Kolb-Archive.digest.vol-ev
February 20, 2004 - March 13, 2004
Steve Henry
FS/377
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Facet Fuel Pump |
|I do not run my facet pump at all after that. The most probable time
| for an accident is during take-off or landing. I don't like the
thought of
| being in a damaged aircraft with an electric fuel pump running and
squirting
| fuel everywhere. | Steven G.
Hi Steve G/Gang:
When you turn off your master switch, does that not turn off the
electric fuel pump?
If one has the time and forethought, good idea to kill the master
before impact. Cuts down on the chances of an electrical spark
igniting spilled fuel.
Take care,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Starter trouble |
|It needed a new $12 one way clutch bearing. | Steve Henry
Steve/All:
Where did you get the bearing?
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: 582 Ebox MKIII and prop advise |
Now I discover I cannot put a large enough 3 blade prop on the 582 e
box combo. | Giovanni Day
Giovanni/Gang:
What diameter is large enough?
Just curious.. I had a 3 blade GSC wood and a 3 blade Warp, but can
not remember what diameter they were. Maybe 68" or 70" on a C Gear
Box.
john h
________________________________________________________________________________
From: | DAquaNut(at)aol.com |
Group,
This may be a dumb question , But where do you check the pitch on an Ivo
prop, At the tip? Also what is the purpose of the 1/2 inch holes on both sides
of the gearbox on the 447. Does it hurt anything to leave them open. Im pretty
sure that is how the factory Firefly is set up.
Ed ( in Houston
________________________________________________________________________________
From: | "Steven Green" <kolbdriver(at)bellsouth.net> |
Subject: | Re: Facet Fuel Pump |
When you turn off your master switch, does that not turn off the
electric fuel pump?
If one has the time and forethought, good idea to kill the master
before impact. Cuts down on the chances of an electrical spark
igniting spilled fuel.
Take care,
john h
Yes, the master does kill everything
I was afraid I might be short on forethought or not have the time at a
time like that. Your comments have changed my thoughts on where I will
install the inertia switch. I will now install it in the circuit for the
master power solenoid. There it will kill all power in the event of an
undesireable event.
Steven G.
BTW: I was able to shut down all power when I had the engine failure, but I
was probably 500' AGL.
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Re: Facet Fuel Pump |
that. Your comments have changed my thoughts on where I will
> install the inertia switch. I will now install it in the circuit for the
> master power solenoid. There it will kill all power in the event of an
> undesireable event.
Steve/all
Just curious about where this enertia switch goes in the circuit. If it
only is in the coil circuit for the master solenoid you will still have one
side of the contacts on the solenoid hot and the lead from there to the
battery hot . Keeping that lead as short as possible decreases the chances
of it being shorted to ground or arcing in a crash. Adding extra covering
over that will help even more. You probably are already aware of this but
just wanted to mention it in case. Kirk
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Subject: | Re: 582 Ebox MKIII and prop advise |
>
> >> what ratio and prop most are running on a 582? Thanks
>>
>> Giovanni Day
>> MKIII
>>
>
On my MK3 with 618, I use e-box, 3:47 to 1, 72", 3 blade Warp. Very
pleased.
Bob Griffin
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Outboard Rib Reinforcement |
Good Morning Kolbers:
Was trying to find some other info for Paul Petty, rivet sequence for
attaching ribs to spar. While looking through my old MKIII
supplemental drawings, came across this page:
http://home.elmore.rr.com/jhauck/MK%20III%20Construction/Rib%20Reinforcement.jpg
If it is not large enough, I will rescan and upload another to my
index page.
Please note the date Dennis Souder drew the plans and the wrote the
instructions, 1990. I built my first MKIII wings in 1991 and the
second set in 1992. I noticed one thing I did not do on my rib
reinforments, the two extra rivets in the front and rear gussets. So
far, this has not presented any problem. When I rebuilt the left wing
in 2001, the front and rear gussets were just fine.
Also note that: "These are not necessary for NORMAL flight loads with
a properly handled and maintained wing." I emphsize "normal flight
loads." My wings have experienced much more than normal flight loads
during their travels. Especially the one in the back of the trailer
from Muncho Lake, BC, to OSH, and finally hauck's holler, Alabama.
Also note, where the holes are drilled and riveted. Maybe List Member
Jim Gerken will rethink what he wrote about "my" useless modifications
"filling the ribs with unnecessary holes, weakening them, adding
weight for nothing."
Please take into consideration, my airplane has not led a NORMAL life,
and will not lead a normal life in the future. In these conditions, I
want Miss P'fer to keep on doing the excellent job she has been doing
all these years. She has proven to me, whether any one else agrees or
not, that the rib mods are, indeed, doing what I wanted them to do.
If you all need a larger picture to see the plan sheet more clearly,
let me know.
I also added another 10 mb to the 5 free ones Road Runner gave me for
my personal web site. $10.00 a month is a small fee to try and help
folks with their Kolbs.
Take care,
john h
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Inertial switch to kill power |
I think this idea of an inertial switch is interesting. But I have one
concern that I'd be interested to hear comments about. Is it possible that
an unexpected bump in the air could trip the switch? Even on days when the
flying was pretty sweet, I've hit an occasional blammo that would rattle my
teeth.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: "Steven Green" <kolbdriver(at)bellsouth.net>
Subject: Re: Kolb-List: Facet Fuel Pump
>
> When you turn off your master switch, does that not turn off the
> electric fuel pump?
>
> If one has the time and forethought, good idea to kill the master
> before impact. Cuts down on the chances of an electrical spark
> igniting spilled fuel.
>
> Take care,
>
> john h
>
>
> Yes, the master does kill everything
>
> I was afraid I might be short on forethought or not have the time at a
> time like that. Your comments have changed my thoughts on where I will
> install the inertia switch. I will now install it in the circuit for the
> master power solenoid. There it will kill all power in the event of an
> undesireable event.
>
> Steven G.
>
> BTW: I was able to shut down all power when I had the engine failure, but
I
> was probably 500' AGL.
>
>
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
----- Original Message -----
From: "Richard Swiderski" <swiderski(at)rocketjet.net>
Subject: RE: Kolb-List: mod weight
>
> Ronnie,
>
> Give me a call, 352-307-9009 drive. There were a lot of little
> things that made a big difference in handling. ...Richard Swiderski
>
>
> what did you do about the slop in the linkage, as mine has some not much
> but
> some?
> >
> > "garvelink"
> >
> > I flew an UltraStar hard & fast & sometimes heavy for about
> > 350hrs. No aerobatics, if you don't count wingovers. Twice I went
> > through some violent wing flutter (before I got rid of the control
> > linkage slop & pin attatchment slop & inboard spar flex). It remained
> a
> > faithful & dependable friend. The only structural failures that I
> know
> > of were from impacting mother earth with not enough finesse.
> ...Richard
> > Swiderski
> >
> > Don,
> >
> > What about the Ultrastar? do you know if there have been any
> structural
> > failures?
> >
> >
>
>
> ==
> ==
> ==
> ==
>
>
________________________________________________________________________________
Kolbers,
For what it's worth, I have an inertia in my hand and it trips pretty easy. I remember
when these were made mandatory by the DOT for fuel injected cars. I was
working for a Ford dealer at the time and we had a lot of customers that would
"trip" the switch by hitting a pot hole. It was common when they first started
using them but not common anymore.
pp
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Re: Inertia switch |
This was my worry. So if I were to make a hard, bouncy landing and the
engine were suddenly "off" because of this switch, I wouldn't have the
option to use power to get things under control or to go around. I could
even lose power by hitting a bad bump on summer day?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: "Paul Petty" <lynnp@c-gate.net>
Subject: Kolb-List: Inertia switch
>
> Kolbers,
> For what it's worth, I have an inertia in my hand and it trips pretty
easy. I remember when these were made mandatory by the DOT for fuel injected
cars. I was working for a Ford dealer at the time and we had a lot of
customers that would "trip" the switch by hitting a pot hole. It was common
when they first started using them but not common anymore.
>
> pp
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Inertia switch |
| This was my worry. So if I were to make a hard, bouncy landing and
the
| engine were suddenly "off" because of this switch, I wouldn't have
the
| option to use power to get things under control or to go around. I
could
| even lose power by hitting a bad bump on summer day?
|
| -Ken Fackler
Ken/All:
You will not shut down the engine by shutting off the master switch,
if wired correctly, on electrical power, i.e., hot wires to cause
sparks when crashing providing for ignition for spilled fuel.
P Leads are grounded to kill ignition and shut down the engine. These
are on seperate switches from the master switch. Master switch simply
disconnects the continuous duty solenoid in the battery cable,
isolating juice to the battery.
I also have an alternator switch to disconnect the alternator from the
main buss bar.
Take care,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Inertia switch |
| You will not shut down the engine by shutting off the master
switch,
| if wired correctly, on electrical power, i.e., hot wires to cause
| sparks when crashing providing for ignition for spilled fuel.
| john h
Kolbers:
That paragraph sucks.
Let me try again. That's what I get for not reading what I write.
Master shuts down electrical power from the battery by disconnecting
the master solenoid, a continuous duty device. This reduces chances
of sparks from broken, shorted out wires, during and after the crash
from igniting spilled fuel.
P leads from ignition have to be grounded by the ignition switch(es).
Not connected to master.
john h
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Bing 64 - Auto leaning like HAC? |
Does anyone having experience with the Bing 64 carbs, as on the Rotax 912 engines,
know how and how well these carbs compensate for changes in density altitude?
Do they work like the HAC kits on the Bing 54s on the 2 strokes? How high
of a density altitude will they automatically compensate for? Any information
regarding their experiences with these carbs, especially at high density altitudes,
will be appreciated.
Thom in Buffalo
________________________________________________________________________________
From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
Subject: | Bing 64 - Auto leaning like HAC? |
The Bing 64 sort of compensate for pressure changes by default because it is
pressure, and not a cable, that actually raises the carb slide in them. So
they do have a modest amount of compensation by default.
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)
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Thom Riddle
Subject: Kolb-List: Bing 64 - Auto leaning like HAC?
Does anyone having experience with the Bing 64 carbs, as on the Rotax 912
engines, know how and how well these carbs compensate for changes in density
altitude? Do they work like the HAC kits on the Bing 54s on the 2 strokes?
How high of a density altitude will they automatically compensate for? Any
information regarding their experiences with these carbs, especially at high
density altitudes, will be appreciated.
Thom in Buffalo
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Bing 64 - Auto leaning like HAC? |
| Does anyone having experience with the Bing 64 carbs, as on the
Rotax 912 engines, know how and how well these carbs compensate for
changes in density altitude?
| Thom in Buffalo
Thom/All:
Aug 1994, 13,500 feet, Rotax 912, MK III, still climbing and putting
out power.
May 2003, 14,500 feet, Rotax 912ULS, same MK III, still climbing and
putting out power.
Do not know if 912 carb operates like a HAC carb.
Eric Tucker referred to the carbs as Constant Depression Carbs (CD).
I have always, right or wrong, called them Constant Velocity Carbs
(CV).
The 912 carb is very similar in operation to the SU carbs used on
Brit vehicles for many years. Also on my 1960 and 61 Volvo PV544's.
Had to put light machine oil in the reservoirs for dampening the
pistons.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Bing 64 - Auto leaning like HAC? |
| The Bing 64 sort of compensate for pressure changes by default
because it is
| pressure, and not a cable, that actually raises the carb slide in
them. So
| they do have a modest amount of compensation by default.
|
| Tom Olenik
Tom/All:
Your post makes the 912 carb sound like it doesn't work well, "they do
have a modest amount of compensation by default."
I realize your Pappy has been talking about "his" HAC system for two
stroke carbs, but.................
I just hit the send button on a post based on "actual" flight
experience with the Bing CD carb to 14,500 feet. Many other flights
above 10,000. Not bragging on the Bing Carb, would much rather have a
good electronic fuel injection system.
I am not a mechanic/engineer/dealer. But I have seen them work and
work well without user input to change jetting or set up.
1994 was a different story for the carbs on the 912 that were not the
least bit happy at anything below cruise power, which is 5,000 rpm for
me. As soon as I would back off cruise, at temps in the 30s and 40s,
the engine felt it was coming out of the mounts. Shuddered and shook
something frightening. The following winter, after some user
experimentation and a lot more flight time, I discovered the 912S
manufactured in late 1992 was tuned very lean in midrange. Any
further leaning would invoke complaints from the engine.
On the other hand, the 912S, manufactured late 1999, had since had the
carb tuning changed. Never had any problems, right out of the box,
with the 912S flying in the same geographical and meteorogical
conditions.
NOTE: My post is not to cause controversy. Simply expressing my
point of view, for those that would think otherwise. :-)
john h
________________________________________________________________________________
From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
Subject: | Bing 64 - Auto leaning like HAC? |
Exactly right. I just don't want to say that they compensate 100% for
density altitude, because they don't. Just fot pressure, which is only one
componenst of density altitude. Still, that will be enough for most common
flying.
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)
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck
Subject: Re: Kolb-List: Bing 64 - Auto leaning like HAC?
| The Bing 64 sort of compensate for pressure changes by default
because it is
| pressure, and not a cable, that actually raises the carb slide in
them. So
| they do have a modest amount of compensation by default.
|
| Tom Olenik
Tom/All:
Your post makes the 912 carb sound like it doesn't work well, "they do
have a modest amount of compensation by default."
I realize your Pappy has been talking about "his" HAC system for two
stroke carbs, but.................
I just hit the send button on a post based on "actual" flight
experience with the Bing CD carb to 14,500 feet. Many other flights
above 10,000. Not bragging on the Bing Carb, would much rather have a
good electronic fuel injection system.
I am not a mechanic/engineer/dealer. But I have seen them work and
work well without user input to change jetting or set up.
1994 was a different story for the carbs on the 912 that were not the
least bit happy at anything below cruise power, which is 5,000 rpm for
me. As soon as I would back off cruise, at temps in the 30s and 40s,
the engine felt it was coming out of the mounts. Shuddered and shook
something frightening. The following winter, after some user
experimentation and a lot more flight time, I discovered the 912S
manufactured in late 1992 was tuned very lean in midrange. Any
further leaning would invoke complaints from the engine.
On the other hand, the 912S, manufactured late 1999, had since had the
carb tuning changed. Never had any problems, right out of the box,
with the 912S flying in the same geographical and meteorogical
conditions.
NOTE: My post is not to cause controversy. Simply expressing my
point of view, for those that would think otherwise. :-)
john h
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
If this inertial switch turns off for any reason other then a crash then you
are adding a very negative piece of gear that you really don't need. KISS
(keep it simple stupid) is usually the best guideline for systems design in
aircraft. You already have a master switch. It takes only the flick of a
finger to kill all power in the system. Do you really need a device that
turns all power off for you based on some inertial spike? What are the
specs. for this device? How is it calibrated. Does it matter how it is
mounted to determine what g level sets it off? What is the failure rate and
mode. Do they fail on or off? Is it resetable? If you land out in a field
hard (or hit some wicked turbulence) and set this thing off can you reset it
and start up again and keep flying or takeoff again if there is minimal
damage? All I can say is leave it on your bench and you're sure it won't
cause you problems. Put it on the plane and now you have to know the
answers to all these questions, and a bunch more I haven't thought of.
Topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Kirk Smith
Subject: Re: Kolb-List: Facet Fuel Pump
that. Your comments have changed my thoughts on where I will
> install the inertia switch. I will now install it in the circuit for the
> master power solenoid. There it will kill all power in the event of an
> undesireable event.
Steve/all
Just curious about where this enertia switch goes in the circuit. If it
only is in the coil circuit for the master solenoid you will still have one
side of the contacts on the solenoid hot and the lead from there to the
battery hot . Keeping that lead as short as possible decreases the chances
of it being shorted to ground or arcing in a crash. Adding extra covering
over that will help even more. You probably are already aware of this but
just wanted to mention it in case. Kirk
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | re: Bing 64 - Auto leaning like HAC? |
Thanks for the information on your experiences....I'm a believer now. In fact the
words "...moderate compensation..." triggered my original question. But....can
anyone tell me how they work? I had the HAC kit on my old 582 and clearly
understood how it worked. The engineer in me is just wanting to know if the Bing
64 uses the same sort of set-up but internal to or at least standard equipment
with this carb. I know the HAC kit uses a single atmospheric pressure compensating
bellows that connects to both carbs for equalized automatic adjustment.
Since the two carbs on the 912 and the HKS 700 are not very close together
and do not utilize a common air filter, I was wondering how they worked. I could
not find a detailed and/or illustrated picture on the Bing website is why I
asked this group.
Any more details of its function? I know curiosity killed the cat but I can't help
it.
Thom in Buffalo
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Inertia switch/ELT's |
| Maybe I should have said "most," as I've never seen all ELTs.
|
| Bob N.
Bob N/All:
Amen, Brother! Gots to be careful about what you say and how you say
it. hehehe
I have never fired off the old Pointer I bought in 1991, in the air,
but have on the ground. Either weak enertia switch or very hard
landings or both.
The old Point ELT was cheap back then, but the batteries are very
expensive. Hope to update to one of the ELT's that uses D Cell
batteries and save some money on annuals.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Bing 64 - Auto leaning like HAC? |
| Exactly right. I just don't want to say that they compensate 100%
for
| density altitude, because they don't. Just fot pressure, which is
only one
| componenst of density altitude. Still, that will be enough for most
common
| flying.
|
| Tom Olenik
Tom/All:
How well does Gerry's HAC system do for compensation?
I never had a chance to use the system Rotax was selling back in the
80's. Really did not need it as most of my flying was rather low.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: re: Bing 64 - Auto leaning like HAC? |
The engineer in me is just wanting to know if the Bing 64 uses the
same sort of set-up but internal to or at least standard equipment
with this carb. | Thom in Buffalo
Thom/All:
Get that engineer out of ya and you will feel a lot better.
Eric Tucker explained the full function of the Bing 64 during the 912
School. Since Paul Petty was also there, and he is my junior (in
age), I will let him explain the operation of the Bing 64 Constant
Depression Carburator.
Or, ............ you can go to the Kodiak web site and download a 912
shop manual. There is an explanation in there. Or, if you can not
find it on the Kodiak Research web site, let me know and I will scan
that portion of the maintenance manual for you.
In layman's terms:
The carb measures static pressure at the end of the float bowl chamber
static port tube.
Another pressure port on the lip of the carb throat measures static
pressure there.
Another system measures the amount of airflow through the throat of
the carb.
The piston with fuel needle attached is raised and lowered by the
differences in pressure to meter the correct amount of fuel through
the main jet and needle jet.
The Bing CD carb uses a butterfly throttle valve behind the piston
(similar to the 2 stroke carb).
Not too technical, but maybe you can get on my level and understand.
:-)
Take care,
john h
________________________________________________________________________________
From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
Subject: | Bing 64 - Auto leaning like HAC? |
John,
Actually, I was the first to have a conversion kit and dad copied me after
seeing how many I was selling. :-) However, the kit works the same and
uses pretty much the same compensator as the one Rotax sold except we covert
your old carburetors instead of buying new ones. We just give you want you
need. Rotax wanted to sell it as a complete package with the carbs.... poor
marketing if you ask me. I've sold more of them in the last year than Rotax
probably sold in 10 years.
The kit compensates for both pressure and temperature. We normally use it
for protecting against atmospheric changes from day to do or season to
season. You know, my dad did have a piston seizure on an engine just from a
day to day density altitude change of several thousand feet. It was an cool
(rare) August morning and he had jetting for hot summer days in the 503.
Totaled the blue Micro Mong on that one. Was lucky to stumble away with
just a few stiches and a sprained ankle.
Now, there is some limit to the compensation. Since the adjustment is done
by a diaphragm expanding and contracting connected to a needle, there is
only so far the diaphragm can expand and contract and as it reaches close to
that limit, it will loose it's adjustment effectiveness. This range depends
on who's kit you buy. I should say that the compensator as it comes from
Bing is not EXACTLY the same as it was when Rotax made thier kits. We have
to change some things which, exactly what is proprietary information.
Basically, the compensator will not work right without these changes. My
dad and I do it a little differently, but with my kit the lower edge of the
adjustment range is a little below sea level and the upper part of the range
is somewhere between 18,000 - 20,000 feet. I've never flown that high, so
it's theoretical. That is also density altitude. Keep in mind that your
density altitude can be extremely different from your physical altitude by
several thousand feet.
It's mostly handy for the seasonal changes, like I said. While I am
perfrectly capable of changing needle clip positions or main jets, I don't
want to be out there with a screwdriver, 10mm wrench and 8mm wrench in 20F
weather fumbling around with jets with 20F gasoline on my unprotected
fingers. I want to just get in and go. So the HAC works nicely for that.
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)
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck
Subject: Re: Kolb-List: Bing 64 - Auto leaning like HAC?
| Exactly right. I just don't want to say that they compensate 100%
for
| density altitude, because they don't. Just fot pressure, which is
only one
| componenst of density altitude. Still, that will be enough for most
common
| flying.
|
| Tom Olenik
Tom/All:
How well does Gerry's HAC system do for compensation?
I never had a chance to use the system Rotax was selling back in the
80's. Really did not need it as most of my flying was rather low.
john h
________________________________________________________________________________
From: | "Steven Green" <kolbdriver(at)bellsouth.net> |
Subject: | Re: Facet Fuel Pump |
If this inertial switch turns off for any reason other then a crash then you
are adding a very negative piece of gear that you really don't need.
Reply: All automobiles with fuel injection (that know of) have inertia
switches for the purpose I intend to use it.
KISS
(keep it simple stupid) is usually the best guideline for systems design in
aircraft. You already have a master switch. It takes only the flick of a
finger to kill all power in the system.
Reply: I am probably not as quick to think and react as most others I am
just afraid that if I were to stall at 30 - 40 feet AGL during a bad landing
approach I would not think quickly enough to turn off the master. this is
only one possibility of a quick accident.
Do you really need a device that
turns all power off for you based on some inertial spike?
Reply: No. I just want it.
What are the specs. for this device? How is it calibrated. Does it matter
how it is
mounted to determine what g level sets it off?
Reply: My plane is an experimental.
What is the failure rate and mode. Do they fail on or off? Is it
resetable?
Reply: Don't know. Don't know. And yes they reset with the push of a
button. I plan to mount the switch within reach while seated and strapped
in.
If you land out in a field hard (or hit some wicked turbulence) and set this
thing off can you reset it and start up again and keep flying or takeoff
again if there is minimal
damage?
Reply: My engine will not quit running if the main power is off.
All I can say is leave it on your bench and you're sure it won't
cause you problems.
Reply: And it won't give me any protection either.
Put it on the plane and now you have to know the
answers to all these questions, and a bunch more I haven't thought of.
Again. My plane is an experimental. I am the manufacturer and tester of
parts that go on it. I am also the test pilot.
These are only my thoughts, I do not recommend this to any one. I am
enjoying the thoughts and comments about it. One comment has caused me to
change how I will put it in the system.
Steven G.
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Facet Fuel Pump |
| These are only my thoughts, I do not recommend this to any one. I
am
| enjoying the thoughts and comments about it. One comment has caused
me to
| change how I will put it in the system.
|
| Steven G.
Steven G/All:
Great response!
I love it!
That's why I like Steven Green. He is honest.
I remember when we went round and round about post crash fires. Some
wanted to build balistic resistant fuel systems. Some were going to
build fuel tanks within fuel tanks. And on and on.
I only know of one post crash fire in an ultralight, a RANS
S-something, out in Texax many years ago that killed a husband and
wife. Someone else knew of an UL accident that killed somebody else.
Post crash fires are about as prevalent as fires in automobiles. They
do happen, but not often. If you happen to be the one trapped in a
burning aircraft, you will probably wish you had taken more
precautions to survive.
Take care,
john h
________________________________________________________________________________
From: | ActionCrane(at)aol.com |
Subject: | Re: Starter trouble |
John,
I was able to get it locally at Kaman Bearing.
Steve H
________________________________________________________________________________
From: | "garvelink" <link(at)cdc.net> |
Subject: | Re: Outboard Rib Reinforcement |
John,
Thanks for the info either the link is down or incorrect because I can not
get it to come up. I will try again in the morn.
Srglink
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Outboard Rib Reinforcement
>
> Good Morning Kolbers:
>
> Was trying to find some other info for Paul Petty, rivet sequence for
> attaching ribs to spar. While looking through my old MKIII
> supplemental drawings, came across this page:
>
>
http://home.elmore.rr.com/jhauck/MK%20III%20Construction/Rib%20Reinforcement
.jpg
>
> If it is not large enough, I will rescan and upload another to my
> index page.
>
> Please note the date Dennis Souder drew the plans and the wrote the
> instructions, 1990. I built my first MKIII wings in 1991 and the
> second set in 1992. I noticed one thing I did not do on my rib
> reinforments, the two extra rivets in the front and rear gussets. So
> far, this has not presented any problem. When I rebuilt the left wing
> in 2001, the front and rear gussets were just fine.
>
> Also note that: "These are not necessary for NORMAL flight loads with
> a properly handled and maintained wing." I emphsize "normal flight
> loads." My wings have experienced much more than normal flight loads
> during their travels. Especially the one in the back of the trailer
> from Muncho Lake, BC, to OSH, and finally hauck's holler, Alabama.
>
> Also note, where the holes are drilled and riveted. Maybe List Member
> Jim Gerken will rethink what he wrote about "my" useless modifications
> "filling the ribs with unnecessary holes, weakening them, adding
> weight for nothing."
>
> Please take into consideration, my airplane has not led a NORMAL life,
> and will not lead a normal life in the future. In these conditions, I
> want Miss P'fer to keep on doing the excellent job she has been doing
> all these years. She has proven to me, whether any one else agrees or
> not, that the rib mods are, indeed, doing what I wanted them to do.
>
> If you all need a larger picture to see the plan sheet more clearly,
> let me know.
>
> I also added another 10 mb to the 5 free ones Road Runner gave me for
> my personal web site. $10.00 a month is a small fee to try and help
> folks with their Kolbs.
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: Flap and Aileron hinge devations |
Somewhere, maybe on Kolblist archives, are a whole bunch of msgs abt
aileron hinges. Some on X-type hinges. Dig into that. Couple of years ago...
Bob N.
________________________________________________________________________________
From: | "G. T. Alexander, Jr." <gtalexander(at)att.net> |
Subject: | Outboard Rib Reinforcement |
Try this one:
http://home.elmore.rr.com/jhauck/Aircraft%20Construction/Rib%20Reinforcement
.jpg
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of garvelink
Subject: Re: Kolb-List: Outboard Rib Reinforcement
John,
Thanks for the info either the link is down or incorrect because I can not
get it to come up. I will try again in the morn.
Srglink
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi All:
Anyone have or had experience with the Micro Air 760 VHF transceiver?
I am interested.
The radio of small, about 2.5" square and 5.5" deep. Can mount in
2.25" instrument hole or come up with your own.
Has intercom built in for two with side tone.
Thanks,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi All:
I have some tail boom H brace rivets loosening up. Not many, but
enough to feel it is time to correct. My H brace is alumnum. Nope, I
did not design and fabricate it. I was stock on the first run of MK
III's. Same for the wing H braces.
Anyone have this problem and if so, how did you correct.
Thanks,
john h
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: MicroAir 760 |
John,
I've seen on FLY-UL some guys have used MicroAir.
Bob N.
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Subject: | Re: MicroAir 760 |
John;
No real experience with the radio you asked about,
but, from comments of a friend with one, he stated
that it worked well, but was sometimes very hard
to change frequencies, or adjust, while in the air,
due to the small size of the controls.
Apparently, he attempted to change in a little less
than perfect air and had some difficulty doing so.
George
---
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Subject: | Re: MicroAir 760 |
John H;
In my previous note regarding the MicroAir 760
I failed to mention that those comments from a
friend where regarding his experience from the
cockpit of his Dragonfly.
He's now building a GlasAir, but, will NOT be
using that radio in it.
George
---
________________________________________________________________________________
Ed..
When I measure mine..for my own reference...I measure it 1 inch from the
tip...at 11.5 deg the Cuyuna UL-II-02 will turn my 60' IVO 5900 static or so
with a 2.58 gearbox...Runs out at 6300 IN FLight WOT..75 to 79 mph
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From: | Ted Cowan <tcowan1917(at)direcway.com> |
Was just wondering, how many fires after hard landings or crashes as it
were, have been reported or are known to the members. I cannot remember one
fire. I have seen some pretty nasty crashes and I guess if you gotta crash
that bad, everyone is going to be dead anyway. ted cowan, alabama
________________________________________________________________________________
From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
John,
Several of the sailplanes at our field use the 760 with satisfactory
results. I believe one fellow last year mentioned that he was having
intermittent cutout with it but he finally traced it down to a wiring short
outside of the radio.
I plan to put one in the Europa motorglider that I'm building right now. I
like the fact that it's small and has the builtin intercom. Perfect for a
two-seater.
Fly Safely,
Doug Lawton
NE Georgia & Whitwell TN
PS Anyone heard anything from Beauford lately?
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | Re: Flap and Aileron hinge devations |
anybody have any pics of aileron counterbalaces on a ultrastar?
----- Original Message -----
From: "Bob N." <ronoy(at)shentel.net>
Subject: Re: Kolb-List: Flap and Aileron hinge devations
>
> Somewhere, maybe on Kolblist archives, are a whole bunch of msgs abt
> aileron hinges. Some on X-type hinges. Dig into that. Couple of years
ago...
>
> Bob N.
>
>
________________________________________________________________________________
From: | "garvelink" <link(at)cdc.net> |
Subject: | Re: MicroAir 760 |
any of you guys ham operators?
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: MicroAir 760
>
> Hi All:
>
> Anyone have or had experience with the Micro Air 760 VHF transceiver?
>
> I am interested.
>
> The radio of small, about 2.5" square and 5.5" deep. Can mount in
> 2.25" instrument hole or come up with your own.
>
> Has intercom built in for two with side tone.
>
> Thanks,
>
> john h
>
>
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
Subject: | Re: Loose Rivets |
>
> Hi All:
>
> I have some tail boom H brace rivets loosening up. Not many, but
> enough to feel it is time to correct. My H brace is alumnum. Nope, I
> did not design and fabricate it. I was stock on the first run of MK
> III's. Same for the wing H braces.
>
> Anyone have this problem and if so, how did you correct.
>
> Thanks,
>
> john h
>
>
John,
I would move my landing gear back to the stock position as to releive some
of the stress on the tailboom. :-)
Just kidding. I wonder how far into Mk-3 production the aluminum H braces
went? My Mk-3 was #90 and as all the H braces were installed by the
original owner before I bought the project, I do not know what mine are. I
kind of hope they are aluminum after seeing how well Miss Pfer has held up,
and it also lowers any rust conserns.
Take Care,
Denny Rowe, Mk-3, PA
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
AM
Subject: Kolb-List: crash fires
>
> Was just wondering, how many fires after hard landings or crashes as it
> were, have been reported or are known to the members. I cannot remember
one
> fire. I have seen some pretty nasty crashes and I guess if you gotta
crash
> that bad, everyone is going to be dead anyway. ted cowan, alabama
>
> Ted,
> I recall Randy Schliter, the owner of Rans, was hurt in a post crash fire
in his "lifting body" prototype a while back.
