Kolb-Archive.digest.vol-et
January 10, 2004 - February 07, 2004
to keep tract of a simple piece of paper
Mike Thomason
________________________________________________________________________________
| From: | "Kelvin Kurkowski" <kkurkow(at)chase3000.com> |
(not processed: message from valid local sender)
....dah, should have included the address in the first post, just didn't know
if anyone would be interested. And thanks John H, hope the footage still survives
somewhere.
Kelvin Kurkowski Rt 1 Box 103 76795 Rd 332 Grant, NE 69140
no need to archive
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: First Flight!! aka bad cap. |
Ok, Mike--I'll ck with RS tomorrow, and if they have one, I'll let you
know, and can mail.
Bob N.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: solo and capacitor question |
From my search on the list I have
> determined it is probably 22,000mfd > Mike Thomason
> Glasgow, Kentucky
Hi Mike/All:
I use a 22,000mf capacitor on my electrical system. It acts much the same
as a battery eliminator when I turn off the alternator.
Should work ok, unless the EIS people encourage you to use a different size.
They are available from Electornic Shops or the internet.
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> What's your opinion about using heat from the heads in such a
> way? Any risks or down-side that you can see?
>
> -Ken Fackler
Hi Ken/All:
Folks have been using heat off exhaust manifolds, mufflers, and engines, for
a long time. Model A Fords, 1928-1931, had an after market exhaust manifold
heater. And, of course, VW's. However, I never had a VW (all mine were
buses) heater that worked very well.
The only down side I see is carbon monoxide poisoning. Other than that,
something else to get attached to the airplane.
I just got back from flying. We had a low of 34 and a high of 39 today. I
got home about sundown and it was 35F. A lot colder out of the cockpit than
in it. The Chilli Vest worked great. I set the thermostat about 75% and
stayed nice and warm. BTW the sun was not shining, which is a great help to
heat the cockpit when it is.
I contemplated heating systems for many years and never designed and built
one. Glad I didn't now. Was much simpler and cleaner to attach two wires
to the battery, zip up the Chilli Vest, plug it in, and stay warm. When not
in use, it folds up into a tiny package that takes little room and weighs
nothing.
Take care,
john h
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | Re: First Flight!! |
Mark German wrote:
>
>Kolbers:
>I had my first flight today at 9:30am OAT was 22F
>
>
Good work Mark, looks like eventually Kolbs might even outnumber Cessnas!
-BB , still minus numbers here in W. NY
>
>
>
>
________________________________________________________________________________
| From: | "Aaron Hollingsworth" <aaron(at)gamespeak.com> |
I just test flew with my rudder tab. Feels great. instead of 50% left rudder on
takeoff... I need a TINY bit of right. In flight it seems pretty even. I'll fly
a little more with it and see if I need to ease out a slight bit of bend. Thanks
to everyone that helped me out with tips / advice on it.
Aaron\MK3
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
> Prior to the 2001, or it may have been the 2000 flight, I purchased a Chilli
> Vest from Sargeant MC Equip in Orlando, FL.
>
> http://www.sargentcycle.com/chillivest.htm
>
> Folks, it is still only $179.95, and worth every cent.
Ok, but that's x2 if you want anybody to go with you when it's cold!
-- Earl
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: solo and capacitor question |
Cap's also have a voltage rating - he needs that to get one rated at least
that or higher - you can always go higher but may cost more $. 22,000 mfd
is a electrolytic and there is a polarity to them - you will need to
install the new one with +/- terminals/wire ends matching the old one.
jerb
>
> From my search on the list I have
> > determined it is probably 22,000mfd > Mike Thomason
> > Glasgow, Kentucky
>
>Hi Mike/All:
>
>I use a 22,000mf capacitor on my electrical system. It acts much the same
>as a battery eliminator when I turn off the alternator.
>
>Should work ok, unless the EIS people encourage you to use a different size.
>
>They are available from Electornic Shops or the internet.
>
>john h
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb Database |
Guess I'm gonna hafta update my brain a little more often, and get a new 2x4
to pound the info in with. I took a quick look at the California page, and
see that Jim Clayton is in Santa Clara. Hmmm.............just drove thru
there yesterday, on my way to see an old friend in Marin City after leaving
the Native American Artist in Santa Maria. Now, THERE's one sharp fella
who's getting ready to start a Kolb. Thanks for the Photoshop help, Marty.
Also stopped in Manteca, CA on the way home today to meet lurker Bob Dalton,
who's also getting ready to start a Kolb. He's another nice fella, who's
head works so much like mine that it's scary.............and he says it
doesn't hurt, either. Travelin' Lar Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "dama" <dama(at)mindspring.com>
Subject: Kolb-List: Kolb Database
>
> It's been a while since I mentioned it on the list but to those that are
not aware, you will find the best of the Kolb-type people in the database
found here...
> http://www.springeraviation.net/
>
> Happy Flying...
> Kip
>
>
________________________________________________________________________________
| From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
| Subject: | when is your first flight |
John
was up working on our web sight when I saw your post. Guess I'm not the only one
kolbing late hours. have been watching your progress I like what you have done,
tank, engine and all looks like you are moving at light speed. when are you
planning on the first flight? my extra is still moving at a snail pace with
my bud Larry doing the gap sil
good luck
uncle craig mk
MKIIIex 912uls warp
Arizona www.milow.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Ok, but that's x2 if you want anybody to go with you when it's cold!
> -- Earl
Earl/All:
Well, I had not thought about keeping the passenger warm.
I figured if anyone was crazy enough to fly with me as cold as it was
yesterday, they would make arrangements to keep themselves warm. :-)
Seriously, I don't have anyone that flies with me on a regular or irregular
basis.
I think the beauty of the Chilli Vest is the simplicity of the system,
without hanging additional hardware on the aircraft, which equals weight, or
inviting another inflight hazzard by routing hot water into the cockpit.
For that matter, I don't like primers that route fuel into the cockpit
either.
To each his own,
john h
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: First Flight!! |
Mark wrote:
>
> > I had my first flight today at 9:30am OAT was 22F Wind was less then 5.
> Flight lasted 35 minuets. The Kolbra handled better than expected.
Way to go on your first flight in the Kolbra.
Glad all went well. What a feeling huh? Wish you many hrs. of safe flying.
Bob Griffin
________________________________________________________________________________
| Subject: | Re: New owner of a MK III |
Giovanni,
Depending on what kind of dope/paint you have, you might have difficulty if
it is 97 vintage stuff also. The pigments have no doubt setteled out, and
become sludge in the bottom of the can. I know for instance that at Wicks
aircraft supply, they go thru all their Poly-Tone stock and use a shaker on
each can once a month. I would call the distributor of the brand and ask
their advice.
I believe I also would take it all to a paint store and have them use a
mechanical shaker on each can, then open and try a test on a small frame
covered with scraps of dacron or something.
AS far as that engine...it is really hard to say. Humidity conditions are
different everywhere and in everones home...If he had airconditioning it
would be a better chance all is ok. If no one spilled Coca-cola on the
"end-table" that leaked down onto the engine...if the engine was wrapped in
plastic...6 or 7 years is a long time.
If he had children like mine....an anvil might have a hard time surviving in
the living room as an end table for 7 years!
Good luck, and welcome to the wonderful world of Kolb ownership!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
| Subject: | Fw: The Good News That Isn't In Print |
Fellow kolbers this doesn't directly related to my airplane but I think
it's worth a reed
uncle craig
MKIIIex 912uls warp
Arizona www.milows.com
The Good News That Isn't In Print
The following is an email message sent to all First Marine Air Wing and
Marine Wing Support Squadron 171 from LtCol Scot S. Seitz, Commanding
Officer, on Monday, December 1, 2003. It's worth reading and sharing.
Marines and Sailors,
As we approach the end of the year, I think it is important to share a
few thoughts about what you've accomplished directly, in some cases, and
indirectly in many others. I am speaking about what the Bush
Administration and each of you has contributed by wearing the uniform,
because the fact that you wear the uniform contributes 100% to the
capability of the nation to send a few onto the field to execute
national
policy. As you read about these achievements you are a part of, I would
call your attention to two things:
1. This is good news that hasn't been fit to print or report on TV.
2. It is much easier to point out the errors a man makes when he makes
the tough decisions, rarely is the positive as aggressively pursued.
Since President Bush declared an end to major combat on May 1. . . . . .
the first battalion of the new Iraqi Army has graduated and is on active
duty. . . . over 60,000 Iraqis now provide security to their fellow
citizens. . . . nearly all of Iraq's 400 courts are functioning. . . .
the Iraqi judiciary is fully independent. . . . on Monday, October 6,
power
generation hit 4,518 megawatts-exceeding the prewar average. . . . all
22
universities and 43 technical institutes and colleges are open, as are
nearly all primary and secondary schools. . . . by October 1, Coalition
forces had rehab-ed over 1,500 schools-500 more than scheduled. . . .
teachers earn from 12 to 25 times their former salaries. . . . all 240
hospitals and more than 1,200 clinics are open. . . . doctors salaries
are at least eight times what they were under Saddam. . . .
pharmaceutical
distribution has gone from essentially nothing to 700 tons in May to a
current total of 12,000 tons. . . . the Coalition has!
helped administer over 22 million vaccinations to Iraq's children. . .
a Coalition program has cleared over 14,000 kilometers of Iraq's 27,000
kilometers of weed-choked canals which now irrigate tens of thousands of
farms. This project has created jobs for more than 100,000 Iraqi men
and
women. . . . we have restored over three-quarters of prewar telephone
services and over two-thirds of the potable water production. . . there
are 4,900 full-service telephone connections. We expect 50,000 by
year-end.
the wheels of commerce are turning. From bicycles to satellite
dishes to cars and trucks, businesses are coming to life in all major
cities and
towns. . . . 95 percent of all prewar bank customers have service and
first-time customers are opening accounts daily. . . . Iraqi banks are
making loans to finance businesses. . . . the central bank is fully
independent. . . . Iraq has one of the world's most growth-oriented
investment and banking laws. . . . Iraq has a single, unified currency
for the first time in 15 years. . . . satellite
TV dishes are legal. . . . foreign journalists aren't on 10-day visas
paying mandatory and extortionate fees to the Ministry of Information
for
"minders" and other government spies. . . . there is no Ministry of
Information. . . . there are more than 170 newspapers. . . . you can buy
satellite dishes on what seems like every street corner. . . . foreign
journalists (and everyone else) are free to come and go. . . a nation
that had not one single element-legislative, judicial or executive-of a
representative government, now does. . . . in Baghdad alone, residents
have selected 88 advisory councils. Baghdad's first democratic transfer
of
power in 35 years happened when the city council elected its new
chairman.
.
today in Iraq, chambers of commerce, business, school and professional
organizations are electing their leaders all over the country. . . . 25
ministers, selected by the most representative governing body in Iraq's
history, run the day-to-day business of government.
the Iraqi government regularly participates in international
events.
Since July, the Iraqi government has been represented in over two dozen
international meetings, including those of the UN General Assembly, the
Arab League, the World Bank and IMF and, today, the Islamic Conference
Summit. The Ministry of Foreign Affairs today announced that it is
reopening over 30 Iraqi embassies around the world. . . . Shia religious
festivals that were all but banned, aren't. . . for the first time in 35
years, in Karbala thousands of Shiites celebrate the pilgrimage of the
12th Imam. . . . the Coalition has completed over 13,000 reconstruction
projects, large and small, as part of a strategic plan for the
reconstruction of Iraq. . . . Uday and Qusay are dead-and no longer
feeding innocent Iraqis to the zoo lions, raping the young daughters of
local
leaders to force cooperation, torturing Iraq's soccer players for losing
games, or murdering critics. . . . children aren't imprisoned or
murdered
when their parents disagree with the government. . . . political
opponents aren't imprisoned, tortured, executed, maimed, or are forced
to
watch
their families die for disagreeing with Saddam. . . . millions of
longsuffering
Iraqis no longer live in perpetual terror. . . . Saudis will hold
municipal elections. . . . Qatar is reforming education to give more
choices to
parents. . . . Jordan is accelerating market economic reforms. . . . the
Nobel Peace Prize was awarded for the first time to an Iranian-a Muslim
woman who speaks out with courage for human rights, for democracy and
for
peace. . . . Saddam is gone. . . . Iraq is free. . . . President Bush
has
not faltered or failed. . . . Yet, little or none of this information
has
been published by the Press corps that prides itself on bringing you all
the news that's important.
Iraq under US-led control has come further in six months than Germany
did
in seven years or Japan did in nine years following WWII. Military
deaths from fanatic Nazi's and Japanese numbered in the thousands and
continued
for over three years after WWII victory was declared.
It took the US over four months to clear away the twin tower debris, let
alone attempt to build something else in its place.
Now, take into account that almost every Democrat leader in the House
and
Senate has fought President Bush on every aspect of his handling of this
country's war and the post-war reconstruction, and that they continue to
claim on a daily basis on national TV that this conflict has been a
failure.
Taking everything into consideration, event the unfortunate loss of our
brothers and sisters in this conflict, do you think anyone else in the
world could have accomplished as much as the United States and the Bush
administration in so short a period of time?
These are things worth writing about. Get the word out. Write to
someone you think may be able to influence our Congress or the press to
tell the
story.
Above all, be proud that you are a part of this historical precedent.
God bless you all. Have a great Holiday.
Semper Fidelis,
LtCol Scot S Seitz
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Here is an item that might be handy for the builder:
http://www.ishopwiz.com/4/4-1670.html
It is a set of retractable fine tip markers that can be used one-handed. Avery
Marks-A-Lot Retractable Fine Tip Marker. No top to lose. I got some at Office
Depot and I also saw some at Walmart. I was always misplacing tops before and
letting mine dry out.
Clay Stuart
Building Mark IIIXtra
Danville KY
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
This past fall, one side of my dual egt guage went to 0. I flew with it that
way for a month and the second side went to 0.
------------------------
the egt probes are thermocouples simular to those used on water heaters and furnaces....
they produce up to 30 mv of power when heated..... i have seen
them last 15 - 20 years... and as little as a few months.... i would sugest
that you heat it up and test with a dc milivolt meter and check the output...
if it seems ok then check the wireing. to heat it up it could be removed and
heated with a match, candle, or a torch on low heat..
boyd
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
The best markers I've used are the German made ones - they often have a
pinkish color to the body and are often sold at larger graphic
stores. Brand is Stabilo - Permanent Fine Tip
While building parts for an RV-6 I tried the Sharpies, they draw about one
or two lines on aluminum sheet metal and then do not want to write any
more. Pilots work but there very fine tips don't last long and dry out
faster than the German brand. Haven't tried the Mark's-A-Lot brand. I've
lost my local source for the German ones, last batch I got while working in
Australia. Any body knows of mail order place that carries them PLEASE let
me know.
Thanks,
jerb
>
>Here is an item that might be handy for the builder:
>
>http://www.ishopwiz.com/4/4-1670.html
>
>It is a set of retractable fine tip markers that can be used
>one-handed. Avery Marks-A-Lot Retractable Fine Tip Marker. No top to
>lose. I got some at Office Depot and I also saw some at Walmart. I was
>always misplacing tops before and letting mine dry out.
>
>Clay Stuart
>Building Mark IIIXtra
>Danville KY
>
>
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
This has come up several times before, BUTT don't mark aluminum with a
lead (graphite) pencil. May cause corrosion. Marking pens OK.
Bob N. really old aircraft sheet metal mech
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: solo and capacitor question |
Yep, Herb, you're right about the plethora of mostly good parts on
junked electronics. The problem is that most of the components are
sitting on ckt boards with leads almost too short to splice. And locally
we have to PAY $ to junk stuff!
Bob N.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
It has been established cracks have formed along the pencil mark
line. It's considered a no-no in aircraft construction industry to use
pencil marking aluminum.
jerb
>
>This has come up several times before, BUTT don't mark aluminum with a
>lead (graphite) pencil. May cause corrosion. Marking pens OK.
>
>Bob N. really old aircraft sheet metal mech
>
>
________________________________________________________________________________
| From: | DMe5430944(at)aol.com |
| Subject: | Re: Kolb-List Digest: 22 Msgs - 01/11/04 |
I agree, lets keep the Kolb list intact for what it is intended, not world
news or such
Don Mekeel
Firefly No 002
El Paso, Texas
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
| Subject: | Rotax Carb Heaters-4 sale |
Kolbers,
All this talk about heaters reminded me I have some carb heaters. No need for
carb heaters in the Sonoran desert. So I have a pair for sale. Designed for
2 stroke, Bing 54 series Rotax engines. They are new, never used. Anyone interested
in the cold parts of the country, I am taking offers.
let me know off the list at:< rp3420(at)email.sps.mot.com >
Thanks,
Tim
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: solo and capacitor question |
OK, ever-buddy hole whatcha got. I was just looking for a cap for
"Mike Thomason"
By now he may hopefully be near to flying!
Mike, talk to Herb...
herbgh(at)juno.com
Bob N. way over an' out
________________________________________________________________________________
| From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
Kolbers
no moor stuff. just kolb related. sorry to be sooooooooooooo rude to put any stupid
petty things on the site, my fault. sorry.
Hay, I work on the MKIII every day, getting real close, the gap sill is finally
done!!!!!!!!!!!!!!!! I put some pictures on the web site showing techniques I
used to make the calling today if any one is interested.
again sorry for the lat post.
uncle craig
MKIIIex 912uls warp
arizona www.milows.com
________________________________________________________________________________
| Subject: | Re: solo and capacitor question |
Hi Bob
Yep! Met Mike at a flyin at Franklin Ky. Was going to go over to his
place near Glasgow and look his plane over. Glad to give him a hand if he
needs it.
I will email him and extend the offer---Mike are you listening???
Herb in Scottsville. KY
>
> OK, ever-buddy hole whatcha got. I was just looking for a cap for
> "Mike Thomason"
>
> By now he may hopefully be near to flying!
>
> Mike, talk to Herb...
> herbgh(at)juno.com
>
> Bob N. way over an' out
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Anyone have a Good add fer ol' Beauford? I keep getting a reject notice, saying...
over quota... What quota? Is he rationed?
Bob N.
________________________________________________________________________________
Tell ya what Craig....that is a great site..good looking bird too!.....now I
know how ya got it all done tho....maybe when ya get done here soon ya could
send Lt Dan or Slick over here to give me a hand too!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| Subject: | grind carbon? danger! |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
01/13/2004 07:43:43 AM
>The warp drive with its solid carbon construction would seem an ideal
>blade for this kind of shaping... although it probably isn't easy to
>grind carbon fibers
>Topher
Please do not grind or sand carbon without carefull dust control.
Particles of carbon are very bad news to your lungs, like asbestos.
Jim Gerken
________________________________________________________________________________
| Subject: | Re: solo and capacitor question |
In a message dated 1/10/04 4:03:56 PM Eastern Standard Time,
ronoy(at)shentel.net writes:
>
> Fergot, it's a big electrolytic capacitor---aka a "condenser" to some.
>
> Bob N.
>
> If'n ya can't find the exact duplicate anywhere, just make sure you match its
Working Volts DC and Capacitance Value in Mfd to expect a seamless repair.
George Randolph
________________________________________________________________________________
| Subject: | Re: solo and capacitor question |
In a message dated 1/10/04 9:56:26 PM Eastern Standard Time,
jtripp(at)elmore.rr.com writes:
> Mike,
> I've got the capacitor that came with my EIS right here in my hand. It is
> blue and about 1" long with a wire out the top and one out the bottom. It
> comes from BC and the label on it says 2200 yf .16V. Actually, it's not
> really a y but a backward y like you're looking at it in a mirror. Hope that
> helps.
>
> James Tripp
> FS II
> that is the greek letter mu meaning micro or in this case times 10 to the
minus 6 or millionths. so the capacitor value is 2thousand 2 hundred micro
farads. Another way to look at it is.... .0022 farads. 1,000,000 micro farads
equals one farad. One farad is a helluva big capacitor (for the rednecks in the
group). But your capacitor is only 2 thousandths that size.....kinda like the
mach business. A jet goes mach one which is the speed of sound at 760 mph.
Kolbers go 50/760 or .066 mach.
All this plus a little money will purchase a cup of java.
just trying to be helpful and put into proper perspective.
George Randolph...the Villages
obviously I miss my Firestar which is stuck in Ohio, now
________________________________________________________________________________
In a message dated 1/12/04 7:25:55 PM Eastern Standard Time, vitalfx0(at)msn.com
writes:
> I put some pictures on the web site showing techniques I used to make the
> calling today if any one is interested.
> again sorry for the lat post.
> uncle craig
> MKIIIex 912uls warp
> arizona www.milows.com
>
>
no apologies necessary for me buddy, I'm glad you posted it and I learned
from it and the other opposite view as well. Every now and then that stuff is
ok
by me.
George Randolph
firestar driver
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | FireFly & Propeller Off Set |
Kolbers,
I got to fly to day for the first times since Thanksgiving Day. Some days were
flyable, but the FireFly was not. On the day before Thanksgiving one of the
bands for the brakes broke. I tied off the cable so that I had a brake on one
wheel only. After the Thanksgiving Day flight for the grandchildren, the other
band broke. I increased band thickness and recycled the braking material.
I got the new bands installed Sunday. It was the first day warm enough so that
tools did not bite. Also, I rotated the engine belt reducer so that it is
90 degrees to the left and remounted the IVO propeller.
Monday, I attempted to fly, but one of the magnetos was shorted.
Today, I put some booster springs to help retract the fish line to the engine mounted
magneto kill switches, and it solved the problem. Taxied to burn in the
new brake bands, and then flew for about ten minutes. With the new thrust position,
the ball is centered at cruise. Turning/banking to the left requires
little to no rudder for a coordinated turn. Flight time was too short to evaluate
pitch trim, but the thrust line is 5.5 inches to the left and 2.17 inches
below that of the Rotax 447. I hope the weather will be good for this coming
Sunday and the local EAA Chapter 453 meeting. If the thrust line is helping,
it should show up on a two hour trip in reduced fuel consumption and better
ground speed.
I thought the Powerfin was a quieter propeller than the IVO but after a long flight,
I thought the opposite. And so, I have ordered a noise/sound meter so that
I can objectively measure the sound in the cockpit while in flight. After
I get noise readings, I will be cutting the IVO so that it will clear the tail
tube with the belt reducer rotated 135 degrees to the left. This will put the
thrust line 3.89 inches to the left and 6.06 inches below that of the Rotax
447. Then I will cut the IVO tips to Terry's new tip.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Craig/All:
----- Original Message -----
From: "CRAIG M NELSON" <vitalfx0(at)msn.com>
Subject: Kolb-List: calling
I put some pictures on the web site showing techniques I used to make the
calling today if any one is interested.
> MKIIIex 912uls warp
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> I put some pictures on the web site showing techniques I used to make
the calling today if any one is interested.
> uncle craig
Craig/Gang:
Enjoyed looking at your pics.
Noticed you had painted your engine mount "rails", or the aluminum angles.
I did the same thing first time I mounted the 912. After a short period of
time the four engine mount bolts throught the angle and into the engine
cases became slightly loose. Loose enough to start the tell tale signs of
some black streaks from aluminum rubbing on aluminum. I retightened several
times before I realized what was happening. Vibration was wearing away the
paint and primer, loosening the torqued engine bolts. Next set of angle I
installed I did not paint and eliminated the problem. Sitting here thinking
about it, "hind sight", I could have masked the small area of contact with
the engine case and painted the rest of the angle.
Another thing that caught my eye was the long run of aluminum oil tubing
from the bottom of the engine case and the oil pump to the forward end of
the engine, where it then attaches to flexible oil line to the tank. My
question is: Have you given any thought to the possibility of vibration and
stress cracking and failure of this hard mounted tubing? Personally, I
would keep all these lines flexible to prevent any chance of failure. I
admit the aluminum looks very professional and clean, but am concerned about
hard mounting anything to the engine, 2 or 4 stroke.
I like the cooling tower. With intake air passing through the radiator and
oil cooler prior to arriving to the carbs, should be no need for additional
carb heat to prent carb ice.
Did I ever tell you guys about sleeping on the tarmac at Gila Bend, AZ,
airport last May. Woke up about 0600 to find a drunk in a pickup truck
parked right next to me on the parking pad. He had the drivers door open
and his feet sticking out. With all the room on that newly paved parking
pad, I would have thought maybe he would have parked way over on the other
side, rather than right up next to me. Anyhow, he was very quiet coming in
because I did not know he was there until I rolled over in my sleeping bag
to see him there.
As I was getting out of my bag the drunk woke up and it turned out to be
Uncle Craig, not a drunk at all. He had driven 110 miles from Phoenix to
Gila Bend to see Miss P'fer, was afraid he would have missed her had he
waited until later to drive down. We had a great visit before I had to
depart for Sierra Vista to try and locate one of our past members of the
Kolb List.
Take care,
john h
________________________________________________________________________________
| From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
----- Original Message -----
From: John Hauck
Subject: Re: Kolb-List: calling
-->John hauck wrote
Another thing that caught my eye was the long run of aluminum oil tubing
from the bottom of the engine case and the oil pump to the forward end of
the engine, where it then attaches to flexible oil line to the tank. My
question is: Have you given any thought to the possibility of vibration and
Take care,
john h
Yes. if you look in the pictures you will see the adel clamps that hold the lines
to the engine.
uncle craig
MKIIIex 912uls warp
arizona www.milows.com
ps all soelling courtiessy of weibestier including couwelleing
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
OK guys, ONKLE CRAIG had me going for awhile two. Half too admit tho
he is fonetikly keerect. Some translatin': calling=cowling.....sill=seal
Yer a great craftsman craig, keep up the good work, hope to see your
bird fly over my head some day. -BB, MkIII N3851E in storage
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: : Kolb-List:ENGINE MOUNT RAILS |
> I wonder if it was the paint only.
I remember you talking about a thicker aluminum angle or something heavier
angle when you installed the 912uls. so I formed a thick washer that has
the sane contour as the angle rail and now the bolt head and washer are
tight against the base of the angle aluminum. your thoughts john?
> uncle craig
Craig/Folks:
The problem with paint and primer errosion between engine case bolts and
vertical arm of aluminum angle occurred early on on a set of 1/4" thick
angle. I feel the problem of loosing torque on these four bolts was paint
and primer wearing away.
My new 3/8" thick angle was fabricated for me by John Russell, former Sling
Shot builder and flyer, at Rome Plow in Rome, Ga. The inside filet was
relieved by a vertical milling machine to allow the washer to sit flat on
the bottom arm of the angle. I believe the mill they used radius'd 90 deg
angle to prevent stress cracking. After 620 hours it is performing
flawlessly. Have not retorqued the four case bolts since initial
installation.
Your thick washers should work well.
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Yes. if you look in the pictures you will see the adel clamps that hold
the lines to the engine.
> uncle craig
> MKIIIex 912uls warp
Craig/All:
Yes, looked at pics, did see adel clamps, and still question how long those
lines will last before failure.
They may last forever in that configuration, but I choose to use flex hose
from sump and pump to tank. I know that system works. :-)
john h
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
| Subject: | Re: : Kolb-List:ENGINE MOUNT RAILS |
Hi Craig,
I had the same problem of the washer and bolt head touching the radius of
the AL angle. I rounded off a standard washer and put another one on top of
it.
John Williamson
Arlington, TX
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 22 Msgs - 01/11/04 |
John,
I agree. I was on a long xc in a Mooney many years ago (early 70's) and had
a fuel leak in the cockpit. Scared the bejeezus out of me. Can't remember
now just why it happened, some line to a guage or something. But I do
remember fuel in the floorboard on the passenger side, being at altitude
when it happened, and landing in Daytona because of it.
Cockpits are not a good place for fuel.
Fly Safely,
Doug
john h wrote: ...For that matter, I don't like primers that route fuel into
the cockpit either.
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
I've finally built a web site...200 pictures.
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Gotta Fly...
Mike in MN
---
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
I like the cooling tower. With intake air passing through the radiator and
oil cooler prior to arriving to the carbs, should be no need for additional
carb heat to prent carb ice.
===============
it has been proven that if you heat up realy cold air to just above the
freezing point then cool it with the evaporation of the gas that you will
make carb ice... where you would not if the air was not heated.
boyd
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Kolbers in Ottawa |
I'm leaving next Tuesday for about 10 days up on Ottawa on business. Any
Kolbers up there who might want to get together for a burger and a beer at
some point?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | "Gene D." <gdledbetter(at)earthlink.net> |
| Subject: | Panama City Beach Run |
Florida Kolbers,
I pulled my Trailer and Firefly to Panacea again and have already enjoyed the pleasure
of flying with Duane The Plane 3 days this week. Had a heck of a problem
getting the trailer out of the lower level parking spot at my airport with
all of the rain we had been having. Hooked up and just spun the wheels.. Threw
lots of mud. Weather finally got cold enough to freeze the ground so I could
get the trailer out.
Had to taxi the firefly a couple of blocks to the trailer so decided to take it
around the patch at 18F. Boy, it jumped into the air and the engine pulled strong
but hot since I didn't bother to adjust the mixture a notch or two.
Wondered if anyone might be trying to make a beach run this year from Panama City
to Panacea as has been done in the past. Last year the run was rained out
two weekends in a row and didn't happen.
I'll only be here a month this year since I need to be at home to help my honey
plan the wedding. Old love is better than young love. Take my word for it.
Gene
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Hand Pump for Fueling |
It's very difficult and awkward for me to fill the fuel tanks on my Mark III Classic
with the standard 5 gal fuel tanks. Anyone know of a good hand pump that
will tranfer fuel from a five gal tank? I'm trying to avoid an electric pump.
Thanks guys. Bill in Colorado
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: drop nose kolb |
> it seems that i saw john w come into monument valley last may..... it
seems he had a drop nose allready...... john h saw it as well.
>
> boyd
Boyd/All:
Yep. There we were, drinking coffee by the big window in the resturant
overlooking the airstrip, when in flies a Kolb Kolbra. Taxied around to
the tie down cable, increased power, and the nose actually drooped, all the
way down to the red dust and dirt of Monument Valley. Boyd and I both
thought a small Concorde had arrived.
