
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Spiderwebs & strainers |
In a message dated 7/22/03 7:15:51 AM Central Standard Time,
rwpike(at)charter.net writes:
<< ain't coincidence and it ain't luck, let's just give credit where credit
is
due.
Thanks again, Sir
Richard Pike
MKIII N420P (420ldPoops)
>>
Richard,
I dont say much on this list. Mostly I ask for help. But You leave me no
choice. Maybe it has something to do with deny Me & I will deny you. Things
dont just happen. There is always a reason. He knew exactly where you were.
Flying brings one closer to nature. For some of us, It brings us closer to the
Creator of nature. A good report maketh the bones fat. So good to hear you
landed without incident. Are you going to be at Oskosh?
Ed (In Houston)
Do Not Archieve
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: 87 Octane No Lead & 100 LL |
> If the engine is tuned in for 87 octane, no lead, what changes can one expect
in EGT, CHT, and gph at the same cruise rpm upon switching to 100 octane LL?
>
> Jack B. Hart FF004
Jack/All:
Not much difference. May be able to see a tiny
drop in EGT at similar power settings compared
with 87 octane.
I burned many gals of 100LL when I was cross
countrying the Firestar and a couple hundred hours
on the 582 in the MKIII.
john h
________________________________________________________________________________
| From: | "June Daum" <gjdaum(at)camano.net> |
I've just completed building a Kolb Firefly and have run taxi tests. The ground
handling is very squirrly--so much so that I won't fly it. I have checked wheel
alignment per manual--neutral no toe in--toe out. Factory suggested slight
toe out would help. Toe out adjustment made mild improvment, but not satisfactory.
I'm using six inch tires--I've removed brake drums to eliminate any
intermittent drag--no change. The configuration of the airplane is per Kolb
except I have added about a square foot to the verticle stabalizer. The engine
is Hirth 2702 40 HP with three blade prop.
Background info--I built a Firestar ten years ago and completed 700 plus landings
and over 600 hours of G A tail dragger time.
Would appreciate suggestions and comments regarding others experiences with the
firefly and its ground handling. I know a couple of Firefly owners who have
had no problems.------George Daum gjdaum(at)camano.net
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: kolb firefly |
>
>I've just completed building a Kolb Firefly and have run taxi tests. The ground
handling is very squirrly--so much so that I won't fly it. I have checked
wheel alignment per manual--neutral no toe in--toe out. Factory suggested slight
toe out would help. Toe out adjustment made mild improvment, but not satisfactory.
I'm using six inch tires--I've removed brake drums to eliminate any
intermittent drag--no change. The configuration of the airplane is per Kolb
except I have added about a square foot to the verticle stabalizer. The engine
is Hirth 2702 40 HP with three blade prop.
>
>Background info--I built a Firestar ten years ago and completed 700 plus landings
and over 600 hours of G A tail dragger time.
>
>Would appreciate suggestions and comments regarding others experiences with the
firefly and its ground handling. I know a couple of Firefly owners who have
had no problems.------George Daum gjdaum(at)camano.net
>
George,
I had similar problems, and below is how I solved it.
With the FireFly on a hard smooth surface do the following:
1. Load the seat with about 200 pounds of any thing.
2. Roll the plane forward and backward to settle the gear.
3. Sight the wheel alignment front to back to see if the wheels are parallel.
If not get them parallel and go back to #2.
4. Using a level check vertically on the side of each wheel to see if the top is
slightly out (away from the fuselage) from the bottom. If not bend the axle,
and go back to #2.
5. Practice, practice & more practice.
Good Luck.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Daniel Walter" <worrybear(at)paonline.com> |
| Subject: | Re: Brake problem |
I had the same problem on a Ultrastar. The solution to my problem was two
fold, The holes in the backing plates, and mounts on the gear did not center
the shoes in the drum, it only took a small amount of filling with a rat
tail file to solve this problem. The other problem was the drums were not
running concentric with the wheels, turning the drum on the wheel helped,
but I still have a slight rub as the wheel turns. Hope this helps.
Dan Walter
----- Original Message -----
From: "Blackwell, Charlie & Meredith" <wozani(at)optonline.net>
Subject: Kolb-List: Brake problem
>
> Hi guys;
> I have been following the list for a while since I bought a used MKII
twinstar, '90 vintage, and am third owner. While replacing the whole
landing gear set up I have run into a problem with the brakes. Actually I
have found many difficulties, but this one is holding me up for now. They
are drum brakes from TNK, a Firestar set with the Azusa wheels and tires.
After painting, drilling, and bolting everything together the brakes barely
fit into the drums and now require huge effort to turn the tires around. I
expected a little brake rubbing, but this is ridiculous.
> Does anyone have suggestions? Did I miss something here?
>
> Charlie Blackwell, NJ
>
>
________________________________________________________________________________
| From: | "Bruce McElhoe" <mcelhoe(at)cvip.net> |
| Subject: | Re: kolb firefly |
George,
We now have about 20 hours on our FireFly with 6.00-6 tires. We found that
alignment is critical, and that zero toe-out worked best for us. We found
that it helped to put a lot of slack in the chains that drive the tailwheel.
Too much authority on the tailwheel made it easy to overcorrect steering.
On landing, I use the technique adopted by old-time tailwheelers, which is
to dance on the rudder pedals during roll-out, adjusting the oscillation as
required to stay on centerline. This seems to keep me from overcorrecting.
For take-off, I find this is not necessary because the Firefly pops off the
ground too fast for me to even think about steering.
I feel the landing gear is well designed, and it accepts the larger tires
okay.
As I became more practiced with landings, I found I have less tendency to
overcorrect. Keep practicing....yer gonna' love it!
Bruce McElhoe
Reedley, CA FF#88
>
> I've just completed building a Kolb Firefly and have run taxi tests. The
ground handling is very squirrly--so much so that I won't fly it. I have
checked wheel alignment per manual--neutral no toe in--toe out. Factory
suggested slight toe out would help. Toe out adjustment made mild
improvment, but not satisfactory. I'm using six inch tires--I've removed
brake drums to eliminate any intermittent drag--no change. The
configuration of the airplane is per Kolb except I have added about a square
foot to the verticle stabalizer. The engine is Hirth 2702 40 HP with three
blade prop.
>
> Background info--I built a Firestar ten years ago and completed 700 plus
landings and over 600 hours of G A tail dragger time.
>
> Would appreciate suggestions and comments regarding others experiences
with the firefly and its ground handling. I know a couple of Firefly owners
who have had no problems.------George Daum gjdaum(at)camano.net
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Spiderwebs & strainers |
> Are you going to be at Oskosh?
>
> Ed (In Houston)
>
> Do Not Archieve
Be at Oshkosh?
I'll be doing well to make it around the pattern...
No, maybe I'm getting old but Oshkosh and Sun 'N Fun are a little to big
and a lot too commercial for me any more. You guys go ahead and have fun,
I'll just remember it the way it used to be.
Besides, I don't need to buy anything, therefore I don't need to go, and
I'll see all you guys at Chestnut Knolls in September anyway, so that's
good enough.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| Subject: | Re: 87 Octane No Lead & 100 LL |
| From: | ul15rhb(at)juno.com |
Jack,
I agree with John H, there isn't much difference between 100LL and 87, 91
autogas as far as performance or lack thereof.. Autogas is better for a
2-stroke without the lead content.
Ralph
447 Rotax
writes:
>
> A question for those of you who have used both fuels in your two
> cycle engine.
>
> If the engine is tuned in for 87 octane, no lead, what changes can
> one expect in EGT, CHT, and gph at the same cruise rpm upon
> switching to 100 octane LL?
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
>
>
>
>
>
>
>
>
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Michigans Thumb |
Just keeping in touch................leaving Naicam, Saskatchewan tomorrow
morning for Minnesota & Wisconsin. Won't be long now. Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Kolb-List: Michigans Thumb
>
> I am new to the Kolb List and would like to meet you when you come through
Niagara Falls area. I live in Tonawanda a northern suburb of Buffalo and
keep my plane at Buffalo Airfield (9G0), southeast side of Buffalo. If you
are planning on viewing the falls from the air, there is now a permanent
NOTAM and TFR which dictates and limits the way one can fly over the falls.
3500' min., clockwise pattern, radio announce position etc. etc. etc.
>
> Thom in Buffalo
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Trip from Minnesota to Houston |
I'm leaving Naicam, SK tomorrow morning for Evansville & Minneapolis, then
Wisc. I can't remember where you live. Are you up for a visit ??
Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Gary robert voigt" <johndeereantique(at)qwest.net>
Subject: Re: Kolb-List: 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
> >
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)airmail.net> |
| Subject: | Re: kolb firefly |
George,
You going probably find the FireFly a little quicker than a FireStar by
comparison. I read your other post about using 6 inch wheels, we too are
running larger wheels and tires on our FireFly with no problems. One thing
I did catch is your comment about having the tail wheel chains loose, nope
should be tight, your want authority and not have to fight it wondering
about seeking it's own direction. You also mentioned about pumping the
rudder pedals, not good either, it's not a peddle car. The FireFly
normally is very docile to taxi around - if your having that much problem
just taxiing it's either technique or some adjustment.
Not sure why you would have added the extra surface area to the tails vert.
stab, it's fairly stable and has plenty of rudder authority as was. Will
make it more difficult to taxi in cross wind as it will want to weather
vane (turn) in to the wind. What type of wheels do you have, the wheel
barrow type - if so you may find it advantageous to upgrade the bearing to
better quality. The cheap China made ones are and get sloppy and can cause
some brake grabbing.
I sense your used to a heavier airplane and may either be over controlling
or behind the airplane. How long has it been since you flew and flown a
tail dragger, how much recent flight time?
Tighten the chains back up like they should be. There should be a spring
coupled in the chain on each
side. http://thirdshift.com/jack/firefly/firefly08a.html (This link
illustrating this is from Jack Harts wonder web site) You need the spring
to have full rudder authority while not over straining the tail wheel while
on the ground in tight turn. Also reduces the wheel from shimmying.
If the wheels are aligned and tracking as close as you say the only other
things I can think of is the engine thrust alignment - pivoted right or
left of center line and angle of the engine up and down.
Next do some slow to moderate speed taxi in to the wind with your feet on
the floor and just let it roll. Any problem there.
I suggest you start by installing the tail control linkage as Kolb calls
for. Then take the bird out (be prepared to fly, belt on and gas in tank
just in case) and do some slow taxiing. Try it taxiing into the wind with
your feet on the floor at a slow and moderate pace - just let it roll. If
it does not exhibit any bad characteristics there, get back on the rudder
pedals. As you feel comfortable with that, increase speed slightly and
work your way up. Note only apply enough power to get it moving and then
back off the power so it's slowing down. When comfortable with that then
proceed to maintaining just enough power on to keep it rolling but not
enough to fly. As you get better acquainted with the airplanes handling
characteristics progress to where you lift that tail but make sure your
back on the power. If things start happening to fast back on the throttle,
feet on the floor, and let the tail down. It will slow down real
quickly. Continue this until you feel competent to lift off. When you
finally ready give it the throttle and go. You'll be off in no time.
When you come in to land don't let it get it to slow during the
landing. When they do quit flying they do it suddenly. Just keep a little
power on and slowly feel for the ground and back on the power upon
contact. I recommend a three point landing in the early stages until you
get to know the airplane. As you get comfortable you'll be able better
time things,
If you have any questions, feel free to email me. The FireFly is not a bad
flying airplane. I did not get comfortable until I done some taxiing as
described above and then shot two sets of 10 take offs and landings. By
the end of that I was pretty cocky and could spot land it. One word of
advise that applies to it and most other Kolbs, don't get it to slow when
landing. Don't want you to prang the gear. There are those like me that
have 8
( and those that will, and those that will not tell about it.
jerb
>
>I've just completed building a Kolb Firefly and have run taxi tests. The
>ground handling is very squirrly--so much so that I won't fly it. I have
>checked wheel alignment per manual--neutral no toe in--toe out. Factory
>suggested slight toe out would help. Toe out adjustment made mild
>improvment, but not satisfactory. I'm using six inch tires--I've removed
>brake drums to eliminate any intermittent drag--no change. The
>configuration of the airplane is per Kolb except I have added about a
>square foot to the verticle stabalizer. The engine is Hirth 2702 40 HP
>with three blade prop.
>
>Background info--I built a Firestar ten years ago and completed 700 plus
>landings and over 600 hours of G A tail dragger time.
>
>Would appreciate suggestions and comments regarding others experiences
>with the firefly and its ground handling. I know a couple of Firefly
>owners who have had no problems.------George Daum gjdaum(at)camano.net
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | FireFly Nose Light, New Refueling Method & Air Show Pics |
FireFlyers & Kolbers,
I reworked my nose light because the original light drew about four amperes. I
changed to some bright LEDs to reduce the current. The mod can be seen on the
bottom of:
http://www.thirdshift.com/jack/firefly/firefly74.html
Also, I attended an air show at Cape Girardeau, Missouri, and some photos can be
seen at:
http://www.thirdshift.com/jack/firefly/firefly97.html
And, I found a new gas can that will let me refuel the FireFly without the aid
of a funnel, extra tubing or transfer pump. It can be seen on the bottom at:
http://www.thirdshift.com/jack/firefly/firefly81.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Thinking about a 240 mile round trip to a fly-in on sept 12 in my cayuna 430 ultrastar,
6 gal gas,several stops!, have been 10-12 miles away from airport so
far, have noticed on landing it does not seem to want to rev back up very easy??.
if I do a go around. my other plane is a minimax with a ao84 engine 4cyl-4-stroke,,guess
I am just having a rough time getting used to a 2-stroke! any suggestions
or comments welcome,ron in still hot west Texas.
________________________________________________________________________________
| From: | "Mid-State Sandblasting" <plane(at)rtmc.net> |
You would do better flying your mini max to the flying as the cyuna will not
warn you when it is ready to burn a piston. how do I know this? From
coming out of the sky with no airport under me. The cyuna is a ok engine
when it is running. but how did it ever get its nick name killer cyuna
Put a 084 on that ultrastar and you will have a very good plane
Randy in NC No longer flying the soobydoo Sold it and I miss
it
-- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Kolb-List: X-country
>
> Thinking about a 240 mile round trip to a fly-in on sept 12 in my cayuna
430 ultrastar, 6 gal gas,several stops!, have been 10-12 miles away from
airport so far, have noticed on landing it does not seem to want to rev back
up very easy??. if I do a go around. my other plane is a minimax with a ao84
engine 4cyl-4-stroke,,guess I am just having a rough time getting used to a
2-stroke! any suggestions or comments welcome,ron in still hot west Texas.
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
thanks randy, if i keep it ,it will have a 84 where did yours go?
----- Original Message -----
From: "Mid-State Sandblasting" <plane(at)rtmc.net>
Subject: Re: Kolb-List: X-country
>
> You would do better flying your mini max to the flying as the cyuna will
not
> warn you when it is ready to burn a piston. how do I know this? From
> coming out of the sky with no airport under me. The cyuna is a ok engine
> when it is running. but how did it ever get its nick name killer cyuna
> Put a 084 on that ultrastar and you will have a very good plane
>
> Randy in NC No longer flying the soobydoo Sold it and I
miss
> it
>
>
> -- Original Message -----
> From: "ronnie wehba" <rwehba(at)wtxs.net>
> To:
> Subject: Kolb-List: X-country
>
>
> >
> > Thinking about a 240 mile round trip to a fly-in on sept 12 in my cayuna
> 430 ultrastar, 6 gal gas,several stops!, have been 10-12 miles away from
> airport so far, have noticed on landing it does not seem to want to rev
back
> up very easy??. if I do a go around. my other plane is a minimax with a
ao84
> engine 4cyl-4-stroke,,guess I am just having a rough time getting used to
a
> 2-stroke! any suggestions or comments welcome,ron in still hot west Texas.
> >
> >
>
>
________________________________________________________________________________
| From: | "Blackwell, Charlie & Meredith" <wozani(at)optonline.net> |
Thanks everyone for the suggestions on and off the list. I finally took a small
file and sandpaper to the drum pads. By buffing them with sandpaper, reinstalling
and turning, you can see the shiny parts where the pads rub. Then I filed
and sanded again until they turned pretty well. Seems like it was only by
the mounting point for the pads opposite the activating cam. Much better now.
Thanks again,
Charlie, MKII Twinstar, 503 w/3blade Ivo
________________________________________________________________________________
| Subject: | Re: Oshkosh 2003 |
Godspeed John,
Wishing you clear skies and smooth air pard.
See you In Wis.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Oshkosh 2003 |
how bout a explanation on how you made the paint look like it is waving?
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: Oshkosh 2003
>
> Godspeed John,
> Wishing you clear skies and smooth air pard.
> See you In Wis.
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
>
>
>
________________________________________________________________________________
| From: | kuffel <kuffel(at)cyberport.net> |
Old Poops,
<>
Almost any firearms reloader will have a powder scale that can measure
the weight of a postage stamp. They only need it when they are actually
reloading so borrowing it for several days is usually easy. The
conversion factor from grains to grams is strange (15.432 grains = 1
gram) but mostly you are looking for equal, right? Use equal lengths of
fishing line to hang the part(s) from the pan. Only real problem is
this only works for relatively small parts.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
----- Original Message -----
From: "kuffel" <kuffel(at)cyberport.net>
Subject: Kolb-List: Fine Scale
>
> Old Poops,
>
> < measures that fine?>>
If you are still having problems finding a scale, contact me at my personal
email and I will look up a falconer in your area. Guaranteed that they will
have a gram scale capable of measuring within a tenth of a gram up to five
pounds.
Larry Cottrell
________________________________________________________________________________
| Subject: | Re: Uv protection |
For those of you who are looking into latex paint, here are a couple of sites
to check.
http://www.lightminiatureaircraft.com/generic34.html
Have been using Sherwin Williams Hi Fill primer which fills the weave of
fibreglas and then spraying a latex final coat. Currently looking for a clear
coat to increase the shine.
Bob - Wichita
________________________________________________________________________________
| Subject: | Re: Firestar II banks to the right |
When my friend, Chuck lets his stick go, his FS II banks pretty hard to the
right. Even starting level with full left rudder she still banks to the right.
After careful inspection, we can't see any reason for this.
I believe the fix is to put a trim tab on the ailerons, but where? Should it
be mounted on the bottom of the right aileron & bent down?
Shack
FS II
SC
________________________________________________________________________________
| From: | "Mid-State Sandblasting" <plane(at)rtmc.net> |
Hi Ronnie
I mine ended up in tenn. The guy that bought it was very happy with it
He only flew 150s before he bought it. he had no trouble switching to
ultralights.
Randy
----- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Re: Kolb-List: X-country
>
> thanks randy, if i keep it ,it will have a 84 where did yours go?
> ----- Original Message -----
> From: "Mid-State Sandblasting" <plane(at)rtmc.net>
> To:
> Subject: Re: Kolb-List: X-country
>
>
> >
> > You would do better flying your mini max to the flying as the cyuna will
> not
> > warn you when it is ready to burn a piston. how do I know this? From
> > coming out of the sky with no airport under me. The cyuna is a ok engine
> > when it is running. but how did it ever get its nick name killer cyuna
> > Put a 084 on that ultrastar and you will have a very good plane
> >
> > Randy in NC No longer flying the soobydoo Sold it and I
> miss
> > it
> >
> >
> > -- Original Message -----
> > From: "ronnie wehba" <rwehba(at)wtxs.net>
> > To:
> > Subject: Kolb-List: X-country
> >
> >
> > >
> > > Thinking about a 240 mile round trip to a fly-in on sept 12 in my
cayuna
> > 430 ultrastar, 6 gal gas,several stops!, have been 10-12 miles away from
> > airport so far, have noticed on landing it does not seem to want to rev
> back
> > up very easy??. if I do a go around. my other plane is a minimax with a
> ao84
> > engine 4cyl-4-stroke,,guess I am just having a rough time getting used
to
> a
> > 2-stroke! any suggestions or comments welcome,ron in still hot west
Texas.
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
have you seen it lately, he propped it at half throttle and the rest is as
we shall history,he was not in it, no one was hurt cept the kolb and a
building ouch!! Item #2424778978 ebay number have a look
----- Original Message -----
From: "Mid-State Sandblasting" <plane(at)rtmc.net>
Subject: Re: Kolb-List: X-country
>
> Hi Ronnie
> I mine ended up in tenn. The guy that bought it was very happy with it
> He only flew 150s before he bought it. he had no trouble switching to
> ultralights.
> Randy
> ----- Original Message -----
> From: "ronnie wehba" <rwehba(at)wtxs.net>
> To:
> Subject: Re: Kolb-List: X-country
>
>
> >
> > thanks randy, if i keep it ,it will have a 84 where did yours go?
> > ----- Original Message -----
> > From: "Mid-State Sandblasting" <plane(at)rtmc.net>
> > To:
> > Subject: Re: Kolb-List: X-country
> >
> >
>
> > >
> > > You would do better flying your mini max to the flying as the cyuna
will
> > not
> > > warn you when it is ready to burn a piston. how do I know this?
From
> > > coming out of the sky with no airport under me. The cyuna is a ok
engine
> > > when it is running. but how did it ever get its nick name killer
cyuna
> > > Put a 084 on that ultrastar and you will have a very good plane
> > >
> > > Randy in NC No longer flying the soobydoo Sold it and I
> > miss
> > > it
> > >
> > >
> > > -- Original Message -----
> > > From: "ronnie wehba" <rwehba(at)wtxs.net>
> > > To:
> > > Subject: Kolb-List: X-country
> > >
> > >
> > > >
> > > > Thinking about a 240 mile round trip to a fly-in on sept 12 in my
> cayuna
> > > 430 ultrastar, 6 gal gas,several stops!, have been 10-12 miles away
from
> > > airport so far, have noticed on landing it does not seem to want to
rev
> > back
> > > up very easy??. if I do a go around. my other plane is a minimax with
a
> > ao84
> > > engine 4cyl-4-stroke,,guess I am just having a rough time getting used
> to
> > a
> > > 2-stroke! any suggestions or comments welcome,ron in still hot west
> Texas.
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Rayfield, Bill" <brayfield(at)kcc.com> |
I just saw this while browsing ebay. Sorry to say, it tore the hell out of
that ultrastar.
Shame.
-----Original Message-----
From: ronnie wehba [mailto:rwehba(at)wtxs.net]
Subject: Re: Kolb-List: X-country
have you seen it lately, he propped it at half throttle and the rest is as
we shall history,he was not in it, no one was hurt cept the kolb and a
building ouch!! Item #2424778978 ebay number have a look
----- Original Message -----
From: "Mid-State Sandblasting" <plane(at)rtmc.net>
Subject: Re: Kolb-List: X-country
>
> Hi Ronnie
> I mine ended up in tenn. The guy that bought it was very happy with it
> He only flew 150s before he bought it. he had no trouble switching to
> ultralights.
> Randy
> ----- Original Message -----
> From: "ronnie wehba" <rwehba(at)wtxs.net>
> To:
> Subject: Re: Kolb-List: X-country
>
>
> >
> > thanks randy, if i keep it ,it will have a 84 where did yours go?
> > ----- Original Message -----
> > From: "Mid-State Sandblasting" <plane(at)rtmc.net>
> > To:
> > Subject: Re: Kolb-List: X-country
> >
> >
>
> > >
> > > You would do better flying your mini max to the flying as the cyuna
will
> > not
> > > warn you when it is ready to burn a piston. how do I know this?
From
> > > coming out of the sky with no airport under me. The cyuna is a ok
engine
> > > when it is running. but how did it ever get its nick name killer
cyuna
> > > Put a 084 on that ultrastar and you will have a very good plane
> > >
> > > Randy in NC No longer flying the soobydoo Sold it and I
> > miss
> > > it
> > >
> > >
> > > -- Original Message -----
> > > From: "ronnie wehba" <rwehba(at)wtxs.net>
> > > To:
> > > Subject: Kolb-List: X-country
> > >
> > >
> > > >
> > > > Thinking about a 240 mile round trip to a fly-in on sept 12 in my
> cayuna
> > > 430 ultrastar, 6 gal gas,several stops!, have been 10-12 miles away
from
> > > airport so far, have noticed on landing it does not seem to want to
rev
> > back
> > > up very easy??. if I do a go around. my other plane is a minimax with
a
> > ao84
> > > engine 4cyl-4-stroke,,guess I am just having a rough time getting used
> to
> > a
> > > 2-stroke! any suggestions or comments welcome,ron in still hot west
> Texas.