Also Ernie Carlson "Carlson Aircraft Company" was taken from us in a fire
following a test flight accident.
It's a terrible thing, and somthing to be taken seriously. Has been a
subject of nightmares for me on occasion.
Sorry for peeing in everyones cereal this morning. :-(
Be careful out there.
Denny Rowe
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: MicroAir 760 |
I like the fact that it's small and has the builtin intercom.
Perfect for a
| two-seater.
| Doug Lawton
Doug/All:
Mine too, Doug. How well does the intercom work? Was not clear
whether it had a PTT capability for intercom or "turn on, leave on" as
I understood from all the searches I did for info last night.
Sky Sports sells a wiring harness for $190.00, which is way too much
for that. Are you familiar with the requirements for wiring the
radio? I wonder if the plug on the wiring harness comes with the
radio? If so, it probably will not be that difficult to do my own
wiring.
Most of my intercom/VHF comm problems have been traced to wiring
damage caused by the infamous rats a couple years ago. Every once in
a while more damage in the form of chewed wires and cut wire
insulation appears. They can do a lot of damage and in places one can
not see.
Thanks for the info,
john h
________________________________________________________________________________
From: | "dama" <dama(at)mindspring.com> |
Subject: | Re: Loose Rivets |
I have some tail boom H brace rivets loosening up. Not many, but
> > enough to feel it is time to correct. My H brace is alumnum. Nope, I
> > did not design and fabricate it. I was stock on the first run of MK
> > III's. Same for the wing H braces.
> >
Any idea how many landings are on the boom, John? Well, some people keep
track, like me...(518 to date).
Kip
Atlanta FS II
http://www.springeraviation.net/
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Loose Rivets/Tail Boom |
| Any idea how many landings are on the boom, John? Well, some
people keep
| track, like me...(518 to date).
| Kip
Morning Kip/Gang:
There's 5,372 landings in my log book since I got my PVT ticket. That
figure includes about 30 hours 152, factory MKIII and Sling Shot time.
I would guess, without going through the log books, near 5,000 on Miss
P'fer.
That averages out to about 2.5 per hour.
Take care,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Loose Rivets |
Morning Denny/Gang:
| I would move my landing gear back to the stock position as to
releive some
| of the stress on the tailboom. :-)
Yea! And put one of those funky looking training hoops or training
wheels under the nose? No thanks.
| Just kidding. I wonder how far into Mk-3 production the aluminum H
braces
| went?
I don't know. Mine is SN: M3-011, Feb 1991. I am sure Dennis Souder
has a good idea when.
You can look in the tail boom and see. The aluminum H brace uses very
heavy wall tubing and is easy to identify with flash light and
eyeball.
Primary rivet loosening is near the center of the H brace. Nothing
bad, at this time, but definitely getting loser.
I was thinking about blocking the fuselage to neutralize the weight on
the tail boom, drill the old rivets out and replace.
First tell/tale sign of rivet working was the aerothane paint popped
off the rivet heads.
Take care,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: MicroAir 760 |
| I've asked repeatedly about Beauford, and nobody says a word.
Lar.
Larry/All:
That's because we do not know.
Maybe we need to contact Beauford. :-)
I bet he is involved with his job again, or he got tired of the BS
that seems to get slung around here about every two months now.
Take care,
john h
________________________________________________________________________________
Was just wondering, how many fires after hard landings or crashes as it
> were, have been reported or are known to the members. I cannot
remember
Ted,
I think we are all concerned about the potential for fires with our
planes whether we're aware of it or not. From simple refueling safety to
minor leaks or major ruptures such as in a crash. Dallas Shephard
recently crashed his Mark 3 and there were no real bad injuries but fuel
was running on him and his grandson. He couldn't reach the master switch
as I recall. Probably a good thing too as an arc created by opening the
circuit under load could have ignited the fumes.
Kirk
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|He couldn't reach the master switch
| as I recall. Probably a good thing too as an arc created by opening
the
| circuit under load could have ignited the fumes.
| Kirk
Snuffy/All:
Not trying to create an argument, but aren't most continuous duty
solenoids used as master switches sealed?
I agree that switches that are not easy to reach are pretty much
useless in emergency situation.
john h
________________________________________________________________________________
ED...made a mistake in that post...I have a 2.65 :1 Gearbox...(2SI)
Also.of note....at 5300 cruise...The FireFly is at 60mph...(2000 rpms prop)
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | John Williamson has his Kolbra for Sale |
I was surfing this morning and noticed on John Williamson's web site that he
has his newly rebuilt Kolbra for sale. John please say it ain't so! Are you
just switching to a differen't model Kolb?
Rick Neilsen
Redrive VW Powered MKIIIc
________________________________________________________________________________
In a message dated 2/22/2004 10:19:14 AM Eastern Standard Time,
snuffy(at)usol.com writes:
Was just wondering, how many fires after hard landings or crashes as it
> were, have been reported or are known to the members. I cannot
remember
Recently, at a local airstrip, a wooden experimental [not an ultralight]
apparently stalled & pancaked in. Pilot may have survived the impact, but the
landing gear sheared the fuel lines & the pilot was engulfed in flames within
seconds. The sliding canopy was jammed & he could not open it. The flames were
so intense that rescuers could not get to him. The pilot, while screaming in
pain, was able to climb over the back of his seat & kick out the side of his
burning fuselage & crawl out far enough for rescuers to drag his burning body
away from the inferno. Except for metal parts, the plane was consumed in
under 2 minutes.
Mostly third degree burns over 92% of his body.
The pilot lived for a week until they removed life support.
We are now planning on maintaining a"'crash-cart" at our field with several
fire extinguishers, lots of sterile water, crowbar, axe, firemans coat &
helmet,& what-ever else we can think of , all on a fast golf cart.
Probably wouldn't have saved this pilot's life, but we feel the need to do
something............
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
<lynnp@c-gate.net>
This was my worry. So if I were to make a hard, bouncy landing and the
engine were suddenly "off" because of this switch, I wouldn't have the
option to use power to get things under control or to go around. I could
even lose power by hitting a bad bump on summer day?
------------------------------
No
it would kill the radio, fuel pump, gps, intercom, lights, etc. the engine does
not require outside power to run... cdi will work without 12v input.
boyd
----------------------
All ELTs have inertial switches, that can be "unarmed' or switched off.
I've never seen /heard of an ELT sw arming without plane hitting
hard--turbs don't seem to do it.
Maybe I should have said "most," as I've never seen all ELTs.
Bob N.
----------------------
Elt inertia switches require aprox 1 g of forward deacceleration...
a hard landing would not set it off only a sudden stop.
boyd
________________________________________________________________________________
Subject: | Re: Loose Rivets/Tail Boom |
From: | ul15rhb(at)juno.com |
writes:
>
> | Any idea how many landings are on the boom, John? Well, some
> people keep
> | track, like me...(518 to date).
> | Kip
>
> Morning Kip/Gang:
>
> There's 5,372 landings in my log book since I got my PVT ticket.
> That
> figure includes about 30 hours 152, factory MKIII and Sling Shot
> time.
>
> I would guess, without going through the log books, near 5,000 on
> Miss
> P'fer.
>
> That averages out to about 2.5 per hour.
>
> Take care,
>
> john h
John,
I was surprised to hear the H-section is made of aluminum on your Mark
III. Intuition tells me that thin aluminum legs on the H-section would
add little strength to the inside of the fuse tube. The Original Firestar
has chromoly steel in both the wings and fuse tube. Old Kolb did it right
the first time. I wonder if the new Kolbs are aluminum too. Somehow, I
missed this bit of information over the years or the senior moments are
becoming more frequent. I have 2500+ landings on mine and don't see any
signs of loose rivets on the fuse tube, but then my Kolb is 540lbs gross.
I've noticed, John, that you stand on your fuse tube to look at the top
of the engine. I have never stood on mine. Even with the chomoly
H-section, I would think my weight would stress it quite a bit. I have
noticed the main 3/8" bolt has loosened up a turn or two after 15 years.
Those bolts in the wings have locktite on them and this one didn't.
I made my last winter flight of the season up here in the great
northland. I landed on skis out on the lake about 12 times. It's getting
too warm, too fast. Yesterday was blue skies and light winds with a high
of 34F. The lakes are melting and there goes my winter flying activities.
Ralph
Original Firestar
17 years flying it
________________________________________________________________________________
>aren't most continuous duty
> solenoids used as master switches sealed?
Probably are in most certificated aircraft. The toggle that is mounted
on the panel probably isn't.
________________________________________________________________________________
From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
Subject: | Re: Bing 64 - Auto leaning like HAC? |
What I'm reading from these posts is that while it may be a modest amount of
altitude compensation, it is more than sufficient for the altitudes we fly.
Sometimes discussions get into finer points of engineering and physics and
stuff, which is always interesting, but sometimes the practical matter is
that some of the distinctions aren't terribly significant when it comes to
actual performance. For someone considering the purchase of a 912 or 912S,
I can offer a similar experience to John's. At a flying weight of around
920 lbs, my 912 powered Mark III was still climbing around 450fpm at 10,500
ft, the outside air temperature was around 36F. Maybe with computer
controlled fuel injection it would be doing better, but I was cold and ready
to stop climbing and come down. Actually, I like to fly along at about
10-15 feet, it makes it seem like you're going faster.
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Bing 64 - Auto leaning like HAC?
>
> | The Bing 64 sort of compensate for pressure changes by default
> because it is
> | pressure, and not a cable, that actually raises the carb slide in
> them. So
> | they do have a modest amount of compensation by default.
> |
> | Tom Olenik
>
> Tom/All:
>
> Your post makes the 912 carb sound like it doesn't work well, "they do
> have a modest amount of compensation by default."
>
> I realize your Pappy has been talking about "his" HAC system for two
> stroke carbs, but.................
>
> I just hit the send button on a post based on "actual" flight
> experience with the Bing CD carb to 14,500 feet. Many other flights
> above 10,000. Not bragging on the Bing Carb, would much rather have a
> good electronic fuel injection system.
>
> I am not a mechanic/engineer/dealer. But I have seen them work and
> work well without user input to change jetting or set up.
>
> 1994 was a different story for the carbs on the 912 that were not the
> least bit happy at anything below cruise power, which is 5,000 rpm for
> me. As soon as I would back off cruise, at temps in the 30s and 40s,
> the engine felt it was coming out of the mounts. Shuddered and shook
> something frightening. The following winter, after some user
> experimentation and a lot more flight time, I discovered the 912S
> manufactured in late 1992 was tuned very lean in midrange. Any
> further leaning would invoke complaints from the engine.
>
> On the other hand, the 912S, manufactured late 1999, had since had the
> carb tuning changed. Never had any problems, right out of the box,
> with the 912S flying in the same geographical and meteorogical
> conditions.
>
> NOTE: My post is not to cause controversy. Simply expressing my
> point of view, for those that would think otherwise. :-)
>
> john h
>
>
________________________________________________________________________________
From: | Russ Kinne <kinnepix(at)earthlink.net> |
They always used to teach pilots to OPEN THE DOORS!!! if a crash is
imminent; I sure hope they still do. Maybe even more important than killing
the switches.
REuss Kinne
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: inertia switch |
Boyd is correct in saying that ELTs are supposed to arm/go off at a
forward G spike.
This means attention to the physical placement of the ELT--making
certain that the G sw is located/aligned where a forward spike will trip
it. I sold several dozen EBC ELTs in early 70s, and installed a lot of
them...and cked installations done by others. The worst...and
many...were the installations on the leftside cabin interior, right
below the windshield on 172s and 150s. This is a piece of .032 or
thinner without any stiffening. In some crashes the ELT would not get
the full spike of G, but would have the spike softened by being attached
to the flexible side panel.
It's one pc of equip. you don't want SHOCK mounted!
Bob N.
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Subject: | Fw: Fabric Piper Restoration Seminar |
I thought this might be of interest to some. Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
Subject: Fabric Piper Restoration Seminar
Hello Everyone,
Our EAA Chapter is hosting one of the best build/restore seminars in the country
this coming May (See below or attached). This is the third time we've had the
opportunity to present Clyde Smith, aka "The Cub Doctor" whose years of experience
has helped so many builders/restorers get the job done the right way. Please
pass this information along to your fellow EAAer's and post this at your
chapter and in your newsletters. Thank you so much. Tim LoDolce President EAA
1073
ATTENTION:
PIPER OWNERS / MECHANICS / ENTHUSIASTS
RAG WINGERS
FABRIC PIPER RESTORATION SEMINAR
Intro: May 21, 22, 23 -- 2004
Presented By: Clyde Smith, Jr., =E2=80=9CThe Cub Doctor=E2=80=9D, A&P, IA
Hosted by: EAA Chapter 1073, Inc., Truckee Tahoe
A 3 day Introductory Seminar/Workshop relating to topics about rebuilding and maintaining
your fabric covered Piper models J-3 through PA-22 and PA-25. Fee:
$300
Seating Limited, Reserve Early
For More Information Contact: Lou Reinkens, EAA 1073, Seminar Coordinator 530.525.5273
FAX: 530.525,5949
Email: rockwood(at)inreach.com
Held at EAA 1073, INC. Chapter house/workshop located at
Truckee Tahoe Airport
10356 TRUCKEE AIRPORT ROAD
TRUCKEE, CA 96161
Hotels/Motels:
Best Western Truckee Tahoe ( Closest to Seminar )
11331 Highway 267 (Request =E2=80=9CFabric Piper Seminar=E2=80=9D group
rate: $79)
Truckee, CA 96161 ( INCLUDES BREAKFAST,
530.587.4525
800.824.6385 MUST HAVE RESERVATIONS IN by MAY 2
Note the airport has a courtesy van for transportation call 530.587.4119
Inn at Truckee
11506 Deerfield Drive
Truckee, CA 96161
530.587.8888
Holiday Inn Express
10527 Cold Stream Road
Truckee, CA 96161
530.582.9999
Lake Tahoe Central Reservations: 1-800 AT TAHOE
(Truckee, North Lake Tahoe )
Camping/Rvs:
Soar Truckee (Located at airport and have some bunk rooms and RV Spots. Open
1 May)
13184 Sailplane Way
Truckee, CA 96161
530.587.6702
866.762.7875
Other full service RV parks and camp grounds are nearby.
TRUCKEE TAHOE AIRPORT CONTACT =E2=80=94Mike Scott, Asst. GM, 530.587.4119
Dear Fabric Piper Owner / Enthusiast,
Thank you for your interest in the upcoming restoration seminar. As the fabric
Piper fleet ages and newer, younger owners and restorers take over, I find an
ever increasing need to educate the current and future generation of owners and
rebuilders on what the standards were when these aircraft were built, the oldest
of which are now over 60 years in age. I can sense this lack of knowledge
by the questions that are asked and all the phone calls and letters that I
receive. The "Type Clubs" 'are doing a great job passing on information and experiences
among the membership, but there is still a missing link, especially
for those who don't belong to an owners club. It is for this reason that I have
decided to put my restoration work to the side and conduct a field training
program where I can go to the people, alone with various training aids, and
work with them in small groups instead of one on one by mail or over the phone
as I have been doing for nearly 20 years now. By using slides, video tapes,
diagrams, and actual "hands on" methods of instruc=C2=ADtion and demonstration,
there is not a more effective way to pass this information across. An additional
advantage is the camaraderie and friendship among the students and the sharing
of information and experiences of other students. That's what it's all
about.
With nearly nineteen years of my life spent working for Piper in such capacities
as drafting, technical writing, technical instruction, product support on all
the older models, and when called back to work in Vero Beach, was a man=C2=ADager
and creator of the Cub Kit program. With all this experience and exposure,
I feel well qualified and capable of con=C2=ADducting this mobile school program.
I also own four fabric Piper models myself. A 1946 J-3, a PA-12, a
PA-15, and the prototype PA- 16 Clipper. This is my goal, to preserve the past
for the future, and pass this information on so that these fine airplanes may
be preserved, maintained, and enjoyed well into the future.
Now to tell you a little more about the upcoming seminar. By the way, if you don't
even own an airplane yet, this is a fantastic way to familiarize yourself
with each of the models and find out all there is to know from service problems
to performance specs, and what you might expect to pay for a particular model
that you are interested in. On. the first day we begin with a presentation
of the Genealogy of the early Pipers. We'll discuss all the FAA AD notes that
per=C2=ADtain to the airframe, engine and accessories. As the class progresses
we'll go over the whole restoration process in great detail from tear down
to the final inspection and test flight. We'll discuss cleaning, inspection,
fabricating parts, and where to get parts and supplies. We'll also talk about
covering, painting upholstering, and final touches. There will be demonstrations
and a chance for some "hands on" experience. We'll end up with rigging
and annual inspections. If time and space allow, workshop duties will include
rib repair methods, wing panel tramming, rigging, Graco/Croix paint sprayer demonstration,
and even fabric covering and stitching. Each student will receive
an information packet including a notebook, pen, and a generous supply of very
informative handouts. Decals and some small parts will be displayed for sale
during the seminar. Old photos and factory reference books, along with currently
published books on Piper history 'II also be displayed. Video's pertaining
to Piper history will be shown during evening hours. If desired. workshop
duties may continue after the final day, and I will be available, for a fee,
for small duties or consulting.
Coffee and doughnuts will be supplied, complimentary, every morning. Lunch and
dinner will be up to the par=C2=ADticipants. EAA Chapter 1073 will have their
BBQs going for a nominal charge and the classroom and instructor will be available
for hangar flying. Group dinners at a local restaurant seem to be a popular
idea. Don't delay and miss out. Class size is limited. The seminar tuition
will still be $300.00 per person for the 2004 year, with spouses and family
members under 21 at half price. Returning students from previous seminars
will also be half price if space allows. As a courtesy to the host, and for plan=C2=ADning
purposes, please pre-pay at least 6 weeks in advance(April 9, 2004).
Checks may be made out to Cub Restoration Services. The instructor reserves
the right to cancel a class if attendance is not sufficient. All funds received
will be returned. Your host will provide lodging and transportation information
as well as directions to the seminar site. Come join in and be a part
of this friendly and informative session, and bring some photos of your airplane
or project with you. I'm looking forward to meeting you.
Sincerely,
Original signed by Clyde Smith, Jr.
Instructor, A&P, IA
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Loose Rivets/Tail Boom |
| I've noticed, John, that you stand on your fuse tube to look at the
top
| of the engine.
I have never stood on mine. Even with the chomoly
| H-section, I would think my weight would stress it quite a bit.
I have
| noticed the main 3/8" bolt has loosened up a turn or two after 15
years.]]
| Ralph
Ralph/Ya'll:
I have always got up on the tail boom to get to the top of the engine,
Firestar and MKIII.
Compared to the force exerted by that long tail boom and tail wheel
strut on the H brace, my 185 lbs is negligible. Never had a rivet
loosen up on the Firestar and it had 755 hours.
Moving the main gear fwd increased the amount of stress on the H brace
on my MK III.
I doubt the nut backed off the 3/8" H brace bolt in your boom tube.
Most likely paint, dope, fabric, and wear on that point will allow the
bolt to get loose.
john h
________________________________________________________________________________
Subject: | Re: Loose Rivets/Tail Boom |
From: | ul15rhb(at)juno.com |
writes:
> I doubt the nut backed off the 3/8" H brace bolt in your boom tube.
> Most likely paint, dope, fabric, and wear on that point will allow
> the
> bolt to get loose.
>
> john h
John,
Where the 3/8" bolt goes through has no paint, dope, or fabric there. I
left my rear cage open with no paint on the fuse tube.
Ralph
________________________________________________________________________________
From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
Subject: | Re: MicroAir 760 |
The installation manual is available from the Microair site,
http://www.microair.com.au/index.aspx?page=157&mid=2
The intercomm is not voice operated - you turn it on with a switch. You can
make it a momentary contact switch like a PTT or a panel switch to leave it
on all the time. The Sigtronics intercomm was very easy to hook up just the
mic and headphone line to the pilot's side of the Microair. The intercom
delivers sound to both. I didn't use the PTT wiring of the intercom, I just
wired the switch directly to the Microair. Works like a champ.
----- Original Message -----
From: "Jim Ballenger" <ulpilot(at)cavtel.net>
Subject: Re: Kolb-List: MicroAir 760
>
> John
> I have talked to Jabiru USA several times about the MicroAir 760. The
> intercom is not that good they say. It is a PTT type. I am planning to
> install the radio in my MK III X and use the intercom you have/recommend.
> The Jabiru site has the wiring diagram for the radio.
________________________________________________________________________________
From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Subject: | Radio Interference Fixes? |
Fellow Flyers,
I am in the process of installing an Icom A-21 radio in my plane with
a 582 and need to do something about the radio interference from the
engine. I was wondering what kind of wire can or should be used for
shielded kill switch wires? I have some 18 gauge shielded "security
system" wire. Would that work ok for the kill wires? Is there anything
else that I should be doing? Do you just shield the kill wires or must I
shield the a/c alternator wires going to the rectifier / regulator? I
have installed the resister spark plugs but have not installed the
shielded caps or ign. wires. I have not had a chance to recheck it since
replacing the plugs. Thanks, Earl Z.
________________________________________________________________________________
From: | Russ Kinne <kinnepix(at)earthlink.net> |
Sorry for making a possibly confusing statement. When I said OPEN THE DOORS
-- I meant just unlock/unlatch them. You just about can't open doors
inflight, with most aircraft.
And on fire extinguishers -- I feel it's a good idea always to carry one in
cars, boats & aircraft -- but remember you'll be BREATHING whatever you
spray around. You can safely breathe HALON at concentrations that will put
out fires. Dry-chemical? -- not a good idea. Hard to clean up too.
Russ Kinne
________________________________________________________________________________
From: | c.f.white(at)att.net |
Hi All:
Anyone have or had experience with the Micro Air 760 VHF transceiver?
I am interested.
John, I have both the 760 VHF and also their matching transponder. Both work great!
Be sure and buy the wiring harness that is available already assembled, it
doesn't cost much and includes wiring for intercom. Also be sure to turn the
mike gain way down on the intercom - if you don't, the background noise from
the engine makes it difficult to hear.
Regards...
Charles White
Rollins, Montana 59931
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: crash fires also contactor diode |
Just stick a small el cheapo diode across the coil terminals. SWAG1a.@150PIV. Pos
to Pos!!
Bob N.
________________________________________________________________________________
From: | "Bill Elder" <billelder(at)denver.net> |
Subject: | Re: MicroAir 760 |
John,
I have a Microair 760 installed on my MK III Classic with a DRE 244
intercom. Works great! All radio checks have been loud and clear. Antenna
mounted on the bottom of the nose cone with a pretty good sized grounding
plane (.025 aluminum). Bill in Colorado
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: MicroAir 760
>
> Hi All:
>
> Anyone have or had experience with the Micro Air 760 VHF transceiver?
>
> I am interested.
>
> The radio of small, about 2.5" square and 5.5" deep. Can mount in
> 2.25" instrument hole or come up with your own.
>
> Has intercom built in for two with side tone.
>
> Thanks,
>
> john h
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Flap and Aileron hinge devations |
|
| anybody have any pics of aileron counterbalaces on a ultrastar?
Ronnie/All:
Never seen any on an US, but I took some pics of mine a few minutes
ago.
They would look and attach same on all Kolb wings. Only exception
would be wall thickness of leading edge of the aileron, which will
determine the size of the tube that slides into the end of the aileron
leading edge tube.
All the pics are here:
http://home.elmore.rr.com/jhauck/Aileron%20Counter%20Balance%20Weights/
Click on each file to see the pic.
Now........all the pics are not of counter balance weights. Some are
practice shots with the digi cam Clay Stuart sent me. You may also
look at them. hehehe
If you have any questions, let out a shout.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Microair 760 |
| John, I have both the 760 VHF and also their matching transponder.
Both work great! Be sure and buy the wiring harness that is available
already assembled, it doesn't cost much and includes wiring for
intercom. Also be sure to turn the mike gain way down on the
intercom - if you don't, the background noise from the engine makes it
difficult to hear.
|
| Regards...
|
| Charles White
| Rollins, Montana 59931
Charles W/Gang:
Thanks to everyone who responded to m question about the MicroAir 760.
Rather than respond to all of them, this will save me some time.
Again, Thanks!
I looked at Sky Sports who also sell the MicroAir 760 and the wiring
harness. Sky Sports wants $190.00 for the wiring harness. Seems a
bit much for my budget, or any one else's, for that matter.
Charles, where did you get your radio and wiring harness? Would you
mind telling me how much you paid for the harness for the VHF?
Aircraft Spruce has the VHF for 743.00, but did not see anything about
the wiring harness. Guess could call them in the morning and see if
they have it and how much. BTW, that was the best price I could find
on the MicroAir 760.
How about the intercom? Did you use a seperate intercom or the one in
the MicroAir? Duncan McBride uses a Sigtronics intercom. I already
have one installed in the aircraft, a Sig 400SN.
Anybody got anything else on this radio, or a good alternative, let me
know.
Thanks to all,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: MicroAir 760 |
Antenna
| mounted on the bottom of the nose cone with a pretty good sized
grounding
| plane (.025 aluminum). Bill in Colorado
Bill/All:
What are the dimensions on your ground plane?
Just now reading a post on Bob Nukolls List. He says the ground plane
radius should be, as a minimum, the length of the antenna. May
airplane is not that wide where I have my antenna mounted under the
nose pod.
I think my ground plane is about 10 or 12" in diamter. Been working
ok on the other two radios.
Thanks, Bill.
john h
________________________________________________________________________________
From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
Subject: | Re: MicroAir 760 |
I've been using the $5.00 dipole that Boyd Young put on the list a while
back. I get great results with it, and I didn't even install it correctly -
one end should go up and the other down, and I laid them sideways. Anyway,
it worked as well as a 1/4 wave whip and a 20" square ground plane in the
rear of the fuselage like Richard Pike's, so I stayed with the dipole. A
piece of coax runs from the radio to the nose where the center conductor
exits the shielding. Equal lengths of the center conductor and shielding
separate 180 degrees from each other and extend in as straight a line as
possible, which isn't very far. Mine run from the nose just about back to
the instrument panel. But it works ok. I'm hunting for the link. Here
http://www.brigham.net/~byoung/antenna.html
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: MicroAir 760
>
> Antenna
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | Re: Flap and Aileron hinge devations |
many thanks john, ron in tx.
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Flap and Aileron hinge devations
>
>
> |
> | anybody have any pics of aileron counterbalaces on a ultrastar?
>
> Ronnie/All:
>
> Never seen any on an US, but I took some pics of mine a few minutes
> ago.
>
> They would look and attach same on all Kolb wings. Only exception
> would be wall thickness of leading edge of the aileron, which will
> determine the size of the tube that slides into the end of the aileron
> leading edge tube.
>
> All the pics are here:
>
> http://home.elmore.rr.com/jhauck/Aileron%20Counter%20Balance%20Weights/
>
> Click on each file to see the pic.
>
> Now........all the pics are not of counter balance weights. Some are
> practice shots with the digi cam Clay Stuart sent me. You may also
> look at them. hehehe
>
> If you have any questions, let out a shout.
>
> john h
>
>
________________________________________________________________________________
From: | "Beauford" <beauford(at)tampabay.rr.com> |
John, Lar, Kolbers, et.al...
Back on line again... not quite dead yet, but working on it... Finally
got computer running tonight... The younger hoodlum (computerman) tells me I
had a L2 bios "event" of some sort which then promptly corrupted the
operating system... happened about Christmas, but things got right
interesting at work and I didn't have time to fool with it (him) until this
week.... Stuffed a little more loot down the 'ol automation rathole,
smiled, and am trying to move on....
So what did I miss...??? More Kolb internecine tribal warfare....?
....technical breakthroughs...? somebody market a 40 horsepower, 40 pound,
4-stroke that bolts right onto a FireFly? See if it will all condense down
to a couple of paragraphs.... heh, heh...
Went out to the patch, dragged the kleenex airplane out of the trailer and
flew 1.1 this afternoon.... first time out in 6 weeks.... beautiful day...
shirtsleeves... CAVU.... lots of buzzards out lazing around in the
thermals.... Whilst jammed back into the sling seat listening to that
stupid little Rotax sing its guts out on takeoff, I caught myself
grinning... and was reminded once again why we put ourselves through all
this.... lubrication for the soul....
Consider me contacted... thanks for asking...... :-)
Beauford, The Aluminum Butcher of Brandon
FF- 076
-----
>
> | I've asked repeatedly about Beauford, and nobody says a word.
> Lar.
>
>>
> Maybe we need to contact Beauford. :-)
>
>
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: Radio Interference Fixes? |
I think any shielded wires ought to work. I used Radio Shack shielded wire
from the engine to the panel for the tach and kill switches. Used plain
wire from the engine to the reg/rect. No shields on the plug wires or caps,
no problems. Using an old Terra 720 handheld hardwired into the panel.
Richard Pike
MKIII N420P (420ldPoops)
>
> Fellow Flyers,
> I am in the process of installing an Icom A-21 radio in my plane with
>a 582 and need to do something about the radio interference from the
>engine. I was wondering what kind of wire can or should be used for
>shielded kill switch wires? I have some 18 gauge shielded "security
>system" wire. Would that work ok for the kill wires? Is there anything
>else that I should be doing? Do you just shield the kill wires or must I
>shield the a/c alternator wires going to the rectifier / regulator? I
>have installed the resister spark plugs but have not installed the
>shielded caps or ign. wires. I have not had a chance to recheck it since
>replacing the plugs. Thanks, Earl Z.
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Went out to the patch, dragged the kleenex airplane out of the
trailer and
| flew 1.1 this afternoon.... first time out in 6 weeks.... beautiful
day...
| shirtsleeves... CAVU.... lots of buzzards out lazing around in the
| thermals.... Whilst jammed back into the sling seat listening to
that
| stupid little Rotax sing its guts out on takeoff, I caught myself
| grinning... and was reminded once again why we put ourselves through
all
| this.... lubrication for the soul....
|
| Consider me contacted... thanks for asking...... :-)
|
| Beauford, The Aluminum Butcher of Brandon
| FF- 076
Beuford/All:
Don't think you missed a thing.
Check the Archives and see. hehehe
I did the same thing you did today with the exception of pulling Miss
P'fer out of the trailer.
You got me beat by .1 hours. I flew 1.0, shirt sleeves, CAVU, and
calm air. First flight since early January.
Hope you will grace us humble folks with your presence at Paradise
City in April.
Take care,
john h
DO NOT ARCHVIVE
________________________________________________________________________________
From: | DAquaNut(at)aol.com |
In a message dated 2/21/04 11:48:40 PM Central Standard Time,
donghe@one-eleven.net writes:
<<
When I measure mine..for my own reference...I measure it 1 inch from the
tip...at 11.5 deg the Cuyuna UL-II-02 will turn my 60' IVO 5900 static or so
with a 2.58 gearbox...Runs out at 6300 IN FLight WOT..75 to 79 mph
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
>>
Don
Thanks for
the info. Have you had good luck with your Cuyuna?