Take care,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Looking at this pic again, and another question comes to mind. I mentioned
quite a while ago that the windshield had been sandblasted while sitting in
my driveway. I polished it out 3 times by hand, and got it to where you can
see thru it, but it's still a little foggy, as you can see in the picture on
the webpage below. Sight thru the lexan on the top 1/3. If I go very
gently with the power random orbit sander with a fleece cup cover, and the
Novus #2 that I used in my previous efforts, do you think that'll hurt the
lexan ?? Thanks Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
>
> Today, I finally brought Vamoose home after 4 months of being jerked
around, so now might even get something accomplished. The new landing gear
looks great, but the A&P really ripped me off on the
price..............double what was expected. You can see it at:
http://www.flyingpics.homestead.com/gear1.html . Now, just gotta paint it.
I had planned on powder coating, but Tom Kuffel raised the question of
flexing. Before checking on that, I called the heat treating shop, and they
told me NOT to powder coat the legs. Anything over 300 deg. F., will start
to degrade the R48 hardness
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hand Pump for Fueling |
> It's very difficult and awkward for me to fill the fuel tanks on my Mark
III Classic with the standard 5 gal fuel tanks. Anyone know of a good hand
pump that will tranfer fuel from a five gal tank? I'm trying to avoid an
electric pump. Thanks guys. Bill in Colorado
Bill E/Gang:
I have posted this several times before.
I use about six feet of vinyl tubing pushed over the spout of the gas can.
The tubing is long enough to put one end in the tank first, then attach the
other end to the spout. Pick the gas can up and fuel will transfer very
rapidly.
I use this system to refuel the filler on top and aft on the gap seal.
Works great.
I'm pushing 65 and can still handle the 5 gal cans ok. I figure if I get to
the point where I can't hold 5 gal of gas over my head to refuel, I'll go to
2.5 gal. No sweat.
Price is the cost of the vinyl tubing, or for that matter, any other tubing
that will have a nice snug fit over the end of the pour spout. I like the
vinyl because it is clear and I can see what's happening.
Take care,
john h
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
| Subject: | Re: Hand Pump for Fueling |
I got mine from Northern tools. Comes with an adapter to let screw on most
any size opening. Wirks really good and cost only bout ten bucks.
Dale Sellers
----- Original Message -----
From: "Bill Elder" <billelder(at)denver.net>
Subject: Kolb-List: Hand Pump for Fueling
>
> It's very difficult and awkward for me to fill the fuel tanks on my Mark
III Classic with the standard 5 gal fuel tanks. Anyone know of a good hand
pump that will tranfer fuel from a five gal tank? I'm trying to avoid an
electric pump. Thanks guys. Bill in Colorado
>
>
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Hand Pump for Fueling |
I hear you loud and clear on this one, Bill! I was hoisting five gallons
cans over my head until last summer when I tore a muscle in my lower back
doing that. I tried all sorts of solutions, and got many suggestions from
the list. What I finally did was to order a 28 gal Gas Caddy with the
hand-operated Rotary Pump. It's on wheels, and fuel feed hose is about 10
feet long, so I just wheel that sucker up behind my plane, insert the fuel
nozzle, and twirl that crank. I particularly like that the pump is
high-flow, approx 10 turns per gallon, and that it's a two-way pump, i.e.,
you can run it backwards to suck the fuel out if need be. The unit is UL
approved.
http://www.toddusa.com/index.html
The website above is to the supplier I bought it from. The picture on the
far right is the actual item. Click on the text just above that picture to
go to their online catalog.
I don't wanna sound like a commercial, but I've been very happy with this
unit -and- the customer service provided by the company.
-Ken Fackler
(248) 601-0566
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: "Bill Elder" <billelder(at)denver.net>
Subject: Kolb-List: Hand Pump for Fueling
>
> It's very difficult and awkward for me to fill the fuel tanks on my Mark
III Classic with the standard 5 gal fuel tanks. Anyone know of a good hand
pump that will tranfer fuel from a five gal tank? I'm trying to avoid an
electric pump. Thanks guys. Bill in Colorado
>
>
________________________________________________________________________________
| Subject: | Re: Hand Pump for Fueling |
I buy gas 50 gals. at a time, I mix it with 1 gal of oil.
(don't send anything to me about old gas, I know about the loss of octane
and all that stuff)
I have a truck come and fill a 55 gal. barrel.
I have a barrel pump that I got at harbor freight tools.
it is the best way I found to do this.
lots of people at my air field do it like this and have been doing it
for a long time (10 years or more)
ps. I get 92 octane fuel, alcohol free.
92 octane is not the point, alcohol free is.
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Hand Pump for Fueling |
At 10:26 AM 1/17/2004, you wrote:
>
>I hear you loud and clear on this one, Bill! I was hoisting five gallons
>cans over my head until last summer when I tore a muscle in my lower back
>doing that. I tried all sorts of solutions, and got many suggestions from
>the list. What I finally did was to order a 28 gal Gas Caddy with the
>hand-operated Rotary Pump. It's on wheels, and fuel feed hose is about 10
>feet long, so I just wheel that sucker up behind my plane, insert the fuel
>nozzle, and twirl that crank. I particularly like that the pump is
>high-flow, approx 10 turns per gallon, and that it's a two-way pump, i.e.,
>you can run it backwards to suck the fuel out if need be. The unit is UL
>approved.
>
>http://www.toddusa.com/index.html
>
>The website above is to the supplier I bought it from. The picture on the
>far right is the actual item. Click on the text just above that picture to
>go to their online catalog.
>
>I don't wanna sound like a commercial, but I've been very happy with this
>unit -and- the customer service provided by the company.
Northern Tool has it at a good price:
http://www.northerntool.com/webapp/wcs/stores/servlet/ProductDisplay?xsell=33649&storeId=6970&productId=9950&langId=-1
-- Robert
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hand Pump for Fueling |
> I buy gas 50 gals. at a time, I mix it with 1 gal of oil.
> (don't send anything to me about old gas, I know about the loss of octane
> and all that stuff)
Hi Mhqqqqq/All:
Is that your real name?
Seems like you have all the answers, so I have a question.
Is there any problem with fuel/oil seperation, should this 50 gal of fuel
and gal of oil sit for an extended period of time, like and month or so?
Thanks,
john h
BTW: What is your real name?
________________________________________________________________________________
| From: | "Jo and Larry" <joandlp(at)starband.net> |
| Subject: | Firestar II trade? |
Would be interested in trading a 2000 Kolb Firestar II for a dual control 2
seater. Would prefer side by side of same or lesser value such as Mark III,
Avid, Kitfox, etc. Would look at the right tandem. Firestar has 0 hour
airframe, 150 hr DCDI 503 w/ elect st, oil inj. full encl other opt. email
for information and pics.
Thanks ,
Larry
________________________________________________________________________________
| From: | Jimmy <jhankin(at)planters.net> |
Anyone on the list know of a repair facility for a altimeter that has the adjust
knob broken off.
Called Aircraft Spruce, it is listed in their catalog. No name of it only "Made
in
China". They could not help.
Would it hurt the instrument to open it up to see if I could replace the stud?
Jimmy Hankinson
912-863-7384
Rocky Ford, Ga. 30455
jhankin(at)planters.net
Kolb Firefly/447/275hrs
Local field, Pegasus/2000/Grass
Airport JYL/Sylvania, Ga.
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
| Subject: | Re: Hand Pump for Fueling |
Bill,
I bought a self priming hose from NAPA or Northern Tools (under $10) and a
four foot aluminum ladder from Lowe's (also about $10). I put my 5 gal gas
can on the ladder, get the gas flowing and in a matter of minutes the fuel
is transferred. This way I do not have to hold the 5 gal of gas or pour it.
Works great and I can take the hose with me when I fly cross country. Then I
just put one foot on the tire of the plane, rest the
gas can on my knee, and it works the same way.
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: "Bill Elder" <billelder(at)denver.net>
Subject: Kolb-List: Hand Pump for Fueling
>
> It's very difficult and awkward for me to fill the fuel tanks on my Mark
III Classic with the standard 5 gal fuel tanks. Anyone know of a good hand
pump that will tranfer fuel from a five gal tank? I'm trying to avoid an
electric pump. Thanks guys. Bill in Colorado
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
Wouldn't hurt it a bit, it is not rocket science. Probably a small length
of brass tubing from the hobby shop and a little JB Weld...
There is an instrument repair facility in Atlanta, don't remember the name,
but they could fix if you can't cob something that works.
Richard Pike
MKIII N420P (420ldPoops)
>
>Anyone on the list know of a repair facility for a altimeter that has the
>adjust knob broken off.
>
>Called Aircraft Spruce, it is listed in their catalog. No name of it
>only "Made in
>China". They could not help.
>
>Would it hurt the instrument to open it up to see if I could replace the stud?
>
>Jimmy Hankinson
>912-863-7384
>Rocky Ford, Ga. 30455
>jhankin(at)planters.net
>Kolb Firefly/447/275hrs
>Local field, Pegasus/2000/Grass
>Airport JYL/Sylvania, Ga.
>
>
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Costco has a laser level at $12.99. Has 16" Al level with both laser and
bubble. Puts out either dot or cross. Also a kinda pocket-penlite laser
with bubble, batts for both, and a pr of tinted sunglasses to use when
operation in direct sunlight.
Bob N.
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | MEMATUZAK(at)aol.com |
| Subject: | Re: Self priming Fueling n still flying :) |
I do the same as Jim. A self priming hose that I bought at SnF, $8. It has a
brass valve that acts as a one way valve. You shake it up n down to start the
flow and you never have to touch raw fuel. Easy to carry and you can't be the
price. XC I carry it with me to top off at a friends.
As for you icebergs, yesterday flew the beach. Its whale season in our neck
of the woods. Didn't see any but I've got the best seat around. The spotters
are shorebound and stationary. I'm mobile both horz and vert.
later
Mike Matuszczak
Palm Coast FL
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Not a single reply on my lexan question, either. Hmmmm.................???
Lar.
Larry/All:
After a few years of wearing out Lexan, not Plexiglass, I have found if a
good cleaning and waxing with a quality automotive wax does not give
satisfactory results, replace the Lexan with new stuff.
I have found Lexan to be much softer and much less scratch resistant and
repairable than Plexiglass. However, the beauty of Lexan is it toughness
and ability to protect me should I happen to fly through red oak tree limbs,
by keeping them and other objects out of the cockpit.
Now, does that feel better? or were you looking for someone to tell you how
to repair the old Lexan so you would not have to spend another dime to
replace? :-)
I have heard from some folks on this list, that repairing Lexan is quite
possible, but I have not found the secret formula.
Take care,
john h
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Hand Pump for Fueling |
One to carry with you or one for your home base.
Northern Tool sells a Blue aluminum rotating hand crank pump ($25-$28) that
works fairly well. Takes about 16-17 easy cranks per gallon. Only thing
is adapting hoses to the thing but it can be done. Made a little cart from
one of Harbor Freights small flat bed dolly's they sell. You can sit you
tank of fuel on it and wheel it out to the plane - never refuel in the
hangar bad ideal.
If you have a little time you can use a Facet electric fuel pump available
at most NAPA auto parts stores - get the highest fuel rate model ($30-35$-
still expect 10-15 minutes to transfer 5 gallons. It can be mounted in the
plane and you can have a self sealing quick disconnect on the pump allowing
a removable hose.
SkySports the outfit that advertises in UL Flying magazine sells two types
of the quick disconnects, self sealing and not sealing models. These are
good folks the do business with by the way. I gotten all my instruments
through them good prices and - no failures so far. I am a very happy
camper with their service and their products.
jerb
>
>It's very difficult and awkward for me to fill the fuel tanks on my Mark
>III Classic with the standard 5 gal fuel tanks. Anyone know of a good
>hand pump that will tranfer fuel from a five gal tank? I'm trying to
>avoid an electric pump. Thanks guys. Bill in Colorado
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Yah, grumble, grumble. Seems like every time I turn around I hafta bite the
bullet and spend more and more money. I'm not a cheapskate by any stretch
of the imagination, but this thing is completely out of hand. (pocket ??)
Yah, yah, I'll buy the bloody lexan................but I sure had hopes, and
how do ya know if'n ya don't ask ?? Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Lexan
>
>
> Not a single reply on my lexan question, either.
Hmmmm.................???
> Lar.
>
> Larry/All:
>
> After a few years of wearing out Lexan, not Plexiglass, I have found if a
> good cleaning and waxing with a quality automotive wax does not give
> satisfactory results, replace the Lexan with new stuff.
>
> I have found Lexan to be much softer and much less scratch resistant and
> repairable than Plexiglass. However, the beauty
________________________________________________________________________________
| From: | loyd.peterson(at)att.net |
Ordered a quick build at the September 03 fly-in at London-delivery expected
any day. Is it possible to request an N number from the FAA prior to buying
an engine and knowing the engine serial number/make etc?
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Here is an article about restoring plexiglass in an airplane. It should apply
to Lexan also.
http://ronkilber.tripod.com/acrylic/acrylic.htm
Clay Stuart
building Mark IIIXtra
Danville KY
________________________________________________________________________________
| From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
I don't think I needed the engine serial number just to reserve an n-number.
Check this page - http://av-info.faa.gov/dst/amateur/ I believe
AC20-27F has the procedure and the address to apply for a custom n-number.
I reserved my number about a year and a half before I actually registered
it. I think it was $10 to start and $5/year to keep it reserved.
Duncan McBride
319DM
----- Original Message -----
From: <loyd.peterson(at)att.net>
Subject: Kolb-List: MK3 Extra
>
> Ordered a quick build at the September 03 fly-in at London-delivery
expected
> any day. Is it possible to request an N number from the FAA prior to
buying
> an engine and knowing the engine serial number/make etc?
________________________________________________________________________________
| From: | "Pat Lavigne" <pjl53(at)hotmail.com> |
| Subject: | fuel pump-simple=easy |
I fill my firestar using a simple and easy method.
I have a two wheel dolly that I made a shelf on at the top
measuring roughly 12'x24'. it's held on by large L-brackets to remove when
not in use. I put a 5 gal. gas can on it, which is higher than the gas tanks
on the plane . then using a syphone pump, I pump gas in the tanks, couldn't
be easier . The syphone pump is the kind you use to fill a kerosene heater
etc.
They cost $3.25 @ Home Depot.
Pat
Learn how to choose, serve, and enjoy wine at Wine @ MSN.
http://wine.msn.com/
________________________________________________________________________________
Hi Duncan
The one thing that you can get, depending on the state, is a tax bill!!
:-) Herb
writes:
>
>
> I don't think I needed the engine serial number just to reserve an
> n-number.
> Check this page - http://av-info.faa.gov/dst/amateur/ I
> believe
> AC20-27F has the procedure and the address to apply for a custom
> n-number.
> I reserved my number about a year and a half before I actually
> registered
> it. I think it was $10 to start and $5/year to keep it reserved.
>
> Duncan McBride
> 319DM
>
> ----- Original Message -----
> From: <loyd.peterson(at)att.net>
> To:
> Subject: Kolb-List: MK3 Extra
>
>
> >
> > Ordered a quick build at the September 03 fly-in at
> London-delivery
> expected
> > any day. Is it possible to request an N number from the FAA prior
> to
> buying
> > an engine and knowing the engine serial number/make etc?
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
----- Original Message -----
From: <herbgh(at)juno.com>
Subject: Re: Kolb-List: MK3 Extra
>
> Hi Duncan
> The one thing that you can get, depending on the state, is a tax bill!!
> :-) Herb
Not for just reserving the number with the FAA. The state sent me a notice
after I actually registered the plane, and I had to pay sales tax on the
amount of the first kit. All states want to go after the guys who go across
the border to avoid sales tax on their Gulfstream, but Florida at least
isn't trying to beat up amateur airplane builders. I called them up and all
they wanted was the sales tax on the first kit. They actually have a help
desk at Sun'n'Fun to answer questions.
________________________________________________________________________________
| From: | "Gary Thacker" <gbthacker(at)hotmail.com> |
What are the dates for Sun and Fun
Gary
Souderton,Pa.
Get a FREE online virus check for your PC here, from McAfee.
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
| Subject: | Hand Pump for Fueling. |
Thanks much for all the inputs. Don't know which to go but I sure have the options
now! Safe flying - Bill
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Sun & Fun Raider info |
Kolbers,
I recently received my annual letter from Earl Humble the Chairman of the Sun &
Fun Raider unit.
For those who don't know who the Raiders are, they are the group of volunteers
that handle garbage disposal at S&F.
Raiding is the most fun you can have while working your butt off and is a neat
way to see the "entire" show while riding on tractor pulled trailers.
Between runs you can return to points of interest that you noticed during your
pick up runs.
Another perk of Raiding is free camping in what I think is the best location on
the airport, half way between Paridise City and the main commercial displays,
and a short walk from the nicest shower facility on the grounds.
Due to our kids now being in school, Linda and I no longer attend but if anyone
else is interested I am providing contact info for the Raiders as well as other
volunteer groups at S&F.
Raiders:
Earl Humble
2625 SE 7th Street,
Pompano Beach, Florida, 33062-6121
S&F info:
863-644-2431
www.sun-n-fun.org
You meet the nicest folks at airshows.
Dennis Rowe
Mk-3, PA
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
| Subject: | Removing Windshield Scratches |
Lar,
The sailplane owners at our field use a number of products to polish out
scratches on windshields and canopies.
One that I remember is a liquid wax made by LP Aeroplastics. Just do a
google search to find their website. Also,
http://www.wingsandwheels.com/page37.htm carries a number of products for
this purpose.
I'm not sure that they all work on Lexan, though. Better to check with the
respective company. Our on field fiberglass repair specialist has polished
out some pretty severe scratches to repair canopies on the gliders. I
believe he said he starts out with about 1600 grit sandpaper and goes
progressively up to about 2000.
Hope that helps.
Doug Lawton
NE Georgia and Whitwell TN
Mathews Field, Sequatchie Valley
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Aileron Deflection |
> When I do "slips" I like to push the stick forward quite a bit, I notice
> when the stick is pushed forward that there is not much aileron
> deflection.
>
> What is the purpose of this?
>
> Bill Vincent
Hi Bill/Gang:
My guess would be that is a product of the geometry of the control stick.
Not the most desireable, but the way things work out sometimes. I don't
believe it was designed into the control system for a specific reason.
Take care and stay warm in the UP,
john h
Southern Yooper. :-)
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Thanks, I was in the oper room for 3hrs. I have no pain, the pain killers work
great. Sorry for short messg but I'm using the cell to send emails
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Thanks, I was in the oper room for 3hrs. I have no pain, the pain killers work
great. Sorry for short messg but I'm using the cell to send emails
________________________________________________________________________________
In a message dated 1/20/04 4:04:23 AM Eastern Standard Time,
WillUribe(at)aol.com writes:
>
> Thanks, I was in the oper room for 3hrs. I have no pain, the pain killers
> work great. Sorry for short messg but I'm using the cell to send emails
>
Bless you Will, ...did you notice the difference in light fixtures when you
woke up? And how in the world can you use your cell phone for this....you are
truly a Great Man.
your bud,
GeorgeRandolph
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
Will,
Good to hear all went well. The pain killers your on? Are they called MEK, or
Aerothane, or Polly Brush?
Take good care of yourself, look forward to seeing a lean Uribe at monument valley.
Your good friends,
Tim and Craig
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
WillUribe(at)aol.com
Subject: Kolb-List: I'm ok
Thanks, I was in the oper room for 3hrs. I have no pain, the pain killers work
great. Sorry for short messg but I'm using the cell to send emails
________________________________________________________________________________
| From: | "Johann" <johann(at)gi.is> |
Hello Will.
Great to hear that you are feeling better and this went well. See you at
Sun and Fun.
Best wishes and speedy recovery.
Johann G.
Iceland
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
WillUribe(at)aol.com
Subject: Kolb-List: I'm ok
Thanks, I was in the oper room for 3hrs. I have no pain, the pain
killers work great. Sorry for short messg but I'm using the cell to send
emails
==
==
==
==
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Place to stay in Lakeland |
Greetings all,
My flying partner and I have stayed at the Brandon Motor Lodge during the last
two Sun 'n Fun fly-ins. The rooms are clean, they have cable, pool etc. This is
not for royalty but the tab is only $65/night + for geezers. It is about 15
miles of fairly light traffic from the gate. No breakfast but there is at least
one of every known franchised eatery and boozatorium near by.
I just made my own reservation for 14,15 and 16th.
Let's meet at the end of the day at the Kolb trailer and get together for dinner.
Duane the plane, Tallahassee, FL, Mk/912, FireFly SN 007.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: What happened to Will? |
> I met Will when he came to visit and see my Firestar2, I missed the first
> email from him on this. Can someone tell me what happened to him, All I
got was a
> 3 hour surgery.
It's no big thing I'm only going to loose half my stomach to get at the
tumor. People pay big bucks to have this done all the time.
Regards,
Will Uribe
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Kolb History |
John thanks for the great pic's ,one question thou' did anybody notice the
really pretty basket on the bike??? "grin"
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 14 Msgs - 01/20/04 |
John,
Thanks for the history pics. Man, you ARE a pioneer !!! I was flying UL's
at the same time, but the longest un-supported xc we ever made was from just
north of Atlanta to Chattanooga's Lookout Mountain Flight Park (Hang
Gliding) and back over the course of a long Memorial Day Weekend.
We had hitched a ride for our hang gliders to the mountain with another HG
pilot and we flew our Quicksilvers and a Dactyl up on a Thursday. As I
remember, there were 5 or 6 of us.
One guy developed carb ice and had to put down on the (as of then) unopened
stretch of I-575 somewhere around Canton, GA. It was the first and only
time I've ever seen carb ice happen to a two stroke, it only happened to one
of the 5 aircraft that were all flying in formation, and was actually sort
of a non-event. We all just followed him down and onto the 4 - lane. Let
the ice melt and took off again.
Shortly thereafter, we picked up I-75 and found a truck stop (your pic in
front of the McDonald's reminded me of this) north of Cartersville, that had
this neat little 2 lane blacktopped spur extending out into a field adjacent
to it's parking lot. A natural UL landing strip. (Looked like maybe they
were going to build some kind of an industrial park or something). Anyway,
the place was dead, no customers hardly at all. Well, we came buzzing in
one after another, taxied up to the pumps, topped off, grabbed snacks, etc.
Cars were pulling off the interstate in droves and filling the place up.
After about 45 minutes of answering all the questions, the management of the
gas station came out and asked us to please come back everyday. They
apparently hadn't seen that much business since they opened the joint. ;
)
I actually stopped at that truck stop about a month ago, and the little
blacktopped spur is completely surrounded by powerlines and buildings now.
A shame.
We got shut down by high winds about 20 miles short of goal in LaFayette, GA
late Thursday evening and had to tie down overnight. Finished up the first
part of the trip early the next morning. Took us a total of 6 1/2 hours to
fly what we could have driven by car in 2. The Quicks only cruised at
around 35 mph. The Dactyl flew circles around us to keep from out running
the group. We flew back home on the following Monday.
You really had an advantage over us in your Firestar with the higher cruise
speed. Of course, we had totally open cockpits with all our gear hanging
out in the breeze and single surface wings. ;
(
Thanks again for the trip down memory lane,
Doug
________________________________________________________________________________
| Subject: | Re: Kolb History |
In a message dated 1/20/04 11:51:14 PM Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
>
> Spent the first night out of The Flight Farm at Linden, MI. Before I
> crawled in my sleeping bag, in an old T hanger, the FBO lady loaned me her
> bike so I could ride to town in the morning for coffee and fresh pastries at
> a little shop a few miles from the airport. Boy, was that good. I landed
> at Linden, MI, again last July on the way to St Ignace, MI, to meet John
> Williamson and fly on to Scott Trask's at Iron Mountain, MI, and OSH. I was
> going to RON, but the place had drastically changed in the 14 years since I
> was last there. No more hangers. All had been bull dozed. The old FBO was
> still there, but I doubt it will be there long. Probably already gone. The
> price of progress and time.
>
> http://home.elmore.rr.com/jhauck/airplanes/Linden,%20MI%201989.jpg
>
Really nifty pictures....you can probably blame my daughter and family who
bought a house there, and I visit there and make model airplanes in their
basement, for taking up the space of the landing strip....yea, that's progress
I
guess, but as ol Thomas Wolfe said "you can't go home again". My only question
is , who is that young feller in all those pictures?
George Randolph
Firestar driver...er....kinda.... from The Villages, fl
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Lexan Cleaning and Maintenance |
Morning Gang:
Still cool in Alabama. Yesterday it was 22F and this morning it is 24F.
Yuck!!!
I did a google search a couple days ago on Lexan Cleaning. Came up with
NOVUS.
http://www.airsource1.com/catalog.cgi/OIL%2CFILTER%2CWASH/POLISH-CLEANERS
They have three products:
#1-Novus Plastic Clean And Shine
#2-Novus Fine Scratch Remover
#3-Novus Heavy Scratch Remover
Although designed primarily for Plexiglas, which is much harder than Lexan,
I found a lot of different pages on the internet where folks are using NOVUS
on Lexan on motorcyle windshields, head light covers, instrument covers,
etc. Figured I would give them a chance. I ordered the #1 and #2.
This company was cheaper than all the others I found that carried NOVUS.
During the Firestar days I bought a kit, that is still sold 15 years later,
to refurbish my Lexan windshield. Spent a couple days removing, going
through the process, only to discover I had a completely fogged windshield.
This kit is designed for the harder plexiglass.
I could not find any product expressly designed to clean, repair, and
maintain Lexan. I still think autombile wax is the best product.
After I get the NOVUS I will have a better idea.
Take care,
john h
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb-List Digest: 14 Msgs - 01/20/04 |
And, thank you for yours, Doug. Good reading. Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Doug Lawton" <skyrider2(at)earthlink.net>
Subject: Kolb-List: Re: Kolb-List Digest: 14 Msgs - 01/20/04
>
> John,
>
> Thanks for the history pics. Man, you ARE a pioneer !!! I was flying
UL's
> at the same time, but the longest un-supported xc we ever made was from
just
> north of Atlanta to Chattanooga's Lookout Mountain Flight Park (Hang
> Gliding) and back over the course of a long Memorial Day Weekend.
>
> We had hitched a ride for our hang gliders to the mountain with another HG
> pilot and we flew our Quicksilvers and a Dactyl up on a Thursday. As I
> remember, there were 5 or 6 of us.
>
> One guy developed carb ice and had to put down on the (as of then)
unopened
> stretch of I-575 somewhere around Canton, GA. It was the first and only
> time I've ever seen carb ice happen to a two stroke, it only happened to
one
> of the 5 aircraft that were all flying in formation, and was actually sort
> of a non-event. We all just followed him down and onto the 4 - lane. Let
> the ice melt and took off again.
>
> Shortly thereafter, we picked up I-75 and found a truck stop (your pic in
> front of the McDonald's reminded me of this) north of Cartersville, that
had
> this neat little 2 lane blacktopped spur extending out into a field
adjacent
> to it's parking lot. A natural UL landing strip. (Looked like maybe they
> were going to build some kind of an industrial park or something).
Anyway,
> the place was dead, no customers hardly at all. Well, we came buzzing in
> one after another, taxied up to the pumps, topped off, grabbed snacks,
etc.
> Cars were pulling off the interstate in droves and filling the place up.
> After about 45 minutes of answering all the questions, the management of
the
> gas station came out and asked us to please come back everyday. They
> apparently hadn't seen that much business since they opened the joint. ;
> )
> I actually stopped at that truck stop about a month ago, and the little
> blacktopped spur is completely surrounded by powerlines and buildings now.
> A shame.
>
> We got shut down by high winds about 20 miles short of goal in LaFayette,
GA
> late Thursday evening and had to tie down overnight. Finished up the
first
> part of the trip early the next morning. Took us a total of 6 1/2 hours
to
> fly what we could have driven by car in 2. The Quicks only cruised at
> around 35 mph. The Dactyl flew circles around us to keep from out running
> the group. We flew back home on the following Monday.
>
> You really had an advantage over us in your Firestar with the higher
cruise
> speed. Of course, we had totally open cockpits with all our gear hanging
> out in the breeze and single surface wings. ;
> (
>
> Thanks again for the trip down memory lane,
>
> Doug
>
>
________________________________________________________________________________
| From: | "Derek Lawrence" <Derek(at)prestwoodpetcrematorium.co.uk> |
| Subject: | mK111 Xtra floor |
Authenticated-Sender:
Hi all
On the rear floor panel there are two cut outs part way along the rear edge not
in line with cross tubes. Can anyone say what they are for?
Derek Lawrence
Kolb Mk111 Xtra
Stourbridge England
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: Lexan Cleaning and Maintenance |
My experience in scratch removal has been that you first have to use the
really coarse stuff, then use progressively smoother papers, taking
several steps. When I first started, I didn't use the coarse grit, and
soon found that I wasn't doing any good at all. My finest grit paper is
6000, which makes a baby's butt feel like crocodile skin! And polishing
out deep scratches will cause some visual distortion.
Bob N.
________________________________________________________________________________
| Subject: | Re: Lexan Cleaning and Maintenance |
| From: | ul15rhb(at)juno.com |
John and others,
I have used Novus #3, then #2 on my Firestar lexan. I think it removes some scratches
and cleans it up, but I also notice very fine circular scratches in bright
sunlight or glare conditions. The same is true looking at a deep wax shine
on my new motorcycle tank under bright lights at night. It seems even the softest
cloth will produce some tiny scratches due to particulates in the air and
some that get on the polishing cloth.
Novus does not cloud the lexan.
Ralph
Original Firestar
17 years flying it
-- "John Hauck" wrote:
Morning Gang:
Still cool in Alabama. Yesterday it was 22F and this morning it is 24F.
Yuck!!!
I did a google search a couple days ago on Lexan Cleaning. Came up with
NOVUS.
http://www.airsource1.com/catalog.cgi/OIL%2CFILTER%2CWASH/POLISH-CLEANERS
They have three products:
#1-Novus Plastic Clean And Shine
#2-Novus Fine Scratch Remover
#3-Novus Heavy Scratch Remover
Although designed primarily for Plexiglas, which is much harder than Lexan,
I found a lot of different pages on the internet where folks are using NOVUS
on Lexan on motorcyle windshields, head light covers, instrument covers,
etc. Figured I would give them a chance. I ordered the #1 and #2.
This company was cheaper than all the others I found that carried NOVUS.
During the Firestar days I bought a kit, that is still sold 15 years later,
to refurbish my Lexan windshield. Spent a couple days removing, going
through the process, only to discover I had a completely fogged windshield.
This kit is designed for the harder plexiglass.
I could not find any product expressly designed to clean, repair, and
maintain Lexan. I still think autombile wax is the best product.