> > > >
> > > >
> > >
> > >
> >
> >
>
>
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: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Firestar II banks to the right |
If you put it on the bottom of the right aileron and bend it down, it will
push the aileron up, which will push the right wing down, opposite to what
you want.
Put it on the bottom of the left aileron and bend it down and see what happens.
Richard Pike
MKIII N420P (420ldPoops)
>
>When my friend, Chuck lets his stick go, his FS II banks pretty hard to the
>right. Even starting level with full left rudder she still banks to the
>right.
> After careful inspection, we can't see any reason for this.
>
>I believe the fix is to put a trim tab on the ailerons, but where? Should it
>be mounted on the bottom of the right aileron & bent down?
>
>Shack
>FS II
>SC
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
just glad no-one was hurt
----- Original Message -----
From: "Rayfield, Bill" <brayfield(at)kcc.com>
Subject: RE: Kolb-List: X-country
>
> I just saw this while browsing ebay. Sorry to say, it tore the hell out of
> that ultrastar.
> Shame.
>
> -----Original Message-----
> From: ronnie wehba [mailto:rwehba(at)wtxs.net]
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: X-country
>
>
> have you seen it lately, he propped it at half throttle and the rest is as
> we shall history,he was not in it, no one was hurt cept the kolb and a
> building ouch!! Item #2424778978 ebay number have a look
> ----- Original Message -----
> From: "Mid-State Sandblasting" <plane(at)rtmc.net>
> To:
> Subject: Re: Kolb-List: X-country
>
>
> >
> > Hi Ronnie
> > I mine ended up in tenn. The guy that bought it was very happy with
it
> > He only flew 150s before he bought it. he had no trouble switching to
> > ultralights.
> > Randy
> > ----- Original Message -----
> > From: "ronnie wehba" <rwehba(at)wtxs.net>
> > To:
> > Subject: Re: Kolb-List: X-country
> >
> >
> > >
> > > thanks randy, if i keep it ,it will have a 84 where did yours go?
> > > ----- Original Message -----
> > > From: "Mid-State Sandblasting" <plane(at)rtmc.net>
> > > To:
> > > Subject: Re: Kolb-List: X-country
> > >
> > >
> >
> > > >
> > > > You would do better flying your mini max to the flying as the cyuna
> will
> > > not
> > > > warn you when it is ready to burn a piston. how do I know this?
> From
> > > > coming out of the sky with no airport under me. The cyuna is a ok
> engine
> > > > when it is running. but how did it ever get its nick name killer
> cyuna
> > > > Put a 084 on that ultrastar and you will have a very good plane
> > > >
> > > > Randy in NC No longer flying the soobydoo Sold it and
I
> > > miss
> > > > it
> > > >
> > > >
> > > > -- Original Message -----
> > > > From: "ronnie wehba" <rwehba(at)wtxs.net>
> > > > To:
> > > > Subject: Kolb-List: X-country
> > > >
> > > >
> > > > >
> > > > > Thinking about a 240 mile round trip to a fly-in on sept 12 in my
> > cayuna
> > > > 430 ultrastar, 6 gal gas,several stops!, have been 10-12 miles away
> from
> > > > airport so far, have noticed on landing it does not seem to want to
> rev
> > > back
> > > > up very easy??. if I do a go around. my other plane is a minimax
with
> a
> > > ao84
> > > > engine 4cyl-4-stroke,,guess I am just having a rough time getting
used
> > to
> > > a
> > > > 2-stroke! any suggestions or comments welcome,ron in still hot west
> > Texas.
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> >
> >
>
>
> 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: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
A couple of years or more ago there was and article in
I believe Kit Plane about a builder who painted his
Challenger with house paint in military Navy colors
Yellow, blue, red and white striped tail. He applied
with foam rollers and foam brushes. I remember him
saying he always got comments on his great paint job.
After a few years he said it still looked good and was
easy to repair. Does anyone remember this article and
what month was it in if possible???
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Wayne,
I painted my Firestar with rolled and brushed on polytone. It turned out great
and if I have to repair it, no need to haul out a spray gun.
I had to roll some trim on a few weeks ago when I repaired a patch on the wing.
If polytone is rolled or brushed on, it retains a glossy look unlike a sprayed
job.
I have a friend who used latex exterior house point on his and it still looks great
after many years.
Ralph Burlingame
Original Firestar, 16 years flying it
--- "Wayne F.Wilson" wrote:
A couple of years or more ago there was and article in
I believe Kit Plane about a builder who painted his
Challenger with house paint in military Navy colors
Yellow, blue, red and white striped tail. He applied
with foam rollers and foam brushes. I remember him
saying he always got comments on his great paint job.
After a few years he said it still looked good and was
easy to repair. Does anyone remember this article and
what month was it in if possible???
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Kolb FS gap seals.... |
Used to belong to this list a few years back but thought I'd post
something that may be of use safety wise. A bit of history first.....
From the FAA accident site...
On August 21, 1999, about 1940 Eastern Daylight Time, a
homebuilt Kolb Mark III, N6268A, was substantially damaged after
impacting terrain near Scott, Ohio. The certificated private pilot and
passenger were fatally injured. Visual meteorological conditions
prevailed and no flight plan was filed for the local flight conducted
under 14 CFR Part 91. According to witnesses, the pilot had
departed from an airstrip located on his property, heading in a
southerly direction. The airplane climbed to about 200 feet above
the ground, then leveled off. About 3 minutes later, the engine noise
began to decrease, "like he was throttling back." The airplane began
a left turn, and disappeared from view. The witness then heard the
sound of "plastic tearing, and breaking of corn stalks." A second
witness, who noticed the airplane after it passed overhead, stated
that the airplane made a "weird sound" and descended nose first
toward the ground. A resident, located about 1/2 mile southwest of
the wreckage, found a part of the airplane in a bean field, and
turned it over to the local authorities. A Federal Aviation
Administration Inspector later identified the part as a gap seal. The
gap seal was an airfoil shaped piece of plexi-glass, used to fill the
gap left in- between the wings when they are assembled. The
wreckage was retained for further examination.
Why post this? This afternoon while chasing some thermals I heard
a high pitched whine on takeoff and throughout the climbout.
Sounded like the fan belt of the Hirth may have been slipping (a
flat/poly belt) but temps were all nominal. Caught some lift to about
1500 and happened to look up at the gap seal and it had started to
move forward by about 6 inches...and still going. There probably
was no way for it to depart the airframe unless the screws attaching
the base section and the top section let loose/ripped out or
aerodynamic forces ripped it off...not a pleasant thought and entirely
possible. The old Kolb plans called for adhesive backed velcro to
hold the Lexan to the wing root fabric surfaces and it worked for
about 5 years, even in Oklahoma heat...until today. I've flown
without the gap seal before but this was entirely different. Airspeed
dropped dramatically and had to point the nose way down to keep at
40mph. Trying to hold the seal back against the wing with left hand,
stick and throttle with right hand is no fun. Got down safely but
again...it was not fun. The whine sound? That was the rear of the
gap seal having risen up to partially obscure airflow into the fan thus
the odd whine.
I'm rethinking the seal attach and will go completely mechanical.
Adhesive velcro sucks, anyway. I would seriously caution anyone
that Lexan gap seal held in place with velcro is a BAD idea for the
long term. Got away with it for awhile.......
Cheers,
Jim Baker
Elmore City, Oklahoma
J.Baker
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: Firestar II banks to the right |
Tim and group,
I don't understand this. It appears to be the opposite of what I have
found to be true on my Firestar II and previously on my original
Firestar. My experience has been that trim tabs on ailerons do control
roll, with hands off, and adjusting the aileron pushrods just moved the
stick.
John Jung
Does it do this under power or at idle??? P factor causing this???? I
ask because all a trim tab on the aileron will do is move the stick. If
you lower one aileron with a trim tab, you raise the other and they
equal out, only moving the stick. A trim tab will just balance each
aileron out. A aileron trim tab does not work like a rudder or elevator
trim tab. Really the only way this could work is to move one up or down
by the pushrod, changing the rigging, but then you mess with the design,
affect cruise, pitch etc. <--
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: Firefly Question |
Ed and Group,
I flew a Quicksilver MX and Sprint before my Firestars. I also got about
30 hours in a Cessna 150, working toward my private pilot, before buying
my firest Firestar. My opinion is that the 150 along with the fairly
extensive dual trainning was better preparation for the Firestar than
the Quicksilvers. I liked the Quicksilvers, but I thought that they
really allowed sloppy flying.
John Jung
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Firestar II banks to the right |
Hi Gang,
Tim's answer to this confused me also. My FS II had a roll left tendency
that I corrected with a trim tab bent down on the right aileron. This trim
tab bent down causes the air pressure against it to push the right aileron
up. Since the right aileron is connected to the left aileron via the control
linkage it also forces the left aileron down. This counteracts the roll left
Adjusting the pushrods has been discussed before and will only change the
position of the stick. If you start off with a plane that rolls left and
adjust the pushrods to correct this then fly the plane it is still going to
roll left the same amount but your stick will be to the right or left of
where it was depending on the adjustment made. All this should be in the
archives.
Take Care,
John Cooley
Subject: Kolb-List: Re: Firestar II banks to the right
Tim and group,
I don't understand this. It appears to be the opposite of what I have
found to be true on my Firestar II and previously on my original
Firestar. My experience has been that trim tabs on ailerons do control
roll, with hands off, and adjusting the aileron pushrods just moved the
stick.
John Jung
Does it do this under power or at idle??? P factor causing this???? I
ask because all a trim tab on the aileron will do is move the stick. If
you lower one aileron with a trim tab, you raise the other and they
equal out, only moving the stick. A trim tab will just balance each
aileron out. A aileron trim tab does not work like a rudder or elevator
trim tab. Really the only way this could work is to move one up or down
by the pushrod, changing the rigging, but then you mess with the design,
affect cruise, pitch etc. <--
.
________________________________________________________________________________
| Subject: | Re: Kolb FS gap seals.... |
| From: | ul15rhb(at)juno.com |
Jim/gang,
I use a velcro gap seal on my Firestar and it has been perfect for 4
years. Mine has a mini bungee cord attached to a couple of eyebolts in
the rear part so if the velcro ever decided to detach, it would hold it.
That bungee also acts as vibration dampener so the gap seal doesn't move
up and down.
The velcro strips have to be replaced when the adhesive comes loose, but
the bungee holds it. The front part is held in place well enough that I
cannot see it ever coming off.
It's a terrible shame the pilot of that Mark III somehow declared an
emergency when in reality he may not have been in danger with the sound
of the gap seal flapping.
That time I hit a bird, I did not know that I had hit anything. All I
knew was the plane was vibrating more than usual and I had to hold right
rudder to keep it flying straight. I had lots of places to land under me,
but I chose to fly 38 miles home. I could see the underside of the wings
were fine and I could turn around and see the tail was intact, and the
problem wasn't getting any worse. So I made it home and found the fabric
caved in on the last rib, top left wing. The bird had made a glancing
blow to the wing in a fast climbing left turn.
Ralph Burlingame
Original Firestar, 16 years flying it
writes:
> I'm rethinking the seal attach and will go completely mechanical.
> Adhesive velcro sucks, anyway. I would seriously caution anyone
> that Lexan gap seal held in place with velcro is a BAD idea for the
>
> long term. Got away with it for awhile.......
>
>
> Cheers,
> Jim Baker
> Elmore City, Oklahoma
>
> J.Baker
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Firefly Question |
Ed,
I think your referring to a post I made to George. The thing I noticed is
people new to Kolbs have a tendency to slow them down to much on the final
landing phase on there first few flights. Not sure if its the high
incidence of the wing that visually throws them off or that the plane its
self slowing rapidly once the nose is raised into a landing attitude but it
seems to catch a number of new owner/pilots. When flying a strange
airplane for the first few times you should never get it to slow, always
come in a little hot under slight power and fly it to the ground, once you
make contact, back on the power. You don't try to land a strange plane at
full stall on the very first landing.
We had a FireStar here on our field that three different people pranged the
gear on there first flights. One was the initial test pilot an experienced
Kit Fox pilot, second was the owner/student who attempted to do crow hops
as taught by his instructor in a different type airplane, last was the
owners UL instructor himself. I had warned both the test pilot and the
owner/student not to get it to slow on landing the first few flights until
they were more comfortable with the airplane. Yep, all three pranged the
gear. One thing about the Kolbs, their easy to fix.
There's some thing about the Kolb's (FireFly & FireStars) that surface
during the final landing phase which seems to catch people asleep at the
controls on their first few flights.
I contribute it to allowing their speed to get to slow on the final phase
of the approach to touch down. As they begin the round out, often high,
they find the speed decaying quite rapidly and they can not over come their
rate of decent even by adding power resulting in a harder than desired
landing. (When behind the power curve, you smack the runway just about the
time the Rotax spools up and find yourself sitting there taking
inventory) For the first few flights come in carrying a little power while
feeling for the runway, at the moment of contact come back on the
power. Once you get a few landings you will adapt to the planes
characteristics and likely will not have any problems after that.
By the way, after the owners instructor bent the gear, the student followed
the my advise, same as I gave George regarding the taxing, not to crow hop,
and carrying a little power to touch down until he got comfortable with the
plane, he hasn't had any problems since.
The Kolbs are excellent flyers, their nothing wrong with them but don't get
to slow on initial first few flights. Once you start rounding out they
slow down. By carrying a little power, it buys you time to think and make
a gentle landing. After you get a few landings under your belt, you know
how the plane reacts and can anticipate things and back off the need to
carry power. After shooting two sets of 10 landing each about hour a part,
I could spot land the FireFly. It's a good flyer.
jerb
>
> Gang,
>
> Anyone have much experience flying a Quicksilver , and then transition
> to a
>firefly or firestar? Just wondering how much difference there is between
>them. I have over 100 hours in a Wizard J-3( Very similar to the Quicksilver).
>
> I understand the concept of lots of drag & the slow down fast concept
> that
>is inherent in most all ultralights. The wizard I had , mainly just mushed,
>And you would feel a slight buffeting first then it would drop the nose a
>little and resume flying again . Ive heard some on this list say that
>the Kolbs
>gave no warning at all before a stall. To me that is not a good thing.
>
> Ed (in Houston)
>
>
________________________________________________________________________________
| Subject: | Re: Firestar II banks to the right |
In a message dated 7/26/03 7:49:58 AM Eastern Daylight Time,
johnjung(at)compusenior.com writes:
> Tim and group,
>
> I don't understand this. It appears to be the opposite of what I have
> found to be true on my Firestar II and previously on my original
> Firestar. My experience has been that trim tabs on ailerons do control
> roll, with hands off, and adjusting the aileron pushrods just moved the
> stick.
>
> John Jung
>
>
> Does it do this under power or at idle??? P factor causing this???? I
> ask because all a trim tab on the aileron will do is move the stick. If
> you lower one aileron with a trim tab, you raise the other and they
> equal out, only moving the stick. A trim tab will just balance each
> aileron out. A aileron trim tab does not work like a rudder or elevator
> trim tab. Really the only way this could work is to move one up or down
> by the pushrod, changing the rigging, but then you mess with the design,
> affect cruise, pitch etc. <--
>
>
>
After careful consideration, I followed brother Pike's advice & put the trim
tab bent down on the left aileron to counteract the right roll. The tab was
about 2" X 7", mounted under the aileron & bent down about 30 degrees. That
was too much, as we now had a left roll; I knew then we were home free!. Took
about half the bend out & she flies hands-off.
Shack
FS II
SC
________________________________________________________________________________
| Subject: | Re: Firestar II banks to the right |
In a message dated 7/26/03 9:32:07 PM Eastern Daylight Time,
Timandjan(at)aol.com writes:
> If you add a trim tab on one aileron, one aileron only, it will move the
> opposite one in the other direction the same amount, and at the same time
> moving
> your stick. Stand by one Aileron, move it up or down, watch the other, it
> will
> move the same in the opposite direction, you moving it is the same as moving
>
> it in flight with a trim tab. Now imaging flying, as they are both attached
> and
> move the same in opposite directions, they will balance out in flight, but
> the stick will be off center. The only way to change the rigging is to
> lengthen one o the other with the pushrod. But here, you affect the rigging.
> I know
> it's hard to understand, but I had a friend explain it to me and show me on
> his
> plane.
>
>
Tim, I think you have it backwards- just changing an aileron pushrod length
will not correct a roll situation; it will only change the stick position.
However, adding a trim tab to the bottom of an aileron will indeed cause that
aileron to reflex up & therefore the other one down. Sure, when this
happens, the stick position will change a little, but the plane will also roll
in the
direction the ailerons are telling it to.
I know it works because I just did it.
Shack
FS II
SC
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Firefly Question |
In a message dated 7/26/03 2:39:08 PM Central Standard Time,
ulflyer(at)verizon.net writes:
<< The Kolbs are excellent flyers, their nothing wrong with them but don't
get
to slow on initial first few flights. Once you start rounding out they
slow down. By carrying a little power, it buys you time to think and make
a gentle landing. After you get a few landings under your belt, you know
how the plane reacts and can anticipate things and back off the need to
carry power. After shooting two sets of 10 landing each about hour a part,
I could spot land the FireFly. It's a good flyer.
jerb
>>
Jerb,
Do you think the pranging problem is aggrivated by the tendancy of
general aviation pilots being used to flaring at a distance above the runway and
not being aware of how quick the airspeed falls of due to the greater drag in
a
kolb?
Ed (In Houston)
________________________________________________________________________________
| Subject: | how to land without bending anything |
| From: | ul15rhb(at)juno.com |
> Do you think the pranging problem is aggrivated by the tendancy
> of general aviation pilots being used to flaring at a distance above
> the runway and not being aware of how quick the airspeed falls of due
to the
> greater drag in a kolb?
>
> Ed (In Houston)
Ed in Houston,
Yes, this is a major part of the problem. All ultralights have more drag
and less weight than GA aircraft, so pilots have that tendency to pull
back on the stick at 10' before trouchdown. I always tell guys to use no
more than 1" of flare on the stick. Once the Firestar gets into ground
effect, it changes angle of attack and actually flares itself without ANY
stick input.
An easy way to land a Firestar would be to remember the '40 rule'. Come
in at 40mph, 4000rpm, and do nothing to the stick. Keep the power on
until it's rolling on the ground. It will land itself without pranging
the gear. It may bounce a little but what the heck.
This will work in calm conditions only. Once you become skilled, practice
greasing it in with a little flare at the right moment. Flare too early,
prang the the gear. Flare to late, it will balloon and could get
dangerous as airspeed is dropping off.
Timing and the amount of flare is everything. No flare is better than
flaring at the wrong moment.
Ralph Burlingame
Original Firestar 16 years flying it
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| Subject: | [ Roger Hankins ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
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Subject: Kolbs over Crater Lake
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________________________________________________________________________________
| Subject: | [ Bob Bean ] : 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 Bean
Subject: MkIII hitch
http://www.matronics.com/photoshare/slyck@frontiernet.net.07.27.2003/index.html
o Main Photo Share Index
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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:
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Email the information above and your files and photos to:
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________________________________________________________________________________
| Subject: | Re: [ Roger Hankins ] : New Email List Photo Share Available! |
I have a Kolb MK lll that I am thinking of selling and was wondering what the
Kolb-list has to say about it. What is the best way to go about it and what
kind of price Might one expect to get?
Any thoughts on this would be most appreciated
Thanks
Bill
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Firefly Question |
No, I don't contribute it to GA pilots. I and the Kit Fox pilot came from
GA, the other two, one of which was a UL instructor had similar
experiences. You making more of this than it really is. There are some
planes you can get sloppy and slide by. This may be the reason the
instructor had the problem as he trains in a Quicksilver or something like
it and was trying to fly it the same way.
If you go about it in the way I explained it, you should not have any
problems. The GA pilot and the student afterwards approached it the way I
suggested and haven't had any problems since. If you look through the
archives there is a history of new Kolb pilots pranging the gear. While I
can't fully describe what it is that is different with Kolbs but they land
little different. It seems the big problem is allowing speed to bleed off
quickly as you start rounding out. In most cases the major damage is to
their pride and maybe a gear leg or two. Unless pranged really bad, quite
often the legs can be straightened and reused. There not a high cost part
to replace.
Ed, you'll do just find. When you get near that day review what I
suggested in the prior messages and follow it. It takes you from standing
still to slow taxi on to fast taxing to running with the tail up. Review
it and pay special attention to the part about coming back on the power
once it rolling other wise you will fly! And always, if your going to do
any taxiing whether you plan to fly or not, have the seat belt fastened and
adequate fuel on board just in case if should come off the ground. If it
should come off don't panic, and plop it back down. I've seen to many
plane busted that way. Just fly the airplane. Note your temps, if
everything is green fly around the pattern a couple times this will give
you time to settle down and catch up with the plane. Come on around making
a longer approach to give time to line up with little power on. Remember
the flaps, two notches is all you should need until you get more time in
the airplane. Just ease it down and that's all that's all theres to it.
jerb
>
>In a message dated 7/26/03 2:39:08 PM Central Standard Time,
>ulflyer(at)verizon.net writes:
>
><< The Kolbs are excellent flyers, their nothing wrong with them but don't
>get
> to slow on initial first few flights. Once you start rounding out they
> slow down. By carrying a little power, it buys you time to think and make
> a gentle landing. After you get a few landings under your belt, you know
> how the plane reacts and can anticipate things and back off the need to
> carry power. After shooting two sets of 10 landing each about hour a part,
> I could spot land the FireFly. It's a good flyer.
> jerb
> >>
>
> Jerb,
>
> Do you think the pranging problem is aggrivated by the tendancy of
>general aviation pilots being used to flaring at a distance above the
>runway and
>not being aware of how quick the airspeed falls of due to the greater
>drag in a
>kolb?
>
> Ed (In Houston)
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: [ Roger Hankins ] : New Email List Photo Share Available! |
lets see what it looks like!
----- Original Message -----
From: <DC8man2(at)aol.com>
Subject: Re: Kolb-List: [ Roger Hankins ] : New Email List Photo Share
Available!
>
> I have a Kolb MK lll that I am thinking of selling and was wondering what
the
> Kolb-list has to say about it. What is the best way to go about it and
what
> kind of price Might one expect to get?
> Any thoughts on this would be most appreciated
> Thanks
> Bill
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: how to land without bending anything |
Ralph, & All
I know you have far more experience flying Kolbs than I ever will but a
FireFly will not flare itself in ground effect and may be misleading advise
to inexperienced pilots. You have to fly it thru the landing. Carrying a
little power until just before touch down in the beginning is better until
they get some landings under their belt. Myself I believe the FireFly is a
little more twitchy than the FireSter due to its lighter weight and the
shorter wing span quits flying sooner.
jerb
>
>
> > Do you think the pranging problem is aggrivated by the tendancy
> > of general aviation pilots being used to flaring at a distance above
> > the runway and not being aware of how quick the airspeed falls of due
>to the
> > greater drag in a kolb?
> >
> > Ed (In Houston)
>
>Ed in Houston,
>
>Yes, this is a major part of the problem. All ultralights have more drag
>and less weight than GA aircraft, so pilots have that tendency to pull
>back on the stick at 10' before trouchdown. I always tell guys to use no
>more than 1" of flare on the stick. Once the Firestar gets into ground
>effect, it changes angle of attack and actually flares itself without ANY
>stick input.
>
>An easy way to land a Firestar would be to remember the '40 rule'. Come
>in at 40mph, 4000rpm, and do nothing to the stick. Keep the power on
>until it's rolling on the ground. It will land itself without pranging
>the gear. It may bounce a little but what the heck.
>
>This will work in calm conditions only. Once you become skilled, practice
>greasing it in with a little flare at the right moment. Flare too early,
>prang the the gear. Flare to late, it will balloon and could get
>dangerous as airspeed is dropping off.
>
>Timing and the amount of flare is everything. No flare is better than
>flaring at the wrong moment.
>
>Ralph Burlingame
>Original Firestar 16 years flying it
>
>The best thing to hit the internet in years - Juno SpeedBand!
>Surf the web up to FIVE TIMES FASTER!