Ed (in Houston)
________________________________________________________________________________
From: | "Bill Elder" <billelder(at)denver.net> |
Subject: | Re: MicroAir 760 |
John
Don't have access to the airplane now but it's a "D" shaped grounding plane
that fits right in front of the cage brace (where you bolt the nosecone to
the cage). It fills the bottom area of the nosecone without bending up on
the sides. Hope that makes sense. Bill
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: MicroAir 760
>
> Antenna
> | mounted on the bottom of the nose cone with a pretty good sized
> grounding
> | plane (.025 aluminum). Bill in Colorado
>
> Bill/All:
>
> What are the dimensions on your ground plane?
>
> >
>
>
________________________________________________________________________________
From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
Subject: | Revised Recomendation On MicroAir 760 |
John,
First let me say, I've not started purchasing any radio or electronic gear
for my current project yet, (still sanding and filling, etc.) so virtually
everything I say is third hand experience (So much for my CMA disclaimer).
Your additional questions got me to wondering about the radio and built in
intercom, so I called my Bro' up in TN to get an update.
Well, the guy on our field who was having the intermittent problems, is
still having them. Said it cleared up for about 2 months when he found the
wiring problem, and then started doing it again. After extensive additional
searching, he pulled the instrument and sent it back to the factory. So
far, he hasn't gotten it back. I guess dealing with a company as far away
as Australia can be a pain. He did mention that his first impression of the
folks he'd dealt with at MicroAir wasn't positive. They were very defensive
and arrogant regarding their product and whether or not it could have
possibly have been their fault for the problems he was having. Time will
tell but that's not usually a good sign. He was quoted something like
$400.00 bucks to service the radio plus shipping. Sounds kinda high for a
$700.00 retail radio.
Also, Brother John has one of these radios in his single place sailplane, it
came with the plane when he bought it. Obviously, he's not using the
intercom function in a single place, but he said that he's had problems with
the radio also. He didn't go into much detail other than to say he'd never
by another one. He went with a Garmin 250 XL GPS/COM in his current
project.
And, he said that most of the guys on the field are using the "Becker" AR
4201 which is a bit more expensive, but fits the same size hole, has
intercom, internal lighting among other features. Spruce lists it at
$1095.00.
Anyhow, I thought that since I had given the apparent wrong impression in my
earlier response, that I'd clear that up. I'll just shut up now and stop
giving out advice on things I have no "first hand" experience
with..........;
)
Come see us when you get the chance!
Fly Safely,
Doug
NE Georgia & Whitwell TN
Doug/All:
Mine too, Doug. How well does the intercom work? Was not clear
whether it had a PTT capability for intercom or "turn on, leave on" as
I understood from all the searches I did for info last night.
Sky Sports sells a wiring harness for $190.00, which is way too much
for that. Are you familiar with the requirements for wiring the
radio? I wonder if the plug on the wiring harness comes with the
radio? If so, it probably will not be that difficult to do my own
wiring.
Most of my intercom/VHF comm problems have been traced to wiring
damage caused by the infamous rats a couple years ago. Every once in
a while more damage in the form of chewed wires and cut wire
insulation appears. They can do a lot of damage and in places one can
not see.
Thanks for the info,
john h
________________________________________________________________________________
From: | "garvelink" <link(at)cdc.net> |
Subject: | Re: Revised Recomendation On MicroAir 760 |
doug,
I am from chattanooga where do you fly out of? is it the glider port in
the sequachie valley?
Steve
----- Original Message -----
From: "Doug Lawton" <skyrider2(at)earthlink.net>
Subject: Kolb-List: Revised Recomendation On MicroAir 760
>
> John,
>
> First let me say, I've not started purchasing any radio or electronic gear
> for my current project yet, (still sanding and filling, etc.) so virtually
> everything I say is third hand experience (So much for my CMA disclaimer).
> Your additional questions got me to wondering about the radio and built in
> intercom, so I called my Bro' up in TN to get an update.
>
> Well, the guy on our field who was having the intermittent problems, is
> still having them. Said it cleared up for about 2 months when he found
the
> wiring problem, and then started doing it again. After extensive
additional
> searching, he pulled the instrument and sent it back to the factory. So
> far, he hasn't gotten it back. I guess dealing with a company as far away
> as Australia can be a pain. He did mention that his first impression of
the
> folks he'd dealt with at MicroAir wasn't positive. They were very
defensive
> and arrogant regarding their product and whether or not it could have
> possibly have been their fault for the problems he was having. Time will
> tell but that's not usually a good sign. He was quoted something like
> $400.00 bucks to service the radio plus shipping. Sounds kinda high for a
> $700.00 retail radio.
>
> Also, Brother John has one of these radios in his single place sailplane,
it
> came with the plane when he bought it. Obviously, he's not using the
> intercom function in a single place, but he said that he's had problems
with
> the radio also. He didn't go into much detail other than to say he'd
never
> by another one. He went with a Garmin 250 XL GPS/COM in his current
> project.
>
> And, he said that most of the guys on the field are using the "Becker" AR
> 4201 which is a bit more expensive, but fits the same size hole, has
> intercom, internal lighting among other features. Spruce lists it at
> $1095.00.
>
> Anyhow, I thought that since I had given the apparent wrong impression in
my
> earlier response, that I'd clear that up. I'll just shut up now and stop
> giving out advice on things I have no "first hand" experience
> with..........;
> )
>
> Come see us when you get the chance!
>
> Fly Safely,
>
> Doug
> NE Georgia & Whitwell TN
>
>
> Doug/All:
>
> Mine too, Doug. How well does the intercom work? Was not clear
> whether it had a PTT capability for intercom or "turn on, leave on" as
> I understood from all the searches I did for info last night.
>
> Sky Sports sells a wiring harness for $190.00, which is way too much
> for that. Are you familiar with the requirements for wiring the
> radio? I wonder if the plug on the wiring harness comes with the
> radio? If so, it probably will not be that difficult to do my own
> wiring.
>
> Most of my intercom/VHF comm problems have been traced to wiring
> damage caused by the infamous rats a couple years ago. Every once in
> a while more damage in the form of chewed wires and cut wire
> insulation appears. They can do a lot of damage and in places one can
> not see.
>
> Thanks for the info,
>
> john h
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Flap and Aileron hinge devations |
| John I laughed out loud when I read your statement about getting
away from engineering making a guy feel better. I've tried but it
still haunts me .
|
| Duane the plane, Tallahassee, FL, FireFly SN 007, Mk3/912 N7078A.
Hi Duane/Gang:
Save me some shrimp and mullet. I may have to head down to Panacea
for my regular seafood fix at any moment.
If I need numbers and engineering, I can always count on Duane to help
me out. He is definitely an engineer. I would like to see him and
Jack Hart get together. Wouldn't matter if anyone else was around or
not. These two guys would be locked up in numbers and engineer stuff.
The wings built to Kolb specs with counterbalance weights get the job
done for me. I used more hinge, but not necessary. My personal
choice to do so.
john h
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
. I was wondering what kind of wire can or should be used for
shielded kill switch wires? I have some 18 gauge shielded "security
system" wire. Would that work ok for the kill wires?
Earl Z
-------------------
i used coax... i grounded it at the engine and ran it to the control box at the
top of the windshield. where i ran the center conductor and the braid to the
terninals on the kill switch. anything elce that can be isolated will help
boyd
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
Seems to me, never having been there, that they'd be more likely to pop
open. Also, in flight, I don't think you could open the doors on a Mk III
if you wanted to. What do you think, John ?? Lar.
--------------------
i have pushed mine open a bit to get some air in during a summer flight.... have
wondered what would happen if it went over center.... would it remain controlable
or would the sind diip it closed.
boyd
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
Subject: | radio and intrxcom |
The intercomm is not voice operated - you turn it on with a switch. You can
make it a momentary contact switch like a PTT or a panel switch to leave it
on all the time. The Sigtronics intercomm was very easy to hook up just the
mic and headphone line to the pilot's side of the Microair. The intercom
delivers sound to both. I didn't use the PTT wiring of the intercom, I just
wired the switch directly to the Microair. Works like a champ.
when i first got my sigtronics spo22n i used a ptt that was between the intercom
and the radio... was always told the audio was poor.... started using the
ptt functon of the intercom and was told that things were a lot more clear.
boyd
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| i have pushed mine open a bit to get some air in during a summer
flight.... have wondered what would happen if it went over center....
would it remain controlable or would the sind diip it closed.
| boyd
Larry/Boyd/And the rest of you all:
Airstream keeps door in the popped open position. Never tried the
over center exercise and hope I don't. Imagine the door would rip
right off in a flash, or hang on and beat you to death.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | MicroAir 760 Wiring Harness |
Got an answer from Aircraft Spruce on wiring harness. They have them
and would love to send me one for 143.95 plus shipping and handling.
Better than 190.00 but still seems awfully expensive for what one
gets.
john h
________________________________________________________________________________
From: | "garvelink" <link(at)cdc.net> |
Subject: | Transporting an ultrastar. |
Thank goodness for this list. Now that I finally have figured it out. Great information.
Now the question
In a short time I am going to go pick up an ultrastar. I will trailor it back
in an enclosed tralior. how can I protect the wings from damage on this long
commute about 500 miles + -- will it ride in the retracted position ok.
Steve Garvelink
________________________________________________________________________________
Subject: | Re: Transporting an ultrastar. |
You will need to build some type of support to keep the tail wheel off the
trailer floor. the blue-prints and instruction book should explain how to do
this. I use bungee cords around the aileron counter balances to help stabilize
the winga and keep them from movint too much.
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | Re: Transporting an ultrastar. |
When I got mine it was about 150 miles and wind blowing like "unreal" we
folded the tail and wings used some old carpet pad and 1" ratchat straps to
secure the wings and tail, just make sure you check that the wings are on
the tubing mount and tight ,or they might come off and rip some fabric I
know!! used a 16' trailer loaded front first tied it down good, built a
structure to set the boom in out of 2x4's and secured it.and drove home at
50 because of the 30+ winds that day,,, had to repair a couple of fabric
rips in the top of the wings where they came loose from the tubing holder
"my fault" and fell and ripped. hope this helps!
----- Original Message -----
From: "garvelink" <link(at)cdc.net>
Subject: Kolb-List: Transporting an ultrastar.
>
> Thank goodness for this list. Now that I finally have figured it out.
Great information. Now the question
>
> In a short time I am going to go pick up an ultrastar. I will trailor it
back in an enclosed tralior. how can I protect the wings from damage on
this long commute about 500 miles + -- will it ride in the retracted
position ok.
>
>
> Steve Garvelink
>
>
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | secure ultrastar |
sorry forgot,, but secure the ailerions good
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Re: re: Bing 64 - Auto leaning like HAC? |
Thanks John and others. Your explanation was good enough for me but I may download
the service manual anyway since I am a glutton for data...it gives me the
illusion that I actually understand some of this stuff. The most valuable information
was that it works to 12,000 ft and beyond and that is good enough for
me. As Tom Olenik said, the convenience of not having to manually change the retainer
position periodically makes it all worth while. When I had the HAC on
my old 582 powered Zenith 701, I adjusted the HAC twice a year, in late fall,
and late spring just to make sure all was up to snuff.
Thom in Buffalo
________________________________________________________________________________
From: | "John Williamson" <kolbrapilot(at)comcast.net> |
Subject: | Re: John Williamson has his Kolbra for Sale |
Hi Rick and all,
Yes the Kolbra is FOR SALE. I am going to fly it until it sells or until I
get my new project finished and need the radios and engine for it. I am
planning on flying the Kolbra to Sun n'Fun, Monument Valley, Whitefish, MT
and possibly Oshkosh this spring and summer.
I just spent the weekend out in Gig Harbor, Washington where I bought the
tail kit to my project and went to the 21st Annual Northwest Aviation
Conference & Trade Show at the Pierce County Fair Grounds.
http://www.washington-aviation.org/
John Williamson
Arlington, TX
Kolb Kolbra: 518 hours, Rotax 912 ULS
http://home.comcast.net/~kolbrapilot/
________________________________________________________________________________
From: | DAquaNut(at)aol.com |
In a message dated 2/23/04 10:16:18 AM Central Standard Time,
mitchmnd(at)msn.com writes:
<<
I'm not sure where the info came from but I always measure the pitch the
same way Don G. did. The important thing of course is to always measure it the
same way while you are optimizing the pitch.
Duane the Plane, Tallahassee, FL, FireFly SN 007.
>>
Duane/ Don / Jack/Others
Thanks for the replies on Prop pitch
Someday I WILL Finnish my firefly& actually FLY it. (the Lord willin)
Seems Lar Borne was pretty far along, When I started, so I guess Im
not doing too bad . Ha!
Ed ( in Houston)
________________________________________________________________________________
Subject: | noises when hit the xmit button |
From: | Erich_Weaver(at)URSCorp.com |
02/24/2004 11:43:41 AM
John H. and List members:
I have had a problem in the past that sounds similar to yours. On
occasion, I have also heard loud strange warbling noises when pushing the
xmit button on my Icom hand held radio while the David Clark intercom was
on. No problem with the intercom off however. The funny thing was, when I
ripped everything out and took it home, I had trouble duplicating the
problem. Eventually sent the intercom back to David Clark and had some
phone discussions with one of their technicians. Apparently, my problem is
caused by the intercom being too close to the transmitting antenna. You
may be a bit limited in your options there, but to the extent that you can,
try to maximize the distance between the two. The David Clark guys added a
capacitor to the intercom that they said would help, but there apparently
wasnt a guaranteed-to-always work solution other than further separation
between antenna and intercom. They also advised me that using brand new
batteries in the intercom would help, as that somehow provides additional
capacitance. Cant say I understand all the issues here, but I have done
what they suggested and have had good success.
regards,
Erich Weaver
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: noises when hit the xmit button |
| I have had a problem in the past that sounds similar to yours. |
Erich Weaver
Erich/Gang:
I think you probably save me about 1,500.00.
What you say duplicates what I have experienced.
January flight was about 4.5 hours with full battery (aircraft 12V).
Then the airplane sat for 6 weeks. During that time the bat went
completely dead. Last flight was operating primarily on the
alternator. Bat never came up above 6 volts without the alternator.
Radio was crystal clear.
I have experiemented with different antenna, from wire whip to rubber
ducky. Mounted the rubber ducky on the radio, right in front of the
intercom and it worked ok. Also under the nose pod in place of whip.
Worked ok there too.
I talked to Mark Kelly at Sigtronics. He is sending me another wiring
harness for the intercom. Also a resistor (or somthing) to wire in
the system to give me more head phone volume. Says that the intercoms
sometimes eat up hand held radio volume without this fix.
As long as I can talk to Control Towers and FSS I am happy with what I
have.
If this fix give me more volume with my little ICOM A3 so I can
understand other aircraft I fly with, I will be happy.
Thanks for the information. I think you helped me solve my problem
and save a bundle.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: My New Project |
| My new project is a Zenith S.T.O.L. CH 701. With the 912S on it,
the wife
| and I can go about anywhere we want to and still stay low and low.
This
| will also allow me to build out of metal which I have wanted to do
for a
| long time
| John Williamson
John W/Gang:
We'll still let you tag along if you want to. Us Kolber's ain't
prejudice.
Doesn't Chris Heintz have a four place version of the 701? Two
pilots and a lot of cargo!
Take care,
john h
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
Subject: | Transporting an ultrastar. |
Steve,
All the comments are good ones. An additional consideration is that
that UltraStar might be an older model where the wing folding u-joint is on
the front spar instead of on the rear drag strut. The later models moved it
to the rear so the folded height would clear a 7ft garage door. The front
joint version will not & probably will neither clear an enclosed trailer.
Your options are to either, remove the wings (one bolt) & place their
leading edge on foan & secure to the walls, or you could just remove the
bolt & lower the wing while its still hanging from the rear bracket. In
that case you'd need to hang it with eg., wire & securely tie off the top &
bottom to keep them from flopping around. I had to do this every time I
trailed mine. It was no big deal, I just hung them with a stiff wire &
bungeed them secure, & I also replaced the bolt with an AN bolt with a tab
in place of the hex head, ground the threaded tip slightly round to
facilitate aligning holes (& help prevent threads from scrapping hole on
every use) & used a wing nut & clip in place of the nylock nut. Was quick &
easy & allowed wing to hang low. ...Richard Swiderski
Ps: if you use the wing nut method, make sure the nut is snug, as a simple
pin in this position would not be sufficient.
In a short time I am going to go pick up an ultrastar. I will trailor it
back in an enclosed tralior. how can I protect the wings from damage on
this long commute about 500 miles + -- will it ride in the retracted
position ok.
Steve Garvelink
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | Re: My New Project |
to john williamson, Please e-mail me rwehba(at)wtxs.net
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: My New Project
>
> | My new project is a Zenith S.T.O.L. CH 701. With the 912S on it,
> the wife
> | and I can go about anywhere we want to and still stay low and low.
> This
> | will also allow me to build out of metal which I have wanted to do
> for a
> | long time
> | John Williamson
>
> John W/Gang:
>
> We'll still let you tag along if you want to. Us Kolber's ain't
> prejudice.
>
> Doesn't Chris Heintz have a four place version of the 701? Two
> pilots and a lot of cargo!
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
"Dana Kimball" ,
"Debbie Kimball" ,
"Gary Eisert" ,
"John Hauck" ,
"John Williamson" ,
"Julie Woolsey" ,
"Kim Skinner" ,
"kolbra pilot" ,
"Nicholas Nelson" ,
"Suzanne Gherkins" ,
"Jodi Page"
----- Original Message -----
From: Suzanne Gherkins
Gherkins (E-mail); DeeDee Howard (E-mail); Derek Gherkins (E-mail); Dj Burke;
Donna Chavez (E-mail); Frances Toon (E-mail); Jacque Stewart; Jessie Larson
(E-mail); JoAnn Poer (E-mail 2); Kelcie Gherkins (E-mail); Linda Allen (E-mail);
Lindsie Gherkins (E-mail); Reed Ricks (E-mail); Sharon James (E-mail); Sheila
Nelson (E-mail); Terri Scott (E-mail); Tim Gherkins (E-mail)
Subject: FW: Gas Prices
-----Original Message-----
From: Jim & Doris [mailto:martin33(at)cox.net]
Sylvia Lacey; Letha Burrell; Kent Burrell; Janet Skousen; JoAnn Hopper;
Peggy Drake; Peggy Rae Dorris
Subject: Fw: Gas Prices
----- Original Message -----
From: Jim Irby
Subject: FW: Gas Prices
----- Original Message -----
From: Rick
Subject: Gas Prices
Gas Prices
Amazingly simple logic with the most sound probability of results I've ever heard!
This Doctor has his head on straight! More aspects of our economy are effected
by the cost of petroleum than most anything. Simply think about what he's
saying and I think you'll agree:
Join the resistance!!!!
I hear we are going to hit close to $3.00 a gallon by the summer.
Want gasoline prices to come down? We need to take some intelligent, united action.
Phillip Hollsworth, offered this good idea: This makes MUCH MORE SENSE
than the "don't buy gas on a certain day" campaign that was going around last
April or May! The oil companies just laughed at that because they knew we wouldn't
continue to "hurt" ourselves by refusing to buy gas.
It was more of an inconvenience to us than it was a problem for them.
BUT, whoever thought of this idea, has come up with a plan that can really work.
Please read it and join with us!
By now you're probably thinking gasoline priced at about $1.50 is super cheap.
Me too! It is currently $1.97 for regular unleaded in my town.
Now that the oil companies and the OPEC nations have conditioned us to think that
the cost! of a gallon of gas is CHEAP at $1.50- $1.75, we need to take aggressive
action to teach them that BUYERS control the marketplace....not sellers.
With the price of gasoline going up more each day, we consumers need to take
action. The only way we are going to see the price of gas come down is if
we hit someone in the pocketbook by not purchasing their gas!
And we can do that WITHOUT hurting ourselves. How? Since we all rely on our cars,
we can't just stop buying gas. But we CAN have an impact on gas prices if
we all act together to force a price war.
Here's the idea: For the rest of this year, DON'T purchase ANY gasoline from the
two biggest companies (which now are one), EXXON and MOBIL. If they are not
selling any gas, they will be inclined to reduce their prices If they reduce
their prices, the other companies will have to follow suit. But to have an impact,
we need to reach literally millions of Exxon and Mobil gas buyers. It's
really simple to do!! Now, don't whimp out on me at this point...keep reading
and I'll explain how simple it is to reach millions of people!!
I am sending this note to about thirty people. If each of you send it to at least
ten more (30 x 10 300) .. and those 300 send it to at least ten more (300
x 10 3,000)...and so on, by the time the message reaches the sixth generation
of people, we will have reached over THREE MILLION consumers! If those three
million get excited and ! pass this on to ten friends each, then 30 million
people will have been contacted! If it goes one level further, you guessed
it..... THREE HUNDRED MILLION PEOPLE!!!
Again, all You have to do is send this to 10 people. That's all.
(If you don't understand how we can reach 300 million and all you have to do is
send this to 10 people.... Well, let's face it, you just aren't a mathematician.
But I am ... so trust me on this one.)
How long would all that take? If each of us sends this e-mail out to ten more
people within one day of receipt, all 300 MILLION people could conceivably be
contacted within the next 8 days!!! I'll bet you didn't think you and I had that
much potential, did you! Acting together we can make a difference.
If this makes sense to you, please pass this message on.
PLEASE HOLD OUT UNTIL THEY LOWER THEIR PRICES TO THE $1.30 RANGE AND KEEP THEM
DOWN. THIS CAN REALLY WORK.
Kerry Lyle, Director, Research Coordinator Interventional Cardiology Research Laboratories
Division of Cardiovascular Diseases
932 Ziegler Research Bldg
703 South 19th Street University of Alabama @ B'ham Birmingham, Al 35294-0007 Phone:
(205) 934-6163 Fax: (205) 934-7360
Joe Ingram
519 NE 165th #18
Shoreline WA 98155
206-417-8061
206-579-2205 Wireless
--- Jim Irby
--- giftsbyjim(at)earthlink.net
The information contained in this e-mail is intended only for the individual or
entity
to whom it is addressed. Its contents (including any attachments) are confidential
and
may contain privileged information. If you are not an intended recipient you must
not
use, disclose, disseminate, copy or print its contents. If you receive this e-mail
in
error, please notify the sender by reply e-mail and delete and destroy the message.
________________________________________________________________________________
Subject: | Re: Fw: Gas Prices |
Guys
I wonder how this idea would impact medical costs?? Herb in Ky
> ----- Original Message -----
> From: Rick
> To: Undisclosed-Recipient:
> Subject: Gas Prices
>
>
> Gas Prices
>
>
> Amazingly simple logic with the most sound probability of results
> I've ever heard! This Doctor has his head on straight! More
> aspects of our economy are effected by the cost of petroleum than
> most anything. Simply think about what he's saying and I think
> you'll agree:
>
> Join the resistance!!!!
>
> I hear we are going to hit close to $3.00 a gallon by the summer.
> Want gasoline prices to come down? We need to take some
> intelligent, united action. Phillip Hollsworth, offered this good
> idea: This makes MUCH MORE SENSE than the "don't buy gas on a
> certain day" campaign that was going around last April or May! The
> oil companies just laughed at that because they knew we wouldn't
> continue to "hurt" ourselves by refusing to buy gas.
> It was more of an inconvenience to us than it was a problem for
> them.
> BUT, whoever thought of this idea, has come up with a plan that can
> really work.
> Please read it and join with us!
> By now you're probably thinking gasoline priced at about $1.50 is
> super cheap. Me too! It is currently $1.97 for regular unleaded in
> my town.
> Now that the oil companies and the OPEC nations have conditioned us
> to think that the cost! of a gallon of gas is CHEAP at $1.50-
> $1.75, we need to take aggressive action to teach them that BUYERS
> control the marketplace....not sellers. With the price of gasoline
> going up more each day, we consumers need to take action. The only
> way we are going to see the price of gas come down is if we hit
> someone in the pocketbook by not purchasing their gas!
> And we can do that WITHOUT hurting ourselves. How? Since we all
> rely on our cars, we can't just stop buying gas. But we CAN have an
> impact on gas prices if we all act together to force a price war.
> Here's the idea: For the rest of this year, DON'T purchase ANY
> gasoline from the two biggest companies (which now are one), EXXON
> and MOBIL. If they are not selling any gas, they will be inclined
> to reduce their prices If they reduce their prices, the other
> companies will have to follow suit. But to have an impact, we need
> to reach literally millions of Exxon and Mobil gas buyers. It's
> really simple to do!! Now, don't whimp out on me at this
> point...keep reading and I'll explain how simple it is to reach
> millions of people!!
> I am sending this note to about thirty people. If each of you send
> it to at least ten more (30 x 10 300) .. and those 300 send it to
> at least ten more (300 x 10 3,000)...and so on, by the time the
> message reaches the sixth generation of people, we will have reached
> over THREE MILLION consumers! If those three million get excited
> and ! pass this on to ten friends each, then 30 million people will
> have been contacted! If it goes one level further, you guessed
> it..... THREE HUNDRED MILLION PEOPLE!!!
> Again, all You have to do is send this to 10 people. That's all.
> (If you don't understand how we can reach 300 million and all you
> have to do is send this to 10 people.... Well, let's face it, you
> just aren't a mathematician.
> But I am ... so trust me on this one.)
> How long would all that take? If each of us sends this e-mail out
> to ten more people within one day of receipt, all 300 MILLION people
> could conceivably be contacted within the next 8 days!!! I'll bet
> you didn't think you and I had that much potential, did you! Acting
> together we can make a difference.
> If this makes sense to you, please pass this message on.
> PLEASE HOLD OUT UNTIL THEY LOWER THEIR PRICES TO THE $1.30 RANGE AND
> KEEP THEM DOWN. THIS CAN REALLY WORK.
> Kerry Lyle, Director, Research Coordinator Interventional Cardiology
> Research Laboratories Division of Cardiovascular Diseases
> 932 Ziegler Research Bldg
> 703 South 19th Street University of Alabama @ B'ham Birmingham, Al
> 35294-0007 Phone: (205) 934-6163 Fax: (205) 934-7360
> Joe Ingram
> 519 NE 165th #18
> Shoreline WA 98155
> 206-417-8061
> 206-579-2205 Wireless
>
>
> --- Jim Irby
> --- giftsbyjim(at)earthlink.net
>
> The information contained in this e-mail is intended only for the
> individual or entity
> to whom it is addressed. Its contents (including any attachments)
> are confidential and
> may contain privileged information. If you are not an intended
> recipient you must not
> use, disclose, disseminate, copy or print its contents. If you
> receive this e-mail in
> error, please notify the sender by reply e-mail and delete and
> destroy the message.
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Sun & Fun Ultralight Arrival Procedure |
This is extracted from the FAA web page:
http://www.faa.gov/NTAP/NTAP04FEB19/AS04001.HTM
HELICOPTER AND ULTRALIGHT
ARRIVALS AND DEPARTURES
ULTRALIGHT ARRIVALS AND DEPARTURES
All arriving and departing ultralight vehicles shall enter and exit
from the south-southwest of the Lakeland Linder Regional Airport and
shall remain below 500 feet AGL, remaining west of the large airport
buildings. Be alert for helicopters arriving and departing at the same
altitudes just to the east of the area reserved for ultralight
operations. Radio equipped arriving aircraft monitor 119.25 until
north of the east/west road on the south airport boundary.
NORDO ultralight aircraft desiring to land at the ultralight grass
strip prior to April 10, 2004, must pre-coordinate arrival information
with the Lakeland Air Traffic Manager at (863) 648-3305.
----------
________________________________________________________________________________
From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
Subject: | Re: Verner 4 stroke |
<< How do you like the Verner engine? Does it have enough get up and
go?...Is throttle response good? What about payload, do you have the same
compared to the 912, 80 horse engine? Would you do it again? Bill in
central Florida >>
Bill, and other interested Kolbers -
I am totally pleased with my choice of engine. It's mechanically simple, and
I wanted a 4-stroke, which equals reliability in my book because I admit
complete ignorance in the care & feeding of 2-stroke engines. Alhough my
first choice of powerplant for my Mark-3 was a 912, I could not afford a new
one at the time (1999) without waiting another 6-12 months, so the Verner
was my choice. I paid $7500 for it, complete with everything. Puts out
plenty of power for my 600-lb-empty plane. No regrets so far.
Advertised as an 80-hp engine, it should really be considered a 70-hp
engine, which is what the engine produces at its max continuous rpm of 4000.
(5000 rpm limited to 5 minutes.)
I've got a 72-inch Powerfin 3-blade prop, and my climb rate is 800 fpm, at
density altitudes of 8500 ft (my field elevation is 6200 ft msl). Engine
runs smoothly at all rpms, but it's best cruise range is 3400-3800.
Another Mark-3 owner on this List (Bill George) has a Verner on his Mark-3,
and he reports that it provides similar performance to a Rotax-582. He
should know, as he replaced the 582 that was originally on his airplane with
a Verner.
I bought my engine from Steve Flynn, of Central Florida Flyers
http://www.centralfloridaflyers.com/ who, at the time, was the sole US
distributor for the Verner. Now, there are about 2 or 3 other sources. Steve
has been outstanding in providing customer suppport for this engine.
Some general performance figures:
Takeoff run: 150 - 200 ft
Climbout: 4200 rpm, 55 mph, 800 fpm
Cruise: 4000 rpm - 75 mph
3800 rpm - 70 mph
3600 rpm - 65 mph
Would I do it again? Although I like the Verner, I still wanna 912, and I
hope I'll have saved up enough for one by the time I'm ready to switch.
Dennis Kirby
N93DK, Cedar Crest NM
________________________________________________________________________________
From: | Dwight.Kottke(at)hti.htch.com |
02/25/2004 02:25:54 PM,
Serialize complete at 02/25/2004 02:25:54 PM,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
02/25/2004 02:25:46 PM,
Serialize by Router on HUDOMGW1/HTI(Release 5.0.12 |February 13, 2003)
at
02/25/2004 02:25:49 PM,
Serialize complete at 02/25/2004 02:25:49 PM
Dropped my membership in USUA after 19 continuous years, last year.
Folks at USUA got too pricey for me to be a member of USUA and get
their newspaper.
john h
John and others:
I will continue to send in my membership to USUA for the next 19 years.
Here's why; they are the only group that I could find that will insure us
ultralight flyers. I just sent in my renewal membership and $375 annual
premium for insuring my Firestar. I would encourage other list members to
check it out.
P.S. You do have to be a member, have your plan registered and you have to
be a registered pilot also.
Dwight Kottke
The Flying Farmer
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
----- Original Message -----
From: <Dwight.Kottke(at)hti.htch.com>
Subject: Re: Kolb-List: Sun$Fun
|
| Dropped my membership in USUA after 19 continuous years, last year.
| Folks at USUA got too pricey for me to be a member of USUA and get
| their newspaper.
|
| john h
|
| John and others:
|
| I will continue to send in my membership to USUA for the next 19
years.
| Here's why; they are the only group that I could find that will
insure us
| ultralight flyers. I just sent in my renewal membership and $375
annual
| premium for insuring my Firestar. I would encourage other list
members to
| check it out.
|
| P.S. You do have to be a member, have your plan registered and you
have to
| be a registered pilot also.
|
| Dwight Kottke
| The Flying Farmer
|
|
|
====
|
====
|
====
|
====
|
|
|
|
|
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I scanned it in, and here it is from page 9 of Ultralight Flying,
March 2004
|
| Pilots, Manutacturers Heads Up
|
| Changes in Ultralight Area for Sun 'n Fun '04
| Jack & Louise Hart
| jbhart(at)ldd.net
Jack H/All:
Thanks for posting the article, Jack. It sounds a bit different from
the original interpretation by some other individual.