After I get the NOVUS I will have a better idea.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Lexan Cleaning and Maintenance |
> I have used Novus #3, then #2 on my Firestar lexan. I think it removes
some scratches and cleans it up, but I also notice very fine circular
scratches in bright sunlight or glare conditions. > Ralph
> Original Firestar
Ralph/All:
Oops! Ralph, you missed a step. Supposed to use Novus #1 as the final
step. It is the polish/wax treatment. I think it is supposed to fill in
those tiny little teenie weenie circular scratches. My guess is, any good
auto wax would do the same thing.
I know, after I clean and wax my lexan windshield and door glass, a lot of
the scratches and haze are gone.
I can live with the big scratches. One can look between them. It is that
darn circular haze that turns to dazzling diamonds in the sun that really
screws me up. I immediately go IFR in the cockpit. I don't like that when
I am in or near airport traffic. Scarey!
Take care,
john h
PS: Ordered the NOVUS Monday and the UPS man dropped it off a short time
ago. That is quick for surface UPS from Fort Worth, TX, John Williamson
country.
________________________________________________________________________________
| Subject: | Re: Lexan Cleaning and Maintenance |
| From: | ul15rhb(at)juno.com |
You are right John, I never used the Novus #1 (cleaner) and maybe that would have
made the difference. By the way, the Novus polisher that I used was many years
old and lasts a long time. Novus may have a better product now.
Ralph
-- "John Hauck" wrote:
Ralph/All:
Oops! Ralph, you missed a step. Supposed to use Novus #1 as the final
step. It is the polish/wax treatment. I think it is supposed to fill in
those tiny little teenie weenie circular scratches. My guess is, any good
auto wax would do the same thing.
I know, after I clean and wax my lexan windshield and door glass, a lot of
the scratches and haze are gone.
I can live with the big scratches. One can look between them. It is that
darn circular haze that turns to dazzling diamonds in the sun that really
screws me up. I immediately go IFR in the cockpit. I don't like that when
I am in or near airport traffic. Scarey!
Take care,
john h
PS: Ordered the NOVUS Monday and the UPS man dropped it off a short time
ago. That is quick for surface UPS from Fort Worth, TX, John Williamson
country.
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | mK111 Xtra floor |
Possibly brake lines?
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Derek
Lawrence
Subject: Kolb-List: mK111 Xtra floor
Hi all
On the rear floor panel there are two cut outs part way along the rear
edge not in line with cross tubes. Can anyone say what they are for?
Derek Lawrence
Kolb Mk111 Xtra
Stourbridge England
==
==
==
==
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Hauck's Kolb History |
Hi Gang:
I'll see if I can post a few more history pics before supper.
My Kolb History is unique because it does not necessarily follow
chronological order.
I made several cross country flights in the Ultrastar, several to Woodville,
FL; one to Thomasville, GA. But the real serious cross country work started
when I got the Firestar flying in July 1987. By the time Sun and Fun 1988
rolled around, Cuz'n P'fer and I had flown an overnight to Lake City, FL,
and Miami, FL.
I can not tell you how excited I was when I got within sight of the UL area
at Lakeland, S&F 1988. I had finally flown something I built to the big
show. I started going to S&F in March 1984, a couple weeks after I sent
Homer Kolb a check for $3,495.00 for my Ultrastar kit. So, after four
visits to S&F, I was finally flying in. Here is my famous body bag, or more
commonly called a one man bivy tent. This was what I lived in on all the
overnight flights in the Firestar, including a 21 and 25 day flights.
Looks tiny, but enough room to sleep comfortably out of the wind and rain.
I even got good enough to dress in this little bittie bugger. That was 17
years ago. Doubt I could do that now.
http://home.elmore.rr.com/jhauck/airplanes/Sun%20&%20Fun%201988%20Body%20Bag.jpg
This is Homer Kolb and me at S&F 1988. This was the first time Homer had
seen my FS. He later flew Cuz'n P'fer and was favorably impressed. Homer
Kolb was the only other person to fly my FS.
http://home.elmore.rr.com/jhauck/airplanes/Homer%20Kolb%20S&F-1%201988.jpg
First morning to fly at S&F 1988. I was up early, got my briefing, and was
ready to fly.
http://home.elmore.rr.com/jhauck/airplanes/1st%20Flt%201st%20Day%20S&F%201988.jpg
My first takeoff at S&F. Normal Firestar T/O, but I got continually
counciled about my steep angle of attack. Oh well, the air ops guys that
were getting me had never flown a Kolb.
http://home.elmore.rr.com/jhauck/airplanes/1st%20TO%201st%20Day%20S&F%201988.jpg
This is Ben Dawson chastising me for doing aerobatics within 5 miles of
Lakeland Tower. I didn't realize I was doing aerobatics. I went outside
the UL traffic pattern practiced some stalls and big wing overs that looked
much like barrel rolls. My stalls occurred when the FS stopped flying in a
vertical climb. What fun. Homer Kolb liked it, but the S&F guys didn't. I
was red flagged, chased down, and grounded for a while until I learned my
lesson. My heart was broken. This is when I met Ben Dawson who has been a
good friend for all these years.
http://home.elmore.rr.com/jhauck/airplanes/1st%20S&F%20Flight%20Reprimand%201988.jpg
The Sunday morning after the last day of S&F 1988. That's my old buddy
"junk yard" Chuck Shaunesey who has since gone on to that big grass strip in
the shy. Chuck always made sure I had a way to get chow, usually had a
place for me to sleep. That is not a bad picture, but the thickest fog I
have ever encountered. It started at ground level and went up.
http://home.elmore.rr.com/jhauck/airplanes/Fog%20S&F%201988.jpg
Here's me, Cuz'n P'fer, and our Sun and Fun 1988 Grand Champion Ultralight
Award. What more can I say. I was overwhelmed. When I flew to S&F I had
no idea what aircraft judging was. Some asked if I was going to have the
Firestar judged. Then told me where to go to register for the judging.
Man, I did not have a clue. I flew the FS to S&F to fly, and brought back
that award. Wow!
http://home.elmore.rr.com/jhauck/airplanes/1988%20S&F%20Grand%20Champ%20UL.jpg
Better get ready to go to town for supper. I'll continue this as I have
time and when I am in the mood to do it.
Take care,
john h
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Hauck's Kolb History |
I would really like to " hear,see" your ultrastar just cause I LUVS mine.
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Hauck's Kolb History
>
> Hi Gang:
>
> I'll see if I can post a few more history pics before supper.
>
> My Kolb History is unique because it does not necessarily follow
> chronological order.
>
> I made several cross country flights in the Ultrastar, several to
Woodville,
> FL; one to Thomasville, GA. But the real serious cross country work
started
> when I got the Firestar flying in July 1987. By the time Sun and Fun 1988
> rolled around, Cuz'n P'fer and I had flown an overnight to Lake City, FL,
> and Miami, FL.
>
> I can not tell you how excited I was when I got within sight of the UL
area
> at Lakeland, S&F 1988. I had finally flown something I built to the big
> show. I started going to S&F in March 1984, a couple weeks after I sent
> Homer Kolb a check for $3,495.00 for my Ultrastar kit. So, after four
> visits to S&F, I was finally flying in. Here is my famous body bag, or
more
> commonly called a one man bivy tent. This was what I lived in on all the
> overnight flights in the Firestar, including a 21 and 25 day flights.
> Looks tiny, but enough room to sleep comfortably out of the wind and rain.
> I even got good enough to dress in this little bittie bugger. That was 17
> years ago. Doubt I could do that now.
>
>
http://home.elmore.rr.com/jhauck/airplanes/Sun%20&%20Fun%201988%20Body%20Bag.jpg
>
> This is Homer Kolb and me at S&F 1988. This was the first time Homer had
> seen my FS. He later flew Cuz'n P'fer and was favorably impressed. Homer
> Kolb was the only other person to fly my FS.
>
> http://home.elmore.rr.com/jhauck/airplanes/Homer%20Kolb%20S&F-1%201988.jpg
>
> First morning to fly at S&F 1988. I was up early, got my briefing, and
was
> ready to fly.
>
>
http://home.elmore.rr.com/jhauck/airplanes/1st%20Flt%201st%20Day%20S&F%201988.jpg
>
> My first takeoff at S&F. Normal Firestar T/O, but I got continually
> counciled about my steep angle of attack. Oh well, the air ops guys that
> were getting me had never flown a Kolb.
>
>
http://home.elmore.rr.com/jhauck/airplanes/1st%20TO%201st%20Day%20S&F%201988.jpg
>
> This is Ben Dawson chastising me for doing aerobatics within 5 miles of
> Lakeland Tower. I didn't realize I was doing aerobatics. I went outside
> the UL traffic pattern practiced some stalls and big wing overs that
looked
> much like barrel rolls. My stalls occurred when the FS stopped flying in
a
> vertical climb. What fun. Homer Kolb liked it, but the S&F guys didn't.
I
> was red flagged, chased down, and grounded for a while until I learned my
> lesson. My heart was broken. This is when I met Ben Dawson who has been
a
> good friend for all these years.
>
>
http://home.elmore.rr.com/jhauck/airplanes/1st%20S&F%20Flight%20Reprimand%201988.jpg
>
> The Sunday morning after the last day of S&F 1988. That's my old buddy
> "junk yard" Chuck Shaunesey who has since gone on to that big grass strip
in
> the shy. Chuck always made sure I had a way to get chow, usually had a
> place for me to sleep. That is not a bad picture, but the thickest fog I
> have ever encountered. It started at ground level and went up.
>
> http://home.elmore.rr.com/jhauck/airplanes/Fog%20S&F%201988.jpg
>
> Here's me, Cuz'n P'fer, and our Sun and Fun 1988 Grand Champion Ultralight
> Award. What more can I say. I was overwhelmed. When I flew to S&F I had
> no idea what aircraft judging was. Some asked if I was going to have the
> Firestar judged. Then told me where to go to register for the judging.
> Man, I did not have a clue. I flew the FS to S&F to fly, and brought back
> that award. Wow!
>
>
http://home.elmore.rr.com/jhauck/airplanes/1988%20S&F%20Grand%20Champ%20UL.jpg
>
> Better get ready to go to town for supper. I'll continue this as I have
> time and when I am in the mood to do it.
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Re: Place to stay in Lakeland |
One of my flying partners advised me to put the phone number on our list.
Brandon motor Lodge (813) 689-1261.
Honest folks, I am not getting a cut on this!!!
Duane the plane
----- Original Message -----
From: H MITCHELL
To: kolblist
Sent: Tuesday, January 20, 2004 4:44 PM
Subject: Place to stay in Lakeland
Greetings all,
My flying partner and I have stayed at the Brandon Motor Lodge during the last
two Sun 'n Fun fly-ins. The rooms are clean, they have cable, pool etc. This
is not for royalty but the tab is only $65/night + for geezers. It is about 15
miles of fairly light traffic from the gate. No breakfast but there is at least
one of every known franchised eatery and boozatorium near by.
I just made my own reservation for 14,15 and 16th.
Let's meet at the end of the day at the Kolb trailer and get together for dinner.
Duane the plane, Tallahassee, FL, Mk/912, FireFly SN 007.
________________________________________________________________________________
| From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
| Subject: | Re: Hauck's Kolb History |
Thanks, John. This is good stuff.
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Hauck's Kolb History
>
> Hi Gang:
>
> I'll see if I can post a few more history pics before supper.
>
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
| Subject: | Re: Hauck's Kolb History |
John, your pics with Homer reminded me of last years Sun n Fun where I flew
down from ATL and at times wondering what I was getting myself into. I was
giving a pax a ride in the pattern (Lou from Atlanta who is bulding a
MkIII). While waiting in line to depart for a circuit, Lou taps me on the
shoulder and yells over the sound of the idling Rotax, "there's Homer and
his wife". Sure enough, there he was in the crowd just like your average
Joe. Next thing I knew, his camera came up and he snapped a pic of us. Homer
wanted a pic of MY Kolb. In an instant, 900 miles with rain, a head
splitting Rotax buzz and an aching back was all worth it.
PS, Homer was probably thinking "why did this guy fail to cover his cage"!
Kip
http://www.springeraviation.net/
________________________________________________________________________________
| From: | "Linda Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Kolb-List Digest: 14 Msgs - 01/20/04 |
Doug wrote:
The Dactyl flew circles around us to keep from out running
> the group.
Doug,
Great story, it brought back memeries of flying my Dactyl to a Pig roast in
Saxonburg PA in 1981 or 82 along with a friend in a Kawasaki 440 powered
Wizard .(GASP)
The Wizard flew so slow that I also had to fly circles around him as the Dac
wouldn't hold altitude at his slow speed.
We had a great time that day, what a wonderful experience for myself being
all of 15 or 16 years old at the time.
Dennis Rowe, Mk-3, PA
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
I was in Omaha to a car show and got to talking to an old timer like me , And
of course Airplanes came into the conversation . He wanted to know what kind
of plane I was flying and I told him a Kolb Kolbra . He didn't know anything
about the kolbra but knew of Kolb and then he was telling me a story of
a guy that went to Alaska with a 503 in a two seater and then from there all
the way to the Kolb company back east and he was telling me , it grossed
out with the fuel tank at 1200 lbs . He was really impressed with that plane
. But never built one . This sounds a little heavy for a Mk II. What's the
story on this guy. Does anybody know? Had to some time back . Was that you John
H ? Larry G
________________________________________________________________________________
| From: | "Aaron Hollingsworth" <aaron(at)gamespeak.com> |
| Subject: | tail wire tension |
How tight should the flying wires on the fail feathers be? Mine seem a tad bit
loose to me.
Aaron
Mk3
--
________________________________________________________________________________
| Subject: | Re: tail wire tension |
| From: | ul15rhb(at)juno.com |
writes:
>
>
> How tight should the flying wires on the fail feathers be? Mine seem
> a tad bit loose to me.
>
> Aaron
> Mk3
Aaron,
Mine were loose for many years because I didn't want to use any tools to
tighten the wing nut during setup. After about 400 hours, the thimbles
were getting gouged by the wing tangs. When looking back at the tail
during flight, the stabs were bouncing all over the place. I replaced
them and now use a nut/wrench and they are comfortably tight but not too
tight.
Ralph
Original Firestar
17 years flying it
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)qwest.net> |
| Subject: | Re: tail wire tension |
Aaron, i fly a kolb kxp model and mine are pretty tight... no way of
telling for sure without putting a deflection gauge on it but i wanted this
way because once in the air, forces play a big part on this...if you think
yours are loose then they will be more so once the air moves over the
elevator etc. to fix this you can get adjustable tangs or use washers
inside/outside of the tang depending if you want to tighten or give it
slack. hope this helps.
Gary r. voigt
Excelsior,mn.
still flying on wheels off the ice!
----- Original Message -----
From: "Aaron Hollingsworth" <aaron(at)gamespeak.com>
Subject: Kolb-List: tail wire tension
>
> How tight should the flying wires on the fail feathers be? Mine seem a tad
bit loose to me.
>
> Aaron
> Mk3
>
> --
>
>
________________________________________________________________________________
| Subject: | [ Jim Gerken ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Jim Gerken
Subject: Kolb Twinstar MkIII
http://www.matronics.com/photoshare/gerken@us.ibm.com.01.22.2004/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
________________________________________________________________________________
| Subject: | [ Dennis A Rowe ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Dennis A Rowe
Subject: N616DR
http://www.matronics.com/photoshare/rowedl@highstream.net.01.22.2004/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
________________________________________________________________________________
| Subject: | [ Gary R. Voigt ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Gary R. Voigt
Subject: Lake Minnetonka Winter Flying
http://www.matronics.com/photoshare/johndeereantique@qwest.net.01.22.2004/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
________________________________________________________________________________
| Subject: | [ Paul Petty ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Paul Petty <ppetty@c-gate.net>
Subject: Cute
http://www.matronics.com/photoshare/ppetty@c-gate.net.01.22.2004/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: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Since the cam shaft and pushrods are on the bottom of the bmw what is in
that big bump on top of the crank case? Could you cut some of that away
and save a few pounds? I can't think of what would be in there.
Topher
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: 503 two seater |
Most likely was Rick Trader. He was carrying near 1000 lbs. if my memory
serves me right. The gross rating on his plane was only 750 lbs. Kitplane
magazine archives should say. Reading of his adventure was what made me
decide on the Kolb.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: [ Jim Gerken ] : |
Hi Jim G/All:
I like the BMW set up.
How can you get more horses out of it?
What is the engine rated for now? HP/Torque/Red Line?
Are the silencers straight through? I bet the BMW would not be that noisy
with straight pipes cut the proper length. John Williamson's Jabiru was
running straight exhaust without being overly annoying. I liked the way it
sounded.
Realistically, the 582 burns 5 to 5.5 gph at 5800 to 6000 rpm. Just
guessing, but the BMW will probably burn about 3 gph putting out equivalent
power. I know nothing about BMW engines, other than their great reputation
for reliability. I bet one could squeeze a lot more than 66 hp out of one
and still keep it on the realiable side of the equation.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: [ Dennis A Rowe ] Tailwheel |
Denny/All:
Another way to get the nose up and tail down a little, is cut the tail wheel
strut so about 6 inches of strut is exposed between the tail post and the
tail wheel sockets. Homer always designed the struts extra long, for some
reason. The extra long tail wheel strut is prone to get into the bottom of
the rudder if one experiences a hard landing on the tail wheel. It also
allows the tail wheel to move around a lot in all directions.
Take care,
john h
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
| Subject: | MkII 1200 lb gross Rick Trader |
How much fuel did this MKII have on board ?, You think the landing gear would
be in trouble ;;;;;;;; Plus , Just what is the gross on a MkII ?. Any how
,it amazing what some of these guys do .I guess it shows you how strong kolb's
are build .
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Hauck's Kolb History |
John -
Thanks for sharing your early barnstorming stories & bare-bones
cross-country adventures.
These are the kinds of tales that newbie Kolb fliers (like me) need to hear
to get us out and start having fun with our airplanes!
I'm still barely only halfway through my 40-hour Phase-1 flight testing.
Though I'm already quite comfortable with the flight and landing
characteristics of my Mark-III (thanks to all who offered landing tips by
the way - I haven't bent a gear leg since my first botched landing!), I have
not yet flown to another airport and actually shut down my engine.
Being that this is my first homebuilt aircraft, I have not yet managed to
sever those psychological apron strings that keep me tied to the comfort &
security of being within 25 miles of my home airport. That is why I'll be
trailering my plane to Monument Valley in May, rather than flying it there.
(Thanks for not smirking at me for that, John!)
Keep the stories coming ...
Dennis Kirby
N93DK, Verner-1400, Powerfin72 in
Cedar Crest, NM
________________________________________________________________________________
| From: | "Wayne Cahoon @ Aircraft Engravers" <wayne(at)engravers.net> |
, ,
, ,
, ,
, ,
, ,
, ,
, ,
, ,
, ,
, ,
, ,
, ,
, ,
,
| Subject: | Fuel Cap Engraving, Labeling, Indentifying |
Have your Fuel Caps engraved, it's permanent and easy to read. Aircraft Engravers
has been engraving fuel caps for over 14 years.
You can see our web page at http://engravers.net/aircraft/fuel_caps.htm
Other types of engraving jobs can be viewed at http://engravers.net/main/ac_products.htm
There are a few sets of loaner fuel caps for the more common styles if your tanks
are wet.
FREE shipping by USPS Priority mail for all fuel cap engraving orders in the month
of February.
Wayne Cahoon
Aircraft Engravers
(860) 653-2780
(860) 653-7324 Fax
http://engravers.net/
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Old Kolb tape |
Got the tape today, actually, just a bit ago. Haven't seen it yet, me & the
Good Lookin' Old Poop are about to leave & go square dancing, but will look
at it later tonight!
Thanks
Richard Pike
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Old Kolb tape |
list I got the old tape and it is great enjoyed it very much. Do not
archive.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Re: Kolb-List: Old Kolb tape
>
> Got the tape today, actually, just a bit ago. Haven't seen it yet, me &
the
> Good Lookin' Old Poop are about to leave & go square dancing, but will
look
> at it later tonight!
> Thanks
> Richard Pike
>
>
________________________________________________________________________________
| Subject: | FireStar II questions |
Greetings men....I have a couple of questions that have been working on my
feeble mind. Need some expierienced answers.
How fast will a FireStar II,,..loaded pretty well towards gross...fly with a
503?.....
How fast is the economical cruise? (for best range)
What is the fuel consumption rate? (at econ cruise)
Does a 582 equipped FSII get any better range with the same fuel
capacity...say 10 gallons?
Does anybody on this list have or had a 690L powered FSII?...and same
questions for it...
Need some real world numbers here.....Thx in advance.
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
| Subject: | Re: FireStar II questions |
Don,
Can't answer most of your questions because I'm still building my FSII but I
would think a 582 on a FS is a bit too much engine (weight and HP). Just my
opinion though.
James Tripp
FSII, Wings and Tail surfaces painted.
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: FireStar II questions
>
> Greetings men....I have a couple of questions that have been working on my
> feeble mind. Need some expierienced answers.
>
> How fast will a FireStar II,,..loaded pretty well towards gross...fly with
a
> 503?.....
>
> How fast is the economical cruise? (for best range)
>
> What is the fuel consumption rate? (at econ cruise)
>
> Does a 582 equipped FSII get any better range with the same fuel
> capacity...say 10 gallons?
>
> Does anybody on this list have or had a 690L powered FSII?...and same
> questions for it...
>
> Need some real world numbers here.....Thx in advance.
>
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
>
>
________________________________________________________________________________
| From: | "Linda Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: FireStar II questions |
>
> Greetings men....I have a couple of questions that have been working on my
> feeble mind. Need some expierienced answers.
>
> How fast will a FireStar II,,..loaded pretty well towards gross...fly with
a
> 503?.....
>
> How fast is the economical cruise? (for best range)
>
> What is the fuel consumption rate? (at econ cruise)
>
> Does a 582 equipped FSII get any better range with the same fuel
> capacity...say 10 gallons?
>
> Does anybody on this list have or had a 690L powered FSII?...and same
> questions for it...
>
> Need some real world numbers here.....Thx in advance.
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
>
Don,
I don't think the weight of a 582 or 690L would be a problem for a FS II,
but the power probably would.
Neither engine weigh very much more than a 503 with a C gearbox, but the
power increase of 20hp is a huge leap.
I know a lot of folks have installed 582s on Mk-2s which I am pretty sure
have the same wing as a FS II but Homer always warned against such
installations as frame cracking becomes a concern.
All that said, I know from flying 503, 582 and 690L powered ships that the
690L would definitly burn the least fuel of the bunch on a FS II size ship.
It really is surprisingly easy on fuel for a big 2 stroke with Bing carbs.
also the cruise power settings you would use with a 690 powered FS would be
extreamly low, no doubt that VNE could be exceeded in level flight with such
a set up. One would need to be very careful with throttle control.
503 powered Firestars seem to haul the mail nicely, I'll look foreward to
hearing performance numbers from 503 powered FS drivers.Will Uribe, how are
you feeling pal? :-)
Denny Rowe, 690L powerewd Mk-3, PA,
PS: 16 degrees out and we are heading to DQ drive through for ice cream.
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Thanks for the pics! |
John H.,
Thanks for the trip down memory lane!!!! Being a relative newby to the
Kolb world, I find this all very interesting and I look at you early
pictures with envy. Wish I could have been involved much earlier. I
have had the pleasure of Homer's company and he is the best of
gentlemen!! You had the rare privilege of working closely with him and
got to know him in a way few have. Wish I had been there!
Glad to be part of the Kolb family now and look forward to more
encounters with the rest of you in the days ahead. I really enjoyed the
time spent with John H. & John W. at Oshkosh and again at New London, KY
and also with the others there, Paul, Richard, Bryan, Steve and many
more.
Wouldn't that be something to have a fly-in at Homer's farm!!!! Wow! I
have flown in there once to show him my FireFly, but would caution that
advanced approval would be correct and necessary. Wouldn't that be a
blast to stage a fly-in at the place where it all began for us
Kolber's!! I think it could be arranged with the proper contact and
handling. How about you John? Could you help make it happen?!!!!!
As a second choice for a Northeast Fly-in, I second Dennis R. idea of
Wellsville, Pa. which is the Footlight Ranch airstrip which has three UL
fly-in's each year. I know a many UL's make it to this each year. Many
Kolber's here in central Pa.
Anyway, again thanks for sharing the early years,
Terry - FireFly #95
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
To the fellows with custom aluminum tanks, John Williamson and Uncle Craig, among
others. What are you doing to the exterior of the tanks? Painting, anodizing?
Is there a need to do anything? I know that Steven Green painted his tank.
Clay Stuart
building Mark IIIXtra
Danville KY
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: FireStar II questions |
Answers for Don's questions:
How fast will a FireStar II,,..loaded pretty well towards
gross...fly with a
503?.....
80 mph at 725# gross, WOT
How fast is the economical cruise? (for best range)
45 mph at 2.25 gph gives 20 mpg or up to 190 miles on 10 gallons
What is the fuel consumption rate? (at econ cruise)
5.5 gph at 75 mph is fast cruise
3.5 gph at 58 mph is quiet cruise
John Jung
Firestar II N6163J
Surprise, AZ
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: aluminum tanks |
> What are you doing to the exterior of the tanks? Painting, anodizing?
> Is there a need to do anything? I know that Steven Green painted his
tank.
> Clay Stuart
Hi Clay/All:
If it is hidden, I would not to anything to it on the outside.
If it is exposed to prying eyes, I still would not paint it if it was
finished up and welded professionally.
I shot my 5052 aluminum tank with Stitts, now Polyfiber, epoxy primer 13
years ago. It is hidden. If I had it to do again, I would not.
I have two auxilery fuel tanks in the back of my pickup made of 5052. They
have been exposed to the elements since 1996, 8 years. Show no corrosion.
Today I would save the paint and the weight.
On the inside, unless it was a factory 5052 aluminum tank, I would slosh
with Randolph combination auto/avgas slosh and seal.
john h
________________________________________________________________________________
| From: | "Jo and Larry" <joandlp(at)starband.net> |
I am sure I saw a new handheld GPS in an aviation magazine that was setup
similar to an EFIS ( altitude and speed on left and right tapes, heading on
top, etc). I can't find the magazine or any other information; thought it
was cool at the time and was going to go back and look at it. Anyone know
what I am talking about or was it a 'bad trip'
Thanks,
Larry
"Aviation is not inherently dangerous, but... ."
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: MkII 1200 lb gross Rick Trader |
I,m not sure what the published gross wt. was on the MK2, but I remember
reading articles on Rick Trader's flight to Alaska and I also have the video that
he had made and it was mentioned that the flight was made at 140% gross wt.
Bob Griffin
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Larry/All:
That is a Garmin 196.
I bought one last year.
Great system to fly with.
It does have the page you are talking about, looks like an instrument panel.
Do a google search for "Garmin+196" to get info on this system.
john h
> I am sure I saw a new handheld GPS in an aviation magazine that was setup
> similar to an EFIS ( altitude and speed on left and right tapes, heading
on
> top, etc). > Larry
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: NE Kolb Homecoming |
A fly-in to Homer's place sounds fantastic!! The only problem I see is a time
fitting it in a busy summer already of flying for alot of Kolb pilots.
April- S&F, MV-May, Alaska flight in mid summer, Aug- Oshkash, London-
Sept. 4th of July sounds nice but it would be guys like John H., and John
W, and several others who would be willing to fly across the country to invade
Homers farm, wouldn't be able to make it. Is there a way to schedual as to
make it possible for most to attend that would want to ?
If Homers couldnt work out, I was thinking of Cooperstown NY as a back-up
choice also. A great fellow purchased the field 4 yrs. ago and sunk $750,000.00
into it. 3000' grass strip on the west side of the Catskill Mts., a
resturant , new hangars, fuel, and plenty of camping room, with bath & showers.
Cooperstown is known for the "baseball hall of fame", a small country town with
a
beautiful lake.
First choice would be to see about 20 Kolbs drop out of the sky onto Homers
farm.
The practice of Kolbs being used so much as cross country flying machines now
days is making it difficult to schedual a time and place for them all to meet
at once. Isn't that something!!
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Jo and Larry" <joandlp(at)starband.net> |
Thanks John but it's not the 196 I saw. This one had the map in the center,
with flight information on the sides and top. Similar to the Chelton system.
I thought it was the new Lowrance 1000 but their web site does not contain
a picture of that page setup. I will keep looking in my mags if the wife did
not throw it away.
You are right, the 196 is a great machine, I especially like the runway
extension. I was drawn to the Lowrance because of the obstruction database.
Larry
"Aviation is not inherently dangerous, but... ."
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
| Subject: | To all the past stores |
Weather it John H or Rick, John W anybody else you got to enjoy the adventures
of reading these stores of the past . and there travels and seeing some
real engineering in the building go on . thanks guys I love it for what
it worth Larry G
________________________________________________________________________________
| From: | MEMATUZAK(at)aol.com |
| Subject: | Re: FireStar II questions |
FSII data
flying speeds 45-65 comfortable 70 is pushing it for me
fuel consump. 2.5 gal./hr. on average. At 50-55 mph and 4500rpm just sight
seeing 2 GPH. 2 hours of flying and I can see where I'm going to land.
This is a FSII 503 sc 5 gal of fuel 190 lb pilot.
Too much fun:)
mike matuszczak
palm coast FL
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb "Builders Site" |
> Linda at Kolb wrote me and told me my new web site ( building my
Firestar II ) is going to be put on the Kolb web page , in their "Builders
Sites.....
Gotta Fly...
> Mike in MN
Hi Mike/All:
That is cool!
john h
DO NOT ARCIVE
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
I met Rick Trader at Sun & Fun - I think it was a year before he left on
his trip;
it might have been two years before.
He was talking to us (The Possums from Hell) about what he wanted to do.
We thougt we were "bad asses" back then.
He seemed like a nice guy - but really didn't know a lot about utralights
or engines.
We tried to explain to him abut how the engines were really not that really
reliable.
How what he was talking about was not something that was really feasible.
How it was hard enough to just get to Sun & Fun & Back from "Atlanta".
Heck back in the late 80's and early 90's you were
doing something if you just got there.
But he didn't listen - and see where it got him.
I also got to see his plane when he got back with all the signatures on it.
He kind of used it up on that adventure. But it was worth it.