>
>
________________________________________________________________________________
| Subject: | Re: [ Roger Hankins ] : New Email List Photo Share Available! |
[Unable to display image]
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Question on cuyuna |
have a cuyuna II-02 on my US, where on long final lower rpm's I tried to go around,did
not need to just was going to ,, the engine bogged down upon advancing
the throttle, did this a couple times real slow and it caught. my other toy is
a minimax with a A0-84 4-stroke 4-cyl. don't have any problems with it. Ideas,
what is this 2-stroke illiterate doing wrong?
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Question on cuyuna |
It is probably either a bit too lean or a bit too rich at idle, I would
guess a bit too lean, as that tends to inhibit throttle response when you
advance the throttle.
Did you try adding power a bit more slowly to give it time to spool up?
Sometimes that will work if the mixture is off. If you can richen or lean
the idle mixture screw a bit you might try playing with it and see what it
does. My guess is it is lean.
Also, when you are coming down final and the engine is at idle, but you are
gliding, the engine is turning slightly faster than it would be if you were
sitting still, that will lean things out a little bit and cause it to
hesitate when you add power because you have filled the crankcase with a
lean mixture and as soon as you open the throttle everything is lean for a
moment until the carb overcomes what is in the crankcase and returns it to
proper mixture. But if the carb is a hair lean also, then it all becomes
more iffy.
Richard Pike
MKIII N420P (420ldPoops)
>
>have a cuyuna II-02 on my US, where on long final lower rpm's I tried to
>go around,did not need to just was going to ,, the engine bogged down upon
>advancing the throttle, did this a couple times real slow and it caught.
>my other toy is a minimax with a A0-84 4-stroke 4-cyl. don't have any
>problems with it. Ideas, what is this 2-stroke illiterate doing wrong?
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Question on cuyuna |
thanks that gives me a point to start at, always have to add very slow,
temps are A-OK, rpm is good, I'll richen it a small bit and try that.screw
in or out , 2-strokes ain''t my thing,and no-one around here knows--------!
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Re: Kolb-List: Question on cuyuna
>
> It is probably either a bit too lean or a bit too rich at idle, I would
> guess a bit too lean, as that tends to inhibit throttle response when you
> advance the throttle.
> Did you try adding power a bit more slowly to give it time to spool up?
> Sometimes that will work if the mixture is off. If you can richen or lean
> the idle mixture screw a bit you might try playing with it and see what it
> does. My guess is it is lean.
>
> Also, when you are coming down final and the engine is at idle, but you
are
> gliding, the engine is turning slightly faster than it would be if you
were
> sitting still, that will lean things out a little bit and cause it to
> hesitate when you add power because you have filled the crankcase with a
> lean mixture and as soon as you open the throttle everything is lean for a
> moment until the carb overcomes what is in the crankcase and returns it to
> proper mixture. But if the carb is a hair lean also, then it all becomes
> more iffy.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
> >
> >have a cuyuna II-02 on my US, where on long final lower rpm's I tried to
> >go around,did not need to just was going to ,, the engine bogged down
upon
> >advancing the throttle, did this a couple times real slow and it caught.
> >my other toy is a minimax with a A0-84 4-stroke 4-cyl. don't have any
> >problems with it. Ideas, what is this 2-stroke illiterate doing wrong?
> >
> >
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Question on cuyuna |
OH!!, one more thing I always carry some power on decent,,done learned that.
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Re: Kolb-List: Question on cuyuna
>
> It is probably either a bit too lean or a bit too rich at idle, I would
> guess a bit too lean, as that tends to inhibit throttle response when you
> advance the throttle.
> Did you try adding power a bit more slowly to give it time to spool up?
> Sometimes that will work if the mixture is off. If you can richen or lean
> the idle mixture screw a bit you might try playing with it and see what it
> does. My guess is it is lean.
>
> Also, when you are coming down final and the engine is at idle, but you
are
> gliding, the engine is turning slightly faster than it would be if you
were
> sitting still, that will lean things out a little bit and cause it to
> hesitate when you add power because you have filled the crankcase with a
> lean mixture and as soon as you open the throttle everything is lean for a
> moment until the carb overcomes what is in the crankcase and returns it to
> proper mixture. But if the carb is a hair lean also, then it all becomes
> more iffy.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
> >
> >have a cuyuna II-02 on my US, where on long final lower rpm's I tried to
> >go around,did not need to just was going to ,, the engine bogged down
upon
> >advancing the throttle, did this a couple times real slow and it caught.
> >my other toy is a minimax with a A0-84 4-stroke 4-cyl. don't have any
> >problems with it. Ideas, what is this 2-stroke illiterate doing wrong?
> >
> >
>
>
________________________________________________________________________________
| From: | Bill Vincent <emailbill(at)chartermi.net> |
| Subject: | Re: Firestar II banks to the right |
Hi Shack and Kolb drivers
After I bought my second hand Fire Star II, I also noticed it banked to the right.
On close inspection I was surprised to find the left aileron was full of rain
water, with a hot small nail, I burnt a couple of weep holes underneath the back
of
the aileron and the problem went away.
Bill Vincent
FireStar II
Quinnesec, Upper Peninsula of Michigan
HShack(at)aol.com wrote:
>
> When my friend, Chuck lets his stick go, his FS II banks pretty hard to the
> right. Even starting level with full left rudder she still banks to the right.
> After careful inspection, we can't see any reason for this.
>
> I believe the fix is to put a trim tab on the ailerons, but where? Should it
> be mounted on the bottom of the right aileron & bent down?
>
> Shack
> FS II
> SC
>
________________________________________________________________________________
| From: | "Beauford Tuton" <beauford(at)tampabay.rr.com> |
| Subject: | Re: Kolb FS gap seals.... |
Kolbers and Kolbettes:
Have been following the gap seal thread with interest...
The velcro attached rip-stop nylon rag which came with the FireFly kit
masquerading as a gap seal lasted about 60 hours before abruptly shredding
in the breeze one day, and distributing untold quantities of exceedingly
fine nylon fuzz in just about every nook and cranny of the Fly, the Rotax,
and various folds and crevices of 'ol Beaufords anatomy which I am far too
modest and discreet to discuss in this forum... Suffice it to say that a
good nose-blowing did NOT solve the nylon personal hygiene problem.... the
fuzz even worked into the fuel system... about the only good thing I can say
is that the prop got a good polishing out of the event...
Anyway, fer whatever it is worth, I humbly submit to y'all fer
consideration the notion that any inanimate part which, if'n it departs
the airplane, is capable of causing death, disfigurement or major property
damage, sure ought to be attached to a flying machine with something other
than just VELCRO, fer pete's sake...
After my disgusting nylon episode, ended up building a new gap seal out of
.025 aluminum... went ahead and put one inch industrial velcro all the way
along the outboard edges, but also rivited on four aluminum brackets... one
to each of the four corners of the TRAILING edges of the seal ... I hook two
criss-crossed H.D. bungee cords back back around the main spar attach
structure to hold it in place with the four trailing edge brackets...it
really screws the thing down, yet is pretty easy to work with each time I
unfold the airplane to fly it... so far, so good... and it is light, cheap
and looks OK... almost like a real airplane part.... (after painting to
match the leading edge trim)...
Worth what you paid fer it... good luck... (never turn yer back on
velcro...)
Beauford, The Aluminum Butcher of Brandon, FL
FF #076
----- Original Message -----
From: "Jim Ballenger" <ulpilot(at)cavtel.net>
Subject: Re: Kolb-List: Kolb FS gap seals....
>
> Jim
> I use ty wraps, one on each side of the wing gap seal to hold mine on. I
> Jim Ballenger
>
> To:
> Subject: Kolb-List: Kolb FS gap seals....
>
>
> > >
> > From the FAA accident site...
> >
> > On August 21, 1999, about 1940 Eastern Daylight Time, a
> > homebuilt Kolb Mark III, N6268A, was substantially damaged after
>
> > >
>
>
________________________________________________________________________________
| Subject: | Re: Firestar II banks to the right |
In a message dated 7/27/03 7:39:17 PM Eastern Daylight Time,
emailbill(at)chartermi.net writes:
> Hi Shack and Kolb drivers
>
> After I bought my second hand Fire Star II, I also noticed it banked to the
> right.
>
> On close inspection I was surprised to find the left aileron was full of
> rain
> water, with a hot small nail, I burnt a couple of weep holes underneath the
> back of
> the aileron and the problem went away.
>
>
That's the first thing we checked. Thanks.
Shack
FS II
SC
________________________________________________________________________________
| From: | ZepRep251(at)aol.com |
| Subject: | Re: 87 Octane No Lead & 100 LL |
Not much cyl hd temp difference but exhaust gas temps rose 60 degrees on 87
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: how to land a FireFly without bending anything |
> Do you think the pranging problem is aggrivated by the tendancy
> of general aviation pilots being used to flaring at a distance above
> the runway and not being aware of how quick the airspeed falls of due
to the
> greater drag in a kolb?
>
> Ed (In Houston)
Ed,
Some of the problem may be due to inexperience in flying very light low inertia
aircraft. But I believe most of the problem has to do with, as jerb states,
not keeping enough speed on final approach and while flairing. After about 350
landings, I never make an approach at less than 55 mph. After the field is
made the throttle is closed and the nose pushed down to keep the airspeed at 55+
mph. The reason for this is to make a high energy fast approach so that the
FireFly is very responsive to the controls. When one flairs the FireFly at
this speed you have about three seconds to get it on down and plant the tail wheel.
Keep holding it off and it will settle in very nicely. The main gear will
touch at about 25 - 27 mph. This makes for a low energy landing and the potential
for bending the main gear is greatly reduced.
I have tried the little throttle and touch the main gear first many times. It
works best on grass. I have a difficult time with it on hard surfaces were I
bounce time and time again. The problem with the main gear first and at higher
a speed is that on rough fields the gear is going to take more punishment as
the landing roll will be increased. If you drop the tail wheel on first and
let the mains settle in, the forward speed, roll out and punishment are minimized.
Also, this method is helpful in coping with tall grass and/or water in grass
that would case the FireFly to nose over during a wheel landing.
You may want to check out:
http://www.thirdshift.com/jack/firefly/howtofly.html
It explains how I fly my FireFly. One side note: the FireFly has vortex generators
and nine inch chord ailerons, so it will fly a little slower and is easier
to control roll than most FireFlys. Also, I am using the four inch plastic
wheels. This page does not address flaperon usage, but anyone who is new to
a FireFly should not be using them, and I have not found any need for them.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Christopher J Armstrong" <tophera(at)centurytel.net> |
| Subject: | Re: Firestar II banks to the right |
If you add a trim tab on one aileron, one aileron only, it will move the
opposite one in the other direction the same amount, and at the same
time moving
your stick. Stand by one Aileron, move it up or down, watch the other,
it will
move the same in the opposite direction, you moving it is the same as
moving
it in flight with a trim tab. Now imaging flying, as they are both
attached and
move the same in opposite directions, they will balance out in flight,
but
the stick will be off center. The only way to change the rigging is to
lengthen one o the other with the pushrod. But here, you affect the
rigging. I know
it's hard to understand, but I had a friend explain it to me and show me
on his
plane.
if I can help, give me a call.
Tim,
If you want to roll the plane you push on the stick and move the
ailerons. If you use a trim tab to move the ailerons it changes the
roll trim. It is applying a force to the ailerons just exactly like the
force that you apply with the stick.
Now if you try to change the length of one or both of the aileron push
rods it will just move the stick to one side and the ailerons will move
both the same direction, causing a pitch trim change but not a roll trim
change. I think you have these two things confused.
Just to be absolutely clear, aileron trim tabs work just great and are a
standard part of probably more then 90% of all aircraft ever built. I
think you should pull back your comments in this area, give it some
thought and if you still don't get it, go up to your plane and push on
an aileron like a trim tab would. Then go push on the stick like you
would if you were going to fly and roll, the resulting motion of the
ailerons, (and the plane) is indistinguishable. Got it?
Topher
________________________________________________________________________________
| Subject: | Re: Question on cuyuna |
Ronnie...remember..on that Mikuni...the screw is an AIR screw...not a fuel
screw...and turning it in means less air...RICHER fuel!!!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098!
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Question on cuyuna |
thanks don.
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: Question on cuyuna
>
> Ronnie...remember..on that Mikuni...the screw is an AIR screw...not a fuel
> screw...and turning it in means less air...RICHER fuel!!!
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098!
>
>
________________________________________________________________________________
| From: | "Bob, Kathleen, & Kory Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Update on "Miss B" Mark III - cracked starter cover |
Folks,
While doing my preflight I noticed a very significant crack in an old weld in the
aluminum housing that holds the starter gear. I also found a hairline crack
on the starter cover plate. I'm checking with the first builder for an explanation
of the original weld. When I removed the starter cover plate the piece originally
welded fell off in my hand. It appears that the weld had a lot of air
in it as there were lots of pock marks that seemed to indicate a poor weld.
My plan is to remove the engine and take it to a Rotax Repair Shop a couple hours
south in Springfield, Kentucky for thediagnosis and repairs. I think part of
the problem was caused by an over tightened starter cover plate. The bad weld
didn't help either.
This engine was already mated to this frame when I bought it. I've never disconnected
an engine and removed it before. I estimate the weight of the engine to
be about 105 lbs. Does that sound about right? Any do's or don'ts about disconnecting
everything and pulling the engine off?
And it was SUCH a pretty day too.
Bob N57MB
Bob, Kathleen, and Kory Brocious
Tenacity Farm
Campbellsburg, Kentucky
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Update on "Miss B" Mark III - cracked starter |
cover
Take the carbs off first, otherwise the temptation to use them to help lift
the engine off is overwhelming, and if they pop out, you could drop
everything, not to mention messing up the rubber ridge in the carb sockets.
Leave the exhaust manifold on, it makes a good handle.
Richard Pike
MKIII N420P (420ldPoops)
>
>
>
>This engine was already mated to this frame when I bought it. I've never
>disconnected an engine and removed it before. I estimate the weight of the
>engine to be about 105 lbs. Does that sound about right? Any do's or
>don'ts about disconnecting everything and pulling the engine off?
>
>
>And it was SUCH a pretty day too.
>Bob N57MB
>Bob, Kathleen, and Kory Brocious
>
>Tenacity Farm
>
>Campbellsburg, Kentucky
>
>
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
| Subject: | Re: Update on "Miss B" Mark III - cracked starter cover |
In a message dated 7/28/03 11:22:46 AM Eastern Daylight Time,
bbrocious(at)hotmail.com writes:
> While doing my preflight I noticed a very significant crack in an old weld
> in the aluminum housing that holds the starter gear. I also found a hairline
> crack on the starter cover plate.
Bob,
Is the engine case broken or is it just the starter housing and the cover
plate? If it is a mag-end starter on a 582 there are o-rings that are used in
the mounting of the starter to the cover. The instructions caution not to mount
the starter solid to the cover or it will break. If this is the setup you
have and need the documentation for it let me know and I will copy and send it
to you.
Steven Green
N58SG
________________________________________________________________________________
| From: | "Mid-State Sandblasting" <plane(at)rtmc.net> |
| Subject: | Re: Question on cuyuna |
when I was flying cyunas I always had to goose the throttle and cut back to
keep engine from loading up I would do it 3 or 4 times on final Or just cut
the throttle back to get a good glide path to the run way. I had a ultrastar
and a eagle XL both cyunas would load up on a long final if you just let it
idle all the way down to touch down I never could fix it I sold the eagle
and put a Subaru on the ultrastar That is the late ultrastar-----
Randy
P S that engine will get your ultrastar someday, you can count on it
Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Kolb-List: Question on cuyuna
>
> have a cuyuna II-02 on my US, where on long final lower rpm's I tried to
go around,did not need to just was going to ,, the engine bogged down upon
advancing the throttle, did this a couple times real slow and it caught. my
other toy is a minimax with a A0-84 4-stroke 4-cyl. don't have any problems
with it. Ideas, what is this 2-stroke illiterate doing wrong?
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Question on cuyuna |
no it will not , I am gonna put a ao84 on it. just cause!!!
----- Original Message -----
From: "Mid-State Sandblasting" <plane(at)rtmc.net>
Subject: Re: Kolb-List: Question on cuyuna
>
> when I was flying cyunas I always had to goose the throttle and cut back
to
> keep engine from loading up I would do it 3 or 4 times on final Or just
cut
> the throttle back to get a good glide path to the run way. I had a
ultrastar
> and a eagle XL both cyunas would load up on a long final if you just let
it
> idle all the way down to touch down I never could fix it I sold the eagle
> and put a Subaru on the ultrastar That is the late ultrastar-----
> Randy
>
> P S that engine will get your ultrastar someday, you can count on it
>
> Original Message -----
> From: "ronnie wehba" <rwehba(at)wtxs.net>
> To:
> Subject: Kolb-List: Question on cuyuna
>
>
> >
> > have a cuyuna II-02 on my US, where on long final lower rpm's I tried to
> go around,did not need to just was going to ,, the engine bogged down upon
> advancing the throttle, did this a couple times real slow and it caught.
my
> other toy is a minimax with a A0-84 4-stroke 4-cyl. don't have any
problems
> with it. Ideas, what is this 2-stroke illiterate doing wrong?
> >
> >
>
>
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: Question on cuyuna |
> idle all the way down to touch down I never could fix it I sold the eagle
> and put a Subaru on the ultrastar That is the late ultrastar-----
> Randy
>
How has the sooby doo been running. Haven't heard about it in a long time
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: Firestar II banks to the right |
Your friend explained it wrong. All things being equal the ailerons will
find a centered position. This may cause a turn but the ailerons are
aerodynamically balanced. If the control tubes are different it will affect
the stick position only. Adding a trim tab to an aileron will bring an
unbalance into the system which will cause a turn as the ailerons once again
try to find an aerodynamic balanced condition.
Subject: RE: Kolb-List: Re: Firestar II banks to the right
>
> If you add a trim tab on one aileron, one aileron only, it will move the
>
> opposite one in the other direction the same amount, and at the same
> time moving
> your stick. Stand by one Aileron, move it up or down, watch the other,
> it will
> move the same in the opposite direction, you moving it is the same as
> moving
> it in flight with a trim tab. Now imaging flying, as they are both
> attached and
> move the same in opposite directions, they will balance out in flight,
> but
> the stick will be off center. The only way to change the rigging is to
>
> lengthen one o the other with the pushrod. But here, you affect the
> rigging. I know
> it's hard to understand, but I had a friend explain it to me and show me
> on his
> plane.
>
> if I can help, give me a call.
>
>
> Tim,
>
> If you want to roll the plane you push on the stick and move the
> ailerons. If you use a trim tab to move the ailerons it changes the
> roll trim. It is applying a force to the ailerons just exactly like the
> force that you apply with the stick.
>
> Now if you try to change the length of one or both of the aileron push
> rods it will just move the stick to one side and the ailerons will move
> both the same direction, causing a pitch trim change but not a roll trim
> change. I think you have these two things confused.
>
> Just to be absolutely clear, aileron trim tabs work just great and are a
> standard part of probably more then 90% of all aircraft ever built. I
> think you should pull back your comments in this area, give it some
> thought and if you still don't get it, go up to your plane and push on
> an aileron like a trim tab would. Then go push on the stick like you
> would if you were going to fly and roll, the resulting motion of the
> ailerons, (and the plane) is indistinguishable. Got it?
>
> Topher
>
>
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: Update on "Miss B" Mark III - cracked starter cover |
> While doing my preflight I noticed a very significant crack in an old weld
in the aluminum housing that holds the starter gear.
I had to reweld the starter housing on my rotax starter also. I figured
there was a lot of stress from holding the starter motor out like that.
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Del and others,
Well I finally caved and gave up on the effort to use 100LL excllusivly in my 690L-70
powered Mk-3. It seemed impossible to read the plugs and the jetting was
so off the wall compared to others with the same engine that I figured I had
better drain the tanks, put the stock jets back in and start over with pump
gas.
It really puzzles me as to why my 503 powered Loehle doesn't seem to care weather
you feed it 100ll or pump gas, but the 2SI requirs such a drastic tunning change
and really does not want to run in hot weather on 100ll.
Anyway, it seems like a differant engine with the mogas, I had it up to 5800 rpm
last night in level flight and saw 80mph indicated.
I could only get 5350 out of it with 100ll and the same prop setting.
I still have a lot of tuning to do as it is really rich on the top and the bottom
ends.
This engine is extreamlly finiky at high temps and humidity, but maybe that will
settle down as I get it leaned out.
Also saw 900fpm on climbout at around 5450rpm, I can't wait to get her dialed in
to see what the climb will be.
Today is a honey do day though, Ive got some make up work to do. :-(
Denny Rowe
________________________________________________________________________________
| From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
| Subject: | Re: Firestar II banks to the right |
Ours banked to the left. Fix was to put a lexan trim tab on the bottom of
the right aileron. So, Chuck's would need the tab on the bottom of the left
aileron to raise the aileron a bit and hold the left wing down.
>
>
>When my friend, Chuck lets his stick go, his FS II banks pretty hard to the
>right. Even starting level with full left rudder she still banks to the
>right.
> After careful inspection, we can't see any reason for this.
>
>I believe the fix is to put a trim tab on the ailerons, but where? Should
>it
>be mounted on the bottom of the right aileron & bent down?
>
>Shack
>FS II
>SC
>
>
________________________________________________________________________________
| Subject: | Re: Firestar II banks to the right |
In a message dated 7/30/03 11:11:35 AM Eastern Daylight Time,
firestarii(at)hotmail.com writes:
> Ours banked to the left. Fix was to put a lexan trim tab on the bottom of
> the right aileron. So, Chuck's would need the tab on the bottom of the left
> aileron to raise the aileron a bit and hold the left wing down.
> >
>
Oh, yeah. We already did that. Worked real good.
Shack
FS II
SC
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
sounds good, keep us posted,, i'm really interested in that 690L70 for my
twinstar
i've noticed that most engines are harder to start on avgas compaired to
mogas
altho hot start technique is possible to master if you find how it likes to
be started,,
do not post
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
Sometimes I feel that if the manufacturer thinks his engine will run best
on regular auto gas then perhaps you should use regular auto gas. If it ran
best on super or avgas I think that would be their recomendation. It may be
hard to believe but sometimes I go with what the manufacturer suggests.
________________________________________________________________________________
where did everyone go ?
Richard Harris
MK3 N912RH
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Propeller Warning |
I have installed some ultra bright red LEDs near the top of the rear fuselage fairing.
The whole idea is to try and keep people out of the propeller when the
engine is running. Inexpensive and light, and it may keep a kid/adult out of
the propeller.
It can be seen at:
http://www.thirdshift.com/jack/firefly/firefly98.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
Need wings for a ultraStar or plans so I can build some.
--
Roger Peterson
206 County Road 375
Sweeny, Texas 77480
Phone:979-647-4946
Cell: 979-487-8356
Fax: 979-647-1158
E-Mail: roger@pmmi-inc.com
Bus Home Page: http://pmmi-inc.com
Personal Home Page: http://joinme.net/petersons/
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
I have the plans,my email is rwehba(at)wtxs.net also have one ,where is sweeny,
tx at,I am in sweetwater get ahold of me at my email!
----- Original Message -----
From: "Roger Peterson" <roger@pmmi-inc.com>
Subject: Kolb-List: UltraStar
>
> Need wings for a ultraStar or plans so I can build some.
> --
> Roger Peterson
> 206 County Road 375
> Sweeny, Texas 77480
> Phone:979-647-4946
> Cell: 979-487-8356
> Fax: 979-647-1158
> E-Mail: roger@pmmi-inc.com
> Bus Home Page: http://pmmi-inc.com
> Personal Home Page: http://joinme.net/petersons/
>
>
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
The oil injection housing wouldn't turn over ( 2 screws ) the 4
screw plate it's attached to would be able to turn over , but I had already mounted
the bracket for the throttle splitter.
So I made a new "ARM" ,so I could pull it from below without "looping" the cable....
By the way THANKS Richard....I found those 90 degree bends at a couple of bike
shops, And my cables LOOK CLEAN & WORK GREAT !
I've got it finished up to the throttle lever.....But the cable angle
to the throttle control doesn't look good at all....I think I need to weld
a small piece to the throttle lever so I can raise the cable hole "UP" about
1/2 in from where the original hole is to keep it from rubbing on the cable tube
and to travel 1 7/8 in without hitting the "Friction Washers"
Any ideas....?
Thanks again Richard !
Gotta Fly...