The Air Ops folks at S&F ultralight flight ops have, for some years
now, required an inspection by Air Ops personnel prior to flying in
and out of the UL area, once you have done your initial landing, if
flying in from some other location. However, they did not dig into
your paper work.
This article may be a cover you hind end type exercise on Dave's part.
If I were flying an illegal two place, i.e., unregistered and not in
strict compliance with current FAA regs, I would definitely do my
homework, or leave my two place at home. Folks flying experiementals
should always have all the required paperwork with them no matter when
and where they fly, although a lot of us don't unless we are going on
a cross country flight.
If you want to be a single place UL, have extra fuel tanks in the
open, which are obviously more than 5 gal, you might consider dropping
them somewhere before flying in to Paradise City.
Other than the above, it seems to be business as usual.
Take care,
john h
PS: If someone wants to send my posts to other Lists, as well as my
pics, please do me the courtesey of contacting me prior to doing so.
Thanks, jrh.
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
We are planning a trip to fly to Lakeland, Fl on April the 12 thru the
16th. We will stay at the Sun-n-Fun for only 2 days.
And then head towards St Augustine, Fl and then to Jekyle Island, GA and
then finally back to Atlanta.
http://www.georgiasportflyers.com/
________________________________________________________________________________
Subject: | Re: inertia switch |
In a message dated 2/22/04 11:42:48 AM Eastern Standard Time,
by0ung(at)brigham.net writes:
>
> This was my worry. So if I were to make a hard, bouncy landing and the
> engine were suddenly "off" because of this switch, I wouldn't have the
> option to use power to get things under control or to go around. I could
> even lose power by hitting a bad bump on summer day?
>
> A coupla years ago i let a CFI fly my Firestar. It was still pretty new
then and the ignition switch was out in the open as the plans had depicted, near
the left knee.
The CFI took it up on a kinda rainy day, don't ask why he picked such a time,
and as he made his downwind, the engine quit at about 300 feet and 2/3 the
way down the runway. Well, let me tell you, he made a quick turn over the
treeline to make a quick final turn and then down on the ground with nothing left
over...it came in hard and bent an aluminum gear. Scared, was he ever scared.
Mumbled sumpin bout those damn 2 cycles, and helped the group that had gathered
push/carry the puppy to the hangar.
Days later my mind recalled that the ignition switch was off, and I asked him
if he had turned it off after landing, to which he stumbled a "no, I don't
think so".
Then I knew that his pudgy lil knee had tripped the switch and caused the
outage in the first place.
I put a paint can plastic top around the switch to keep that from ever
happening again. His mind had been so conditioned to the "damn problems with 2
cycles" that he never even suspected that he had killed the switch accidently
himself.
He used to be on this list ....but his mind was warped by the experience and
he sold his Mark III shortly thereafter. Had onathemdamn532s oner.
George Randolph
firestar driver from The Villages
________________________________________________________________________________
Subject: | Re: fire in da hole |
In a message dated 2/22/04 1:54:46 PM Eastern Standard Time,
rowedl(at)highstream.net writes:
> I have one mounted right under the passengers legs, just in front of the
> seat.
> IMHO every aircraft should have one.
>
> Denny Rowe, MK-3, PA
>
>
I agree, I have one too, above the 5 gal tank
George Randolph
________________________________________________________________________________
From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Folks;
I have a set of Hagar wheels, brakes, master cylinders, lines, fittings, extra
"O" rings, no axles for sale.
The wheels are new, brakes are used.
Anyone interested, make a reasonable offer.
Jim Hauck
________________________________________________________________________________
From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
<< ASUA are the only group that I could find that will insure us
ultralight flyers. I just sent in my renewal membership and $375 annual
premium for insuring my Firestar. I would encourage other list members to
check it out. Dwight Kottke >>
Dwight, and Kolb Friends -
Wow - what a good deal!
That's worth paying $19 a year for, if just to qualify for the insurance.
Currenly, I am paying $650 per year with Falcon, and that's for liability
only. ($1M) No hull coverage.
Thanks for the tip.
Dennis Kirby
Mark-3, Verner-1400 in
Cedar Crest, NM
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Kolb Insurance |
| Wow - what a good deal!
| That's worth paying $19 a year for, if just to qualify for the
insurance.
|
| Currenly, I am paying $650 per year with Falcon, and that's for
liability
| only. ($1M) No hull coverage.
|
| Dennis Kirby
Dennis/Gang:
Got to get some flight time, especailly in make and model, and tail
wheel to get those premiums down. I can get the same liability
coverage from Falcon for $300 a year, and AVEMCO for $250.
It is the darned hull coverage that eats me up. The premiums are
tough to pay. However, if you break your airplane, the coverage is
nice to have.
Take care,
john h
________________________________________________________________________________
From: | Jimmy <jhankin(at)planters.net> |
Subject: | Plantation Flying Club Fly-In |
Kolb-List , info(at)georgiasportflyers.com,
AUGUSTA_172 , BLAIRSVILLE-1211 ,
CARROLLTOM-976 , COLUMBUS-677 ,
DAWSON-354 , DUBLIN-1195 ,
LAWRENCEVILLE-690 ,
MOULTRIE-1082 ,
PERRY_38 , SPRINGFIELD_330 ,
ST SIMONS-905 ,
VIDALIA_1332
The Second Plantation Fly-in will be held on Saturday May 1, 2004 at the Plantation
Air Park (JYL) Sylvania, Georgia, sponsored by the Plantation Flying Club.
General Aviation and Ultralight's ( all types) welcome.
Starting at 8:00 am.
A Low Country Broil will be served, Pilots free lunch.
Full facilities:
Two runways
5 and 15, right traffic. 3800' X 75'
15 and 33, 5000' X 100'
Elevation 188'
Unicom 122.8
Beacon
Restrooms
Fuel, credit cards
Lat. 32*38.73'N
Lon 81*35.79'W
Weather, 912 857 9000
HAVE YOUR CLUB JOIN US FOR A GREAT TIME.
If you know of a group that is going to attend, please notify of about how many
will be attending.
Contact:
Jimmy Hankinson
912 863 7384
jhankin(at)planters.net
________________________________________________________________________________
From: | PaulServaty(at)aol.com |
Subject: | Kolb-List SUN$fUN |
From:Paul Servaty www.paulservaty(at)aol.com
Subject: Kolb-List Sun$fun
Hi Gang
I plan on going to Sun$Fun again trailing my Firestar KX & camping 6
days at Paradise City (3rd time). Flying at Paradise City is a lot of fun and
worth it. First year 1st take-off I was chewed out after landing for too high a
angle for take-off. Good start.
Last year I flew all the morning parades except one. This is really fun
as you can fly over GA & the warbirds at600
feet.Briefing is 6:00AM & flying is 7:00AM to 8:Am & two mornings my Kolb
was covered with morning dew . Wiping the inside & outside lexon while taxing
for takeoff was a challenge and when you got the wave-off you could barely see
out.
The last day there Dick Rahill (Kolb factory pilot) a trike and myself
were the only UL to fly in the parade. A fog bank was moving toward PC. Dick
made a landing but then took off . I landed behind him and took-off too. Big
mistake ! The fog moved in .Tried climbing to 600 feet. Worse. Went down to 200
feet. Recognized some GA hangers and saw a green glow near-by. It was the
neon sign on the Geico bldg. Flew to it and was going to land at the empty
parking lot but the fog lifted temporarily & landed at Pc. Told the Kolb twin
eng.
flyer about it and he said I should walk away from my plane like it wasn't
mine which I did for a half hour. As I said lots of fun. HA-HA-HA. Sorry to be
long winded .
FLY STRAIGHT
Paul 1987 FS
DO NOT ARCHIEVE
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Re: My New Project |
Finally a subject that I can speak about with some authority.
My first airplane after retiring and not flying for 30+ years was a 582 powered
701, but I was not the builder. Mine weighed 608 lb.. empty and had an external
torpedo shaped 10 gallon tank in addition to the 10 gallon header tank, because
my 582 was a guzzler, and it also had a largish radiator that added to the
aerodynamic dirtiness. They now have wing tanks. The gross weight of this early
model was only 960# so with my 210# and 120# of fuel it was just under gross
which was the way I flew it most of the time. I don't know how much distance
it took to get off the ground but no matter what the temperature it took exactly
4 seconds from throttle forward to airborne and very nose high. With a 912
or 912S its take-off performance will be amazing. The worst thing about this
aircraft to me was what others have said, the engine is on the wrong end and
blocks your view way too much for my liking. The best thing about it was the Junker
type flaperons. With these Junker flaperons this airplane easily has the
best slow flight control response of anything I've ever flown, but it will not
fly nearly as slow as most Kolbs at the same weight due to its smaller wing.
However, if you are flying very slow and want to see ahead of you too, drop one
notch of flaps. That will pitch the nose down enough to see a bit better.
This is a very dirty airplane with the leading edge fixed slats and the Junker
type flaperons hanging down in the wind. Mine was a bit dirtier than most due
to the extra 10 gallon fuel tank. I cruised at 5900rpm at a true airspeed of 72mph
and 6 gph fuel consumption, measured on some reasonably long x-countries.
Of course a 912 will do better on all counts. Speaking of dirty, another terrific
thing about this airplane was the ability to drop it into a very tight field
over a high obstacle approach. For extreme short field high obstacle landings
you approach at 55mph or so drop the flaps all the way down, and point the
nose as far down as you can. It drops like a rock under full control and has
a terminal velocity in this configuration of around 70mph or so, which I think
is the flap limit speed. Of course in this scenario, timing the flare is very
important but with practice it lands extremely short.
Okay, if it was so good, why did I sell it? The answer is simple: I like to see
where I am going and with the engine directly in front of you, well all Kolbers
understand this. I flew a FlightStar trainer once with the engine up high in
front which solves that problem but hated the way that plane handled. BTW, the
82 year old gentleman I sold the 701 to, immediately replaced the engine with
a 912 and is having a blast with it, last I heard.
I have some pictures of this 701 if anyone wants to see them...just email me.
Thom in Buffalo
________________________________________________________________________________
Jim H
What size are the wheels?
also.as granpa would always say..
.its your horse pard...you gotta price it!
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Y'all;
Dem wheels and brakes done been sold to Bryan Green.
He was firstus t askus.
Now bro John has a set of wheels, steel heat treated gear legs, brakes and
the whole nine yards. He may be persuaded to part with them.
Jim Hauck
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
> Now bro John has a set of wheels, steel heat treated gear legs, brakes and
> the whole nine yards. He may be persuaded to part with them.
>
> Jim Hauck
>
>
>OK, what are they for? Stock Mk-3?, What type of wheels and brakes?
Inquiring minds want to know.
Denny Rowe
________________________________________________________________________________
In a message dated 2/25/04 10:28:47 AM Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
> Hi Dan/All:
>
> Can anyone scan the article and send it to me? Maybe post it to an
> index page? I will post it to mine if I get a copy?
>
> Dropped my membership in USUA after 19 continuous years, last year.
> Folks at USUA got too pricey for me to be a member of USUA and get
> their newspaper.
>
> john h
>
same thing happened to me John, and i was USUA #299!!
george Randolph
Firestar drive at The Villages Fl
________________________________________________________________________________
In a message dated 2/25/04 4:03:23 PM Eastern Standard Time, jbhart(at)ldd.net
writes:
> Kolbers,
>
> I scanned it in, and here it is from page 9 of Ultralight Flying, March 2004
>
> Pilots, Manutacturers Heads Up
>
> Changes in Ultralight Area for Sun 'n Fun '04
>
> This year marks the 30th anniversary of Sun 'n Fun, the Florida
> springtime event/fly-in that celebrates aviation. Since the theme for
> Sun 'n Fun '04 is "30 Years of Sun 'n Fun. A Salute to Volunteers,"
> many activities will honor the hundreds of volunteers without whom this an-
> nual airshow would not happen. The ultralight area is no exception.
> "We honor our volunteers every year," says ultralight chairman Dave
> Piper. "We do a parade, have a Volunteer of the Year award that we do with-
> in our area, and I try to make it as comforta~e and palatable as possible
> for
> the volunteers."
> While it will be mostly ~usiness as usual" in the ultralight area, this
> year
> volunteers will be on hand to make sure pilots are flying in compliance with
> any applicable FAA rules, including pilots who fly in and manufacturers who
> bring planes to the airshow.
> Single-seaters should be either in compliance with FAR Part 103 or prop-
> erly registered with FAA and flown with the appropriate pilot certificate.
> "If
> somebody rolls out with a 10-gallon gas tank and says they're flying under
> Part 108, we can't let that go," says Piper. "Something that's so flagrant,
> we
> can't turn a blind eye to that."
> Two-seaters should be properly registered with FAA and flown with the
> appropriate pilot certificate. If a pilot is flying a 2-seat ultralight
> trainer,
> that plane needs to have a registration number from the organization with
> which it's registered, placarding, exemption certificate, the exemption
> issued
> (depending on who it's from) and the plane needs to meet the 496-pound
> empty weight requirement. "Pilots need everything that's required to fly
> under the 2-seat trainer exemption," explains Piper. "Then you'll get a
> sticker
> for your aircraft to go out onto the runway.
> "We've always done it kind of on the honor system where you say you
> have
> your instructor rating if you're flying a 2-seater; you sign stating that,"
> Piper
> explains. "And we have let that go. This year pilots will have to produce
> doc-
> umentation. It's all required to be in the aircraft anyhow. So we're not
> asking
> for anything that shouldn't be there.
> "N-numbered aircraft need appropriate documentation; they need to
> show
> airworthiness, pilot certification, weight and balance," says Piper. "That
> does
> not necessarily mean that they will be flying. We've only got 1,350 feet of
> runway. If we see an aircraft that doesn't have time to take off or is going
> to
> create an unsafe situation, we're going to have that aircraft stand down."
> Pilots operating foreign registered aircraft may be required to work
> with
> FAA to receive a Special Flight Authorization (SFA).
> In his l5th year as ultralight area chairman, Piper takes his job
> seriously
> but hastens to add, "We're not regulating the aircraft, we're not regulating
> pilots; but we are going to regulate our venue."
>
> Vern's Back
> Piper has also successfully talked ultralight commentator Vernon
> Peck-
> ham into coming back to lend his talents to Sun 'n Fun this year. "I had to
> beg," says Piper, laughing. "He was bowing out for good reason, but we need
> him. His retirement last year was for real. But I begged, and he said, 'I
> can't
> tell you no'."
> Questions? Call Dave Piper, phone: (727) 898-2810. e-mail,
> dav1673758(at)aol.com .
> Thank you Jack Hart..... I am a memeber of a new Barbershop singing group
here in North central Florida and our announcer, who is very professional is
Ralph Peckham. I wonder if Vernon and Ralph are related. ....hmmm ....both are
announcers.
george Randolph
________________________________________________________________________________
Subject: | weight/balance question |
does anyone know what the correct angle off the wing is for the older
firestar. i have a 95, the one with the two tubes running from over the top of
your
head to the nose cone. i understand from kolb this was the year/model they
bought and they have no plans/information on this year. when i do a weight &
balance using 9 degrees it comes out 8 inches aft; yet the previous owner said
never had a problem. he also said a guy 140lbs flew it and a guy 210 lbs flew it
with out a glitche. any thoughts or ideas are appreceiated.
alan
firestar
nrh, tx
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
>> Dropped my membership in USUA after 19 continuous years, last year.
>> Folks at USUA got too pricey for me to be a member of USUA and get
>> their newspaper.
>>
>> john h
>>
>
>same thing happened to me John, and I was USUA #299!!
>
>George Randolph
Although not an aircraft owner, I have over 250 hours in UL's
and near the same in GA planes.
I've been a member of USUA since 1984. Not any more tho.
I'll be letting my membership expire this year.
Perhaps if I had a plane of my own, I would stay, but, this
is the same kind of crap that has happened to the GA crowd,
in that it is becoming even more prohibitive to continue with
the different organizations that are "BENEFICIAL" to US,
due to the increasing costs of it all.
It is also the primary reason that I wanted to be involved in
the UL movement from the start ........ costs. Can't really
justify it anymore. Many of the UL aircraft are in the same
monetary ballpark as a large number of the older GA planes,
and the GA planes (especially the homebuilts) have fewer
restrictions to deal with, when flying.
I know, I know, you are going to tell me costs are excessive,
but, in truth, they are not that much different from what the
UL industry has become, and will continue to accelerate to,
when the all 'new and wonderful' Sport Pilot Category is
enacted. Why do you suppose the ENTIRE UL industry is
anxious to get it done? Money.!!! And the PRESTIGE of
becoming a recognized AIRCRAFT MANUFACTURER.!!
Bull.
George
---
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| same thing happened to me John, and i was USUA #299!!
|
| george Randolph
|
| Firestar drive at The Villages Fl
George/All:
Found this receipt, after all these years, in the bottom of the drawer
I keep my monthly bills and stuff:
http://home.elmore.rr.com/jhauck/History/Glider%20Rider.jpg
I had just started doing my research for my first UL.. I had no money
to buy a kit at that time. I had to wait until the insurance company
settled up on my Fiat Spider that got T-Boned and totaled. In Feb
1984, got a check for $3,500.00. I promptly wrote a check for
$3,495.00 for my new 1984 Ultra Star.
This was my last USUA membership card and UL pilots "thingy", USUA
0912:
http://home.elmore.rr.com/jhauck/History/USUA%20912.jpg
I'm still wondering what USUA does, other than cash checks for $54.95.
Oh yea, liability insurance for ULs.
Take care,
john h
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | Re: weight/balance question |
is nrh,tx north richland hills? i am over in sweetwater 240miles west
----- Original Message -----
From: <ZackGSD(at)aol.com>
Subject: Kolb-List: weight/balance question
>
> does anyone know what the correct angle off the wing is for the older
> firestar. i have a 95, the one with the two tubes running from over the
top of your
> head to the nose cone. i understand from kolb this was the year/model they
> bought and they have no plans/information on this year. when i do a
weight &
> balance using 9 degrees it comes out 8 inches aft; yet the previous owner
said
> never had a problem. he also said a guy 140lbs flew it and a guy 210 lbs
flew it
> with out a glitche. any thoughts or ideas are appreceiated.
>
> alan
> firestar
> nrh, tx
>
>
________________________________________________________________________________
In a message dated 2/27/04 11:35:25 AM Eastern Standard Time,
gtb(at)commspeed.net writes:
> >>Dropped my membership in USUA after 19 continuous years, last year.
> >>Folks at USUA got too pricey for me to be a member of USUA and get
> >>their newspaper.
> >>
> >>john h
> >>
> >
> >same thing happened to me John, and I was USUA #299!!
> >
> >George Randolph
>
>
> Although not an aircraft owner, I have over 250 hours in UL's
> and near the same in GA planes.
>
> I've been a member of USUA since 1984. Not any more tho.
> I'll be letting my membership expire this year.
>
> Perhaps if I had a plane of my own, I would stay, but, this
> is the same kind of crap that has happened to the GA crowd,
> in that it is becoming even more prohibitive to continue with
> the different organizations that are "BENEFICIAL" to US,
> due to the increasing costs of it all.
>
> It is also the primary reason that I wanted to be involved in
> the UL movement from the start ........ costs. Can't really
> justify it anymore. Many of the UL aircraft are in the same
> monetary ballpark as a large number of the older GA planes,
> and the GA planes (especially the homebuilts) have fewer
> restrictions to deal with, when flying.
>
> I know, I know, you are going to tell me costs are excessive,
> but, in truth, they are not that much different from what the
> UL industry has become, and will continue to accelerate to,
> when the all 'new and wonderful' Sport Pilot Category is
> enacted. Why do you suppose the ENTIRE UL industry is
> anxious to get it done? Money.!!! And the PRESTIGE of
> becoming a recognized AIRCRAFT MANUFACTURER.!!
>
> Bull.
>
> George
>
I hear ya George, I think USUA had a squabble a coupla years back including
its founder Ballentine, and since it wasn't explained, I lost confidence in the
organization and found it easier to leave. I admit that the other comments
about being loyal have preyed on me, as I really do think there needs to be a
concentrated effort to maintain the UL catagory intact, but things and people
(including me) change with time and now that I'm in Florida, without my plane,
...and the sport pilot thing is forever gonna be here (famous last words)
.....almost like a Biglarism...;-)..... I better stop before.... someone
detects....some shortcomings in my dialog.....
George Randolph
ps.....I sure do miss getting that magazine every month
though!!!....Geeeez!!!
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | re: weight/balance question |
I have no documentation whatsoever on the early Firestar/377 I fly. But my winter
flying weight is 210# and have been known to fly with an extra 5gal jerry can
of gas just behind the slingseat, in front of the bulkhead. I have had no CG
problems at all.
Thom in Buffalo
________________________________________________________________________________
Subject: | Re: re: weight/balance question |
In a message dated 2/28/2004 6:31:57 AM Central Standard Time,
jtriddle(at)adelphia.net writes:
> Subj: Kolb-List: re: weight/balance question
> Date: 2/28/2004 6:31:57 AM Central Standard Time
> From: jtriddle(at)adelphia.net
> Reply-to: kolb-list(at)matronics.com
> To: Kolb-List(at)matronics.com
> Sent from the Internet
>
>
>
>
> I have no documentation whatsoever on the early Firestar/377 I fly. But my
> winter flying weight is 210# and have been known to fly with an extra 5gal
> jerry can of gas just behind the slingseat, in front of the bulkhead. I have
had
> no CG problems at all.
>
> Thom in Buffalo
>
Thom, mine is equiped with a 503. the weight difference between the 377 and a
503 would make a difference, but I am not sure how much. thanks..Alan
________________________________________________________________________________
From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Subject: | Re: weight/balance question |
Alan and Group,
If I recall correctly, the original Firestar that I owned used 9 degrees
for weight and balance. My Firestar II uses 9 degrees, so probably all
Firestars do.
You may want to check your numbers again. I didn't think that it was
possible to exceed the forward balance limit without first going well
beyond the gross weight (i.e. a very heavy pilot).
If you would like, e-mail me your numbers, off-list, and I will run them
though my Excel program for a quick check.
John Jung
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Virginia Ultralight Safety Seminar |
The VA UL Safety Seminar will be held 20 March, 8:30 AM -3:30 PM at the
Virginia Aviation Museum on Richmond Int'l Airport. More info: call
Carolyn Toth at (804) 236-3637.
Bob N.
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Just got a sharp msg from some tinhorn (Symantek Mail Security) saying
my last post re: VA Safety Seminar had "prohibited content." Their
serial no: 266 quad trillion, 402 trillion, 962 billion, 8 million, 329
thousand, and 972. That's almost one fer every msg ever written.
So, to all who read my msg, profound apologies--fer what?? I most
certainly don't want to make it
266,402,962.008,329,973. The Mail Censor won't reply to my request,
asking what was so bad.
Bob N.
My books are water; those of the great geniuses is wine. Everybody
drinks water--Mark Twain
________________________________________________________________________________
From: | "Ron or Mary Payne" <whyme(at)vci.net> |
Subject: | Re: what the???? |
Your post came through here OK. Nothing prohibited about it in the message.
Ron Payne
-------Original Message-------
From: kolb-list(at)matronics.com
Date: 02/28/04 10:45:27 AM
Subject: Kolb-List: what the????
Just got a sharp msg from some tinhorn (Symantek Mail Security) saying
my last post re: VA Safety Seminar had "prohibited content." Their
serial no: 266 quad trillion, 402 trillion, 962 billion, 8 million, 329
thousand, and 972. That's almost one fer every msg ever written.
So, to all who read my msg, profound apologies--fer what?? I most
certainly don't want to make it
266,402,962.008,329,973. The Mail Censor won't reply to my request,
asking what was so bad.
Bob N.
My books are water; those of the great geniuses is wine. Everybody
drinks water--Mark Twain
________________________________________________________________________________
Subject: | [ Mike Pierzina ] : New Email List Photo Share Available! |
From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Mike Pierzina
Subject: Firestar II Pitot Tube
http://www.matronics.com/photoshare/planecrazzzy@lycos.com.02.28.2004/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: | [ Clay Stuart ] : New Email List Photo Share Available! |
From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Clay Stuart
Subject: Xtra rear fuselage enclosure
http://www.matronics.com/photoshare/tcstuart@adelphia.net.02.28.2004/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: | ActionCrane(at)aol.com |
Subject: | Re: re: weight/balance question |
Thom,
If you weigh 210 you are probably right in the middle of the allowable
20 to 37% CG for the early Firestar.
Steve H
Firestar/377
________________________________________________________________________________
From: | "Mid-State Sandblasting" <plane(at)rtmc.net> |
Subject: | Re: Transporting an ultrastar. |
I think that it is best to remove the wings and put them on 3 inch foam
rubber or a couple of old matrices, put the leading edge down, fasten
each wing bottom side against the wall of your trailer, do not let your
wing get close to the wall use foam rubber to prevent any rubbing. fasten
the ailerons so that they do not flop around I used foam insulation (used to
keep pipes from freezing) with very good results use roofing nails to hold
the foam in place on the walls, this may seem like a lot of work just to
move the plane home but it is a lot harder to fix moving damage, ask me how
I know this, Fasten the main wheels to the floor with ratchet straps put
the tail wheel on foam rubber and tie it down with bungee cords this will
help insulate the tail wheel from road shock I used 3/4 inch plastic pipe
on each side of the rudder to hold the stabilizer up against the rudder,
bungee cords work good to keep the ends of the pipe tight. use foam rubber
around your rear wings and rudder, you may have to remove your rear wings
due to roof clearance but that is easy, check your bird after about ten
miles retighten any thing that may have shifted, don't forget to check
on it every now and then. this is mostly common since stuff, and only let
your bird parts rub against foam that will not work lose. do not get in a
rush take your time and you will bring home a undamaged ultrastar
Randy
----- Original
Message -----
From: "garvelink" <link(at)cdc.net>
Subject: Kolb-List: Transporting an ultrastar.
>
> Thank goodness for this list. Now that I finally have figured it out.
Great information. Now the question
>
> In a short time I am going to go pick up an ultrastar. I will trailor it
back in an enclosed tralior. how can I protect the wings from damage on
this long commute about 500 miles + -- will it ride in the retracted
position ok.
>
>
> Steve Garvelink
>
>
________________________________________________________________________________
From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Subject: | KISS (old thread) |
Hey Guys,
Now I remember what the subject was when I sent those pictures of my Pitot
tube installation...
I wrote something that tied it into the current thread, but it didn't get typed
with the pictures...
The subject of KISS came up...and well,...
my pitot tube qualified....
Theirs gotta be a better way for me to get pictures thru..... maybe a "miscellaneous
page" on my web site.
Gotta Fly...
Mike in MN
---
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
Subject: | Re: re: weight/balance question |
In a message dated 2/28/2004 7:23:21 PM Central Standard Time,
ActionCrane(at)aol.com writes:
> Subj: Re: Kolb-List: re: weight/balance question
> Date: 2/28/2004 7:23:21 PM Central Standard Time
> From: ActionCrane(at)aol.com
> Reply-to: kolb-list(at)matronics.com
> To: kolb-list(at)matronics.com
> Sent from the Internet
>
>
>
>
> Thom,
> If you weigh 210 you are probably right in the middle of the allowable
> 20 to 37% CG for the early Firestar.
>
> Steve H
> Firestar/377
Steve,
I have been using the following formular to do the CG on my older )95) Kolb
- 12.8 - 23.7 inches; which is off the plans from a friend of mine's 97
Firestar 11. His also calls for a 9 degree angle. Thom sent me an old W & B sheet
for the early 90's Kolb and it says to use what you are recomending - 20 -
37%. My Kolb CG comes in at around 31" aft of the leading edge. Can some one
please explain why the older Kolbs W $ B sheets use a %; while the newer ones
gives it to you in inches. If my older Kolb comes in at 31 inches aft of the
leading edge, is that within the allowable limits, it would appear so?
Alan
________________________________________________________________________________
From: | William George <wgeorge(at)mountainmeadowranch.com> |
Big Lar is right. I visit DP Review daily. I use the Canon 10D, Pro
Digital talk, Epson talk and Mac Tools forums. That covers my equipment
and interests. To put up your photos try PBase or Photo.net. They let
you put up quite a few for no charge or you can get lots of capacity
for a small fee, $24 per year for my PBase account. It's easy to
upload, edit and delete files.
Here's my PBase: http://www.pbase.com/wgeorge
Bill George
Hawaii
Kolb Mk-3 Verner 1400 Powerfin
On Feb 28, 2004, at 9:56 PM, Kolb-List Digest Server wrote:
> From: "Larry Bourne" <biglar(at)gogittum.com>
> Subject: Re: Kolb-List: Web Sites
>
>
> I re-named this for the new subject. Two thoughts, 1 for Mike:
> I
> don't know how GeoCities is setup, but with my provider (Homestead) I'm
> allowed X number of separate websites for a given fee. (BTW, they're
> about
> to lose me, cause the fees are increasing dramatically, year by year,
> and
> now they've gotten TOO greedy) What I've done is create 2 websites for
> temporary pics only, 1 of which (flyingpics.com) I haven't used much
> yet,
> and the other (tempics.com) which I've used quite a bit on another
> forum.
> It makes it simple - you publish the picture and whatever explanation
> you
> want, when you want it, and for as long as you want it. Works good !
> ! !
> 2nd thought, for Matt Dralle: The other forum that I'm active on (and
> where
> I use the tempics.com a lot) is the DPReview's Nikon Digital Camera
> Forum.
> (www.dpreview.com/forums , and scroll down to Nikon Talk) It is truly
> international, and I've had dialog recently with people from Malaysia
> to the
> Sudan; Norway to Australia. What Fun ! ! !................but what I
> REALLY like about it is that in a message you can enter a .jpg link to
> a
> picture, (such as:
> http://www.tempics.homestead.com/files/J_Cr_Take_Off_2C.JPG ) and
> it'll
> open automatically with the message on the forum. I don't know if it's
> financially feasible for Matt, but it sure is a nice feature. It's a
> VERY
> active forum, too. Lar. Do not
> Archive.
________________________________________________________________________________
From: | "Jo and Larry" <joandlp(at)starband.net> |
A couple of tail wheels questions please. 1. Could someone recommend a
replacement for the factory wheel and 2. Does anyone have experience using a
full swiveling tail wheel with the Kolb? How does it work? I guess that was
3 , huh? :)
Thanks in advance,
Larry
---
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Very nice pics, Bill. I like the colors on that pheasant, #2715. I
haven't been to Hawaii in over 30 years, and never saw that side of it.