________________________________________________________________________________
| Subject: | trailer of shame |
| From: | Erich_Weaver(at)URSCorp.com |
01/26/2004 12":01:15.AM(at)matronics.com,
MIME-CD complete at 01/26/2004 12:01:15.AM(at)matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
01/25/2004 11:59:06.PM(at)matronics.com
Dennis et al:
There is no shame in trailering to Monument Valley, my friend! The shame
would be to miss it completely. Also makes things a bit more convenient to
have a vehicle around instead of being tied to the plane.I am always amazed
by the long trips done by our two Johns, but for me, its unlikely I will
ever attempt a real cross-the-country trip unless I start flying something
a bit faster than a Kolb.
I can relate to those feelings of uncertainty about venturing out beyond
your comfort zone. No need to over do it - go a little at a time, and pick
your days. What really helps my condfidence is to venture out with a
flying buddy in a plane that is reasonably matched with my own own. A few
words over the radio from a friendly voice can be very comforting at
times, especially if your buddy has done the route before! And its nice to
know that if you were to go down, there will be someone who knows exactly
where you are (make sure you know how to quickly mark a waypoint on the GPS
in-flight, so you can always back track to find your buddy or at least tell
the recue crew exactly where to go!).
Two years ago, Boyd and I met up in Beaver Utah with a few other folks and
started on the way to MV. I was so scared I didnt sleep the night before.
I remember often finding myself as the lead plane, which was startling
given that I had never seen any of this country before, I was pretty much
totally depending on the GPS for navigation, and I couldnt see anybody else
because they were following behind me (Why are they following ME???). I
later joked to Boyd that I felt like the guy in the cell phone commercial,
saying "Can you hear me now? Can you hear me now?" over and over, just so I
could hear someone's voice and reassure myself I was not alone. The group
disintegrated before we got to MV, but I did gain valuable experience and
confidence. It also resulted in me mentioning a possible return trip to MV
on the List sometime later, which ended up being last years trip - so much
fun that we are all gonna do it over again.
Anyway,I still prefer to trailer the longer distances - especially when Im
on my own. See ya on the road pardner.
Erich Weaver
________________________________________________________________________________
| Subject: | Re: Flight Farm 1989 |
John,
I have always admired Howlands designs.The tig welded square tube alum
fuselage interests me alot.,,, not to mention they are all so attractive. I
tried to buy an H-1 pegasus with a 503 in fla once...went very cheap...and I
was an hour late...man...I brooded over missing that one for awhile!
That H-2 in your pics is a real beauty!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| Subject: | bmw, what's on top? |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
01/26/2004 07:31:26 AM
>From: "Christopher Armstrong" <tophera(at)centurytel.net>
>Subject: Kolb-List: bmw power
>Since the cam shaft and pushrods are on the bottom of the bmw what is in
>that big bump on top of the crank case? Could you cut some of that away
>and save a few pounds? I can't think of what would be in there.
>Topher
Starter. There's a cover over it, and that could be removed, wouldnt
need it at all really. In fron of that theres a engine case section that
also provides mounting for the rectifier, which coul be moved so the case
section and cover could be cut down. Both these mods could provide maybe 4
pounds reduction if redone in fiberglass and foam. There would be maybe 50
hours in the job. Won't be this year, that much is certain.
Good input Topher.
Jim Gerken
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: trailer of shame |
> There is no shame in trailering to Monument Valley, my friend! The shame
> would be to miss it completely. Also makes things a bit more convenient
to
> have a vehicle around instead of being tied to the plane. > Erich Weaver
Erich/All:
I agree with what you say.
Last year worked out great. We had the right mix of people who flew and
trailered in. Jim Hefren's trailer became his and Boyd Young's home, plus a
good place to gather during the day. A lot of us slept in Jim's yard and
saved a dollar or two on camping fees. :-) Having ground transportation
made getting the gear from the airplane to the campground, fueling, and
eating, a lot more convenient. I did enjoy walking up and down the hill,
looking at those gigantic red rocks and cliffs. However, there were other
times I was more interested in that good coffee and breakfast at the
resturant than the red dirt and rocks.
One of the best things about our sport is freedom of choice. We pretty much
can do what we want to do with our airplanes, during building as well as
flying them. Satisfying our desires, the excitement and fun of building and
flying, meeting and spending time with others with similar interests, that's
what it is all about. I feel lucky to be part of this Kolb Family, spread
world wide. Special folks!
john h
________________________________________________________________________________
| Subject: | John H: BMW questions/comments |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
01/26/2004 08:10:30 AM
>Hi Jim G/All:
>I like the BMW set up.
>How can you get more horses out of it?
>What is the engine rated for now? HP/Torque/Red Line?
>Are the silencers straight through? I bet the BMW would not be that noisy
>with straight pipes cut the proper length. John Williamson's Jabiru was
>running straight exhaust without being overly annoying. I liked the way
it
>sounded.
>Realistically, the 582 burns 5 to 5.5 gph at 5800 to 6000 rpm. Just
>guessing, but the BMW will probably burn about 3 gph putting out
equivalent
>power. I know nothing about BMW engines, other than their great
reputation
>for reliability. I bet one could squeeze a lot more than 66 hp out of one
>and still keep it on the realiable side of the equation.
>Take care,
>john h
On the bike, they claim 60 Hp. Redline intermittant is set at 7250,
continuous is 7000. The silencers I am using are glass packs, with one
perforated obstruction halfway through. The noise so far is a bit louder
than the 582, with the noise spectrum biased toward louder at lwer
frequencies, and less high-pitched noise than the 582. This works out well
since the ANR headsets work better at lower frequencies. Straight pipes
were so freeking loud it was like a drag car. No way I could tolerate it,
let alone the neighbor factor.
Mods to get more power include cam, bigger valve heads, higher compression.
I've seen one turbocharged. Yes, there is more available power without
compromising too much reliability.
Jim Gerken
________________________________________________________________________________
| From: | <billie.kennedy(at)cox.net> |
Does anyone have a flight manual for the subject Firestar? I just purchased this
Firestar with a Rotax 447.
________________________________________________________________________________
| Subject: | Re: Flight Farm 1989 |
In a message dated 1/26/2004 12:16:30 AM Eastern Standard Time,
donghe@one-eleven.net writes:
I have always admired Howlands designs.The tig welded square tube alum
fuselage interests me alot.,,, not to mention they are all so attractive. I
tried to buy an H-1 pegasus with a 503 in fla once...went very cheap...and I
was an hour late...man...I brooded over missing that one for awhile!
There is a Pegasus w/447 beautifully built by an A & P in SC for sale.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: trailer of shame |
In a message dated 1/26/04 12:02:34 AM Eastern Standard Time,
Erich_Weaver(at)URSCorp.com writes:
> It also resulted in me mentioning a possible return trip to MV
> on the List sometime later, which ended up being last years trip - so much
> fun that we are all gonna do it over again.
>
> Anyway,I still prefer to trailer the longer distances - especially when Im
> on my own. See ya on the road pardner.
>
>
> Erich Weaver
>
>
Great story Erich!!
George Randolph
sounds about like what I would write as a non X countryer
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
| Subject: | The effect of speed reduction on power |
I have a question for you thinkers. I am too old to concentrate this hard. It
makes my brain hurt, even though I am a retired math teacher,
it's been a long time since my Physics classes.
It seems that I remember something about power increase being directly proportional
to speed decrease, not taking into consideration inefficencies of things
like bearing friction, belt slippage or chain/gear friction.
That said, I know that if you reduce the speed of an engine at a given RPM through
the use of some sort of a reduction drive, the power delivered to the out
put is increased.
That's why my 1957 Ford tractor with a 34 hp engine, has more than enough power
to pull two row implements.
BUT, if the decrease in speed is directionly portional to the power gain, that
would mean that my 35 hp Cuyuna on my Ultra Star with a 2.56:1 reduction drive,
would be delivering 2.56 X 35 hp or it would be delivering 89.6 hp to the output
shaft and I don't think it's doing that.
What's wrong with this picture?
Dale Sellers
Georgia Ultra Star
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
"Kolb-List Digest Server"
To the fellows with custom aluminum tanks, John Williamson and Uncle Craig, among
others. What are you doing to the exterior of the tanks? Painting, anodizing?
Is there a need to do anything? I know that Steven Green painted his tank.
Clay Stuart
-------------------------------------
i polished mine and put automobile wax on it.
boyd
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: The effect of speed reduction on power |
I believe it multiplies the torque, not the horsepower. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Dale Sellers" <dsel1(at)bellsouth.net>
Subject: Kolb-List: The effect of speed reduction on power
BUT, if the decrease in speed is directionly portional to the power gain,
that would mean that my 35 hp Cuyuna on my Ultra Star with a 2.56:1
reduction drive, would be delivering 2.56 X 35 hp or it would be delivering
89.6 hp to the output shaft and I don't think it's doing that.
>
> What's wrong with this picture?
>
> Dale Sellers
> Georgia Ultra Star
>
>
________________________________________________________________________________
| Subject: | Re: The effect of speed reduction on power |
Dale....its a hard concept to understand sometimes.....when I am teaching
our engine service schools....I attempt to describe it this way..
We measure torque with an insturment....and we caculate horsepower with a
caculator., and not all manufacturers of engines use the generally accepted
"Watts" formula for caculating Hp anymore. So when you us the term
"Power"...it is important to keep this concept in mind.
now...to address your question....lets forget horsepower...because we
increase torque with a reduction drive....the same as we increase the torque
to the wheels of our auto with a transmission....we never think of
increasing the horsepower of our car with a transmission.
so when you are caculating the HORSEPOWER gained by a reduction
unit....technically you loose some...NEVER gain..
In your horsepower caculation..you need to adjust the horsepower caculation
of the reduced output shaft by the rpm reduction numbers....(time factors in
you hp formula)
A Horsepower rating basically is a torque rating converted to a time
factor....and thats where the rpm number effects the formula.
All in all...its a lousy way to rate an engine really! But...Marketing has
seized the horsepower numbers and put all the effort behind it use.
Today..it is very difficult to compare engines with Horsepower ratings as
which is more "powerful" than the other...which is just how some marketing
people want it!
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
| Subject: | What happen to rich |
Possums, What happen to Rick is he still alive and still flying ?
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)motorola.com> |
Clay,
Uncle Craig did nothing to the outside or inside of his aluminum tank. The welds
are works of art, done by a local guy here who does a lot of custom work as
well as work on indy cars. After the tank was welded up, we air pressurized
it for 4 days and it never lost air pressure over that time. So no sloshing the
inside of the tank was necessary.
If we were to do it over again, I would suggest some sort of anodizing, because
after time the tank will start to dull with oxidation.
Nephew Tim Gherkins
Firestar II in painting stage.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Clay Stuart
Subject: Kolb-List: aluminum tanks
To the fellows with custom aluminum tanks, John Williamson and Uncle Craig, among
others. What are you doing to the exterior of the tanks? Painting, anodizing?
Is there a need to do anything? I know that Steven Green painted his tank.
Clay Stuart
building Mark IIIXtra
Danville KY
________________________________________________________________________________
| Subject: | Re: The effect of speed reduction on power |
Dale....I re-read you post...and here you being a math teacher....I should
have said it like this maybe...
Horsepower stays the same..minus additional frictional losses of reduction
unit.(just as you suggest)...torque is multiplied by your formula
correctly...so instead of using 35 hp x 2.56....use torque x 2.56..
then...when you have the new torque number....run the watts formula
backwards to find the "new "hp number...which...by the reduced rpm...will be
back around 35...
hp= torque x rpm
divided by 5252
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Original Firestar Instrument Panel |
Hi Gang:
Actually, this picture is on my updated instrument panel. The one that was
pulled back towards the pilot so he could do normal pilot things, like, see
it. :-) I took this shot somewhere north of Marshall, Texas, climbing over
the mountains towards Muscogee, OK, and the Hat Box Flyin 1989. Got
everything I need right there on the little panel:
Slip/Skid Indicator
Mag Compass
Digital Tach (Ticking along at 5,800 rpm, normal cruise for the 447. I had
started pulling Cuz'n P'fer's nose up to get over those mountains in the
foreground and he's still indicating 67 MPH. The note on the back of the
pic indicates I need 3,500 feet to clear the mountains. I'm working on it.)
Cyl Head Temp
G Meter
Altimeter
ASI
EGT
http://home.elmore.rr.com/jhauck/Hat%20Box%20Flyin%201989/Firestar%20Instr%20Panel.jpg
The G Meter should have kept me honest, but it takes more than high readings
on an instrument to get a "fool's" attention. Normal aerobatics pulled 3 to
3.5 g's. Intentionally, I could not get the airplane to pull more than 5
g's. The most I encountered in turbulence was 3 g's. That is as in, "I was
flying along and BAM!!! I hit a bump in the road." That was probably wind
shear, which, BTW, hurt my neck when it happened. The lighter the load,
the more violent the reaction to the wind. I was on my way to Sun and Fun
1989, with an RON at Woodville, FL. I'll have to look in my log book, but I
believe it took me a tad over two hours to fly from Gantt IAP, AL, to
Woodville, FL, about 250 miles, with a cruise speed of about 70 mph. When I
got to the cow pasture at Woodville, which was surround by planted pines on
3 sides, I had the worst time in my aviation career getting the Firestar on
the ground in one piece. I made 5 or 6 approaches before it was over. Bro
Jim was just a grinning at me when I was trying to fly that little bucking
bronco. Twern't funny a bit to me. Was one wild ass ride. Guaranteed to
pump adrenalin.
Those were the good old days!
john h
PS: Little did I know, one could eventually wear one of these little
airplanes out, especially when flown well beyond what it was originally
designed for. :-(
________________________________________________________________________________
| Subject: | Re: The effect of speed reduction on power |
In a message dated 1/26/04 10:56:08 AM Eastern Standard Time,
dsel1(at)bellsouth.net writes:
>
> It seems that I remember something about power increase being directly
> proportional to speed decrease, not taking into consideration inefficencies of
> things like bearing friction, belt slippage or chain/gear friction.
> That said, I know that if you reduce the speed of an engine at a given RPM
> through the use of some sort of a reduction drive, the power delivered to the
> out put is increased.
>
Torque, which is a force, not power which includes time and force.
George Randolph
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: The effect of speed reduction on power |
>
Dale,
There is a good explanation of horsepower and torque at:
http://www.4x4abc.com/jeep101/torque.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Jimmy @ Jo Ann Hill" <hillstw(at)jhill.biz> |
| Subject: | Re: The effect of speed reduction on power |
What's wrong is:
power is equal to force times distance, divided by units of time. ie, one
horsepower is defined as 550 foot-pounds per second. When you hold power
input equal, and reduce either force, or distance in a given unit of time,
then the other parameter goes up. (more force, less distance, or more
distance, less force)
Another way to think of it is this: your tractor may be able to pull a one
bottom plow at, say, 5 miles per hour, but may only be able to pull a two
bottom plow at 2.5 miles per hour.
Regards.
Jimmy
----- Original Message -----
From: "Dale Sellers" <dsel1(at)bellsouth.net>
Subject: Kolb-List: The effect of speed reduction on power
>
> I have a question for you thinkers. I am too old to concentrate this
hard. It makes my brain hurt, even though I am a retired math teacher,
> it's been a long time since my Physics classes.
>
> It seems that I remember something about power increase being directly
proportional to speed decrease, not taking into consideration inefficencies
of things like bearing friction, belt slippage or chain/gear friction.
> That said, I know that if you reduce the speed of an engine at a given RPM
through the use of some sort of a reduction drive, the power delivered to
the out put is increased.
>
> That's why my 1957 Ford tractor with a 34 hp engine, has more than enough
power to pull two row implements.
> BUT, if the decrease in speed is directionly portional to the power gain,
that would mean that my 35 hp Cuyuna on my Ultra Star with a 2.56:1
reduction drive, would be delivering 2.56 X 35 hp or it would be delivering
89.6 hp to the output shaft and I don't think it's doing that.
>
> What's wrong with this picture?
>
> Dale Sellers
> Georgia Ultra Star
>
>
________________________________________________________________________________
| Subject: | Re: Flight Farm 1989 |
John....dang those are great pics..and the narratives ...well it just makes
me dream!....
Cant thank you eonugh for sharing those....and I sure hope you get to
feeling better.
Snow is A$$-deep to a tall indian here now...drifts at the end of the lane 5
ft high...this internet hangar flying sure helps keep a fellas summertime
dreams moving along!
Whether technical talk.....or hangar flying...it is all so dang good! I am
gonna have to go on the road tomorrow for a few days...and I am gonna be
thinking aircraft thoughts now for the whole time!!
.this group is the best!..every dang one of ya's!
Keep it up men.
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
I am very interested in such a NE get together. The Finger Lakes are always nice
but of course there are countless good places in the area.
Thom in Buffalo
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | FireStar II questions |
I know you asked about a FS II w/ 503 but I just had to chime in here with real
world data on the early FS single seat w/ 377 and 60" IVO 2-blade prop. My normal
cruise is 60 mph IAS (checked with GPS up and down wind avg. at 5300 rpm
and 2.1 gph > 28.5 mpg in no wind conditions. This is with full enclosure so it
is probably a bit faster than with just a windshield. It will fly at 70 but
it is too noisy for my tastes and burns more than 3 gph at that speed. Cheap Thrills!
Thom in Buffalo
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Lowering FireFly Propeller Thrust Line |
FireFlyers & Kolbers,
I cut the IVO propeller to 56 inches so that it would clear the tail tube with
the belt reducer rotated 135 degrees down from its original position. This drops
the thrust line to six inches below that of the Rotax 447. Still waiting
for flyable weather so that I can test it out. Out of curiosity, I ran some numbers
to see what happens when one lowers the thrust line on a FireFly.
Basically, it shows that a higher thrust line adds to the wing and the horizontal
tail loads. Flying with a more rear CG reduces wing and horizontal tail loads.
By rotating the belt reduction unit 135 degrees down, it drops the thrust
line 9.39 inches. The calculations indicate a drop in wing and tail loads of
9.9 pounds with a CG at 37%. If one keeps everything else the same but moves
the CG forward to 20% the change in wing and tail loads due to thrust line shift
remain the same, but the total loads increase by 18 pounds.
Now I must fly the FireFly, to see if the reduction in wing and tail loading will
off-set the loss in propeller efficiency by cutting it from 62 to 56 inches.
Fuel burn rates from a couple of one half hour flights with the belt reducer
in the 45 and the 135 degree off set should indicate if thrust line lowering
is effective.
The calculations and assumptions can be seen at:
http://www.thirdshift.com/jack/firefly/firefly101.html
Waiting for a 40+ degree, no rain or fog day with the wind below 20 mph.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: FireStar II questions |
Thx Tom...and all you Firestar owners for the dope!...
however...The general conclusion is a FireStar wont really preform much
better than my FireFly as far a cruising speed.
My numbers with the UL-II-02 are pretty close...
60 mph cruise at 5300...2.5 gph
75 or so WOT (6200) @ 3.5 GPH...maybe higher fuel...have never really held
it WOT for very long..I just know it really burns the gas at 6200 which is
what Im propped for. MAX hp is 38 @ 6200
ANYway... looks like a 503 FS II will do 2 things the Fly wont...hold a tad
more gear an stuff....and burn more gas...but not really cruise faster.???
Now...John H...John W....and all you X-country'in Kolbers....I was under the
impression that you guys cruised faster than 60mph...right?
when you guys flew MV last year..or ...anywhere else you have been on a
"Kolb Karavan" trip.....do you have trouble slowing up for the
FireStars?...
I Know That where I fly out of..I'm about the fastest cruiser at 60 mph of
all the regular flyers...and the Fly really just doesnt fly well below about
50...throttle hunts around...you have to pay to much attention to flying to
enjoy it.
I have been making 150 mile flights this summer. (got a 10 gal tank
now)..just wandering in big circles..ending up back at homeplate and having
a ball visiting airports and UL feilds in central Illinois.
I reckon what I'm askin is....How do you all get along on a fairly long
You can guess that I'm askin all these silly questions because I would
dearly luv to join up in a x-country..but I dont want to hold up the
caravan...and the trouble is I cant haul any gear for a RON...so I was
thinking of a FSII....But it doesnt look like thats the bird to do it in
either.
Now...all you who where kind enough to share info with me...share your
thoughts on this also!
thx men...
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireStar II questions |
> Now...John H...John W....and all you X-country'in Kolbers....I was under
the
> impression that you guys cruised faster than 60mph...right?
Don/Gang:
We land 60 mph. :-)
My normal cruise is 80 to 90 mph. Whatever Miss P'fer is going to cruise at
at 5000 or 5200 rpm. Normally, that is right at 85 mph.
Those are about the same numbers for John W's Kolbra powered with the Jab
direct drive. He will probably cruise a little faster with the 912S based
on a 72" 3 blade warp drive prop over the 58" two blade warp on the Jab.
We flew 75 mph all the way from Iron Mountain, MI, to OSH, based on the 503
powered Kit Fox that flew with us.
At times, on the Kitty Hawk flight, we were flying 70 to 75, based on Steve
Green's 582 powered MK III. The other two 912 MKIII drivers eventually
found out if they pushed the little throttle lever forward a tad more, the
airplane would fly about 80 mph with ease.
Bro Jim and I have been talking about taking some incidence out of the wing
on my MK III. We feel one of the biggest drag factors on most of the Kolb
models is the high flying tail boom. Takes a lot more power to drag that
thing through the air side ways rather than as the Sling Shot and Kolbra do,
in a more leve attitude and much smaller profile. We've been thinking about
a couple other little tidbits to clean up the air and increase cruise speed.
If I stay home and on the ground long enough, we may get around to playing
with those projects.
I have been flying in the same flight envelope for so long I am quite
comfortable where I am. If I can get another 5 mph cruise. Great. If not.
Ain't no big thing.
Right now I am waiting on a new tachometer to replace the worn out Rotax
tach. Even with the prop tach, interpolating the error producing tach's
readouts is a pain and not the least bit comfortable. I'll have to wait to
get the new 72" Warp Drive dialed in where I want it. Then some nice calm
air to recalibrate the ASI and I'll be good to go.
Got to pull the gear legs and press the bends and hard landings out of them.
Also rewire my instrument panel and intercom/radio.
Get this old bod back in some sort of shape, and I'll be ready to do some
serious fun flying this coming year.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: The effect of speed reduction on power |
In a message dated 1/26/04 6:12:07 PM Eastern Standard Time, jbhart(at)ldd.net
writes:
>
> There is a good explanation of horsepower and torque at:
>
>
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack &Louise Hart
> jbhart(at)ldd.net
>
>
Jack, that IS a good dissertation on Hp and Torque and I thought I found only
one mistake ....but it wasn't ...I read it wrong......:-). But I did read the
whole thing, and as I read it, primarily about cars, about Corvettes as a
matter of fact, there was a glaring difference in the analogy between cars and
planes. And that is Propeller efficiency or efficacy or whatever it is.
Both of these e words would be dimensionless ratios or comparisons describing
the relationship of the propeller to the effectiveness of interaction to the
air. That effectiveness or what ever it is called would obviously be
completely diffferent from 0 rpm to 7000 rpm. A car's wheels are ALWAYS on the
ground
offering a resistance. Not so in an airplane. And one maxim not mentioned is
that there is NO work or hp or energy dissipated if there is NO resistance to
work, even though you have plenty of rpm.
George Randolph
firestar driver from the Villages
________________________________________________________________________________
| Subject: | Re: Lowering FireFly Propeller Thrust Line |
In a message dated 1/26/04 11:54:30 PM Eastern Standard Time, jbhart(at)ldd.net
writes:
> The calculations and assumptions can be seen at:
>
> http://www.thirdshift.com/jack/firefly/firefly101.html
>
> Waiting for a 40+ degree, no rain or fog day with the wind below 20 mph.
>
> Jack B. Hart FF004
> Jackson, MO
>
Jack, I tried to follow your logic, but got lost at the beginning when you
presented your setup formula of balance which I understood to a point. but when
you said to substitute for T, I could never duplicate what you got from there
on. I "eliminated T" by replacing it with L-W and got a different formula than
you. And I know it is different because when making an identity out of your
formula and mine, i don't get 0=0 but F=D and I know that isn't right.
Just tryin to help.
George Randolph
Firestar driver from The Villages
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: NE gathering |
>
> >> Thom, others,
>> Lets keep brainstorming this NE get together.
>> Why let all the other guys have all the fun, after all we North
>> Easters only
>> get a few months out of the year to enjoy our birds.
>> Denny
>>
>
Denny, Thom and other pilots in the northeast,
I'm all for a get together of some kind. Maybe we can set up a
Homer Farm fly-in for next summer when most of the list hasn't commited to other
flights already. For this summer, if July is busy for some as it has been
stated, possibly June would be a good time? If there is interest in a gathering
at Cooperstown, NY. let me know and I'll contact the owner.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: FireStar II questions |
Help, I lost a sheet of paper that had all the operating RPM's for my
ultarstar ,idle,cruise ect, fuel burn ?, need to make a placard , i got
that dreaded CRS! thanks ron in 21* west texas,, that's cold to us!
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: FireStar II questions
>
> Thx Tom...and all you Firestar owners for the dope!...
>
> however...The general conclusion is a FireStar wont really preform much
> better than my FireFly as far a cruising speed.
> My numbers with the UL-II-02 are pretty close...
> 60 mph cruise at 5300...2.5 gph
> 75 or so WOT (6200) @ 3.5 GPH...maybe higher fuel...have never really held
> it WOT for very long..I just know it really burns the gas at 6200 which is
> what Im propped for. MAX hp is 38 @ 6200
>
> ANYway... looks like a 503 FS II will do 2 things the Fly wont...hold a
tad
> more gear an stuff....and burn more gas...but not really cruise faster.???
>
> Now...John H...John W....and all you X-country'in Kolbers....I was under
the
> impression that you guys cruised faster than 60mph...right?
> when you guys flew MV last year..or ...anywhere else you have been on a
> "Kolb Karavan" trip.....do you have trouble slowing up for the
> FireStars?...
> I Know That where I fly out of..I'm about the fastest cruiser at 60 mph of
> all the regular flyers...and the Fly really just doesnt fly well below
about
> 50...throttle hunts around...you have to pay to much attention to flying
to
> enjoy it.
> I have been making 150 mile flights this summer. (got a 10 gal tank
> now)..just wandering in big circles..ending up back at homeplate and
having
> a ball visiting airports and UL feilds in central Illinois.
>
> I reckon what I'm askin is....How do you all get along on a fairly long
> You can guess that I'm askin all these silly questions because I would
> dearly luv to join up in a x-country..but I dont want to hold up the
> caravan...and the trouble is I cant haul any gear for a RON...so I was
> thinking of a FSII....But it doesnt look like thats the bird to do it in
> either.
>
> Now...all you who where kind enough to share info with me...share your
> thoughts on this also!
>
> thx men...
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
>
>
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | bmw, what's on top? |
Jim
I'm interested in alternate engines and would like to discuss what mods you
have made and hear more about your engine as you go. I'm not a Rotax purest
and I like the BMW rep in a good solid four cycle engine. This can be done
off list/line also.
Ken
________________________________________________________________________________
| From: | "Linda Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: NE gathering |
>
>
> >
> > >> Thom, others,
> >> Lets keep brainstorming this NE get together.
> >> Why let all the other guys have all the fun, after all we North
> >> Easters only
> >> get a few months out of the year to enjoy our birds.
> >> Denny
> >>
> >
> Denny, Thom and other pilots in the northeast,
> I'm all for a get together of some kind. Maybe we can set up a
> Homer Farm fly-in for next summer when most of the list hasn't commited to
other
> flights already. For this summer, if July is busy for some as it has been
> stated, possibly June would be a good time? If there is interest in a
gathering
> at Cooperstown, NY. let me know and I'll contact the owner.
> Fly Safe
> Bob Griffin
>
> Bob,
The Wellsville Fathers Day fly in is in June and my work schedule will allow
me to get there Saturday and Sunday.
How do you all feel about just trying to get everyone we can to that one,
and if the weather destroys those plans they have a last chance fly in later
in the year.
How bout it,
Dennis Rowe
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: NE gathering |
> If there is interest in a gathering
> at Cooperstown, NY. let me know and I'll contact the owner.
> Fly Safe
> Bob Griffin
Bob G/All:
If I was going to able to fly up for this one I would love to flyin here:
http://home.elmore.rr.com/jhauck/Osh%201989/Westville%20AP,%20NY.jpg
This is Westville AP, Cooperstown, NY. Was built for a Kolb flyin.
Beautiful country to fly in. Grass strip. Cafe on site. Lots of nice
green grass to camp on.
Take care,
john h
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
| Subject: | Re: FireStar II questions |
Ron,
I would like to have that info too.
Dale
Sellers
----- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Re: Kolb-List: FireStar II questions
>
> Help, I lost a sheet of paper that had all the operating RPM's for my
> ultarstar ,idle,cruise ect, fuel burn ?, need to make a placard , i got
> that dreaded CRS! thanks ron in 21* west texas,, that's cold to us!
> ----- Original Message -----
> From: "Don Gherardini" <donghe@one-eleven.net>
> To:
> Subject: Re: Kolb-List: FireStar II questions
>
>
<donghe@one-eleven.net>
> >
> > Thx Tom...and all you Firestar owners for the dope!...
> >
> > however...The general conclusion is a FireStar wont really preform much
> > better than my FireFly as far a cruising speed.
> > My numbers with the UL-II-02 are pretty close...
> > 60 mph cruise at 5300...2.5 gph
> > 75 or so WOT (6200) @ 3.5 GPH...maybe higher fuel...have never really
held
> > it WOT for very long..I just know it really burns the gas at 6200 which
is
> > what Im propped for. MAX hp is 38 @ 6200
> >
> > ANYway... looks like a 503 FS II will do 2 things the Fly wont...hold a
> tad
> > more gear an stuff....and burn more gas...but not really cruise
faster.???
> >
> > Now...John H...John W....and all you X-country'in Kolbers....I was under
> the
> > impression that you guys cruised faster than 60mph...right?
> > when you guys flew MV last year..or ...anywhere else you have been on a
> > "Kolb Karavan" trip.....do you have trouble slowing up for the
> > FireStars?...
> > I Know That where I fly out of..I'm about the fastest cruiser at 60 mph
of
> > all the regular flyers...and the Fly really just doesnt fly well below
> about
> > 50...throttle hunts around...you have to pay to much attention to flying
> to
> > enjoy it.
> > I have been making 150 mile flights this summer. (got a 10 gal tank
> > now)..just wandering in big circles..ending up back at homeplate and
> having
> > a ball visiting airports and UL feilds in central Illinois.