Mike in MN
---
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: | george murphy <geomurphy(at)direcway.com> |
I am trying to restore a 80's vintage firestar and am in need of the
assembly pieces make this bird fully enclosed. There is a top bow piece
and latch pieces for the lexan to lock in place. Does anyone have any of
the pieces that you may want to part with. Kolb sold these as an-add on
years ago. Thanks G. Murphy
________________________________________________________________________________
| From: | "Frank Otta" <fotta(at)rogers.com> |
| Subject: | Ontario Ultralights ? |
Hi All,
Does anyone know of any club or group of ultralight pilots in the Southern
Ontario region? I'm trying to determine if there are any such groups of
people who get together, and of course fly together, in this area.
Thanks
Frank
..................................
F. Otta
Toronto, Ontario
________________________________________________________________________________
| From: | Robert Schieck <rschieck(at)mers.com> |
| Subject: | Ontario Ultralights ? |
If you don't care what kind if UL you fly with then there is :
Baldwin CPB5 - where I am based.
Brampton - lots there as well
Volks/Tottingham - lots there
Mazlacks (Spelling) - bunch there as well
Where are you located in Toronto ?
keep smiling
Rob from Richmond Hill Ontario
>
> From: "Frank Otta" <fotta(at)rogers.com>
> Subject: Kolb-List: Ontario Ultralights ?
>
>
> Hi All,
>
> Does anyone know of any club or group of ultralight pilots in the Southern
> Ontario region? I'm trying to determine if there are any such groups of
> people who get together, and of course fly together, in this area.
>
> Thanks
> Frank
>
> ..................................
> F. Otta
> Toronto, Ontario
________________________________________________________________________________
| From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
| Subject: | Re: Ontario Ultralights ? |
Try Woody at duesouth(at)govital.com . He should know more fliers in =0D
area.=0D
Dallas Shepherd=0D
Norfork, Ar=0D
=0D
-------Original Message-------=0D
=0D
From: kolb-list(at)matronics.com=0D
Date: Saturday, August 02, 2003 10:49:08 PM=0D
Subject: Kolb-List: Ontario Ultralights ?=0D
=0D
=0D
Hi All,=0D
=0D
Does anyone know of any club or group of ultralight pilots in the Southern=0D
Ontario region? I'm trying to determine if there are any such groups of=0D
people who get together, and of course fly together, in this area.=0D
=0D
Thanks=0D
Frank=0D
=0D
=2E..................................=0D
F. Otta=0D
Toronto, Ontario=0D
=0D
=0D
=0D
=0D
=0D
=0D
=0D
=2E
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
| Subject: | Oshkosh 2003 Update |
Hello Kolb Aviators and Builders,
I got home from Oshkosh Friday evening. It was a relatively uneventful trip except
for the spectacular scenery and a challenging airstrip.
I have now landed the Kolbra in all of the lower 48 States.
I got to fly with a great group of pilots:
-- John Hauck, Kolb Mark III
-- Scott Trask, Kolb Mark III, put me up in his house and let me use his "airstrip"
-- Rick Neilsen, Kolb Mark III
-- Lloyd Cudnohufsky, Kit Fox
These guys put up with me and made the flight leg into Oshkosh even more memorable.
While at Scott's place, Aaron Gustafson flew his nice blue and yellow FireStar
in for use to check out. I also got to visit with Bill and Anna Vincent. Bill
flies a FireStar.
The flight was met at Oshkosh by Mary Jones (Editor of the 'Experimenter' magazine)
and an EAA photographer. They took photos and later conducted an interview
about my trips in the Kolbra.
We were also greeted by Ray Brown of TNK and treated very generously. The whole
crew at TNK was great as usual.
While at the Ultralight area at Oshkosh I got to meet:
John and Kathy Jung, John flies a FireStar.
Larry and Judy Gitt, Larry flies the only other customer built Kolbra in the world.
Tim Bjork. who is building a FireStar 2.
Several others that I am sorry to say I have forgotten their names.
Here are the stats for this trip:
Distance: 2580.2 nm (3280 sm)
Flight time: 39 hours 36 minutes
Max ground speed: 112.9 knots (129.9 mph)
Average ground speed: 65.2 knots (75 mph)
Landings; 23
I have just completed updating this trip on my website, so please visit and look
at the photos. If you find a broken link, please send me an email and let me
know.
http://home.comcast.net/~KolbraPilot4/KOSH.htm
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 440 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
| From: | John Raeburn <raeburn(at)snowhill.com> |
| Subject: | Kolb Mk III "max.flap extension speed-full flaps" |
I have a Kolb Mk III (582).
Does anyone know the max. speed for flying with the flaps fully extended?
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: Kolb Mk III "max.flap extension speed-full flaps" |
I don't believe that you want to do more than 60 mph.
larry
----- Original Message -----
From: "John Raeburn" <raeburn(at)snowhill.com>
Subject: Kolb-List: Kolb Mk III "max.flap extension speed-full flaps"
>
> I have a Kolb Mk III (582).
> Does anyone know the max. speed for flying with the flaps fully extended?
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ron Behie" <behie(at)gtn.on.ca> |
| Subject: | Ontario Ultralights |
Yes there are. If you are going, ask at the UPAC AGM being held in a couple
weeks.
----- Original Message ----- >
>
> Hi All,
>
> Does anyone know of any club or group of ultralight pilots in the Southern
> Ontario region? I'm trying to determine if there are any such groups of
> people who get together, and of course fly together, in this area.
>
> Thanks
> Frank
>
> ..................................
> F. Otta
> Toronto, Ontario
>
>
---
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: 447 rotax oil |
>
>Listers,
> What's a top notch oil to use in a Rotax 447 sc engine? Thanks! Kirk
>
Forbidden topics:
Politics, Religion and Oil.
________________________________________________________________________________
| From: | "Dolores and Mike" <mikedoloresa(at)adelphia.net> |
Hi folks, I've been interested in ultralights since first looking into them 10yrs
ago. I'm now going to purchase one(about time!)and need advice. I just went
to Oshkosh AirVenture 2003(a must see!) to check out whats new in ultralights
and found IMO Kolb's aircraft some of the best UL's there. I have also been considering
Challenger,Phantom,Quicksilver and Aerolite. As far as FAR Part 103
UL's and a newbe who would like to be satisfied with his UL's performance capabilities
long after his 'begginers' stage, would the Firefly be my best choice
or would you folks suggest another aircraft initially? Thanks for your help,I
really appreciate it.
Mike
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
s. The first disadvantage would be getting in and out
> over it. That goes into the "next year" category guys, I've got to get
> a life here.
>
It gets better. You can position the throttle past fully closed when you
get in and bring it up to position after you get comfortable.
________________________________________________________________________________
| Subject: | Re: Hauck tracks |
More Hauck Tracks....
This morning I said goodbye to a real ambassador for Kolb aircraft...John
Hauck stopped by here in central illinois to give me a familiarization ride
in his Kolb.
He dropped in sunday nite on his way south from OshKosh...overnited here
and after breakfast he basically eliminated all my questions on the
particulars of handleing a Kolb airplane. I am forever grateful to John for
his out-of-the-way effort...something I could not seem to get TNK company to
do for me.
I feel a awful lot better now about my upcoming maiden voyage in my newly
completed FireFly, and my wife is a lot less worried about my antics also!
God Bless you John Hauck, and may you have smooth air and clear skies ahead
of you for all the miles you put behind you in the beautiful and Unique Miss
P'Fer.
thankyou very , very much.
come back again next time your around, and dont keep Bailey waiting too
long!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
In carolinasportflyers(at)yahoogroups.com, "John W.Davis"
<patches11us@y...> wrote:
Carolina Sport Flyers will be having there 3rd annual Fly-In on
October 17th,18th and 19th 2003 at the Lee County Airport in
Bishopville,SC http://www.airnav.com/airport/52j With Sat 18th being
the main day. Food and Drinks will be serverd on Sat 18th. Fly-in or
drive in. Dealers for U/L and light sport planes will be there. We
will have a ride to and from motels,gas station or what ever you will
need. Camping on the airport will be permited at the time of the fly-
in but Sorry No hookups at the airport. We had a great turn out last
year 19 ultralights and around 9 GA airplanes and
hope to see each and everyone who attended last year there again this
year. Be safe, have fun and thank the good Lord for letting us fly.
Everyone is welcome. SEE YA
SOON.
Bryan Green (Elgin SC)
________________________________________________________________________________
| Subject: | Re: New and Kolb |
Mike and Dolores.....or was that Dolores and Mike?..
Anyway..
As you probably already know..the FireFly is highest performing airplane
that can be built under 254 lbs.
(that I know of)...but really its not 103 legal either because of its
speed....
You mentioned that are new...well, new to Ultralights..or new to aviation in
general?...
If you are already an expierienced GA pilot..then the FireFly is for
you....with instruction in a another kolb 1st...
If you have no stick time in any aircraft, then the FireFly will be harder
to handle than any of the other choices you mentioned... naturally because
of its performance. All the other choices you listed are fine airplane
choices.With the Challenger taking the most time to build of those...it will
take more time than a FireFly...with the others taking less...
As a newbie FireFly owner myself...I can say that it was easy to build...far
easier than I thought it would be.
(it is my 5th ultralite built)
check out my website from the below link for some building pics to give you
an idea what it takes...and then check out Jack Harts advanced builders
website.
If you have some friends who you will be flying with....you might consider
building an airplane than has a similiar performance envelope as theirs..its
a real drag to be flying a Quicksilver at 40 mph when all you buds are
cruiseing at 60 !!.....or cruising at 70 in your Firefly making circles all
the time when you Buds are all traveling at 45!
these are the simple ramblings of a new FireFly owner! and probably not
worth too much.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: New and Kolb |
>
>Mike and Dolores.....or was that Dolores and Mike?..
>
>Anyway..
>
>As you probably already know..the FireFly is highest performing airplane
>that can be built under 254 lbs.
>(that I know of)...but really its not 103 legal either because of its
>speed....
>
Don and Mike,
Just because a FireFly will fly faster than 63 mph does not mean that it does not
meet 103 requirements. What is important is that the FireFly meets basic design
requirements. They are weight at or below 254 pounds empty, five gallon
fuel capacity, a 447 engine requires a calculated FireFly drag factor of at least
12.5, and a wing loading of about four pounds per square foot with flaps.
If all of these requirements are met under AC 103-7 Appendix 1, 2, 3 & 4, you
are defined as legal no matter how fast your FireFly will go in level flight.
There is some wiggle room in drag factor calculations, but with a 447 one must
fly with your upper body exposed, and one cannot fair in the landing gear legs.
But if one used a 33 hp engine, one could completely enclose the cockpit area,
fair in the landing gear legs and the tires plus other items as well.
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: New and Kolb |
>
>Mike and Dolores.....or was that Dolores and Mike?..
>
>Anyway..
>
>As you probably already know..the FireFly is highest performing airplane
>that can be built under 254 lbs.
>(that I know of)...but really its not 103 legal either because of its
>speed....
Don & Mike,
I hit the wrong key and sent the reply early.
If you would like to see the calculations required to determine if your FireFly
meets Part 103 regulations, you can view a sample of what I put together for
my FireFly at:
http://www.thirdshift.com/jack/firefly/fireflylegal.html
I asked an A&E to sign the front cover, and I carry a copy with me when I go to
air shows. You have to prove that the FireFly meets the requirements, and this
is considered as proof.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: Kolb-List Digest: 11 Msgs - 08/03/03 |
Mike,
After my second trip and rip I took a thin alum. plate about 3 inch square
and drilled a hole in the middle for the cable housing to pass through
and glued this plate on the inside of the cabin fabric using Politone glue
and then cut out a 5 inch square piece of HS-90 and glued it over the plate
I have tripped over the cable many more times but never again encountered a
rip.
Hope this helps.
Frank Reynen
Kolb mkIII /912 on Lotus floats
www.webcom.com/reynen
> the cables to the carbs would work good at getting a tight enough bend to
run
> the brake cable up the axle and avoid the dreaded "TRIPPING , RIPPING ,
LOOPS"
> ...... I know there are others that have ripped their fabric too.....
> I'm working on installing an airspeed indicator right
now..... but
> I'll be changing over the brake cable soon. One good thing is , the cable
will
> be shorter so it can be done with just a little cutting of the existing
set-up....just
> thought I'd share the Idea.
>
> Gotta Fly...
> Mike in MN FSII 503
injected,3-66"IVO
> ,GPL ,EIS
>
________________________________________________________________________________
| From: | "Dolores and Mike" <mikedoloresa(at)adelphia.net> |
| Subject: | Re: New and Kolb |
Thanks Don, I would consider myself a newbie since it's been 10yrs ago that
I ran out of money before completing my pilots license. I like the idea that
the Firefly will keep my interest as my flying skills advance. I was
thinking of a 'quick build' kit if not purchasing a pre-owned model. But
then again building it myself(with help I'm sure)sounds like a great way to
be thoroughly familiar with ones aircraft. Thanks for the link and your
reply,I appreciate it.
Mike
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: New and Kolb
>
> Mike and Dolores.....or was that Dolores and Mike?..
>
> Anyway..
>
> As you probably already know..the FireFly is highest performing airplane
> that can be built under 254 lbs.
> (that I know of)...but really its not 103 legal either because of its
> speed....
>
> You mentioned that are new...well, new to Ultralights..or new to aviation
in
> general?...
>
> If you are already an expierienced GA pilot..then the FireFly is for
> you....with instruction in a another kolb 1st...
>
> If you have no stick time in any aircraft, then the FireFly will be harder
> to handle than any of the other choices you mentioned... naturally because
> of its performance. All the other choices you listed are fine airplane
> choices.With the Challenger taking the most time to build of those...it
will
> take more time than a FireFly...with the others taking less...
>
> As a newbie FireFly owner myself...I can say that it was easy to
build...far
> easier than I thought it would be.
> (it is my 5th ultralite built)
>
> check out my website from the below link for some building pics to give
you
> an idea what it takes...and then check out Jack Harts advanced builders
> website.
>
> If you have some friends who you will be flying with....you might consider
> building an airplane than has a similiar performance envelope as
theirs..its
> a real drag to be flying a Quicksilver at 40 mph when all you buds are
> cruiseing at 60 !!.....or cruising at 70 in your Firefly making circles
all
> the time when you Buds are all traveling at 45!
>
> these are the simple ramblings of a new FireFly owner! and probably not
> worth too much.
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
>
________________________________________________________________________________
| From: | "Dolores and Mike" <mikedoloresa(at)adelphia.net> |
| Subject: | Re: New and Kolb |
Thanks Jack,great info,I appreciate it.
Mike
----- Original Message -----
From: "Jack & Louise Hart" <jbhart(at)ldd.net>
Subject: Re: Kolb-List: New and Kolb
>
> >
> >Mike and Dolores.....or was that Dolores and Mike?..
> >
> >Anyway..
> >
> >As you probably already know..the FireFly is highest performing airplane
> >that can be built under 254 lbs.
> >(that I know of)...but really its not 103 legal either because of its
> >speed....
>
> Don & Mike,
>
> I hit the wrong key and sent the reply early.
>
> If you would like to see the calculations required to determine if your
FireFly meets Part 103 regulations, you can view a sample of what I put
together for my FireFly at:
>
> http://www.thirdshift.com/jack/firefly/fireflylegal.html
>
> I asked an A&E to sign the front cover, and I carry a copy with me when I
go to air shows. You have to prove that the FireFly meets the requirements,
and this is considered as proof.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
During rutine preflight I noticed a discoloration from exhaust on the front
of my muffler where the pipe attaches to it. Looking closer, I found it to be
cracked around the outside of the weld. It seemed to be cracked most all the
way around except an 1/8" here and there still holding things together. My 618
is mounted on lord engine mounts which allows it to vibrate quite a bit and
the muffler is mounted with rubber mounts which makes a fairly solid connection
to the plate to which it is mounted. What I'm trying to say is the engine
moves alot and the muffler does not. This may have contributed to the cracking
?
I was wondering if any of you on the list have used more of a shock mount on
your mufflers, or are they all pretty much mounted with the rubber grommets?
The muffler, y, and elbow had benn recoated over the winter, so all the
connections were free and coated with never sieze.
Thanks in advance for any comments.
Fly safe
Bob Griffin
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: cracked muffler |
This in not terribly unusual for Rotax mufflers. Several of the locals
(including me) that use a sidemount muffler have eventually had some sort
of cracking along the outside of the cone curve or where it joins the
muffler or both at once. I think this is partly from mounting loads but
more from the pressure pulses going around the curve in the cone and
concentrating repeated stresses along the outside weld as they make the
curve. It was partly for that reason that I went to the rear mounted
(Quicksilver) style pipe on my MKIII. Mounting the muffler closer to the
engine's center of motion reduces vibratory stress on the attachments and
joints, and the straight cone receives less concentrated pulse stresses
along just one weld.
As part of this modification I changed the attachments to eliminate the
standard springs and the worry that they might break and go through the
prop. Hopefully, these mods will improve reliability.
Pictures available at
http://www.bcchapel.org/pages/0003/pg2.htm
Richard Pike
MKIII N420P (420ldPoops)
>
>During rutine preflight I noticed a discoloration from exhaust on the front
>of my muffler where the pipe attaches to it. Looking closer, I found it to be
>cracked around the outside of the weld. It seemed to be cracked most all the
>way around except an 1/8" here and there still holding things
>together. My 618
>is mounted on lord engine mounts which allows it to vibrate quite a bit and
>the muffler is mounted with rubber mounts which makes a fairly
>solid connection
>to the plate to which it is mounted. What I'm trying to say is the engine
>moves alot and the muffler does not. This may have contributed to the
>cracking ?
>I was wondering if any of you on the list have used more of a shock mount on
>your mufflers, or are they all pretty much mounted with the rubber grommets?
>The muffler, y, and elbow had benn recoated over the winter, so all the
>connections were free and coated with never sieze.
>
>Thanks in advance for any comments.
>Fly safe
>Bob Griffin
>
>
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Ok guys thanks! Looks like Pennzoil air cooled is my choice. Got a lot to learn
about these 2 strokes now. Kirk
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Thank you Mr. Pike |
I did a test flight of the totem pole today and I can not believe the
difference in handling. I took Padre Pikes idea of moving the aileron
control rods inward an inch. Almost feels like power steering. In it's
original configuration I could hardly move the ailerons. Much harder than a
standard MK111. I would recomend this mod to anyone. Perhaps only moving 3/4
inch would be enough. Before you do it be aware that you will have to
lengthen the aileron rods but if you are almost bottoming out at the fitting
then it will just be a matter of unscrewing the fitting a bit.
I noticed another peculiarity on the Club plane last week while doing more
testing. It flys straight. No left turn tendancy. What the heck did I do
wrong Light ailerons and no left turn. It can't be a Kolb :)
Just got back from Osh. I am beginnning to remove my 582 and ready to
install my Jabi. Should be fun.
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | New To List Like It Already |
Hi all ... I have a Firestar KX and am kearning more and more ... Any one
have a Video from an in plane camera showing Landing procedures ???
Thanks ... Dave
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
(
Any one out there have A 1-1/4 Firestar II Leg for sale ....... Thanks ...
Dave
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Flight to Oshkosh |
Hi All:
Got home, after 11 days, from my flight up through
Michigan, the UP, Oshkosh, corn and bean fields of
Illinois, the mountains and trees of Tennessee and
Alabama. My timing, by chance of course, could
not have been better. Ten miles north of Gantt
International Airport I hit rain. Luckily, it was
the tail end of a big thunderstorm and rainstorm
that was on its way south out of my area. Landed
about 1800. That's 6 o'clock PM, National Guard
time.
Departed home at noon 25 Jul. RON Kolb Factory,
London, KY. Flew 10,000 to 12,000 feet ASL for
most of the flight to take advantage of a 10 to 15
mph tailwind, rather than a headwind.
26 Jul, flew to Mentone, Indiana. Stopped briefly
to visit the Popular Rotorcraft Convention. Was a
fish out of water amongst the rotor heads, so
departed for Michigan after a couple hour, or
less, visit.
Found Rick Nielsen's airstrip west of Lansing with
no problem. Wind was blistering out of the west,
so decided to take a rain check on landing there.
After buzzing his house two or three times, got no
response, and headed for Linden, MI.
Had RON'd Linden in my Firestar in 1989. Hoping,
expecting, to see the same airport I had flown out
of, did not happen. The old T hanger I slept in
with my Firestar had been bulldozed. The old
"character" airfield was undergoing a makeover
into a new air park.
Considered staying at Linden for the night. Not a
living soul around. Decided to see if I could
find Kirk "Snuffy" Smith's airstrip. Shortly
thereafter, I found Snuffy's airstrip, where I
RON'd. Snuf was not at home, but it was nearing
darkness, so decided this was a good secure place
to stay amongst the mosquitoes.
A short flight up the road on 27 Jul got me to
Gaylord, where my Primary I instructor pilot in
Army Rotary Wing School lives. He kicked me out
of the next for my very first solo in a Hughes
TH-55 (Mattel Mecherscmidt) helicopter.
28 Jul was a short 60 mile flight to St Ignace,
MI. Upon arrival I discovered John Williamson's
airplane and tent. John was still in the sack,
but a flew orbits above the airport got him out of
the tent and on to his feet.
If you read John's recent email of the trip, you
know the rest of the story as far as Oshkosh.
Just used a protractor to compute the miles we
flew along Whitefish Bay and the south shore of
Lake Superior: approximately 120 miles of low
level, on the deck, mostly over crystal clear
water, flying.
Had a great visit with Scott Trask and friends. A
couple more flights through this AO and I will be
a true "red neck" Uper. I love the area and the
people.
Departed Oshkosh for Sullivan, IL, Sunday about
1550 (2:50 o'clock NG time), ten minutes before
they closed Whitman Field for the daily airshow.
After refueling at my regular stop, Jolliet, IL, I
was on again/off again flying to Sullivan or
home. Depended on how severe the rain storms and
thunder storms were. Dodging in and out, and
around them, I finally got clear sailing into
Shelby County Airport, IL. RON with Don G and
family.
Got up early, drank coffee and BS'd, ate breakfast
and BS'd, flew Don in the Mark III and BS'd, until
we finally got refueled and I was on my way south
again. Stopped off at Lake Barclay State Park
Airport so I could eat a great meal at the lodge.
They have telephone, dial "0" for the desk, and a
van will be there shortly to pick you up and take
you to lunch.
From Lake Barclay to Lawrenceville, TN, for fuel.
Then another two hours and I was landing in the
rain at Gant International about 1800.
A great flight, 36 hours total. Aprx'ly 2,700 sm
and 180 gal of fuel (estimate).
Miss P'fer ("P" fer plane) and the ROTAX 912S
performed impeccably the entire flight.
I'm old fashioned and my pictures will take a few
days to get developed. When the get back I will
post for your edification and hopefully, your
enjoyment.
Take care,
john h
Titus, Alabama
________________________________________________________________________________
| From: | "Christopher J Armstrong" <tophera(at)centurytel.net> |
I AM Back from Oshkosh as well.
Most interesting things for me were the Ultravair, a 1/3 corvair
ultralight engine. Somewhat similar to a 1/2 VW but lighter and with a
bit more power, but probably a bit more work to do to convert it.
www.ultravair.com
and the 8 cylinder radial cam RADCAM engine being developed by Earthstar
aircraft designer Mark Bierely. It is projected to make 60 HP and weigh
around 65 pounds ready to run. It should have decent fuel burn as
well due to the high piston dwell at top dead center that the cam
profile provides.
http://www.rad-cam.com/
Also a really amusing VTOL craft was on display. I predict a very short
first flight ending in a spectacular upside down landing and massive
carnage. (Well it looks like it is unstable and uncontrollable in hover
anyway)
http://www.amvaircraft.com/
and then there was the startubes that were installed on the rotorway
helicopter engines that did some magic to the fuel vaporization and
improved engine power and reduced fuel flow.
www.startube.com
(this website is locked up right now.... I assume they will fix it when
they get back from Oshkosh.
Got to see one ultralight crash on the road at the north end of the
runway, have not heard how the pilot is, anybody know?
Topher
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
Pilot and large passenger walked away. From my vantage point, it looked
like he was mushing the whole way out of the runway. Fortunately, he was
good enough to plant it on the road instead of the house on one side and the
vehicles on the other side.
Did you see the factory CGS Hawk break its gear and finish its landing
on
its belly minutes after the first crash? Chuck was pretty torqued that the
demo pilot didn't use flaps for that landing.