Sure would like to..........someday. (but the big diesel Dodge draws the
line at the Pacific Ocean) :-) Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "William George" <wgeorge(at)mountainmeadowranch.com>
Subject: Re: Re: Kolb-List: Web Sites
>
> Big Lar is right. I visit DP Review daily. I use the Canon 10D, Pro
> Digital talk, Epson talk and Mac Tools forums. That covers my equipment
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Another tailwheel question |
Can anyone recommend a source for a replacement of the tailwheel on the Mark
II?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From: | "Joe Allman" <fisherallman(at)earthlink.net> |
Larry and all,
We use a full swivel on both a Slingshot and a Mark III Xtra.
If my memory serves me I think they came from Matco.
Setup works great on both.
Joe
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Jo and Larry
Subject: Kolb-List: Tail wheel ?
A couple of tail wheels questions please. 1. Could someone recommend a
replacement for the factory wheel and 2. Does anyone have experience using a
full swiveling tail wheel with the Kolb? How does it work? I guess that was
3 , huh? :)
Thanks in advance,
Larry
---
________________________________________________________________________________
Subject: | Re: Tail wheel ? |
I went to true value hardware and got a wheel for a riding mower deck. it is
tough and light weight. cost is about 3 bucks. it is wider than the factory
wheel and leaves less of a mark in the grass (the place I fly from the owner
did not like the track the
narrow wheel left.)
mark
twinstar
minnesota
________________________________________________________________________________
Subject: | Re: re: weight/balance question |
Thom,
Snip>>>>then why is it so easy for me to nose over? In some wet field
situations, .......>>>>Snip
Your Cg is in relation to the overall balance of the plane Thom...not in
relation to the wheels...the safe cg range(envelope) is determined by the
wings center of lift..control suface influence/effectivness ..but where the
wheels are have nothing to do with an engineer decideing what the fore an
aft CG safe range is.
You know however, that your airplane will nose over easily....that is
because the wheels are very near the CG....think of it as balanced on a
perch...a Kolbs wheels are so close to the cg it makes it kinda
"tippy"...you dont want to change your CG..because as you said...your
airplane flys well.
You mentioned the solution..change the Wheels in relation to the cg. I cant
think of why this would be a bad thing...and about all I can think of is a
fella might need a sturdier tailwheel and strut back there...
Raiseing the airplane with longer legs would also make it harder to get
into.
Now...If you decide to do this..I would consider that just moving the wheels
forward would make the plane less "tippy"...and
Lengthening the gear would do this yes..because they will move forward along
that angle of the gear....but it also would change the angle of attack of
the wing on take off roll...and this might lengthen your take off roll...due
to the lower power engine...If you had a big engine...then it probably would
not matter...
John H explained to me one time his gear mods on his different planes...and
how they effected them. And it made alot of sense once he made me
understand...I didnt consider there were 2 things to think about.
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From: | "Steven Green" <kolbdriver(at)bellsouth.net> |
Subject: | Re: Tail wheel ? |
A couple of tail wheels questions please. 1. Could someone recommend a
replacement for the factory wheel and 2. Does anyone have experience using a
full swiveling tail wheel with the Kolb? How does it work? I guess that was
3 , huh? :)
Thanks in advance,
Larry
Larry,
Give TNK a call. Full swivel tail wheel is standard for the mark IIIs and
maybe some other models.
Steven
________________________________________________________________________________
From: | "Lloyd McFarlane" <lrmcf(at)ix.netcom.com> |
Subject: | Weight & Balance |
Alan, I have a 1999/2000 FireStar II which gives both % and inches based on an
average chord of 64". CG to be between 20%12.8" and 35%22.4". My dry weight with
503 DC/DI, brakes and chute is 418 lbs. Lots of paint! I had to put my battery
in the nose cone to stay in ahead of the aft CG limit. If your model is
anything like mine and your 31" is correct, looks like you have a real problem
with a tail heavy aircraft.
Lloyd McFarlane
Fullerton, CA
I have been using the following formular to do the CG on my older )95) Kolb
- 12.8 - 23.7 inches; which is off the plans from a friend of mine's 97
Firestar 11. His also calls for a 9 degree angle. Thom sent me an old W & B sheet
for the early 90's Kolb and it says to use what you are recomending - 20 -
37%. My Kolb CG comes in at around 31" aft of the leading edge. Can some one
please explain why the older Kolbs W $ B sheets use a %; while the newer ones
gives it to you in inches. If my older Kolb comes in at 31 inches aft of the
leading edge, is that within the allowable limits, it would appear so?
Alan
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Consider me in the group who want a little taller main gear leg on
| my MkIII. -BB
Hi Bob/Gang:
The angle is too flat for long legs on the MK III.
On the Original Firestar, the angle was just right for 35.5" legs
shoved all the way in the socket until it bottomed out. Forget how
much leg was sticking out of the socket, but I can go downstairs and
measure my last set of legs from my old FS.
OK, had 24" of leg sticking out and 11.5" inside the socket.
Put the Original FS in a perfect, for me, 3 pt stance for landing and
taking off. Helped slow me down landing on my short strip without
brakes (not installed). Wanted to land 3 pt, and it did do nice ones,
stalling right on the money a few inches off the sod.
Did not change ground handling, that I could tell.
The MK III was a different story. Having become accustomed to flying
the old Factory MKIII, my new MK III and displaced main gear proved to
be quite exciting until I became accustomed to them. There are still
times my gear tend to get the interest factor going. She will ground
loop, if you get behind her. With about 100 lbs on the tail wheel,
that is a lot of weight way back there on the end of the tail boom.
When it starts to swing and you haven't already done something about
it, it is too late.
With the new mounts and mount location on the MK III, the gear legs
overall length is 24". They are made of the same size material that
was used on the Fire Star (Original).
Without good differential braking, my airplane would not be a fun
airplane to fly. Is that characteristic worse than the tendancy to
get up on its nose without much provocation? Heck no. I had much
rather have "a real tail dragger" than have one that had to have a
training wheel under the nose. Just kidding about the training wheel
guys. Still don't want one on my airplane. To me, it is an
advertisement that my airplane is prone to stand on its nose. I
needed an airplane that would get me in and out of rough, tough, soft,
sloppy stuff without going up on its nose and possibly on its back.
Again, I emphasize, that is the kind of airplane I need and that is
the way I have mine configured. It has proven it can do the job.
The above is what I did to my airplane to make it suit me better. I
am not advertising, encouraging, recommending, or otherwise, that
anyone else do the same thing to their airplane.
Take care,
john h
________________________________________________________________________________
Subject: | Re: re: weight/balance question |
> Subj: Re: Kolb-List: Re: re: weight/balance question
> Date: 2/29/2004 6:09:56 PM Central Standard Time
> From: donghe@one-eleven.net
> Reply-to: kolb-list(at)matronics.com
> To: kolb-list(at)matronics.com
> Sent from the Internet
>
Thom/John and guys,
First, thanks to all of you who offered up all the advice to the newbie here;
it was greatly appreciated. I went back out today & went through all the
math again & found I had added my weight in as a positve & not a negative. After
i corrected that, I came in at 36%; which is right in under the allowable 37%
on the older Kolbs. I only weigh 148 lbs. But, the way I understand it,
when my rear stock 5 gal tank gets lower, the CG will begin to move forward and
help some. Any thoughts on leaving it as is; or adding a 1 inch steel plate to
fit under my feet where the floor is now? that would add about 8 lbs.
Alan
95 Firestar 1
N. Richland Hills, TX
>
>
>
> Thom,
>
> Snip>>>>then why is it so easy for me to nose over? In some wet field
> situations, .......>>>>Snip
>
> Your Cg is in relation to the overall balance of the plane Thom...not in
> relation to the wheels...the safe cg range(envelope) is determined by the
> wings center of lift..control suface influence/effectivness ..but where the
> wheels are have nothing to do with an engineer decideing what the fore an
> aft CG safe range is.
> You know however, that your airplane will nose over easily....that is
> because the wheels are very near the CG....think of it as balanced on a
> perch...a Kolbs wheels are so close to the cg it makes it kinda
> "tippy"...you dont want to change your CG..because as you said...your
> airplane flys well.
>
> You mentioned the solution..change the Wheels in relation to the cg. I cant
> think of why this would be a bad thing...and about all I can think of is a
> fella might need a sturdier tailwheel and strut back there...
>
> Raiseing the airplane with longer legs would also make it harder to get
> into.
>
> Now...If you decide to do this..I would consider that just moving the wheels
> forward would make the plane less "tippy"...and
> Lengthening the gear would do this yes..because they will move forward along
> that angle of the gear....but it also would change the angle of attack of
> the wing on take off roll...and this might lengthen your take off roll...due
> to the lower power engine...If you had a big engine...then it probably would
> not matter...
> John H explained to me one time his gear mods on his different planes...and
> how they effected them. And it made alot of sense once he made me
> understand...I didnt consider there were 2 things to think about.
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From: | "momweyland" <momweyland(at)cox.net> |
Subject: | Firestar II wing tail vs.Orig. Firestar wing tail |
Hi,I'm new to this list,but will admit that I've been lurking in these shadows
of Kolb Knowledge for a couple of months now.Thanks for the wealth of information
I've already harvested.I need to know if a Firestar II wing and tail kit is
compatible with the 91 KXP fuselage cage? Thanks,Hank Weyland
________________________________________________________________________________
Subject: | Re: A Few Ancient Pics |
John..
I dunno pard...thems awful old parts!...15 to 20 years old huh? hmmm...
although I would like sumpthin better than these azuza's I have on my Fly.
I dont need the legs..(I got training wheel!)...so sell them to that
SouthCarolina Polecat Green!. hehe :)......and lemme know what you want
for the Old wheels brakes and axles sockets.M/Cyls....tires too if ya got
em.
MAybe Sue will give me an advance on my allowance!
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Subject: | FireFly with enclosed trailer for sale. |
Greetings Kolbers,
My wife say's one plane is enough so I'm going to sell the FireFly and start flying
my recently completed Mk3/912.
Any of you that are ready to buy should consider my FireFly. She is a well-behaved
flyer that has served me well for ~160 hours. The last 5 hours have been logged
over the beaches waters along Florida's Gulf Coast. When she is not in the
air she has always been hangared or snug in her fully-enclosed lightweight
trailer. She is still a good looker in spite of her age.
This was my third Kolb and when the plane was first completed I had it weighed
on a commercial scale. I have a ticket showing it weighed a little under 250 lbs.
Bigger wheels and full enclosure have probably put her over the limit now
but I saved all of the original parts and she could be stripped back to original
if required.
BRS Chute,
Alt, ASI, dual CHT, dual EGT, Hobbs,
Enclosed Trailer,
8" wheels ('still have those dinky Kolb wheels complete with the band brakes
I made for them),
Completed in 1999.
The trailer was designed to be towed by a small Nissan pick-up but with my
Ford 150 I keep forgetting it is back there. It was built by a commercial builder
that makes specialty trailers and it is ready to go.
The whole rig, ready for Springtime flying: $12,500.
Duane the plane Mitchell, Tallahassee, FL (850) 878-9047
________________________________________________________________________________
From: | kinnepix <kinnepix(at)earthlink.net> |
Just an interesting observation in re CG and position of gear --
You may see or have seen a LUSCOMBE, nice little aluminum 2-seater,
side-by-side, taildragger.
Look closely at the main gear -- the plane originally wanted to nose over,
and most every one by now has had a strong plate installed, that moved the
mains forward by that amount. So even the factory design wasn't right -- but
at least easily corrected in this case.
Look at the top of the rudder -- if it's squared off the aircraft was
probably over on its back at some time. Most of them were.
The further back the main gear was, the less likely the plane was to
groundloop -- but the more likely it was to nose over. Same for any
taildragger.
Russ Kinne
________________________________________________________________________________
Subject: | Re: FireFly with enclosed trailer for sale. |
Duane the plane....
Dang bro...I think you are keeping the wrong one!!!!...LOL..:)
seriously...if who ever gets you fine airplane doesnt want the trailer...or
you would split em up.
I would be very interested in seeing it...for possible purchase
thx.and good luck
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Subject: | Re: A Few Ancient Pics |
That deal might work out Don and if ya bend your legs let me know I'll have
a pair of almost new Firefly legs for ya. Yep there still straight. DO NOT
ARCHIVE
p.s. Send me a pic when you get the tank installed.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: A Few Ancient Pics
>
> John..
>
> I dunno pard...thems awful old parts!...15 to 20 years old huh? hmmm...
> although I would like sumpthin better than these azuza's I have on my Fly.
> I dont need the legs..(I got training wheel!)...so sell them to that
> SouthCarolina Polecat Green!. hehe :)......and lemme know what you want
> for the Old wheels brakes and axles sockets.M/Cyls....tires too if ya got
> em.
> MAybe Sue will give me an advance on my allowance!
>
> Don Gherardini
> Sales / Engineering dept.
> American Honda Engines
> Power Equipment Company
> CortLand, Illinois
> 800-626-7326
>
>
________________________________________________________________________________
From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Subject: | Re: FireFly with enclosed trailer for sale. |
Hello Don,
'Great to hear from you. I read all your posts, especially the inside dope from
your manufacturer's Rep. point of view.
I have a potential buyer but he has to sell his new 503 before he can move on it.
It will be no problem for me to ask any potential buyer if he would part with
the trailer.
I designed this trailer specifically for the FireFly and had it built by a local
specialty trailer fabricator. I did not do any stress analysis on it because
the builders experience was a lot more current than my training in that area.
I still have copies of the drawings and performance specs. The documentation
is only 3 pages and I will send you a full set if you would like. The trailer
materials and labor cost was ~ $3,600.
Keep your air speed,
Duane the plane Mitchell, Tallahassee, FL (850) 878-9047
----- Original Message -----
From: Don Gherardini
To: kolb-list(at)matronics.com
Sent: Monday, March 01, 2004 10:41 AM
Subject: Re: Kolb-List: FireFly with enclosed trailer for sale.
Duane the plane....
Dang bro...I think you are keeping the wrong one!!!!...LOL..:)
seriously...if who ever gets you fine airplane doesnt want the trailer...or
you would split em up.
I would be very interested in seeing it...for possible purchase
thx.and good luck
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
Subject: | Re: FireFly with enclosed trailer for sale. |
Duane..Hot dang pard...I would be deeply in your debt if you would send me
what info you have on a trailer.
I have been looking at trailers for a long time now...and I have not found a
single one made (factory) like I want it...it seems that when you get an
enclosed trailer long enough to haul an airplane...it is built to haul a
bulldozer! they are all just too dang heavy built with heavy axles. I have
alot of expierience hauling around new demo equipment in my carreer, and I
know how hard those road miles are on trailer'd equuipment..
If you can email it..send it to
donghe@one-eleven.net
if you need to mail..
Don Gherardini
R.R.#3 box 325A
Sullivan, Illinois
61951
thx pard!
Don Gherardini
Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
Subject: | Re: A Few Ancient Pics |
RgR tht Bryan....
so far..the tank has just been sitting in there to see how it fits...I have
the boom out if the cage and the cage stripped..covering and all...to do
some welding on...need tabs and tubing installed for the upper rear
enclosure...and I am close to finished on those. I had it covered with a old
bedsheet last nite to see how it all was going to workout...and discovered a
spot that needed another peice of tubing to attach to covering to. Underside
wing gap root fairings are gonna be integrated into the cage...and of a tube
and fabric design. I got the wing gap cover finished up complete with
cam-locs to hold it down in the rear.. working on a side door to facilitate
refueling.
All in all....the thinking part sure takes longer than the doing part!
I will send ya pics as soon as I get that tank in.....gotta go on the road
for a few days tomorrow morn..try an scrape out a living...hopefully get
back to the Fly on the weekend!
Don Gherardini
OEM Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
Subject: | Re: Lousy Brakes |
Duane, were they those Azsua jobs?....
I am on my second set of drums....trying to find some that fit better...If I
can get something better like the Hegars...that whole mess will go into that
big box under the bench!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | Re: FireFly with enclosed trailer for sale. |
me too!!
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: FireFly with enclosed trailer for sale.
>
> Duane..Hot dang pard...I would be deeply in your debt if you would send
me
> what info you have on a trailer.
> I have been looking at trailers for a long time now...and I have not found
a
> single one made (factory) like I want it...it seems that when you get an
> enclosed trailer long enough to haul an airplane...it is built to haul a
> bulldozer! they are all just too dang heavy built with heavy axles. I have
> alot of expierience hauling around new demo equipment in my carreer, and I
> know how hard those road miles are on trailer'd equuipment..
>
> If you can email it..send it to
>
> donghe@one-eleven.net
>
>
> if you need to mail..
>
> Don Gherardini
> R.R.#3 box 325A
> Sullivan, Illinois
> 61951
>
> thx pard!
>
>
> Don Gherardini
> Sales / Engineering dept.
> American Honda Engines
> Power Equipment Company
> CortLand, Illinois
> 800-626-7326
>
>
________________________________________________________________________________
From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Subject: | Re: Lousy Brakes |
Hello Don,
I think they were Azusa's, stamped out by the thousands in China, once used for
go-carts. A couple of years ago one of my pals called and complained to one of
the Azusa engineers. He went out to the work area and picked out some choice
ones and sent them along to my pal. They were much better.
----- Original Message -----
From: Don Gherardini
To: kolb-list(at)matronics.com
Sent: Monday, March 01, 2004 12:48 PM
Subject: Re: Kolb-List: Lousy Brakes
Duane, were they those Azsua jobs?....
I am on my second set of drums....trying to find some that fit better...If I
can get something better like the Hegars...that whole mess will go into that
big box under the bench!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
From: | "Dennis Souder" <flykolb(at)pa.net> |
Subject: | Re: FireFly with enclosed trailer for sale. |
Duane,
Way back when .... I called a number of trailer manufacturers in an attempt
to get them to make a lighter trailer for our application. No luck; their
basic reasoning is that they know that if they make a trailer with, say a
1000 lb payload capacity, that the trailer will soon get used for another
application and it will get overloaded and something will break and then
they will get complaints about the trailer not being strong enough. A
trailer large enough to house an ultralight is a relatively large trailer
and just filling it with furniture, for instance, could easily overload it.
Old Kolb made some custom enclosed trailers and these cost more to make than
the manufactured trailers, even though they were much lighter, used lighter
axles and etc. So the economics were not working in our favor doing that
either. It appears making your own is about your only option unless you are
lucky and Richard Swiderski is selling his at the same time your are looking
for one. Or you could pay a small machine shop to custom make one for you,
but it will be pricey!
Happy hunting,
Dennis
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: FireFly with enclosed trailer for sale.
>
> Duane..Hot dang pard...I would be deeply in your debt if you would send
me
> what info you have on a trailer.
> I have been looking at trailers for a long time now...and I have not found
a
> single one made (factory) like I want it...it seems that when you get an
> enclosed trailer long enough to haul an airplane...it is built to haul a
> bulldozer! they are all just too dang heavy built with heavy axles. I have
> alot of expierience hauling around new demo equipment in my carreer, and I
> know how hard those road miles are on trailer'd equuipment..
>
________________________________________________________________________________
From: | "Dennis Souder" <flykolb(at)pa.net> |
Subject: | Re: FireFly with enclosed trailer for sale. |
Oops meant to address this message to Don, and .... of course the rest of
the Kolbers interested in lightweight trailers.
Dennis
----- Original Message -----
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Re: Kolb-List: FireFly with enclosed trailer for sale.
> Duane,
>
> Way back when .... I called a number of trailer manufacturers in an
attempt
> to get them to make a lighter trailer for our application. No luck; their
>
________________________________________________________________________________
From: | "Jon Croke" <jon(at)joncroke.com> |
Subject: | Re: FireFly with trailer for sale. |
On the front page of www.KolbPilot.com is a pic of my Firestar
trailer...its custom built by another builder but is really light and well
constructed.... just some more ideas for your trailer search!
>
> Dennis,
> Any place you know of where there are pics or drawings or any info on the
>
________________________________________________________________________________
From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
Subject: | Re: Kolb-List Digest: 29 Msgs - 03/01/04 |
Don,
Of course, if you want "new axles" Northern tool has a good selection and
you'll find some of them here:
http://www.northerntool.com/webapp/wcs/stores/servlet/CategoryDisplay?storeId=6970&langId=-1&catalogId=4006970&PHOTOS=on&TEST=Y&categoryId=166843
They also have fenders, springs, hardware and other additional parts &
pieces that you'll need. They don't seem to be too expensive.
Fly Safely,
Doug Lawton
NE Georgia & Whitwell TN
Don wrote:
need to find a couple of matching axles...hmm....
Don Gherardini
FireFly 098
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Subject: | Re: FireFly with trailer for sale. |
Huh ! ! !..............thank you, Jon........you jogged my alleged brain a
bit. I don't have plans for it, but my trailer was built by John Wood for a
FireStar, and is light, strong, and tows well. Several pictures of it at
http://www.biglar.homestead.com/landing.html . If you like, more pics are
easily taken and published. Let me know. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Jon Croke" <jon(at)joncroke.com>
Subject: Re: Kolb-List: FireFly with trailer for sale.
>
> On the front page of www.KolbPilot.com is a pic of my Firestar
> trailer...its custom built by another builder but is really light and well
> constructed.... just some more ideas for your trailer search!
>
<donghe@one-eleven.net>
> >
> > Dennis,
> > Any place you know of where there are pics or drawings or any info on
the
> >
>
>
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Can anyone see a problem with me shorting the control stick a couple inches on
my plane?
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
________________________________________________________________________________
From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Subject: | Enclosed trailers for Kolbs |
To those interested in trailers,
Here are a few of my thoughts on enclosed trailers to carry your Kolb:
Light is not always better. Even light trailers are not easy to tow,
when they are over 20' long and over 6' high. Plus light trailers are
easily turned over by the wind. If you Kolb happens to be stored in the
trailer when it is turned over, it is likely to be damaged. In my
opinion a light trailer may very well need to be tied down when stored.
Heavy trailers on torsion axles can give the plane a softer ride than a
light trailer on any kind of axle.
My enclosed trailer is heavy (2,000 lbs), and I don't like the cost of
operating it's tow vehicle, but I don't see a light trailer as a real
option, either. After I get a hanger here in the Phoenix area, I plan to
sell the trailer and the tow truck.
John Jung
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Rotax 912 Voltage Regulator |
| What I would like to know is if anyone has a spare they would
| be willing to part with. Looks like new ones sell for 150 bucks.
Please
| contact me off list if you can help.
| John Cooley
John C/All:
Looks like you screwed up. :-) hehehe
The reason I can say that is because I understand where you are. I
have been the same place. I never got the new 912 off the ground with
the original voltage reg/rec. I wired it wrong and it would not work.
Rewired it wrong and still would not work. Wired it wrong another way
and it worked. Shut down my brand new 912, went in the house and
called Bro Jim in Woodville, FL. Told him I had finally figured out
what I was doing wrong with the reg/rec and it was working like a
champ. About that time I smelled an electrical fire. Looked out the
door and my brand new 912 and MK III were on fire.
I was short on time and money to get to Alaska. Decided I would try
the old Timpanian reg/rec from the 582. Ah!!! it worked. Got me on
that long flight and several years thereafter. The alternator never
was up to snuff in the performance department, but since I had no
experience with the system, I figured everything was ok.
When the Timpanian went belly up, replaced it twice with the Key West
reg/rec. Blew them up in a matter of hours.
Finally, bit the bullet, called Ronnie Smith, South Mississippi Light
Aircraft, ordered a 912 reg/rec. Was amazed at how well the
alternator performed. I had been severly limiting the output of the
alternator by not using the correct reg/rec.
My point is, no matter what, get the correct 912 voltage
regulator/rectifier and take not short cuts. No matter what it cost.
No, I don't have a spare. If I did, I would be like that guy up in
Canada. Keep it! :-)
Take care,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Kolbra/Slingshot??? |
| What's the difference between a Kolbra and a Slingshot? Kirk
Kirk/All:
It's all in the name. hehehe
Well, about 8' of wing span and I forget how much tailboom difference.
Can't remember if it uses a slightly different wing rib or not.
I think that is the primary differences, along with probably a small
cockpit on the Sling Shot.
john h
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Fellow Kolbers:
My Mark II is getting a new engine. I'm upgrading from points-based single
ignition to Ducati-based dual ignition and adding a fuel injector.
Consequently, I'll have a 503 block and heads for sale shortly. Any thoughts
on what it might be worth?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From: | "flykolb" <flykolb(at)carolina.rr.com> |
Subject: | Re: Rotax 503 value |
Ken,
In the Jan 04 issue of Experimenter magazine (which I was just reading
today), the issue of converting a 503 SI to a dual was addressed. The answer
from Phil Lookwood was "the old single-ignition Rotax aircraft engines
cannot be economically converted to the current dual ignition system. That
would require replacement of the cylinder heads, crankshaft, flywheel,
ignition stator...and purchase of the two external ignition modules and
trigger coils...more economical to sell that engine and buy a new one..."
Jim
Mark III
532 SIDC
----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Kolb-List: Rotax 503 value
>
> Fellow Kolbers:
>
> My Mark II is getting a new engine. I'm upgrading from points-based single
> ignition to Ducati-based dual ignition and adding a fuel injector.
> Consequently, I'll have a 503 block and heads for sale shortly. Any
thoughts
> on what it might be worth?
>
> -Ken Fackler
> Kolb Mark II / A722KWF
> Rochester MI
>
>
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
It'll work OK, depending on How Much you shorten it, but the effort to move
the controls will increase, since you'll have a shorter lever arm to move
them with. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Kolb-List: stick
>
> Can anyone see a problem with me shorting the control stick a couple
inches on my plane?
> Bryan Green Elgin SC
> Firestar I 19LBG 377 BRS
>
>
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Your right about the insulator Paul along with the nose length and gas area around
the electrode and type of material the plug controls heat transfer from the
cylinder.
The spark plug starts the fire than acts as a heat exchanger to keep the temps
right.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Here is a good link on plugs.
http://www.ngksparkplugs.com/techinfo/spark_plugs/techtips.asp?nav31000&countryUS
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
________________________________________________________________________________
From: | "ronnie wehba" <rwehba(at)wtxs.net> |
Subject: | Re: FireFly with trailer for sale. |
works here larry!!
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: FireFly with trailer for sale.
>
> Hmmm............I don't know what to say. I just clicked on it, and it
________________________________________________________________________________
From: | "Steven Green" <kolbdriver(at)bellsouth.net> |
Don G. All,
I have sold auto parts for some 24 years now and have never really
understood what a "Heat range" of a spark plug does in the combustion
chamber. I have always had and still have customers asking for "Hotter"
spark plugs and the spark plug books explain the different "Heat Ranges" and
what the number stands for but explain nothing about what's actually going
on in there.
Care to educate us?
pp
Paul,
I'm not Don nor do I pretend to have the knowledge about engines that he and
all the others have, but I will take a stab at your question.
The heat range of a plug is more about how hot the tip or center electrode
is allowed to get. The heat is provided by the combustion inside the
cylinder. The length or distance that heat has to travel from the electrode
tip to a heat sink (the body of the plug and ultimately the head) is what
determines how hot the tip is allowed to get. If you look at two plugs that
are the series but different heat ranges you will see that the insulator
will be longer and maybe slimmer on the "hotter" plug. A "colder" plug will
have a shorter path from the tip to the body of the plug. The reason for
different heat ranges is to maintain the best temperature of the electrode
and insulator in order to keep "stuff" burned off. Too cold of a plug and
it will foul easily. Too hot and your engine will suffer from pre-ignition
(the fuel mixture being ignited by the glowing electrode)
Steven Green
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Re: Rotax 503 value |
Thanks for the info, Jim. BUT, the "buy a new one" is exactly what I'm
doing. That's why I will have a single-ignition block for sale. :-)
-Ken
----- Original Message -----
From: "flykolb" <flykolb(at)carolina.rr.com>
Subject: Re: Kolb-List: Rotax 503 value
>
> Ken,
>
> In the Jan 04 issue of Experimenter magazine (which I was just reading
> today), the issue of converting a 503 SI to a dual was addressed. The
answer
> from Phil Lookwood was "the old single-ignition Rotax aircraft engines
> cannot be economically converted to the current dual ignition system. That
> would require replacement of the cylinder heads, crankshaft, flywheel,
> ignition stator...and purchase of the two external ignition modules and
> trigger coils...more economical to sell that engine and buy a new one..."
>
> Jim
> Mark III
> 532 SIDC
> ----- Original Message -----
> From: "Fackler, Ken" <kfackler(at)ameritech.net>
> To:
> Subject: Kolb-List: Rotax 503 value
>
>
> >
> > Fellow Kolbers:
> >
> > My Mark II is getting a new engine. I'm upgrading from points-based
single
> > ignition to Ducati-based dual ignition and adding a fuel injector.
> > Consequently, I'll have a 503 block and heads for sale shortly. Any
> thoughts
> > on what it might be worth?
> >
> > -Ken Fackler
> > Kolb Mark II / A722KWF
> > Rochester MI
> >
> >
>
>
________________________________________________________________________________
From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Subject: | UL Flying Magazine |
If you want to order the magazine with the Mark IIIXtra on the cover you can
go here:
http://www.ulflyingmag.com/catalog/customer/home.php?cat=252
It is the March 2004 issue that will cost you $8. Bill Vincent said it
would be worth having especially to those building or owner the Xtra.
Clay Stuart
________________________________________________________________________________
From: | "garvelink" <link(at)cdc.net> |
Subject: | Re: FireFly with enclosed trailer for sale. |
what do you want for the trailor and do you have any pictures?
Srglink
----- Original Message -----
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Kolb-List: FireFly with enclosed trailer for sale.
>
> Greetings Kolbers,
>
> My wife say's one plane is enough so I'm going to sell the FireFly and
start flying my recently completed Mk3/912.
>
> Any of you that are ready to buy should consider my FireFly. She is a
well-behaved flyer that has served me well for ~160 hours. The last 5 hours
have been logged over the beaches waters along Florida's Gulf Coast. When
she is not in the air she has always been hangared or snug in her
fully-enclosed lightweight trailer. She is still a good looker in spite of
her age.
>
> This was my third Kolb and when the plane was first completed I had it
weighed on a commercial scale. I have a ticket showing it weighed a little
under 250 lbs. Bigger wheels and full enclosure have probably put her over
the limit now but I saved all of the original parts and she could be
stripped back to original if required.
>
> BRS Chute,
> Alt, ASI, dual CHT, dual EGT, Hobbs,
> Enclosed Trailer,
> 8" wheels ('still have those dinky Kolb wheels complete with the band
brakes I made for them),
> Completed in 1999.
>
> The trailer was designed to be towed by a small Nissan pick-up but
with my Ford 150 I keep forgetting it is back there. It was built by a
commercial builder that makes specialty trailers and it is ready to go.
>
>
> The whole rig, ready for Springtime flying: $12,500.
>
> Duane the plane Mitchell, Tallahassee, FL (850) 878-9047
>
>
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
Subject: | Re: Final Flight Firestar 1990 |
I think that's what Aubrey's wing did. The front/leading edge folded
back over the main/center spar and the wing failed. Hence the use of the
alum angles in mine.
Of course he was flying the five rib wing, way over grossed, doing loops,
hammerheads,
spins and no telling what else when it happened - at an air show. Had a
second chance
chute with a nylon strap instead of the kevlar ones we use today.