> >
> > I reckon what I'm askin is....How do you all get along on a fairly long
> > You can guess that I'm askin all these silly questions because I would
> > dearly luv to join up in a x-country..but I dont want to hold up the
> > caravan...and the trouble is I cant haul any gear for a RON...so I was
> > thinking of a FSII....But it doesnt look like thats the bird to do it in
> > either.
> >
> > Now...all you who where kind enough to share info with me...share your
> > thoughts on this also!
> >
> > thx men...
> >
> > Don Gherardini
> > FireFly 098
> > http://www.geocities.com/dagger369th/my_firefly.htm
> >
> >
>
>
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
| Subject: | Re: FireStar II questions |
Don and Group,
I think that you are right about the Firestar not being a good enough
cross-country machine to fly with the 912's. Even if the speed was
pushed up and they slowed down, the range would still be short because
of the 503's high fuel burn. If you held that 2SI at 70 mph for at
least 5 gallons, you would probably find that it would only take about
an hour.
Because I have room for a tent, sleeping bag and other gear, I believe
that I could travel on long trips with my Firestar. Dave and Will did
it. The only problem that I have had is being comfortable enough to sit
that long. My Original Firestar have a seat that I could sit in all day,
but not the Firestar II. I have added memory foam to the seat, but
haven't taken a long flight to test it.
The one thing that would help the Firestar II, to be a better
cross-country machine, is a four-cycle engine that would allow an 80 mph
cruise at a reasonable fuel burn. I currently am using a full enclosure
with sound insulation and 80 is feasable except for fuel burn.
John Jung
Firestar II 503 N6163J
Surprise, AZ
________________________________________________________________________________
| Subject: | Re: FireStar II questions |
Thx John W...
Boy,,,I would like to fly in formation with you also...but.....above 70 is
stem wound for my Fly and the Cuyuna....sure..it will fly 75 maybe 78...but
I just cant bear the thought of running any engine WOT for more than a
little bit...temps go up...I can just hear those rings rubbin away! at
60..to 65 it will do ok....but that is about it. I have 41 hours on it
now...and I like the bird alot....but ..kinda like a dirt bike, it handles
great...nimble, responsive, but not to good for a road trip!.
Course..I already knew that...and as I have said before, I bought this kit
because it was a good deal...not because I was shopping for a
Kolb...figgered on sellin it pretty quick. What I didnt figger on is falling
in luv with the way it handles! The dang thing makes a fella want to do
things in an airplane he should not do...or at least not in a Kolb....maybe
a Pitts...or a Chaos....but not a FireFly!... best way to describe the
FireFly I have decided is she's a "Temptress!" I sure do like this
bird!...but the call of the far blue skies is in my ears, and I guess I'm
just trying to figger out what to ride next.
Anyway...had to postpone my road trip today...at least for a while due to
White-out conditions here...Old man winter is really a growlin! Might be
able to get out of here in a few hours.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: NE gathering |
Rowe wrote:
> The Wellsville Fathers Day fly in is in June and my work schedule will allow
> me to get there Saturday and Sunday.
> How do you all feel about just trying to get everyone we can to that one,
> and if the weather destroys those plans they have a last chance fly in later
> in the year.
> How bout it,
> Dennis Rowe
>
The Wellsville Fathers Day fly in will have at least a half a dozen or
more local Kolb drivers if the weather is flyable. Some of us would be
happy to join a Homer farm ambush. Lots of other local grass strips in
the area too.
Gene
________________________________________________________________________________
| Subject: | Re: FireStar II questions |
John Jung
Yes sirree...you are reading my thoughts. A 4 stroke with a 75 to 80 cruise
would satisfy me fine. Better fuel burn..so you dont need to carry so much
fuel. Trouble is It does not sound like most of the fellas think a FS II
will handle the horsepower thet a 80 mph cruise would take. At least that is
kinda the conclusion I have drawn from my inquiry. I have larger engines
avail right here in the barn..but Dennis Souder told me the FlreFly has
thinner wall tubing in the cage than a Firestar...so if the FireStar wont
handle more than 50 hp or so, the FireFly certainly wouldnt. Might not even
handle 50.
AS far as the Fuel rate on the Cuyuna....I would not be suprised if you are
right...and holding the hammer down it might burn 5 gph...about the hardest
I have ever ran it at length was trying to keep up with w 503 powered Team
EROS(minimax)....we ran at 75 for about 20 minutes...I stayed right with
him, I was running about wide open most of the time, and I was not expecting
him to run that fast, and when we turned around to RTB....I kinda cut in an
took the lead at a slower pace...and he slowed down to stay with me. I Had
the Stock 5 gal jug fuel tank in it then...and when we got back to
homeplate....I was periously low on fuel. When we landed first thing he
asked was.."How fast were we going?"...I told him..and he said oh...
When I asked him what he was reading..he said..."well..I dunno..ASI never
gets above 40 mph, I think its busted" This Guy...he is a great wingman
to fly with..as he is cautious..and very smooth...but he has no radio..and
now I know no ASI....Im thinking about buying he a dang radio!!!
You say the New FSI has a different seat huh?....I didnt realize that...I
need to find a pic of one I think.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Rotax 912 School |
Hi Gang:
Will be attending the Rotax 912 School 1, 2, 3 Feb 04, at South Mississippi
Light Aircraft, Lucedale, MS. I had the opportunity to attend four years
ago when I picked up my new 912S. This will be a good chance to get updated
on the 912/912S/914.
If any of you have any specific questions you need answered, let me know bc.
I'll see if I can get the answers from Eric Tucker during the course.
Take care,
john h
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Re: NE gathering |
Maybe I could bum a ride in a Kolb at Wellsville. Help keep me building. To
Dam Cold in the garage to do any work and for some reason my wife won't let
me drag a wing into the dinning room she funny that way :-)
Ken
-----Original Message-----
From: Eugene Zimmerman [mailto:eugenezimmerman(at)dejazzd.com]
Subject: Re: Kolb-List: Re: NE gathering
Rowe wrote:
> The Wellsville Fathers Day fly in is in June and my work schedule will
allow
> me to get there Saturday and Sunday.
> How do you all feel about just trying to get everyone we can to that one,
> and if the weather destroys those plans they have a last chance fly in
later
> in the year.
> How bout it,
> Dennis Rowe
>
The Wellsville Fathers Day fly in will have at least a half a dozen or
more local Kolb drivers if the weather is flyable. Some of us would be
happy to join a Homer farm ambush. Lots of other local grass strips in
the area too.
Gene
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Coordinates for Homer's strip |
Does anybody have the lat/longs for Homer Kolb's strip?
Thanks
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: NE gathering |
put it in the bedroom, she WILL change her mind and let you use the dining
room ,ha!!!
To
Dam Cold in the garage to do any work and for some reason my wife won't let
me drag a wing into the dinning room she funny that way
----- Original Message -----
From: "James, Ken" <KDJames(at)berkscareer.com>
Subject: RE: Kolb-List: Re: NE gathering
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Super Kolbra Update |
John Williamson wrote:
>
> Gentlemen,
>
> The Rotax 912 ULS 100 hp engine might be little "Over Kill" when installed
> on a Kolb Kolbra. But I'm gonna keep it.
Oh! Please stop!! Your making us all cry!! :-) Good for you sounds like
fun! -- Earl
________________________________________________________________________________
| Subject: | Re: NE Kolb Homecoming |
| From: | Scott Trask <sctrask(at)diisd.org> |
(not processed: message from valid local sender)
on 1/26/04 3:34 PM, Richard & Martha Neilsen at NeilsenRM(at)comcast.net wrote:
>
>
> This sounds interesting but around July 4th isn't good for me and near the
> end of July I will be heading for Oshkosh. Which brings to mind an earlier
> post of mine about getting a group to fly into Oshkosh this year. Anyone
> interested???
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> From: "Linda Rowe" <rowedl(at)highstream.net>
> To:
> Subject: Re: Kolb-List: NE Kolb Homecoming
Hi Rick and list
I'll be planning on flying in again into OSH this year. It will be my 12th
year on flying in. You're more than welcome to stop here again and fly in
with me. Rick, I'll even cut a few more tree limbs off for you. John W. I'll
cut some more ferns at the end of the runway for you. Those Alaskan
travelers could swing in on their way back from Alaska (with whale blubber
on their breaths). There's always fresh venison here in the U.P. ( NOT
freezer burned, John H.). I do realize that it would be a little far north
for you guys coming from Alaska, but know that you are welcome.
The Homecoming gathering would be nice. As long as the group doesn't stay
too long. I would think everyone could meet someplace else and everybody
could fly in together, if this wasn't already thought of.
You guys in the N.E. should gather at the week-long Yankee fly-in in July.
I haven't gone in 3 years. We were attending every year prior to that. It's
a great time!
Scott Trask IMT
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Denny, Richard, all
I like the idea of staging a Homer Kolb fly-in this year. It's one of
those things that gets put of and then never done if not now. It only
takes someone to come up with a date and then do it. I can make it
anytime, weather permitting, so it should be arranged for when the most
working Kolbers could make. Open to suggestions. What ever date would
be agreed on, prior contact should be made with Homer to see if he is
agreeable and available. I have flown into his farm to show him my
FireFly and found him to be very gracious of his time. Still I
think we would want to make prior arrangements for a group fly-in.
As an alternative: I think the fly-in at Wellsville is a good choice.
It is already a major UL fly-in each year and well attended when the
weather allows. Last year was a wash because of weather! Grass strip
with facilities, lodging and fuel! Get to see allot of other UL's
there!
I see that John has already answered Richard's question about
coordinates for Homer's farm. You might be surprised as to how close
you will be flying to a nuclear power plant which is right across the
Schuylkill River from his place. They also have an airport right next
to the power plant called Pottstown/Limerick and it's something else to
fly into and out of next to those big stacks. This is where Homer first
learned to fly long before the nuclear power plant was built
So let's hear some dates and rain dates for a North East fly-in! Then
it can be resolved as to where.
Terry - FireFly #95
________________________________________________________________________________
| From: | "Russell Phillips" <rphillip1999(at)hotmail.com> |
That would be great to have more Kolbs at Footlight Ranch in Wellsville, Pa. I've been going the last 8 or 9 years missing it just once. There is where I got my first ride in a Kolb which convinced me thats the way to go. I'm about 3/4 the way done with my Mark III now. The camping there is fine (right next to the runway) and there is a bunkhouse where you can reserve a room ahead. They have a website if you want to learn more about the place. It is www.footlightranch.com (they don't update it often) . When the weather is good, 70 to 75 aircraft is common for the Fathers Day Flyin. Its a real friendly place. Hope many of youmake the trip. I'll be there, planeless :(butstill smilingbecause of all the small planes nearby.
Russ
Building Mark III Classic
SW N.Y. "cold and snowy"
Check out the coupons and bargains on MSN Offers!
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | NE Kolb gathering |
Kolbers,
So it looks like we will all try to make Wellsville for the Fathers day fly in.
If time allows maybe we can put together a sorty to Homers.
As I mentioned before, I am off work the week of independance day and am open to
ideas.
Denny
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: NE gathering comes together!! |
>
> >>
>> > Bob,
>> The Wellsville Fathers Day fly in is in June and my work schedule
>> will allow
>> me to get there Saturday and Sunday.
>> How do you all feel about just trying to get everyone we can to that
>> one,
>> and if the weather destroys those plans they have a last chance fly
>> in later
>> in the year.
>> How bout it,
>> Dennis Rowe
>>
> OK gang
From the feed back on todays list there does't seem much interest to fly into
Cooperstown. Thanks for the photo, John H., yes that if the field I'm
talking about. Since you were there the new owner sunk $750,000.00 into it and
loves
to see UL's come in. Maybe another time we can schedual a fly-in there. Most
of the interest seems to be leading for flying into Wellsville PA.from fellas
like Denny, Gene, Richard, Earl, Russel. Lets get one person to coordiate and
head it up. Any volunteers ? Who is the most familiar with the event ? We
need the exact dates, identifier, facilities availiable, such as showers,
camping, food, fuel etc.
Someone even mentioned a flight from wellsville to Homers ? How far a trip
is that ?
Anyway, someone take the raines here and let's plan a Northeast Gathering of
Kolbs at the Wellsville PA Fly-in.
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
Howdy folks. Like to make some comments on fuel burn. As some might
recall, built myself a great little slingshot, 582 blue head. Started out
around five gals an hour burn at around 75-80 asi. I realigned the engine
seveal times until I had 3/4 inch higher on the back mounts than the front
and now I am getting as high as 20 minute per gal at around 72 to 15/17
minute per gal burn at 80. It goes to about 14 minute per gal burn up to 90
+. Now, mind you that it is cold outside and that is solo and this plane is
clean up there. My egts run in around 1050 and my chts are consistently at
265. My water temps seem to stay at 164 (with one width of duct tape across
the rad) (two strips increase temps 5 degrees). I have heard that I am
running too lean to get that kind of gas mileage but my plugs are light tan
(redish) on the tips and I am running BR8eVs. (Love those platnums) Easy
start, better performance and last longer. That is what I am getting so
far. I have 30 hours on the "Greezd Lightn'n" so far and loving every
minute of it. I modified the rear castor wheel to break when almost
sideways. Gives me better control if it doesnt break so easy. (someone on
the list suggested this). And -- by the way, must have done something right
cause I can let go of the stick at any speed - up to 90 so far - and it will
cruise straight, no dips, slips or slides to the side. Did I mention I love
this plane? See ya. Ted Cowan, Alabama
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: NE gathering |
>
> >>
>> The Wellsville Fathers Day fly in will have at least a half a dozen
>> or
>> more local Kolb drivers if the weather is flyable. Some of us would
>> be
>> happy to join a Homer farm ambush. Lots of other local grass strips
>> in
>> the area too.
>>
>> Gene
>>
>
Gene and gang, Checking on Airnav,, the flight from Wellsville to Homers is
roughly 67 NM. Around 1hr. 15 min. one way , for Kolbs cruising around 65 MPH.
Sounds like that could work out. Depending on some planes fuel capicity, wind
conditions, and reserve, arrangements may need to be made for fuel at Homers.
Fly Safe
Bob Griffin
Upstate NY
________________________________________________________________________________
| From: | "Joe Allman" <fisherallman(at)earthlink.net> |
Ted,
I can count on five/hour at 5800 and 85 indicated. I'm set up for climb
with a 582 ss ivo.
Joe
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Ted Cowan
Subject: Kolb-List: Re: fuel burn
Howdy folks. Like to make some comments on fuel burn. As some might
recall, built myself a great little slingshot, 582 blue head. Started out
around five gals an hour burn at around 75-80 asi. I realigned the
engine....
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
Ted,
Where in ALA. you live? I'm just across the border at Columbus, GA.
Dale Sellers
----- Original Message -----
From: "Ted Cowan" <tcowan1917(at)direcway.com>
Subject: Kolb-List: Re: fuel burn
>
> Howdy folks. Like to make some comments on fuel burn. As some might
> recall, built myself a great little slingshot, 582 blue head. Started out
> around five gals an hour burn at around 75-80 asi. I realigned the engine
> seveal times until I had 3/4 inch higher on the back mounts than the front
> and now I am getting as high as 20 minute per gal at around 72 to 15/17
> minute per gal burn at 80. It goes to about 14 minute per gal burn up to
90
> +. Now, mind you that it is cold outside and that is solo and this plane
is
> clean up there. My egts run in around 1050 and my chts are consistently
at
> 265. My water temps seem to stay at 164 (with one width of duct tape
across
> the rad) (two strips increase temps 5 degrees). I have heard that I am
> running too lean to get that kind of gas mileage but my plugs are light
tan
> (redish) on the tips and I am running BR8eVs. (Love those platnums) Easy
> start, better performance and last longer. That is what I am getting so
> far. I have 30 hours on the "Greezd Lightn'n" so far and loving every
> minute of it. I modified the rear castor wheel to break when almost
> sideways. Gives me better control if it doesnt break so easy. (someone
on
> the list suggested this). And -- by the way, must have done something
right
> cause I can let go of the stick at any speed - up to 90 so far - and it
will
> cruise straight, no dips, slips or slides to the side. Did I mention I
love
> this plane? See ya. Ted Cowan, Alabama
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: NE gathering comes together!! |
Airgriff2(at)aol.com wrote:
>>OK gang
>
>>From the feed back on todays list there does't seem much interest to fly into
> Cooperstown. Thanks for the photo, John H., yes that if the field I'm
> talking about. Since you were there the new owner sunk $750,000.00 into it and
loves
> to see UL's come in. Maybe another time we can schedual a fly-in there. Most
> of the interest seems to be leading for flying into Wellsville PA.from fellas
> like Denny, Gene, Richard, Earl, Russel. Lets get one person to coordiate and
> head it up. Any volunteers ? Who is the most familiar with the event ? We
> need the exact dates, identifier, facilities availiable, such as showers,
> camping, food, fuel etc.
> Someone even mentioned a flight from wellsville to Homers ? How far a trip
> is that ?
> Anyway, someone take the raines here and let's plan a Northeast Gathering of
> Kolbs at the Wellsville PA Fly-in.
> Fly Safe
> Bob Griffin
>
Terry has done a good job organizing several local flyins last year. I'd
be happy to volunteer him for the job of point man. Sorry Terry, but you
are good. :-)
1:15 to 1:30 hrs. sounds about right to get to Homers' strip or less
with a tail wind.
________________________________________________________________________________
| From: | "Steven Green" <kolbdriver(at)bellsouth.net> |
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Good news. I couldn't figure out what the problem was............thought we
had parted friends last summer. :-) I emailed you about the air
filter we had discussed. I NEED it. Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Paul Petty" <ppetty@c-gate.net>
Subject: Kolb-List: e-mail
>
> Lar/guys,
>
> A couple of months ago I had my ISP block all e-mails to ppetty@c-gate.net
to rid myself of the spam problem I was having. If you are not on the list
that I gave the ISP the e-mails go into a spam folder and don't go back to
you as a returned
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
I am starting to get serious about going to Homer Kolb's strip over
Father's Day weekend. Think about it. We could fly together. I will be
asking Vince Nicely (Firestar II) if he wants to go with us.
rp
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Fly to Homer's |
----- Original Message -----
From: "Richard Pike" <rwpike(at)charter.net>
Subject: Kolb-List: Fly to Homer's
>
> I am starting to get serious about going to Homer Kolb's strip over
> Father's Day weekend. Think about it. We could fly together. I will be
> asking Vince Nicely (Firestar II) if he wants to go with us.
> rp
>
>
> Richard, others,
Check out Footlight Ranch on line to get all the info on the Fathers Day
Fly-in, seems like meeting up there, and taking a mass side trip to see Mr
Kolb would be a mighty fine way to salute the father of these Great machines
we are so proud of.
Denny Rowe,
Leechburg, PA
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Fathers Day fly-in |
Eugene, Bob, Eugene, Richard, Denny and all others,
I will act as the contact person if that's what the gang wants. The
Wellsville Fathers Day Fly-In is a long established event that runs the
whole weekend. We could meet there and then if possible make at journey
to Homer's. There is a good stop off airport on the way at Smoketown,
Lancaster County that is UL friendly.
If you want more information on Wellsville go to their web page at
footlightranch.com and hit Mason-Dixion Ultralight Fly-in or the
others. The information is for last years fly-in which was canceled
because of weather, but you can explore the facilities available and get
the data about the airstrip there.
I know they would welcome a good group of new Kolb's arriving there!
Terry - FireFly #95
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: Fathers Day fly-in |
Thanks Terry, You da man!
Just don't pray quite so hard for rain this year, OK? :-)
Terry wrote:
>
> Eugene, Bob, Eugene, Richard, Denny and all others,
>
> I will act as the contact person if that's what the gang wants. The
> Wellsville Fathers Day Fly-In is a long established event that runs the
> whole weekend. We could meet there and then if possible make at journey
> to Homer's. There is a good stop off airport on the way at Smoketown,
> Lancaster County that is UL friendly.
>
> If you want more information on Wellsville go to their web page at
> footlightranch.com and hit Mason-Dixion Ultralight Fly-in or the
> others. The information is for last years fly-in which was canceled
> because of weather, but you can explore the facilities available and get
> the data about the airstrip there.
> I know they would welcome a good group of new Kolb's arriving there!
>
> Terry - FireFly #95
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
I wonder if you got all the consturction Pictures i sent to you of my kolbra
as i never did get a reply ? As i was wondering what was going on after sending
all them to you .As i sure was wondering;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;
??? larry G
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
I think you got a hot rod now for a kolb , It sure sounds like it be a fun ride
full power on stall, WoW::::::::: What is the empty weight with 912
on it now ?? What it is like to fly level at 110 as i have to dive mind
to get to that speed ? Look out guys , John will be all over this county now
and in no time , good work John . Larry G
________________________________________________________________________________
| From: | "Steven Green" <kolbdriver(at)bellsouth.net> |
| Subject: | Re: Fly to Homer's |
Richard and all,
I have a new I-net provider and my new address in kolbdriver(at)bellsouth.net
I have been following the talk about a trip to Homer's place with great
inertest. Last year I started a trip to the sentimental journey fly-in with
a return trip by Homer's but the weather didn,t cooperate and KY is as far
as I got. I am having a personal problem with priorities and time
management, I have only flown 5.4 hours since the Kolb homecoming/ Kittyhawk
trip. Building a house should not interfer with flying. Oh well wishfull
thinking. I hope to be moved in by May at the latest and resume the more
important activities in life FLYING.
Steven
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Fathers Day fly-in |
Now that John W. has a really fast airplane I was wondering if you guys would mind
if I came to the Wellsville Fly-in in my Cherokee. It is not much faster than
John's Super Kolbra now. I've already got other plans for that weekend which
would prevent me from making that long round-trip in the early FS/377 but would
allow me to come in the Cherokee. Both Wellsville and Kolb's place would
accommodate a LTOL airplane like the Cherokee.
Thom in Buffalo
________________________________________________________________________________
| From: | "Aaron Hollingsworth" <aaron(at)gamespeak.com> |
I think I flooded my 618 today. I recall the previous owner warning me not to prime
it or only once when the weather is warmer (like today)... of course I forgot
and gave it a good 3 pushes of the primer. Now trying to recover from flooding
it, I was unable :/
I first pulled the back plug in each cylinder. They were a little wet, but not
dripping. I blew them off with my air compressor and put them back in. About 10-15
minutes had passed by this point. I tried again, no go.... So I did the same
to the front plug in each, tried again... no go. Next I called up the previous
owner... got a couple tips to try; pulled all four, opened full throttle
and while plugs are out cranked it over 10-15 times. Blew off all four plugs.
Put em back in.. tried again... no go.
during this whole time the engine never even started to crank over. Plenty of amps
on battery (12.9 and even hooked up to charger for last few tests). The starter
motor did great... just as fast as it always is when it starts up. Now,
I am pretty sure that I did flood it... but logic is telling me that I should
have been able to recover without letting it sit overnight? Hopefully it will
start up tomorrow without issue. this is the first time it hasn't started in 4-5
turns. Any suggestions on how to recover should I flood it again int the future?
Aaron
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
At 06:59 PM 1/29/2004, you wrote:
>recover without letting it sit overnight? Hopefully it will start up
>tomorrow without issue. this is the first time it hasn't started in 4-5
>turns. Any suggestions on how to recover should I flood it again int the
>future?
Replace the plugs with new ones, properly gapped.
-- R
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
I've had success in clearing flooded engines by doing most of the things you mentioned,
Aaron, plus burn out the rich fuel mixture in the cylinder with a long
reach lighter; the kind that has a trigger and long skinny tube where the flame
comes out of the end of the tube. One difference in your procedure though.
Crank the engine w/o plugs and throttle completely closed, not open.
Thom in Buffalo
________________________________________________________________________________
| From: | "Edward Chmielewski" <edchmiel(at)mindspring.com> |
Hi Aaron,
Is there spark? Sounds like it's not even trying, did you get any indication
it
wanted to fire? Pull 1 plug from each cylinder, connect to the plug wire, crank
the
engine with the base of the plug in contact with the engine to create the ground
path.
Best done with as little light as possible, close the hangar door. Spark should
be strong
and blue. If not, suspect the ignition circuit. Good luck with it.
Ed in JXN
MkII/503
----- Original Message -----
From: "Aaron Hollingsworth" <aaron(at)gamespeak.com>
Subject: Kolb-List: flooding
>
> I think I flooded my 618 today. I recall the previous owner warning me not to
prime it
or only once when the weather is warmer (like today)... of course I forgot and
gave it a
good 3 pushes of the primer. Now trying to recover from flooding it, I was unable
:/
>
(Snip)
________________________________________________________________________________
| From: | "Chuck Davis - Comcast" <davis207(at)comcast.net> |
I am definately in for a Wellsville / Homer fly-in. It's already been
cleared with the "boss". I now commute over from Princeton, NJ to the next
town over from Phoenixville. Every morning I see the cooling tower from the
Nuke plant that some one mentioned is just across the river from "the farm."
The tower and the column of steam certainly will make it easy to find!
Regarding fuel, being one of the "locals" I guess I'll volunteer to have a
few gallons cached in advance if the "planning staff" receives some requests
and can secure permission from Homer. I'm already looking forward to seeing
Richard, Bob, Denny, Gene, Earl, Russel and anyone else.
Chuck
>
From: Airgriff2(at)aol.com
Subject: Re: Kolb-List: Re: NE gathering
>
> >>
>> The Wellsville Fathers Day fly in will have at least a half a dozen
>> or
>> more local Kolb drivers if the weather is flyable. Some of us would
>> be
>> happy to join a Homer farm ambush. Lots of other local grass strips
>> in
>> the area too.
>>
>> Gene
>>
>
Gene and gang, Checking on Airnav,, the flight from Wellsville to Homers is
roughly 67 NM. Around 1hr. 15 min. one way , for Kolbs cruising around 65
MPH.
Sounds like that could work out. Depending on some planes fuel capicity,
wind
conditions, and reserve, arrangements may need to be made for fuel at
Homers.
Fly Safe
Bob Griffin
Upstate NY
> >
>
>
> ________________________________ Message 21
____________________________________
>
>
> From: Richard Pike <rwpike(at)charter.net>
> Subject: Kolb-List: Fly to Homer's
>
>
> I am starting to get serious about going to Homer Kolb's strip over
> Father's Day weekend. Think about it. We could fly together. I will be
> asking Vince Nicely (Firestar II) if he wants to go with us.
> rp
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
Well, ............ here's the way I do it, four stroke or two stroke, real
airplane engine or not.
There is a little different procedure for electric and manual start.
Manual Start:
1. Switch off.
2. Throttle full.
3. Pull it through vigorously three or four or five times.
4. Throttle closed.
5. Switch on.
6. Pull it through and start.
7. If it doesn't start because the engine is cold, then open enricher,
leave throttle shut, switch on, and pull it through to start.
Electric Start:
1. Full throttle.
2. Be sure the pilot is in the seat.
3. Hit the starter until it starts firing, reducing power as the engine
clears itself.
Doesn't normally require removing plugs, replacing plugs, unless you really
screwed them up.
Take care,
john h
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
. If I keep loosing weight I'm will need to add counter
> weights on the nose of my FireStar.
> Thanks for asking
> Regards,
> Will Uribe
> El Paso, TX
> FireStar II N4GU
> C-172 N2506U
> http
Will,
If you make it back to Pittsburgh this summer, we'll do our best to put some
meat back on your bones, I can taste the burgers tomatoes and sweet corn
now. :-)
Take Care ,
Denny
PS: I'll even throw in a Mk-3 ride.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Fw: [sonextalk] Fw: [Fwd: FW: Men & Tools] |
Kolbers,
I got this from the Sonex list, thought you folks would enjoy it too.
Denny
I thought I'd send this on for all the newbies to warn them about what tools
are really for. Matt
----- Original Message -----
>
>
> -----Original Message >
> >
> > >
> > >Men and tools:
> > >
> > >HAMMER:
> > >Originally employed as a weapon of war,
> > >the hammer nowadays is used as a kind of divining rod to
> > >locate expensive parts not far from the object we are trying to hit.
> > >
> > >ELECTRIC HAND DRILL:
> > >Normally used for spinning steel Pop rivets in their holes
> > >until you die of old age, but it also works great for drilling
> > >mounting holes in fenders just above the brake line that goes
> > >to the rear wheel.
> > >
> > >PLIERS:
> > >Used to round off bolt heads.
> > >
> > >HACKSAW:
> > >One of a family of cutting tools built on the original sin principle.
> > >It transforms human energy into a crooked, unpredictable motion,
> > >and the more you attempt to influence its course, the more
> > >dismal your future becomes.
> > >
> > >VISE-GRIPS:
> > >Used to round off bolt heads.
> > >If nothing else is available, they can also be used to transfer
> > >intense welding heat to the palm of your hand.
> > >
> > >OXYACETYLENE TORCH:
> > >Used almost entirely for setting various flammable
> > >objects in your garage on fire. Also handy for igniting the
> > >grease inside a brake drum you're trying to get
> > >the bearing race out of.
> > >
> > >DRILL PRESS:
> > >A tall upright machine useful for suddenly snatching flat metal
> > >bar stock out of your hands so that it smacks you in the chest and
flings
> > >your coffee across the room, splattering it against that freshly
painted
> > >part you were drying.
> > >
> > >WIRE WHEEL:
> > >Cleans rust off old bolts and then throws them somewhere under
> > >the workbench with the speed of light.
> > >Also removes fingerprint whorls and hard-earned guitar calluses
> > >in about the time it takes you to say, "Fuc...."
> > >
> > >TWEEZERS:
> > >A tool for removing wood splinters.
> > >
> > >E-Z OUT BOLT AND STUD EXTRACTOR:
> > >A tool that snaps off in bolt
> > >holes and is ten times harder than any known drill bit.
> > >
> > >TWO-TON HYDRAULIC ENGINE HOIST:
> > >A handy tool for testing the tensile strength of ground straps
> > >and brake lines you may have forgotten to disconnect.
> > >
> > >BATTERY ELECTROLYTE TESTER:
> > >A handy tool for transferring sulfuric acid from a car battery
> > >to the inside of your toolbox after determining that your
> > >battery is dead as a doornail, just as you thought.
> > >
> > >PHILLIPS SCREWDRIVER:
> > >Normally used to stab the lids of old-style
> > >paper-and-tin oil cans and splash oil on your shirt; can also be used,
> > >as the name implies, to round off Phillips screw heads.
> > >PRY BAR:
> > >A tool used to crumple the metal surrounding that clip or
> > >bracket you needed to remove in order to replace a 50 cent part.