J.D. Stewart
UltraFun AirSports
http://www.ultrafunairsports.com
FlyChallenger E-mail list and Website Administrator
http://challenger.inebraska.com
TitanAircraft e-mail list
http://groups.yahoo.com/group/Titanaircraft/
>
>
>
>
> I AM Back from Oshkosh as well.
>
> Got to see one ultralight crash on the road at the north end of the
> runway, have not heard how the pilot is, anybody know?
>
> Topher
>
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
I have a Kolb Mk III (582).
Does anyone know the max. speed for flying with the flaps fully extended?
===============================================
i asked kolb the same question and was told that if you could pull the
handel it is safe to fly. as for me i generaly fly at 70 with full flaps.
boyd
________________________________________________________________________________
| From: | "Christopher J Armstrong" <tophera(at)centurytel.net> |
Pilot and large passenger walked away. From my vantage point,
it looked
like he was mushing the whole way out of the runway. Fortunately, he
was
good enough to plant it on the road instead of the house on one side and
the
vehicles on the other side.
Did you see the factory CGS Hawk break its gear and finish its
landing on
its belly minutes after the first crash? Chuck was pretty torqued that
the
demo pilot didn't use flaps for that landing.
I was on my bike headed out the gate and heard it then turned around to
see it. Took a picture if anybody is interested. Watched the emergency
guys for a few minutes and then headed down to the forums to here Burt
Rutan talk. Missed the hawk splat. The previous day there was a trike
on an amphibious boat that did a roll over. That plane head a coaxial
counter rotating prop on it on a 582 engine. Took a picture if anybody
is interested. Not sure what the point is of having two props on one
engine but may increase static thrust a bit. They have a web site:
www.ramphosusa.com
Topher
________________________________________________________________________________
| From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
| Subject: | Re: full flap sped |
I had my Mark 111, w/582, marked at indicated 70mph, or below.
Dallas Shepherd
Norfork, Arkansas
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Tuesday, August 05, 2003 02:26:17 PM
Subject: Kolb-List: full flap sped
I have a Kolb Mk III (582).
Does anyone know the max. speed for flying with the flaps fully extended?
===============================================
i asked kolb the same question and was told that if you could pull the
handel it is safe to fly. as for me i generaly fly at 70 with full flaps.
boyd
.
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Hey guys I'm looking for a head set and push to talk button (for stick) I have
an Icom, what and where do you recommend?
Bryan Green (Elgin SC)
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: 447 rotax oil |
Richard Pike wrote:
>
>
> So - you like it better than prune juice & Metamucil?
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
The preacher's way with words calling Klotz and Seafoam a bunch of Bull
Poop :
)
________________________________________________________________________________
| From: | "Andy Bondy" <andy.bondy(at)sympatico.ca> |
Rick,
The Fly-in you were asking us (Woody and myself) about at Oshkosh is in Three
Rivers, Mich. on Labour Day weekend.
The url to the info is : http://www.aerosports.org/Docs/who.htm
Andy Bondy
----- Original Message -----
From: "Rick & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: RE: Kolb-List: up and away (again)
:
: Woody
:
: Do you have any information on that fly-in in Michigan.
: I haven't heard anything about it or even were it is.
:
: Rick Neilsen
: Redrive VW powered MKIII
:
:
:
:
:
:
:
:
:
________________________________________________________________________________
| Subject: | Re: 447 rotax oil |
| From: | ul15rhb(at)juno.com |
writes:
> The preacher's way with words calling Klotz and Seafoam a bunch of
> Bull
> Poop
Gene,
Use what you want. I have seen the difference between synthetic oil and
mineral Pennzoil on another 447 in an Original Firestar like mine.
My 447 will continue using Klotz synthetic with an occasional Seafoam
treatment. No doubt about it.
I like the idea of it running reliably well for many years to come :)
Ralph Burlingame
Original Firestar
16 years flying it
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
I got something called lightspeed. it came with a patch for a push to talk.
I got
the momentary button (the push to talk button) at radio shack and put it in
myself.
it works great. my icom is a icom sport.
mark
southern mn
________________________________________________________________________________
| From: | "Hans vanAlphen" <hva(at)bellsouth.net> |
"Kolb-List Digest List"
Brian , I highly recommend the Lightspeed Solo headsets from Aircraft
Spruce. And the push to talk switch from Radio Shack soldered to a
telephone cord and superglued in the top of the stick.
Hans van Alphen
Mark III Xtra
Bmw powered
106 hours.
>
>
> Hey guys I'm looking for a head set and push to talk button (for stick) I
have
> an Icom, what and where do you recommend?
> Bryan Green (Elgin SC)
>
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: 447 rotax oil |
ul15rhb(at)juno.com wrote:
>
> I like the idea of it running reliably well for many years to come :)
>
> Ralph Burlingame
> Original Firestar
> 16 years flying it
Me too, But I run Wal Mart. Flying 2 strokes since 1980 with no engine
seizure. :
)
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb / Oil Also Landing Gear & Skid plate |
For Oil Lockwood Recommends Pennzoil 2stroke AIR COOLED ... DAP Has it here
for about $1.20 enough for 3 gallons ...
How many of u guys have snapped off your landing gear ?
How about putting a Skid plate under the fuselage to protect it ...
My buddy snapped his gear off a few years ago so go easy on the flames :
)
Does anyone have any Gear legs for sale ?
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
Hey John , did you carry all your oil with you in
your" 2 cycle days".....
> Mike in MN
Mike/All:
With the Firestar/447 and Mark III/582 I had 12
quarts of Pennzoil for aircooled engines on board.
That's about 3 gals. Even then, on flights to
New England and the long way to Oshkosh, I had to
scrounge engough oil to get back to Alabama.
I ran Wal*Mart two stroke oil in the 582 for a
while. Stock piled some and have about 5 or 6 gal
left over. Will take 27 years to use that much
oil in a weed eater. :-)
Take care,
john h
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Thanks Mark
Bryan Green (Elgin SC)
----- Original Message -----
From: <Mhqqqqq(at)aol.com>
Subject: Re: Kolb-List: head set
>
> I got something called lightspeed. it came with a patch for a push to
talk.
> I got
> the momentary button (the push to talk button) at radio shack and put it
in
> myself.
>
> it works great. my icom is a icom sport.
>
> mark
> southern mn
>
>
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Thank you Hans, thats two votes for the Lightspeed.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Hans vanAlphen" <hva(at)bellsouth.net>
Subject: Kolb-List: Re: Headsets
>
> Brian , I highly recommend the Lightspeed Solo headsets from Aircraft
> Spruce. And the push to talk switch from Radio Shack soldered to a
> telephone cord and superglued in the top of the stick.
> Hans van Alphen
> Mark III Xtra
> Bmw powered
> 106 hours.
>
> >
> >
> > Hey guys I'm looking for a head set and push to talk button (for stick)
I
> have
> > an Icom, what and where do you recommend?
> > Bryan Green (Elgin SC)
> >
>
>
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
I have the Lightspeed Cross-County (ANR) and the Solo.... My passengers
(poor things) use the Solo and I use the Cross-Country. The ANR is
probably a "minimal" ANR, but it's VERY noticeable, and VERY nice to have,
especially for cross country flights. As for the Solo, I've never had a
passenger complain, so I supposed they're okay, too! But I'd go for the
Cross-Country headset. The ANR doesn't quiet everything, but it takes that
edge off.
-- Robert
At 06:45 PM 8/6/2003, you wrote:
>
>Thank you Hans, thats two votes for the Lightspeed.
>Bryan Green (Elgin SC)
>----- Original Message -----
>From: "Hans vanAlphen" <hva(at)bellsouth.net>
>To: ; "Kolb-List Digest List"
>
>Subject: Kolb-List: Re: Headsets
>
>
> >
> > Brian , I highly recommend the Lightspeed Solo headsets from Aircraft
> > Spruce. And the push to talk switch from Radio Shack soldered to a
> > telephone cord and superglued in the top of the stick.
> > Hans van Alphen
> > Mark III Xtra
> > Bmw powered
> > 106 hours.
> >
> > >
> > >
> > > Hey guys I'm looking for a head set and push to talk button (for stick)
>I
> > have
> > > an Icom, what and where do you recommend?
> > > Bryan Green (Elgin SC)
> > >
> >
> >
>
>
-- cell: 713-503-2949
-- fax : 425-928-3369
-- web pages: http://www.rlaird.net http://www.texas-flyer.com
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
I really like my ultra com
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Thanks Robert I'll check them out also.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Robert Laird" <rlaird(at)cavediver.com>
Subject: Re: Kolb-List: Re: Headsets
>
>
> I have the Lightspeed Cross-County (ANR) and the Solo.... My passengers
> (poor things) use the Solo and I use the Cross-Country. The ANR is
> probably a "minimal" ANR, but it's VERY noticeable, and VERY nice to have,
> especially for cross country flights. As for the Solo, I've never had a
> passenger complain, so I supposed they're okay, too! But I'd go for the
> Cross-Country headset. The ANR doesn't quiet everything, but it takes
that
> edge off.
>
> -- Robert
>
>
> At 06:45 PM 8/6/2003, you wrote:
> >
> >Thank you Hans, thats two votes for the Lightspeed.
> >Bryan Green (Elgin SC)
> >----- Original Message -----
> >From: "Hans vanAlphen" <hva(at)bellsouth.net>
> >To: ; "Kolb-List Digest List"
> >
> >Subject: Kolb-List: Re: Headsets
> >
> >
> > >
> > > Brian , I highly recommend the Lightspeed Solo headsets from Aircraft
> > > Spruce. And the push to talk switch from Radio Shack soldered to a
> > > telephone cord and superglued in the top of the stick.
> > > Hans van Alphen
> > > Mark III Xtra
> > > Bmw powered
> > > 106 hours.
> > >
> > > >
> > > >
> > > > Hey guys I'm looking for a head set and push to talk button (for
stick)
> >I
> > > have
> > > > an Icom, what and where do you recommend?
> > > > Bryan Green (Elgin SC)
> > > >
> > >
> > >
> >
> >
>
>
> -- cell: 713-503-2949
> -- fax : 425-928-3369
> -- web pages: http://www.rlaird.net http://www.texas-flyer.com
>
>
________________________________________________________________________________
| From: | FIXERJONES(at)aol.com |
| Subject: | Re: cracked muffler |
i had the same problem with cracking exaust pipes untill i used urethane
mounting bushings to keep flexing & vibration down to a minumn.
________________________________________________________________________________
| From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
| Subject: | Re: New and Kolb |
Some people out there, including me, would argue that the original Firestars
were the best-flying of all the Kolb models. The original Firestars are
still out there flying and doing what Kolbs do best.
>From: "Dolores and Mike" <mikedoloresa(at)adelphia.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Kolb-List: New and Kolb
>Date: Mon, 4 Aug 2003 14:16:22 -0700
>
>
>
>Hi folks, I've been interested in ultralights since first looking into them
>10yrs ago. I'm now going to purchase one(about time!)and need advice. I
>just went to Oshkosh AirVenture 2003(a must see!) to check out whats new in
>ultralights and found IMO Kolb's aircraft some of the best UL's there. I
>have also been considering Challenger,Phantom,Quicksilver and Aerolite. As
>far as FAR Part 103 UL's and a newbe who would like to be satisfied with
>his UL's performance capabilities long after his 'begginers' stage, would
>the Firefly be my best choice or would you folks suggest another aircraft
>initially? Thanks for your help,I really appreciate it.
>
>
> Mike
>
>
________________________________________________________________________________
| Subject: | Lorance airmap 100 |
Hi Gang,
Decided to junk my GPS 12 after it lead me astray. I asked around at our Eaa
Chapter meeting and several recommended the above. I checked Ebay and you can
buy one for $226.00. You can also call JA Air at 1-800-323-5966 and have one
shipped with the power card for $229.00 thru UPS. You could also bed on one and
probably get it cheaper. Go to Lorance site and you can down load the manual
free.
Tom Guidroz-Kolb MK III 259
Houma La.
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: Kolb-List Digest: 16 Msgs - 08/06/03 |
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Kolb-List: Misc...
Hey Guys,
Thanks for the reply Frank , sounds like the way to patch
those
rips....but what is HS-90 ???
Stits Poly fiber covering fabric HS-90X used for all your Kolb wing, tail
and cabin covering.
Sorry for the omission.
Frank Reynen
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Lorance airmap 100 |
Tom --
I've had one for a couple of years, and I'm _very_ happy with it. The
screen is small, but it's sharpness almost makes up for that. The features
-- particularly the aviaiton-specific features -- are top-notch. You
should enjoy it!
-- Robert
At 03:47 PM 8/7/2003, you wrote:
>
> Hi Gang,
>
>Decided to junk my GPS 12 after it lead me astray. I asked around at our Eaa
>Chapter meeting and several recommended the above. I checked Ebay and you can
>buy one for $226.00. You can also call JA Air at 1-800-323-5966 and have one
>shipped with the power card for $229.00 thru UPS. You could also bed on
>one and
>probably get it cheaper. Go to Lorance site and you can down load the manual
>free.
>
>Tom Guidroz-Kolb MK III 259
>Houma La.
>
>
-- cell: 713-503-2949
-- fax : 425-928-3369
-- web pages: http://www.rlaird.net http://www.texas-flyer.com
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Lorance airmap 100 |
BTW, if you ever want to, ahem, "share" the database upgrade, let me
know. They're kind of pricey.
-- Robert
P.S. Check out my website when you get a minute: http://Texas-Flyer.com
>Tom --
>
>I've had one for a couple of years, and I'm _very_ happy with it. The
>screen is small, but it's sharpness almost makes up for that. The
>features -- particularly the aviaiton-specific features -- are
>top-notch. You should enjoy it!
>
> -- Robert
At 03:47 PM 8/7/2003, you wrote:
>
> Hi Gang,
>
>Decided to junk my GPS 12 after it lead me astray. I asked around at our Eaa
>Chapter meeting and several recommended the above. I checked Ebay and you can
>buy one for $226.00. You can also call JA Air at 1-800-323-5966 and have one
>shipped with the power card for $229.00 thru UPS. You could also bed on
>one and
>probably get it cheaper. Go to Lorance site and you can down load the manual
>free.
>
>Tom Guidroz-Kolb MK III 259
>Houma La.
________________________________________________________________________________
| Subject: | Magellan Meridian series GPS |
| From: | ul15rhb(at)juno.com |
Guys,
Another great but cheap ($200) GPS is the Magellan Meridian series. I
have the Gold model and it's not only easy to use, but has the whole map
of the US stored in it's memory along with all the airports. The mapping
feature shows what's under me as I'm flying along.
The screen is bigger than most of them with better resolution showing
cities/towns, airports, highways, RR tracks, lakes, and points of
interest.
A CD can be ordered for finer detail of city and residential streets or
topographical maps.
Batteries last 14 hours and can plug into a 9-35 volt external power
source. I use a 9.5vdc external rechargeable battery with the internal
"AA" batteries as a backup.
I love it and the price is right.
Ralph
Original Firestar
16 years flying it
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Magellan Meridian series GPS |
Hello Ralph I've recently purchased a older Firestar I (about 89) with
approx. 200 hrs. I am looking at adding a full enclosure before winter. If
you have any suggestions or advice please let me know and send me a picture
of your bird if you have one. I am attaching one of mine. Fly safe and have
fun.
Bryan Green (Elgin SC)
----- Original Message -----
From: <ul15rhb(at)juno.com>
Subject: Kolb-List: Magellan Meridian series GPS
>
> Guys,
>
> Another great but cheap ($200) GPS is the Magellan Meridian series. I
> have the Gold model and it's not only easy to use, but has the whole map
> of the US stored in it's memory along with all the airports. The mapping
> feature shows what's under me as I'm flying along.
>
> The screen is bigger than most of them with better resolution showing
> cities/towns, airports, highways, RR tracks, lakes, and points of
> interest.
>
> A CD can be ordered for finer detail of city and residential streets or
> topographical maps.
>
> Batteries last 14 hours and can plug into a 9-35 volt external power
> source. I use a 9.5vdc external rechargeable battery with the internal
> "AA" batteries as a backup.
>
> I love it and the price is right.
>
> Ralph
> Original Firestar
> 16 years flying it
>
> The best thing to hit the internet in years - Juno SpeedBand!
> Surf the web up to FIVE TIMES FASTER!
>
>
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Magellan Meridian series GPS |
Dont know what happen to the pic but here it is again.
Bryan Green (Elgin SC)
----- Original Message -----
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: Kolb-List: Magellan Meridian series GPS
>
> Hello Ralph I've recently purchased a older Firestar I (about 89) with
> approx. 200 hrs. I am looking at adding a full enclosure before winter. If
> you have any suggestions or advice please let me know and send me a
picture
> of your bird if you have one. I am attaching one of mine. Fly safe and
have
> fun.
> Bryan Green (Elgin SC)
> ----- Original Message -----
> From: <ul15rhb(at)juno.com>
> To:
> Subject: Kolb-List: Magellan Meridian series GPS
>
>
> >
> > Guys,
> >
> > Another great but cheap ($200) GPS is the Magellan Meridian series. I
> > have the Gold model and it's not only easy to use, but has the whole map
> > of the US stored in it's memory along with all the airports. The mapping
> > feature shows what's under me as I'm flying along.
> >
> > The screen is bigger than most of them with better resolution showing
> > cities/towns, airports, highways, RR tracks, lakes, and points of
> > interest.
> >
> > A CD can be ordered for finer detail of city and residential streets or
> > topographical maps.
> >
> > Batteries last 14 hours and can plug into a 9-35 volt external power
> > source. I use a 9.5vdc external rechargeable battery with the internal
> > "AA" batteries as a backup.
> >
> > I love it and the price is right.
> >
> > Ralph
> > Original Firestar
> > 16 years flying it
> >
> > The best thing to hit the internet in years - Juno SpeedBand!
> > Surf the web up to FIVE TIMES FASTER!
> >
> >
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Magellan Meridian series GPS |
ALL attachments are stripped. Send Picture off list.
----- Original Message -----
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: Kolb-List: Magellan Meridian series GPS
>
> Dont know what happen to the pic but here it is again.
> Bryan Green (Elgin SC)
> ----- Original Message -----
> From: "bryan green" <lgreen1(at)sc.rr.com>
> To:
> Subject: Re: Kolb-List: Magellan Meridian series GPS
>
>
> >
> > Hello Ralph I've recently purchased a older Firestar I (about 89) with
> > approx. 200 hrs. I am looking at adding a full enclosure before winter.
If
> > you have any suggestions or advice please let me know and send me a
> picture
> > of your bird if you have one. I am attaching one of mine. Fly safe and
> have
> > fun.
> > Bryan Green (Elgin SC)
> > ----- Original Message -----
> > From: <ul15rhb(at)juno.com>
> > To:
> > Subject: Kolb-List: Magellan Meridian series GPS
> >
> >
> > >
> > > Guys,
> > >
> > > Another great but cheap ($200) GPS is the Magellan Meridian series. I
> > > have the Gold model and it's not only easy to use, but has the whole
map
> > > of the US stored in it's memory along with all the airports. The
mapping
> > > feature shows what's under me as I'm flying along.
> > >
> > > The screen is bigger than most of them with better resolution showing
> > > cities/towns, airports, highways, RR tracks, lakes, and points of
> > > interest.
> > >
> > > A CD can be ordered for finer detail of city and residential streets
or
> > > topographical maps.
> > >
> > > Batteries last 14 hours and can plug into a 9-35 volt external power
> > > source. I use a 9.5vdc external rechargeable battery with the internal
> > > "AA" batteries as a backup.
> > >
> > > I love it and the price is right.
> > >
> > > Ralph
> > > Original Firestar
> > > 16 years flying it
> > >
> > > The best thing to hit the internet in years - Juno SpeedBand!
> > > Surf the web up to FIVE TIMES FASTER!
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I'm finally back from Oshkosh. I wanted to leave Monday morning early but
was delayed till almost airshow time by fog. I then got caught in school
craft county for most of the day on Tuesday by fog. Wednesday also fogged me
in Gaylord till almost 11AM. Then there was a big thunder storm that sat
over my runway most of the evening on Wednesday so I landed at a nearby
strip and retrieved my plane this morning.
I flew 20.2 hours from Grand Ledge Michigan to Oshkosh and back. There were
two times I had to back track or divert due to weather for a total of
120miles. I burned 81.5 gallons for a average fuel burn of 4.03 gallons per
hour. The VW ran super the whole way without skipping a beat even over
Beaver Island.
The trip was wonderful. The flight from Iron Mountain to Oshkosh was a
experience that I will NEVER forget. I flew with three other Kolbs and a
Kitfox the 120 miles on a morning that was perfectly smooth. We dropped down
to 300 AGL for approach to Oshkosh and blasted in at 75mph single file. I
was forth in line watching John Hawk then John Williamson then Scott Trash
ahead of me bouncing around in each other's wake for a fly by of the
Ultralight strip and then in for a landing. Wow what a blast. My face really
did hurt from a ear to ear grin. Thank you Scott for hosting the get to
gether at you place in what really is gods country. And thanks to everyone I
flew with for a super experience.
Rick Neilsen
Redrive VW powered MKIII
________________________________________________________________________________
| From: | "Blackwell, Charlie & Meredith" <wozani(at)optonline.net> |
For my radio setup, which performs very well, I got all the parts from CPS (California Power Systems, www.800-airwolf.com). The Ultra-com headsets are comfortable and quiet, the Ultra-com II intercom is both battery powered and can be connected to the plane power supply. I got a comtronics patch cord with push to talk switch that performs well. The catalog has a list of radios that they work with (looks like over 70 choices). I use it with a Vertex standard pro V radio for good results. Only change I plan on is the shielded spark plug covers and maybe wires if needed.
Much of my flying is near or into busy airports. Last thing anyone needs is more
complaints of ultralights not communicating in the pattern. Seems like there
are enough places we are not welcome already.
Charlie Blackwell, MKII in NJ
________________________________________________________________________________
Richard...Good to see you home safe and sound...
It certainly was a pleasure meeting you and chatting at OshKosh. best of
luck to you and yours!
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
800-626-7326
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Thanks for all the input from everyone on my headset question. I went with a package
from RAD electronics will let you know how it works out.
Bryan Green (Elgin SC)
________________________________________________________________________________
| From: | Jim Clayton <jspc78(at)yahoo.com> |
| Subject: | I'm off the fence! |
Greeting Kolbers,
Traveled to Oshkosh last week and bought a Mark 3
Xtra! After six months of research and endless
e-mails to Linda at Kolb, I was ready to see and fly
the Xtra. The flight went great, with no surprises
(thanks, Norm). Had the pleasure to meet some of you
folks on this list: John Hauck, John Williamson, Rick
Nielsen, Don Gherardini, Terry and your wife Pat
(sorry, I don't recall your last name) and several
other whose names I don't recall. You guys were so
very helpful, offering your experience and vast
knowledge of all things Kolb, and I appreciate all of
you putting up with my endless questions and picture
taking of your planes! Visited with the crew at Kolb,
hanging around all week, peppering everyone with
endless questions, and they were very friendly,
helpful AND patient :-) My thanks to everyone!
Through this process I decided to go with the ailerons
and flaps, instead of the flaperons, on the Xtra cage,
and planning to run the 912S. I can't wait to start
on kit #1 which should arrive in three weeks or so!
For now I'm looking at air powered rivet guns, and
other tools to get my little garage ready.
-Jim
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: I'm off the fence! |
Welcome aboard Jim.
Denny Rowe Mk-3, N616DR, 2SI 690L-70, Leechburg PA
----- Original Message -----
From: Jim Clayton <jspc78(at)yahoo.com>
Subject: Kolb-List: I'm off the fence!
>
> Greeting Kolbers,
>
> Traveled to Oshkosh last week and bought a Mark 3
> Xtra! After six months of research and endless
> e-mails to Linda at Kolb, I was ready to see and fly
> the Xtra. The flight went great, with no surprises
> (thanks, Norm). Had the pleasure to meet some of you
> folks on this list: John Hauck, John Williamson, Rick
> Nielsen, Don Gherardini, Terry and your wife Pat
> (sorry, I don't recall your last name) and several
> other whose names I don't recall. You guys were so
> very helpful, offering your experience and vast
> knowledge of all things Kolb, and I appreciate all of
> you putting up with my endless questions and picture
> taking of your planes! Visited with the crew at Kolb,
> hanging around all week, peppering everyone with
> endless questions, and they were very friendly,
> helpful AND patient :-) My thanks to everyone!
