Kolb-Archive.digest.vol-ex
April 30, 2004 - May 27, 2004
>
> Having said that it's difficult to describe, I'm going to try anyhow!
>
> There are two "creases" in the top of the tube, obviously just under the prop
> arc. Neither one punctured the metal. The smaller is approximately 2" long
> and 1/8" deep. The larger is 2.5" farther after and is approximately 3.5"
> long and 1/4" deep.
>
> As you all know MUCH better than I, replacing the boom tube is Very Big Job.
> What only a few of you know is that I am Very Poorly Qualified or Equipped to
> do such a job. Some of those who helped me rescue the bird this evening
> suggested that a sleeve repair might be attempted.
>
> Any and all thoughts are welcome, and I beg those of you with expertise in
> this type of work to share your thoughts with me, particularly anyone who has
> had similar damage.
>
> Much saddened,
>
> -Ken Fackler
> Kolb Mark II / A722KWF
> Rochester MI
>
>
>
>
>
>
-------------------------------------------------
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: I broke my Kolb |
If you don't replace the tube, then every time you get into some nasty
turbulence, (and eventually you will) you will wonder if (when) it is going
to break. Then you will end up selling the airplane for half what it's
worth because you are afraid of it, and nobody will want to buy it, for the
same reason you are selling it.
Go ahead, bite the bullet and fix it right. Nasty medicine, but better
after it's over.
Richard Pike
MKIII N420P (420ldPoops)
>
>Fellow Kolbers:
>
>This was a miserable night. I banged up my Kolb pretty badly tonight.
>During some taxi testing, not even a flight, I caught a gust of wind and
>was unable to recover. I wound up leaving the runway and entering an
>extremely rutted field. I tore off both landing gear and the prop somehow
>managed to give a blow to the boom tube. The Ivo prop is a goner, without
>a doubt, and the landing gear can be replaced. The question I now have,
>and wish to pose to all of you, is what to do about the damage to the boom
>tube.
>
>-Ken Fackler
>Kolb Mark II / A722KWF
>Rochester MI
________________________________________________________________________________
| From: | Gene Ledbetter <gdledbetter(at)earthlink.net> |
Scroll to the bottom of each message and there is a selector for
removal.
G. Ledbetter
On Apr 30, 2004, at 9:43 AM, RO wrote:
>
> please remove mfrom your list
> ----- Original Message -----
> From: "Paul Petty" <lynnp@c-gate.net>
> To:
> Subject: Kolb-List: tail boom
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: : Kolb-List:: screws for what? |
Group,
When I got my 447 from Kolb, I recieved (2) screws that are shaped
like the screw you remove to check the oil level on the gear-box. They are
plated a gold color like most all AN hardware. They are also a little bigger,
thread size appears to be slightly smaller than 3/8. Metric I suppose.
Anyone know what they are for? PLEASE, Im going even crazyeeeeer trying to figure
it out.
Ed( in Houston)
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: : Kolb-List:: Which Mobile I |
I need to fill my gear-box with oil. I bought a qt. of mobil I. The
label says SAE 75W-90 Synthetic Gear Lubricant. It also says API Service GL-5.
The rotax manual says to use Quote: Gear oil,API-GL5 or GLSAE 140 EP, or
85W-140EP. I think I have the right oil but Its confusing to me & I know oil is
important. Help ! I dont want to do the wrong thing.
Ed ( in Houston)
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: I broke my Kolb |
For those of you interested, here's a URL to the pictures I took of the
damage to my tailboom.
-Ken
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
For those of you interested, here's a URL to the pictures I took of the
damage to my tailboom.
http://www.staliteaviation.com/kolb_damage/index.html
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | "Gary r. voigt" <johndeereantique(at)qwest.net> |
| Subject: | Re: : Kolb-List:: Which Mobile I |
Ed, i will tell you what i use and you can make the call yourself...i
use mobil I synthetic gear lubricant...ralph turned me onto this years ago
and all i can tell you is it has worked for me. i change my gear box lube
every spring and have had no signs of metal shavings at all when i drain the
old lube out.
thanks,
Gary r. voigt/KXP 447
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List:: Which Mobile I
>
>
> I need to fill my gear-box with oil. I bought a qt. of mobil I.
The
> label says SAE 75W-90 Synthetic Gear Lubricant. It also says API Service
GL-5.
> The rotax manual says to use Quote: Gear oil,API-GL5 or GLSAE 140 EP, or
> 85W-140EP. I think I have the right oil but Its confusing to me & I know
oil is
> important. Help ! I dont want to do the wrong thing.
>
>
> Ed ( in Houston)
>
>
________________________________________________________________________________
| Subject: | Re: : Kolb-List:: Which Mobile I |
| From: | ul15rhb(at)juno.com |
Ed,
You've got the right stuff. I've been using it for many years. Even
though I change the gearbox oil annually, it drains as clear as when I
put it in. That's a very good sign.
The gearbox should run cooler now for you.
Much better than mineral oil. I hope you are using synthetic 2-stroke oil
too. It makes a big difference.
As you guessed, I'm a believer in synthetics. I use it in my motorcycle
too (4-stroke type).
Ralph
Original Firestar
17 years flying it
>
>
> I need to fill my gear-box with oil. I bought a qt. of
> mobil I. The
> label says SAE 75W-90 Synthetic Gear Lubricant. It also says API
> Service GL-5.
> The rotax manual says to use Quote: Gear oil,API-GL5 or GLSAE 140
> EP, or
> 85W-140EP. I think I have the right oil but Its confusing to me & I
> know oil is
> important. Help ! I dont want to do the wrong thing.
>
>
> Ed ( in Houston)
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
I'd say replace the tube Ken this is in the high load area of the tube.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Kolb-List: Broken Kolb
>
> For those of you interested, here's a URL to the pictures I took of the
> damage to my tailboom.
>
> http://www.staliteaviation.com/kolb_damage/index.html
>
> -Ken Fackler
> Kolb Mark II / A722KWF
> Rochester MI
>
>
________________________________________________________________________________
| Subject: | flap lever retainer |
| From: | Erich_Weaver(at)URSCorp.com |
04/30/2004 11":52:41.PM(at)matronics.com,
MIME-CD complete at 04/30/2004 11:52:41.PM(at)matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
04/30/2004 11:47:58.PM(at)matronics.com
Dennis:
I use a plain old bungy cord. It hooks on the flap lever, pulls across
toward the pilots side, wraps around the tubing above the door, and then
goes back to the middle,hooking back on the flap lever again. Keeps the
lever snug against the detents. When you have a little time, you can cut
and shape a small piece of sheet steel to form two new V-shaped detents,
then rivet that on over the old ones. Use stainlees steel sheet though,
not aluminum. The aluminum is just not hard enough and quickly wears down.
regards,
Erich Weaver
________________________________________________________________________________
| From: | "Jo and Larry" <joandlp(at)starband.net> |
We have a Firestar II with a 503DCDI. I have been bringing Premium auto gas
to the airport, 93 or 96 octane. The airport owner has 87 auto and 100 LL. I
understand the 100 is probably to hot for the engine but has anyone used 87
with success? Or, has anyone tried to mix the 87 and 100? I am not an expert
on fuel so I don't know if it would blend or just make things worse??
Thanks in advance,
Larry
________________________________________________________________________________
| From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
I use nothing else but 87 in my 503, and when I had my 582 I used
87 in it with no problems. Sold the 582 and the buyer dismantaled
it and it was clean. I believe the manual says 87 octane.
Dallas Shepherd
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Saturday, May 01, 2004 09:10:14
Subject: Kolb-List: 503 fuel ?
We have a Firestar II with a 503DCDI. I have been bringing Premium auto gas
to the airport, 93 or 96 octane. The airport owner has 87 auto and 100 LL I
understand the 100 is probably to hot for the engine but has anyone used 87
with success? Or, has anyone tried to mix the 87 and 100? I am not an expert
on fuel so I don't know if it would blend or just make things worse??
Thanks in advance,
Larry
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I don't believe 100LL is too "hot" for the engine; it's been used with
success by many people. My understanding is that in some engines the lead
in 100LL (the LL is a misnomer - 100LL's lead content is 4X as high as the
old leaded auto fuels) can foul the plugs and short them out. Some people
use a lead scavenger to keep things clean. It'll be interesting to see
other replies as they come in. John ?? You out there ?? Since I'll be
burning 100LL much of the time in my engine, I'd be interested in WHY some
engines are susceptical to lead fouling, while others aren't. Plug gap ??
Heat range ?? Compression ?? Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Jo and Larry" <joandlp(at)starband.net>
Subject: Kolb-List: 503 fuel ?
>
> We have a Firestar II with a 503DCDI. I have been bringing Premium auto
gas
> to the airport, 93 or 96 octane. The airport owner has 87 auto and 100 LL.
I
> understand the 100 is probably to hot for the engine but has anyone used
87
> with success? Or, has anyone tried to mix the 87 and 100? I am not an
expert
> on fuel so I don't know if it would blend or just make things worse??
>
> Thanks in advance,
> Larry
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Larry/Gang,
87 octance unleaded will work fine. If you would like to spike the 87
with some avgas that is ok too. I personally cannot tell any difference
in using 87 or 93 octane in my Firestar with 503 DCDI. Some areas have
ethanol in their gas and I am not familiar with the pros and cons on it.
I think there is a good bit of stuff in the archives on the subject.
Later,
John Cooley
-----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: 503 fuel ?
We have a Firestar II with a 503DCDI. I have been bringing Premium auto
gas to the airport, 93 or 96 octane. The airport owner has 87 auto and
100 LL. I understand the 100 is probably to hot for the engine but has
anyone used 87 with success? Or, has anyone tried to mix the 87 and 100?
I am not an expert on fuel so I don't know if it would blend or just
make things worse??
Thanks in advance,
Larry
==
direct advertising on the Matronics Forums.
==
==
==
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
The best thing that you could probably do is mix the two. The 87 is fine to
use as long as it does not have time to deteriorate any. If your 87 is
actually 85, that is not good. Actually using 87 is just A OK. 86.5 AKI is
the actual minimum.
I tend to use 93 just because if it sits a week or two, it will be better.
If you are going to burn it relatively quickly it will be fine to use 87.
If it might sit for a while in your plane, mix it with the 100LL. That
reduces the lead and raises the octane.
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 Jo and Larry
Subject: Kolb-List: 503 fuel ?
We have a Firestar II with a 503DCDI. I have been bringing Premium auto gas
to the airport, 93 or 96 octane. The airport owner has 87 auto and 100 LL. I
understand the 100 is probably to hot for the engine but has anyone used 87
with success? Or, has anyone tried to mix the 87 and 100? I am not an expert
on fuel so I don't know if it would blend or just make things worse??
Thanks in advance,
Larry
________________________________________________________________________________
| From: | "Dan Charter" <lndc(at)fnbcnet.com> |
Try some 91 octane non oxygenated if you can get it in your area. It's not
blended, But I'm told that allot of states don't sell it.
----- Original Message -----
From: "Jo and Larry" <joandlp(at)starband.net>
Subject: Kolb-List: 503 fuel ?
>
> We have a Firestar II with a 503DCDI. I have been bringing Premium auto
gas
> to the airport, 93 or 96 octane. The airport owner has 87 auto and 100 LL.
I
> understand the 100 is probably to hot for the engine but has anyone used
87
> with success? Or, has anyone tried to mix the 87 and 100? I am not an
expert
> on fuel so I don't know if it would blend or just make things worse??
>
> Thanks in advance,
> Larry
>
>
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
any ratio suggestions?
> If it might sit for a while in your plane, mix it with the 100LL. That
> reduces the lead and raises the octane.
>
> Tom Olenik
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
I run 87 octane as per the Rotax manual - the only time I use the higher
octane stuff is if I am mixing it with some older fuel or expect that I may
not be burning it off for a while. I also use stabilizer when I expect the
fuel to set for a little while. I can notice the difference using it - the
engine runs smoother than when running aged fuel without the
stabilizer. I would have no problem running the 87 octane at the airport
if it is convenient.
jerb
>
>Hi Larry/Gang,
>87 octance unleaded will work fine. If you would like to spike the 87
>with some avgas that is ok too. I personally cannot tell any difference
>in using 87 or 93 octane in my Firestar with 503 DCDI. Some areas have
>ethanol in their gas and I am not familiar with the pros and cons on it.
>I think there is a good bit of stuff in the archives on the subject.
>
>Later,
>John Cooley
>
>
>-----Original Message-----
>From: owner-kolb-list-server(at)matronics.com
>[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jo and Larry
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: 503 fuel ?
>
>
>We have a Firestar II with a 503DCDI. I have been bringing Premium auto
>gas to the airport, 93 or 96 octane. The airport owner has 87 auto and
>100 LL. I understand the 100 is probably to hot for the engine but has
>anyone used 87 with success? Or, has anyone tried to mix the 87 and 100?
>I am not an expert on fuel so I don't know if it would blend or just
>make things worse??
>
>Thanks in advance,
>Larry
>
>
>==
>direct advertising on the Matronics Forums.
>==
>==
>==
>
>
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Kolb-List unsubscribe |
Dear Sir,
Please unsubscribe me from all of your lists. I have enjoyed and greatly
appreciate the lists and the people who fly Kolbs.
Thank you,
Steve Roby
P.S. I have tryed to use "unsubscribe" feature but have been unable to get
it to take.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Something we learned while running auto fuel in our GA plane is that when
compared to the 100 LL, the 100LL stores much better for longer period of
time. So if your going to burn it up right a way use 87, if you may leave
it set for more than a week, might consider using the 92/93 stuff and add
stabilizer - even if you storing it unmixed. I don't mix oil in until I
know I am going to use it that way if I don't use it I can run it in my
truck and not have to worry about it or contaminating the oxygen sensor.
jerb
>
>
>The best thing that you could probably do is mix the two. The 87 is fine to
>use as long as it does not have time to deteriorate any. If your 87 is
>actually 85, that is not good. Actually using 87 is just A OK. 86.5 AKI is
>the actual minimum.
>
>I tend to use 93 just because if it sits a week or two, it will be better.
>If you are going to burn it relatively quickly it will be fine to use 87.
>If it might sit for a while in your plane, mix it with the 100LL. That
>reduces the lead and raises the octane.
>
>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 Jo and Larry
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: 503 fuel ?
>
>
>We have a Firestar II with a 503DCDI. I have been bringing Premium auto gas
>to the airport, 93 or 96 octane. The airport owner has 87 auto and 100 LL. I
>understand the 100 is probably to hot for the engine but has anyone used 87
>with success? Or, has anyone tried to mix the 87 and 100? I am not an expert
>on fuel so I don't know if it would blend or just make things worse??
>
>Thanks in advance,
>Larry
>
>
________________________________________________________________________________
| Subject: | twinstar landing gear |
I have an old twinstar (open cockpit) and I need the landing gear axle
assembly,
the part that goes on the bottom end of the landing legs. kolb is not
supporting the
old twinstar anymore. would anyone know where I can get some. or even have
some made.
mark hansen
minnesota
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
In a message dated 5/1/04 10:09:48 AM, joandlp(at)starband.net writes:
>
> We have a Firestar II with a 503DCDI. I have been bringing Premium auto gas
> to the airport, 93 or 96 octane. The airport owner has 87 auto and 100 LL. I
> understand the 100 is probably to hot for the engine but has anyone used 87
> with success? Or, has anyone tried to mix the 87 and 100? I am not an expert
> on fuel so I don't know if it would blend or just make things worse??
>
> Thanks in advance,
> Larry
>
>
I use 87 all the time, read the Rotax manual, 87 is what it's called for.