> > >
> > >HOSE CUTTER:
> > >A tool used to cut hoses 1/2 inch too short
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Fathers Day fly-in |
>
> Now that John W. has a really fast airplane I was wondering if you guys
would mind if I came to the Wellsville Fly-in in my Cherokee. It is not much
faster than John's Super Kolbra now. I've already got other plans for that
weekend which would prevent me from making that long round-trip in the early
FS/377 but would allow me to come in the Cherokee. Both Wellsville and
Kolb's place would accommodate a LTOL airplane like the Cherokee.
>
> Thom in Buffalo
>
I Don't mind at all Thom, I earned my private in a PA 28, I'll even take
you for a Mk-3 ride to ease your pain if time allows.
I just hope that we get dry weather, last summer was as soggy as I have ever
seen it around here.
Denny
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Hi'Will, Really glad to hear your surgery went well and no cancer was found.
Enjoy your time off the best you can. Could probably squeese in some flight
planning?.
Bob Griffin
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Fathers Day fly-in |
> Thom from Bufflo writes:
> >> I was wondering if you guys would mind
>> if I came to the Wellsville Fly-in in my Cherokee.
>
Who cares what you bring or come in? Fly, drive, walk, at least you'll be
there, that's what counts. Your Cherokee may learn something also by watching the
other planes climb out at 1000 FPM.+
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
| Subject: | Fathers Day flyin |
Count me in for the Fathers day fly-in at Footlight ranch. I'll be following Bob
Griffin down if I can keep up with him.
Scott Olendorf
Firestar, Rotax 447 and Powerfin prop.
Schenectady, NY
http://home.nycap.rr.com/firestar
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Fathers Day fly-in |
Thanks guys...I can take the ribbing and I would very much like to meet you guys
and ride in some of your REAL airplanes. My son-in-law has decided he wants
to learn to fly and I've been giving him some ground school but need a 2-place
trainer to do the airwork, of course. So... I am in the market for a 2-place
to train him in and will probably sell my interest in the Cherokee at that time.
Actually, we had the prop repitched last year for climb and lightly loaded 63Charlie
will climb at 1100-1200 fpm under standard conditions. If the runway is
very soggy though, I may not be able to use it. If that happens, there is a paved
airport northwest of Wellsville (Carlisle - N94) and one southeast (York -
THV). Perhaps one of you two-holer drivers could pick me up from there in case
the grass is swampy.
Thom in Buffalo
________________________________________________________________________________
| From: | PaulServaty(at)aol.com |
| Subject: | Re: Kolb-List Digest: 21 Msgs - 01/28/04 |
Fm Paul Servaty(at)aol.com
Hi Gang 1st time sending on
internet so please accept errors.
I own a used 1987 Kolb KX Firestar (5-rib wing). Restored it and have over
400 flight hours &
800 landings in 2 1/2 years. Trailered to Wellsville 2 years ago, Sun-Fun
twice &last years
Kolb open house.
I would like to join up with you this Fathers Day at Wellsville, PA &
visit Homer Kolb. I met him last year at Sun&Fun and he is great person.
Paul Servaty
Clements, MD
DO NOT ARCHIEVE
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Fathers Day fly-in |
Terry
You can put me down for a maybe.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Terry" <tkrolfe(at)usadatanet.net>
Subject: Kolb-List: Fathers Day fly-in
>
> Eugene, Bob, Eugene, Richard, Denny and all others,
>
> I will act as the contact person if that's what the gang wants. The
> Wellsville Fathers Day Fly-In is a long established event that runs the
> whole weekend. We could meet there and then if possible make at journey
> to Homer's. There is a good stop off airport on the way at Smoketown,
> Lancaster County that is UL friendly.
>
________________________________________________________________________________
| From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
| Subject: | Starter on Rotax 503 |
Listers,
I'm trying to decide which starter to put on my FS.
For those who have an electric start 503, what starter are you using? Any experience
with the Rotax starter used in connection with a canister type BRS that's
mounted on top of the wing in front of the engine? Does the starter interfere
with the placement of the BRS?
What are your thoughts/reports on the GPL starter?
As always, thanks for the suggestions and opinions. You always come through.
James Tripp, FSII
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
about 3-4 months ago someone sent me a drawing of a trailer for a ultrastar, it
was too small to read, and was resent as a larger one,, and I have lost, misplaced,
deleted it , it ain't here no more, whoever sent it , please send again.
thanks ron w in windy west tx.
________________________________________________________________________________
John H., and all the gang
John, I have been studying your old FireStar pics and the mods. I have my
Fly in the shed for the winter tore down and I am considering a few mods to
it also. So naturally those pics are very interesting to me.
Let me ask you a question, relying on your "hindsight" If you had it to do
over...
Would you have done any different? if so what?
I realise that the big tank raised your weight...but...even considering
this..do you think that the enclosing of the rear cage area gave you any
more speed?
Did it give you a more effiecient cruise?
Enclosing the rear of my FireFly is a mod I am considering, along with
adding fiberglass seat and whatever cage mods it takes to accomplish
this.and then some sort of better wing gap cover...semi permenant...or
permenant...not just sure yet.
Any suggestions you might have I would like to throw in the box along with
all the builders ideas I am compiling from builders websites, which there
are a lot of good ones.
Jim H...Dennis S.....and anyone else who might be reading this...all
suggestions/ideas are welcome. Ill throw em all in an shake em up....
Think on this awhile boys...no hurry...didnt get above 6 below today and
started snowing again...so its not like im in a big hurry!!!!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
In a message dated 1/29/04 9:25:30 PM Eastern Standard Time,
edchmiel(at)mindspring.com writes:
> Hi Aaron,
>
> Is there spark? Sounds like it's not even trying, did you get any
> indication it
> wanted to fire? Pull 1 plug from each cylinder, connect to the plug wire,
> crank the
> engine with the base of the plug in contact with the engine to create the
> ground path.
> Best done with as little light as possible, close the hangar door. Spark
> should be strong
> and blue. If not, suspect the ignition circuit. Good luck with it.
>
> Ed in JXN
> MkII/503
>
and do NOT be satisfied with a white or yellow spark....it MUST Be Blue!!!
Don't ask how I know
George Randolph
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firestar mods |
Hi Don G/All:
Glad it is not us "southern" boys having to endure the below zero weather.
> Let me ask you a question, relying on your "hindsight" If you had it to
do
> over...
>
> Would you have done any different? if so what?
Well, about the only thing I would have done differently would be learn to
fly the old Firestar within its design flight envelope.
> I realise that the big tank raised your weight...but...even considering
> this..do you think that the enclosing of the rear cage area gave you any
> more speed?
> Did it give you a more effiecient cruise?
The original Firestar fuselage was always fully covered, top and bottom.
Small diameter 4130 streamlined lift struts added significantly to
performance of my Firestar.
I think the added fabric bracing on the belly, front and rear, also helped
streamline and channel air to the prop.
The addition of the fairing on the windshield also increased cruise and top
speed, by kicking air over the top of the wing, instead of through me and
the rear bulkhead.
Never did get around to fairing the gear legs, but that would have also
helped some.
Went to sheet metal cap seal with the Ultrastar. Never put the fabric seal
on the Firestar, but went straight to sheet metal.
Always shrunk fabric on wings, tail, fuselage, control surfaces, extremely
tight, to the point of deflecting aluminum as well as 4130 tubing. Topped
this off with nice, slick two part polyurethane paint, Aerothane.
Flew with a fixed pitch Jim Culver two blade wood prop, I think it was a
60X30 or 60 X32. This prop was dialed in perfectly for Firestar and 447.
Would just bump the red line, WOT, straight and level flight.
The 447, actually there were two, were kept built at all times. I always
had a fresh engine on the bench to put on the airplane when the need arised,
which was usually just prior to time to fly to an airshow or flyin
somewhere. Both engines were cleaned up by Bobby Norwood, a noted
Montgomery, Alabama, engine builder. Bobby would bore the cylinders, then
match the ports to the steel liners. At the same time, he cleaned up the
ports, not changing any dimensions, only increasing the ability for them to
flow better. He also balanced piston assemblies. This little bit of
balancing and cleaning up the intake and exhaust system, increased
performance while reducing, significantly, engine vibration. There was
always significant difference in weight between piston assemblies when
obtaining parts for rebuild.
If I had to do it all over again, and still fly and enjoy my Firestar the
way I did, I would have built it aerobatically from the ground up. I did
not find out until the end of the airplane, and nearly me, that I did not
have nearly enough wing to be flying the way I was. It was the one area I
did not worry about, but the area that reared up to bite me.
I got rid of the Ken Brock Seat Tank during the 1988-89 rebuild. Replaced
it with a light weight fiberglass jon boat seat, a gift from a local
gentleman in Woodville, FL.
> Enclosing the rear of my FireFly is a mod I am considering, along with
> adding fiberglass seat and whatever cage mods it takes to accomplish
> this.and then some sort of better wing gap cover...semi permenant...or
> permenant...not just sure yet.
I never found a reason to build a permanent gap seal to the fuselage. Jim
welded a few 4130 tabs to the inboard ribs to attach a plain, flat, sheet
metal gap seal. I found that the aluminum "valley" material I could obtain
from the local hardware store held up better to the rigors of two stroke
aviation much better than the one 2024 gap seal I built that cost me an arm
and leg to buy the material. The stronger, harder 2024 was not nearly as
stress resistant as the cheap "valley" material.
Take care,
john h
________________________________________________________________________________
| From: | "Aaron Hollingsworth" <aaron(at)gamespeak.com> |
Thanks for all the tips guys..... I feel like a dope now that I figured it
out. It was not flooded at all. I guess it was the first time that 2-3
primes didn't actually get much gas to the engine. After changing plugs and
thinking my plugs were wet (guess I didn't know how 'wet' a wet plug really
looks) I tried and tried to get it started.. same result... spin spin not
even a hint of kicking over....
After that I thought... hmm maybe the primer wasn't working... cranked it
more while squirting primer... 2-3 more shots and it started up nice and
easy. Sounded great, warmed up great... flew great. :/
I guess when it is a little warmer out the primer takes 2-3 before it gets
the gas to the engine :/
What a dope,
Aaron
----- Original Message -----
From: <GeoR38(at)aol.com>
Subject: Re: Kolb-List: flooding
>
> In a message dated 1/29/04 9:25:30 PM Eastern Standard Time,
> edchmiel(at)mindspring.com writes:
>
> > Hi Aaron,
> >
> > Is there spark? Sounds like it's not even trying, did you get any
> > indication it
> > wanted to fire? Pull 1 plug from each cylinder, connect to the plug
wire,
> > crank the
> > engine with the base of the plug in contact with the engine to create
the
> > ground path.
> > Best done with as little light as possible, close the hangar door.
Spark
> > should be strong
> > and blue. If not, suspect the ignition circuit. Good luck with it.
> >
> > Ed in JXN
> > MkII/503
> >
> and do NOT be satisfied with a white or yellow spark....it MUST Be Blue!!!
> Don't ask how I know
>
> George Randolph
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
There's no "dope" about it, if you can admit to a boo-boo, and maybe help
someone else avoid the same mistake. Good on you ! ! ! Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Aaron Hollingsworth" <aaron(at)gamespeak.com>
Subject: Re: Kolb-List: flooding
>
> Thanks for all the tips guys..... I feel like a dope now that I figured it
> out. It was not flooded at all. I guess it was the first time that 2-3
> primes didn't actually get much gas to the engine. After changing plugs
and
> thinking my plugs were wet (guess I didn't know how 'wet' a wet plug
really
________________________________________________________________________________
| From: | owner-kolb-list-server(at)matronics.com |
| Subject: | Re: Starter on Rotax 503 |
Hello James,
I am using the VLS system on my Firestar II, and the 503 engine. The Rotax
starter attatched to the recoil starter will not fit behind the VLS box.
I had planned on using the GPL starter but never got to it. I do know of two
friends who are using the GPL starter and are very happy with its performance.
I would definetly choose it on my Firestar because it is mounter from the side
and not in front of the engine. MHO.
Best regards,
Johann G.
Iceland.
>
> Listers,
>
> I'm trying to decide which starter to put on my FS.
>
> For those who have an electric start 503, what starter are you using? Any
> experience with the Rotax starter used in connection with a canister type BRS
> that's mounted on top of the wing in front of the engine? Does the starter
> interfere with the placement of the BRS?
>
> What are your thoughts/reports on the GPL starter?
>
> As always, thanks for the suggestions and opinions. You always come through.
>
> James Tripp, FSII
>
>
>
>
>
>
-------------------------------------------------
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
| Subject: | Starter on Rotax 503 |
If at all possible, use the Rotax starter over the GPL. I would rather go
to the type E gearbox or keep using manual start than use a GPL starter.
Cracked fan housing and crankcases is not uncommon with the GPL because they
have absolutely no shock absorbtion to them when they engauge. The Rotax
MAG end electric start has the starter motor mounted on a stack of o-rings
and there is supposed to be a 1 mm gap between the starter motor and the
housing it is attached to. This gap is taken up by one big o-ring. If you
tighten down the starter motor so that there is no gap, the Rotax starter
will also cause cracked castings. There needs to be something to isolate
that starter motor from the fan housing or crankcase in the case of the 582.
Tom Olenik
Olenik Aviation - Supplying the lighter side of sport aviation.
Level III Repair Station for Rotax Aircraft Engines
Dealer for Summit Powered Parachutes
http://www.buyitsellitfixit.com
Toll Free: 877-AIR-MOTORS
Buy from a dealer who can support what they sell......
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of James and
Cathy Tripp
Subject: Kolb-List: Starter on Rotax 503
Listers,
I'm trying to decide which starter to put on my FS.
For those who have an electric start 503, what starter are you using? Any
experience with the Rotax starter used in connection with a canister type
BRS that's mounted on top of the wing in front of the engine? Does the
starter interfere with the placement of the BRS?
What are your thoughts/reports on the GPL starter?
As always, thanks for the suggestions and opinions. You always come through.
James Tripp, FSII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firestar mods |
> John H...thx pard, about those 4130 struts....do you remember what size
and
> thickness they were...Wicks has several sizes...as well as aluminum struts
> material also...I am going to change the Fly to a single lift strut for
> sure.
>
> Ditto on the wing gap cover...boy..I wished I would have known what a
hassle
> they are without any tabs on the wing ribs to attach em to...thats one
> little addition Ill never forget if I recover the wings..or build another
> kolb.
> Don Gherardini
Don/All:
2.023 X .857 X .049
Was one of the first and significant modifications we did to the old
Firestar. The old round aluminum struts constantly danced. That was the
primary reason to change to steel. What a suprise on the first flight after
installation of the 4130 streamlined struts. Nice solid struts. No
vibration.
First landing was an eye opener though. This was still in the days of no
brakes, landing on my 600 foot grass strip. Glide improved a great deal.
Was hard to get the Firestar down and stopped.
Short field and no brakes was the primary reason for getting the nose up
with longer gear legs. I wanted to turn up the bottom of the wings to
assist slow down and stop on landing. Remember: No brakes! Going to 35"
gear legs, shoved all the way in to the end of each gear leg socket was a
big help slowing down after making a nice 3 point landing. Not to forget,
it also helped get the Firestar off the ground quicker, by enabling it to
rotate better.
However, this was in contradiction to Homer's design plan of little
airplanes for low time pilots. He kept his airplanes nearly level sitting
on the landing gear. This was so the pilot would have to have sufficient
airspeed to fly on take off, and keep up his airspeed on landing. Also made
a more gentle ground handler out of them.
With jury struts, one might be able to use smaller 4130 streamlined tubing.
The Fire Fly has much shorter struts than the old Firestar, so going smaller
would probably not be a problem. The main thing is to keep the strut in
column during compression.
Take care,
john h
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
| Subject: | pitch conversion |
http://search.netscape.com/ns/boomframe.jsp?query=prop+pitch&page=1&offset=0&result_url=redir?src=websearch&requestId=7f402d08d41bc1bf&clickedItemRank=9&userQuery=prop+pitch&clickedItemURN=http%3A%2F%2Fwww.indoorduration.com%2Fpropcalc.asp&invocationType=-&fromPage=NSCPResults&remove_url=http://www.indoorduration.com/propcalc.asp
<http://search.netscape.com/ns/boomframe.jsp?query=prop+pitch&page=1&offset=0&result_url=redir%3Fsrc%3Dwebsearch%26amp%3BrequestId%3D7f402d08d41bc1bf%26amp%3BclickedItemRank%3D9%26amp%3BuserQuery%3Dprop%2Bpitch%26amp%3BclickedItemURN%3Dhttp%253A%252F%252Fwww.indoorduration.com%252Fpropcalc.asp%26amp%3BinvocationType%3D-%26amp%3BfromPage%3DNSCPResults&remove_url=http%3A%2F%2Fwww.indoorduration.com%2Fpropcalc.asp>
Here's a dandy conversion tool, remember to divide your prop diameter by
two.
-and use the actual angle at the tip.
-BB
________________________________________________________________________________
| Subject: | [ Dennis Souder ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Dennis Souder
Subject: Kolb Flyer with Homer and Dennis
http://www.matronics.com/photoshare/flykolb@pa.net.01.31.2004/index.html
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________________________________________________________________________________
| Subject: | [ Erich Weaver ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Erich Weaver
Subject: Brace for Titan Exhaust System on Rotax 912
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________________________________________________________________________________
| Subject: | [ Paul Petty ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Paul Petty <ppetty@c-gate.net>
Subject: Wing Mods
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________________________________________________________________________________
| Subject: | [ James A. Tripp ] : 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: FSII Building Progress
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________________________________________________________________________________
Hey Gang....I am haveing a hard time trying to figger out which GPS
handhelds have the ability to use the aviation data base so you can just
punch in the airport letter identifier...like OSH....or MTO...or what ever,,
and it will find the location for you. I have been using a magellen
meridan...which I like do to the large screen (for a hand held)...but it
does not have this capability.
A fella mentioned the Garmin GPS V the other day..and they seem reasonably
priced...will they do this...I went to the Garmin website and it does not
mention this....now I figgered that the Aviation GPS's they list will surely
do this...but will any others?
Now I know John H mentioned a garmin 196....hows the readability John?...the
screen big enough to see ok?
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
You'll all want to make sure your virus protections are up to date. I got hit
by the Novarg worm this evening, and am not sure where it came from. Norton did
warn of its' presence, but was unable to quarantine it. I sent one List member
a message saying I thought it was from him, but that was probably not the
case.............just a co-incidence..........I think. It locked out my email,
and Norton help & support was finally able to clean it out.
Take care.................... Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | "Dave Starbuck" <npd(at)maui.net> |
| Subject: | UltraStar stolen on Maui |
This scratch-built UltraStar was stolen on Maui the 26th of January 04. It has
a new 447 with a three blade Ivo prop. Please call 808 878 2469 with leads.
Thanks, Dave
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
I'm looking at this engine on E-Bay Any thoughts from the group _ I want to
power a MK III Extra
Description
BMW R100 aircraft engine with true dual CDI ignition, electric start, 2.58:1
belt reduction drive, 2 Bing 54 carburetors. 75 Horsepower @ 6400 RPM.
weighs 118 lbs. Previously on gyrocopter. New internal components. Total of
5 hours running time.
Ken
BMW
I'm looking at this engine on E-Bay Any thoughts from the group _ I want to power
a MK III Extra
Description
BMW R100 aircraft engine with true dual CDI ignition, electric start, 2.58:1 belt
reduction drive, 2 Bing 54 carburetors. 75 Horsepower @ 6400 RPM. weighs 118
lbs. Previously on gyrocopter. New internal components. Total of 5 hours running
time.
Ken
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Wellsville ... |
Tim and all,
Indeed there is plenty of length at Wellsville. My concern was if it is soggy like
I hear it was last year, then I can't land there and will have to use a paved
runway, 'cuz Tundra tires won't fit inside my wheelpants :-) nor do they fit
my flying partners' idea of a sleek "fast" aeroplane. If it is dry then absolutely
no problem at all.
Thom in Buffalo
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Kolbra Wt. & Balance |
I am looking for a 2-seat TANDEM trainer to teach my son-in-law to fly in and need
to know wt. & balance data for Kolbras with the heavy engines such as the
912. If anyone has a spreadsheet with their particular information I would appreciate
getting a copy of it. If not in a spreadsheet format, that is okay...just
need the datum locations of front and back seats, fuel, main gear, tail gear
wts. and datum locations. I can forsee a situation where a heavy instructor(me)
in the back with a light weight student in the front exceeding the aft CG
limit.
Thanks for your input.
Thom in Buffalo
________________________________________________________________________________
| From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Dear Paul Petty, John Hauck and others,
Paul, nice work on the wings. What is the rationale for the added angle on the
ribs? What type aluminum and thickness was used for the 3/4 and 1/2" angle?
I don't plan to fold my wings, but my Xtra will probably be heavy, so I may need
the mods too.
Thanks,
Clay Stuart
building Xtra
Danville KY
________________________________________________________________________________
| Subject: | [ Dave Starbuck ] : New Email List Photo Share Available! |
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Subject: Stolen UltraStar
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| Subject: | [ David Starbuck ] : New Email List Photo Share Available! |
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________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
The reduction ratio looks allot higher than 2.58 to one, closer to 4 to one
with that double reduction. First question would be why so much reduction
with a gyro copter? Why would they sell it so quick? The double reduction
seems to be prone to problems and weight. The thrust line would be kind of
high for a kolb with the double reduction. If you are really considering a
BMW why not go with a German conversion that is being offered with a larger
CC engine, gear reduction and a clutch?
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Eugene Zimmerman" <eugenezimmerman(at)dejazzd.com>
Subject: Re: Kolb-List: BMW
>
> Looks like an interesting project to experiment with.
> I would question the weight. The belt reduction looks a bit wimpy for
> 75HP to me in the pictures. It would be helpful if there were more
> picts from different angles.
>
>
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
02/02/2004 08:26:41 AM
I looked at the Ebay listing for the BMW engine, currently at $1250. Here
are a few observations:
>It is single reduction. The other black thing is just the front of the
engine I believe. It appears to be a multi-v, not a toothed-belt type. I
would think that transmitting 65 Hp thru this would lead to often
tightening and frequent replacement. My opinion. It does have a very high
thrustline.
>What year is it? There would be no traceability to the original
motorcycle, to gauge the TT. "New Internal Components" could be anything.
>Bing 54 carbs are slide type, not the CV carbs the engine originally ran
with on the motorcycle. You are on your own for tuning.
>75 HP @ 6400 rpm is a bit optimistic.
>118 lbs cannot be correct. My 582 complete wet was 128, and the wife and
I could just lift it off the MKiii when I sold it. We could NOT lift the
BWM block back up there (not including carbs and exhaust and any ignition
and no oil).
>Exhaust system shown is not balanced, and ends without any muffler. I
would toss it. My experiments showed a couple of HP available in the
exhaust tuning. Proper power balance demands equal exhaust headers, even
if not tuned.
Bottom line: I spent $1100 for a low time (12000 miles) 1991 R100, all
stock, hadn't been messed with. About a $1000 seems to be the norm for a
crashed bike, which gets you everything you need, and then since it is a
titled vehicle you get some traceability. I would judge this Ebay to be
worth less due to its unknown age and wear. It could have been pieced
together from parts. The stuff that is missing could easily exceed the
cost of the engine. Mine did not include a reduction drive, but the "C"
gearbox is the slick way to go anyway. Thrustline with "C" box is about an
inch different than the 582 was (depending on your mount plate and oil pan
combinations, could be an inch lower, could be an inch higher) .
My bid is $700. If you are serious about the engine, perhaps a little
research can clear up some of these issues, and maybe add a bit of value.
I agree with Don though, that ugly blue color has to go.
My 2 cents worth...
Jim Gerken
________________________________________________________________________________
| From: | "Jason Omelchuck" <jason(at)acuityinc.com> |
It would appear that this engine has been modified to be in the tractor (not pusher)
position. On a regular BMW engine the exhaust is pointing forward and the
transmission is pointing and carbs are at the rear. There is a conversion
that can be done to put the cylinders on the opposite sides and then a new cam
is installed, it looks like this engine has had this done. I believe the exhaust
should be on the forward side for cooling reasons. This keeps the hot side
of the cylinders into the wind and the cold side down wind.
Jason
MKIII with BMW R100 (unfinished)
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
I asked the owner if it was a new engine modded to aircraft use or a used
bike engine. He said it was a used bike engine with new internals ( what
ever that means). I don't know enough yet about BMW conversions yet to make
a bid so if anyone wants it I'm out of the race.
Ken
I would also appreciate input pro/con from the list.
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
Can you guys recommend conversion sites or where to by a converted engine?
Yes I know I can goggle it but if you are already working with a dealer or a
conversion site your insights about problems you have faced would be better
than cold calling.
Ken
-----Original Message-----
From: Jason Omelchuck [mailto:jason(at)acuityinc.com]
Subject: Kolb-List: BMW on E-bay
It would appear that this engine has been modified to be in the tractor (not
pusher) position. On a regular BMW engine the exhaust is pointing forward
and the transmission is pointing and carbs are at the rear. There is a
conversion that can be done to put the cylinders on the opposite sides and
then a new cam is installed, it looks like this engine has had this done. I
believe the exhaust should be on the forward side for cooling reasons. This
keeps the hot side of the cylinders into the wind and the cold side down
wind.
Jason
MKIII with BMW R100 (unfinished)
________________________________________________________________________________
| Subject: | BMW engine on a trike |
| From: | ul15rhb(at)juno.com |
A friend sent me this website. While on the topic of BMW engines, I thought it
might be interesting.
http://community-2.webtv.net/rwflyer/LibertyTrike/
Ralph
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
"Powerchutes(at)Yahoogroups. Com" ,
"Engines-Ul(at)Yahoogroups. Com" ,
"FlyChallenger"
| Subject: | sending e-mail to Olenik Aviation |
Hi guys,
I just talked to someone who said he had been e-mailing me several times
with no response. It turns out he was using the wrong e-mail address. I
use a specific e-mail address just for message groups. In addition to the
hundred or so e-mails per day I get from those groups, I get maybe three
times that on that same address that is nothing but junk. So if the subject
line does not have the pre-fix from one of the message groups I supscribe
to, it automaticly gets the delete key and will often get the delete key
even with the prefix if the subject does not get my attention. This e-mail
address that I use for message groups is not advertised anywhere.
To e-mail us directly, use the e-mail address that we advertise on our
website, in magazines and everytwhere: olenik(at)buyitsellitfixit.com Notice,
I've had to add the message below to my signature as well.
So I'm sorry if anyone has tried to contact me and got no response.... you
were just using the wrong e-mail address. It makes me wonder how many
others are doing this and why I'm sending this message. I can't use one
e-mail address because then my important e-mails that are sent to me
directly would get lost among hundreds of junk ones.
Tom Olenik
Olenik Aviation - Supplying the lighter side of sport aviation.
Level III Repair Station for Rotax Aircraft Engines
Dealer for Summit Powered Parachutes
http://www.buyitsellitfixit.com
Toll Free: 877-AIR-MOTORS
Buy from a dealer who can support what they sell......
(DO NOT USE THIS E-MAIL ADDRESS FOR DIRECT E-MAIL. WE WILL NEVER SEE IT.
USE THE ABOVE CONTACT INFORMATION TO CONTACT US DIRECTLY)
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Scott
I keep forgetting to answer you kind offer. I had a super time last year in
god's country and flying with you to Oshkosh. I'm honored to have you offer
a stop over at your place again. It was super flying in a flight of five
into Oshkosh and it would be nice to have at least that many this year. It
appears the Johns will be in Alaska instead of Oshkosh. How about Bill
Vincent and the rest of Iron Mountain group, are you guys interested in
flying along??? Maybe we can talk Uncle Craig and some others in meeting at
Iron Mountain or some other place for a mass Kolb flight into Oshkosh.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Scott Trask" <sctrask(at)diisd.org>
Subject: Re: Kolb-List: NE Kolb Homecoming
>
> on 1/26/04 3:34 PM, Richard & Martha Neilsen at NeilsenRM(at)comcast.net
wrote:
>
> >
> >
> > This sounds interesting but around July 4th isn't good for me and near
the
> > end of July I will be heading for Oshkosh. Which brings to mind an
earlier
> > post of mine about getting a group to fly into Oshkosh this year. Anyone
> > interested???
> >
> > Rick Neilsen
> > Redrive VW powered MKIIIc
> >
> > ----- Original Message -----
> > From: "Linda Rowe" <rowedl(at)highstream.net>
> > To:
> > Subject: Re: Kolb-List: NE Kolb Homecoming
>
>
> Hi Rick and list
> I'll be planning on flying in again into OSH this year. It will be my
12th
> year on flying in. You're more than welcome to stop here again and fly in
> with me. Rick, I'll even cut a few more tree limbs off for you. John W.
I'll
> cut some more ferns at the end of the runway for you. Those Alaskan
> travelers could swing in on their way back from Alaska (with whale blubber
> on their breaths). There's always fresh venison here in the U.P. ( NOT
> freezer burned, John H.). I do realize that it would be a little far
north
> for you guys coming from Alaska, but know that you are welcome.
> The Homecoming gathering would be nice. As long as the group doesn't
stay
> too long. I would think everyone could meet someplace else and everybody
> could fly in together, if this wasn't already thought of.
> You guys in the N.E. should gather at the week-long Yankee fly-in in
July.
> I haven't gone in 3 years. We were attending every year prior to that.
It's
> a great time!
>
> Scott Trask IMT
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Huh ?? 'D I come on too strong ?? Again ?? :-) Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "ronnie wehba" <rwehba(at)wtxs.net>
Subject: Re: Kolb-List: Bi-focals
>
> WOW, Larry, sure glad you are happy now!!,ron in tx. later cold and windy
> here,
> ----- Original Message -----
> From: "Larry Bourne" <biglar(at)gogittum.com>
> To:
> Subject: Re: Kolb-List: Bi-focals
>
>
> >
> > You young, clear-eyed whippersnappers can hit "delete" right
now.
> > I changed the subject line, too.
> >
> > I bin called stiff-necked more'n once, too, but I think it was related
> more
> > to my nickname of Stub-Bourne than
________________________________________________________________________________
| From: | "Bob" <rcarillon(at)neo.rr.com> |
| Subject: | Re: Gps questions |
Sorry,
My email was in response to Dons question on which GPS has the aviation
database. Not Tom.