> Through this process I decided to go with the ailerons
> and flaps, instead of the flaperons, on the Xtra cage,
> and planning to run the 912S. I can't wait to start
> on kit #1 which should arrive in three weeks or so!
> For now I'm looking at air powered rivet guns, and
> other tools to get my little garage ready.
>
> -Jim
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | george murphy <geomurphy(at)direcway.com> |
| Subject: | how much is enough |
I am in the process of restoring a tired firestar. It needs to have the
wings recovered since they are over 15 years old and the original builder
failed to silvercoat before spraying the final coat of paint. I do not have
the construction instructions and am having to sorta "wing it" on the how
and what to do. Does anyone know how much fabric and related materials
(rivets, tape etc) is required for two complete wings only. If anyone has
an old set of instructions that are no longer needed I would be interested
in purchasing them from you. Thanks, George Murphy
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: how much is enough |
Hello George I recently bought a early Firestar and got the instructions
with it. Send me your address of list and I will photo copy and send to you.
If you have a pic of your plane send it to.
Bryan Green (Elgin SC)
----- Original Message -----
From: "george murphy" <geomurphy(at)direcway.com>
Subject: Kolb-List: how much is enough
>
> I am in the process of restoring a tired firestar. It needs to have the
> wings recovered since they are over 15 years old and the original builder
> failed to silvercoat before spraying the final coat of paint. I do not
have
> the construction instructions and am having to sorta "wing it" on the how
> and what to do. Does anyone know how much fabric and related materials
> (rivets, tape etc) is required for two complete wings only. If anyone has
> an old set of instructions that are no longer needed I would be interested
> in purchasing them from you. Thanks, George Murphy
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Who was it that needed the ultrastar plans, you bought the wrecked one? get in
touch with me.
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
| Subject: | Slingshot Wanted |
Wanted - Kolb Slingshot in any stage from unstarted
Kit to flying airplane. Please contact Wayne with
details.
Thanks
Wayne
wfwilson1(at)yahoo.ca
519-736-0577
________________________________________________________________________________
| From: | "Sandy Hegyi" <sandyh(at)dccnet.com> |
| Subject: | Puddle Jumper Floats |
I have a newly restored 1986 Kolb Twinstar that flies just great. Somehow
thru some wheeling and dealing I came into possession of a pair of Puddle
Jumper amphib floats and am wondering if anyone has ever installed them on a
Kolb and how they worked.
________________________________________________________________________________
| From: | Ken W Korenek <kenkorenek(at)charter.net> |
| Subject: | New Engine for FireStar |
Hey Kolbers!
Got a question for you guys. I'm thinking about a new engine for
my FireStar so that I can keep up with John Williamson's Kolbra.
Any body ever thought about putting a Rotax 582 on a FireStar?
I'll bet that extra 15 HP would really do some good! I have the gross
weight to spare...
I always heard that the structure couldn't handle the torque, but
now I find that the upper tube that supports the engine and absorbs the
torque is the same for all the Kolb models- FireStar has the same cage
top that the Mk3 and Kolbra use. The lower cage structure is a bit
different but the inboard wing attach and drag strut geometry is also
the same.
A 582 with a 3:1 gearbox would allow a bigger prop to turn slower-
quieter and better performing.
I've never heard of a 582 on an FS, but what would be the pitfalls?
You guys have any opinions on this?
Ken Korenek
St Louis, Mo
Firestar # 438
95 hours
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: New Engine for FireStar |
> Got a question for you guys. I'm thinking about a new engine for
> my FireStar so that I can keep up with John Williamson's Kolbra.
> Ken Korenek
Ken/All:
If I wanted to cruise with John W's Kolbra, I
would buy a Kolbra or an equivilent aircraft that
was designed to cruise in the 80 to 90 mph range.
Check VNE on your Firestar. I don't know what it
is, but bet it is less than a MK III or Kolbra.
Firestar has a 7 main rib wing. I think when you
got on the Kolb List you had a 5 rib wing. Went
through a lot of discussion on your decision
making process to come up with the 7 rib wings.
I broke my 5 main rib wings.
john h
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: New Engine for FireStar |
have you thought about a AO84 surplus engine??
http://groups.yahoo.com/group/surplusengines?yguid=138616889
----- Original Message -----
From: "Ken W Korenek" <kenkorenek(at)charter.net>
Subject: Kolb-List: New Engine for FireStar
>
> Hey Kolbers!
>
>
> Got a question for you guys. I'm thinking about a new engine for
> my FireStar so that I can keep up with John Williamson's Kolbra.
>
> Any body ever thought about putting a Rotax 582 on a FireStar?
> I'll bet that extra 15 HP would really do some good! I have the gross
> weight to spare...
>
> I always heard that the structure couldn't handle the torque, but
> now I find that the upper tube that supports the engine and absorbs the
> torque is the same for all the Kolb models- FireStar has the same cage
> top that the Mk3 and Kolbra use. The lower cage structure is a bit
> different but the inboard wing attach and drag strut geometry is also
> the same.
>
>
> A 582 with a 3:1 gearbox would allow a bigger prop to turn slower-
> quieter and better performing.
>
>
> I've never heard of a 582 on an FS, but what would be the pitfalls?
>
>
> You guys have any opinions on this?
>
>
> Ken Korenek
> St Louis, Mo
>
>
> Firestar # 438
> 95 hours
>
>
>
>
>
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: Flying? Maybe? A Kolb. |
David and Group,
--->
then today a fella - who flies Thundergulls told me they (Kolbs) ground loop easily
and to be careful.<--
We have a number of Titan/Thundergull pilots flying in the Midwest. They
show up at distant fly-ins almost as often as Kolbs. I have polled them
about why they chose a Thundergull over a Kolb, and the usual answer is
that they like the ground handling of a nose wheel plane. They worry
about ground loops and nosing over. In my opinion, some
Titan/Thundergull pilots have an inordinate fear of taildraggers, and
don't understand that Kolbs are not like most taildraggers.
John Jung
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Re: Kolb list trackware/trojans/data mining |
I use it its great ... Dave
________________________________________________________________________________
| Subject: | Re: Kolb list trackware/trojans/data mining |
I use Adaware once a week....it always finds a few hidden programs that are
running recording and sending data to who knows who..makes me mad as heck...
Richard is giving good advice men...download and run Adaware , its a great
program.
the first time i ran it it discoverd something like 65 programs that were
sending info out ...so be ready!
________________________________________________________________________________
| Subject: | FireFlys Maiden Flight! |
Mission accomplished!
Today I flew the Firefly...or "FlagFly" as some of you have started to call
her!....WOW...what a beauty...perfect handleing....no bad habits , Just as
you told me John Hauck! I had trim tabs ready to mount....but I threw em
back in the toolbox as it just does not need any! First time was gonna be a
few crowhops..but it cliombed out so dang fast...I just went around...landed
a tad hard with one bounce..went around again and 2nd landing was a little
better....3rd landing I greased her in..probably lucky, but dang I was so
proud I stopped and taxi'd over to the hanger where the lookers were and got
out to see if anything had loosened up...and of course to hear the
compliments from the gallery....back up for a little cruise...Airspeed
indicator is way off and thats the only gripe I could write down...
all you Kolber's were right, this is one Dandy little airplane...special
thanks to John H for the check ride, and all of you fellas for the sharing
of knowledge that has no doubt contributed to a perfect first flight!
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | Ken W Korenek <kenkorenek(at)charter.net> |
| Subject: | Re: New Engine for FireStar |
>
>
>
>Check VNE on your Firestar. I don't know what it
>is, but bet it is less than a MK III or Kolbra.
>
>
>
Vne is 90 MPH. I don't intend to go above that speed.
The question is about structural capability. Are the cages on
Firestars the same as MK3's and Kolbrs's in the area of the engine
mounting tube?
If so, then why can't a 582 be safely fitted to a FireStar?
Steve posted a response about a conversation with Dennis Souder that
vibration was a bigger concern than reacting the torque. I'm not sure
I understand that at all. A larger diameter prop, properly balanced
and turning slower will produce less vibration and the 582 under the
load of that prop will be smoother as well.
As far as Vne goes, I've got a sports car that will do 160 mph, but I
don't go over the Vne of 70 mph. But, I sure get to 70 fast. A 582
would sure make a FireStar a crotch-rocket. It would get to Vne
quickly, but I still wouldn't exceed it.
I'm toying with the "experimental" aspect of this hobby...
Ken
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: New Engine for FireStar |
Ken,
Why not just run a 3.47 to 1 C gearbox on a 503 with a 72 inch two blade
such as a Powerfin or Warp Drive. Or maybe even an in-flight adjustable IVO.
This would maximize your performance without the added complexities of a
liquid cooled engine. Would also keep it in the Homer recommended power
range. The 503 powered Firestars that I have seen seem to really haul the
mail.
Denny
----- Original Message -----
From: Ken W Korenek <kenkorenek(at)charter.net>
Subject: Re: Kolb-List: New Engine for FireStar
>
>
> >
> >
> >
> >Check VNE on your Firestar. I don't know what it
> >is, but bet it is less than a MK III or Kolbra.
> >
> >
> >
> Vne is 90 MPH. I don't intend to go above that speed.
>
> The question is about structural capability. Are the cages on
> Firestars the same as MK3's and Kolbrs's in the area of the engine
> mounting tube?
>
>
> If so, then why can't a 582 be safely fitted to a FireStar?
>
>
> Steve posted a response about a conversation with Dennis Souder that
> vibration was a bigger concern than reacting the torque. I'm not sure
> I understand that at all. A larger diameter prop, properly balanced
> and turning slower will produce less vibration and the 582 under the
> load of that prop will be smoother as well.
>
> As far as Vne goes, I've got a sports car that will do 160 mph, but I
> don't go over the Vne of 70 mph. But, I sure get to 70 fast. A 582
> would sure make a FireStar a crotch-rocket. It would get to Vne
> quickly, but I still wouldn't exceed it.
>
> I'm toying with the "experimental" aspect of this hobby...
>
>
> Ken
>
>
________________________________________________________________________________
| From: | "June Daum" <gjdaum(at)camano.net> |
I"ve just completed a Firefly in which I installed a Hirth 2702 -40 HP engine.
This engine turns slower than a Rotax 447 by 1000 RPM. It has a 2.59 reduction
gear. The engine obviously produces more torque. In taxi tests the airplane
pulls to the right so much that I have to cut the power to stay on the runway.
I have 100 hours on the engne whch I flew in my firestar. I may be getting
too much "P" factor. I would like to hear from anyone who has used the Hirth
2702 in a Fireflyand if they have experienced any problems.
Thanks-- George Daum
________________________________________________________________________________
| Subject: | Re: FireFlys Maiden Flight! |
Ed, Since you mentioned weight an balance and gap seal..lemme share some
stuff with you..
weight an balance...today before flight test..
with 2.5 gallons of gas and me....
had 225lbs on left main...231 on right main..47 on tailwheel...( something
close to these numbers..I forgot the sheet i used in the hangar when I came
home.so this is memory , but the percentages of chord i remember well
because it cause me some concern.)
figured to 33% of chord...a little aft of what I had hoped for...but within
the 20% to 35% spec.....then I looked at the plans agan and discovered they
used 64 inches for chord...checked with a tape and mine measured
62.5...hmm....re-figured and cam out to 34.7%....dang...I just hate to be on
the edge...so ..crow hops only today....BUT....when it flew out so quick and
climbed so fast..I had to go around....and NOT with a lot of forward stick
either...now I know this does not sound like it should be correct...but this
is how it was...dang thing just flew fine.! So i went around again...and
then again...I am not gonna change a thing for now!
Wing Gap seal
I used .018 stainless with an 3/8ths alum angle rivet to edges underneath to
sit align with wing root sides. velcro'ed down on all edges, and safety
wired from alum angle to cage on rear end of angle. inspiration for this
style of gap seal came from this forums advice.
so Since you are at this stage..I thought I might share this with you..
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: New Engine for FireStar |
Ken and Group,
Although I wouldn't recommend it, I have seen a 582 running on an original Firestar.
One problem that I see on a Firestar II is W&B. Most are already at or near the
aft
limit with a 503.
Also, if I were thinking about it, I would want to get Dennis Souder's input.
How fast are these guys cruising? My Firestar can cruise at 75 - 80 with it's 503.
And that is pitched for best climb.
There are ways to make a 503 go faster. A company in Wisconsin makes a perforance
exhaust that can add some hp. Pitching your prop for cruise can help. The large
windscreen makes a difference, as well as side panels for the back seat.
John Jung
________________________________________________________________________________
| From: | dixieshack(at)webtv.net (Mike and Dixie Shackelford) |
Possum, could you send your phone # to my email address ?? I'll be in
your area in a couple of days. Lar. Do not
Archive.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Possum message of Sun, 10 Aug 2003 23:56:18 |
>Shackelford)
>
>Possum, could you send your phone # to my email address ?? I'll be in
>your area in a couple of days. Lar. Do not
>Archive.
Lar who? Not "the" Larry? Not "gogittum" Larry?
________________________________________________________________________________
| Subject: | Re: FireFlys Maiden Flight! |
Ed....
Empty weight was 302lbs...which I'm happy with...
extras included 6.00x6 tires and alum wheels..strut fairings..electric fuel
pump...wet cell battery(from small ATV) gps and mount, alum storage
compartment in cage behind tank..left side switch panel..battery box..extra
rib braces and bow reinforcements, and polyspray uv coat..abnd who knows how
much extra weight in paint!
After thinking an awful lot on just where the aft weight is...id say that
the paint on the tail is responsible for most of it...there is alot more
tail surface to cover with paint than one would think, and the CG changes
dramatically by just leaning forward in the seat..for instance...while on
the scales with me in it, I leaned forward til my head hit the full
enclosure windscreen, and tailwheel weight went from 47 to 41, and the % of
cord changes by several % just doin this. Tail wheel arm measurement is
172.5, so a pound or 2 here makes a whole bunch of difference.
Don
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
You'll probably have to feed the throttle in slowly as speed increases
during takeoff. We found this to be true with our FireFly with a Rotax
447. While you can hold it, it's much easier just to continue to increase
power as your speed increases during the takeoff run. Once you get to the
speed where your rudder is more effective, you can go to full power. We
find it kind thrilling when you kick in the afterburner and away you go.
jerb
>
>I"ve just completed a Firefly in which I installed a Hirth 2702 -40 HP
>engine. This engine turns slower than a Rotax 447 by 1000 RPM. It has a
>2.59 reduction gear. The engine obviously produces more torque. In taxi
>tests the airplane pulls to the right so much that I have to cut the power
>to stay on the runway. I have 100 hours on the engne whch I flew in my
>firestar. I may be getting too much "P" factor. I would like to hear
>from anyone who has used the Hirth 2702 in a Fireflyand if they have
>experienced any problems.
>Thanks-- George Daum
>
>
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Re: Firefly.Hearth Vs. Rotax |
I have a question does the hearth turn in the opposite direction from the
Rotax ? ' Cause my firestar sure seems to pull to the Left ... Dave
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | FireFly Who made Fairing / GAP SEAL |
Somewhere I saw a great fiberglass gap seal / Ramair for engine/fairing
anyone know who made this ? Dave
________________________________________________________________________________
| Subject: | NPR segment on ultralights |
| From: | Erich_Weaver(at)URSCorp.com |
08/11/2003 11:58:14 AM
On Sunday, NPR broadcast a segment on Arty Trost and her ultralight
adventures - You can hear a replay from their website:
http://www.npr.org/display_pages/features/feature_1386557.html
There was also a short segment about ultralights on CNN during Oshkosh.
Nice to see some favorable press coverage.
Regards to all.
Erich Weaver
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
) spelling
Thanks guys ! Youall made my day .... I really should check a wee bit
closer ...lol Dave
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Firefly.Hearth Vs. Rotax |
Maybe you need to strap that BMW to the top - it should really turn then.
jerb
>
>I have a question does the hearth turn in the opposite direction from the
>Rotax ? ' Cause my firestar sure seems to pull to the Left ... Dave
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Firefly.Hearth Vs. Rotax |
Some Hurths I know didn't turn for very long at all.
jerb 8
)
>
>I have a question does the hearth turn in the opposite direction from the
>Rotax ? ' Cause my firestar sure seems to pull to the Left ... Dave
>
>
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
At 04:59 PM 8/11/2003, you wrote:
>
> Hey Guys,
> I forgot who it was that told us about the airmap 100
> at only 229.00
> But, THANKS !!! I've been eyeing that thing for quite a while.... I
> called them up to find out if they were some kind of "
> RETURNS or SECONDS " .....their brand NEW , So I had to jump on
> it..... The power cord cost me 10.00 more....still, what a deal.
They're selling them so low because there are two new models coming out ...
one, the AirMap 500, is already out, I believe. The other one, the AirMap
1000, will be out late this year. Both have bigger screens, use
non-proprietary memory cards for the databases, and will use WAAS if
found. Luckily, the lawyers did NOT succeed in intimidating Lowrance for
the obstructions databases are still there, thank goodness!
Both models are shown on the Lowrance web site.
I've had an AirMap 100 for 2 years and love it.
-- Robert
________________________________________________________________________________
| From: | Ken W Korenek <kenkorenek(at)charter.net> |
| Subject: | Re: New Engine for FireStar |
Hey, John,
Thanks for the response. Do you know if that 582 configuration is
still flying, who did it, where it is and how I can reach that person?
I'd go to some trouble to reach him.
The weight and balance may not be an issue at all. The 503 UL DCDI
weighs in at 69 pounds and the 582 is only 60.4 pounds; from the Rotax
Operators' Manual each a dry weight and without exhaust or radiator.
When I built my Powered Parachute, the radiator, hoses and water
weighted in at a little over 10 pounds, so the operating weight of the
503 and the 582 is roughly the same. Strategic placement of the
radiator will actually help the aft CG problem.
How do you get a 75 to 80 MPH cruise out of your 503 powered
FireStar? With a fresh wax job, nearly empty fuel tanks, wheel pants
and me half starved, mine will only do 85 at WOT. I went to a lot of
trouble to calibrate my airspeed indicator, so I know for sure I'm going
slower than you.
What's your beauty secret?
Ken Korenek
FireStar #438
N104KK
johnjung(at)compusenior.com wrote:
>
>Ken and Group,
>
>Although I wouldn't recommend it, I have seen a 582 running on an original Firestar.
>
>One problem that I see on a Firestar II is W&B. Most are already at or near the
aft
>limit with a 503.
>
>Also, if I were thinking about it, I would want to get Dennis Souder's input.
>
>How fast are these guys cruising? My Firestar can cruise at 75 - 80 with it's
503.
>And that is pitched for best climb.
>
>There are ways to make a 503 go faster. A company in Wisconsin makes a perforance
>exhaust that can add some hp. Pitching your prop for cruise can help. The large
>windscreen makes a difference, as well as side panels for the back seat.
>
>John Jung
>
>
>
>
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: Firefly.Hearth Vs. Rotax |
>
> Some Hurths I know didn't turn for very long at all.
> jerb 8
> )
>
Ya know I keep hearing stuff like that but when I ask for examples there
are none. I can't imagine ever hearing about a Rotax quitting. Just not
possible I guess. Them Hirths just give up every 5 minutes. I own a magic
Hirth and so does a friend. Both keep running smoothly. Must be a lot of
these magic HIrths out there because I haven't heard a first hand account of
a Hirth just giving up and failing. HIirth and Rotax both turn the same
direction.
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | olb-List:Hearth Vs. Hirth |
Boy was I tired when I posted thay one :
) still cant figure out why the
firestar pulls to the left ... Dave
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: FireFly Gap Seal |
Jerb,
I was speaking of the gap seal between the wings & above the pilot.
Ed (in Houston)
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: FireFly Chute |
Jerb,
I hate to sound dumb, but I have a BRS chute. It is called a soft pack. Is
that similar to a VLS? Also is your seal made of fabric or aluminum. Bill
Tuton sent me some good pictures of his nicely painted aluminum gap seal. I
think he has the cannister BRS. I want to use aluminum if I can. I think I heard
where someone put a hinge on the aluminum gap seal on a firestar. Im going
to explore that . I just dont want to rig it up and it not work IF I ever
needed it.
Ed (in Houston)
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
| Subject: | Re: : Kolb-List:Hearth Vs. Hirth |
----- Original Message -----
From: <BMWBikeCrz(at)aol.com>
Subject: Kolb-List:Hearth Vs. Hirth
>
> Boy was I tired when I posted thay one :
> ) still cant figure out why the
> firestar pulls to the left ... Dave
Dave,
I would think the left turn tendancy under power would be expected from the
engine and props P factor. Just like a General Aviation aircraft needs right
rudder to keep it straight especially on climb out.
What I can't figure out is why my Mk-3 needs left rudder to fly straight
under power, seems bass ackwards to me. The pusher configuration and gearbox
should give us the same effect as a tractor mounted non reduction engine.
Wouldn't you think?
Sincerely,
Denny (cornfused and sick of rain) Rowe
Mk-3 N616DR, 2SI 690L-70, Leechburg, PA
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: FireFlys Maiden Flight! |
Don, What a beautiful job you have done on you aircraft and congratulations
on your first flight. I was at the Kolb fly in last fall and saw what you had
on the trailer and all of those parts in boxes. What a transformation ! "IT's
ALIVE".
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: : Kolb-List:Hearth Vs. Hirth |
> I would think the left turn tendancy under power would be expected
> from the engine and props P factor. Just like a General Aviation
> aircraft needs right rudder to keep it straight especially on climb
> out.
Partially...and the fact that the rotational vortex of the pusher is
clockwise (looking from aft of acft) thus impinging vertical stab on
right causing left rudder application to compensate. Notice that the
plans never call for vertical stab offset and then take a look at other
gerneral aviation aircraft's vertical stab and you'll see the off set
designed into the aircraft. I asked Kolb about this when building but
was waived off from incorporating any offset. Should have done it
anyway.
J.Baker
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: : Kolb-List:Hearth Vs. Hirth |
Notice that the
> plans never call for vertical stab offset and then take a look at other
> gerneral aviation aircraft's vertical stab and you'll see the off set
> designed into the aircraft. I asked Kolb about this when building but
> was waived off from incorporating any offset. Should have done it
> anyway.
>
> J.Baker
J. Baker/All:
Check the Kolb List Archives. Probably find info
on my experimentation with offset leading edge,
vert stab. For many years tried to get old Kolb
to do the experimentation to save the drilling and
riveting of my airplane. After about 850 hours
of flying about a half bubble out, I decided to
bite the bullet and do my own. Tried 3/4 inch and
finally 1 3/8 inch offset. Helped some. Many
hours later discovered the offset was useless and
shortened the life of the upper vertical
stabilizer tremendously. How did I find out?
Lost my one rib bay wide trim tab on takeoff. MK
III did a great big yaw to the left. When I
landed I discovered the rudder trim tab missing.
That told me the mod to the vert stab was
ineffective. Started experimenting with rudder
trim tab again. Started out 3 rib bays wide. Too
much, overkill. Cut down to 2 rib bays wide.
Ahhhhhhh............just right!!! First time I
ever flew my MK III without a lot of right pedal
to offset left yaw tendancy. I believe as a
result of the offset, the vert stab came apart on
two occasions in short succession.
john h
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
I am buying a Fire star one with five rib wings and 377. when I looked at it and
we folded the wings I heard something rolling around inside the wing(maybe rivets).
There is no inspection panels in the wings but they look good, what can
some of you more experienced Kolbers tell me about this?
Bryan Green (Elgin SC)
________________________________________________________________________________
| From: | george murphy <geomurphy(at)direcway.com> |
Bryan, Just this past weekend I removed the covering from a 1985 Firestar
with the 5 rib setup and found several things that were rolling around in
there. There were sounds coming from the tubes that sounded like B-Bs. It
was just pieces of zillions of rivets that come apart when it was first
built(Normal). Then I found outboard braces connecting the wing-bow had
come apart on both wings where a one rivet attaches it to the spar. I also
found that these pieces had been loose for a long time because they had
vibrated against another tube brace and practically cut it in half. If you
tap the underside of the outboard tips of your wings and hear a
metal-to-metal sound you may have the same problem. I found several pop
tops from 1985 and they were most probably Budweiser. Then there were the
dirt dobbers mud nest. Now if they come loose you will hear a real racket
that doesn't sound quite like the rivet sound. If you really want see inside
the wing just pull back some fabric at the inboard wing bracket where it
attaches to the cage. You can see a lot from one end looking down to the
other end. If you see an old beer can or something that doesn't belong in
there, better suspect broken parts and a world of grief.