200plus hours on my 503 now.
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | RE: landing gear axle |
Hi Mark,
Any welding (Fab) shop should be able to make your axle assy.... as long
as you have the dimensions and maybe a rough drawing would help too....It would
be cheaper to know a friend that welds...(not Tinker)
I see your in Minnesota... If your around the Twin Cities , I can make them
Gotta Fly...
Mike in MN
PS You need to buy the Chrome Moly tubing for your axles , no matter who makes
them... Check out....Wicks or Aircraft Spruce...
SNIP>>>>>>>>>>>>>>>>>>>>>>>>
Subject: twinstar landing gear
From: Mhqqqqq(at)aol.com
Date: Sat May 01 - 2:58 PM
I have an old twinstar (open cockpit) and I need the landing gear axle
assembly,
the part that goes on the bottom end of the landing legs.
would anyone know where I can get some. or even have
some made.
mark hansen
minnesota
---
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...
________________________________________________________________________________
In a message dated 5/1/2004 10:09:48 AM Eastern Standard Time,
joandlp(at)starband.net writes:
Or, has anyone tried to mix the 87 and 100?
I have been using 87 octane, cheapest brand, for about the last 150 hours, no
problem. I also use semi-synthetic oil.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
| Subject: | Which Wires are the P-leads? |
Can anyone tell me which of these 4 yellow and yellow and black wires coming out
of my 503 engine are the P-leads? I think they're the 2 half yellow/half black
wires but I'm not sure.
James Tripp
FS II, with another day closer to finishing
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Which Wires are the P-leads? |
Check out the CPS tech info page.
http://www.800-airwolf.com/articles.htm
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Can anyone tell me which of these 4 yellow and yellow and black wires
>coming out of my 503 engine are the P-leads? I think they're the 2 half
>yellow/half black wires but I'm not sure.
>
>James Tripp
>FS II, with another day closer to finishing
>
>
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Damaged tailboom |
Kolbers,
I just copied the following from the CGS Hawk Yahoo Group concerning a fatal accident
resulting from a lost prop and damaged tail boom. It is long but worth the read.
Thom in Buffalo
To Whom it may concern,
The final report on the Pendergist incident is being drafted as we
speak. I have been working on this investigation since day one. While
I am not the principal investigator I have been involved in every facet
of the investigation. Some of what we found speaks to maintenance
issues. Some of what we found speaks to hardware issues. And some of
what we found speaks to design issues. Without outlining the entire
report, here are a few highlight that seem to be producing a lot of
confusion. The entire thing will be available from USUA in about 3 to
4 weeks.
The prop itself seems to be a well made product. It does have a metal
inlay leading edge, which does not seem to add strength so much as
protect the leading edge from nicks. It also makes it possible for it,
at cruise revolutions, to cut aluminum tubing very efficiently. The
prop did not chase the plane after separation. It dropped down and to
the rear. the first impact was a few inches aft of the prop arc and
the second (which did not penetrate the boom) was about 10 inches aft
of that.
While it is true that a post on Fly-UL says the bolts sheered, the guy
who wrote the post has never seen the bolts. He was reporting the
events of the Virginia Safety Seminar that occurred in march where we
provided a presentation of our preliminary results.
The bolts have been looked at by a number of people some of them are
metallurgists some of them are air-crash investigators. One of these
people was a failure analyst. His first comment was that this was a
classic example of vibration failure in tension, most probably caused
by too much torque, under a lot of vibration for too long. IE the bolt
did not sheer, it pulled apart. None of the other people who have
examined the bolts have disputed or questioned this opinion. Certainly
the loads imparted by the extension may have had some roll in this but
so did the length, metallurgy, size, and installation of the bolts
themselves.
Much has been made about the issue of recommending Boom shields.
First, we are not recommending anything. The FAA asked what would
might have prevented this accident from occurring that might be
relevant to sport pilot. Boom shields were only one of a number of
recommendations offered in response to their inquiry.
I would strongly agree with Chuck's comment in this area. NOBODY
should just slap something on the boom without consulting with the
factory, or someone who understands the particulars of the airframe
involved. That said, a carefully designed shield need not increase,
shift, or focus the loads carried by the boom in adverse ways. It
might provide an inexpensive retrofit solution for existing aircraft
where someone has concerns about prop strike to the tail boom. And
finally, it is not any different that adding a BRS system in terms of
likelihood of need or use.
I know this will fire a lot of you up but so be it. But, if I had one
thing to suggest to all of you it would be this. Most of us carry a
GPS. Most of those units have a track-log capability. Turn it on and
leave it on when you fly. In the event of an incident it is almost a
good as a flight recorder for assisting in a determination of events
leading up to the crash. People who are flying in a group when an
incident occurs, should immediately turn OFF the track logs on their
unit to preserve the data concerning their relationship to the incident
aircraft.
In the Pendergist crash, the track-log was arguably the single most
valuable piece of data we had. It was possible to determine where the
prop separated and track the events of the flight up to the point where
the boom failed and the plane flipped upside down. At that point the
unit lost power and shut itself off preserving the log. In the absence
of a surviving pilot, it is the best source of flight information we
can have. The log also confirmed the eye witness statements.
Another thing that seems to be cropping up a lot. No one has sued the
manufacturer of the plane, prop, bolts or anything else. Rich
Pendergist carried insurance covering death or injury of any student.
He paid a lot for that coverage, and he expected it to pay in the event
of a problem. The widow of the student has filed a claim against that
policy. To date the insurance company has been less than responsive,
to put in mildly. The people who keep talking about law suits, lawyers
and how people are always looking for someone to blame and point to
this incident do not have a clue what is actually going on.
This woman is not looking for ANYONE to blame. She has lost her
husband in what she sees as a tragic accident. Because of Rich, anyone
who sat in the student seat of his airplane and died or was injured,
had a right to expect compensation for the loss. And Rich told people
that. Hell, he was proud of it. If that bothers anyone well that is
just too bad, get a life. As far as the rest of it, all she wants is
to work with anyone necessary to find a way to prevent this from ever
happening to anyone else.
One final point about parachute rescue systems. I keep hearing people
say they would "pull the handle" if this happened to them so any
shielding from a prop strike is unnecessary. It would appear in this
case that the boom failed at about 400 feet AGL. This would be near
the very lowest range for successful deployment. The plane was
operating well up to that point, and they were lined up on a good
field. They simply did not know the extent of the damage to the plane
or they would have pulled the ring. They had descended from 3000 feet
and if it had held together for 15 more seconds they would have been on
the ground.
In this case they never had a chance to deploy. When the boom failed
the plane inverted with significant speed and force. There is physical
evidence that both men were knocked unconscious at that moment. They
never had a chance.
From what we can tell the pilotage after separation of the prop was
impeccable until the plane stopped flying. The early reports by the
FAA concerning a departure stall were completely and utterly wrong.
That is where the typical FAA/NTSB investigation would have ended for
most UL incidents. I for one refuse to let these guys die without
something good coming from it. The lessons learned here might just
save someone's life someday. While this was a complex and somewhat
unusual situation I think we can learn from it and make our planes
safer.
Fly Safe
Phil
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Boomtube dimension requested |
Can anyone here on the list tell me definitively the correct thickness for
the boomtube on a Mark II?
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Broken Kolb: fiberglass gear |
In discussing my mishap and looking at the sheared-off gear legs, a friend
of mine commented that he thought the new fiberglass legs appeared to be
lighter and possibly of a lower strength than the old ones. I, not knowing
fecal matter from Shinola, always thought that "fiberglass was fiberglass"
and that therefore an equivalent thickness was all that's required.
Does anyone here have any information on whether fiberglass does indeed come
in "strengths" or "ratings" of some kind and, hopefully, where to find the
"right" kind to replace my gear legs? I'd need two three-foot lengths of
1.25" diameter rods.
________________________________________________________________________________
| From: | "Aaron Hollingsworth" <aaron(at)gamespeak.com> |
| Subject: | Kolb Mark3s in Dallas area? |
Hello,
I just completed the sale of my Mark3 to a gentleman from the Dallas area. I
thought I would drop a note on here and see if there are any Mark3 owners in
his area. I'd like to help find someone in his area that could help him get
a bit of time in type. He has plenty of flight exp to make it an easy
transition. Regards to all. Also, when is Monument Valley? I'd like to
forward the details to him.
Aaron
--
DNA
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Broken Kolb: fiberglass gear |
Right off the top, there's S-glass and E-glass, polyester resins, epoxy
resins, vinylester resins..............on and on, and all called
"fiberglass." Different formulations of each for different applications and
so on. Some are air cured, some heat (oven) cured.............complex.
Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Re: Kolb-List: Broken Kolb: fiberglass gear
>
> In discussing my mishap and looking at the sheared-off gear legs, a friend
> of mine commented that he thought the new fiberglass legs appeared to be
> lighter and possibly of a lower strength than the old ones. I, not knowing
> fecal matter from Shinola, always thought that "fiberglass was fiberglass"
> and that therefore an equivalent thickness was all that's required.
>
> Does anyone here have any information on whether fiberglass does indeed
come
> in "strengths" or "ratings" of some kind and, hopefully, where to find the
> "right" kind to replace my gear legs? I'd need two three-foot lengths of
> 1.25" diameter rods.
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flap Lever Retainer |
| My flap handle keeps popping out of position. The detent notches
don't seem
| to keep the flap handle in place securely enough. Any
recommendations to
| fix this?
| Dennis Kirby
Hi Dennis K/All:
I think most of the MKIIIs I have been involved with had similar
problem, especially mine.
Remedy, which has lasted many hours, use a 5/32" chain saw file to
make a few paces over the tab that holds the lever in each position.
Keep the file snug up to the vertical strap while making the slight
notch.
john h
PS: Sorry for the delay in responding. Been out of town and just
returned.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: I broke my Kolb |
| There are two "creases" in the top of the tube, obviously just under
the prop arc. Neither one punctured the metal. The smaller is
approximately 2" long and 1/8" deep. The larger is 2.5" farther after
and is approximately 3.5" long and 1/4" deep.
|
| As you all know MUCH better than I, replacing the boom tube is Very
Big Job. What only a few of you know is that I am Very Poorly
Qualified or Equipped to do such a job. Some of those who helped me
rescue the bird this evening suggested that a sleeve repair might be
attempted.
| -Ken Fackler
Hi Ken/Gang:
Based on your info above, if it was my airplane I would replace the
boom tube. I think you are flying a MKII with a 5" boom???
I can speak from experience on tail boom replacement. I have replaced
the tail boom in my MK III twice. Now on the third tail boom counting
the original.
Snapped off the 6" tail boom at aft end of "H" brace in 1992 during
testing. Replaced during rebuild.
Collected a dual 582 K&N aircleaner and three GSC wooden prop blades
on the "H" brace at WOT Sep 1993. Replaced the tail boom.
Yes, it is a pain in the ass to change out. However, it is an
extremely essential part of the airplane. It is not an impossible job
to do. Just takes a little time and patience. May have to cut a
little fabric to work through on the nose of the tail boom, but that
is simple enough to repair.
Contact Bryan Melborne at Kolb. Ask him if he has a "second" tail
boom you can buy. He will probably sell it to you much cheaper than
one that is in good enough shape to send out with a new kit. Tell him
I sent you. It may help a dollar or two. Won't hurt to try.
Splicing a tail boom anywhere, in my humble opinion, is not wise.
Splicing a tailboom in the area of the "H" brace is dumb and extremely
hazzardous.
I am flying with "seconds" for wing spars and tail boom. In addition
to the dimples that came along with my "second" 6" tubes, I have also
added a few. One during my last few seconds of crashing at Muncho
Lake, B\C, four years ago. Tailboom swung around and knocked down a
good size elder. In the process put a few more dent in it. Seems to
be serviceable and holding up well.
Take care,
john h
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: I broke my Kolb |
Thank you, John!! As always, your posts offer both advice and encouragement
to those of us less experienced than you. But then, I guess that's just
about everyone, isn't it? ;-) No age pun intended, sir, just an
observation that you've got the hours to have earned the right to be
listened to.
-Ken
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: I broke my Kolb
>
>
> | There are two "creases" in the top of the tube, obviously just under
> the prop arc. Neither one punctured the metal. The smaller is
> approximately 2" long and 1/8" deep. The larger is 2.5" farther after
> and is approximately 3.5" long and 1/4" deep.
> |
> | As you all know MUCH better than I, replacing the boom tube is Very
> Big Job. What only a few of you know is that I am Very Poorly
> Qualified or Equipped to do such a job. Some of those who helped me
> rescue the bird this evening suggested that a sleeve repair might be
> attempted.
> | -Ken Fackler
>
> Hi Ken/Gang:
>
> Based on your info above, if it was my airplane I would replace the
> boom tube. I think you are flying a MKII with a 5" boom???
>
> I can speak from experience on tail boom replacement. I have replaced
> the tail boom in my MK III twice. Now on the third tail boom counting
> the original.
>
> Snapped off the 6" tail boom at aft end of "H" brace in 1992 during
> testing. Replaced during rebuild.
>
> Collected a dual 582 K&N aircleaner and three GSC wooden prop blades
> on the "H" brace at WOT Sep 1993. Replaced the tail boom.
>
> Yes, it is a pain in the ass to change out. However, it is an
> extremely essential part of the airplane. It is not an impossible job
> to do. Just takes a little time and patience. May have to cut a
> little fabric to work through on the nose of the tail boom, but that
> is simple enough to repair.
>
> Contact Bryan Melborne at Kolb. Ask him if he has a "second" tail
> boom you can buy. He will probably sell it to you much cheaper than
> one that is in good enough shape to send out with a new kit. Tell him
> I sent you. It may help a dollar or two. Won't hurt to try.
>
> Splicing a tail boom anywhere, in my humble opinion, is not wise.
> Splicing a tailboom in the area of the "H" brace is dumb and extremely
> hazzardous.
>
> I am flying with "seconds" for wing spars and tail boom. In addition
> to the dimples that came along with my "second" 6" tubes, I have also
> added a few. One during my last few seconds of crashing at Muncho
> Lake, B\C, four years ago. Tailboom swung around and knocked down a
> good size elder. In the process put a few more dent in it. Seems to
> be serviceable and holding up well.
>
> Take care,
>
> john h
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Broken Kolb: fiberglass gear |
To be truthful in the past unless the new Kolb Company has changed, I found
them to be reasonable on the price of their aluminum legs, wouldn't think
they would be any different. It also keeps them in business for when you
need something later. Sounds like it took a pretty hard hit if you sheared
off your gear legs. As a precaution I think you need to take a "close"
look at the cage to make sure you haven't bent it or cracked an welds in
the members supporting the gear leg sockets. .
jerb
>
>In discussing my mishap and looking at the sheared-off gear legs, a friend
>of mine commented that he thought the new fiberglass legs appeared to be
>lighter and possibly of a lower strength than the old ones. I, not knowing
>fecal matter from Shinola, always thought that "fiberglass was fiberglass"
>and that therefore an equivalent thickness was all that's required.
>
>Does anyone here have any information on whether fiberglass does indeed come
>in "strengths" or "ratings" of some kind and, hopefully, where to find the
>"right" kind to replace my gear legs? I'd need two three-foot lengths of
>1.25" diameter rods.
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Boomtube dimension requested |
Ken/All:
I went downstairs, put the micrometer on all my scrape tail boom and
main spar pieces. Some are .063 and some are 058". Can't go wrong
with either. If I had my choice, I would go with .063". If not, I,
personably, would fly with either.
john h
PS: Those "drops" are from FS, US, and MKIII tubes.