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: Gps questions
>
> Hey Gang....I am haveing a hard time trying to figger out which GPS
> handhelds have the ability to use the aviation data base so you can just
> punch in the airport letter identifier...like OSH....or MTO...or what
ever,,
> and it will find the location for you. I have been using a magellen
> meridan...which I like do to the large screen (for a hand held)...but it
> does not have this capability.
>
> A fella mentioned the Garmin GPS V the other day..and they seem reasonably
> priced...will they do this...I went to the Garmin website and it does not
> mention this....now I figgered that the Aviation GPS's they list will
surely
> do this...but will any others?
>
> Now I know John H mentioned a garmin 196....hows the readability
John?...the
> screen big enough to see ok?
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
>
>
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Wellsville PA fly-in |
A group is flight planning our trip to Wellsville and I thought I would
mention our stops along the way to see if anyone on the list was familiar with
them
as far as being a good place to stop. They are all listed as having fuel
availiable. Our stops ,heading south from the Albany NY area are,:
Wurtsboro (N82) - Stroudsburg (N53)- Slatington (69N)- Smoketown (Q08)
and then into Shreveport North (62PA)
Thanks
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | Jim Gerken <gerken(at)us.ibm.com> |
02/03/2004 08:47:58 AM
>
>From: "James, Ken" <KDJames(at)berkscareer.com>
>Subject: RE: Kolb-List: BMW on E-bay
>Can you guys recommend conversion sites or where to by a converted engine?
>Yes I know I can goggle it but if you are already working with a dealer or
a
>conversion site your insights about problems you have faced would be
better
>than cold calling.
>Ken
Sorry Ken, I can't give you any dealers names. There's one place called
Airdale I think : http://www.airdale.com/bmw_engines.htm
but the last time I called there (6 months ago), they were moving toward
the BMW 1150 engine and moving away from the R100 series. The 1150 is a
neat package but I deemed it too heavy. It is injected, uses a computer of
sorts, is a bit bigger and weighs around 20-25 MORE pounds than the R100
(1000 CC). The power output is more, I think around 80 HP, on the 1150,
but weight is weight, and enough power is enough. Diminishing returns,
etc. Airdale was selling gearbox adaptor plates to mate the R100 to the
Rotax "C" box for a company from South Africa (always scary to deal with S.
Africa), but that company was moving away from this market also and was
making adaptors only to-order, unsure of delivery time. The last time I
called Airdale, they had one complete engine with gearbox for sale. The
price at that time was around 3500. It had come from Europe.
I understand that someone in Europe has made a casting mold for the adaptor
plate. I saw a photo of one somewhere but cannot find it now. That would
be a nice way to go, if you could find it. It looked great, with cast-in
ribs and features.
A site for photos of installations in England is:
http://www.bmw.flyer.co.uk/index.htm
To get into the info loop, you need to find a way to converse with the
flyers from England. My understanding is that there are hundreds of these
R100 conversions flying in England/Europe. The bikes are more available
there. Here in the U.S., everything has become collectable if it is a bit
dusty, so nothing depreciates. We depend on wrecks instead.
Maybe our very own Hans VanAlphen will post a link to his site showing his
conversion, which I am following with close attention to do my own. Hans
had some parts made, and has tried a number of combinations, as you
probably remember reading on this List. Jason has discovered his local
VoTech as a valuable machining resource for some of these parts. And I
have scratched them out myself so far, learning from Hans and Jason, and a
bit of trial and error (and some luck). I have done some experimentation
with exhausts and timing, and carb jetting, updated to Bings latest float
design for these CV carbs (see
http://www.bingcarburetor.com/bmw/cvaccessories.html ).
Eventually I will get some stuff written up summarizing my setup. I have
kept good notes.
Good luck,
Jim Gerken
1991 R100 almost ready to fly on 1997 MKiii, formerly powered by 582 Rotax
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: Wellsville PA fly-in |
Airgriff2(at)aol.com wrote:
>
> A group is flight planning our trip to Wellsville and I thought I would
> mention our stops along the way to see if anyone on the list was familiar with
them
> as far as being a good place to stop. They are all listed as having fuel
> availiable. Our stops ,heading south from the Albany NY area are,:
> Wurtsboro (N82) - Stroudsburg (N53)- Slatington (69N)- Smoketown (Q08)
> and then into Shreveport North (62PA)
> Thanks
> Fly Safe
> Bob Griffin
>
Bob,
Can attest to the fact that Smoketown (Q08) is a good stop. Very friendly people
there
and with several UL's based there. Fuel, food and lodging available! Would be
a
couple of us willing to meet up with you there for the leg to Wellsville.
Terry - FireFly #95
>
>
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
| Subject: | GPS in largement of screen |
How about a Magnifying glass out in front of GPS that folds out of the way to
inlarge the screen. To help us old time out to see . Give you guys somthang
to think about LarryG
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: BMW dealers ? |
I found this site a few years ago when I was considering ALL engine options.
http://www.microlightsport.co.uk/Catalogue/New/bmwengine.htm
They offer this engine in 80, 90 , and 100HP versions and has a reduction
drive designed for these BMW engines. The prices were reasonable at the
time. The only concern and deciding factor for me was the 6200 to 7500 RPMs
necessary to produce the rated power.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Jim Gerken" <gerken(at)us.ibm.com>
Subject: Kolb-List: BMW dealers ?
________________________________________________________________________________
| From: | "Judy or Larry Gitt" <gittj(at)earthlink.net> |
| Subject: | Engine of with two differnt HP |
Hirth has Engine 3701 Witch i seen at Oshkosh, the last two year But there was only two in the USA . for 140 LB wet with all the equipment looks good to me .May some of you guys seen it http://www.recpower.com/3701.htm It might be worth a try larry G
________________________________________________________________________________
| Subject: | Airplast, does that look a lot like the Top Flight power point |
tips and the
mods you guys tried?
| From: | Jim Gerken <gerken(at)us.ibm.com> |
02/03/2004 02:36:25 PM
http://www.cavediver.com/texas-flyer/Rossi/default.htm
I followed the above link to Robert Laird's page, describing his Trike
experience, and followed the "prop" link to view that beautiful red
Airplast prop. Does it look like the Airplast design is what the Top
Flight Power point tips look like? And the same mods that a couple of you
guys made recently? I know the Airplast props are supposed to be very
smooth and quiet.
Jim Gerken
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | What's Status on Prop Tip Mod |
Any one else modify their prop tips to resemble those on a Top Flite RC
model prop?
Interested to hear what the results were.
jerb
http://www.top-flite.com/accys/topq5000.html
________________________________________________________________________________
Mike,Clay,all,
Sorry for the delay but I have been at Ronnie Smith's for the past 4 days attending
a Rotax engine school.The wing mods were a suggestion from John Hauck. His
brother, Jim, I believe, designed the mod as well as a lot of the design changes
on Kolb aircraft over the past 15 years or so. The angle mod made the wing
incredibly strong and is a worthwhile investment compared to the weight gain,
which is not very much. I have some digital scales and will weigh the total
number of pieces for one wing and post this evening. If this mod had not been
designed by someone way smarter than myself, and proven for some 15 years now,
I would have not even considered it. But with some 1500+ hours and through some
really ruff conditions, I chose to go the extra mile.
The angle is .063" thick and is 6063 T-52 sharp corner and available @ http://www.nolansupply.com/bysubcategory.asp?categoryMetals&supercategoryAluminum&subcategoryAluminum+Angle+%2D+6063%2DT52+%2D+Sharp+Corner&typeFalse&specsTrue
The rivet pattern gets a little tricky and I had to pick Haucks brain a bit to
get it right. Perhaps John or Jim can explain what this mod will do. I sure cant,
just trusted them on this.Please correct me John if any of the above statements
are incorrect. I'm calling all of this from memory which is about wiped
out at this time from the 3 days of intense schooling.
The school... WOW I must say that anyone that plans to turn a wrench or do any
maintenance on their Rotax engine, be it 2 or 4 cycle, go and take this training.
I had forgot about the class and let it slip up on me after the 2 cycle was
almost over. So the 4 cycle was all I was able to get in and the next 2 cycle
class will be a year, maybe sooner I hope. Eric Tucker is a great instructor
and the classes is very small and personal.Right off the bat I knew the class
was going to be interesting because when asked "How long do you think Rotax has
been around?" and many saying 20/30 years? Turns out Rotax has been around
since the 1920's!!! They started out inventing the coast-a-brake for bicycles.
The Rotax name comes from "Rotating Axle" aint that neat?
The 912 series engines are a pure work of art. Things like 1 thousands clearance
piston to cylinder wall. Zero wear in cylinders @ TBO! One of the biggest discoveries
was how fast the tiny power plant can recirculate it's 3 liters of engine
oil. Cant remember the exact flow rate but a 912 will puke all 3 liters
in like 10 seconds if an oil line blows off!!! Another was how the connecting
rods do not have rod caps. Nope! The crank is a pressed together assembly from
the factory just like a Harley Davidson engine.
I have plans of becoming a Rotax repair station and are just breaking the surface.
However there were several folks there just learning proper maintenance. And
believe me there is plenty of that to be done. Well worth the cost and time.
We had a gent from as far away as Alaska!
It is easy to see why these engines are as expensive as they are. I am surprised
that they are not more expensive than they are.The 912UL series engines are
the same engines as the FAA 912 certified engines with component replacement parts
and time required replacement being the only difference.There are 912UL engines
out there running with over 3000 hours on them. With constant R&D and good
service bulletins to keep them all up to date with the latest data I cant
think of a better engine for my airplane. Speaking of which, If any of you are
planning on buying a Rotax engine soon, do it real soon! They expect a 18% price
increase in the near future.
Parts prices.... Anyone ever had to purchase any major components or parts?
Cylinder head for a 912 $1000.00 dollars debit card
Rocker arms $200.00 EACH debit card
Crank assembly $3000.00 debit card
Frequent oil changes.....priceless........
Not to knock anyone wanting to power a Kolb aircraft with any other power plant.
I say GO FOR IT !! Heck I still want to fly the Harley Davidson engine. However,
after the school and learning how well built these tiny short stroke 4 cycle
engines are,and how well these engines are produced and constantly evaluated
and updated, I have no doubt I have purchased the best (proven) aircraft engine
on the market.
Now I'm going to head to the hanger and give my engine a good looking over. I will
weigh the mod parts and post later.
For what it's worth it took me an hour to type this friggen post !!!!!
Sorry to be so long winded folks but hey it's been four days!!!!!!
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Firestar For Sale |
FIRESTAR FOR SALE:
I'm moving out of country and can't take it with me.
Includes original builders plans and builders manual.
AIRFRAME/WINGS:
Always hangered since new
Never in bad or wet weather
60 HR Total Time on airframe
New yellow, red and white paint
New ceconite fabric with silver base and Randolph aviation dope paint (0 time
in air)
Framed and removable rear doors/enclosure
Tilting nose for easy entrance
Original and custom adj. hard seat
8 adj. inflatable lumbar/seat support bladders
All new cables and hardware
In cockpit metal covers for cables
Metal floors
Multiple windshields with quick change
Multiple wing gap/leading edges
Extra frame bracing for heavier engine
Extra wing/frame bracing
Wing tip brace kit from Kolb installed
Removable rear firewall
5 point seat belts
Second Chance softpack rocket deployed parachute
LANDING GEAR:
Original gear legs, wheels and tires
Firestar 2 legs, larger wheels and tires
Brake system has dual, right and left control handles
New cables (no brakes inside wheels yet)
ENGINE:
New 503 DCDI with 1 hour (break-in time only, not flown)
New "B" drive
Air Drive Service electric starter
New In-flight adjustable carbs
Cermachromed exhaust
Shaft balancer
Choke
Primer
New Duel mag key start
PROP:
New 3 blade Ivo prop (1 hour only during engine break-in)
In-flight adjustable
Yellow blades match paint scheme
Metal leading edge tape
Metal spinner
Prop balancer
FUEL SYSTEM:
Custom 11+ gal alum. fuel tank
Easy fill system
Flow stop to prevent fuel loss if fuel cap came off in flight
Multi fuel outlets
Dual vents
Large access door
Sight gauge
Original tank (in case you want to put it back in)
Pulse pump
3 Electric back-up pumps (1 set up for emergency reserve fuel tank)
Separate fuel line for each pump
Multi fuel filter system for each pump and fuel line
Pressure regulator
Multi fuel line system for automatic fuel back-up delivery
INSTRUMENTS:
Hobbs
Quad - (duel EGTs, CHTs)
Tach
Duel - (volt/amp)
Air speed
Sensitive altimeter
"G" meter
Ball variometer
Wiskey barrel compose
Slip ind.
Scanner (200 channel programmable)
Loran
KX99 (VHF, CDI, VOR, etc)
PTT
Air Repeater
AM/FM/CASS with ext speakers, headset jack
CB with ext speakers, headset jack
PA
Multi timer/clock
FM transceivers (2)
Fire ext.
Solar batt charger
Multi 12V access/cig outlets
Cockpit lighting
Military helmets/headsets (2) with drop down faceshields
Helmet with AVCom headset
Access switch boxes (2)
HISTORY:
I purchased this already built in 1991 from a local pilot who had purchased
it new and built it. He was selling because he bought a GA airplane (he liked
to do aerobatics). He put 10 hours on it before he sold it to me. It had the
wood prop and a 377 on it at the time. I flew it for 50 hours over the next
few years before I bought a PA-28-180 to use for a long commute I was making
at the time. I really like the Kolb and decided in 1995 that I would do a
complete teardown, repaint it and equip it better and make it more adequate for
the type of flying I was doing (I figured since I had another plane to fly while
I was doing this and plenty of space in the hanger, I could take all the time
I wanted, make all the upgrades I wanted and still fly all I wanted in the
other plane). A bunch of other projects got in the way and the Firestar took a
back seat to higher priorities. Mission creep happened - a lot. New 503, prop,
fabric and paint scheme etc., etc., etc. Now the only original instrument left
is the airspeed indicator and just about everything else is new. There are
still a few things left to be done before it is ready to go back in the air
(put the wing gap on, finish the wiring for strobes and radios (instruments are
done) and about a week worth of misc. work (depending on which options you want
in it when you fly). It's never been crashed or abused. It has never been
left outside or been flown in inclement weather. It has been in our desert
weather since new. I am now planning a move out of country and it can't go with
me or I would never sell it. I will send pictures upon request (as soon as it
stops raining here I will take some and send them via email - I don't want to
take it out of the garage and get it wet. It is supposed to clear up here in
the next few days). It is in central Calif. I also have a duel axle boat
trailer I was converting to a flat bed to haul it that I can sell with it (if I
get time to finish it, you can use it to haul it home or you can use your own
trailer) and a SkyOx 4 place auto alt comp O2 system if you like to fly high.
I have over $17K in it and have less than a year to sell it - make offer. I
can be reached at:
Steve
(209) - 669 - 9448
SR3SA2L1(at)aol.com
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
Anybody have any experience with using a Balance Master dynamic balancer on
the crank of a Rotax?
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: Balance Master |
Richard Pike wrote:
>
> Anybody have any experience with using a Balance Master dynamic balancer on
> the crank of a Rotax?
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
Richard,
Put one on my 447 on my FireFly last year. Didn't notice any big improvement,
but I fell it's more smooth than before. That's a subjective analysis having
no instrumentation to verify. Did so after reading that Rotax was including
this feature on some of their engines. I now have one on the prop and the one
on the magneto end as well. Works for me!
Terry - FireFly #95
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Northeast Fly-in |
I talked to Homer this morning about being able to have a fly-in at
his farm on Fathers Day. Told him that a bunch of Kolbers would like
to fly in and pay their respects. He said that he though that would
be a neat thing to have happen and that he doesn't have anything
scheduled for that day. I also asked that if the weather looks bad
for that day if we could do it that Saturday instead. He said that
would be OK also. He would love to meet you guys and see your
planes. I discussed landing and takeoff protocol and he mentioned the
church at the west end of his runway. We can get into more of that as
we get closer to that time.
I'm also getting in touch with the Mason- Dixon UL Club to see what
their schedule is for the fly-in at Wellsville. I know they have
planned events each day and we would need to schedule our arrivals
around those. Also will find out if they are still observing a left
hand right hand pattern. Again more later when these are known.
Just wanted you all to know that it looks like we have an event in the
makings. As I learn more I will keep you posted.
Terry - FireFly #95
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Maybe he's gonna put the mod on Both wings!
Bob N.
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Balance Master |
Richard Pike wrote:
>
> Anybody have any experience with using a Balance Master dynamic balancer on
> the crank of a Rotax?
Richard,
If you have a newer 582 it may already have one installed from rotax. If
you look on the parts breakdown for the magneto it is Ref.#16 part #
965-497. -- Earl
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
I don't think that the mod you made was an efficient structural addition.
What was the point of the addition? To stiffen the ribs front to rear? To
increase the bending strength of the rib chordwise?
You have added 6 pounds of aluminum angle and a 1/4 pound or so of rivets
that are very ineffective at strengthening in the directions that the ribs
carry loads in your wing while putting a bunch of holes in you rib tubing
weakening it.
To strengthen the structure efficiently you need to add the material exactly
where it is needed and carry that new load path from the source load all the
way back to the wing hard points.
I think it is possible that this mod has weakened the structure in someways
more then it strengthened it in others.
Your statement that it is only the weight of a gallon of gas is also
confusing. This is 10 percent of your fuel load, 10 percent of your range,
or a reduction in your rate of climb, longer takeoff and landings and a
small increase in stall speed. Not completely insignificant, especially if
you hit a tree on takeoff someday cause you are 6 pounds heavyer!
Kolbs flown responsibly don't have any significant history of structural
problems. What are you trying to improve on? If it ain't broke don't fix
it.
Just wondering
Topher
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Balance Master |
Richard Pike wrote:
>
> It does. I was hoping to learn about one that actually did something about
> the vibration. My 532 didn't have one, & it was much smoother...
>
> Richard Pike
> MKIII N420P (420ldPoops)
That's interesting! Maybe I should take mine off??? I bought a balance
master for the prop.too, but didn't get to try it out yet. -- Earl
________________________________________________________________________________
Kolbers,
An interesting note from the Rotax class that came to mind that I thought I would
share with those of you that are powered by the 912 series engine is that the
engines oiling system pumps the oil through the engine at a rate of 15 gpm.
With a capacity of only 3 quarts, it can puke it's entire oil supply in 10 to
15 seconds!!! This means by the time your EIS or gauge indicates a loss of oil
pressure, your engine is toast!
Another interesting note applies to the NPRM sport pilot rule. One catch to the
new rule that is not mentioned is that if a pilot fails a medical, he or she
will not be able to fly under the new rule. If you fail a medical your done.
If you do however let your current medical expire then you can fly under the new
rule. If you fail a medical you will have then pass a medical and then let
it expire to go SP.
Take Care...
pp
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
I don't, take credit for the rib mod.
Seems the rib mod, using 1/2" and 3/4" aluminum angle to beef up outboard
ribs, was developed by Old Kolb Company, either Homer Kolb or Dennis Souder,
or both.
I took that mod a little further to increase rib strength on my MK III,
which was being built to fly and survive daily in an environment most Kolbs
never see in their lifetime.
Yes, the mod greatly strenthens the rib, especially the nose, which carries
the greatest load in the Kolb wing.
Even responsible pilots can get into situations the airplane was not
designed to operate in. If you have not been there, you probably will not
understand.
I have a feeling Paul's Kolbra is going to be one of those Kolbs that will
fly in places where it could use that extra strength/insurance to get there
and get home. I seriously doubt the extra weight of the rib mod is going to
make the difference of "hitting the tree on take off" or not. Hitting trees
on takeoff has not been a problem with Kolbs, unless they lose the
engine..............
Wish I had had those aluminum angles on my old Firestar. :-)
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Wing Mod Weights |
Hi Gng:
I don't take credit for the rib mod.
Seems the rib mod, using 1/2" and 3/4" aluminum angle to beef up outboard
ribs, was developed by Old Kolb Company, either Homer Kolb or Dennis Souder,
or both.
I took that mod a little further to increase rib strength on my MK III,
which was being built to fly and survive daily in an environment most Kolbs
never see in their lifetime.
Yes, the mod greatly strenthens the rib, especially the nose, which carries
the greatest load in the Kolb wing.
Even responsible pilots can get into situations the airplane was not
designed to operate in. If you have not been there, you probably will not
understand.
I have a feeling Paul's Kolbra is going to be one of those Kolbs that will
fly in places where it could use that extra strength/insurance to get there
and get home. I seriously doubt the extra weight of the rib mod is going to
make the difference of "hitting the tree on take off" or not. Hitting trees
on takeoff has not been a problem with Kolbs, unless they lose the
engine..............
Wish I had had those aluminum angles on my old Firestar. :-)
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Balance Master |
> Maybe the 582 would get smoother on something better than 87 octane?
>
> Richard Pike
Richard/Gang:
Only if it is detonating on 87. You haven't increased compression or
advanced the timing, have you?
No matter what, if it makes you feel better, do it. :-)
john h
________________________________________________________________________________
HIya Gang.....that rob mod that Paul did...it is described zactly the same
in my FireFly Builders manual...and required on the outboard ribs.
The Logic certainly makes sense to me, and although not mentioned in the
plans...I bet is serves 2 problems that could occour.
1st is the known aileron flutter occurance...
Control surface flutter is as often not induced by a occilating flex between
the control surface and the attachment structure.(not just the air passing
to fast over both). If you build a Kolb wing, as you are finished but just
before you add the prescribed angles, you can lift the trailing edge at the
tip very slightly..or anywhere around the bow, and it will rise up before
the spar begins to rise....I measured the "flex" in my wing before the
addition of the angles and it was 3/8 of an inch on the trailing edge...and
slightly more at the center of the bow tip.
As I have been exposed to control surface flutter twice previously in my
life...this disturbed me greatly..(read that as scared the living chit outta
me)...Not in a Kolb...but even after 20 years...everytime a rudder or an
aileron bounces in a thermal....I get the puckers....
So after installing the prescribed angles....this flex was reduced...not
completely...but significantly... After myself and 2 of my A&P friends were
standing around this structure on my bench...the general opinion was another
rib was needed between the Bow area ...which was a greater span than the
ribs spacing. So I added a rib...and a tad more bow stiffining structure.
The goal was to get the wing to be able to be lifted at the trailing edge,
and at the bow...with no flex. we accomplished that. This also preserved the
airfoil profile out a little further towards the tip..with the resulting
taper that is so common to a Kolb wing reduced.
I might add that the 2 compadres of mine...both fellow college buds from
Spartan, have been in the AC industry since we got out of school. 1 went to
work at McDonnel-Douglas...and spent 10 years building F-4s.then on to the
american airlines airframe overhaul center in Tulsa...and the other went to
work for Fairchild building Metroliners till the plant closed. These 2
fellas know more about control surface building and rigging than I can ever
hope to...so their advice was heeded...I should give some credit
here...Cheif Bob( I still call the old F-4 Crew Cheif that) is the
Metroliner man...and he insisted that He be here when the controls were
rigged...even tho he lives several hundred miles away...he made me promise
to let him do it. Well he has never rigged a Kolb...but he came up and told
me to sit my but down over there and watch, and he did it. When I flew the
first flight...no trim was needed, and no adjustments..it flew straight as a
string!
.Then there was that other fella who wore out a firestar...and explained to
me just how the wing failed...I paid alot of attention to him also.
I think they all would approve of your wing Paul.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> 1st is the known aileron flutter occurance...
> Don Gherardini
Don/Gang:
The only requirement to eliminate aileron flutter or prevent it from
happening in the first place, is to install the aileron counterbalance
weights designed by old Kolb, after they finally decided that I was not
lying for six years about aileron flutter experienced on a regular basis in
my Ultrastar and Firestar. When Dick Rahill got the crap scared out of him
during Sun and fun, probably 1993 or 1994, aileron counterbalance weights
were designed and produced for the Firestar initially, but not the MK III.
I installed a pair of Firestar weights on my MKIII (all available at the
time) and flew with them until 2001 when I rebuilt the left wing and changed
up to MKIII weights.
I had designed and installed aileron counterbalance weights on my MK III
during initial build based on flutter problems with my FS and US. My
weights did not work and only agrevated aileron flutter. I made one short
flight and removed them. :-)
I have never encountered elevator or rudder flutter. However, some Kolb
rudders will start an occilation that could get into flutter if ignored.
The cure for rudder flutter is a counterbalance weight similar to Richard
Pike's fix, or keep your feet on the rudder pedals. Could be an easy enough
fix if planned for during construction.
The outboard trailing edge corner is fine the way it is built, according to
plans. Early on I thought it should be stiffened up. Have since changed my
mind based on thousands of hours flown in all kinds of weather without an
inkling of aileron flutter. Rod end bearings are flown until they get
sloppy, inboard hinge hole and bolt are worn and sloppy, the old airplane is
very close to 2,000 hard hours, and she will not go into aileron flutter
with the simple fix of Kolb's aileron counterbalance weights.
I would recommend installation of counter balance weights on all Kolb
aircraft whether you have experienced flutter or not. Why wait until it is
too late to fix?
I have also experienced severe aileron flutter. If the Kolb wings were not
at strong as they are, I am sure I would have had them ripped right off the
airplane on many occassions on all three of my Kolbs, US, FS and MKIII.
Take care,
john h
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
Guys,
The flying community lost a great one on Tuesday 2/3/04 when Mr Duane Cole Passed
away of natural causes.
I met Mr Cole and his Son once at Sun N Fun, he was a real gentleman and a living
legend.
Rest in peace Mr Cole,
Denny Rowe
PS: For more info on Mr Cole, check out eaa.org.
________________________________________________________________________________
| From: | curtis groote <cgroote1(at)yahoo.com> |
| Subject: | first-time builder |
I'm a novice soon to start on a Firestar. Your
thoughts on a table to build it on or to buy; someone
suggested getting a smarttool level - if so, 2 or 4
feet?; suggestions on an air compressor to take care
of both riveting and spray painting. Thanks.
__________________________________
http://taxes.yahoo.com/filing.html
________________________________________________________________________________
| From: | "Linda Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Balance Master |
Subject: Kolb-List: Balance Master
>
> Anybody have any experience with using a Balance Master dynamic balancer
on
> the crank of a Rotax?
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> Richard,
I have a B/M on the prop flange of my Mk-3s 2SI engine, I took it off once
and noticed a little more vibration than with it installed, put it back on
and seemed to feel an improvement. Figure I'll be leaving it on from now on.
The one on the crank would probably help the same way.
Dennis Rowe, PA
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | Wing Mod Weights |
Everyone/All,
Very close Will, especially the "ground" part. Actually we did the outboard
rib reinforcement because of hard landings! Hard landings to the point of
gear bending and wing tip striking the ground. On even a fairly light
strike, the upper rib tube would buckle and then it would be a big repair
job. The angle reinforcement would help prevent damage with light strikes,
and we felt was worth the extra weight. A determined individual could still
do serious damage, but the angle did provided a larger no-damage window.
Dennis
So Dennis, do you feel that adding those braces to more then just the
outboard rib makes sense? Do you feel that they improve the wing
structurally for flight loads? I don't want to sound negative, stronger
wings are fine... but I just don't like adding weight if it isn't required,
or especially where it isn't doing you a bit of good.
Topher
________________________________________________________________________________
However my background tends to make me build things level with the ground
----- Original Message -----
From: "Paul Petty" <Lynnp@c-gate.net>
OK, Paul you got me with that one.. What kind of background?
Richard
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: : Kolb-List:Fuel Octane |
> I don't know why the difference, the book says 87 octane, so that's what
it
> gets & it seems to run OK
> Richard Pike
> MKIII N420P (420ldPoops)
Richard/All:
The way I understand octane is it is there for one thing only, to prevent
detonation, which is hard on a four stroke and murder on a two stroke.
Increased octane over and above what the engine requires for detonation
prevention does not increase power.
Correct me if I am wrong please.
john h
PS: But I have to agree, sometimes stuff makes us feel better whether it
changes anything or not. Like an airplane that is freshly washed and
cleaned up always flies better than it did dirty. :-)
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
Some things I did that were helpful were to build them fairly tall so you
don't have to bend over to work on the wings, also the saw horses rather than a
solid table were heflful so you can access the wing from underneath.
I actually drilled anchors into the concrete floot and bolted them down. I
also have used bondo and glued them down, Bondo is amazingly strong.
For building the tails, ailerons etc, I found a hollow core door and set it
on sawhorses, which worked great.nbsp;nbsp; I used hollow core cause for
some of the fabricating I cut pieces out of the work surface, for instance when
building the vertical stab, I cut a hole for the fuselage tube ring so it would
lay flat as I fabricated.
Take your time, build jigs to hold things and have fun.
Tim
________________________________________________________________________________
| From: | ul15rhb(at)juno.com |
Paul,
Take another look at what the rule says:
Q. Can someone with a valid state driver's license but who has been
denied a FAA medical still fly as a sport pilot?
A. Yes. As a sport pilot, per SFAR 89 Sections 15 and 17, as long as you
have a current and valid U.S. driver's license. However, if your
medically disqualifying condition also prohibits you from driving a car,
then the answer would be NO, until such time as a licensed physician
medically certifies you safe to drive.
Ralph
Original Firestar
17 years flying it
>
> Kolbers,
> Another interesting note applies to the NPRM sport pilot rule. One
> catch to the new rule that is not mentioned is that if a pilot fails
> a medical, he or she will not be able to fly under the new rule. If
> you fail a medical your done. If you do however let your current
> medical expire then you can fly under the new rule. If you fail a
> medical you will have then pass a medical and then let it expire to
> go SP.
>
>
> Take Care...
>
> pp
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> A. Yes. As a sport pilot, per SFAR 89 Sections 15 and 17, as long as you
> have a current and valid U.S. driver's license. However, if your
> medically disqualifying condition also prohibits you from driving a car,
> then the answer would be NO, until such time as a licensed physician
> medically certifies you safe to drive.
>
> Ralph
Ralph/All:
Eric Tucker passed this information that he personally received from the FAA
as part of the workgroup.
The above is what most folks think is the way it will work. However,
according to Eric, it does not work that way.
If you have a good medical, go in to have it renewed and flunk it, you are
out. No fly Sport Pilot.
However, if you have a good medical, know you probably have something that
would preclude passing another Class III or higher medical, do not go to a
flight surgeon, let it expire, then you can do the Sport Pilot thing with a
valid drivers license.
If you don't have anything to preclude passing a Class III or higher, allow
it to expire, you are good to go with Sport Pilot if you have a valid
drivers license.