From experience, George Murphy
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of bryan green
Subject: Kolb-List: wings
I am buying a Fire star one with five rib wings and 377. when I looked at it
and we folded the wings I heard something rolling around inside the
wing(maybe rivets). There is no inspection panels in the wings but they look
good, what can some of you more experienced Kolbers tell me about this?
Bryan Green (Elgin SC)
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
It's probably rivits or stones picked up through the front spar tube as it
was being moved with the wings folded.
----- Original Message -----
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Kolb-List: wings
>
> I am buying a Fire star one with five rib wings and 377. when I looked at
it and we folded the wings I heard something rolling around inside the
wing(maybe rivets). There is no inspection panels in the wings but they look
good, what can some of you more experienced Kolbers tell me about this?
> Bryan Green (Elgin SC)
>
>
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: Travelin' Lar...... message of Sun, 10 Aug 2003 23:56:18 |
Looks like I will be in your neck of the woods buying a car next week.
When ya getting home.
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Landing Gear Spindle Specs |
I am in the process of rebuilding my firestar lading gear the spindles
mic out .625 but the inside dimensions of the bearings are .750 and a sleeve
was used are there spindles available which are .750 or as I am planning buy
correct bearings that do not require a spacer ... Dave
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Thanks George maybe if I find A beer can it will at least be a lite beer.
Bryan Green (Elgin SC)
----- Original Message -----
From: "george murphy" <geomurphy(at)direcway.com>
Subject: RE: Kolb-List: wings
>
> Bryan, Just this past weekend I removed the covering from a 1985 Firestar
> with the 5 rib setup and found several things that were rolling around in
> there. There were sounds coming from the tubes that sounded like B-Bs.
It
> was just pieces of zillions of rivets that come apart when it was first
> built(Normal). Then I found outboard braces connecting the wing-bow had
> come apart on both wings where a one rivet attaches it to the spar. I
also
> found that these pieces had been loose for a long time because they had
> vibrated against another tube brace and practically cut it in half. If
you
> tap the underside of the outboard tips of your wings and hear a
> metal-to-metal sound you may have the same problem. I found several pop
> tops from 1985 and they were most probably Budweiser. Then there were the
> dirt dobbers mud nest. Now if they come loose you will hear a real racket
> that doesn't sound quite like the rivet sound. If you really want see
inside
> the wing just pull back some fabric at the inboard wing bracket where it
> attaches to the cage. You can see a lot from one end looking down to the
> other end. If you see an old beer can or something that doesn't belong in
> there, better suspect broken parts and a world of grief.
> From experience, George Murphy
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of bryan green
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: wings
>
>
> I am buying a Fire star one with five rib wings and 377. when I looked at
it
> and we folded the wings I heard something rolling around inside the
> wing(maybe rivets). There is no inspection panels in the wings but they
look
> good, what can some of you more experienced Kolbers tell me about this?
> Bryan Green (Elgin SC)
>
>
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Thank you Woody.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: wings
>
> It's probably rivits or stones picked up through the front spar tube as
it
> was being moved with the wings folded.
> ----- Original Message -----
> From: "bryan green" <lgreen1(at)sc.rr.com>
> To:
> Subject: Kolb-List: wings
>
>
> >
> > I am buying a Fire star one with five rib wings and 377. when I looked
at
> it and we folded the wings I heard something rolling around inside the
> wing(maybe rivets). There is no inspection panels in the wings but they
look
> good, what can some of you more experienced Kolbers tell me about this?
> > Bryan Green (Elgin SC)
> >
> >
>
>
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
My wings do the same thing ...In Florida its gotta be Dirt Daubbers ....
guess I should put some kind of plug in those open tubes
.................................................... Dave
________________________________________________________________________________
| From: | MEMATUZAK(at)aol.com |
| Subject: | Re: New Engine for FireStar |
I know someone with a used 582!!
MEM
FSII
________________________________________________________________________________
| Subject: | Re: FireFlys Maiden Flight! |
Congratulations! You have a mighty fine bird. I really enjoy mine. Many
happy flights.
Merle
>
>
> Mission accomplished!
> Today I flew the Firefly...or "FlagFly" as some of you have started to call
> her!....WOW...what a beauty...perfect handleing....no bad habits , Just as
> you told me John Hauck! I had trim tabs ready to mount....but I threw em
> back in the toolbox as it just does not need any! First time was gonna be a
> few crowhops..but it cliombed out so dang fast...I just went around...landed
> a tad hard with one bounce..went around again and 2nd landing was a little
> better....3rd landing I greased her in..probably lucky, but dang I was so
> proud I stopped and taxi'd over to the hanger where the lookers were and got
> out to see if anything had loosened up...and of course to hear the
> compliments from the gallery....back up for a little cruise...Airspeed
> indicator is way off and thats the only gripe I could write down...
>
> all you Kolber's were right, this is one Dandy little airplane...special
> thanks to John H for the check ride, and all of you fellas for the sharing
> of knowledge that has no doubt contributed to a perfect first flight!
>
> http://www.geocities.com/dagger369th/my_firefly.htm
> Don Gherardini-
> FireFly 098
>
________________________________________________________________________________
| From: | Ken W Korenek <kenkorenek(at)charter.net> |
| Subject: | Re: New Engine for FireStar |
Yea, and I know someone with a perfectly good set of 5 rib wings in storage!
Ken Korenek
N104KK
MEMATUZAK(at)aol.com wrote:
>
>I know someone with a used 582!!
>
>MEM
>FSII
>
>
>
>
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
| Subject: | Who are you people? |
Fellow Kolb List posters,
If you post to this list please follow the guidelines set up by Matt Dralle dralle(at)matronics.com.
The following is what is requested and posted each month to
this List:
******************************************************************************
Kolb-List Usage Guidelines
******************************************************************************
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
For those of us that don't personally know you it is very helpful in our evaluation
of your input if we know who or what you are and what you are doing.
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 440 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
| From: | george murphy <geomurphy(at)direcway.com> |
| Subject: | parts list for 1985 Firestar |
Does anyone have a copy of the parts list for a 1985 Firestar. I have a
Xerox copy but It is unreadable. I am having to replace several tubes and
AN nuts and bolts. I would appreciate a copy e-mailed to me and then I may
be able to enlarge it enough to read. My offline E-mail is
geomurphy(at)direcway.com
Thanks, G. Murphy
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Fwd: UL: Airport theft |
>X-eGroups-Return:
>sentto-371046-46345-1060751111-ulflyer=verizon.net(at)returns.groups.yahoo.com
>X-Sender: mark(at)ultrapilot.com
>X-Apparently-To: FLY-UL(at)yahoogroups.com
>To: FLY-UL(at)yahoogroups.com
>X-Mailer: Yahoo Groups Message Poster
>From: "Mark A. Carter" <mark(at)ultrapilot.com>
>X-Originating-IP: 67.123.145.65
>X-Yahoo-Profile: fly_ultralight
>Mailing-List: list FLY-UL(at)yahoogroups.com; contact
>FLY-UL-owner(at)yahoogroups.com
>Delivered-To: mailing list FLY-UL(at)yahoogroups.com
>List-Unsubscribe:
>Date: Wed, 13 Aug 2003 05:05:10 -0000
>Subject: UL: Airport theft
>Reply-To: FLY-UL(at)yahoogroups.com
>
>This past weekend the Turlock Airpark, in Turlock California
>experienced a burglary. The TV, VCR and TV stand were stolen from
>the club house. Additionally, John Fletcher had 5 radios and some
>other items stolen from his office.
>
>Be on the look out for anyone attempting to sell Yaesu / Vertex hand
>held radios!
>
>If you have any information please contact John Fletcher at
>Fletcher's Ultralights 209-667-4397.
>
>
>ADVERTISEMENT
><http://rd.yahoo.com/M=259538.3705203.4965331.1261774/D=egroupweb/S=1705065618:HM/A=1712983/R=0/SIG=11u38u3s2/*http://hits.411web.com/cgi-bin/hit?page=1374-105951838331032>730954.jpg
>7309a6.jpg
>
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Kolbers, a pic of my plane made it to the owner's album at the TNK site.
Getting back to it, I had to iron out an ignition bug, everything seemed ok
so yesterday taxi tests resumed. Then I started getting off idle hesitation
and roughness, don't know whether it was the extreme humidity or something
physical but if it doesn't clear up I'll disassemble the carb for a looksee.
Had it to flying speed with some long crowhops, handled very well, no
surprises or squirllyness. Nothing scheduled today but a hot air balloon
ride this evening with a toast to Montgolfier at the landing. -BB do not
archive
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Travelin' Lar...... message of Sun, 10 Aug 2003 23:56:18 |
Can't win for losing, can we ?? I'll be on the road for at least another 2
weeks. What are you buying, and where is it ?? Can you stall them for a
bit ?? Lar.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose N78LB
www.gogittum.com
----- Original Message -----
From: "Woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: Travelin' Lar...... message of Sun, 10 Aug 2003
>
>
> Looks like I will be in your neck of the woods buying a car next week.
> When ya getting home.
>
>
________________________________________________________________________________
| From: | "Bruce McElhoe" <mcelhoe(at)cvip.net> |
| Subject: | Rotax lighting coil |
Hello,
Does anyone know where I can get a used lighting coil for my Rotax 447?
This disappointing search is made necessary by a Key West Control regulator that
failed and burned out my lighting coil. The Key West regulator is a shunt-type
regulator that reduces the output voltage by drawing so much current that
it pulls down the voltage from the coil. Well, my regulator overheated, turned
black, shorted internally, then drew so much current from the lighting coil
that it fried the coil too.
I suggest we stear clear of Key West regulators....a new lighting coil costs $340...too
expensive to take the risk.
My FireFly was really smokin'!
Bruce McElhoe FireFly #88 12 hrs TT
Reedley, California
________________________________________________________________________________
| From: | "Woody" <duesouth(at)govital.net> |
| Subject: | Re: Travelin' Lar...... message of Sun, 10 Aug 2003 23:56:18 |
75 Rolls. 69000 miles. This is my vacation time so I will be flying to
L.A.(commercial) and driving it home. Should be a nice trip
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Travelin' Lar...... message of Sun, 10 Aug 2003
>
> Can't win for losing, can we ?? I'll be on the road for at least another
2
> weeks. What are you buying, and where is it ?? Can you stall them for
a
> bit ?? Lar.
>
> Larry Bourne
> Palm Springs, CA
> Kolb Mk III - Vamoose N78LB
> www.gogittum.com
>
> ----- Original Message -----
> From: "Woody" <duesouth(at)govital.net>
> To:
> Subject: Re: Kolb-List: Travelin' Lar...... message of Sun, 10 Aug 2003
>
>
> >
> >
> > Looks like I will be in your neck of the woods buying a car next week.
> > When ya getting home.
> >
> >
>
>
________________________________________________________________________________
| Subject: | [ George Murphy ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: George Murphy
Subject: Tube Support for Kolb
http://www.matronics.com/photoshare/geomurphy@direcway.com.08.14.2003/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: | "masonclan" <masonclan(at)sbcglobal.net> |
Looking to purchase a Mk111 within California
Rob
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Rotax lighting coil |
>
>Hello,
>
>Does anyone know where I can get a used lighting coil for my Rotax 447?
>
>This disappointing search is made necessary by a Key West Control regulator that
failed and burned out my lighting coil. The Key West regulator is a shunt-type
regulator that reduces the output voltage by drawing so much current that
it pulls down the voltage from the coil. Well, my regulator overheated, turned
black, shorted internally, then drew so much current from the lighting coil
that it fried the coil too.
>
>I suggest we stear clear of Key West regulators....a new lighting coil costs $340...too
expensive to take the risk.
>
>My FireFly was really smokin'!
>
>Bruce McElhoe FireFly #88 12 hrs TT
>Reedley, California
>
Bruce,
It would not hurt to put a 10 to 12 ampere fuse in series with the lighting coil.
It is good insurance that no matter what regulator you are going to use and
if it fails, you will not have to put out another $300+ for a lighting coil.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: Rotax lighting coil |
> >Does anyone know where I can get a used lighting coil for my Rotax 447?
> >
> >This disappointing search is made necessary by a Key West Control
regulator that failed and burned out my lighting coil. The Key West
regulator is a shunt-type regulator that reduces the output voltage by
drawing so much current that it pulls down the voltage from the coil. Well,
my regulator overheated, turned black, shorted internally, then drew so much
current from the lighting coil that it fried the coil too.
> >
> >I suggest we stear clear of Key West regulators....a new lighting coil
costs $340...too expensive to take the risk.
> >
> >My FireFly was really smokin'!
> >
> >Bruce McElhoe FireFly #88 12 hrs TT
That must be what my regulator is on my 447 but can't find a number or name
on it.. I put a 10 amp breaker in front of it and it still trips.
Fortunately my lighting coil is still good but I'm getting the Rotax
regulator. Kirk
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Paul
Good choice. I haven't flown a Kolbra but I had a chance to fly next to John
Williamson's super Kolbra into Oshkosh. It appears to be a fast super flying
airplane. I will be available at any point to assist in your quest to
install a VW on that bird. The first thing I will need to say is that you
will be much happier with the completed airplane if you modify the engine
mount to allow the VW engine to mounted lower. My VW on my MKIII is mounted
over the stock Rotax mount on the cage. This causes the prop to be much
higher than ideal. I currently have seven inches of clearance between the
prop and the boom tube with my 72 inch prop. I took some photos of a MKIII
extra at Oshkosh that had the cage modified to except a Raven GEO engine
with a lower mounting (with some modifications the VW would fit nicely) that
I can send you if you like. Also I talked to the guys at Kolb about a custom
mod. to the cage if I decided to update to a MKIII extra with a better VW
mount. They seemed agreeable if I sent drawings of what I wanted.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: order
>
> Hi Kolbers,
> Been a while since I've posted a remark. Fact is I've been waiting on the
money from the sale of the Harley. Well it comes in tomorrow and I spoke to
Linda at TNK factory and signed the release forms and are going to send them
the check for my very own Kolb. Finally decided on the King Kolbra! Going
with a VW for first engine. So if any care to share thoughts on that fire
for effect!
>
________________________________________________________________________________
| From: | "William Herren" <wmdherren(at)hotmail.com> |
There is a long post on the Texas flyer web site about a Hirth that seized
the crank. The post doesn't specify Hirth so I enquired. Indeed it was a
Hirth. I suspected Hirth when the post said the mfg. provided a "FREE"
crank. That doesn't sound like Rotax now does it. Bill in Lousyana
http://wwwTexas-flyer.com/Texas-flyer/
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
At 05:26 PM 8/14/2003, you wrote:
>
>There is a long post on the Texas flyer web site about a Hirth that seized
>the crank. The post doesn't specify Hirth so I enquired. Indeed it was a
>Hirth. I suspected Hirth when the post said the mfg. provided a "FREE"
>crank. That doesn't sound like Rotax now does it. Bill in Lousyana
>http://wwwTexas-flyer.com/Texas-flyer/
Bill and all --
Yes, it was a Hirth engine, and the crank did fail in flight causing the
forced landing. But Hirth replaced the crank and the pilot (my brother)
has had over 100 happy hours with it so far with zero problems. I'd say,
give 'em the benefit of the doubt since they did replace it gratis and it
hasn't given any problems since.
If I had to buy an ultralight engine right now, I'd *also* be looking at
the HKS because I think a 4-stroke engine is better at longevity and fuel
consumption (plus it's not throwing all that nasty oil into the air). I
don't know much about the HKS besides the published specs, but I'd like to
learn. Anyone know much about it?
-- Robert
P.S. You forgot a period in the URL... this one will
work: http://Texas-Flyer.com
________________________________________________________________________________
| Subject: | Too much clearance to boom tube? |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
08/15/2003 11:07:34 AM
>From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
>Subject: Re: Kolb-List: order
>Paul
>Good choice. I haven't flown a Kolbra but I had a chance to fly next to
John
>Williamson's super Kolbra into Oshkosh. It appears to be a fast super
flying
>airplane. I will be available at any point to assist in your quest to
>install a VW on that bird. The first thing I will need to say is that you
>will be much happier with the completed airplane if you modify the engine
>mount to allow the VW engine to mounted lower. My VW on my MKIII is
mounted
>over the stock Rotax mount on the cage. This causes the prop to be much
>higher than ideal. I currently have seven inches of clearance between the
>prop and the boom tube with my 72 inch prop.
This caught my attention. What is wrong with too much clearance? I have
read between the lines that the Kolbs with higher props are running in
cleaner air, and so gain some efficiency. I understand that the thrust
would also cause a pitch change. Is there any other reason? I ask because
I am at the stage of determining the overall height of my new setup; BMW
r100/"C"box/66"or 68"Powerfin on Kolb Mkiii. Any and all input is welcome.
Thanks!
Jim Gerken
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Too much clearance to boom tube? |
You can't have too much clearance (I only meant to use clearance as a
reference point) but you can have too high a thrust line. It is much more
than just a pitch change. With full power and lower speeds, too high a
thrust line will overpower the elevator and not allow you to climb. I go
over and over it in my head if I land with flaps and I have to go around I
MUST raise the flaps first before adding power or the high thrust line will
drive me into the ground. Now the thrust of the BMW may not be as much of a
problem since you are only turning a 66-68" prop. My 2180cc redrive VW
swinging a three bladed 72" F Powerfin has a really large impact on pitch.
Generally speaking, the lower the thrust line you can get the better these
(non ultra star) Kolbs will handle.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Jim Gerken" <gerken(at)us.ibm.com>
Subject: Kolb-List: Too much clearance to boom tube?
>
>
> >From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
> >Subject: Re: Kolb-List: order
>
>
>
> >Paul
>
> >Good choice. I haven't flown a Kolbra but I had a chance to fly next to
> John
> >Williamson's super Kolbra into Oshkosh. It appears to be a fast super
> flying
> >airplane. I will be available at any point to assist in your quest to
> >install a VW on that bird. The first thing I will need to say is that you
> >will be much happier with the completed airplane if you modify the engine
> >mount to allow the VW engine to mounted lower. My VW on my MKIII is
> mounted
> >over the stock Rotax mount on the cage. This causes the prop to be much
> >higher than ideal. I currently have seven inches of clearance between the
> >prop and the boom tube with my 72 inch prop.
>
> This caught my attention. What is wrong with too much clearance? I have
> read between the lines that the Kolbs with higher props are running in
> cleaner air, and so gain some efficiency. I understand that the thrust
> would also cause a pitch change. Is there any other reason? I ask
because
> I am at the stage of determining the overall height of my new setup; BMW
> r100/"C"box/66"or 68"Powerfin on Kolb Mkiii. Any and all input is
welcome.
> Thanks!
>
> Jim Gerken
>
>
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Too much clearance to boom tube? |
> Generally speaking, the lower the thrust line you can get the better these
> (non ultra star) Kolbs will handle.
>
> Rick Neilsen
Rick/All:
I agree. And include perform. Increased thrust
on my MK III and a 72 inch 3 blade Warp Drive prop
caused me concern on my initial takeoffs during
testing of the new 912S engine.
I cut the 72" prop down to 70" and still can get
into a situation, especially noticeable on
pavement, where the airplane wants to stick to the
pavement during early stages of takeoff. At these
speeds with an inch or so lower thrust line and 80
hp, I did not encounter this quirk.
When time comes for new engine mounts, the 912S
will be lowered to within 3/4 to 1" of the
tailboom, engine off. It makes that much
difference.
Imagine a long handle attached perpendicular to
the tail boom, and you have a picture of what is
happening when you pour on the coal. Thrust is
trying to push the nose down and pull the tail up.
Another good example of high thrust line degrading
performance is an inside loop with an original
Firestar. Full power loops were more difficult
than partial power. Pulling the nose up into a
loop after accelerating through a dive sacrifices
a lot of airspeed at WOT. Come back on the power
and she will go up and over the top with no
problem. BEWARE: My airplanes don't fly like
this since I wore out the wings of the Firestar
13+ years ago.
john h
________________________________________________________________________________
| From: | "Jim and Phyllis Hefner" <hefners_tucson(at)hotmail.com> |
| Subject: | Rotax lighting coil |
Bruce, all
I've got 150hrs on my Key West, which is driving 2 self contained strobes, an elec
fuel pump, 2 20w landing lightsand a bunch of instruments and have never had
the first problem, so you must have gotten a lemon or had a wiring problem...
haven't heard of other problems with them... probably should search the archives
before concluding we all should steer clear of them... did you have a fuse
installed? ....shouldn't have burned out your lighting coil.... I have a 15a
fuse on mine.
Jim Hefner
Tucson, AZ
FF#022 Rotax 447, IVO 66" 2-blade, BRS-750, 150hrs TT (105 -my hrs)
-- Kolb-List message posted by: "Bruce McElhoe" mcelhoe@cvip.net
Hello,
Does anyone know where I can get a used lighting coil for my Rotax 447?
This disappointing search is made necessary by a Key West Control regulator that
failed and burned out my lighting coil. The Key West regulator is a shunt-type
regulator that reduces the output voltage by drawing so much current that
it pulls down the voltage from the coil. Well, my regulator overheated, turned
black, shorted internally, then drew so much current from the lighting coil
that it fried the coil too.
I suggest we stear clear of Key West regulators....a new lighting coil costs
$340...too
expensive to take the risk.
My FireFly was really smokin'!
Bruce McElhoe FireFly #88 12 hrs TT
Reedley, California
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Rotax lighting coil |
Let's take a market survey. I had suggested to Mr. Kuntzleman the strobe
manufacturer that he seriously consider producing a voltage regulator that
puts out more than the 1-3 amps most others do with exception of the Key
West which can source 10 amps. He suggested his hot box which has the same
3 amp capacity limit. Haven't heard a thing about it since.
So how many would purchase a regulator that could handle 10 amps and what
would you be willing to pay. Understand that it would likely require a
switching supply versus a analog linear design. This might push the unit
cost up a little more than the Key West. Another product I was considering
would be light weight aluminum wrench sized to fix the nut on the IVO quick
adjustment mechanism. Being small and light they would be good to carry
with you. Any one interested?
jerb
>
>Hello,
>
>Does anyone know where I can get a used lighting coil for my Rotax 447?
>
>This disappointing search is made necessary by a Key West Control
>regulator that failed and burned out my lighting coil. The Key West
>regulator is a shunt-type regulator that reduces the output voltage by
>drawing so much current that it pulls down the voltage from the
>coil. Well, my regulator overheated, turned black, shorted internally,
>then drew so much current from the lighting coil that it fried the coil too.
>
>I suggest we stear clear of Key West regulators....a new lighting coil
>costs $340...too expensive to take the risk.
>
>My FireFly was really smokin'!
>
>Bruce McElhoe FireFly #88 12 hrs TT
>Reedley, California
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Book Binding Tape - Another Alternative |
Folks,
Below is message posted on the UL list. It provides information about an
alternative UV resistant tape that maybe an alterative to the book binding
tape for use on Kolb control surface gap seals.
jerb
>X-Sender: ken.kennedy(at)sympatico.ca
>X-Apparently-To: fly-ul(at)yahoogroups.com
>Organization: RCAF RETIRED
>From: Ken Kennedy <ken.kennedy(at)sympatico.ca>
>
>While on the subject of Lazairs, this is to remind Canadian Ullies to
>attend the UPAC AGM this weekend, where Lazairs will be featured. You
>will be able to recognize me by my Fly-UL Tshirt and the BIG smile
>caused by the arrival of my very first grandchild yesterday morning
>(BOY! both are fine). If all goes well, I will be arriving in a two seat
>Carrera and camping overnight.
>
><<http://www.upac.ca/>http://www.upac.ca/>
>
>I don't know much about Lazairs and Tedlar, however I seem to recall
>that tape deterioration was/(is?) a problem. I just received my July Lee
>Valley Gardening Tools catalog. In it, they hype their UV Resistant Clear
>Tape. FMI;
>
><<http://www.leevalley.com/home/main.asp>http://www.leevalley.com/home/main.asp>,
>jump to item# PM215
>
> From the website;
>
>"UV-Resistant Tape PM215 C$6.50 U$4.75"
>
>"This is an excellent transparent tape for outdoor use."