----- Original Message -----
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Kolb-List: Boomtube dimension requested
|
| Can anyone here on the list tell me definitively the correct
thickness for
| the boomtube on a Mark II?
|
|
|
====
|
====
|
====
|
====
|
|
|
|
|
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Re: Kolb Mark3s in Dallas area? |
Monument Valley is the 14th through the 16th of this month.
AzDave
----- Original Message -----
From: "Aaron Hollingsworth" <aaron(at)gamespeak.com>
Subject: Kolb-List: Kolb Mark3s in Dallas area?
>
> Hello,
>
>
> I just completed the sale of my Mark3 to a gentleman from the Dallas area.
I
> thought I would drop a note on here and see if there are any Mark3 owners
in
> his area. I'd like to help find someone in his area that could help him
get
> a bit of time in type. He has plenty of flight exp to make it an easy
> transition. Regards to all. Also, when is Monument Valley? I'd like to
> forward the details to him.
>
>
> Aaron
>
>
> --
>
> DNA
>
>
________________________________________________________________________________
| From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
| Subject: | oil injection for 503 |
Does anyone have an oil injection unit for a 503 laying around. It seems like
most people remove them right away. Mike Alexander is looking for one to put
on his new Firestar. Mike is also looking to convert his 2 carb 503 to a single
carb. He will consider a trade of a practically new carb for the intake manifold
required.
Also what was the word on putting an oil injection on a 447? I may be interested
in doing that. How would it get calibrated to deliver the correct amount of
oil for a 447?
Scott Olendorf
Firestar, Rotax 447 and Powerfin prop.
Schenectady, NY
http://home.nycap.rr.com/firestar
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
I know we have beaten this to death, but I need some more help.
I am replacing my gap seal velcro, I got the fabric part of the velcro off of
the wings, used Stits cleaner 2210 and it worked perfectly. I used a brush
and let it soak the velcro and a but if elbow grease and got it off and looking
like new. My problem is the other half, the hook part of the Velcro attached
to my aluminum gap seal. It's more plastic than fabric and the solvent does not
soak through and reach the adhesive. Any othrer ideas? Maybe I should leave
it alone, after all, I think that the fabric halp is what wears out on velcro
anyways.
Tim
________________________________________________________________________________
| Subject: | Re: Carb boots and Ivo prop question |
In a message dated 4/28/04 9:28:25 AM Eastern Daylight Time,
Timandjan(at)aol.com writes:
> Also, just out of curiosity, I have always used a jamb nut on the back of
> my
> prop bolts as a safety. I ordered new prop bolts from Ivo just to change
> them
> out and they said not to use jamb nuts. They are religious about the 200inch
>
> pound torque's that should be checked every 10 hours and are afraid the jamb
>
> nuts will keep you from doing that and are afraid that they will be
> overtightned
> increasing the 200inch pound setting. I have always barely snugged them and
> used them just as a safety. The factory Kolbs have always had them as well.
>
> Thanks for the input.
>
> Tim
>
>
I have run my IVO 3 blade for 6 years without jamb or even safety wire....I
only use nail polish on the heads ....no problem ....
george Randolph
ps I wrote IVO on this 6 years ago
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Carb boots and Ivo prop question |
| I have run my IVO 3 blade for 6 years without jamb or even safety
wire....I
| only use nail polish on the heads ....no problem ....
| george Randolph
| ps I wrote IVO on this 6 years ago
Hi George/Gang:
Without knowing how many operational hours occurred, the 6 year period
does not give us much info.
Usually, when I am calibrating and testing prop pitch on my airplane,
I will make very short test flights without safety wire or other
mechanical safeties. I must admit I am very uncomfortable until I get
back on the ground and do a correct safety job on the prop.
Take care,
john h
________________________________________________________________________________
| From: | Charles & Meredith Blackwell <wozani(at)optonline.net> |
| Subject: | Twinstar MKII axle brackets |
The axle brackets should be 4130 chro-mo, heat treated to R40 to relieve stress
and stuff from welding. The preferred angle on mine would be 25 to 28 deg.
depending on what yours measures out to. What I used was the FSII brackets
without realizing the angle was off. Worked okay, flew okay, but looked funny
and worries me about hard landings on asphalt which might change the toe in
angle with compression. But they are mounted with zero toe in and work fine,
just the tops of the tires lean in. Some leaning out would be my preferred in
my mind because the hard landing would force them to neutral.
Might not hurt to contact TNK to see if they would weld up the different angle
for you versus the FSII brackets. When I get the extra money I intend to
change my brackts to a better looking angle too.
Charlie, MKII in NJ
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Re: Velcro again |
Tim et al,
I recently went through the same problem and the easiest solution got me by. I
used a heat gun to warm (not fry!) the adhesive. The heat gun was set on "low"
and I was very careful to heat only the Velcro and not to overheat the adjacent
Stits fabric. The same treatment worked on the Velcro-to-aluminum bonding.
If I had it to do over again I would start with my wife's fabric steamer. It would
take the Velcro up to ~ 200 degrees and no higher. The heat gun could be dangerous
tool because if it was left in one spot too long or was too close it
could have burned fabric, warped aluminum or otherwise ruined my day.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912 waiting for calm day to continue
flight testing.
----- Original Message -----
From: Timandjan(at)aol.com
To: kolb-list(at)matronics.com
Sent: Monday, May 03, 2004 8:54 AM
Subject: Kolb-List: Velcro again
I know we have beaten this to death, but I need some more help.
I am replacing my gap seal velcro, I got the fabric part of the velcro off of
the wings, used Stits cleaner 2210 and it worked perfectly. I used a brush
and let it soak the velcro and a but if elbow grease and got it off and looking
like new. My problem is the other half, the hook part of the Velcro attached
to my aluminum gap seal. It's more plastic than fabric and the solvent does not
soak through and reach the adhesive. Any othrer ideas? Maybe I should leave
it alone, after all, I think that the fabric halp is what wears out on velcro
anyways.
Tim
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: Carb boots and Ivo prop question |
> >
> I have run my IVO 3 blade for 6 years without jamb or even safety
wire....I
> only use nail polish on the heads ....no problem ....
> george Randolph
> ps I wrote IVO on this 6 years ago
>
What color George?
Larry
________________________________________________________________________________
| From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
| Subject: | Re: Kolb-List Digest: 21 Msgs - 05/02/04 |
Thanks John,
I'll let Mike know about your offer, I have one other lead right now.
I'll pass on putting injection on my 447. I was hoping it was just
replacing the starter cover or drilling a few holes at least.
Scott
>Scott/Gang,
>
>I have a oil injection unit that I purchased because I thought I was
>getting a Rotax oil tank in the deal. Well, it was a Rotax tank ok, out
>of a jet ski or snowmobile or something. Not what I wanted on my
>airplane and I was pretty much stuck with it. The pump looks practically
>new. If Mike is interested have him contact me off list and I will make
>him a good deal.
>
>On putting the oil injection on he 447, I believe you will have your
>work cut out for you. I'm sure Tom O. or one of the other list guru's
>will correct me if I'm wrong but I think I am right. The oil injection
>model Rotax 503 crankshaft has a square slot in the front end of it that
>a plastic shaft fits into. This plastic shaft has a gear on the end of
>it and is what turns the oil pump. Since the crankshaft is turning the
>oil pump it gives you the variable ratio depending on engine RPM.
>
>Later,
>John Cooley
>Working on MK III for future Monument Valley trip.
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Boom tube repair option |
Fellow Kolbers:
First, I would like to say THANK YOU to the many, many folks who took the time
over the past few days to send me emails with their thoughts and recommendations
about what to do with the damage to my boom tube.
Up till now I've been leaning pretty much toward the replacement, which was by
far the most consistent advice I got. The cost isn't that bad and my local flying
friends have volunteered to help do the work. Or to be honest, to do the work
while I pass the wrenches and open the beers!
However, the message below arrived this evening and I thought I'd ask you all,
once again, to comment on it.
Many thanks in advance for your time!
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
Subject: Boom
Ok Ken, What I was talking about this morning is a Kevlar reinforcement which
would be installed around the damaged area. Its sort of like fiberglassing in
an area, except its Kevlar.
The navy does this to repair missile tubes. There are several criteria to for this
to be acceptable
1. The tube cannot be buckled
2. The tube can be dented and/or scratched, but cannot be punctured
3. The tube cannot be split along its grain
You meet all the above. We install a Kevlar wrap around the tube with resin, actually
two wraps. Sand it smooth, paint it and possibly cover it (not sure if
that part is necessary).
What you are doing is HOLDING the structural integrity of the tube. This Kevlar
is tuff stuff. I think it's a good idea, it will save a lot of time and you won't
have to pull the old tube off. Properly done and that section will be just
as strong as it was before, it not a little stronger.
If you want to do it I can get the Kevlar and I already have the tools and the
resin.
BTW, I saw a piece of aluminum tubing (3") with Kevlar wrapped around it and I
hit it with a hammer and couldn't dent it.
Let me know if you're interested.
By the way, my windshield is in, just a little trim work to do. I hope to go flying
Wednesday.
Ron
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Boom tube repair option |
| However, the message below arrived this evening and I thought I'd
ask you all, once again, to comment on it.
|
| Many thanks in advance for your time!
|
| -Ken Fackler
| The navy does this to repair missile tubes. There are several
criteria to for this to be acceptable
| Ron
Hi Ken/Gang:
I think the first thing I would ask myself, if I was in your shoes,
is, "Am I going to be firing missiles through the boom tube? or am I
going to be using this 5" diameter aluminum tube as a critical part of
a flying machine that is going to be hauling my butt around in the
air?
Neat thing about experimental and ultralight aviation. We can do
anything we want to to our airplanes, then get in them, and go flying.
Makes no difference whether the repair/modification/or whatever, is
airworthy or not.
Take care,
john h
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Kevlar Boom tube repair |
I think it an interesting idea about the kevlar but only in using it as a sleeve
in the intial installation. Run from the forward ring to aft of the H-section.
It could give added strength and protection in that area. However the cage
as is couldn't accept the extra diameter at the bolt area. To add the kevlar
after the bolt would be a grave mistake as the kevlar would cause vibrations to
become more focused at the bolt area which has already recieved damage seen
and unseen at a molecular level from the prop strike. Kirk
________________________________________________________________________________
thx boys....for your concern of me...
John...yes...had the wheels and tires on her....
went back this morning to the location....see if I missed any parts...
stepped off 4 long steps of 2 tracks in the mud where the mains touched
down....1 ...the left...went much deeper than the other..dont really know if
it was because I had that wing down a bit(it was the upwind side)...or just
because it was softer there. Anyway...along at about 8 or10 feet the rut
was down to 8 to 10 inches deep, and the spot where the nose bowl hit and
skidded for a bit was about right for this part of the wheel rut. looks like
it on went a short bit...only a foot or 2 and then stopped....nose dug in
deep and the left wingtip hit also as it went over..busting the wingtip bow
from the leading edge and folding the outer ribs..and bending the alieron
about 10 inches in from the tip.Apparantly, as she stood on her nose and dug
into the mud...the cage longeron tubes buckled. overall distance from where
the mains touched down and to where she lay updown was probably 20 feet or
so
Peeled the wing fabric last nite in the shop, and everything outboard of the
spar is mashed, broken or bent....but no damage at all to the spar...the
full rib on the end of the spar it also buckled.
IF i were to have seen it from outside..it probably looked like a carrier
landing...with the mains catching the wire instead of the hook!
felt like I landed on flypaper!
Paul, and Richard....
Still dont have a clue as to the stoppage....checked the spark last nite in
the shop, and it was strong....looked at the plugs and they were
perfect..pulled the fuel bowl and it was level full...along with the fuel
pump working just fine still...checked the ignition wireing to try and find
a problem....nothing...
I still have the image of those engine guages stuck into my mind in
bewilderment...chts....300 and 315......EGT 1200...maybe a needle over...
..
didnt go any farther.....pulled the engine and set it on the
bench...ahhh...so today... I am singing the 2 stroke blues....actually for
the first time ever..
maybe I was just due after all these years of hearing the song from so many
others!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Don,
OUCH! Sorry to hear of your mishap, thankfully you seem to be OK! Boy,
you seem to be taking this a lot better than I would.
Waiting to hear what happened to your engine when you get it figured
out.
Terry - FireFly #95
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | re: Bent my bird! |
Sorry ta hear about your plane Don, but glad your ok and able to fix it. DO NOT
ARCHIVE
Bryan Green (Elgin SC)
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Glad to here your ok. two strokes can be a bugger. You have a guess at
your touchdown speed? My standing plan, if I ever have another engine out,
is to touch down just after stalling... hold it off as long as possible,
even drop it a foot or so. It worked well for me on my first dead stick. I
got real lucky on my roll out missing every rock and hole in an uneven rocky
field. Sound like you found a real soft field, Tough break. Since you are
the fastest builder on the list I expect you will be flying in a couple of
months, unless you decide to get a 4 stroke to adapt to it while its down...
some of those little Honda motorcycle engines still look like they might
make a decent airplane motor!
Topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Don Gherardini
Subject: Re: Kolb-List: bent bird
thx boys....for your concern of me...
John...yes...had the wheels and tires on her....
went back this morning to the location....see if I missed any parts...
stepped off 4 long steps of 2 tracks in the mud where the mains touched
down....1 ...the left...went much deeper than the other..dont really know if
it was because I had that wing down a bit(it was the upwind side)...or just
because it was softer there. Anyway...along at about 8 or10 feet the rut
was down to 8 to 10 inches deep, and the spot where the nose bowl hit and
skidded for a bit was about right for this part of the wheel rut. looks like
it on went a short bit...only a foot or 2 and then stopped....nose dug in
deep and the left wingtip hit also as it went over..busting the wingtip bow
from the leading edge and folding the outer ribs..and bending the alieron
about 10 inches in from the tip.Apparantly, as she stood on her nose and dug
into the mud...the cage longeron tubes buckled. overall distance from where
the mains touched down and to where she lay updown was probably 20 feet or
so
Peeled the wing fabric last nite in the shop, and everything outboard of the
spar is mashed, broken or bent....but no damage at all to the spar...the
full rib on the end of the spar it also buckled.
IF i were to have seen it from outside..it probably looked like a carrier
landing...with the mains catching the wire instead of the hook!
felt like I landed on flypaper!
Paul, and Richard....
Still dont have a clue as to the stoppage....checked the spark last nite in
the shop, and it was strong....looked at the plugs and they were
perfect..pulled the fuel bowl and it was level full...along with the fuel
pump working just fine still...checked the ignition wireing to try and find
a problem....nothing...
I still have the image of those engine guages stuck into my mind in
bewilderment...chts....300 and 315......EGT 1200...maybe a needle over...
..
didnt go any farther.....pulled the engine and set it on the
bench...ahhh...so today... I am singing the 2 stroke blues....actually for
the first time ever..
maybe I was just due after all these years of hearing the song from so many
others!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Robert Dorsey <lnc2bldr(at)earthlink.net> |
I had a failure just like that. Thought I inadvertently bumped the kill switch.
Turned out it was the kill switch. Somehow shorted out to ground while in
flight.
Bob
>Paul, and Richard....
>Still dont have a clue as to the stoppage....checked the spark last nite in
>the shop, and it was strong....looked at the plugs and they were
>perfect..pulled the fuel bowl and it was level full...along with the fuel
>pump working just fine still...checked the ignition wireing to try and find
>a problem....nothing...
> I still have the image of those engine guages stuck into my mind in
>bewilderment...chts....300 and 315......EGT 1200...maybe a needle over...
>..
>didnt go any farther.....pulled the engine and set it on the
>bench...ahhh...so today... I am singing the 2 stroke blues....actually for
>the first time ever..