Might not have mattered anyway - heard he must have been going
120 mph straight down when he finally pulled it and the chute cut loose.
He would tear a Firestar up and just buy another one.
Don't think he ever built one himself. Used to be our
"Head Possum" but he would never admit to being one.
>I am slowly getting a little be smarter in my old age.
>
>Discovered I can capture frames off the old VHS tape of the "wing
>pulling" of my Firestar. Go through these files in order to see the
>loop, then keep going and see the results of many, many loops, hours,
>heavy loads, sub-warp speeds, and lots of rough air:
>
>http://home.elmore.rr.com/jhauck/Firestar%20Crash/
>
>I appoligize for the size and quality of the pics, but the best I can
>do for the moment. Perhaps I will get even more enlightened before I
>become totally useless to humanity.
>
>john h
________________________________________________________________________________
From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
Subject: | Kolbra/Slingshot??? |
Kirk/All
The Slingshot has 2 seats the back being a jump seat
similar to the Firestar11. It only has one set of
controls which makes it smaller than the Kolbra Here
are some specs form TN Kolb flyers
Mark3C Kolbra Slingshot
Wingspan 30 ft 28ft 4 in 22 ft
Wing Area 160 sq ft 154 sq ft 110 sq ft
Length 22ft 6in 24 ft 19 ft
except for the height the Slingshot has similar
wingspan and length to the Firefly.
SS is sometimes referred to as Firefly on Steroids
Hope this helps
Wayne F Wilson
SS #009
wfwilson1(at)yahoo.ca
Windsor ON
________________________________________________________________________________
From: | Jimmy <jhankin(at)planters.net> |
Paul, I have been flying radio control for 35 years and do still fly them.
Jimmy Hankinson
912-863-7384
Rocky Ford, Ga. 30455
jhankin(at)planters.net
Kolb Firefly/447/240hrs
Local field, Pegasus/2000/Grass
Airport JYL/Sylvania, Ga.
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Cuz'n P'fer's Wing Failure |
Hi All:
Notice subject changed.
Now that I have scared hell out of a lot of you all, I would like to
clear up a few things.
Number 1: I know of two wing failures of the type I experienced on my
Firestar. Mine and Aubrey Radford's. I was fortunate and Aubrey was
not. He knew of my wing failure, which happened about two months
prior to his death. He knew how I flew and that did not change his
manner of flying.
Number 2: I do not see this type of failure happening to a good,
serviceable wing that has not been damaged, has all the important
lateral leading edge bracing, a strong aluminum nose on the inboard
rib.
Number 3: I feel it extremely prudent to do at least an annual
inspection of the inside of each wing panel to insure you have
everything your are supposed to have inside, and that all those things
are attached as prescribed in the contruction manuals. This goes for
all the 5 rib main wings on the Ultrastar and the Firestar.
Number 4: Flown as prescribed in the design envelope of the aircraft,
the wing should last for a very long time. A lot of things can
contribute to weakening the wings not counting "flying fast, hard, and
heavy". If mud daubers can get into the inside of the wing section,
the residue they leave behind is corrosive to aluminum. Last time I
opened up the ailerons and flaps on my MK III during repair and
revcovering of the left wing, dirt daubers had gotten into both
control surfaces through the drain holes, built nest. Everything that
drained out of those nests flowed downhill and collected on the
trailing edge and tails of the flap and aileron ribs. Where this
smelly goop was located was extensive corrosion.
Number 5: Lateral bracing can be broken by vibration during flight,
mishandling on the ground, catching a wingtip on the ground as the
result of a less than level landing or bending and/or breaking a
landing gear leg. To check the inside of a wing that does not have
inspection plates installed, cut a couple small slits in the inboard
rib fabric. One to look through and one to shine your flashlight
through. Should be able to get a good look at all bracing and other
important parts in the wing.
The 5/16" aluminum tube lateral bracing in the older Kolbs is prone to
breaking at the point they are bent to marry up with the main spar and
the leading edge tube. Length of time in service of these braces is
dependent, to a degree, on how well the builder made these bends.
Would I fly a 5 rib wing without additional reinforcing of the ribs?
Yes, and I have many times since I lost my Firestar. There are a lot
of them still out there flying after many years. Check'em out and fly
safe.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Cuz'n P'fer's Wing Failure |
Gang:
Forgot to mention, after cutting a couple small inspection slits in
the inboard wing fabric, a couple small pieces of black electrical
tape will do an excellent job of sealing these holes. How do I know,
I have them on the right wing of my MKIII. Up until a couple years
ago, prior to recovering the left wing, it also had a couple pieces of
black electrical tape covering inspection slits.
Take care,
john h
________________________________________________________________________________
From: | "momweyland" <momweyland(at)cox.net> |
Subject: | Re: Cuz'n P'fer's Wing Failure |
Hi John,Didn't seem to get a response on the Kolb Archive.Could you tell me
if a Firestar II wing and tail kit would work on a 91 KXP fuse
cage.Thanks,Hank
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Cuz'n P'fer's Wing Failure
>
> Gang:
>
> Forgot to mention, after cutting a couple small inspection slits in
> the inboard wing fabric, a couple small pieces of black electrical
> tape will do an excellent job of sealing these holes. How do I know,
> I have them on the right wing of my MKIII. Up until a couple years
> ago, prior to recovering the left wing, it also had a couple pieces of
> black electrical tape covering inspection slits.
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
Subject: | Master Switch and fuel pumps |
From: | "Jason Omelchuck" <jason(at)acuityinc.com> |
I am setting up my BMW engine which has no mechanical fuel pump so I am using dual
electrical pumps. If I have a solenoid powered master and I put them through
it, the engine would die if the solenoid failed. Not putting the fuel pumps
through the master seems to defeat the purpose of the master. Should I install
a mechanical master and run everything through it? Once a mechanical switch
is turned on, what are the chances of it failing?
Jason Omelchuck
MK III
Portland OR
________________________________________________________________________________
From: | "garvelink" <link(at)cdc.net> |
Subject: | Re: Radio Control |
I also fly RC have for 20 years or better Just recently got an ele-bee from
cliff whitney of atlanta hobby it is the most fun I have had it is an
electric wing and is the most agile and fun areobatic aircraft I have flown
loops rolls fly upside down. I can put some photos up if you would like.
this plane is made of epp foam and is almost indistructable. I ran into a
roof tonight and picked the plane up and threw it and flew it for 10 more
minutes.
Steve Garvelink
----- Original Message -----
From: "Jimmy" <jhankin(at)planters.net>
Subject: Kolb-List: Radio Control
>
> Paul, I have been flying radio control for 35 years and do still fly them.
>
> Jimmy Hankinson
> 912-863-7384
> Rocky Ford, Ga. 30455
> jhankin(at)planters.net
> Kolb Firefly/447/240hrs
> Local field, Pegasus/2000/Grass
> Airport JYL/Sylvania, Ga.
>
>
________________________________________________________________________________
From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
I was wondering about covering my Xtra fuselage with 0.020 aluminum. By my
calculations it would be 37 square feet, adding just over 10 pounds versus
fabric.
What do you think?
Advantages: .
- It can be painted before attaching. Since my frame is powder coated, it
would greatly simplify finishing by not having to mask and paint.
- Possibly easier to repair by replacing damaged panel
Disadvantages:
- Added weight, but probably not significant since I plan on the 912S
engine.
- More strength to intrusions in case of accident
- May weaken the longerons to drill rivet holes, but maybe the metal skin
would provide more overall strength
Questions:
- would you use 6061T6 0.020 skin?
- would the metal be much noisier and need sounproofing which would add
additional weight?
- would there be drumming of the thin metal and, if so, would additional
stringers be needed?
- do you think that the additional rivet holes would be a problem with loss
of strength or will the metal skin compensate
I think I have become fairly adept at metal working, making my fuel tanks,
rear enclosure windows and fuel doors
http://www.matronics.com/photoshare/tcstuart@adelphia.net.02.28.2004/airplane_005.jpg
Thanks for your input
Clay Stuart
________________________________________________________________________________
From: | dralle(at)matronics.com (Matt Dralle) |
DNA: not not archive
Subject: | [PLEASE READ] Virus Laden Spam Purports To Be From Matronics... |
Dear Listers,
First let me say that I normally don't condone the sharing of warnings
about Internet viruses on the Matronics Email Lists. I don't want to
start a storm of discussion regarding computer viruses on the Lists, so
please just note the information below and refrain from commenting to
the List. The circumstances I describe below are disturbing enough
that I felt an explanation is necessary. That being said...
There is a new email-bourne virus running rampant on the Internet that
is cleverly disguising itself as legitimate email warning of such
things as:
"your email account is disabled because of unauthorized access"
"Some of our clients complained about the spam (negative e-mail
content) outgoing from your e-mail account"
"Probably, you have been infected by a proxy-relay trojan server. In
order to keep your computer safe, follow the instructions."
"Our main mailing server will be temporary unavailable for next two
days, to continue receiving mail in these days you have to
configure our free auto-forwarding service."
All of these messages include an attachment that you are instructed to
click upon to "Get more information", "clean the virus from your
system", or "check your system for infections".
These enclosures all contain a virus that will infect your system and
propagate even more copies of the original message.
The disturbing part of these messages is that they appear to be coming
from very legitimate addresses and have very legitimate, convincing
dialog. For example, I have received a number of them today that
appear to be from "support(at)matronics.com", "management(at)matronics.com",
"administration(at)matronics.com", and "staff(at)matronics.com".
The text of the messages seems believable enough, and given the forged
source address, seem even more legitimate.
Please be assured that no one at Matronics.com will be sending you
these kinds of messages. If you receive one, it is a spam/virus that
has forged headers and was sent to you from someone other than
Matronics. Delete the message and the attachment promptly. Invest in
a copy of Norton Antivirus and keep the definitions up dated on a daily
basis.
Again, I want to stress that I *DO NOT* want a big discussion of
viruses on the Matronics Email Lists. Please do not reply to this
email with any comments. You may write to me directly at
dralle(at)matronics.com if you wish, but do not include the List.
Since many of these appear to come from matronics.com, I wanted to
assure everyone that Matronics wasn't the real source of these messages.
Let's be careful out there and keep those virus definitions up to date!
Today alone, the Matronics spam filter and virus blocking appliance
has filtered out 11,550 spam messages and 375 viruses! That's just in
an 18 hour period!
Best regards,
Matt Dralle
Matronics Email List Administrator
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
>
> >>
>> Hi All:
>>
>> Anyone see anything wrong with the wings on this Firestar?
>>
>> http://home.elmore.rr.com/jhauck/Firestar%20Crash/PDVD_068.jpg
>>
>> john h
>>
>
Hey John, I looked real close with a magnifying glass at your photo.
Wings arn't too bad but when you look at the pilot, his eyes are really big and
there's all this brown goop all over the tail section ? The best part is
that you're here to pull your leg and joke about it a little.
Bob Griffin
________________________________________________________________________________
From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Y'all;
I don't remember who posted the thread on using two electric fuel pumps along with
a ton of solenoids and such on a BMW engine.
Wouldn't a simple solution be, to drill and tap the crankcase and install a Mikuni
pulse pump and use one electric fuel pump on a separate switch as a boost/back
up pump.
Might save a lot of head scratching and frustration.
Jim Hauck
The older better looking brother :<)
________________________________________________________________________________
From: | "rob" <edmist_r(at)bellsouth.net> |
________________________________________________________________________________
From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Subject: | Re: Ring Free Fuel Additive |
Vic;
Marvel Mystery Oil does the same thing and probably much cheaper.
I add Marvel to all my engines, diesel and gas for years. No carbon or
sludge.
Jim Hauck
________________________________________________________________________________
From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
Subject: | Re: Ring Free Fuel Additive |
Jim,
How much Marvel for five gal and how often?
DS
----- Original Message -----
From: "Jim Hauck" <jimh474(at)earthlink.net>
Subject: Re: Kolb-List: Ring Free Fuel Additive
>
> Vic;
>
> Marvel Mystery Oil does the same thing and probably much cheaper.
>
> I add Marvel to all my engines, diesel and gas for years. No carbon or
> sludge.
>
> Jim Hauck
>
>
________________________________________________________________________________
Kolbers,
I have had some spare time here at work and made a Yahoo slide show of my work
on the Kolbra.
http://f2.pg.photos.yahoo.com/ph/kolbra012/slideshow?&.dir/e09f&.srcph
Also ran across an old webpage that I made last year. I will make a new website
this weekend and take this one down.
www.c-gate.net/~ppetty
later
pp
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
What I am trying to understand is where the heat is here. Have wondered
about this for years. Is it a hotter spark? A bigger spark? Interesting how
engine designers come up with this stuff. I bet there are 400 different
spark plugs on my shelf.
----------------------------------------------
mu understand is that the heat range is determined by the legnth of the insulator
around the center electrode. and how far the electrode extends beyond the insulator....
by changing these dimentions the rate of cooling is affected and
a plug will run hotter or cooler. i could be wrong but that is what i have
been led to believe. the spark should not be affected as both plugs should
be gaped the same. the hotter plug will burn off deposits better than a cold
plug.... but what it will do to an engine / piston is not known to me.
boyd
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
Don wrote:
need to find a couple of matching axles...hmm....
Don Gherardini
FireFly 098
-----------------------------------
Don / others
i have a set of axels and axel fittings for sale
the axel fittings go on the aluminum gear legs on the mark III
the axels fit the matco wheels.
boyd.
________________________________________________________________________________
Paul, I could not get anything to load here. Yahoo says it has a
problem....
c-ya
Richard
----- Original Message -----
From: "Paul Petty" <lynnp@c-gate.net>
Subject: Kolb-List: website
>
> Kolbers,
> I have had some spare time here at work and made a Yahoo slide show of my
work on the Kolbra.
> http://f2.pg.photos.yahoo.com/ph/kolbra012/slideshow?&.dir/e09f&.srcph
>
> Also ran across an old webpage that I made last year. I will make a new
website this weekend and take this one down.
>
> www.c-gate.net/~ppetty
>
> later
>
> pp
>
>
________________________________________________________________________________
From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Subject: | Legal Paper Work ? |
I have recently purchased a used plane which is registered experimental
that had been owned and flown as an "ultralight". The plane was
registered with the FAA when it was built by the original owner. But the
guy that I bought it from was not a licensed pilot and didn't keep a log
book or have the plane inspected in the 10 years that he owned it. I am
also new to the registered planes, having flown ultralights for the past
24 years. So my questions are, what are the requirements for amateur
built class as far as inspections, log books, documentation required to
be carried in the plane, ---- ? Lots of questions I know! But if someone
could at least point me in the right direction to find the answers I
would greatly appreciate it!! I am a mechanic and would inspect and
maintain the plane myself if that is possible?? I guess about the time I
figure out what the reg's are then the sport pilot rules will come out
and change the whole picture again.
Earl Z.
Pa. USA
________________________________________________________________________________
Bryan..Paul..Steve..Boyd and all you sparkie's!
LOL....no I sure aint gonna hand you yourA...or tear you a new....
heck boys...I cant hardly add much to what you have been discussin since I
was gone....you ar doing just fine...I didnt read anything that I thought
was wrong.....BUT....hehe....I will put it a little differently..in case
someone is haveing a hard time following you fellas .... : )
The Heat range of a spark plug....is actually how hot..(In degrees) the
design of the plug allows the engine to heat it up to.
You can imagine that if there was no factor to allow the plug to cool...or
diassapate heat....then it would not take long until the plug was the same
temp as the burning combustion gasses in the chamber....and it would be red
hot...wouldnt work that away..it would act like a diesel glow plug and
ignite the mixture before we were ready...(Pre-ignition)....and soon it
would just burn off and disappear....
So a plug needs some sort of ability to dissapate the heat..the more of this
ability a plug has...we say it is a "cooler" plug...or it has a lower heat
range.
So a "Hotter" plug...in fact simply has less ability to dissapate the heat
that wants to build up than a "colder" plug does.
it is NOT a measure of how "Hot" the spark is...it has nothing to do with
its potential energy....
There are alot of New design plugs coming out today. You have seen the
"split-fires" and all kinds of different electrode designs.....and they make
claims to a "Hotter spark"....these claims should not be confused with a
plugs heat range...Here they are talking about the potential energy they
claim they can impart into the fuel mixture.....There is No industry
accepted measure for this.....
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
http://auto.howstuffworks.com/ignition-system2.htm
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: spark plugs
>
> Bryan..Paul..Steve..Boyd and all you sparkie's!
>
> LOL....no I sure aint gonna hand you yourA...or tear you a new....
> heck boys...I cant hardly add much to what you have been discussin since I
> was gone....you ar doing just fine...I didnt read anything that I thought
> was wrong.....BUT....hehe....I will put it a little differently..in case
> someone is haveing a hard time following you fellas .... : )
>
> The Heat range of a spark plug....is actually how hot..(In degrees) the
> design of the plug allows the engine to heat it up to.
> You can imagine that if there was no factor to allow the plug to cool...or
> diassapate heat....then it would not take long until the plug was the same
> temp as the burning combustion gasses in the chamber....and it would be
red
> hot...wouldnt work that away..it would act like a diesel glow plug and
> ignite the mixture before we were ready...(Pre-ignition)....and soon it
> would just burn off and disappear....
>
> So a plug needs some sort of ability to dissapate the heat..the more of
this
> ability a plug has...we say it is a "cooler" plug...or it has a lower heat
> range.
> So a "Hotter" plug...in fact simply has less ability to dissapate the heat
> that wants to build up than a "colder" plug does.
>
> it is NOT a measure of how "Hot" the spark is...it has nothing to do with
> its potential energy....
>
> There are alot of New design plugs coming out today. You have seen the
> "split-fires" and all kinds of different electrode designs.....and they
make
> claims to a "Hotter spark"....these claims should not be confused with a
> plugs heat range...Here they are talking about the potential energy they
> claim they can impart into the fuel mixture.....There is No industry
> accepted measure for this.....
>
> Don Gherardini
> OEM.Sales / Engineering dept.
> American Honda Engines
> Power Equipment Company
> CortLand, Illinois
> 800-626-7326
>
>
________________________________________________________________________________
From: | "Tommy Dubroc" <TandCDubroc(at)centurytel.net> |
Subject: | Firestar KXP kit for sale |
Kolb Firestar KXP (kit)
1992 model (kit)
Engine...Rotax 447 w/2.58-1 B-box complete with Bing 54 and exhaust
system....all brand new in the box
Prop...38 lamination wood 66" X 32" Tennessee Props
Instruments...altimeter, airspeed, tachometer, dual EGT, compass and ball
bank indicator
Options...heavy duty gear legs, brakes, wheel pants, streamline aluminum
struts, full (total) enclosure complete with door.
Kit is complete with all hardware, fittings, cables, Stits fabric and Stits
process chemicals. Paint is all that is needed to complete the kit.
Price...$8,600.00
________________________________________________________________________________
From: | "Edward Chmielewski" <edchmiel(at)mindspring.com> |
Subject: | Re: Legal Paper Work ? |
Hi Earl/Kolbers,
I ran into the exact set of problems when I bought a MkII. The only thing
in my
favor was the previous 4 owners had kept an ownership log, so I could show the
feds a
continuous list of previous owners when/if the time comes. I contacted a local
fed and he
turned out to be the greatest guy, very helpful but also informed me of possible
pitfalls
to re-registring and N-numbering. Hope you find one as helpful, there's usually
one or
more in each office. Good luck.
Ed in JXN
MkII/503
----- Original Message -----
From: "Earl & Mim Zimmerman" <emzi(at)supernet.com>
Subject: Kolb-List: Legal Paper Work ?
>
> I have recently purchased a used plane which is registered experimental
> that had been owned and flown as an "ultralight". The plane was
> registered with the FAA when it was built by the original owner. But the
> guy that I bought it from was not a licensed pilot and didn't keep a log
> book or have the plane inspected in the 10 years that he owned it.
(Snip)
________________________________________________________________________________
From: | "Richard S. Bezzard" <knotsofast(at)usadatanet.net> |
Bill Vincent/all
I can't see UL's evolving into light aircraft. If you want UL build UL.
If you want experimental then do so. If Mr. Piper thinks he is GOD then
do not fly in. If you want to attend then drive.
Just MHO.
Dick Bezzard
Firefly 447
Knotsofast(at)USADATAnet.net
________________________________________________________________________________
From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
Subject: | US weight & Balance |
Anybody know the attitude the Ultrastar should be in when being weighed? Normally
you level the top aileron but there are none.
Dale Sellers
Georgia
Ultrastar/Cuyuna II-02
________________________________________________________________________________
From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
Subject: | Re: US weight & Balance |
Sorry, I meant longeron.
DS
----- Original Message -----
From: "Dale Sellers" <dsel1(at)bellsouth.net>
Subject: Kolb-List: US weight & Balance
>
> Anybody know the attitude the Ultrastar should be in when being weighed?
Normally you level the top aileron but there are none.
>
> Dale Sellers
> Georgia
> Ultrastar/Cuyuna II-02
>
>
________________________________________________________________________________
From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
For the FS owners,
I'm about to order the prop for my FS and have decided on using a Powerfin. The
question is, which one? For those of you flying with a 503 DCDI with a "B" gearbox
who are also running with a Powerfin, which one are you using?
James Tripp
FSII, 80% done
________________________________________________________________________________
From: | "dama" <dama(at)mindspring.com> |
James, just call Stuart at the factory and tell him your setup. He will help
you with what you need. I have the same setup and cannot tell you the
specifics so just give Powerfin a call. Perhaps you can get a "show special"
at Sun n Fun?
Kip
FS II
Atlanta
http://www.springeraviation.net/
----- Original Message -----
From: "James and Cathy Tripp" <jtripp(at)elmore.rr.com>
Subject: Kolb-List: FS Prop
>
> For the FS owners,
> I'm about to order the prop for my FS and have decided on using a
Powerfin. The question is, which one? For those of you flying with a 503
DCDI with a "B" gearbox who are also running with a Powerfin, which one are
you using?
>
> James Tripp
> FSII, 80% done
>
>
________________________________________________________________________________
From: | "boyd young" <by0ung(at)brigham.net> |
Subject: | Ring Free additive or Mystery oil? |
Ring Free additive or Mystery oil?
My dad in law says that they used hydrolic oil to keep the engines clean on the
old thrashing machine....dont ack cause i dont know...
also OMC has a product that they sell for outboards. it is called engine tuner
injection can. sates it removes gum varnish lacquer and removes carbon from
sticky rings. for peek performance use every 50 hours or once a year. contains
aromatic hydrocrbon solvents and butyl cellosolve. fly safe..
boyd
________________________________________________________________________________
From: | artdog1512 <nazz57(at)yahoo.com> |
Subject: | briggs for UL's .... |
if anyone can read german... check this out -
http://www.aeroklaus.de/50HP.JPG
http://www.aeroklaus.de/SPORTPLEUEL.JPG
__________________________________
http://search.yahoo.com
________________________________________________________________________________
From: | The Kuffels <kuffel(at)cyberport.net> |
Subject: | Re: Legal Paper Work ? |
Earl,
I'll take a stab at your questions.
<>
First the short version. You will need essentially the same
documentation in the plane as any other GA aircraft.
Airworthyness Certificate
Registration
Radio License from the FCC if you fly outside the USA
Operating limitations and cockpit placards
Weight and Balance
As far as inspections, all you need is a logbook entry (not a continuous
logbook trail) with a condition inspection in the last 12 calendar
months signed by an A&P (any A&P will do, doesn't have to be an AI)
Now for some real world if, ands or buts:
I assume all of this paperwork is also missing was well as no logbooks.
You have to establish ownership of the aircraft in a manner satisfactory
to the FAA. This may be the most difficult part of the entire process.
They really want an unbroken chain of FAA "Aircraft Bill of Sale"
forms covering all ownership transfers. Although they will give you
grief, they are required to accept any legal document. Try to get
certified true copies of notarized bills of sale. Absent such a chain,
life can get really bureaucratic and you must beg mercy from the folks
at Oklahoma City where the FAA maintains the registration files.
As far as the FAA is concerned, the plane has not flown for the last 10
years if the prior owner didn't use the original N-number. I would
approach OKC with something like: "I plan to restore to flying status
amateur build experimental Kolb Model XYZ, Serial Number 123 formerly
registered as N1234AB built by Adam Baker in 19??. Enclosed are
certified true copies of Bills of Sale from Mr. Baker to me. {Or tell
them as much as you know about sales, *not* about any flight operations,
and ask them what to do.} Please reregister this aircraft in accordance
with the enclosed FAA Form [whatever, I forget the number]. All the
documentation for this aircraft was lost or destroyed before I purchased
it. Therefore, please send me duplicate copies of the Airworthyness
Certificate and Operating Limitations on file along with a new
Registration."
I would do a new weight and balance anyway even if you got one from the
prior owner. Also make sure all the required placards unique to amateur
built experimental aircraft are affixed.
<>
Anyone can maintain/modify an amateur build experimental. All that is
required is a "condition inspection" within the 12 prior calendar months
signed by an A&P. Let me know if need the exact wording of the logbook
entry.
If you make a "major" modification you need to write your local FAA FSDO
and tell them what you did and get their blessing and/or temporary
flight test restrictions. See the list archives for more information
about this issue.
<>
The Sport Pilot proposal makes absolutely no change to the amateur built
experimental rules. The only effect is if the airplane meets the Light
Sport Aircraft parameters (all Kolbs do fit) and the plane is flown
within the limits of Sport Pilot operations, then the pilot does not
need a medical if he has a driver's license (assuming the pilot has
never *failed* a flight medical). The latter point is subject to
controversy and possible change but that is how identical wording is
currently interpreted for glider pilots.
Gook luck in your quest.
Tom Kuffel
Whitefish, Montana
Building Original FireStar
________________________________________________________________________________
From: | Ted Cowan <tcowan1917(at)direcway.com> |
It seems I have misread or misinterpreted or something concering the new
'grandfather in' clauses in the sports pilots rule. My question is this:
If I were a registered 'pilot' with and organization as USUA, have kept logs
of my flights and times and places for the last five years, have plenty of
'air' time, if I take an FAA writen exam (whatever it is going to be)
possibly a performance test or whatever, I will or could be 'grandfathered
in' for a sports license. Now, I have been told that you have to have log
time in a 'registered' USUA plane, one that has been registered with the
USUA or whatever in order for your logs to count. Wow, that is like
admitting that we used an unlawful aircraft to commit aviation. Can someone
please clarify? Being old has caused my memory to fade and I cannot find
the rules handy. thanks. Ted
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Re: sports rules |
The following link explains the issue.
http://www.sportpilot.org/nprm/student_pilot_cert.html
Thom in Buffalo
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Re: briggs for UL's .... |
Here is a link in English about this basic engine...20hp in standard form but "up to 60hp on nitro". http://www.briggsracing.com/racing_engines/vanguard.html
Thom in Buffalo
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Re: briggs for UL's .... |
And here is Honda's engine competing with the B&S V-Twin
http://www.honda-engines.com/gx670.htm
Thom in Buffalo
________________________________________________________________________________
Subject: | 5-ribs and 503's |
From: | ul15rhb(at)juno.com |
John H and gang,
Along the same lines as George's question, I never got the word whether
the leading edge bent out of place or did it actually break to the point
where the aluminum tore away in the middle of the tube (I can't tell if
the damage was due to ground impact in your pics). Somehow I cannot see
how the leading edge would push in towards the spar unless the attaching
nose rib gussets got bent. They are held in place by 2 rivets per rib as
I recall.
If the leading edge tube got ripped, that .028" wall thickness of that
tube may explain why it gave way. All of the older Firestar's have the
.028" LE tube, unless it was replaced with a .035" tube, and this might
pose a problem if a larger engine like a 50 hp 503 is used.
I'm curious how many pilots on this list have 503's on their 5-rib
Original Firestar's without any modifications to the wings?
I was contacted by a fellow yesterday who is interested in buying an
Original Firestar powered by a 503. I wonder how many of them are out
there? For some of you guys that are familiar with the Original
Firestar's, what are your opinions on this?
Ralph Burlingame
Original Firestar
17 years flying it
Rotax 447
>
> In a message dated 3/3/04 1:53:20 AM Eastern Standard Time,
> biglar(at)gogittum.com writes:
>
> > Hi All:
> > >
> > >I am slowly getting a little be smarter in my old age.
> > >
> > >Discovered I can capture frames off the old VHS tape of the
> "wing
> > >pulling" of my Firestar. Go through these files in order to see
> the
> > >loop, then keep going and see the results of many, many loops,
> hours,
> > >heavy loads, sub-warp speeds, and lots of rough air:
> > >
> > >http://home.elmore.rr.com/jhauck/Firestar%20Crash/
> > >
> > >I appoligize for the size and quality of the pics, but the best I
> can
> > >do for the moment. Perhaps I will get even more enlightened
> before I
> > >become totally useless to humanity.
> > >
> > >john h
> John, all
> Neat pictures.....very educational.....but bring 2 questions to my
> mind:
>
> 1. why did your leading edge bend up?....was it on Both wings?
>
> 2. How could such a little weeee canopy save such a biiiiiig
> plane?....was
> the landing very hard?
>
> George Randolph
> firestar driver from The Villages
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | SEEKING a 5-gallon plastic fuel tank |
Fellow Kolbers:
My Mark II has two five-gallon fuel tanks sitting side-by-side just behind
the pilot compartment, probably very much in the same place that most of you
have fuel tanks.
During the refit of my new engine, the mechanic discovered that my
starboard-side fuel tank had apparently had a leak patched (poorly) by the
former owner. I've elected to replace the tank for safety.
The tanks are semi-transluscent plastic and approximately 10" x 10" x 13"
(and a smidge). The filler hole is placed off-center.
So my question is: What are your recommendations for a source to purchase
one of these?
Many thanks for all responses and feel free to email me direct at:
kfackler(at)ameritech.net.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Subject: | Addition to web site |
Hey Guys,
I added stage # 26 to my web site...
It's a few misc. pictures...
The last one is my bird sitting in the Garage...
Waiting for this snow to melt so I can push out my plane...extend the wings and
do things like ,Break-in my engine , make a gap seal , Weight & Balance...etc
Gotta Fly...
Mike in MN
---
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Subject: | RE:SEEKING a 5-gallon plastic fuel tank |
Hey Ken,
Kolb sells those tanks... there close to $100 bucks , I'll bet that
repair job is looking better already....
I've seen those jugs somewhere else , but I can't find them... so I was
stuck ordering it thru Kolb. I paid $125 for the tank & fuel pick up tube.
Gotta Fly...
Mike in MN
---
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
________________________________________________________________________________
From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
Subject: | Re: RE:SEEKING a 5-gallon plastic fuel tank |
The tank costs less. It's the pickup hardware that gets pricey.
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Kolb-List: RE:SEEKING a 5-gallon plastic fuel tank
>
> Hey Ken,
> Kolb sells those tanks... there close to $100 bucks , I'll bet
that repair job is looking better already....
>
> I've seen those jugs somewhere else , but I can't find them... so
I was stuck ordering it thru Kolb. I paid $125 for the tank & fuel pick up
tube.