Of course, Eric also told us this has not been approved in final form.
Still has to go before OMB or some such.
If I have any doubt in my mind that I may not be able to pass my next Class
III, I am not going to get it renewed until after the final on Sport Pilot.
We shall have to wait and see what transpires. I have not kept up with
Sport Pilot. Don't claim to know anything about it. Only repeating what I
heard Eric Tucker present in class the other day.
Take care,
john h
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Wing Mod Weights |
> strike, the upper rib tube would buckle and then it would be a big repair
> job. The angle reinforcement would help prevent damage with light
strikes,
> and we felt was worth the extra weight. A determined individual could
still
> do serious damage, but the angle did provided a larger no-damage window.
>
> Dennis
Dennis/All:
When I broke my landing gear at Muncho Lake, BC, 1 July 2000, I was still
moving at a good clip after the gear leg and gear leg mount was wiped off
the fuselage. The load of the aircraft, which was probably around 1100 lbs
at the time, was carried by the right main gear and the left wing tip. When
it was all over, it was the outboard rib aft of the main spar that was
sharing all that load with the right main gear. The rib failed between on
top over the main spar where it buckled. The remainder of the rib was in
good shape. The second rib next to the OB rib was pushed up on slightly as
the result of the trailing edge tube pushing up on it.
When I repaired the wing, I replaced the OB rib, was able to pull the 2d rib
back into position. I replaced the bowtip from mid point to the trailing
edge, all straight tube. Replaced the trailing edge tube back to the mid
point between 2d and 3d rib. Did the same thing for the OB section of the
aileron.
That was the extent of damage and hard replacement and repair. Had the ribs
not had the aluminum angle reinforcements, that includes the first four OB
ribs, I am sure I would have been into much more material repair and
replacement, possibly the main spar. Had that happened, i would have
scrapped the left wing and started from scratch.
Take care,
john h
PS: Thanks for the idea for the ribs from years past.
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Richard,
Thanks for posting the url for Top-Flight.com and showing the gang the
tip shape that I put on my Tennessee prop. Hopefully this will end
some of the confusion as to what I did!
What did you construct your intake silencer out of? I too am
considering making my own before I pony up the cost of the Rotax
model. Form you post I take it it wasn't as effective as you had
expected. Any changes you might make if you were to do it again? Can
you post pics?
Thanks,
Terry - FireFly #95
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
>
> What do you mean, "my final post ??" Many people, including myself, have
> been thoroughly enjoying your progress, and some of your ideas are very
> good. Don't let a comment put you off ! ! ! For myself, I didn't think
it
> was serious, anyway, just kind of a dig. You know I've taken a good share
> of those myself in good humor. Hang in there, Paul, and stick with us.
> Your Buddy Lar.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
I second this opinion, please reconsider Paul, you are a vital part of this
forum.
Dennis Rowe
________________________________________________________________________________
Paul....Hmmm.....I hope it aint gonna be your final post..I am enjoying
watching your building progress, I think your work is good!
let me tell ya how I veiw the membership of this list Paul.
It is Kinda like sitting in on a large card game....Dealers choice....and
its a 7 card game..bet every card...
Every question you ask of the members is like a bet....and every answer is
like a card......
You are gonna get some good cards...and some bad ones too maybe...so dont
worry about em ...you need em all so you can choose the hand ya want to
play. Just like poker...you keep the answers you want in your hand...and ya
toss the ones ya dont...
Stay in the game pard....and keep betting..cause ya never know when you are
gonna draw an ACE!.
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: first-time builder |
<< suggestions on an air compressor to take care
of both riveting and spray painting. Thanks. >>
Curtis -
You do not need an air compressor to do your riveting.
A good-quality hand rivet puller will do the job just fine, since they're
all 1/8th inch rivets. (With the exception of about half a dozen 3/16th
rivets, which your hand-powered tool can also handle.)
Many Kolb builders have used air-driven riveting tools to build their
planes, and there is no doubt it makes the job a bit easier. But if you
have the strength of an average man's handshake, you don't need the
compressor. Bonus: When you are finished, you'll have the strength of a
strong man's handshake!
Dennis Kirby
Mark-3, all 3000 rivets hand-squeezed in
Cedar Crest, NM
________________________________________________________________________________
| From: | TAILDRAGGER503(at)aol.com |
| Subject: | Re: first-time builder |
A two foot level is fine,you can always extend it with a straight edge of any
lenth.
A band saw with a metal cutting blade is nice for cutting tubes.
A hand riveter with a adjusting head.
A table vise.
I mounted a potable belt sander to my shop table.(works great)
A punch and clecos makes building easyer.
Dave Snyder
Building 2001 FSII
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: Silencer box |
Richard Pike wrote:
>
> Got the silencer box project posted to the web page,
> http://www.bcchapel.org/pages/0003/pg15.html
>
> If anybody has any constructive suggestions,
> ("constructive" being the operative word, )
> I am open to suggestions to make it better.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
Richard,
Nice job on the construction of your intake silencer!!! Thanks for posting
the pictures. Gives me ideas of how I might try to make one.
As far as I understand the science behind the silencing, it is the ability to
divide the sound up into two channels that can be made out of phase with each
other, thereby canceling each other out. That's why I believe you can observe
two ports exiting the plastic bottle of the Rotax model. I suspect they are
of different length in side the bottle which would cause them to be out of
phase with each other canceling each other out. Same as was observed in the
silencer on the air-conditioning unit. My problem is that I don't have the
math or data to know how to go about doing this other then guess work. Maybe
someone else could supply the data!!!
On your model you have diverted the sound around a curved path, but it doesn't
cancel any of the pulses. Also the fabric sides will transmit the sound like
a drum to the out side if I understand your construction correctly. Still by
diverting the intake as you have done will get some reduction in noise.
Wish I could cut apart a Rotax silencer to be able to measure the tubes
inside. But, then again that would be piracy, I guess. Also wish I knew of a
sound engineer to consult with!!!!
Hope you don't take offense to my comments! Only thinking out loud without
having the expertise to back up any thing I said. Thanks again for sharing.
Terry - FireFly #95
________________________________________________________________________________
| From: | "garvelink" <link(at)cdc.net> |
Don,
What about the Ultrastar? do you know if there have been any structural
failures?
SRGLINK
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: mod weight
>
> HIya Gang.....that rob mod that Paul did...it is described zactly the same
> in my FireFly Builders manual...and required on the outboard ribs.
> The Logic certainly makes sense to me, and although not mentioned in the
> plans...I bet is serves 2 problems that could occour.
>
> 1st is the known aileron flutter occurance...
> Control surface flutter is as often not induced by a occilating flex
between
> the control surface and the attachment structure.(not just the air passing
> to fast over both). If you build a Kolb wing, as you are finished but just
> before you add the prescribed angles, you can lift the trailing edge at
the
> tip very slightly..or anywhere around the bow, and it will rise up before
> the spar begins to rise....I measured the "flex" in my wing before the
> addition of the angles and it was 3/8 of an inch on the trailing
edge...and
> slightly more at the center of the bow tip.
>
> As I have been exposed to control surface flutter twice previously in my
> life...this disturbed me greatly..(read that as scared the living chit
outta
> me)...Not in a Kolb...but even after 20 years...everytime a rudder or an
> aileron bounces in a thermal....I get the puckers....
>
> So after installing the prescribed angles....this flex was reduced...not
> completely...but significantly... After myself and 2 of my A&P friends
were
> standing around this structure on my bench...the general opinion was
another
> rib was needed between the Bow area ...which was a greater span than the
> ribs spacing. So I added a rib...and a tad more bow stiffining structure.
> The goal was to get the wing to be able to be lifted at the trailing edge,
> and at the bow...with no flex. we accomplished that. This also preserved
the
> airfoil profile out a little further towards the tip..with the resulting
> taper that is so common to a Kolb wing reduced.
>
> I might add that the 2 compadres of mine...both fellow college buds from
> Spartan, have been in the AC industry since we got out of school. 1 went
to
> work at McDonnel-Douglas...and spent 10 years building F-4s.then on to the
> american airlines airframe overhaul center in Tulsa...and the other went
to
> work for Fairchild building Metroliners till the plant closed. These 2
> fellas know more about control surface building and rigging than I can
ever
> hope to...so their advice was heeded...I should give some credit
> here...Cheif Bob( I still call the old F-4 Crew Cheif that) is the
> Metroliner man...and he insisted that He be here when the controls were
> rigged...even tho he lives several hundred miles away...he made me promise
> to let him do it. Well he has never rigged a Kolb...but he came up and
told
> me to sit my but down over there and watch, and he did it. When I flew the
> first flight...no trim was needed, and no adjustments..it flew straight as
a
> string!
>
> .Then there was that other fella who wore out a firestar...and explained
to
> me just how the wing failed...I paid alot of attention to him also.
>
> I think they all would approve of your wing Paul.
>
> Don Gherardini
> Sales / Engineering dept.
> American Honda Engines
> Power Equipment Company
> CortLand, Illinois
> 800-626-7326
>
>
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)pa.net> |
| Subject: | Re: Wing Mod Weights |
> Good question Topher,
I am certain you already have a very good grasp on these issues, but the
following is what runs through my mind as I ponder your question: To answer
your question, I would need to have some knowledge of 1) the intended use of
the aircraft and 2) firm grasp of the whole related structure*, and more
specifically, 3) spedific knowledge of the weakest point of the structure.
4) The weight factor, can I justify adding the additional weight. 5)
Accumulated fleet experience.
The only reason I would consider doing any reinforcement would be if I felt
reasonably sure that I had pinpointed the weakest link(s). Every structure
has a weak link. If you pull a chain till it breaks, most of the time just
one link will break - not every link simultaneously. And probably the chain
will not have broken until well past its rated strength. So to arbitrarily
chose one link and reinforce it to make it stronger is really pointless and
a waste of time - or, in the case of aircraft, even worse: If you reinforce
a stronger link, then you have weakened the whole structure because the
reinforcement has made the airplane heavier and that much more stress will
be place on the weakest link.
Useage: I would need to know something about the intended use of the
aircraft. To fly normally as most of us do, I would say probably not. But
if I planned on doing aerobatics like John H. used to do ... I probably
would. Interesting comment about John adding the reinforcement for reasons
of dependability when flying off the beaten path, etc.; I can understand
that reasoning as well; although when his gear failed, his trip still ended,
even with the reinforcements.
I would consider adding reinforcement ONLY because I would know that the
wing ribs were the weakest link in the wing structure. I hasten to add that
I believe the Kolb wings are as strong as the stated rating. (At least the
ratings of Old Kolb, I am not uptodate on new Kolb specs.) And if the ribs
are the weakest link in the structure then it would make sense to consider
reinforcing them, but only if I felt the rated strength of the aircraft was
not sufficient for my purposes - which brings us back to the intended use
issue.
For building an aircraft for myself, this is how I would answer the
question, to reinforce the ribs or not, for the Old Kolb models:
FireFly: No. Reason: The FF is an ultralight and 1) I would want to keep
the weight under 254 and 2) I would not do aerobatics.
FireStar: No. With 7 ribs it is actually stronger than the old TSs and
both the FS and TS have been amply proven for its intended use. And no
aerbatics.
Mark-III: No. With 9 ribs, it is very strong, well proven, bla bla bla.
And again no aerobatics.
SS: Yes. It is already as tough as nails, but I probably could not
resist kicking up my heels.
For TNK:
Kolbra: Don't know, not really familiar with the changes to the wing.
My convictions and throughts on the subject. Hope this helps.
Dennis
*Part of my knowledge of structures comes from an indepth study of
structures; from elaborate computer stress analysis; and from devouring
whole libraries of relevant literature. Actually the preceeding
statement(s) is not really true. I learded about structures from breaking
so many of them! In fact, I was the chief cook and airplane breaker at
Kolb. At least until JH came along ... One day Homer sez to me "Dennis,
you know you don't need to break our airpanes any more." I must have looked
pretty shocked because Homer then added. You don't need to break airplanes
any more because JH is doing it now. And I said to my self: "Self, Homer is
right, JH is doing a very capable job of breaking airplanes." And the more
I thought about it the more amazed I was that JH could pick up on this
challenging job so quickly. So ever since then I stopped breaking Kolb
airplanes. And then much later on JH too retired from the brokering
business. Is there anyone doing it these days???
>
> So Dennis, do you feel that adding those braces to more then just the
> outboard rib makes sense? Do you feel that they improve the wing
> structurally for flight loads? I don't want to sound negative, stronger
> wings are fine... but I just don't like adding weight if it isn't
required,
> or especially where it isn't doing you a bit of good.
>
> Topher
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Silencer box |
I like the idea of running an inlet tube under the wing, that is good.
Something to be careful of is trying to get too much pressure with ram air
without compensating the float bowls. One of our listers who also owns a
hot rod Sonerai set up his cowling to force ram air into the air filter box
area. He discovered that if you get too much ram air going through the Bing
throttle bores, and the air flow becomes a pressure rather than a suction,
then the carbs cease to draw the fuel up out of the float bowls, and the
engine shuts off. You have to maintain a carb bore suction situation at all
times, UNLESS you are clever enough to properly vent the float bowls into
your ram air plenum and pressurize them to the same extent that you
pressurize the carb bore airflow, as Jack alludes to below.
As you vary the pressure and suction differential between the carb bores
and the float bowl vent lines, I think you will be able to vary the
mixture, but I think you also stand a chance of either flooding the engine
or else having your fuel flow suddenly cease, so be careful.
Richard Pike
MKIII N420P (420ldPoops)
>Richard,
>
>You might want to consider running a tube from the silencer air inlet to
>some where below the wing. It may give you a little boost in air
>pressure. In trying to come up with a way to control air fuel mixture, I
>have taken some pressure data from the FireFly and I discovered that the
>static air pressure at carburetor height is about 2 inches of water less
>than below the wing at 55 mph. If you turn the tube inlet into the air
>stream, you can get dynamic pressure on top of the static pressure
>difference. This pressure difference may help you get back the air flow
>that you believe that you have lost.
>
>To check this out, I am building a right angle elbow air flow insert to
>mount on the Bing in the place of the filter. In my case I am going to
>run a flexible one inch ID tube to the air filter that is going to be
>suspended below the wing. In making the elbow, I have exposed the
>percolation vent so that I can change pressures to see if it will effect
>air fuel ratio while flying. I hope to finish up the elbow today.
>
>Still waiting for weather to clear and snow & ice to melt so I can run the
>lowered thrust line experiment with a 56 inch IVO prop. Experimentation
>is fun, but only if you get to fly once in a while. We got six inches of
>snow yesterday. Back to the shop.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Silencer box |
>As far as I understand the science behind the silencing, it is the ability to
>divide the sound up into two channels that can be made out of phase with each
>other, thereby canceling each other out. That's why I believe you can observe
>two ports exiting the plastic bottle of the Rotax model. I suspect they are
>of different length in side the bottle which would cause them to be out of
>phase with each other canceling each other out. Same as was observed in the
>silencer on the air-conditioning unit.
>On your model you have diverted the sound around a curved path, but it doesn't
>cancel any of the pulses.
I think you have analyzed my problem correctly. Not sure how I'll modify
it, but at least I think I understand the problem better.
>Also the fabric sides will transmit the sound like
>a drum to the out side if I understand your construction correctly. Still by
>diverting the intake as you have done will get some reduction in noise.
No, the fabric is just glued to the outside of the plywood to
reinforce it, waterproof it, and make it look nice.
>Hope you don't take offense to my comments! Only thinking out loud without
>having the expertise to back up any thing I said. Thanks again for sharing.
>
>Terry - FireFly #95
Take offense, are you kidding? If I knew in December what (I think) I know
now, it might have worked better.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "garvelink" <link(at)cdc.net> |
| Subject: | Re: Wing Mod Weights |
Dennis,
how well constructed is the Ultrastar?
Srglink
----- Original Message -----
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Re: Kolb-List: Wing Mod Weights
>
> > Good question Topher,
>
> I am certain you already have a very good grasp on these issues, but the
> following is what runs through my mind as I ponder your question: To
answer
> your question, I would need to have some knowledge of 1) the intended use
of
> the aircraft and 2) firm grasp of the whole related structure*, and more
> specifically, 3) spedific knowledge of the weakest point of the structure.
> 4) The weight factor, can I justify adding the additional weight. 5)
> Accumulated fleet experience.
>
> The only reason I would consider doing any reinforcement would be if I
felt
> reasonably sure that I had pinpointed the weakest link(s). Every
structure
> has a weak link. If you pull a chain till it breaks, most of the time
just
> one link will break - not every link simultaneously. And probably the
chain
> will not have broken until well past its rated strength. So to
arbitrarily
> chose one link and reinforce it to make it stronger is really pointless
and
> a waste of time - or, in the case of aircraft, even worse: If you
reinforce
> a stronger link, then you have weakened the whole structure because the
> reinforcement has made the airplane heavier and that much more stress will
> be place on the weakest link.
>
> Useage: I would need to know something about the intended use of the
> aircraft. To fly normally as most of us do, I would say probably not. But
> if I planned on doing aerobatics like John H. used to do ... I probably
> would. Interesting comment about John adding the reinforcement for
reasons
> of dependability when flying off the beaten path, etc.; I can understand
> that reasoning as well; although when his gear failed, his trip still
ended,
> even with the reinforcements.
>
> I would consider adding reinforcement ONLY because I would know that the
> wing ribs were the weakest link in the wing structure. I hasten to add
that
> I believe the Kolb wings are as strong as the stated rating. (At least
the
> ratings of Old Kolb, I am not uptodate on new Kolb specs.) And if the
ribs
> are the weakest link in the structure then it would make sense to consider
> reinforcing them, but only if I felt the rated strength of the aircraft
was
> not sufficient for my purposes - which brings us back to the intended use
> issue.
>
> For building an aircraft for myself, this is how I would answer the
> question, to reinforce the ribs or not, for the Old Kolb models:
> FireFly: No. Reason: The FF is an ultralight and 1) I would want to
keep
> the weight under 254 and 2) I would not do aerobatics.
> FireStar: No. With 7 ribs it is actually stronger than the old TSs and
> both the FS and TS have been amply proven for its intended use. And no
> aerbatics.
> Mark-III: No. With 9 ribs, it is very strong, well proven, bla bla bla.
> And again no aerobatics.
> SS: Yes. It is already as tough as nails, but I probably could not
> resist kicking up my heels.
> For TNK:
> Kolbra: Don't know, not really familiar with the changes to the wing.
>
> My convictions and throughts on the subject. Hope this helps.
>
> Dennis
>
> *Part of my knowledge of structures comes from an indepth study of
> structures; from elaborate computer stress analysis; and from devouring
> whole libraries of relevant literature. Actually the preceeding
> statement(s) is not really true. I learded about structures from breaking
> so many of them! In fact, I was the chief cook and airplane breaker at
> Kolb. At least until JH came along ... One day Homer sez to me "Dennis,
> you know you don't need to break our airpanes any more." I must have
looked
> pretty shocked because Homer then added. You don't need to break
airplanes
> any more because JH is doing it now. And I said to my self: "Self, Homer
is
> right, JH is doing a very capable job of breaking airplanes." And the
more
> I thought about it the more amazed I was that JH could pick up on this
> challenging job so quickly. So ever since then I stopped breaking Kolb
> airplanes. And then much later on JH too retired from the brokering
> business. Is there anyone doing it these days???
>
>
> >
> > So Dennis, do you feel that adding those braces to more then just the
> > outboard rib makes sense? Do you feel that they improve the wing
> > structurally for flight loads? I don't want to sound negative, stronger
> > wings are fine... but I just don't like adding weight if it isn't
> required,
> > or especially where it isn't doing you a bit of good.
> >
> > Topher
> >
>
>
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
| Subject: | Re: Wing Mod Weights |
Everyone agrees that Kolb ribs are probably the weakest link in the whole
wing structure, yet SOP is to drill them full of unnecessary 1/8" rivet
holes all down their top & bottom surface to secure the fabric, (when they
could be just as easily rib stitched, and probably with less weight) then
we discuss the need to add extra braces to make the wing stronger.
Am I the only one that sees something odd about this picture?
(Yes. Shut up, take your funnel, and go back to your silencer box...)
Richard Pike
MKIII N420P (420ldPoops)
>
>I would consider adding reinforcement ONLY because I would know that the
>wing ribs were the weakest link in the wing structure. I hasten to add that
>I believe the Kolb wings are as strong as the stated rating. (At least the
>ratings of Old Kolb, I am not uptodate on new Kolb specs.) And if the ribs
>are the weakest link in the structure then it would make sense to consider
>reinforcing them, but only if I felt the rated strength of the aircraft was
>not sufficient for my purposes - which brings us back to the intended use
>issue.
>
>Dennis
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | Wing Mod Weights |
Thanks Dennis,
That's about what I feel about it, but I will always defer to your and John
H's experience based knowledge and improvements over my theoretical musings
about these airplanes. You guys know, I only think I know!
The only locations that I felt a need to beef up on my wing was diagonally
bracing the leading edge tube to the main spar using 1/2 inch tubing. I did
that before I understood the mode of John H's leading edge failure. If I
build another Kolb I will make the front of the root rib out of 4130 instead
of the aluminum rib nose. I also am adding additional support to the
flaperon hinges since I have made them nearly full span and can deploy them
as flaps for trim changes and steeper approaches so they will see
significantly more load then the standard plane.
I also shortened each wing to 12 feet eliminating the wing trailing edge and
aileron leading edge splices. This significantly strengthened the bow tip
simply by making it a foot shorter and makes the entire wing subject to less
bending moment. It will cost me in wing efficiency but it should provide me
with slightly higher cruise speed, a more comfortable ride in turbulence by
raising the wing loading and combined with the near full span flaperons more
control in crosswinds. I also added a bit more Dihedral to get more roll
stability, but that will make crosswinds worse. Why can't any one change be
good for everything? Wings are rigged with slightly less incidence and the
tail wheel leg shortened increasing aircraft ground incidence to compensate.
My goal with these mods was to favor cross country flying very slightly over
short field performance (which is so good as to be ridiculous.) You may
notice that most of these mods are made by taking something away from the
plane not adding something. Should be one of the lightest FSII 503dc out
there. Time will tell if I have made a mess out of a very well optimized
plane...
Topher
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Who is up for a SWAG. ( newbys SWAG stands for Scientific Wild Ass Guess.)
If you put a hole in your nice finished box right in front of the current
outlet you would have a short path and a long path.
The differences in length are equal to a time when you devide by the speed
of sound. ~1000 feet per second. If that distance is equal to n+0.5 ( n=0
or any positive integer ) wave lengths at the frequency that you want to
squash then you will get the canceling effect that you are looking for.
So if you want to squash say 11000hz (5500 rpm times two cylinders sucking)
then you have (~1000ft/sec)/(11000/sec)= .091 feet (1.1 inches) peek to
peek.
If I did any of this right if you set your length to (n+0.5)*1.1 inches you
should get some wave canceling effect. This will squash all the frequencies
that are multiples of the target frequency as well, 22000hz 33000hz etc.
What you have to do is get the magnitudes of the two waves that same so that
they can completely eliminate each other. Most likely the short path is
louder then the long path so they cant completely cancel each other. By the
way if you end up at an n*1.1 inches length you double the noise, and you
would double the noise at every frequency that has this length, in this case
the half multiples of 11000; 5500, 16500, 27500 etc.
So .55, 1.65, 2.75, 3.85, 4.95, 6.05, 7.15, 8.25 inches would cancel your
primary frequency and all the whole multiples while boosting all the half
multiples. So you need to know the sound spectrum of the noise and pick the
length based on which frequencies to squash and at the same time avoiding
the ones that you can't be doubling.
Course I could be FOS cause it is just a SWAG.
Topher
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
a related story here brings up a what I believe to be a good question. If
the Firefly does well, as does the SlingShot, as does the Kobra, then why
wouldnt shortning the Original Firestar wing (removing the added materials,
i.e., 12 inche extension on each wing) provide a lighter, more efficient
wing than the standard 27 footer. I have the original firestar, five rib,
been flying it for over seven years, and cannot think of any improvement
that I would make to it. It is probably the best flying Kolb ever built.
Performs like a dream and if you learn to fly it well, will get you in or
out of just about anything. Notice I did not say without bumping around.
But -- being five ribs, wouldnt reducing the length of the wing have very
profound good benefits; speed, efficiency, weight and still have pretty much
the soft, slow landings I have come to know. I would think that would be
better than adding beef to the dead cow. Of course, I might be wrong cause
shorter might give you more speed easier and thus needing the beefing. I
have had mine up to and including the 80 - 85 plus that I have heard about
without any flutter -- just feels like it is really fast and gets real light
on the controls. Just my thinking. Am rebuilding the ole white lightning
from ground up and just getting to the wings. Not going to make any changes
in the original design. Cant improve on something this good. (not and sell
it too). What do you say about that. ted cowan, alabama
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
If the Firefly does well, as does the SlingShot, as does the Kobra, then why
wouldnt shortning the Original Firestar wing (removing the added materials,
i.e., 12 inche extension on each wing) provide a lighter, more efficient
wing than the standard 27 footer.
Shorter wingspan means lower aspect ratio and reduced wing efficiency. But
oddly enough that does not necessarily mean worse performance across the
speed range. Airfoils are optimized for lift to drag at a given lift value.
The designer try's to size the wing so that at his chosen airspeed the wing
is operating at that most efficient lift coefficient. On the FSII with
their generous wing area the airspeed where the wing is operating at that
lift coefficient is fairly slow. As you speed up each foot of wing needs a
lower lift coefficient because there is more wind and you get farther and
farther away from this optimum lift coefficient. By reducing wing span the
wing area is reduced and the speed where the wing operates most efficiently
increases. At any given lift coefficient the wing is less efficient but at
points that were above the target speed before the trim job you can end up
with a net improvement, below it you end up with a reduction. If you get
carried away the performance goes down everywhere and you feel real bad
about your choices. If you add wing span the performance goes up below the
sweet spot and down slightly above it. If a plane gets heavier and you add
wing span you can often gain back the initial performance because you are
getting back to the original sweet spot( less the weight penalty). If you
decrease the weight you also are reducing the Lift required and shifting the
plane below the sweet spot. Part of my decision to clip my wings is that I
am fairly light (160 pounds on a bad day) and I plan on putting a bare
minimum of gear on the plane, keeping it light as well. I will need lower
lift coefficient then some of you big boys with lots of in plane toys, and I
am willing to give up a bit of the short field capability for a small
increase in cruise, so a bit less wing should be a benefit for me. Of course
it could backfire and my plane might suck!
Topher
________________________________________________________________________________
. The accelerated air from the prop suction
> causes a lot of pressure loss under the wing. Mine must be missing a
> good 20% of lift as it is right now.
So what happens then in a case like Richard Pikes parasol wing? I think
his lift is improved. It still has the accelerated air from the prop
suction. Does it have something to do with the turbulance caused by the
air spilling off the wing into the center section? Kirk
Do not
archive
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> I have wondered the same thing. I know that performance has improved, but
> is it primarily because the prop is getting fed more and somewhat less
> turbulent air, and especially in a way that the thrust is not all from the
> top half of the disc? (pushing the nose down) Or is the wing doing more?
> And how would you know which?
> Richard Pike
Richard/All:
Since I am not an engineer or mathematician, I must look at "stuff" with the
little bit or "horse sense" I have left.
Was thinking about the statement above. My question is: Would it make any
difference on nose pitch down, whether the top or bottom of the prop is
creating the thrust, since the prop is attached to the aircraft by the prop
shaft in the center of the prop?
Not trying to be a wise ass, but trying to learn.
Thanks,
john h
________________________________________________________________________________
My question is: Would it make any
> difference on nose pitch down, whether the top or bottom of the prop is
> creating the thrust, since the prop is attached to the aircraft by the
prop
> shaft in the center of the prop?
I know that if I put the prop in a vertical position on my Minimax I can
grab the top end and lift the tail of the plane off the ground. Of
course it's a Warp Drive and I wouldn't do it with any other prop. ;o)
Do not
archive
________________________________________________________________________________
| From: | Richard Pike <rwpike(at)charter.net> |
I came by my theory by visualizing pushing it - say you could have a model
MKIII and the wing was the main source of drag, and you could push on it by
pushing on the prop with your finger. If you had a two blade prop, and you
pushed on the back side and end of the top blade, the thrust vector would
go through the hub, but the push would tend to push the nose down. But if
you pushed on the back side and end of the downward pointing blade, then it
would tend to push the nose up, the force still going through the hub.
Anyway, that is how I picture it, but in high school physics class, I had
to sit on the back row.
(The better your grades, the closer to the front you sat, and vice versa...)
(The problem was I was trying to be a wise ass, but the test scores usually
pointed more toward the dumb variety)
Now what we need is a reality check by one of the listers who didn't sit on
the back row.
Guys?
Richard Pike
MKIII N420P (420ldPoops)
>
>
> > I have wondered the same thing. I know that performance has improved, but
> > is it primarily because the prop is getting fed more and somewhat less
> > turbulent air, and especially in a way that the thrust is not all from the
> > top half of the disc? (pushing the nose down) Or is the wing doing more?
> > And how would you know which?
> > Richard Pike
>
>Richard/All:
>
>Since I am not an engineer or mathematician, I must look at "stuff" with the
>little bit or "horse sense" I have left.
>
>Was thinking about the statement above. My question is: Would it make any
>difference on nose pitch down, whether the top or bottom of the prop is
>creating the thrust, since the prop is attached to the aircraft by the prop
>shaft in the center of the prop?
>
>Not trying to be a wise ass, but trying to learn.
>
>Thanks,
>
>john h
>
>
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Mr. Pike's analysis is correct. For those who understand moments (anyone doing
weight and balance should be familiar with the term) and or torque(same thing
really), what is happening with asymmetrical thrust(more on top compared to bottom),
a moment (or torque) is created about the lateral axis (think wing span)
resulting in a nose down pitching force(moment).
I sat in the front row but mostly because I've been hard-of-hearing to stone deaf
and back to hard-of-hearing over the years. But being in the fron row there
was little I could do to avoid learning something occasionally and this sort
of stuff stuck with me for some reason.
Thom in Buffalo
________________________________________________________________________________
| Subject: | Re: Wing Mod Weights |
brother Pike
a post you made caused me to think of a time WAAAYYY back,,,,back at Spartan
when I was in the Airframe classes...
snip<<<
January 10, 2004 - February 07, 2004
Kolb-Archive.digest.vol-et