>maybe I was just due after all these years of hearing the song from so many
>others!
>
>Don Gherardini
>OEM.Sales / Engineering dept.
>American Honda Engines
>Power Equipment Company
>CortLand, Illinois
>800-626-7326
>
>
________________________________________________________________________________
Holy cow fellas....thank you all for all these kind words...
Well I dont know if I will ever know for certain why that engine quit. Feels
funny to, as I spend so much time at work analyzing failures!
About all I can determine is the switch..since it is the only spot in the
circuit that is not soldered., meaning I have no "quick connects" or
unsoldered splices or connections in that circuit, must have been the
culprit. Trouble is, I cannot duplicate it certainly after 4 hours today of
fooling arouind with it.
no water in the bowl...new fuel...bowl full....arghh....I hate not being
able to be certain about worse than bending my bird !
On the Cuyuna, the ignition grounds in the on position...opposite of a
rotax....so if the switch somehow went open inside...that would have stopped
the engine., and since it stopped with out a sputter.....it would seem it
lost fire....even tho we had spark when we got it in the shed.
As far as another engine...well....I am certainly not against a different
brand....although this is the first time a Cuyuna has failed me...heck even
after burning Hole in a piston in a snowmobile ...it still ran on the other
cyl!..Drove the dang thing 5 mile home in fact!
Topher, The Honda just wont do....it is not going to be light enough....and
as I have been flying the Fly at gross and slightly over....I know very well
what happend to the sink rate from a heavy Firefly with that short
wing....you run out of elevator way sooner on flare than you want to...and
you really need to keep up the speed before letting the wheels touch..or you
will bounce it pretty hard...with the stick in your belly. about theonly way
I would consider a vtwin industrial at this point, is if I extended the
wings....Like a firestar, and then....I dont think the Honda would give me
the speed I want..
Ralph...I would absoultley love to have that HKS on her...but again...I
think its too heavy for a FireFly..
So...arghh....who out here has another 40 hp class engine for sale>?.....Tom
Olenick...you ot there?..what is the latest on the 447?.....Rotax quit em
yet?....can ya still buy parts?....whats in the wind?
FYI....DONT bend your cage men, got a quote from carol (TNK co) today...a
firefly cage is 2500 bucks!...
Paul.....how much did ya have to give for that TIG????
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
.
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: I broke my Kolb |
For those of you interested in what's going on with me and my broken bird:
"Tailboom, the tribe has spoken. It's time for you to go!"
Now it's just a question of seeing if I can find the tailboom locally or
not.
Again, I appreciate everyone's thoughts, suggestions, and in particular, the
warnings about what would constitute bad engineering practices. All I know
about these infernal machines is that if you pull back on the stick the
houses get smaller and if you push on it the houses get bigger. So, wish me
(and my pals) luck!
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| Subject: | Flight Plan to MV |
jhauck(at)elmore.rr.com, kolb-list(at)matronics.com, domestead(at)yahoo.com
Hello List,
Thought I'd post my tentative flight plan. Route is posted on aeroplanner if
you use that. One of the great things about these long X-countries is meeting
people along the way.
Depart Monday, May 10th @ daybreak
A/P Airpark, Slaughter, LA (7LA9) - just north of Baton Rouge
Center Muni, Center, TX (F17)
Caddo Mills Muni, Caddo Mills, TX (7F3)
Bowie Muni, Bowie, TX (0F2)
(if all going well, little or no headwind, may swing over to OK, not in
logbook yet)
Childress Muni, Childress, TX (CDS) - probably pitch tent
Hereford Muni, Hereford, TX (HRX)
Santa Rosa Route 66, Santa Rosa, NM (I58)
Sandia East, Edgewood, NM (1N1) - probably pitch tent, wait for morning light
winds
Aztec Muni, Aztec, NM (N19)
Monument Valley - (UT25)
A local friend, Bruce Williams (Kitfox), is meeting up with me around Sandia
East. Let me know if this route intersects you or your plans. If you have any
recommendations, that would be great too. Probably should respond off list,
since this is just fun stuff and not techinical stuff.
Should be arriving MV Wednesday or Thursday. Look forward to meeting a bunch
of new and old Kolbers.
Thanks & be careful,
John Bickham
St. Francisville, LA
Kolb Mark III Classic - 912
________________________________________________________________________________
| Subject: | Re: Carb boots and Ivo prop question |
In a message dated 5/3/04 10:40:32 AM Eastern Daylight Time,
jhauck(at)elmore.rr.com writes:
>
> | I have run my IVO 3 blade for 6 years without jamb or even safety
> wire....I
> | only use nail polish on the heads ....no problem ....
> | george Randolph
> | ps I wrote IVO on this 6 years ago
>
> Hi George/Gang:
>
> Without knowing how many operational hours occurred, the 6 year period
> does not give us much info.
>
> Usually, when I am calibrating and testing prop pitch on my airplane,
> I will make very short test flights without safety wire or other
> mechanical safeties. I must admit I am very uncomfortable until I get
> back on the ground and do a correct safety job on the prop.
>
> Take care,
>
> john h
>
I agree John, I have never felt comfortable without the safety wire....gotta
drill some holes
George Randolph
ps, and you are right about the "6 years"....that only includes 150hours of
flying time total and only 70 hours on the Ivo.
________________________________________________________________________________
| Subject: | Re: Carb boots and Ivo prop question |
In a message dated 5/3/04 8:15:25 PM Eastern Daylight Time,
lcottrel(at)kfalls.net writes:
>
>
> >>
> >I have run my IVO 3 blade for 6 years without jamb or even safety
> wire....I
> >only use nail polish on the heads ....no problem ....
> >george Randolph
> >ps I wrote IVO on this 6 years ago
> >
> What color George?
> Larry
>
started out "blush pink", but after Haucks response has turned to "refuse
brown". ...gotta go to Ohio and drill some holes......
Geo
from the villages Fl
________________________________________________________________________________
In a message dated 5/4/04 11:53:24 AM Eastern Daylight Time,
donghe@one-eleven.net writes:
> ..
> didnt go any farther.....pulled the engine and set it on the
> bench...ahhh...so today... I am singing the 2 stroke blues....actually for
> the first time ever..
> maybe I was just due after all these years of hearing the song from so many
> others!
>
> Don Gherardini
> OEM.Sales / Engineering dept.
> American Honda Engines
> Power Equipment Company
> CortLand, Illinois
> 800-626-7326
>
Very sorry to hear of your accident, Don, ....and you are the "engine guy"
of the list....and YOU are singing the 2 stroke blues!! I sure am on the edge
of my seat to hear what the hey happened to your engine!!?? Sure does sound
like the time my Cuyunna "froze" though....I smelled burnt oil as I sat on the
ground in a farmers field, but after it cooled down, I flew it out. Never did
find out the problem, just assumed EGT problem, as I had it firewalled (didn't
even have an EGT) trying to catch a T bird. I caught him....and immediately
went silent. THis was 15 years ago, though, never duplicated in my Kolb with
its 447 ( and I DO have an egt now).
Good luck in your investigation
George Randolph
Firestar driver from The Villages.....maybe i will FLY it down from
ohio.....hmmmm
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
,
| Subject: | Re: Flight Plan to MV |
Hi John B and All:
I spent the night at Sandia East last year. Gentleman that owns the
airpark's name is Mike. I got his full name somewhere on a card.
Nice guy. Took me to the local resturant for supper.
Got up the next morning, flew up to Aztec for fuel, then to Ship Rock,
Four Corners, and finally, Mounument Valley. Farmington would save
you some time instead of Aztec since it is shorter route. However, it
is a towered airport, D airspace, I think. John W refueled at
Farmington. Said the tower guys were interested in his airplane, like
a lot of controllers that don't have a lot to do and are airplane nuts
too.
I plan on leaving Sunday or Monday. Fly direct to Pueblo, Colorado,
then to Leadville, CO. From Leadville, probably to Grand Junction,
then hop over into Utah and fly south down through the national parks
to MV.
I still have some tweaking and cleaning to do on the airplane before I
am ready to go. Throw my gear in a bag and head out. Getting antsy
waiting around for departure time. Hope the weather cooperates better
for the flight out and back than it did last year.
See you all in MV,
john h
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
Don,
Man do I hate to hear this! Glad you're OK and in good spirits. I, like
you, never had any problems in years of running Cuyuna's. But I do know
that others have.
Again, glad you're still in one piece. Enjoy the rebuild.........
Doug Lawton
NE Georgia & Whitwell TN
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Seems like a nice Honda engine would look and sound good on it.
jerb
>
>Don,
>
>Man do I hate to hear this! Glad you're OK and in good spirits. I, like
>you, never had any problems in years of running Cuyuna's. But I do know
>that others have.
>
>Again, glad you're still in one piece. Enjoy the rebuild.........
>
>Doug Lawton
>NE Georgia & Whitwell TN
>
>
________________________________________________________________________________
| From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Don and Group,
I am sorry too, to hear of your soft field landing.
But, in trying to figure out why the engine quit, have you ruled out a
seizure? I know that I wouldn't fly an engine that quit, without knowing
why, unless I had first examined the pistons. As a matter of fact, I
don't like to fly with anything except a new engine unless I have seen
the pistons. Too many two cycles have seized and are still flying
without repairs.
John Jung
________________________________________________________________________________
| From: | "Vann Covington" <vann_covington(at)ncsu.edu> |
Just curious, What kind of Honda engine would be light enough to go on a
Firefly, or a Firestar for that matter.
----- Original Message -----
From: "jerb" <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: Bent Bird
>
> Seems like a nice Honda engine would look and sound good on it.
> jerb
>
> >
> >Don,
> >
> >Man do I hate to hear this! Glad you're OK and in good spirits. I, like
> >you, never had any problems in years of running Cuyuna's. But I do know
> >that others have.
> >
> >Again, glad you're still in one piece. Enjoy the rebuild.........
> >
> >Doug Lawton
> >NE Georgia & Whitwell TN
> >
> >
>
>
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: I broke my Kolb |
I ordered the new boom tube and H-brace from Kolb today. As always, they
were simply incredible with support and encouragement, a real pleasure to do
business with.
And as a bonus, they had the material in stock and with any luck at all I
may have the replacement by the end of the week! Whooo hooo!
-Ken
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: Boomtube dimension requested |
6063 Aluminum tubing is also known as irrigation tube and may be available
at a farmer suppy store. check the yellow pages under irrigation supplies
also.
> Ken,
> You most likely can't get the thickness that originally came with the
> Twinstar. My 91 model Twinstar and also my 94 model Firestar II used a
> 5" X .049 6061 tube. When I was building my Firestar in 1999 I had to
> purchase a new set of plans. The new plans listed the size of the tube
> as 5" x .052 6063.
________________________________________________________________________________
| From: | "Russell Phillips" <rphillip1999(at)hotmail.com> |
| Subject: | Trailer for Mark III |
I'm looking at having a trailer built for my Mark III Classic (still building)and
would like to here any suggestions that might make this a little less painful.
I've checked the archives so I have a general idea of how I want to do it,
but there are a lot of things I could use some advice about from guys that have
already gone through it. One question is what will the height be with a 912
and 70" 3 blade prop. Anything suggestions or advice would be appreciated. Thanks.
Russ
Mark III Classic 2/3 Done
NY now, maybe FL soon
________________________________________________________________________________
| From: | "Dan Charter" <lndc(at)fnbcnet.com> |
| Subject: | Firestar tail feathers |
Hi, What kind of set up am I supposed to be using on the lower cables on the horizontal
stabilizer? I bought a single place Firestar and the previous owner has
yet to send the manual. He's still looking. If I bolt the tangs tight to the
airframe they're going to be too tight. I'm afraid I'll break something. With
the cables pulled tight they're 3/4 of an inch from being flush to the spot
where the bolt goes thru. What length bolt should I be using?
It should be nice tomorrow for my first flight in a Kolb if I can sort this out.
Dan
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
Don:
Sorry about that pretty little Fly getting beat up... better it than you,
though...
Couldn't help but notice the EGT number you mentioned...
1200, or a tad over, would be real toasty-warm for a 447 at 5300 RPM
cruise...Based on conversations I've had with owners, I think most of 'em
run at least 100 degrees cooler than that, depending on how they are jetted
and how the prop is set up...
Personally, I have my EGT hi-temp master caution light set at 1200 degrees,
since that is where the Rotax mafia says the melt-down zone begins for their
engines...I don't expect to see 1200 on mine except in the thermal "coffin
corner"... (steep glide, throttle closed more than 10 seconds...)
Do the Cayunas routinely CRUISE up at 1200 or slightly above...? What EGT
do you read in a closed throttle glide?
Curious Beauford
FF #076
Brandon, FL
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: bent bird
> I still have the image of those engine guages stuck into my mind in
> bewilderment...chts....300 and 315......EGT 1200...maybe a needle over...
> ..
!
>
> Don Gherardini
>>
> : http://www.matronics.com/contribution
>
>
________________________________________________________________________________
| From: | "ronnie wehba" <rwehba(at)wtxs.net> |
| Subject: | Re: Firestar tail feathers |
use washers!
----- Original Message -----
From: "Dan Charter" <lndc(at)fnbcnet.com>
Subject: Kolb-List: Firestar tail feathers
>
> Hi, What kind of set up am I supposed to be using on the lower cables on
the horizontal stabilizer? I bought a single place Firestar and the previous
owner has yet to send the manual. He's still looking. If I bolt the tangs
tight to the airframe they're going to be too tight. I'm afraid I'll break
something. With the cables pulled tight they're 3/4 of an inch from being
flush to the spot where the bolt goes thru. What length bolt should I be
using?
> It should be nice tomorrow for my first flight in a Kolb if I can sort
this out.
> Dan
>
>
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Re: Trailer for Mark III |
I am also in the process of designing a trailer but I want to include a
shower stall ,sink Ref. & stove. I saw one at a powered parachute flyin. Was
real nice roll the plane out throw down a large air mattress have all the
accommodations of home even had air and generator.
----- Original Message -----
From: "Russell Phillips" <rphillip1999(at)hotmail.com>
Subject: Kolb-List: Trailer for Mark III
>
> I'm looking at having a trailer built for my Mark III Classic (still
building)and would like to here any suggestions that might make this a
little less painful. I've checked the archives so I have a general idea of
how I want to do it, but there are a lot of things I could use some advice
about from guys that have already gone through it. One question is what will
the height be with a 912 and 70" 3 blade prop. Anything suggestions or
advice would be appreciated. Thanks.
> Russ
> Mark III Classic 2/3 Done
> NY now, maybe FL soon
>
>
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
Don,
As a fellow member of the bent-birds(?)I gotta say that fixing the cage
is not as bad as you might think. I found a local A&P welder to do
mine. He charged me just $400, and that included the cost of me
"helping" :)!! In reality, it was as much a repair lesson to me, as a
fix for the cage. Next time -- not that there will be a next time --
I'd be inclined to fix it myself. When we fixed my cage, I was
surprised to see the guy take a mallet and whack the thing like
nobody's business to bring a tube back into straight. This compared to
me used to treating it like a cream puff. (This was cold bending,
generally preferred for slight bends.) Cutting out some pieces and
welding back in good ones, ain't bad either. Good to refer to the FAA
Repairman's guide for acceptable methods here -- this is one of those
(few?) times the government put out a useful document. Another option
you might check is calling the place near TNK -- I forget their name --
that builds their cages and demo planes. Perhaps they can fix your
cage for reasonable cost. Best of luck!