>
> Gotta Fly...
> Mike in MN
>
>
> ---
> My Web Site:
> http://www.geocities.com/planecrazzzy/Planecrazzzy.html
>
>
> Sometimes you just have to take the leap
> and build your wings on the way down...
> Gotta Fly...
>
>
________________________________________________________________________________
From: | Terry <tkrolfe(at)usadatanet.net> |
Ken,
The plastic five gallon tanks are a common container for chemicals.
Farmers around my area buy their chemicals for cleaning and other uses
around the dairy farm that come in these containers. Ask around the ag.
supply store in your area if you have one, then go find a farmer that
has an empty. They are not unique just to Ul aviation and are a common
item used for many things.
Good luck finding one,
Terry - FireFly # 95
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Re: RE:SEEKING a 5-gallon plastic fuel tank |
You might want to call Lockwood Aviation, 1-800-527-6829, and ask them
about their fuel tank, part # FT5-120. The cap that goes with it is FT5-120C.
Price of the tank is $25, the cap is $2. According to the measurements in
their catalog, (9.5" X 9.5" X 13.5") it would appear to be the same as the
5 gallon tank that came with my MKIII kit. Might be worth asking about.
Or, all I ever used mine original Kolb tanks for was to go to the gas
station and bring fuel home, they are sitting out in the hangar now. Send
me a couple 5 or 6 gallon plastic gas cans to replace them with, and I'll
stick mine in what ever boxes you used and send them to you for the price
of shipping. They have been around since 1996, appear to be in normal
condition, (dusty, smell like mogas, etc.) and are kept out of the sun, so
this is a strictly an as-is deal. And if you don't want them, no hard feelings.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hey Ken,
> Kolb sells those tanks... there close to $100 bucks , I'll bet
> that repair job is looking better already....
>
> I've seen those jugs somewhere else , but I can't find them... so
> I was stuck ordering it thru Kolb. I paid $125 for the tank & fuel pick
> up tube.
>
> Gotta Fly...
> Mike in MN
>
>
>---
>My Web Site:
>http://www.geocities.com/planecrazzzy/Planecrazzzy.html
>
>
>Sometimes you just have to take the leap
>and build your wings on the way down...
> Gotta Fly...
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Final Flight Firestar 1990 |
| 1. why did your leading edge bend up?....was it on Both wings?
|
| 2. How could such a little weeee canopy save such a biiiiiig
plane?....was
| the landing very hard?
|
| George Randolph
George/Gang:
To answer the first question, the leading edge bent up because the
main rib noses failed to do their job. Most of the upward pressure on
the wing is being carried by those little rib noses. The failure
started between the 2d and 3d OB ribs, at the point the .028" leading
edge is drilled top and bottom for the center false ribs. That
initiated the failure. That was the detonator. As it came up it
pulled the main rib noses, along with all the false ribs, up and to
the rear as far back as the main spar. Failures of the right wing
first, then left wing were almost simultaneous. Like, boom/boom. Two
very quick explosions. There was no ground damage to the wings what
you see in those pictures are what the wing structure looked like
after I got the aircraft home and removed the fabric from each wing.
Both wings were twins, identical damage to each, in the same places.
Thus, the reason I did a little work to make my rib noses a little
stronger in that area, and also increase lateral bracing.
To qualify again, for the umpteenth time, the reason I do what I do to
my airplanes is because of the way I fly and the places I fly.
Period. I do not recommend anyone else doing this to their Kolb
aircraft. I don't recommend anything, period.......
I think the Jim Handbury Hand Deployed Parachute is a 28' diameter
canopy. If I am wrong, Bro Jim can correct me. The military T10
personnel parachute we jumped in the Army used 32' diamter canopies.
IIRC the average rate of decent for a paratrooper with his equipment
is 18' a second. The two parachute recoveries I made with my Jim
Handbury were equipment jumps. Number one, I had an Ultrastar
strapped to me. Number two (with the same parachute), I had my
Firestar strapped to me.
I did not hit the ground too hard on the first deployment. Reason:
Timing of the occilation under the canopy with I had nothing to do
with. I was mearly a sand bag on both deployments. Second deployment
I was slowed down during penetration of the hardwoods. Nose of FS was
6" off the ground when it was all over.
George, I had enough parachute to save my life twice, even though it
was small. :-)
Here is a picture, dusty frame and all, that I took down off the wall
and stuck in the scanner. It was taken soon after I lit in the
hardwood trees near Addison Airport, Alabama. Please pay particular
attention to the leading edge of the right wing. It appears and is
about 18" thick. Both wings failed identically. Really screws up
ones flying. Notice the parachute and parachute bridal are still up
in the trees. The bridal is the white (actually light yellow) line
going up into the trees from the front of the center section. You can
see the bottom of the left bow tip under the right wing. It failed
into this position some time after I entered the trees. As far as I
can tell from the video, both wings and lift struts were in their
respective normal locations under the full canopy prior to
disappearing into trees. This picture was framed for a UL BFI at our
local airport. The inscription reads:
11 March 1990
Push the envelope,
Pay the price.
JR Hauck
He refused to take it because he was trying to run a business and this
picture would possibly run off some of his customers. The reason I
went to the trouble to put this thing together to give him was because
he was doing aerobatics, of sorts, with a two place Eipper
Quicksilver. I did not get his attention. Brought the picture home.
Put it on my wall in my living room right next to the fireplace to
remind me of the same thing: Push the envelope, pay the price.
I think this email will help answer some of Ralph Burlingame's
questions in the next msg.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Final Flight Firestar 1990 |
| Here is a picture, dusty frame and all, that I took down off the
wall
| and stuck in the scanner. It was taken soon after I lit in the
| hardwood trees near Addison Airport, Alabama. | john h
Hi Gang:
Forgot the url:
http://home.elmore.rr.com/jhauck/Firestar%20Crash/Push%20and%20Pay
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: 5-ribs and 503's |
Hi Ralph/Gang:
I'll try to answer your questions, Ralph.
| Along the same lines as George's question, I never got the word
whether
| the leading edge bent out of place or did it actually break to the
point
| where the aluminum tore away in the middle of the tube (I can't tell
if
| the damage was due to ground impact in your pics).
The leading edge tube did not break, tear, or rip in two. It simply
failed up in the exact middle of the number 2 and 3 main rib bays
where the center false rib is attached with one 1/8" rivet top and
bottom. Right and left wings failed identically and and almost
simultaneously.
| Somehow I cannot seehow the leading edge would push in towards the
spar unless the attaching
| nose rib gussets got bent. They are held in place by 2 rivets per
rib as
| I recall.
Nose rib gussets held as designed. They really had nothing to do with
the failure. The failure is described in my first paragraph above.
The nose ribs were pulled out of column, inward, as the leading edge
failed upward. The top tube of the rib nose, which is already bent to
form the air foil then failed, collapsed. As the leading edge comes
up, the fabric on top of the nose rib loses its tension and no longer
assist the nose rib in staying together.
| If the leading edge tube got ripped, that .028" wall thickness of
that
| tube may explain why it gave way. All of the older Firestar's have
the
| .028" LE tube, unless it was replaced with a .035" tube, and this
might
| pose a problem if a larger engine like a 50 hp 503 is used.
The leading edge tube did not get ripped. It got tired and failed.
I was working on obtaining a new 503 to install on my Original 5 Main
Rib Firestar just prior to Cuz'n P'fer's distruction.
| I'm curious how many pilots on this list have 503's on their 5-rib
| Original Firestar's without any modifications to the wings?
Knowing what I know now about my FS, no way would I install a 503 on
it.
| I was contacted by a fellow yesterday who is interested in buying an
| Original Firestar powered by a 503. I wonder how many of them are
out
| there? For some of you guys that are familiar with the Original
| Firestar's, what are your opinions on this?
|
| Ralph Burlingame
Ralph, to answer the last paragraph: "Not very smart."
Take care, fly safe,
john h
________________________________________________________________________________
From: | "Clay Stuart" <tcstuart(at)adelphia.net> |
Everyone must be flying because I stirred up no debate about covering my
Xtra fuselage with 0.020 aluminum by drilling 1/8" holes about every 4" in
the frame.
Will the holes weaken the longerons? Surely. Will the aluminum skin make up
the difference in strength? I don't know. If the longerons are weakened,
is it a good thing or not? I don't know, because in a crash, some crumpling
is desirable. How much crumpling? I don't know. If the fuselage is
weakened, is this a problem at normal flight speeds and maneuvers? I won't
think so.
In the event of a crash, what is most likely to cause you harm? I would
guess that the engine behind you would be the most dangerous object around.
A local gyrocopter pilot was killed last year after an engine-out forced
landing. Reports I heard were that the Subaru engine behind him caused his
fatal injuries.
Maybe Kolb will crash test some remote controlled planes for research.
Comments?
Clay Stuart
________________________________________________________________________________
From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Subject: | Re: 5-ribs and 503's |
John , what was your estimated airspeed at the time of your leading edge
failure?
>
>
________________________________________________________________________________
From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Subject: | Re: Final Flight Firestar 1990 |
John I am not able to view the picture. It is in source code format????????
John Hauck wrote:
>
>
> | Here is a picture, dusty frame and all, that I took down off the
> wall
> | and stuck in the scanner. It was taken soon after I lit in the
> | hardwood trees near Addison Airport, Alabama. | john h
>
> Hi Gang:
>
> Forgot the url:
>
> http://home.elmore.rr.com/jhauck/Firestar%20Crash/Push%20and%20Pay
>
> john h
>
>
>
>
>
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: 5-ribs and 503's |
| John , what was your estimated airspeed at the time of your leading
edge
| failure?
Eugene Zimmerman
EZ/All:
Indicated airspeed at time of failure was 75 mph. Aircraft was flying
straight and level, normal cruise power. Air was turbulent at that
particular day.
john h
________________________________________________________________________________
From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Clay Stuart wrote:
>
> Everyone must be flying because I stirred up no debate about covering my
> Xtra fuselage with 0.020 aluminum by drilling 1/8" holes about every 4" in
> the frame.
snip
Clay,
Besides the effect of all the rivit holes the problem with small dents
from a knee or such hitting the aluminum would soon make an unsightly
mess of the plane. Fabric is much more resilient and forgiving that way.
I've seen planes built with sheet aluminum covering the leading edge and
a small bump can produce an unsightly ding that is nearly impossible to
remove completely so that it cannot be seen.
I would advise against it.
EZ
________________________________________________________________________________
Subject: | Re: SEEKING a 5-gallon plastic fuel tank |
Hi Ken,
I ordered a replacement tank from TNK a couple years ago. If you don't get
the hardware, the bare tank is only about $20 plus shipping. I'm currently
using a six gallon tank that fits the same hole, but is taller by a few inches.
I installed one last winter and have 90hrs of use on it so far with no
problems. Here is the link to the place I bought it from:
Cubitainer and Hedpak Combination Packaging
In case the link doesn't work here is the address:
http://www.ba-industrial.com/hedpak.htm
Scroll down their page to the six gallon Hedpack (part# 049-4440) I paid
$12.95 shipped all the way to Oregon from Oklahoma. These tanks are a little
thinner walled and less stiff than the Kolb tanks. That isn't a problem in my
KXP, but might be something to consider depending on how the tanks are mounted
in the MarkII.
By the way, don't go buy one of those similar sized water containers at the
local mart store. I put one in that was the same size and color, hoping it
would work. It cracked at one of the seams after nine hours. Lucky for me it
decided to fail on the ground and not in the air. The Hedpak tank I'm using now
is certified for shipping harzardous liquids and you can't beat the price. I
can send pictures if you would like.
Hope this helps
Roger in Oregon
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
Subject: | 5-ribs and 503's |
Ralph,
Everybody has an opinion, here's mine: I put about 350hr on my
UltraStar which has a wing essentially identical to the original FireStar.
My engine was a modified high performance Cuyuna which put out about 45hp.
I did a pull test on it along side my buddy's single carb 503 Kolb TwinStar.
With my prop set in the cruise setting, I was getting the same pounds of
thrust (275). Because I inlaid some p-tips on my prop, I believe I was
utilizing my hp better. At any rate, my airframe/wing was seeing the same
thrust as a 48hp 503. I therefore would think that a 503 on an early FS is
not unthinkable, especially if the craft was flown intelligently.
Additionally, I made up some plans to use 2 Kawasaki 340 engines turning 2
counter rotating props, to put on my UltraStar. Using a derated
configuration they put out 30hp each. I sat down at Sun & Fun with Homer &
showed him what I was planning to do. I thought he would jump all over me.
Instead he asked me a lot of questions. This gave me some hope and the
nerve to ask him the big question. I asked him, if I did not use full power
in straight & level, did not exceed the recommended speed envelope, & only
used full throttle on climb out, would the UltraStar handle the setup? He
looked down, scratched his head, smiled, & said it would handle the power in
climb out, but not in level flight. I did not ask him if he would endorse
the project because I knew he wouldn't. If I had an early FS & had the
choice of a 447 or a 503, I'd put on the 503 without blinking an eye,
because I would know that it would be me who controlled how fast the plane
would go, not the engine. If I was the designer, I'd limit the plane to a
447. ...Richard Swiderski
| I'm curious how many pilots on this list have 503's on their 5-rib
| Original Firestar's without any modifications to the wings?
| I was contacted by a fellow yesterday who is interested in buying an
| Original Firestar powered by a 503. I wonder how many of them are
out
| there? For some of you guys that are familiar with the Original
| Firestar's, what are your opinions on this?
|
| Ralph Burlingame
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: 5-ribs and 503's |
| If I had an early FS & had the
| choice of a 447 or a 503, I'd put on the 503 without blinking an
eye,
| because I would know that it would be me who controlled how fast the
plane
| would go, not the engine. If I was the designer, I'd limit the
plane to a
| 447. ...Richard Swiderski
Richard/All:
The US and the Firestar were designed for 35 HP. Homer would not sell
me a 40 HP 447 when I got my FS kit.
I hope some of you on the Kolb List have paid attention to some of my
mistakes over the past 20 years, and hopefully you will learn as much
from them as I have.
Take care,
john h
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Thought that comes to mind is to attach the skins with Adell clamps. No
holes in the longerons that way...............and my feeling is that
possible rust from water entering the holes would be a bigger long term
factor than the holes weakening them. IMHO. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Clay Stuart" <tcstuart(at)adelphia.net>
Subject: Kolb-List: longerons
>
> Everyone must be flying because I stirred up no debate about covering my
> Xtra fuselage with 0.020 aluminum by drilling 1/8" holes about every 4" in
> the frame.
>
> Will the holes weaken the longerons? Surely. Will the aluminum skin make
up
> the difference in strength? I don't know. If the longerons are weakened,
________________________________________________________________________________
Subject: | leading edge fabric |
From: | ul15rhb(at)juno.com |
John H,
After thinking about the leading edge tube deflecting the way it did made me think
about whether you bonded the leading edge tube and fabric with Polytak. Sometimes
a builder won't add aircraft cement to the leading edge tube because it
makes the fabric rough underneath and cosmetically doesn't look as good. Without
the attachment between tube and fabric, the LE tube would be more free to
move around under the fabric and maybe cause the ribs to weaken.
What about the 3" finishing tape on the LE? I notice a lot of builders don't add
this because it makes the overall appearance not as attractive. The finishing
tape is very heavy duty and adds strength to the LE of the wings when bonded
with polybrush over the fabric.
Did Cuz'n P'fer have 3" finishing tape on the leading edge?
Just wondering .....
Ralph
Original Firestar
17 years flying it
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: leading edge fabric |
Morning Ralph/All:
Let's see if I can answer your questions.
| After thinking about the leading edge tube deflecting the way it did
made me think about whether you bonded the leading edge tube and
fabric with Polytak. Sometimes a builder won't add aircraft cement to
the leading edge tube because it makes the fabric rough underneath and
cosmetically doesn't look as good. Without the attachment between tube
and fabric, the LE tube would be more free to move around under the
fabric and maybe cause the ribs to weaken.
I don't see how anyone could not use Polytack for the bottom fabric to
leading and trailing edges. What would hold that fabric in place
while attempting to Polytack the top fabric over it? I do not believe
the adhesion of fabric to leading edge tube adds any strength or locks
it in place. Although the dacron is heat shrunk, it will still
stretch and shrink. Push your thumb into the wing fabric for a minute
or two. There will be a big dimple there when you remove your thumb.
In a few minutes it will return to its original shape. I do not think
the leading edge tube weakened the ribs on my FS in any way. If you
take a serious look at what is holding the forward part of the wing
together, you will see that 5 rib noses are not much. The FS rib is
made of .028 X 5/16 tubing.
| What about the 3" finishing tape on the LE? I notice a lot of
builders don't add this because it makes the overall appearance not as
attractive. The finishing tape is very heavy duty and adds strength to
the LE of the wings when bonded with polybrush over the fabric.
My FS wings were built and covered per Kolb instructions and plans, to
include the required 3" finishing tape. In addition to the 3" tape on
leading and trailing edges, all full ribs were completely wrapped with
2" tape (all the way around the wing and overlapped). I took no short
cuts building and covering the FS wings.
| Did Cuz'n P'fer have 3" finishing tape on the leading edge?
Sure did.
As I have mentioned in earlier posts to the Kolb List, it may be a
good idea to take a look inside those wings to insure everything that
is supposed to be in there is, and it is attached per plans and
instructions.
Take care,
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Aircraft Insurance |
Hi Gang:
A quick note for those interested.
I just made my final decision on next year's insurance. I have been
with AVEMCO for a long time, all the Alaska flights. However, Falcon,
EAA endorsed, beat their premium by $341.00 and cover me and the
airplane anywhere in the US (minus Hawaii), Canada, Mexico, and best
of all, anywhere in Alaska. With AVEMCO I was required to have a
geographic indorsement to cover me while flying in the North Slope
area of Alaska. This was extremely expensive. Another advantage is
no deductible. Can not remember what AVEMCO had for deductible.
Take care,
john h
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Subject: | leading edge failure |
Just how many G's did John pull repeatedly doing all those loops in an
unaerobatic airplane? How many times did he screw the loops up a bit and
pull even more G's? How fast was he going when he pulled out of the bottom
of some of those loops? Most of the lift on a wing is generated in the
front 25% of the wing. Lets say John was flying around at around 600
pounds. At 5 G's that's 3000 pounds of lift on about 30 feet of wing and
ten wing ribs. 100 pounds per foot of wing and 300 pound of lift per wing
rib, mostly on the nose ribs. (And it is not spread evenly as the lift is a
little greater inboard then outboard) Take a look at one of those little
ribs made out of those tiny tubes and imagine a 200+ pound guy standing on
the nose rib part of it, and now bounce on it for a couple of hours... Now
add the wing bending that tends to twist the ribs so the tubes are no longer
in column on the top. If I built a bridge out of this tubing put together
like the ribs are across a deep canyon I bet not one of you would go out and
jump on it. I think the reason the nose ribs failed isn't too much of a
mystery. They were beat to death!
Just my guess anyway.
Topher
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
The Rotor mouse helicopter cage is completely covered in lexan... I thought
that was kinda cool.
The main problem is that you are going to want to seal all those holes into
the 4130 to prevent the interiors from rusting. that means using sealing
rivets which are expensive if you are using structural rivets not the closed
aluminum ones. And your going to need structural rivets if your want to get
any strength from the aluminum. I would also look into .016 inch 6061 t6
aluminum as it would be lighter then the .02 and more corrosion resistant
then the 2024. The extra strength of the 2024 is not a benefit for you in
this case and the fact the 2024 will crack along any bend lines real easily
compared to the 6061 is a major reason to use the 6061 if you're going to
bend the aluminum to fit to the cage.
-----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: longerons
Everyone must be flying because I stirred up no debate about covering my
Xtra fuselage with 0.020 aluminum by drilling 1/8" holes about every 4" in
the frame.
Will the holes weaken the longerons? Surely. Will the aluminum skin make up
the difference in strength? I don't know. If the longerons are weakened,
is it a good thing or not? I don't know, because in a crash, some crumpling
is desirable. How much crumpling? I don't know. If the fuselage is
weakened, is this a problem at normal flight speeds and maneuvers? I won't
think so.
In the event of a crash, what is most likely to cause you harm? I would
guess that the engine behind you would be the most dangerous object around.
A local gyrocopter pilot was killed last year after an engine-out forced
landing. Reports I heard were that the Subaru engine behind him caused his
fatal injuries.
Maybe Kolb will crash test some remote controlled planes for research.
Comments?
Clay Stuart
________________________________________________________________________________
Subject: | Re: leading edge failure |
From: | ul15rhb(at)juno.com |
Topher,
You have a way with words my man. This is a very good explanation of what can happen
with a wing under extra load. It will make me think a lot more when I want
to do some of those fast pullups to feel the g's in my pants.
Ralph
Original 5-rb wing Firestar
17 years flying it
-- "Christopher Armstrong" wrote:
Just how many G's did John pull repeatedly doing all those loops in an
unaerobatic airplane? How many times did he screw the loops up a bit and
pull even more G's? How fast was he going when he pulled out of the bottom
of some of those loops? Most of the lift on a wing is generated in the
front 25% of the wing. Lets say John was flying around at around 600
pounds. At 5 G's that's 3000 pounds of lift on about 30 feet of wing and
ten wing ribs. 100 pounds per foot of wing and 300 pound of lift per wing
rib, mostly on the nose ribs. (And it is not spread evenly as the lift is a
little greater inboard then outboard) Take a look at one of those little
ribs made out of those tiny tubes and imagine a 200+ pound guy standing on
the nose rib part of it, and now bounce on it for a couple of hours... Now
add the wing bending that tends to twist the ribs so the tubes are no longer
in column on the top. If I built a bridge out of this tubing put together
like the ribs are across a deep canyon I bet not one of you would go out and
jump on it. I think the reason the nose ribs failed isn't too much of a
mystery. They were beat to death!
Just my guess anyway.
Topher
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Wings and Things |
Hi All:
Ralph Burlingame was kind enough to let me know the following email
went to him only. It was intended for all on the Kolb List.
john h
| Thanks again John. Did you want this to go to the list? You sent it
directly to me, but I think you could put it on the list too.
|
| Very good advice ....
|
| Ralph
|
| -- "John Hauck" wrote:
| | Hey thanks so much for sending those comments John. Your
| experiences will help others from getting into trouble and hopefully
| me too.
| |
| | I know there have been times where I have pushed the little
Firestar
| way beyond the limits. The Vne is 80 mph and I have had it over
that.
| Nothing broke yet, but I have to take it easy as the little bird is
| getting old.
| |
| | Ralph
|
| Ralph/All:
|
| I intentionally left your entire post above.
|
| I can't remember if I shared this or not. It is not mine, but an
old
| timer friend back in 1990. He explained to me that "stress" can be
| explained as a whole number, 1.0. Each time the aircraft is
stressed,
| a little bit is taken away, with nothing be replaced. So tht whole
| number starts getting smaller and smaller. Finally, one day we ask
| our airplane to do a task and it replies, "Sorry, I am all used up."
| I believe this is what happened to me and my Firestar.
|
| I personally do not care if anyone agrees with the above or not. I
| do, and it keeps me playing on a "fair" field. I am not saying that
| the FS wing or US wing is weak, howeveer, it is not as strong as the
7
| rib wing panels nor the MKIII wing. I know from personal experience
| that the wing can be worn out, used up, flown to the point that it
| will finally give up. If and when that happens, it is awfully nice
to
| have some type of recovery system. Something to give you one more
| option for survival. I, for one, can not predict if and when a wing
| will fail. I only know of two. Mine and Aubrey Radford's. I think
I
| asked earlier if anyone else had any knowledge of US or FS wing
| failures. I am sure Dennis Souder has that info, if it has happened
| to others.
|
| What I am trying to impress on you all is to fly the all Kolb
aircraft
| the way they were designed to be flown. Inspect them, pull
| maintenance on them, and enjoy them. They are the best available
for
| us to fly. That is why I have flown them for the last 20 years, and
| hope I can still push mine out of the hanger 20 years from now.
| Ignoring a possible maintence problem will not make it go away.
| Because it has not happened yet, does not mean it will not. Never
| take anything about building, maintaining and flying airplanes for
| granted. That is what "Murphy's Law" wants you to do. Makes
Murphy's
| job much easier. Do not be afraid to cut a couple inspection slots
in
| those inboard rib wing panels. One to peek through, and one to
shine
| that little Mag Lite through. It there is a lateral brace or
anything
| else in there broken, bent, or does not look the way it should, do
not
| hesitate to cut some fabric and repair.
|
| The one big mistake I made with my US and FS was my attitude that
the
| last thing to fail on either aircraft was the wings. A lot of
little
| mods were made on the fuselage of both aircraft, but never looked
hard
| at the wings. We should have, based on the way I flew them. Had I
| flown them both as designed, it would still be a mistake not to look
| inside and see what is happening in there.
|
| Please try to interpret what I am saying as what I, John Hauck,
should
| do and/or should have done with both aircraft. I in no way am
| recommending you all do anything, even though it may sound that way.
| It is not my intention. My intention is to share my experience,
| mistakes, and solutions for my aircraft and no one else's. I do not
| want to see anyone experience a lot of the problems I experienced
| learning to build, maintain, and fly these fun little airplanes. My
| day is made if I can help one person prevent one accident.
|
| Take care,
|
| john h
|
| PS: A lot of Kolb flyers love to gain a lot of airspeed, pull back
| hard on the control stick and feel the exhileration of about 3+ G's
| and terrific climb. This amount of stress was normal with each of
the
| 1,000's of maneuvers I performed while doing aerobatics in my FS.
| Think about it.
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | 2024 Sheet vs 6061 and Other |
| The extra strength of the 2024 is not a benefit for you in
| this case and the fact the 2024 will crack along any bend lines real
easily
| compared to the 6061 is a major reason to use the 6061 if you're
going to
| bend the aluminum to fit to the cage. Topher
Topher/All:
Have to agree 100% on not using 2024 sheet on ultralights. I started
out experiementing with aluminum sheet to replace the nylon gap seal
on the US and FS. Limited budget meant a quick trip to the hardware
store and a roll of valley aluminum for house roofs. These lasted
well. I got to thinking, if the valley aluminum lasted that well,
some of that strong 2024 sheet would be even better. Made up a new
center section, mounted it, and had stress cracks in a couple hours.
It was too hard to work well in the high vibrations of the two stroke
world.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: leading edge failure |
Topher/All:
Thanks for your interesting response. Some I agree with, some I
don't.
| Just how many G's did John pull repeatedly doing all those loops in
an
| unaerobatic airplane?
Every aircraft I have built, US, FS, and MKIII have been equipped with
a certified accelerometer or G meter. I paid particular attention to
mount the G meter so it would be parallel with the line of flight of
the aircraft.
Loops were consistently performed pulling a max of 3 to 3.5 G's. The
amazing thing about the US and FS was how little stress is normally
placed upon the airplane. Normally, 3 to 3.5 G's was all. In an
attempt see how much stress I could place on it yielded 5.0 G's. That
required a 90 mph vertical dive and an abrupt pull out. Not easy to
get much above 3.5 G's flying aerobatics. However, I have experienced
3.5 G's while flying in clear air turbulence. I can not remember what
my airspeed was, but I was on my way to Sun and Fun 1989, a very windy
day, indeed. Out of the clear blue I got hit hard enough to hurt my
neck. My normal cross country airspeeds in the FS were 65 to 75 mph.
How many times did he screw the loops up a bit and
| pull even more G's?
Serioudly, not many screw ups. Usually the screw ups did not pull
more g's. More G's were pulled going into and than coming out of. An
overspeed coming out required a little longer pull out. Again,
duration of stress, I am sure, also fits into the equation of "wearing
out a wing".
How fast was he going when he pulled out of the bottom
| of some of those loops?
Normally, 70 to 75 mph. Most g's were pulled going into the loop
because of the pusher configuration/high thrust line, and increased
power working against the inside loop. I found I could do beautiful
loops with about half throttle by doing a series of nice and gentle
pull ups until full stall, push the nose over to gain air speed back
up steep into another full stall. Usually, about three of these
repetitions would yield a beautiful symetrical loop at half throttle.
I could do this without increasing power. The FS would hae done much
nicer outside loops, based on high thrust line, if the lift struts had
survived.
Most of the lift on a wing is generated in the
| front 25% of the wing.
I think I emphasized that in a previous post a short time ago. I am
glad you also pointed that out.
Lets say John was flying around at around 600
| pounds.
This would be a normal cross country gross weight for my FS.
At 5 G's that's 3000 pounds of lift on about 30 feet of wing and
| ten wing ribs.
As previously stated, the FS only saw 5 g's once. Very difficult to
pull 4.0. Average 3 to 3.5.
| I think the reason the nose ribs failed isn't too much of a
| mystery. They were beat to death!
I don't like that description. I think "worn out" is a more apt
description, and sounds much better than "beat to death".
| Just my guess anyway.
How often do you use that system of engineering at work?
Just my guess, more often than I realize. Just kidding, Topher. But
you get my point, I hope. :-)
I have never tried to "sugar coat" or cover up the way I flew my FS,
the weights and airspeeds I demanded, and the seriously inclement,
turbulent weather it was exposed to in flight. I made many mistakes
over the years and got my eyes opened wide 11 March 1990. Hopefully,
I can open some more eyes with the informtion I share on this List so
others do not have to go to the same extremes I did to get their "eyes
opened".
Take care,
john h
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Subject: | leading edge failure |
I don't like that description. I think "worn out" is a more apt
description, and sounds much better than "beat to death".
| Just my guess anyway.
How often do you use that system of engineering at work?
I don't work much these days, but I guess when I have to... but the guess
part was in getting the data, the analysis is done correctly. Using the
better data you provided in the analysis still results in my correct
analysis that the nose ribs failed because you "Wore them out!" Which does
sound better then beat them to death, though I think my phrase makes the
point better. Flown more mildly I don't think they would be wore out yet,
though you put more hours on light planes then anybody I know cept maybe
Mark Beierle.
So using your better data at 3 G's (was that a recording g meter or one you
only get a reading when you're looking at it real time?) And let's say only
550 pounds now you're talking only 1650 pounds or 165 pounds per rib.
I weight 165 pounds so that is like me standing on the rib. I still say I
wouldn't want to do that very often! If I put one Kolb rib over the edge of
a 500 foot cliff would you go out and stand on it?
(Really we should add the root ribs too so that's 12 ribs and only 137.5
pounds but that doesn't sound near as bad now does it, and I was trying to
be scary to keep you guys safer!)
Hay! Don't take my keyboard!
What do we care, go out fly loops, load over gross, fly real fast! Trust
us, Kolb would never sell you a plane with less then a 5 times safety margin
on anything. Load her up, put on bigger engines, she can take it. yah
that's the ticket, 200 hp will make it climb real good! And you just have
to limit yer top speed yourself, no problem you can hold her right at the
redline all day long, gusts? Don't worry, how often are you gonna be hit by
a big gust. Never happen while you are in a loop or flying at red line.
Don't worry about it. CG? You can't load a kolb out of the cg range, don't
bother with a weight and balance. All your mods? How much could that 200hp
move the cg anyway? Forget about it!)