>"Made from UV-resistant plastic and UV-resistant acrylic adhesive, it
>won't break down in the sunlight and is perfect for patching greenhouse
>plastic (it's waterproof and will outlast the greenhouse plastic
>itself), taping windows or bundling products for outdoor storage."
>
>"Unlike most other tapes, the adhesive will not come off the tape and
>stick to bundled items even when left outdoors in full sunlight for a
>year or more."
>
>"2" x 100' roll. Although it looks green in the roll it is virtually
>clear when applied."
>
>PER ARDUA AD ASTRA
>
>
>UV-Resistant Tape
>PM215 $ 6.50
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Rotax lighting coil |
Jim, & All
Which side is your fuse, the lighting coil side of the regulator or the DC
output side?
I have one plane with 150 hours and another with 105. No problems so
far. There are a large number of these units in use and I haven't seen any
track record to indicate there is a problem. I would prefer an active
regulator but need something that can handle more than the 1-3 amps typical
of the others models on the market. The reason I desire the active
regulator is the shunt regulator places a large load upon the engine all
the time while the active would only load the engine by the amount of
electrical power being demanded. It's like driving your car while riding
the brake pedal. I am running a radio, GPS, EIS, dual head strobes, and
(2) 35W driving lights on a wig-wag flasher (a neat little device) as
recognition lights.
jerb
>
>
>Bruce, all
>
>I've got 150hrs on my Key West, which is driving 2 self contained strobes,
>an elec fuel pump, 2 20w landing lightsand a bunch of instruments and have
>never had the first problem, so you must have gotten a lemon or had a
>wiring problem... haven't heard of other problems with them... probably
>should search the archives before concluding we all should steer clear of
>them... did you have a fuse installed? ....shouldn't have burned out your
>lighting coil.... I have a 15a fuse on mine.
>
>Jim Hefner
>Tucson, AZ
>FF#022 Rotax 447, IVO 66" 2-blade, BRS-750, 150hrs TT (105 -my hrs)
>
>-- Kolb-List message posted by: "Bruce McElhoe" href="http://lw9fd.law9.hotmail.msn.com/cgi-bin/compose?curmbox=F000000001a=e084d4bda659a76f0afdbab4f3703f23mailto=1to=mcelhoe@cvip.netmsg=MSG1060931500.28start=2478979len=21300src=type=x">mcelhoe@cvip.net
>
>Hello,
>
>Does anyone know where I can get a used lighting coil for my Rotax 447?
>
>This disappointing search is made necessary by a Key West Control
>regulator that
>failed and burned out my lighting coil. The Key West regulator is a shunt-type
>regulator that reduces the output voltage by drawing so much current that
>it pulls down the voltage from the coil. Well, my regulator overheated, turned
>black, shorted internally, then drew so much current from the lighting coil
>that it fried the coil too.
>
>I suggest we stear clear of Key West regulators....a new lighting coil costs
>$340...too
>expensive to take the risk.
>
>My FireFly was really smokin'!
>
>Bruce McElhoe FireFly #88 12 hrs TT
>Reedley, California
>
>
________________________________________________________________________________
| From: | <rowedl(at)highstream.net> |
Kolbers,
After being ground bound for two weeks by weather and chores, I got a chance to
fly my Mk-3 again tonight. The latest prop and carb adjustments have it closer
to where I want it.
I put .8 hours on her and actually left the pattern and flew over to my neighborhood
to show it off. My friend Don Stroble christened my airstrip by being the
first to land here. I got a nice surprise when I flew over and saw him in
my old Pterodactyl setting in the middle of the strip with my family gathered
around it. I am not yet ready to land the Kolb in such a tight spot so I just
circled and than flew over to some friends houses and put on a little airshow
for them. Had two more landings that were just the way I like em and than called
it a day. All in all it was a very satisfying flight.
Denny Rowe
Mk-3 N616DR, 2SI 690L-70, 8.3hrs, Western PA
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Rotax lighting coil |
>
>Jim, & All
>Which side is your fuse, the lighting coil side of the regulator or the DC
>output side?
>
Jerb,
To save the lighting coil, the fuse needs to be placed on the lighting coil side
of the regulator.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
I am looking for a complete set of plans for a FireStar II. I have
not called Kolb yet to see if they will sell them, but thought I
would first check the group to see if there were any avialable.
--
Roger Peterson
206 County Road 375
Sweeny, Texas 77480
Phone:979-647-4946
Cell: 979-487-8356
Fax: 979-647-1158
E-Mail: roger@pmmi-inc.com
Bus Home Page: http://pmmi-inc.com
Personal Home Page: http://joinme.net/petersons/
________________________________________________________________________________
| From: | "Ed Bonsell" <ebonsell(at)earthlink.net> |
| Subject: | Drag strut brace / Quality of parts |
Hi All,
I'm building a set of 7 rib wings for my 86 Firestar. About a month ago I posted
a message saying I had a problem with the quality of parts supplied by TNK.
Why don't I start at the beginning. I bought all the steel parts from TNK. When
they arrived I finished off the rough edges and painted them with epoxy paint.
First the H sections were so far out of square they couldn't be used. They
had to be sent back.
The inboard wing ribs were next. They too were not square and had to be sent back.
When the replacements arrived one was ok, the other one had the drag strut
brace tube welded in at the wrong angle. That went back. The replacement had
the same problem. The drag strut tube was welded off to the side and down from
the correct angle but is barely acceptable.
So a month ago I go to install the drag strut and find the legs on the short drag
strut brace are too long to fit properly and they were welded a few degrees
off from the correct angle. I mentioned this on the list and a member suggested
I send them back because they probably go to the firefly wing.
Well, I got the same ones back with a note saying if the legs are too long they
should be cut to the correct length by the builder. How would I know if they
were too long until I arrived at this stage of assembly?
Does this mean I can't paint all the pieces at one time? I have to adjust and
paint each piece one at a time as I go? Cutting the legs is not a problem, but
shouldn't they be the same length on every wing?
The only way I can install this brace is to bend it so it doesn't hit the rib next
to and bend it out of shape.
The Quality of parts I've gotten from TNK is crap compared to what I got when I
first built it,
Sincerely,
Ed Bonsell / 86 Firestar.
.
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Re: Drag strut brace / Quality of parts |
> The Quality of parts I've gotten from TNK is crap compared to what I got when
I first built it,
>
> Sincerely,
>
> Ed Bonsell / 86 Firestar.
Ed/All:
Wish I could fix it for you, but that ain't my job.
You message would probably be best sent to The New
Kolb Aircraft Company, rather than the Kolb
List. I don't know that we can help you out with
Kolb company/customer relations problems.
Personally, I don't see a big problem with drag
strut braces. I got one of the first sets of
braces in 1984 for my Ultrastar. I had to bend
slightly and trim to fit back then. Same for my
Firestar, and for my Mark III.
There's going to be a fair amount of pulling
caused by the welding process, especially on a
piece like a drag strut brace where two long legs
are welded on one end.
As far as screwing up your priming and painting
sequence, guess you'll have to live with that.
The rest of us probably did also. Don't get me
wrong, if New Kolb Aircraft is sending parts that
are less than acceptable/serviceable, send them
back and get replacements. If we do that enough,
maybe they will get the hint. If you send them a
nice email, letter, or call Ray Brown, they'll
also get the message. I know for a fact Ray Brown
wants all Kolb customers to get what they pay for.
There have been some personnel changes made
recently, especially in the welding shop. This
may account for some parts not being up to your specs.
Over the last 19 years of dealing closely with old
and new Kolb, I have sent my share of goodies back
for replacements. I don't think one regime is any
better or any worse than the other.
Take care,
john h
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
would like to know if there are any really successfull installations of the
582 with the twin radiators in back or is it better to remount them to the
front of the engine or is it better to get an aftermarket radiator and rig
it in front of the engine? Seems the threads I kept hearing were of
failures and how difficult it is to keep them cool. Are they worth the
extra horsepower to have to mess with this? I have just aquired a slingshot
and have a 582 with an E box and need to mount the water system in a couple
of weeks or month. You can email me separate with pics if you would
respond. I suppose there are applications where they work and not work
depending on the situation. I think a slingshot would be easier for the
motor to push through the air compared to a MkIII but what do I know. I
have checked the archives and there doesnt seem to be a lot out there. I
need input!! thanks. (I would rather have a BMW 1100 with a C on it but
what the heck. I dont want to be an engineer or a test pilot in any case.
Thanks for the response. By the way, mine is number 30, last one the
factory produced. Got a classic! Ted Cowan, Alabama
________________________________________________________________________________
| From: | SGreenpg(at)aol.com |
Ted,
There are some pictures on my website of my rear mounted radiators and the
air scoops to aid cooling.
http://hometown.aol.com/sgreenpg/58SGKOLB.html
Steven
________________________________________________________________________________
| From: | george murphy <geomurphy(at)direcway.com> |
Does anyone ever use an air-powered rivet gun? I would like to buy one but
need some advice from any of you that might have used one. Does anyone have
a brand name of a good one? Also does anyone know how much total fabric it
takes to cover a Firestar?
G. Murphy / 85 Firestar / Alabama
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
I can make you a very good deal on an air powered revit gun. It is a Harbor
freight gun and was used to build my Firestar II. Will sell it for half
price and you pay the shipping.
George in Arizona
----- Original Message -----
From: "george murphy" <geomurphy(at)direcway.com>
Subject: Kolb-List: Rivet guns
>
> Does anyone ever use an air-powered rivet gun? I would like to buy one
but
> need some advice from any of you that might have used one. Does anyone
have
> a brand name of a good one? Also does anyone know how much total fabric
it
> takes to cover a Firestar?
>
> G. Murphy / 85 Firestar / Alabama
>
>
________________________________________________________________________________
| From: | george murphy <geomurphy(at)direcway.com> |
Gentlemen, I am in need of some sort of air powered rivet gun to put my
Firestar back together. Does anyone have any experience using one of these
things? Any advice on pros and cons would be appreciated, and if anyone has
a preference on a brand name that would be helpful too. How many yards of
fabric are needed to recover a Firestar?
G. Murphy 85 Firestar Alabama
________________________________________________________________________________
| From: | "Larry or Judy Gitt" <gittj(at)earthlink.net> |
Has anybody heard from John Williamson lately , I sent him an E mail with no
reply . It's been a week or so. John if you read this, I sent you some pictures
also plus some Drawings too Larry
--- Judy Gitt
--- gittj(at)earthlink.net
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
I would try Steve Green's mod for the twin radiators. I tried a single
radiator in front of the engine and was very displeased, especially if you
get stuck at the end of the runway behind someone, the thing will overheat,
there is no prop airflow to keep it cool at idle. It is also less effective
in flight, because it hurts your climb. (Picture a big square spoiler in
the middle of the wing, in front of the engine.) Suspect that the twin
radiators at the mag end of the engine on a Kolb would overheat in the same
way.
The same radiator that didn't work in front of the mag was very effective
mounted at the trailing edge of the wing on the underside. (Top of the
radiator was even with the lower edge of the wing, it was behind the
fuselage tubing.) Don't know if the Slingshot will allow a radiator to be
mounted in the center section below the wing or not, but you get great
airflow there, and also good ground cooling.
Pictures of my radiator here, click on "Adding a heater" and also "Need for
Speed"
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
>
>would like to know if there are any really successfull installations of the
>582 with the twin radiators in back or is it better to remount them to the
>front of the engine or is it better to get an aftermarket radiator and rig
>it in front of the engine? Seems the threads I kept hearing were of
>failures and how difficult it is to keep them cool. Are they worth the
>extra horsepower to have to mess with this? I have just aquired a slingshot
>and have a 582 with an E box and need to mount the water system in a couple
>of weeks or month. You can email me separate with pics if you would
>respond. I suppose there are applications where they work and not work
>depending on the situation. I think a slingshot would be easier for the
>motor to push through the air compared to a MkIII but what do I know. I
>have checked the archives and there doesnt seem to be a lot out there. I
>need input!! thanks. (I would rather have a BMW 1100 with a C on it but
>what the heck. I dont want to be an engineer or a test pilot in any case.
>Thanks for the response. By the way, mine is number 30, last one the
>factory produced. Got a classic! Ted Cowan, Alabama
>
>
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
I have an air powered gun I bought from Harbor Freight and it works fine.
Bryan Green (Elgin SC)
----- Original Message -----
From: "george murphy" <geomurphy(at)direcway.com>
Subject: Kolb-List: Rivet guns
>
> Does anyone ever use an air-powered rivet gun? I would like to buy one
but
> need some advice from any of you that might have used one. Does anyone
have
> a brand name of a good one? Also does anyone know how much total fabric
it
> takes to cover a Firestar?
>
> G. Murphy / 85 Firestar / Alabama
>
>
________________________________________________________________________________
George, There are really 2 choices for new pnematic rivit guns....you have a
Huck gun...(Huck brand) and its gonna set you back from 1800 to 3500 bucks!
depending on the model....ya ..you read that right..them zeros belong
there..or..ya buy an oriental copy...like the harbor freight/central
pneumatic oriental jobs...they are all about the same quality. and they will
last much longer than one airplane...and from 49 to 89 bucks depending on
how good a shopper you are.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | george murphy <geomurphy(at)direcway.com> |
Don, I appreciate your advice. Did you mean to say a Hauk gun?? I think
those guns are semi or fully automatic. Think I will go for the Harbor
Freight type.
Thanks, G. Murphy /85 Firestar/ Alabama
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Don Gherardini
Subject: Re: Kolb-List: Rivet Gun??
George, There are really 2 choices for new pnematic rivit guns....you have a
Huck gun...(Huck brand) and its gonna set you back from 1800 to 3500 bucks!
depending on the model....ya ..you read that right..them zeros belong
there..or..ya buy an oriental copy...like the harbor freight/central
pneumatic oriental jobs...they are all about the same quality. and they will
last much longer than one airplane...and from 49 to 89 bucks depending on
how good a shopper you are.
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini-
FireFly 098
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Rotax lighting coil |
I was curious what side Jim had a fuse on since he stated he has had no
problems. Reason I asked Jim was due to thinking about this a little and
the way the shunt regulator works, it could draw a bit of current to pull
down the lighting coil.
Has anybody seen a fuse block that mounts similar to a terminal strip that
can hold say 1-5 automotive style fuses.
jerb
>
> >
> >Jim, & All
> >Which side is your fuse, the lighting coil side of the regulator or the DC
> >output side?
> >
>
>Jerb,
>
>To save the lighting coil, the fuse needs to be placed on the lighting
>coil side of the regulator.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Re: Rotax lighting coil |
>
> Has anybody seen a fuse block that mounts similar to a terminal strip that
> can hold say 1-5 automotive style fuses.
> jerb
>
Jerb,
I have had great customer service from:
http://bandcspecialty.com/parts.html
They have several fuse holder solutions which I use.
Jon
near Green Bay
www.joncroke.com
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Rotax lighting coil |
Jerb,
I do not believe the Key West is a shunt type regulator. I believe it must be
a switching type because it does not reject much heat. I was quizzed about my
regulator installation, and so I put mounted a thermistor on the back of it and
ran the engine. The temperature on the back side of the regulator only came
up a few degrees.
For a fuse, I used the "U" shaped automotive fuse in an in line holder. They can
be purchased at Radio Shack or any automotive parts store. This let me save
some weight by mounting the fuse right on the engine and bundle it with other
wires.
Jack B. Hart FF004
Jackson, MO
>
>I was curious what side Jim had a fuse on since he stated he has had no
>problems. Reason I asked Jim was due to thinking about this a little and
>the way the shunt regulator works, it could draw a bit of current to pull
>down the lighting coil.
>
>Has anybody seen a fuse block that mounts similar to a terminal strip that
>can hold say 1-5 automotive style fuses.
>jerb
>
>
>>
>> >
>> >Jim, & All
>> >Which side is your fuse, the lighting coil side of the regulator or the DC
>> >output side?
>> >
>>
>>Jerb,
>>
>>To save the lighting coil, the fuse needs to be placed on the lighting
>>coil side of the regulator.
>>
>>Jack B. Hart FF004
>>Jackson, MO
>>
>>
>>Jack & Louise Hart
>>jbhart(at)ldd.net
>>
>>
>
>
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | John Hauck <jhauck(at)elmore.rr.com> |
| Subject: | Noseover Tendancy - Kolb |
> If I had it to do over..I probably would have left off the nose brace....I
> have not had any problems keeping her nose out of the dirt....I think that
> maybe it is more likely that a 2 seater has more trouble nosing over with
> the extra weight of 2 people..or maybe alot more horses than I have cause
> Don
Don/All:
Probably excellent pilot technique.
A few years ago at Sun and Fun I put the factory
Fire Fly on its nose. Was a matter of high hp or
two folks up front. Turned downwind to taxi back
for takeoff and she came right up on the nose.
The grass was dry, the wind was blowing hot on my
tail, the idle was set too high, and the darned
Fire Fly would not slow down and stop. Well,
finally it stopped. But when you have the whole
world of ultralighting gawking at'cha, it seemed
forever.
I have also put the old factory MK III on its nose
while taxiing to a stop, with tailwind.
Not to forget my Firestar which got on its nose a
few times.
However, with the Jim Hauck modification to the
main landing gear on Miss P'fer, after 12 years,
she has never been on her nose, although given the
chance many times over a lot of hours.
Only reason I have not put the Kolbra on its nose
is lack of flight time, .5 hrs. However, I have
seen a very high time pilot do it, but it took
some effort on his part to get it up there. :-)
Take care,
john h
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
George,
There are brand name pneumatic rivet puller but you will find that most
builders including the Van RV aircraft builders use the ones sold by Harbor
Freight or Northern Tool. They work just fine. In use you can adjust the
compressor regulator output pressure to control the amount of force of the
pull. There are times when you want a gentle pull, others when you just
want to get on with it. A rapid pull can cause it to jump a little thus
causing you to dig into the fabric when pulling rivets on the wing. We
also used it at lower pressure to do dimpling in sheet metal parts when
building an RV. Works good.... Here's the links for both companies.
Search under rivets, riveters, or rivet pullers.
http://www.northerntool.com/
Northern a while back had a good price on the riveter but since has
dramatically increased their prices.
http://www.harborfreight.com/cpi/ctaf/headsearch.taf?function=Search
I found the $53 rivet is more than adequate for the work being done.
http://www.harborfreight.com
>
>Gentlemen, I am in need of some sort of air powered rivet gun to put my
>Firestar back together. Does anyone have any experience using one of these
>things? Any advice on pros and cons would be appreciated, and if anyone has
>a preference on a brand name that would be helpful too. How many yards of
>fabric are needed to recover a Firestar?
>
>G. Murphy 85 Firestar Alabama
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Cryptic info in message header |
George,
What's the cryptic info in the header of your message.
jerb
>
>Gentlemen, I am in need of some sort of air powered rivet gun to put my
>Firestar back together. Does anyone have any experience using one of these
>things? Any advice on pros and cons would be appreciated, and if anyone has
>a preference on a brand name that would be helpful too. How many yards of
>fabric are needed to recover a Firestar?
>
>G. Murphy 85 Firestar Alabama
>
>
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Cage welding ??? Help |
If a repair is needed to a small tube in the cage what is the preferred
method of welding ? MIG (flux core or inert gas?)/ acetylene (what rod ??) thanks
! Dave
________________________________________________________________________________
| From: | "Charles" <chieppa47(at)comcast.net> |
| Subject: | Re: Cage welding ??? Help |
Dave,
Acetylene or Tig welding is preferred on 4130 steel. Stay clear of Mig
welding, I have been told it can be done but is on the bottom of the list.
Do you like to read?
1. http://www.tinmantech.com/html/4130_aircraft_chromemoly_tubin.html
2. http://home.hiwaay.net/~langford/sportair/
Charles
________________________________________________________________________________
| From: | "Mid-State Sandblasting" <plane(at)rtmc.net> |
| Subject: | Re: Cryptic info in message header |
Hi George
I have a air Rivet Gun that I will be glad to let you use so that you do not
have to go out and buy one. I will have to try and remember who has it
right now. let me know if you still need one.
Randy In NC Sold the soobydoo, now flying a leohle spad Xlll
---- Original Message -----
From: "jerb" <ulflyer(at)verizon.net>
Subject: Kolb-List: Cryptic info in message header
>
> George,
> What's the cryptic info in the header of your message.
> jerb
>
>
> >
> >Gentlemen, I am in need of some sort of air powered rivet gun to put my
> >Firestar back together. Does anyone have any experience using one of
these
> >things? Any advice on pros and cons would be appreciated, and if anyone
has
> >a preference on a brand name that would be helpful too. How many yards
of
> >fabric are needed to recover a Firestar?
> >
> >G. Murphy 85 Firestar Alabama
> >
> >
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Rotax lighting coil |
Jack,
The Key West is a shunt regulator according to the manufacturer I spoke
directly with, a branch of the Titan operation. It's a simples design that
works but I feel a switcher would be required for a high current output
alternative due to the changing voltage level and frequency as RPM
changes. Did you fly it while doing your temperature test or just a burst
of high power? Did you vary the power loading?
jerb
>
>Jerb,
>
>I do not believe the Key West is a shunt type regulator. I believe it
>must be a switching type because it does not reject much heat. I was
>quizzed about my regulator installation, and so I put mounted a thermistor
>on the back of it and ran the engine. The temperature on the back side of
>the regulator only came up a few degrees.
>
>For a fuse, I used the "U" shaped automotive fuse in an in line
>holder. They can be purchased at Radio Shack or any automotive parts
>store. This let me save some weight by mounting the fuse right on the
>engine and bundle it with other wires.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
> >
> >I was curious what side Jim had a fuse on since he stated he has had no
> >problems. Reason I asked Jim was due to thinking about this a little and
> >the way the shunt regulator works, it could draw a bit of current to pull
> >down the lighting coil.
> >
> >Has anybody seen a fuse block that mounts similar to a terminal strip that
> >can hold say 1-5 automotive style fuses.
> >jerb
> >
> >
> >>
> >> >
> >> >Jim, & All
> >> >Which side is your fuse, the lighting coil side of the regulator or
> the DC
> >> >output side?
> >> >
> >>
> >>Jerb,
> >>
> >>To save the lighting coil, the fuse needs to be placed on the lighting
> >>coil side of the regulator.
> >>
> >>Jack B. Hart FF004
> >>Jackson, MO
> >>
> >>
> >>Jack & Louise Hart
> >>jbhart(at)ldd.net
> >>
> >>
> >
> >
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Cage welding ??? Help |
Hi Dave and Gang,
I'm not a welding guru or any such thing and have very little welding
experience, but have tried to study up on the subject due to the fact that I
wanted to do the John/Jim Hauck special landing gear on my MK III. The best
method of welding 4130, in my opinion from the info I have read and talked
to knowledgeable people about, is TIG welding. Here is a couple of links
with good info on the subject. The first one is http://members.eaa
org/home/homebuilders/building/welded/articles.html and you can go to this
site http://www.tigdepot.com/faq.html and find some good info or buy what
you need. The owner of the second site is known as "Mr TIG" and has some
impressive credentials. Here is an excerpt from the web page,
"With over 30 years experience, Wyatt Swaim is known throughout the world
as the leading expert in the TIG Welding Industry. Wyatt began his welding
engineering education at Cowley County College in Arkansas City, Kansas.
Concentrating his career towards the Aerospace and highly technical
industries, he worked for Boeing in Wichita before moving to San Diego. He
then honed his skills at General Dynamics, Amatek Straza and Chemtronics,
while furthering his education at San Diego State University. Wyatt founded
Hi-Tech Welding Services Inc. 18 years ago and funneled his energies towards
building a complete production facility geared towards providing the highest
level of welding, R&D, welding engineering, and metallurgy to high
technology industries. This facility includes TIG, Plasma and Electron Beam
Welding, as well as Non-Destructive Testing, X-Ray and Penetrant Inspection.
I'm sure MIG welding is more than acceptable on the small tubing and I have
been told some of the major kit makers use MIG on the whole frame because it
is faster.
Not sure about the acetylene/O2 rods, but I do remember seeing them in the
Aircraft Spruce catalog.
Later,
John Cooley
-------Original Message-------
July 17, 2003 - - - - , 20-
Kolb-Archive.digest.vol-ek