And, btw, your experience is a reminder to us all that 'silence
happens'. Just the other evening I was cruising along at dusk, too low
for any good options, but it was just so darn gorgeous and nice out
that I felt like the moment was worth the risk, which I know is
dillusional. Sounds to me like your flying at 1k agl and your handling
of the problem was as good as one could possibly do.
-Ben Ransom
...lurking here, flying my FS, and building my Murphy (Life is good)
--- Don Gherardini <donghe@one-eleven.net> wrote:
> <donghe@one-eleven.net>
>
> Holy cow fellas....thank you all for all these kind words...
>
> Well I dont know if I will ever know for certain why that engine
> quit. Feels
> funny to, as I spend so much time at work analyzing failures!
> About all I can determine is the switch..since it is the only spot in
> the
> circuit that is not soldered., meaning I have no "quick connects" or
> unsoldered splices or connections in that circuit, must have been the
> culprit. Trouble is, I cannot duplicate it certainly after 4 hours
> today of
> fooling arouind with it.
> no water in the bowl...new fuel...bowl full....arghh....I hate not
> being
> able to be certain about worse than bending my bird !
> On the Cuyuna, the ignition grounds in the on position...opposite of
> a
> rotax....so if the switch somehow went open inside...that would have
> stopped
> the engine., and since it stopped with out a sputter.....it would
> seem it
> lost fire....even tho we had spark when we got it in the shed.
>
> As far as another engine...well....I am certainly not against a
> different
> brand....although this is the first time a Cuyuna has failed
> me...heck even
> after burning Hole in a piston in a snowmobile ...it still ran on the
> other
> cyl!..Drove the dang thing 5 mile home in fact!
>
> Topher, The Honda just wont do....it is not going to be light
> enough....and
> as I have been flying the Fly at gross and slightly over....I know
> very well
> what happend to the sink rate from a heavy Firefly with that short
> wing....you run out of elevator way sooner on flare than you want
> to...and
> you really need to keep up the speed before letting the wheels
> touch..or you
> will bounce it pretty hard...with the stick in your belly. about
> theonly way
> I would consider a vtwin industrial at this point, is if I extended
> the
> wings....Like a firestar, and then....I dont think the Honda would
> give me
> the speed I want..
> Ralph...I would absoultley love to have that HKS on her...but
> again...I
> think its too heavy for a FireFly..
>
> So...arghh....who out here has another 40 hp class engine for
> sale>?.....Tom
> Olenick...you ot there?..what is the latest on the 447?.....Rotax
> quit em
> yet?....can ya still buy parts?....whats in the wind?
>
> FYI....DONT bend your cage men, got a quote from carol (TNK co)
> today...a
> firefly cage is 2500 bucks!...
>
> Paul.....how much did ya have to give for that TIG????
>
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
>
>
> .
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://hotjobs.sweepstakes.yahoo.com/careermakeover
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: EGT max: was bent bird |
Beauford, others,
In my limited 2-stroke experience, high EGT happens at different
throttle locations depending on jetting. For example, Beauford you
find your highest at closed throttle long glide, but I find mine at
mid-throttle (say low 4000s), gliding, or whatever. So in my 447, the
needle and circlip position -- these affect mid-range mixture -- are on
the lean side. My EGTs go below 1000 when I'm over 5000rpm or under
4000rpm. One additional note, an unexpected change to higher EGT might
indicate an air leak, and that can be on intake, exhaust, or any other
part of the engine. BTW, I read the 1200, tad over on Don's post, as a
caution sign too, but I wouldn't think it likely to be the sole cause
of silence.
-Ben
--- Beauford wrote:
>
>
> Don:
> Sorry about that pretty little Fly getting beat up... better it than
> you,
> though...
> Couldn't help but notice the EGT number you mentioned...
> 1200, or a tad over, would be real toasty-warm for a 447 at 5300 RPM
> cruise...Based on conversations I've had with owners, I think most of
> 'em
> run at least 100 degrees cooler than that, depending on how they are
> jetted
> and how the prop is set up...
> Personally, I have my EGT hi-temp master caution light set at 1200
> degrees,
> since that is where the Rotax mafia says the melt-down zone begins
> for their
> engines...I don't expect to see 1200 on mine except in the thermal
> "coffin
> corner"... (steep glide, throttle closed more than 10 seconds...)
> Do the Cayunas routinely CRUISE up at 1200 or slightly above...?
> What EGT
> do you read in a closed throttle glide?
> Curious Beauford
> FF #076
> Brandon, FL
>
> ----- Original Message -----
> From: "Don Gherardini" <donghe@one-eleven.net>
> To:
> Subject: Re: Kolb-List: bent bird
>
>
> > I still have the image of those engine guages stuck into my mind
> in
> > bewilderment...chts....300 and 315......EGT 1200...maybe a needle
> over...
> > ..
> !
> >
> > Don Gherardini
> >>
> > : http://www.matronics.com/contribution
> >
> >
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://hotjobs.sweepstakes.yahoo.com/careermakeover
________________________________________________________________________________
| Subject: | Re: EGT max: was bent bird |
| From: | ul15rhb(at)juno.com |
Ben and others,
I believe the jetting can be richened enough to mask an air leak and EGT's would
show normal readings. If the plugs are grey instead of brown, this would be
a sign.
Has anyone found a leak on the intake where the manifold isn't square with the
cylinders? If the cylinder bolts are tightened before tightening the intake,
this might be a source for a leak.
Beauford, you had a grey plugs in your engine as I recall. What did you find that
was causing this?
Ralph
Original Firestar
17 years flying it
-- Ben Ransom wrote:
Beauford, others,
In my limited 2-stroke experience, high EGT happens at different
throttle locations depending on jetting. For example, Beauford you
find your highest at closed throttle long glide, but I find mine at
mid-throttle (say low 4000s), gliding, or whatever. So in my 447, the
needle and circlip position -- these affect mid-range mixture -- are on
the lean side. My EGTs go below 1000 when I'm over 5000rpm or under
4000rpm. One additional note, an unexpected change to higher EGT might
indicate an air leak, and that can be on intake, exhaust, or any other
part of the engine. BTW, I read the 1200, tad over on Don's post, as a
caution sign too, but I wouldn't think it likely to be the sole cause
of silence.
-Ben
--- Beauford wrote:
>
>
> Don:
> Sorry about that pretty little Fly getting beat up... better it than
> you,
> though...
> Couldn't help but notice the EGT number you mentioned...
> 1200, or a tad over, would be real toasty-warm for a 447 at 5300 RPM
> cruise...Based on conversations I've had with owners, I think most of
> 'em
> run at least 100 degrees cooler than that, depending on how they are
> jetted
> and how the prop is set up...
> Personally, I have my EGT hi-temp master caution light set at 1200
> degrees,
> since that is where the Rotax mafia says the melt-down zone begins
> for their
> engines...I don't expect to see 1200 on mine except in the thermal
> "coffin
> corner"... (steep glide, throttle closed more than 10 seconds...)
> Do the Cayunas routinely CRUISE up at 1200 or slightly above...?
> What EGT
> do you read in a closed throttle glide?
> Curious Beauford
> FF #076
> Brandon, FL
>
> ----- Original Message -----
> From: "Don Gherardini" <donghe@one-eleven.net>
> To:
> Subject: Re: Kolb-List: bent bird
>
>
> > I still have the image of those engine guages stuck into my mind
> in
> > bewilderment...chts....300 and 315......EGT 1200...maybe a needle
> over...
> > ..
> !
> >
> > Don Gherardini
> >>
> > : http://www.matronics.com/contribution
> >
> >
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://hotjobs.sweepstakes.yahoo.com/careermakeover
________________________________________________________________________________
| Subject: | New Kolb Builder |
My name is Steve Boetto and I started building a MKIII Classic in dec03.
However it was put on hold because I started building an amphibious
fiberglass float prototype for tnk.
The prototype was completed and shown at Sun n Fun 04 and was turned over to
tnk for flight testing.
Now I am back on my mkIII
Please feel free to help with how this list works, its my first time
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
| Subject: | Re: EGT max: was bent bird |
----- Original Message -----
From: <ul15rhb(at)juno.com>
Subject: Re: Kolb-List: EGT max: was bent bird
>
>
> Ben and others,
>
> I believe the jetting can be richened enough to mask an air leak and EGT's
would show normal readings. If the plugs are grey instead of brown, this
would be a sign.
>
> Has anyone found a leak on the intake where the manifold isn't square with
the cylinders? If the cylinder bolts are tightened before tightening the
intake, this might be a source for a leak.
>
> Beauford, you had a grey plugs in your engine as I recall. What did you
find that was causing this?
>
> Ralph
> Original Firestar
> 17 years flying it
>
>
> -- Ben Ransom wrote:
>
> Beauford, others,
> In my limited 2-stroke experience, high EGT happens at different
> throttle locations depending on jetting. For example, Beauford you
> find your highest at closed throttle long glide, but I find mine at
> mid-throttle (say low 4000s), gliding, or whatever. So in my 447, the
> needle and circlip position -- these affect mid-range mixture -- are on
> the lean side. My EGTs go below 1000 when I'm over 5000rpm or under
> 4000rpm. One additional note, an unexpected change to higher EGT might
> indicate an air leak, and that can be on intake, exhaust, or any other
> part of the engine. BTW, I read the 1200, tad over on Don's post, as a
> caution sign too, but I wouldn't think it likely to be the sole cause
> of silence.
> -Ben
>
> --- Beauford wrote:
> >
> >
> > Don:
> > Sorry about that pretty little Fly getting beat up... better it than
> > you,
> > though...
> > Couldn't help but notice the EGT number you mentioned...
> > 1200, or a tad over, would be real toasty-warm for a 447 at 5300 RPM
> > cruise...Based on conversations I've had with owners, I think most of
> > 'em
> > run at least 100 degrees cooler than that, depending on how they are
> > jetted
> > and how the prop is set up...
> > Personally, I have my EGT hi-temp master caution light set at 1200
> > degrees,
> > since that is where the Rotax mafia says the melt-down zone begins
> > for their
> > engines...I don't expect to see 1200 on mine except in the thermal
> > "coffin
> > corner"... (steep glide, throttle closed more than 10 seconds...)
> > Do the Cayunas routinely CRUISE up at 1200 or slightly above...?
> > What EGT
> > do you read in a closed throttle glide?
> > Curious Beauford
> > FF #076
> > Brandon, FL
> >
> > ----- Original Message -----
> > From: "Don Gherardini" <donghe@one-eleven.net>
> > To:
> > Subject: Re: Kolb-List: bent bird
> >
> >
> > > I still have the image of those engine guages stuck into my mind
> > in
> > > bewilderment...chts....300 and 315......EGT 1200...maybe a needle
> > over...
> > > ..
> > !
> > >
> > > Don Gherardini
> > >>
> > > : http://www.matronics.com/contribution
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> =====
> http://mae.ucdavis.edu/~ransom
>
>
> __________________________________
> http://hotjobs.sweepstakes.yahoo.com/careermakeover
>
>
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
| Subject: | Re: EGT max: was bent bird |
Ralph:
Re the 447...
I finally got mine to settle down some... runs 1040 EGT's at 5200 cruise...
Never did locate any specific cause for my spate of trouble... I suspect
that my over-fiddling with the idle air adjustment and jet-chasing was as
much of the problem as anything... I keep wanting to fool myself into
thinking this thing ought to behave like a "real" engine... there is a
certain 2-stroke hysteria mode I tend to get into after I have been fooling
with it for a while and it won't act the way I want it to... a tad of foam
about the lips, white showing all the way around the eyes, etc... I do
better as a diagnostician after I go cool down a while and come back at it
cold....I went back to all the initial base settings and jets, and worked
from there... I now have 24 hours on the same set of plugs and they look
OK... am about to toss 'em and put in new ones, but the color looks passable
(grey-brown) and the Rotax demon seems to be behaving himself....for the
moment... I have pretty well trained myself to block out the flashing red
light on short final.. ( I don't let it flash for more than a few
seconds)... sigh....
Nervous 4-stroke Beauford
FF #076
Brandon, FL
----- Original Message -----
From: <ul15rhb(at)juno.com>
Subject: Re: Kolb-List: EGT max: was bent bird
> > Beauford, you had a grey plugs in your engine as I recall. What did you
find that was causing this?
>
> Ralph
> Original Firestar
> 17 years flying it
> -- Ben Ransom wrote:
> > > > bewilderment...chts....300 and 315......EGT 1200...maybe a needle
> > over...
> > > .. > > Don Gherardini
________________________________________________________________________________
just a note to remind everyone who is new to two cycle engines.
you can get a 2 cycle engine to run great and put out a lot of power
if you run it lean, BUT this will be a short lived engine. part of the
cooling on a 2 cycle engine is the gas. and not just because it has
oil in it. if you have oil injection you still can't run your engine lean.
if you have any doubts on this try running your engine at 70% power until
it is fully warm. watch the EGT temp go down when you go to full throttle.
the extra gas is cooling the engine.
mark
s.e. minnesota
twinstar
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: IVO Prop Question |
> Usually, when I am calibrating and testing prop pitch on my airplane,
> I will make very short test flights without safety wire or other
> mechanical safeties. I must admit I am very uncomfortable until I get
> back on the ground and do a correct safety job on the prop.
No kidding!
I can think of these different methods of safetying a prop bolt - any of
these should be acceptable:
1. Safety wire the heads. This works if the heads are drilled for it.
2. Cotter pins through the nuts - that is, if the nuts and bolts are drilled
for them, an unusual event.
3. Loctite on the threads. Long ago, I ran some tests that indicated that
Loctite 262 worked great with high-strength screws. The manufacturer was
surprised that the screw heads didn't twist off, saying that usually they
did with that version. The screws that we tested were much smaller and much
stronger than the prop bolts, and the 262 worked well. I just looked on the
Loctite web site and couldn't find any useful information.
4. Bent-up tabs under the heads. Here, the tabs are part of a strip that
goes to at least two bolts, and secures both of them. Torque the bolts, bend
up the tabs, and bend then down to remove or recheck the torque. The tabs
can only be used once.
5. Use jam nuts if the bolts go into a threaded flange.
6. Use self-locking nuts if the flange isn't threaded - self-locking nuts
hold the prop on my Cessna 180.
Dave Paule
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 5/4/04 3:51:18 PM Central Standard Time,
lnc2bldr(at)earthlink.net writes:
<<
I had a failure just like that. Thought I inadvertently bumped the kill
switch.
Turned out it was the kill switch. Somehow shorted out to ground while in
flight.
Bob >>
Bob,
How did you solve the problem?
Ed (in Houston)
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
| Subject: | Re: Fw: [vula] Re: More on Aluminum Tubes |
This message was copied from the VULA list & forwarded to the Kolb list
for fairly obvious reasons. One never knows where this info may be used,
but, the sizes & the thicknesses, etc. may benefit some folks here.
Blue Skies,
George Bass
=======================================================
----- Original Message -----
From: "Scott Perkins" <2scott(at)bellsouth.net>
Subject: [vula] Re: More on Aluminum Tubes
> In Atlanta there is a branch of a national company called "TUBE SALES."
>
> In talking with the sales rep yesterday, he informed me they
> had 6063-T6 ( which seems like an odd alloy to me ? ? ) in tube
> sizes of 6 inch dia. .058 wall thickness for $8.00 per foot in 20' ft
> lengths.
> ( weight = 1.25 lb per foot ) [I think nice to build a Kolb type wing
> with]
>
> also they have 5" dia in .078 wall thick for $6.47 per foot.
>
> Weaker alloys can always be used to obtain the same strength but
> a weight penality will be imposed by having to use more of the material.
> There could be other nasty characteristics however of particular alloys.