OK, I got the keyboard back from that looney,
But he makes some kinda point with that raving.
Topher ;-)
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: leading edge failure |
| So using your better data at 3 G's (was that a recording g meter or
one you
| only get a reading when you're looking at it real time?)
Recording....
| I weight 165 pounds so that is like me standing on the rib. I still
say I
| wouldn't want to do that very often! If I put one Kolb rib over the
edge of
| a 500 foot cliff would you go out and stand on it?
Not until I got those snazzy aluminum angle reinforcements on them.
:-)
| (Really we should add the root ribs too so that's 12 ribs and only
137.5
| pounds but that doesn't sound near as bad now does it, and I was
trying to
| be scary to keep you guys safer!)
When I built the wings for the MKIII, Jim recognized the increased
strength in building a full 4130 inboard rib. My MKIII is equipped
with full 4130 IB ribs.
| But he makes some kinda point with that raving.
Well, Topher, I have tried not to rave too much. I have all along
shared the many errors I made in judgement overflying the US and the
FS. Hopefully, you and many others will benefit from that. I have
never tried to cover up my mistakes. Doesn't help others much to do
that.
So...........I will continue to fly my MKIII wings with all those
holes drilled in all those ribs with all that extra weight that some
think is doing absolutely nothing. I like'em that way. :-) Hoping
they'll last long enough to get back to Alaska and other neat places.
Take care,
john h
PS: If you aren't punching the time clock much anymore, ought to have
the FS finished and flying in no time. I'm anxious to see how your
mods perform, in flight.
________________________________________________________________________________
From: | Richard Pike <rwpike(at)charter.net> |
Subject: | Digital camera to the rescue |
This might make life simpler -
Was holding a set of brake master cylinders in the place where they will
end up, and trying to visualize how to make the new bracket, and then be
able to remember the mental picture accurately enough to transfer the whole
concept correctly into welded steel...
Then I thought of my digital camera.
Got the camera, held the cylinders in place, took a picture, printed the
picture, and now I can mark the picture with dimensions and have it right
at the workbench while I fabricate the bracket instead of having to run
back and forth to the airplane. The odds of only having to build one
bracket instead of two or three before getting it right just got better....
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
From: | "Guy Morgan" <morganguy(at)hotmail.com> |
Howdy Folks. I don't own a Kolb (yet) nor have I built my own plane (yet), but
I do work in aviation as a mechanic and avionics tech. IMHO I would not drill
into any structural tube without approval from the manufacturer or a DER. The
skin will not make up the difference in strength, especially 6061. For the skin
to become part of the structure, all the holes would have to be close-tolerance,
structural rivets, proper thickness and hardness, etc.....As much as I hate
to say it, you would need an engineer to determine these things. Take a look
at a RANS S-12 if you get a chance. I thought if I ever wanted to skin my homebuilt,
I would go that route. The skin is bent over the tube and riveted to
itself if I remember correctly. As for 2024, I make alot of panels from it and
have never had a problem as long as you use proper technique, bend radius etc.
Get a copy of the AC 43.13 if you don't have it already. You can download the
whole thing
from the FAA web site, I believe. Lotsa good structural stuff in there.
Take Care,
Guy Morgan (wanna-be Kolber)
snip The main problem is that you are going to want to seal all those holes into
the 4130 to prevent the interiors from rusting. that means using sealing
rivets which are expensive if you are using structural rivets not the closed
aluminum ones. And your going to need structural rivets if your want to get
any strength from the aluminum. I would also look into .016 inch 6061 t6
aluminum as it would be lighter then the .02 and more corrosion resistant
then the 2024. The extra strength of the 2024 is not a benefit for you in
this case and the fact the 2024 will crack along any bend lines real easily
compared to the 6061 is a major reason to use the 6061 if you're going to
bend the aluminum to fit to the cage.
-----Original Message-----
-- Kolb-List message posted by: "Clay Stuart" tcstuart(at)adelphia.net
Everyone must be flying because I stirred up no debate about covering my
Xtra fuselage with 0.020 aluminum by drilling 1/8" holes about every 4" in
the frame.
Will the holes weaken the longerons? Surely. Will the aluminum skin make up
the difference in strength? I don't know. If the longerons are weakened,
is it a good thing or not? I don't know, because in a crash, some crumpling
is desirable. How much crumpling? I don't know. If the fuselage is
weakened, is this a problem at normal flight speeds and maneuvers? I won't
think so.
ime Offer)
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Subject: | New Twist Regarding Airport Insurance |
Hey Folks,
Any one know the particulars of any litigation involving UL's in Texas. We
were informed by the airport owners association has been forewarned that if
the airport has UL's based at the airport that they may expect a rate
increase. Rationale was due to three present litigation cases involving
UL's in Texas. Next question comes what will be the damage for the
insurance, if too much being banded from use of the airport where we and
other either own or rent hangar space. For present were letting the dog
lie hoping things will not change. For the rest of you out there get ready
for this as a means for insurance companies to increase revenue.
jerb
________________________________________________________________________________
Hi Kolbers,
Guess your wondering.... What tha heck is this guy asking a W&B question at this
point? Well here is why. My father-n-law and his new toy (the RV8) has completed
the 40 hrs required time to leave our airport and carry a passenger. In the
manuals we were looking at W&B and figuring CG. The manual for this airplane
states "Tail wheel weight not to exceed 60lbs" So we bebop out to the airport
with some scales and weigh the tail wheel because the W&B charts from the builder
stated 49lbs. But neither me nor pops could lift the tail off the ground.
Hmmmmm so after we both picked up the tail and got her tail on the scales she
weighed a whopping 116lbs...????? The thought of plopping my big butt in the
back seat and going for a ride calculated out to -10 gallons of fuel for correct
CG. But wait!!! this cant be right.. we put 5 gallons of water in the rear
seat to keep the tail wheel from dancing upward on take off roll if it hit a
pebble or crack in the runway????? Scratching heads at this point.... After typing
this thread to this point I think I will post it and see if you guys can
figure out what we were doing wrong with this W&B of the tail and how Kolb's are
weighed in this manner. After Charley got home and thought about it became
crystal clear. And was why I wanted to ask this question in the first place after
viewing photos of other builders W&B photos..... Have at it, I'm going to
go drill some holes and pull some rivets.......
Take Care
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
www.c-gate.net/~ppetty
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Subject: | Re: W&B Question |
Hi Paul you have to have the plane in flight attitude to get the correct
tail weight
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Kolb-List: W&B Question
>
> Hi Kolbers,
> Guess your wondering.... What tha heck is this guy asking a W&B question
at this point? Well here is why. My father-n-law and his new toy (the RV8)
has completed the 40 hrs required time to leave our airport and carry a
passenger. In the manuals we were looking at W&B and figuring CG. The manual
for this airplane states "Tail wheel weight not to exceed 60lbs" So we bebop
out to the airport with some scales and weigh the tail wheel because the W&B
charts from the builder stated 49lbs. But neither me nor pops could lift the
tail off the ground. Hmmmmm so after we both picked up the tail and got her
tail on the scales she weighed a whopping 116lbs...????? The thought of
plopping my big butt in the back seat and going for a ride calculated out
to -10 gallons of fuel for correct CG. But wait!!! this cant be right.. we
put 5 gallons of water in the rear seat to keep the tail wheel from dancing
upward on take off roll if it hit a pebble or crack in the runway?????
Scratching heads !
> at this point.... After typing this thread to this point I think I will
post it and see if you guys can figure out what we were doing wrong with
this W&B of the tail and how Kolb's are weighed in this manner. After
Charley got home and thought about it became crystal clear. And was why I
wanted to ask this question in the first place after viewing photos of other
builders W&B photos..... Have at it, I'm going to go drill some holes and
pull some rivets.......
>
> Take Care
> Paul Petty
> Building Ms. Dixie
> Kolbra/912UL/Warp
> www.c-gate.net/~ppetty
>
>
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
You are not weighting the plane in the flight attitude?
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Paul Petty
Subject: Kolb-List: W&B Question
Hi Kolbers,
Guess your wondering.... What tha heck is this guy asking a W&B question at
this point? Well here is why. My father-n-law and his new toy (the RV8) has
completed the 40 hrs required time to leave our airport and carry a
passenger. In the manuals we were looking at W&B and figuring CG. The manual
for this airplane states "Tail wheel weight not to exceed 60lbs" So we bebop
out to the airport with some scales and weigh the tail wheel because the W&B
charts from the builder stated 49lbs. But neither me nor pops could lift the
tail off the ground. Hmmmmm so after we both picked up the tail and got her
tail on the scales she weighed a whopping 116lbs...????? The thought of
plopping my big butt in the back seat and going for a ride calculated out to
-10 gallons of fuel for correct CG. But wait!!! this cant be right.. we put
5 gallons of water in the rear seat to keep the tail wheel from dancing
upward on take off roll if it hit a pebble or crack in the runway?????
Scratching heads !
at this point.... After typing this thread to this point I think I will post
it and see if you guys can figure out what we were doing wrong with this W&B
of the tail and how Kolb's are weighed in this manner. After Charley got
home and thought about it became crystal clear. And was why I wanted to ask
this question in the first place after viewing photos of other builders W&B
photos..... Have at it, I'm going to go drill some holes and pull some
rivets.......
Take Care
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
www.c-gate.net/~ppetty
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
Subject: | Re: 5-ribs and 503's |
One of us ("Possums") ask about the 503 on the XP Firestar and were told
that the cage
was not designed to take the engine and that cracks would develop around
the back
of the cage under the engine mount area. We did it anyway with a 503 single
carb
back in the early/mid 1990s??. The cage did develop cracks under the back
part of
the engine mounts. They were hard to see - but they were there.
So watch out guys, it was originally built for a 377 or 447.
I think cranking up a 503 is a little rougher on the cage than it was
designed for. I know Homer really liked us, but had a problem with
the name "Possums from Hell" for obvious reasons - if you know Homer.
He said once that he was "very impressed" we were still alive.
But he invited us to dinner at the airshows anyway- so ??
Young, dumb and invincible!!! But it was fun.
>| If I had an early FS & had the
>| choice of a 447 or a 503, I'd put on the 503 without blinking an
>eye,
>| because I would know that it would be me who controlled how fast the
>plane
>| would go, not the engine. If I was the designer, I'd limit the
>plane to a
>| 447. ...Richard Swiderski
>
>Richard/All:
>
>The US and the Firestar were designed for 35 HP. Homer would not sell
>me a 40 HP 447 when I got my FS kit.
>
>I hope some of you on the Kolb List have paid attention to some of my
>mistakes over the past 20 years, and hopefully you will learn as much
>from them as I have.
>
>Take care,
>
>john h
>
>
________________________________________________________________________________
From: | possums <possums(at)mindspring.com> |
Subject: | Re: 5-ribs and 503's |
At 12:42 AM 3/8/2004, you wrote:
>
>
>| If I had an early FS & had the
>| choice of a 447 or a 503, I'd put on the 503 without blinking an
>eye,
Oh.. let me also add that I'm not saying don't experiment -
if you want. I've got a kickass 503 E-box dual-carb 3 blade warp drive on mine
now, but have beefed up/changed the cage a lot. Getting close to 575
hours without a single glitch, decarb, rebuild - nothing. Like I say, just an
experiment. Going to trade it in at 600 hours for a new one - maybe.
http://www.mindspring.com/~possums/Modrearframe.jpg
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: elcorrecto!!! aka W&B |
Paul,
Even my FireFly has W&B info: basic procedure, drwgs, example. If no one
else can give you Kolbra stuff, I can send cy via FailMail.
Bob N.
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Bob Bean/List;
Bob, I envy you and the folks you are fortunate
to be flying with. Those 'games' that you speak
of are the kind we used to do back in the 80's.
The club that I belong to has about 30-35 members
and NOT ONE of them is willing to be included
in, or to support others involved in, these events
of SKILL ENHANCEMENT.
Proficiency does not come to us from the sofa.
We have to actually get out there and get in the
air. And hopefully, we have commerades that
will fly with us and critique us honestly (and in
humor when possible) to help us improve our
flight abilities.
I miss the "old style" flying, with the sense of
achievement and satisfaction that comes with it.
Keep up the good work. This list is AWESOME.
George Bass
---
________________________________________________________________________________
Subject: | Sling Shot details |
Hi Guys
Looking at a pic of a sling shot and wondering if it has 6 inch spars
and tail boom?? Looks as if TNK no longer offers it . Herb in Ky
________________________________________________________________________________
From: | "Tommy Dubroc" <TandCDubroc(at)centurytel.net> |
Subject: | Re: Firestar KXP kit for sale |
Bill,
I am in central Louisiana.
Tommy
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
Subject: | 5-ribs and 503's |
Kolbers,
A few days ago I posted my opinion (abbreviated below) on putting a
503 on an original FS. I thought it a reasonable thing to do, especially
with the positive experience I had with a similar hp engine on my US. We
just read testimonials of cage cracking on the FS with that application.
And today, it just popped into my head that I too had cracking on my
floating engine mount on the US, although at least one other engine mount on
a UltraStar occurred that I know of & it was with a stock 35 hp engine. I
reinforced the affected area, went on with life & forgot about it.
Conclusions: 1) Modifications increase risk of the unexpected. 2)
Richard Swiderski's opinion is not infallible. 3) Tapping into the knowledge
base of a group is invaluable.
Would I put a 503 on an original FS? Absolutely! For me, the
performance would be worth the modification needed to beef up the cage. I am
probably more comfortable than most in exploring my limits, & I am willing
to deal with the cascading effects of changing one thing only to have to
change 5 others because of it. If experimental were not allowed in
aviation, I would not be either. My great-great grand uncle used to tell
me, "Richie Boy, arrogant experimenters do not live long enough to brag too
much." If you tinker, ask a lot of questions, do small steps & keep a
humble opinion of your ability to see all the possibilities.
...Richard Swiderski
PS: I just added an Exhaust System page to my website
http://www.geocities.com/ib2polish/ExhaustSysem.html?1078877874592 I am
working on posting the crank sensor assembly page next
Ralph,
Everybody has an opinion, here's mine: I put about 350hr on my
UltraStar which has a wing essentially identical to the original FireStar.
My engine was a modified high performance Cuyuna which put out about 45hp.
.....
I therefore would think that a 503 on an early FS is
not unthinkable, especially if the craft was flown intelligently.
......
If I had an early FS & had the
choice of a 447 or a 503, I'd put on the 503 without blinking an eye,
because I would know that it would be me who controlled how fast the plane
would go, not the engine. If I was the designer, I'd limit the plane to a
447. ...Richard Swiderski
| I'm curious how many pilots on this list have 503's on their 5-rib
| Original Firestar's without any modifications to the wings?
| I was contacted by a fellow yesterday who is interested in buying an
| Original Firestar powered by a 503. I wonder how many of them are
out
| there? For some of you guys that are familiar with the Original
| Firestar's, what are your opinions on this?
|
| Ralph Burlingame
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | 5-ribs and 503's |
..............
> Conclusions: 1) Modifications increase risk of the unexpected.
.............
Richard, FireFlyers and Kolbers
I agree. It is always good to proceed slowly and check and recheck.
Adding a more powerful engine to the FireFly has had its price. I did not
worry much about the hp because I thought I could hog it down with increased
prop pitch to limit a 48 hp engine to 38 hp and to keep the FireFly 103-7
legal. I was more worried about keeping the weight within limits, and
getting the FireFly trimmed so that it flew well. With most issues taken
care of and almost 50 hours with the FireFly and Victor 1+ engine
combination, it was time to limit the hp.
I proceeded to add a couple of twists to the IVO pitch adjustment screw to
increase pitch. After three adjustments followed by three flights, I
discovered that I was not going to be able to reach my goal. I had reduced
the WOT rpm from 6,000 to 5,400 rpm. Everything seemed to be fine in the
air, but on the ground the FireFly was becoming a monster. The prop pitch
was so high that one had to heavily ride the brakes while taxiing to and
from the runway. Even though the two blade propeller had been shortened to
56 inches, the engine firing impulse was too high and shook the cage. I
took the pitch back out of the prop and took another spin around the
pattern. I noticed an increase in exhaust noise.
After landing and pushing the FireFly in the hangar, I checked it over very
carefully. In about 15 minutes of flight, I had cracked the muffler in four
places, broken one radiator mounting bracket, and cracked one of the
radiator shutter mounting brackets. Repairs are under way and I am grounded
until they are complete. But the unescapable conclusion is that with the
Victor 1+ and FireFly combination I will not be able to make 103-7.
I will fly this summer with the Victor 1+ and then I will have to mount a
smaller hp MZ 34 (Compact Radial Engines) or F-33 (Hirth). It will be
interesting to see the effect of a 50 pound weight reduction on FireFly
performance.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | WhiskeyVictor36(at)aol.com |
Subject: | Can you convert 5 rib to 7? |
All this talk about the 5 rib wing made me wonder if one could convert it to
7 ribs. That is, could you install 2 additional ribs onto the same "old"
spars. This would require moving all the ribs to a new location, leaving some
empty pop rivet holes and then require additional new holes for the rearranged
rib locations. My Original FireStar builders manual cautioned against drilling
"extra" unneccessary holes in the spar, so personally I wouldn't feel
comfortable doing it. But, I was just curious if anyone else thought about it.
Bill Varnes
Original FireStar
Audubon, NJ
________________________________________________________________________________
Subject: | Re: Can you convert 5 rib to 7? |
From: | ul15rhb(at)juno.com |
>
> All this talk about the 5 rib wing made me wonder if one could
> convert it to
> 7 ribs. That is, could you install 2 additional ribs onto the same
> "old"
> spars. This would require moving all the ribs to a new location,
> leaving some
> empty pop rivet holes and then require additional new holes for the
> rearranged
> rib locations. My Original FireStar builders manual cautioned
> against drilling
> "extra" unneccessary holes in the spar, so personally I wouldn't
> feel
> comfortable doing it. But, I was just curious if anyone else
> thought about it.
>
>
> Bill Varnes
> Original FireStar
> Audubon, NJ
Bill,
I think it would be better to get new 7-rib wings for the Firestar. One
interesting thing I have found this last week is the fact that 503's can
be used on Challenger wings, CGS Hawk wings, and even on the Aerolite
103. The integrity of those wings do not measure up to a 5-rib, 5" spar
Firestar wing in my opinion. I have been flying this plane some 17 years
now. Maybe it's best to be on the conservative side (for airplanes that
is).
Ralph
Original Firestar
17 years flying it
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: Can you convert 5 rib to 7? |
A year or more ago there were a bunch of posts on this. Try archives,
maybe there.
Bob N.
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
Subject: | Re: Sling Shot details |
----- Original Message -----
From: <herbgh(at)juno.com>
Subject: Kolb-List: Sling Shot details
>
> Hi Guys
>
> Looking at a pic of a sling shot and wondering if it has 6 inch spars
> and tail boom?? Looks as if TNK no longer offers it . Herb in Ky
>
> Herb,
The Slingshot does use 6 inch spars and tail boom. Same as the Mk-3s and
Kolbras, only shorter.
Denny Rowe
I
________________________________________________________________________________
From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Just a check.
Did I get bumped off the list or did the list just die?
________________________________________________________________________________
From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
Died for me too. Bet nine months from now will tell what list members were
doing.
Dale Sellers
Georgia
----- Original Message -----
From: "Eugene Zimmerman" <eugenezimmerman(at)dejazzd.com>
Subject: Kolb-List: List
>
> Just a check.
>
> Did I get bumped off the list or did the list just die?
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Sling Shot Availability |
Hi All:
Got a call from Travis Brown, Number One Parts Man, TNK.
Travis asked me to pass on to the Kolb List the following. The Sling
Shot is available. It has not been advertised, but kits are available
on an as needed basis. That is, the parts for the kits are not kept
on the shelf, but if someone buys a SS Kit, it will be welded up and
sent on its way.
I personally enjoy flying the SS. It is a fun airplane, agile, fast,
extremely strong (I think Dennis and Homer designed it for me so I
would not be able to break it.) and gets in the air and on the ground
like the rest of the Kolb family. I heartedly endorse it. I have
flown it with the 582 and a passenger with a big commercial video
camera. Also flown the 912 powered SS with passenger. It seems to
feel better when loaded down than when flown single pilot. Amazed me
first time I took off with a passenger in the 582 powered SS. Did a
tremendous job for those tiny little stubby 22' wings.
Take care,
john h
________________________________________________________________________________
Subject: | Re: tank installation |
Bryan...
I have got the tank installed...I set in in with the filler cap to the
side...and all the way down on the boom..like the origional 5 gal was in the
FireFly. I put it in there that way so to get the cap closer to the side to
make it weasier to fill. I also ordered a 5 gal fuel jug from Jaz becuse I
have always had trouble filling from a 5 gallon gas can. This "Fuel Jug", as
they are called, has the neck all the way to the edge of the jug, so when
you tip it up to horizontal, all the fuel will drain. Due to the way I have
to fill my Fly, , from the side, I cant tip a 5 gallon can up very high
because the it hits the bottom of the wing. and this taller tank will make
that worse. I hope this new gas can will make it easier to fill.
I welded the small tabs you see in the pics to the cage, and made a
corresponding bracket from .250x..028 cromemoly tubing, and welded tabs on
the ends , drilled for a AN3 bolt...and I will be able to remove it and
replace it with something different if the need arises....Like maybe putting
back a 5 gallon tank if I have to some day. THis way I can unbolt the large
tank holding frame and bolt in a smaller oner that fits the smaller tank.
This is very similiar to the way to other 5 gal tank was in there..other
than the .250 tubing was welded to the cage...which I removed altogether.
anyhow enclosed are the pics..
I am covering the cage today...and I made a door on the side hinged at the
top and fastened with camlocs to access the fuel tank to fill it. and also
access the small baggage storage I put in at the rear of the cage. That is
the aluminum you see in the rear section of the cage.
Don
________________________________________________________________________________
Hi Kolbers,
It's been slow here in the Kolb camp for the past few days. I guess many, like
myself have been busy dusting off the mowers, starting up the swimming pool and
getting outdoors and flying and such. Not to mention building an airplane. With
the grass starting to turn green and the temps beginning to climb out of the
freezing range, I am excited about this summer. My plans include completing
my PPL training and finishing my Kolbra. I ordered kit 2 yesterday and are waiting
for it to arrive next week sometime. Just a note here when ordering kits
from TNK. I plan on installing Matco brakes and larger wheels and tires that
John W. has on his Kolbra. I also plan on a custom fuel cell and flaps for Ms.Dixie.
So, when I ordered kit # 2 I asked Linda if she could delete the wheels
and tires and fuel tanks. I was pleased to hear her say "Not a problem". They
will subtract the "cost" of these items from the kit. TNK folks are a wonderful
to work with. Key work here though is "cost" not what you and I would pay for
these items, but what the factory pays for them. Probably more than what you
could get for these items if ya sold them to a buddy. TNK company to me is more
like a family of people rather than a kit airplane company. Trust me on this
one.. Rans did a 180 on us after a hand shake deal at S$F last year.
Engines.... On the way to the airport last weekend I asked Charley.. "Did you tell
me previously that the "360" in IO360 stood for cubic inch displacement?"
He replied with a yes. I sat quiet in the car and thought about that for a while....
Ok self.. trying to do the math... 4 cylinders ... 360 CID... dang that's
90 CI per hole.... if that were a V8 it would be a 720 CID engine! And after
looking at the cylinder length it looks a lot like the 912 rotax. A calculation
from a yahoo hanger regular and A&P said he figured it @ 5.125 bore x 4.375
stroke.... still don't sound big enough for me. Anyone care to explain this
one to me?
(pi 3.14159 pi/4 .7853975 d bore diameter of a cylinder dxx2 d-squared stroke
stroke of crankshaft cyl number of cylinders) Don? ya out there buddy?
Well guys & gals it's Friday night an I have a hot date with a air drill and a
bunch of aluminum tubing! :-)
ps. Charley..20k hour pilot flew the R/C J3 cub for me the first time this past
weekend....hehe one turn and straight into the house.... engine torn off front
of the foam fuselage ripped in half... we laughed for hours.... a little Elmer's
and she was good to go!
Have fun this weekend folks!
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Subject: | Velcro deterioration |
Hi Gang,
'Took my Firefly for a hop this A.M. and she was happy to go. After climbout I
took her up to cruise speed and was tooling along just fine until I heard one
of those strange noises we all dread. 'Made it back to the field and set her down
without further problems. When I looked her over I found that the back section
of my metal wing gap cover had popped up and was making all the noise.
Close examination showed that one area of two inch wide velcro had lost most of
it's "fuz". It has been on there for about two years and was not bald but definitely
less than new. I used a piece of new matching Velcro to test it's holding
power and confirmed that it was no longer holding as it should. In addition
the cables going to the BRS rocket were not where they should be and were pushing
against the underside of the gap cover.
Note: it was the fuzzy side of the velcro that lost it's grip the loop side tested
o.k.
Builder's Note: I found that removing the Velcro from the top of the inboard wing
rib was going to be a real problem because it is glued on and MEK would make
a real mess of the fabric in that area. I will probably just glue a new piece
on top of the old one. The matching velcro (loops) on the underside of the metal
gap cover is o.k. I should have had the fuzzy side glued to the metal so
that when it wore out it would be easy to remove because the MEK would not damage
the metal.
Living and still learning,
Duane the plane Tallahassee, FL, FireFly SN007, Mk3/912.
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
----- A calculation from a yahoo hanger regular and A&P said he figured it @
5.125 bore x 4.375 stroke.... still don't sound big enough for me.
Displacement is piston area times stroke. The area is pi* r
2, so you have
3.14*(5.125/2)
2*4.375=90.25 cubic inches... times 4 cylinders is 361 CID.
Topher
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Subject: | Fw: Monument Valley |
I sent this link to Boyd a few minutes ago, and bcc'ed to myself. Since the new
trip is in just a couple of months, I thought this might be an appropriate time
to dust off the old memories, and get the dreams going again. Enjoy.
Lar.
Subject: Monument Valley
I just published a few pics of the MV trip to the Nikon camera forum. This is
a true world wide group, and a lot of fun. Your plane is in 2 of the pics I used,
and I thought you might like to take another look. If this link works out,
I think I'll send it to the whole List. John W., your plane's here, too, and
I believe the pics were all taken from Miss P'fer. Good memories.
Lar.
http://forums.dpreview.com/forums/read.asp?forum1007&message7985258
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
From: | "Beauford" <beauford(at)tampabay.rr.com> |
Subject: | Re: Velcro deterioration |
Duane:
I also built an aluminum gap seal for the Fly... and I put the wide velcro
on 100% of the side edges.... But I didn't trust the velcro enough to stop
there.... Riveted 4 little angle hooks onto the trailing edge corners of
the seal.... 2 on the top, 2 on the bottom... use two bungee cords to secure
the seal's trailing edge around the top of the cage.... The bungees are out
of sight and don't interfere with the BRS harness should it need to be
deployed... The cords really nail down that gap seal and keep it snugged
back against the leading edge.. takes an extra minute to hook it up when I
install the seal, but worth it in terms of peace of mind ... that seal would
really do a job on the IVO if it ever got back there...
Glad yours didn't come completely loose...
Regards,
Beauford
FF-076
----- Original Message -----
>
> 'Took my Firefly for a hop this A.M.. When I looked her over I found that
the back section of my metal wing gap cover had popped up and was making all
the noise.
>
> Close examination showed that one area of two inch wide velcro had lost
most of it's "fuz,
>
> Duane the plane >
>
>
________________________________________________________________________________
From: | "Bill Elder" <billelder(at)denver.net> |
Subject: | Re: Monument Valley 2004 |
John - please remove me from the list attending the Monument Valley event
for this year. Family duties require me to be out of the country during
that timeframe - too bad for me!!!! Bill
----- Original Message -----
From: "John Williamson" <kolbrapilot(at)comcast.net>
Subject: Kolb-List: Monument Valley 2004
>
> Remember you are responsible for making your own arrangements with
> Goulding's.
>
> Folks that have stated an interest in gathering at Monument Valley during
> May 14-17, 2004:
>
> John Hauck, Kolb Mark III, Titus, AL jhauck(at)elmore.rr.com
> John Williamson, Kolb Kolbra, Arlington, TX kolbrapilot(at)comcast.net
> Boyd Young, Kolb Mark III, Brigham City, UT by0ung(at)brigham.net
> Craig Nelson, Kolb Mark IIIXtra, Gilbert, AZ vitalfx0(at)msn.com
> Dave Pelletier, Kolb Mark III or FireStar, Prescott, AZ
> pelletier(at)cableone.net
> Dave Rains, Cessna 175, El Paso, TX rr(at)htg.net
> Dennis Kirby, Kolb Mark III, Cedar Crest, NM Dennis.Kirby(at)kirtland.af.mil
> Erich Weaver, Kolb Mark III , Santa Barbara, CA erich_weaver(at)urscorp.com
> Gary Haley, Kolb Mark III, Houston, TX ghaley(at)wt.net
> Jim Hefner, Kolb FireFly, Tucson, AZ hefners_tucson(at)hotmail.com
> John Bickham, Kolb Mark III, St. Francisville, LA BICUM(at)aol.com
> Larry Bourne, Kolb Mark III, Palm Springs, CA biglar(at)gogittum.com
> Larry Cottrell, Kolb Mark III, Klamath Falls, OR lcottrel(at)kfalls.net
> Tim Gherkins, Kolb FireStar II, Gilbert, AZ rp3420(at)motorola.com
> Tom Kuffel, Prospector, Whitefish, MT kuffel(at)cyberport.net
> Will Uribe, Kolb FireStar II. El Paso, TX WillUribe(at)aol.com
> Ted Cowan, Kolb SlingShot,Opelika, AL tcowan1917(at)direcway.com
> Jim Clayton, Kolb Mark IIIXtra , Santa Clara, CA jspc78(at)yahoo.com
> Bruce Williams, Kitfox, MS
> Mark German, Kolb Kolbra, Chisago City, MN aerofab(at)worldnet.att.net
> Bill Elder, Kolb Mark III, Conifer CO, billelder(at)denver.net
>
>
> John Williamson
> Arlington, TX
>
> Kolb Kolbra: 508 hours, Rotax 912 ULS
> http://home.comcast.net/~kolbrapilot/
>
>
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Gonna hafta do some research. Last night it worked fine; this morning it
doesn't. Too bad...........some of the responses were funny. Ah, OK,
just now I tried it again, and if you look near the top of the page, you'll
see where it says "Jump To," and an arrow beside "News Discussions." Click
that arrow, scroll down to "Nikon Talk," and click on it. As of 8:10 AM,
Saturday, 3/13/04, my message and the replies are about 7th from the top.
The forum moves pretty fast............in a couple of hours it may be way
down there, if there's no more replies. Way up if there is. The 2nd reply
from Bud Guinn, 6th from the top is amazing. I've got a lot to learn before
I can do that. Impressed 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: MV Pics
> Do we have to sign up to be able to find the correct page?
>
> The url does not take me there.
>
> http://forums.dpreview.com/forums/read.asp?forum1007&message7985258
>
> john h
>
>
February 20, 2004 - March 13, 2004
Kolb-Archive.digest.vol-ev