>
> A tube supplier called Shappiro has 6061-T4 in 6" dia. and .049 wall
> for
> $20 per foot in 12 ft lengths.
>
> All kinds of material has been used for irrigation so it is improper to
> say
> or call any alloy an irrigation pipe although it may have been used a
> lot
> in that application.
>
> Scott
>
---
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
Interesting, Don...
Had your Cuyuna actually seized, vice merely not continuing to run (with the
attendant windmilling for at least a few seconds), I assume you would have
gotten enough feedback indication to tell the difference... As you know,
seizures are very abrupt, wrenching, well-defined events...Reading over your
account of the problem you had, it isn't clear which you believed to be the
case...abrupt seizure, or just a failure to continue running... Am curious
as to whether your EGT "normals" are related to it quitting, or not...
Either way, silence ain't necessarily golden, is it... Been there... :-)
Do you think it actually seized? Are you planning to tear it down and look
for indications of seizure damage on the pistons and cylinder bores...?
Regards,
Beauford
P.S. You are right, of course, ... I get my max EGT's at partial
throttle, not closed...
B.
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: bent bird
> Beauford,,,yes,,,due to the placement of the probe on the stock Cuyuna
> manifold..one can expect to see higher temps that on a rotax...
>
>
________________________________________________________________________________
Kirk....
it is a complicated thing..but...think of it this way....
the CHT does definately measure just how warm the engine is....but rather
slowly in response time
The EGT is measureing how much heat is "leaving" the engine.....very
often...we can see a rise in EGT, and an immediate reduction in the retained
heat in the combustion chamber.....and...the vice-versa....it has to do with
probe placement.....or better said...it has to do with flow thru the engine
and just where the hottest spot in the exhaust gasses are....
Picture an exhaust manifold with a heat probe placed every inch from right
at the flange...to 1 foot down stream....
The hottest probe would be a different one as the engine is submitted to
different combinations of loads, and rpms .
in many of the combinations we would see a fairly cool reading at the flang,
right next to the engine.....and a hotter reading 3 inches away, and a
really hot...maybe the hottest at 10 inches...reading your egts ,
particularly on a 2 stroke...is sometime difficult to interpret.
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
Don, my two cents. Ran these little engines for years and were basically
trouble free. my money is on a switch. try heating the switch a little bit
with a hair dryer. I have found if the switch is even a little burned or
coroded, it will act like a resistor and heat up and break the circuit.
that is how I found a bad one before. cant hurt. was happy when I switched
to rotax and had to ground it to kill it. ted cowan sorry about you
'pranging your kite'.
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Morning Don and all, in all the good discussion about the engine out no one has
mentioned wiring. If you haven't already check your wiring good Don with a meter
and also feeling along the length of the wire while bending it. I have had
wires fail inside the insulation on equipment and cause an intermittent problem.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Sun n Fun Flite line DVD video |
Greetings all from near Green Bay, Wi
Last month I traveled to Sun n Fun and spent nearly 2 days at the ultralight
flight line (really the sport pilot LSA flightline, 90% of the aircraft were
NOT ultralight, of course!). I spent quite a bit of time filming with a
rented video camera and have produced the best 1 hour video on a DVD from
those 2 days. As a Kolb and Zenith owner, I made some special attempts to
get extra footage of those products.... tho there are many manufacturers
represented here. I am sure you will recognize some familiar faces/aircraft
from the list here!
If you have attended Sun n Fun or Osh in the past, you know what its like
watching the incredibly short takeoff and landing distances made by some of
these aircraft. Even tho I already fly these myself, it's something else to
watch from the outside and see it done.
I'll leave it at that and just say that if you have an interest, go to
www.KolbPilot.com and on the home page will be a link to the particulars of
getting a hold of this DVD.
Good flying!
Jon
near Green Bay
FSII
Zenith CH701
________________________________________________________________________________
In a message dated 5/8/04 10:36:11 AM Eastern Daylight Time, ul15rhb(at)juno.com
writes:
> Don,
>
> On one of my first flights with the Firestar, I reached under the seat
> for a camera and the engine quit. I didn't know what caused it at the
> time until I came down (I flew the plane down which was the right thing
> to do). When I went to start, the switch was in the off position.
> Evidently, I hit it when reaching under the seat. From that time on, I
> mounted it upside down, figuring it would happen again if left the way it
> was. That took care of that little problem.
>
> Ralph
> Original Firestar
> 17 years flying it
Two things, I agree with Ralph, the same thing happened to my firestar, when
i allowed another fella to fly it (Frank, who used to be on this list and
built a MKIII) accidently hit the toggle with his KNEE we think...short chunky
lil
son of a gun he was...good guy though...and he bought the silence and came in
for a hard landing. To eliminate that possibility, I took a plastic cap from
a spray paint can and put a hole in it and mounted the toggle in there. Works
great!
Thing 2. When I went down in my Cuyuna powered pterodactyl, about 4000 years
ago, I can even smell to this day the burnt oil smell coming off the hot,
temporarily seized engine. After half an hour of cooling off, I went around the
back and twisted the prop and to my utter amazement heard nothing and saw no
indication of a frozen engine. Halfheartedly I decided to start it ...knowing
that it wouldn't start....and it started right up!! Tested the throttle awhile
and checked it all over and nothing seemed to be wrong. Got in it while
running, and without all the usual hangar flyin adjectives....took off over the
treeline that i had hastily put down from, and ...flew home.The ol fella that I
had
been trying to catch in his T bird was there and didn't even miss me, even
though we had taken off together. His name was Viets if anyone may know him.
from the Ohio area.
Egt and Cht was unknown to me at the time.
Oh, Btw, my Cuyuna was "illigal" in that it had a resonator on the exhaust
that was supposed to suck 5 additional hp out of the puppy....to be used
sparingly ...of course.
Firestar driver of "by George" from The Villages....was Akron O
447, 3 blade Ivo,
206#...but losin
________________________________________________________________________________
HIya men....
well....believe it or not....I have almost got that cage back
straight!!.....YAHOOOO!!!!
Wasnt as hard as I thought it was gonna be....I made a "frame
straightener"....from to two 4x4x3/8th angle irons I fished out of the ole
iron pile..
drilled holes in em for running bolts thru to afix various clamps and hooks
and such...and just pulled it back where it was supposed to be, similar to
a automotive frame machine in the concept...didnt even need a
hammer...much....and did not apply any heat!
At this point, I have not repleced a single tube...may or may not need to!
If tomorrow, when I remove all the clamps and "release it" from the
angleiron rails, it stays...heck..I will be recovering before the sun sets!
I only peeled the covering from the front half of the cage, and I dont
believe I am gonna need to peel the rear,
Feeling pretty good about it right now...!!!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | To solder or not? |
Tony Bingelis, in his book "Sportplane Construction Techniques" suggests a
technique that I have found to work great. After you squeeze the terminal
connector, put a dot of solder on the end of the wire where it just pokes
through the terminal. That keeps the other end from getting brittle. Then
slip a piece of heatshrink over the wire and terminal to reinforce the wire
and keep it from flexing where it goes into the terminal. I have had no
wire failures with this method.
Depending on where the wires are going, you can tie them to something near
the terminal connector, that also stops flexing.
Richard Pike
MKIII N420P (420ldPoops)
>
>I believe you're right, Larry. I've read the same thing, where you'll have
>a stress riser at the end of the solder. There's also concern about 'cold
>solder' joints. It takes practise. Then again, I've seen MANY crimped
>connectors fail because people don't put some muscle into the crimp. Just
>squeezing it down to where it's snug on the wire isn't enuf. Gotta make it
>solid tight, and should leave at least 1/16" between the crimp and the end
>of the fitting, to avoid a stress riser there, as well. Lar.
>
>Larry Bourne
>Palm Springs, CA
>Building Kolb Mk III
>N78LB Vamoose
>www.gogittum.com
>
>----- Original Message -----
>From: "Larry Cottrell" <lcottrel(at)kfalls.net>
>To:
>Subject: Re: Kolb-List: Kill switch covers
>
>
> >
> > And unless a wire screws into a main terminal block , any connection
>is
> > Soldered ....and I don't trust crimped connections...I try to get some
> > solder on those too...
> > >
> > Guys, my memory is faulty at best, but it seems to me that for airplanes
> > they do not recommend soldering as it makes the wire stiff and more prone
>to
> > breaking than crimped connections?
> > Larry
> >
> >
>
>
________________________________________________________________________________
| From: | Bob Bean <slyck(at)frontiernet.net> |
Don Gherardini wrote:
>
>HIya men....
>
>well....believe it or not....I have almost got that cage back
>straight!!!
>
>A method I picked up from another mechanic several years ago for
>
straightening larger diameter tubing, 1/2", 5/8, etc without kinking is
to bore the same
size hole in a piece of wood , split the wood and use the halves to
squeeze it straight.
-sometimes just one half and a hammer will do the job. -BB, nothing bent
(yet)
>
>
>
>
________________________________________________________________________________
| From: | "Dan Charter" <lndc(at)fnbcnet.com> |
| Subject: | Wing attach point |
Hi. I was pre flighting my recently purchased Firestar and noticed some movement
where the knuckles for folding the wing are attached to the fuse. there's a
castle nut inside the square tubing with a cotter pin thru it. should there be
any movement at all at this point? Do I tighten this up and replace the pin or
call Kolb for a new bracket? I haven't found anything in the paperwork I got
with the plane.
Dan Charter
Chisholm MN
________________________________________________________________________________
| From: | Dwight.Kottke(at)hti.htch.com |
05/10/2004 07:15:24,
Serialize complete at 05/10/2004 07:15:24,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 6.5.1IF1|March 16, 2004)
at
05/10/2004 07:15:25 AM,
Serialize by Router on HUDOMGW1/HTI(Release 6.5.1IF1|March 16, 2004) at
05/10/2004
07:15:33 AM,
Serialize complete at 05/10/2004 07:15:33 AM
Dear Don Houdini, sorry to hear about bending your bird and soiling your
shorts. Just wanted to let you know I have a spare Rotax 377 you could
use to get you back in the air.
The Flying Farmer
Dwight Kottke
do not arkhive
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
I fly RC airplanes and the fuel (really, really expensive stuff) comes with
a red sealing cap inside the outer screw off cap. put a hole in it and
mount your switch. looks nice and functional too. go to your local flying
club and you can get one for free and have a nice day at the air field also.
been using this idea for years. ted cowan
________________________________________________________________________________
| Subject: | Re: RE: landing gear axle |
mike,
thanks for the offer. I just ordered some steel from dillsburg areo co. and
have some
friends who are great at welding. I still have one side so I can get the
correct angle
using that.
just a side note, look up
www.theflyin.com
we will be having a fly-in party on aug. 29th in wanamingo mn. not too far
south
of the twin cities.
hope you can make it.
>
> Hi Mark,
> Any welding (Fab) shop should be able to make your axle assy.... as long
> as you have the dimensions and maybe a rough drawing would help too....It
> would be cheaper to know a friend that welds...(not Tinker)
> I see your in Minnesota... If your around the Twin Cities , I can make
> them , I'm a "State" and "Code" Certified Welder...I could make it at home or
> work.
> Gotta Fly...
> Mike in MN
>
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: Kolb-List Digest: 9 Msgs - 05/09/04 |
Hello,
I have been trying to unsubscribe from the list and have been unable to do
so. Can anyone tell me how to do this if the unsubscribe feature does not work?
Thanks,
Steve
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | Re: Kolb-List Digest: 9 Msgs - 05/09/04 |
If you look at the bottom of every message that you get from the list the
URL for changineg your subscription is clearly listed as:
http://www.matronics.com/subscription
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of SR3SA2L1(at)aol.com
Subject: Kolb-List: Re: Kolb-List Digest: 9 Msgs - 05/09/04
Hello,
I have been trying to unsubscribe from the list and have been unable to do
so. Can anyone tell me how to do this if the unsubscribe feature does not
work?
Thanks,
Steve
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: fuel question - ethanol |
Perhaps this has recently been answered ...sorry for being lazy about
checking archives. With air quality standards taking wider hold, all
car gas stations in my area now have ethanol in the gas.
Long ago there was rumor that this could/would increase tendency for
2-stroke oil to separate from the gas. I've not worried about it other
than to use fresh stuff.
What's the consensus on this one?
Thanks,
-Ben
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://hotjobs.sweepstakes.yahoo.com/careermakeover
________________________________________________________________________________
| From: | SR3SA2L1(at)aol.com |
| Subject: | Re: unsubscribe URL |
In a message dated 5/10/2004 11:32:19 AM Pacific Standard Time,
tophera(at)centurytel.net writes:
> http://www.matronics.com/subscription
Thanks for the URL info. This is the one I have been using and I have not
been able to get it to go through. Does anyone know of another way or URL to
reach them so I can unsubscribe?
Steve
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
| Subject: | fuel question - ethanol |
Ben,
I've used it because the cheaper gas station only sold blended fuel.
I never had a problem with it in either Cuyuna or Rotax 2cycle engines, even
when left for several weeks. I always used Seaform or a similar additive
along with klotz or Pennsoil oil, so that may complicate the results for
you.
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Ben Ransom
Subject: Re: Kolb-List: fuel question - ethanol
Perhaps this has recently been answered ...sorry for being lazy about
checking archives. With air quality standards taking wider hold, all
car gas stations in my area now have ethanol in the gas.
Long ago there was rumor that this could/would increase tendency for
2-stroke oil to separate from the gas. I've not worried about it other
than to use fresh stuff.
What's the consensus on this one?
Thanks,
-Ben
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://hotjobs.sweepstakes.yahoo.com/careermakeover
________________________________________________________________________________
| From: | "JIM HEFNER" <HEFNER_JIM(at)msn.com> |
| Subject: | Monument Valley 2003 |
2.0 FROM_NO_LOWER 'From' has no lower-case characters
Hello MV 2003 gang,
Boyd Young recently encouraged me to make up some CD's from last year's Monument
Valley get together. Unfortunately I've lost the digital pictures from my
video cam, but I do have quite a few 35mm pictures and edited video that I will
put on CD's, for those that would like them. The video is for viewing with
Windows Media player and the quality is not great, but not terrible. It is around
21 min's after editing.
Let me know off-list if you would like one and I'll make them up and bring them
to MV later in the week. Lookin' forward to seeing most of the familiar faces
from last year there, plus meeting many new ones.
Take care and fly or drive safe to Monument Valley!!
Jim Hefner
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Monument Aftermath |
Ol' Lar's been busy on the phone, and here's some food for thought for those who're
coming to Monument Valley THIS WEEK. You may have seen pictures of the slot
canyons near Page, AZ. For a good introduction, enter "Antelope Canyon,"
and/or "Corkscrew Canyon" in a search engine. I've arranged with Navajo Tours
to go on the 2 hour photographers tour of Antelope Canyon at 11:00 AM on Monday,
the 17th. I spoke with Dalvin at 1-928-698-3384. Last year, I believe
it was Erich Weaver and his wife and daughter who went on a 1/2 day raft
trip from Glen Canyon Dam to Lee's Ferry, on the Colorado River. This is thru
Marble Canyon - the beginning of the Grand Canyon, and the scenery is spectacular.
For a very good look at it, go onto my website, click on "Traveling,"
then click on "Vacation 2002," then on "Grand Canyon." That was when I took
my little 15' boat on just that trip, and the idea of relaxing on a raft and really
enjoying it appeals very strongly. I spoke with a very pleasant lady named
Jean, at Wilderness Outfitters - 1-985-534-3474, and made reservations for
a 1/2 day trip leaving Page on their bus at 7:30 AM on Tuesday, the 18th. They
take you thru a 2 mile tunnel and launch at the base of the dam, (that's gotta
be an adventure in itself ! ! !) then float 15 miles down to Lee's Ferry,
(it's an easy float - no big rapids) pick you up, and bring you back to Page.
Cost is $59.00 for adults, and $49.00 for kids under 12. My photographer's handbook
shows some very interesting scenery to the SE of Page, so I'll fill Monday
afternoon with that. Anyone want to join me ?? Make your own reservations
! ! ! Lookin' Forward Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | Ken korenek <kkorenek(at)comcast.net> |
| Subject: | Firestar for Sale |
Hey, Kolbers!
There's a Firestar for sale on Barnstormers. Yellow, new 7 rib wings,
wheel pants, the works. Check it out!
For details, see:
http://home.comcast.net/~firestar2
Ken Korenek
N104KK
________________________________________________________________________________
| From: | "d7yl" <d7yl(at)telus.net> |
| Subject: | Help with TwinStar W&B |
I guess this has been hashed over many times already, but what are the
definitive Weight & Balance numbers for the Kolb TwinStar?
It seems that the plans are lacking in that area.
regards,
Daryl H.
Kolb TwinStar C-IGIT.
________________________________________________________________________________
| From: | "John Clayton" <jclayton(at)usamedia.tv> |
| Subject: | Monument Aftermath |
Lar and photographers
I photographed the "slot-canyons" near Page in 2000. They are spectacular,
well worth the trip!
John Clayton - Do not
archive
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Larry Bourne
Subject: Kolb-List: Monument Aftermath
Ol' Lar's been busy on the phone, and here's some food for thought for those
who're coming to Monument Valley THIS WEEK. You may have seen pictures of
the slot canyons near Page, AZ. For a good introduction, enter "Antelope
Canyon," and/or "Corkscrew Canyon" in a search engine. I've arranged with
Navajo Tours to go on the 2 hour photographers tour of Antelope Canyon at
11:00 AM on Monday, the 17th. I spoke with Dalvin at 1-928-698-3384.
Last year, I believe it was Erich Weaver and his wife and daughter who went
on a 1/2 day raft trip from Glen Canyon Dam to Lee's Ferry, on the Colorado
River. This is thru Marble Canyon - the beginning of the Grand Canyon, and
the scenery is spectacular. For a very good look at it, go onto my website,
click on "Traveling," then click on "Vacation 2002," then on "Grand Canyon."
That was when I took my little 15' boat on just that trip, and the idea of
relaxing on a raft and really enjoying it appeals very strongly. I spoke
wi!
th a very pleasant lady named Jean, at Wilderness Outfitters -
1-985-534-3474, and made reservations for a 1/2 day trip leaving Page on
their bus at 7:30 AM on Tuesday, the 18th. They take you thru a 2 mile
tunnel and launch at the base of the dam, (that's gotta be an adventure in
itself ! ! !) then float 15 miles down to Lee's Ferry, (it's an easy float -
no big rapids) pick you up, and bring you back to Page. Cost is $59.00 for
adults, and $49.00 for kids under 12. My photographer's handbook shows some
very interesting scenery to the SE of Page, so I'll fill Monday afternoon
with that. Anyone want to join me ?? Make your own reservations ! ! !
Lookin' Forward Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | LOREN7310(at)aol.com |
Anyone willing to help with plans or photocopies of tailboom and strusts
particularly for the Twin Star. Thanks for your hand.
________________________________________________________________________________
| Subject: | Re: C G location for Mk III |
Can someone please tell me the fore & aft dimensions? We are installing
amphib. floats.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
Ralph,
You replied that I had the right oil when I said I had mobile 1
Synthetic gear lubricant 75w-90. Do you know for sure that is the same viscosity
you
used? Rotax calls for 85W-140EP. How bout it fellers, Anybody else using
75W-90 Mobile 1 synthetic gear lube for any length of time with success? Ive
looked over half of Houston for the 75- 140 Mobil 1synthetic lube with no luck.
Couldnt find nuttin in the archives on it either.
Ed (in houston)
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: C G location for Mk III |
As a percentage of the distance back from the leading edge of the wing,
MKIII CG should be greater than 20% and less than 37%
That is with the wing at a 9 degree angle of attack.
Richard Pike
MKIII N420P (420ldPoops)
>
>Can someone please tell me the fore & aft dimensions? We are installing
>amphib. floats.
>
>
>Howard Shackleford
>FS II
>SC
>
>
________________________________________________________________________________
| Subject: | Reply to Howard Shackleford cg for amphib floats |
Howard
You wrote: What is cg on mkiii for amphib floats
What kind of floats are they?
I have been working on a fiberglass amphib float for TNK since jan 03. The
prototype was at sun n fun 04. It is now at kolb for flight testing. The
floats were made by Slipstream and modified. WE learned alot about cg placement
on
the MKIII extra. Bryan at Kolb will be flight testing our numbers in the next
few weeks. That may help you alot. I also know someone who is ready to test a
KEY WEST float on a MKIII.
Mike Puhl at Slipstream uses both cg and cl for this calculation but he puts
more emphasis on cl and modifies it based on cg.
You will also need to have a starting point for your angle of attack in ref
to your floats.
I have pictures of the config for kolb if anyone is interested.
Steve Boetto
working on MKIII
and Amphib floats for Kolb
N27SB(at)AOL.com
________________________________________________________________________________
| Subject: | synthetics are good for your engine |
| From: | ul15rhb(at)juno.com |
Kelvin,
I have used synthetic oil in my 2-stroke and gearbox for amost 6 years now and
I wouldn't have it any other way. It does work well.
Doesn't John Hauck use synthetic oil in his 912?
Thanks for you post. It says quite a bit about synthetics.
Ralph
Original Firestar
17 years flying it
-- "Kelvin Kurkowski" wrote:
Now you trained engineers and mechanical failure analyzers, and assorted
aircraft nuts, who think "way" out of the box, in the aircraft world, fill me in
on why it won't work for my Kolb.
Kelvin K Grant NE (ever closer to a Mark III)
________________________________________________________________________________
| From: | Charles & Meredith Blackwell <wozani(at)optonline.net> |
| Subject: | MKII weight and balance |
Daryl;
I will give you what the build book says. And remember to weigh it in flight
attitude, which requires the tail to be raised some.
Wing chord is 64" average and center of gravity is safe to fly if between 20% and
40% as measured from the leading edge. 20% is 12.8" aft of the leading edge
and 40% is 25.6". For reference they give that the mounting tab for the main
spar is 18" aft of the leading edge. They point out and I have experienced
that the main trouble comes from heavy fuel and light single pilot.
Sorry that I can't dig up my w&b sheet right now, but I am out for a few weeks
of vacation tonight and rushed. Maybe someone else on the list can give you
a sample sheet to compare.
Factory gave empty weight of 320# and gross of 750#
Charlie in NJ, MKII 503
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: synthetics are good for your engine |
>
>Guys, for what its worth, and remember that I am somewhat of an outlaw, and
>an experimenter, but we have been using Amsoil synthetic lubes almost
............
>entire powertrain. We have also run their 2cycle oil at 100to1 in all our 2
>strokes for all these years, but I'm still not convinced 2 stokes are a
>cross country airplane engine.
...................
>advantages to the ground. It is so much more stable product, that it mostly
>resists "combining" with water or contaminates to form the sludge that
>causes us to drain oil regularly or risk the damage from the contamination.
>This is why they can run extended drain entervals.
...............
Kelvin and Kolbers,
Be careful when using AMSOIL for two strokes. It is a good oil but it has
one important fault. It loves water. If a bottle is left with the cap
loose, it will suck up water from the atmosphere and change the oil
composition to the point that it will jell. This was the reason AMSOIL
changed from the white opaque plastic bottles to a gray plastic bottle. If
a case of oil was stored in a high humidity environment, the oil absorbed
water through the white bottle.
In my case the degraded oil caused excessive glass hard like carbon to form
under the rings, and on the piston and head surfaces. Upon a full throttle
climb out with good CHT and EGT readings, the build up under the rings
caused one piston to seize and put me into a bean field. I had been
checking the rings to see if they were stuck. When the engine was cold, they
were loose. If I had followed Rotax decarb schedule, I would have caught it.
But I was using a super oil that was supposed to take care of these
problems.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
| Subject: | synthetics are good for your engine |
on the issue of 2-stroke oil and ratio... i took serious notice last week
when i got some more MAXI-lube for my stihl chain saws. i tried to get some
2 stroke oil after hours and got some quaker state. but my stihl owners
manual stated rating and type and ratio. decided not to use the QS. so when
i got the maxi lube which i use in all my 2-stroke tools per my serive
center, i was advised the ratio mix we use is 100:1. i asked the shop which
is a major mower/landscaping supply house here in houston and services many
of the commercial operations here... about the stihl statement-use 50:1
ratio and why 100:1 with MAXI-lube then is ok or suggested. owner said it is
to cover those who are numerous out there in the flield that wont use the
right oil. i was concerned about the quaker state as it was... 99-cents 8
oz... and my saws cost in the 800 range for both... and the oak tree i was
headed to get wasnt worth the loss of the saws due to siezure... especially
since the stilhs are turning 12,000 rpms...
so i thot... hmmm 12,000 rpms at 100:1 goes in line with others trying 80:1
ratios and while i will continue to use the pennzoil air cooled 2 stroke oil
in my 503, it does appear that the 100:1 ratio is safe... and it would use
less oil at the 1% vs 2% ratio...
ymmv...
regards
jg
Subject: Re: Kolb-List: synthetics are good for your engine
>
> >
> >Guys, for what its worth, and remember that I am somewhat of an outlaw,
and
> >an experimenter, but we have been using Amsoil synthetic lubes almost
> ............
> >entire powertrain. We have also run their 2cycle oil at 100to1 in all our
2
> >strokes for all these years, but I'm still not convinced 2 stokes are a
> >cross country airplane engine.
> ...................
>
> >advantages to the ground. It is so much more stable product, that it
mostly
> >resists "combining" with water or contaminates to form the sludge that
> >causes us to drain oil regularly or risk the damage from the
contamination.
> >This is why they can run extended drain entervals.
>
> ...............
>
> Kelvin and Kolbers,
>
> Be careful when using AMSOIL for two strokes. It is a good oil but it has
> one important fault. It loves water. If a bottle is left with the cap
> loose, it will suck up water from the atmosphere and change the oil
> composition to the point that it will jell. This was the reason AMSOIL
> changed from the white opaque plastic bottles to a gray plastic bottle.
If
> a case of oil was stored in a high humidity environment, the oil absorbed
> water through the white bottle.
>
> In my case the degraded oil caused excessive glass hard like carbon to
form
> under the rings, and on the piston and head surfaces. Upon a full
throttle
> climb out with good CHT and EGT readings, the build up under the rings
> caused one piston to seize and put me into a bean field. I had been
> checking the rings to see if they were stuck. When the engine was cold,
they
> were loose. If I had followed Rotax decarb schedule, I would have caught
it.
> But I was using a super oil that was supposed to take care of these
> problems.
>
> Jack B. Hart FF004
> Jackson, MO
>
>
> Jack & Louise Hart
> jbhart(at)ldd.net
>
>
________________________________________________________________________________
| Subject: | Re: C G location for Mk III |
In a message dated 5/12/2004 10:37:17 AM Eastern Standard Time,
richard(at)bcchapel.org writes:
As a percentage of the distance back from the leading edge of the wing,
MKIII CG should be greater than 20% and less than 37%
That is with the wing at a 9 degree angle of attack.
Richard Pike
Are the flaps /ailerons included in the measurement?
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: Reply to Howard Shackleford cg for amphib floats |
Howard
You wrote: What is cg on mkiii for amphib floats
What kind of floats are they?
They are "Full Lotus" floats that were included when the plane was purchased
[used]. No retracts were included. The owner has purchased a retract system
named "Quick-tract" [I think" ] that we are trying to adapt. It seems it was
designed specifically for Quicksilver-type planes & will need a lot of work.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: Reply to Howard Shackleford cg for amphib floats |
In a message dated 5/12/2004 11:06:24 AM Eastern Standard Time, N27SB(at)aol.com
writes:
I have pictures of the config for kolb if anyone is interested.
Steve Boetto
working on MKIII
and Amphib floats for Kolb
N27SB(at)AOL.com
Yeah, I'd like the pics.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: synthetics are good for your engine |
| From: | ul15rhb(at)juno.com |
Jack and others,
This is interesting. I have Klotz oil that is over a year old and have not seen
this problem. The bottles are capped.
Klotz recommends 50:1 for their oils. I have always been a little hesitant about
the Amsoil 100:1 mix.
I used Amsoil in my new motorcycle (Honda 4-stroke) and it turned the oil dark
brown. I drained it and used fresh Amsoil. It did the same thing. I didn't like
this, so a switched to Mobil 1. It doesn't turn dark like that.
Ralph
Original Firestar
17 years flying it
-- Jack & Louise Hart wrote:
Kelvin and Kolbers,
Be careful when using AMSOIL for two strokes. It is a good oil but it has
one important fault. It loves water. If a bottle is left with the cap
loose, it will suck up water from the atmosphere and change the oil
composition to the point that it will jell. This was the reason AMSOIL
changed from the white opaque plastic bottles to a gray plastic bottle. If
a case of oil was stored in a high humidity environment, the oil absorbed
water through the white bottle.
In my case the degraded oil caused excessive glass hard like carbon to form
under the rings, and on the piston and head surfaces. Upon a full throttle
climb out with good CHT and EGT readings, the build up under the rings
caused one piston to seize and put me into a bean field. I had been
checking the rings to see if they were stuck. When the engine was cold, they
were loose. If I had followed Rotax decarb schedule, I would have caught it.
But I was using a super oil that was supposed to take care of these
problems.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
| Subject: | Re: synthetics are good for your engine |
hi jack-
if you dont mind me asking... how long do/did you let your engine heat soak
during the warm up?
A:
do you let it heat soak for 5-7 min or less?
A:
prior to T/O do you run the engine at mid to WOT for at least 30 sec?
A:
my personal plans are to use only pennzoil for aircooled engines at 50:1 and
follow the decarb sched... actually i did it one better... :) and just
bought a new 503 rotax... cant get a better 'decarb' than that. -eh-!!? ;) i
will then get into my other 503. i plan to modify the 250 hr 503 to
noticeably improve the cylinder filling capability/characteristic without
sacrificing durability or reliability...
but before you would/should hang up on amsoil... it is worth noting that in
the northern climates where snowmobiles in their current state of high
tech... useage for rec and racing... many and i mean many choose to use the
amsoil product. you cant discount that. and they have done it for years. and
those of them that fly 2-strokes use it there too.
you just have to take notice of any such group racing hard over the long
haul... and recognize their success in the oil they choose to use. NONE
would race per se if the oil they use offered any compromise to the internal
componets relational integrity... to win in racing demands the best of the
lube and the components along with a bit of good ol fashion luck.
me? the yellow bottle is just fine for me... ymmv lol!! -eh-!!?
seek out the group you choose and see what they are doing and how and why...
there is solid reason to follow the success of any such group.
sure did enjoy that link to the kolb on the lotus floats... :) nice!!
regards
jg
Upon a full throttle
> climb out with good CHT and EGT readings, the build up under the rings
> caused one piston to seize and put me into a bean field. I had been
> checking the rings to see if they were stuck. When the engine was cold,
they
> were loose. If I had followed Rotax decarb schedule, I would have caught
it.
> But I was using a super oil that was supposed to take care of these
> problems.
>
> Jack B. Hart FF004
> Jackson, MO
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | - 032 Viton o-ring |
Kolbers,
I need a dash 032 Viton o-ring for the gascolator on my Mk-3.
The only place I have been able to find them is McMaster Carr and I will have to
oreder a pack of 25.
Since I only need one and a spare, I would appreciate it if anyone has a source
for em.
A dash 032 is 1 7/8" ID x 2" OD (Viton)
Denny Rowe, PA
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: C G location for Mk III |
I did mine that way, works fine.
Richard Pike
MKIII N420P (420ldPoops)
>
>In a message dated 5/12/2004 10:37:17 AM Eastern Standard Time,
>richard(at)bcchapel.org writes:
>As a percentage of the distance back from the leading edge of the wing,
>MKIII CG should be greater than 20% and less than 37%
>
>That is with the wing at a 9 degree angle of attack.
>
>Richard Pike
>
>Are the flaps /ailerons included in the measurement?
>
>Howard Shackleford
>FS II
>SC
>
>
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | Re: Reply to Howard Shackleford cg for amphib floats |
Howard,
As Dennis already mentioned,
I have flown 800 hrs on amphib Full Lotus floats under my MKIII
and I am willing to help with the placing of the floats.
Let me know how I can be of help.
See my website for general info on float mounting.
I have all the Full Lotus mounting data.
I will be on the road for the next three weeks(incl MV).
www.webcom.com/reynen
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: Reply to Howard Shackleford cg for amphib floats
>
>
> Howard
> You wrote: What is cg on mkiii for amphib floats
>
> What kind of floats are they?
> They are "Full Lotus" floats that were included when the plane was
purchased
> [used]. No retracts were included. The owner has purchased a retract
system
> named "Quick-tract" [I think" ] that we are trying to adapt. It seems it
was
> designed specifically for Quicksilver-type planes & will need a lot of
work.
>
> Howard Shackleford
> FS II
> SC
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Synthetics are good for your engine |
Lordy, Lordy, the old OIL monster has reared its' ugly head again!!! Maybe it's
the summer heat that keeps bringing it back. I'll bet that if you search the
archives the number of hits would show the sign for infinity.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 5/12/04 4:31:28 PM Central Standard Time, mitchmnd(at)msn.com
writes:
<< summer heat that keeps bringing it back. I'll bet that if you search the
archives the number of hits would show the sign for infinity.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
>>
Duane,
I dont mean to stir up an oil debate. I saw on the list where some
guys are having good luck with Mobile 1 synthetic in their gear boxes. But
as of yet, I have not concluded if 75w- 90 is the best viscosity to use in the
gear box. I cant find anything in the archives about Mobil 1 synthetic gear
lube and which viscosity is best. Maybe you can help us get off the subject.
Is any gear lube rated GL-5
good enough. The archives didnt help.
Ed ( Houston)
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
What do you need to know?
>
> Anyone willing to help with plans or photocopies of tailboom and strusts
> particularly for the Twin Star. Thanks for your hand.
________________________________________________________________________________
| From: | LOREN7310(at)aol.com |
a gentleman from MI is copying some portions of the plans, but in particular,
I need to know the measurements of the wing struts, tailboom, and landing
gear. thank you.
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | Verner 1400 & Powerfin for sale |
Try http://verneraircraftengines.com (missing an "e" in engines below)
J.D. Stewart
UltraFun AirSports
http://www.ultrafunairsports.com
FlyChallenger E-mail list and Website Administrator
http://challenger.inebraska.com
TitanAircraft e-mail list
http://groups.yahoo.com/group/Titanaircraft/
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Richard Pike
> Sent: Friday, May 14, 2004 8:34 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Verner 1400 & Powerfin for sale
>
>
>
> A member of our EAA chapter has had a string of bad luck with his
> T Bird II
> and is parting it out.
>
> He has a 70 inch 3 blade Powerfin in good shape that he wants
> $350 for, it
> has both the 2 and 3 blade hubs.
>
> Engine is a Verner 1400. It develops 80 HP. It is 4 cycle air
> cooled, burns
> 3.3 gph, weighs 165 lbs total including oil cooler. It has a 13 amp
> alternator. The engine has less than 60 hours since new and TBO is 1200
> hours. Verner WEB site is http://verneraircraftengins.com . He
> wants $4000
> for it. It has the belt drive.
>
> Contact him (not me) at
> jim(at)pensinger.net
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Ralph,
Interesting that you made that post about the Amsoil turning dark in
your 4 stroke motorcycle
Last year after reading the posts about the benefits of using synthetic
oil in the gear reduction box, I decided to try it. It was time for the
recommended change and I went looking. I also couldn't find the heavy
weight 80-140 recommended by Rotax. Since I am using Amsoil 2 cycle
mixing oil I called my supplier and asked if he had the gear oil in that
weight and he did.
Put the Amsoil in last year and ran it until now. Went to change it a
couple of days ago and was shocked to see it come out black. There was
black sludge built up on the drain plug and it scared the crap out of
me. Had visions of my gear box failing! Strained the oil and checked
the sludge for metal and found none. So I decided to try another fresh
charge of Amsoil 75-140 gear oil to see what happens. Made a 1-1/2 hr.
flight and decided to drain again.
In that short time the gear oil turned dark again. Don't know the
cause, but I'm not a happy camper, not at 12 dollars a quart!!!! So I
went in town and found a blend made by Kendall for $3.65 and put that in
for now. Will see in a little while how it does.
Meanwhile, I'm taking the Amsoil I drained to my supplier and going to
have a discussion!
A fellow flier said that he had some Redline gear oil in his and it came
out looking new like when he put it in two years before.
Anyway, I thought I would share my experience with the Amsoil. Now I'm
beginning to question the value of the 2 stroke I'm using! And I have
allot of it.
Terry - FireFly # 95
________________________________________________________________________________
| Subject: | Re: Amsoil gear oil |
| From: | ul15rhb(at)juno.com |
Terry and others,
Thanks for sharing that story. I too was not satisfied with Amsoil engine oil in
the cycle. I do however use Amsoil gear oil in the shaft drive. I have not drained
it since last summer and if it's dark, I will switch over to Mobil 1. I
have not had any problems with Mobil 1 gear oil (75W-90) in my 447 gearbox as
it drains clear after 50 hours of flying (the average time I fly during a year).
Klotz synthetic 50:1 in the fuel works well for me.
Ralph
Original Firestar
17 years flying it
-- Terry wrote:
Ralph,
Interesting that you made that post about the Amsoil turning dark in
your 4 stroke motorcycle
Last year after reading the posts about the benefits of using synthetic
oil in the gear reduction box, I decided to try it. It was time for the
recommended change and I went looking. I also couldn't find the heavy
weight 80-140 recommended by Rotax. Since I am using Amsoil 2 cycle
mixing oil I called my supplier and asked if he had the gear oil in that
weight and he did.
Put the Amsoil in last year and ran it until now. Went to change it a
couple of days ago and was shocked to see it come out black. There was
black sludge built up on the drain plug and it scared the crap out of
me. Had visions of my gear box failing! Strained the oil and checked
the sludge for metal and found none. So I decided to try another fresh
charge of Amsoil 75-140 gear oil to see what happens. Made a 1-1/2 hr.
flight and decided to drain again.
In that short time the gear oil turned dark again. Don't know the
cause, but I'm not a happy camper, not at 12 dollars a quart!!!! So I
went in town and found a blend made by Kendall for $3.65 and put that in
for now. Will see in a little while how it does.
Meanwhile, I'm taking the Amsoil I drained to my supplier and going to
have a discussion!
A fellow flier said that he had some Redline gear oil in his and it came
out looking new like when he put it in two years before.
Anyway, I thought I would share my experience with the Amsoil. Now I'm
beginning to question the value of the 2 stroke I'm using! And I have
allot of it.
Terry - FireFly # 95
________________________________________________________________________________
| From: | "M. Domenic Perez" <perezmdomenic(at)plateautel.net> |
| Subject: | Throttle Lever Broke |
List,
Fortunately it was on my preflight inspection while actuating the
throttle with the engine off, but the lever broke mostly off. It let go
right where it's welded to the flat with the pivot/friction/mount bolt
through it. Could have been a problem at just the wrong moment. I had
installed a throttle stop (in the form of a piece of angle bolted to the
flat) which would contact the longeron to keep the cable from being
stretched beyond WOT because it seemed like a bad idea for the cable to take
that abuse. This may have altered the "geometry" so that greater stress was
put on the lever tube where it was welded to the flat. It broke right where
you would expect it to - right where the weld ended. A contributing factor
may be my beginners' ham-fistedness. There was absolutely no hint of
weakness beforehand, just the failure. There did not appear to be rust on
the interior of the tube. I guess I will figure out some kind of
reinforcement for this area when I repair it. Can I weld on this with my
wire-feed welder, or should I take it to someone with a TIG machine? Or
should I just get a new one from Kolb?
Naturally, I will pay extra attention to this during future preflights.
You may want to look at yours.
M. Domenic Perez
FS II 503
Vaughn, NM
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Boom tube repairs |
Gentlemen:
With help from some very good friends, I started the repairs on my airplane yesterday
evening. We were able to get the tail disassembled, the old boom removed,
and the new boom drilled. So we're well on the way.
Thanks again to everyone who offered advice and suggestions. Another good day of
work, possibly next weekend, and I should be back to flight status.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| 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: Strobe Mount
http://www.matronics.com/photoshare/planecrazzzy@lycos.com.05.16.2004/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: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Re: Posting instant Pictures |
SNIP >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
I could enable enclosures on the Kolb-List too, but it will mean that the
messages will likely be filled with a lot of extra garbage as I am not able
to do the same kind of filtering that I can when enclosures are turned
off. This means that all of the ads and stuff that people's email
applications attach won't get filtered out.
Its up to you guys.......
Matt Dralle
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Hey Guys,
I vote that we at least TRY IT....
Building is made alot simpler ,when you can click a couple of Digital pictures
of the problem and INSTANTLY show others the problem ,rather than trying to
explain the details...a picture is worth a thousand words......
Come on guys , Yea or Nay
Only question is, do we send the vote to Matt , Or to the "List"
My vote is LETS TRY IT !!!
Gotta Fly...
Mike in MN
PS I'll bet any "LIST" that has made the switch , doesn't want to go back....I
follow the Tailwind list (it's going to be my next plane) and I envy the way
they can instantly show a problem or a solution.
---
________________________________________________________________________________
| From: | "Wayne Cahoon @ Aircraft Engravers" <wayne(at)engravers.net> |
| Subject: | Re: Posting instant Pictures |
I get around a hundred junk emails a day as it is and I'm glad that you
filter all that junk out.
Wayne
>
> SNIP >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>
> I could enable enclosures on the Kolb-List too, but it will mean that the
> messages will likely be filled with a lot of extra garbage as I am not
able
> to do the same kind of filtering that I can when enclosures are turned
> off. This means that all of the ads and stuff that people's email
> applications attach won't get filtered out.
>
> Its up to you guys.......
>
> Matt Dralle
> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>
>
> Hey Guys,
> I vote that we at least TRY IT....
> Building is made alot simpler ,when you can click a couple of Digital
pictures of the problem and INSTANTLY show others the problem ,rather than
trying to explain the details...a picture is worth a thousand words......
> Come on guys , Yea or Nay
>
>
> Only question is, do we send the vote to Matt , Or to the "List"
>
>
> My vote is LETS TRY IT !!!
>
> Gotta Fly...
> Mike in MN
>
> PS I'll bet any "LIST" that has made the switch , doesn't want to go
back....I follow the Tailwind list (it's going to be my next plane) and I
envy the way they can instantly show a problem or a solution.
>
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | Posting Pictures |
Matt,
What if you made your own file extension for attachments, like ATM or
something, and then you could still filter everything but that. You would
then only be able to include one pic type, say jpeg, but you could still
filter all the standard file attachments but your custom one. You could
have several that you dec0oded for gif and jpeg, but since they would be
different then standard you could filter all the others still...
________________________________________________________________________________
| From: | <kolbdriver(at)bellsouth.net> |
| Subject: | Re: Wing spacers |
>
> From: Jimmy <jhankin(at)planters.net>
> Date: 2004/05/14 Fri PM 09:37:18 EDT
> To: Kolb-List
> Subject: Kolb-List: Wing spacers
>
Jimmy,
I fold my plane every time I fly and I do not use any spacers in the locations
you are asking about.
Steven Green
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
I saw a trailer today that was used for a Mk III. The trailer was big, with
lots of windage.
Since I have a large, lightweight sailboat, a 27' trimaran (i.e., no lead
keel) I'm familar with towing that size of trailer. Also, there's an email
forum for the boat that's discussed the matter extensively.
Here's the general requirements for your tow vehicle:
1. Wheelbase, at least 118 inches. More is better. Much better.
2. Tow vehicle weight, at least 4,000 pounds.
3. Power will be adequate with any reasonably popular vehicle that neets the
other two requirements.
4. The allowable trailer weight should be greater than what you're towing.
Don't take it to the limit.
5. You need the real towing package, from the factory, including the
transmission oil cooler.
Two examples that I've used successfully are a '97 Chevy Tahoe and a Toyota
Tundra. Vehicles in the Explorer, Cherokee, Tacoma, 4-Runner class are not
suitable. If all you're doing is taking it down a back road at 30 mph to the
airport, they'll work, but it's a close thing even there.
Incidentally, gasoline mileage drops in half towing the trailer. Not
kidding - I've seen 7 to 8 miles per gallon. I plan 120 miles between fuel
stops.
The main issues are control on the highway and in traffic situations. Having
semis pass can also be exciting. Crosswinds are, too.
When towing, I've found that keeping the speed below 65 mph is desirable.
Faster means less control. I can cruise all day long at 63 mph without
strain, but a highway emergency at 70 mph can be tricky.
Between 10% and 15% of the towed weight should be on the tongue, or you'll
have trouble with stability. Fixing that is the easiest way of alleviating
difficulty, once the tow vehicle is adequate.
Trailer braks are more problematic than they should be. Keep them in good
repair.
I live in Colorado. I've towed my boat to Florida and back twice, and
California once, in the three and a half years I've had it. And I have to
take the boat over the Continental Divide to put it in the water at Lake
Dillon. That means up long steep hills, and down long steep hills. The road
peaks out at about 11,600 feet or so.
Dave Paule
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
The fuselage tube is 14' 6" long. The wing strut tubes are 6' long and
consist of 3 individual tubes plus the tangs. The landing gear legs have no
measurement. I believe they are pre drilled. If not I will go and measure
mine later.
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
Thanks to the various people who advised me that a Firestar with a 503 gives
acceptable performance up in Colorado, following my request for comments a
month ago.
Thanks to Gregg Waligroski, who actually has a Firestar in Colorado with the
503. Gregg showed me his and spent quite a while discussing it with me.
Afterwards, I chanced to browse Barnstormers.com, and came across Ed
Babovec's Firestar. Ed's was local and for sale, and I bought it.
Please understand that seeing Gregg's and buying Ed's took place in a two
week period. And that I wasn't seriously interested when I first contacted
Gregg. So this was sort of an impulse purchase.
One thing that illustrates some of life's coincidences is that I'm currently
working a project at a certain company. I'm a contract employee there, for a
few months. As it turns out, Gregg works there too, on the same project.
However, he works in a different area, and I hadn't met him prior to
learning, from the archives, that he has a Firestar.
I haven't flown the Firestar yet. I need to do a weight and balance and
tweak a couple small things first. Also, I need to finish my transition
training from a larger airplane first. Incidentally, the tweaking is
honestly small: Ed flew the plane to the airport I use for me.
Thanks, everyone!
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | FSII in a Tee-Hangar |
The FSII, folded, fits nicely in a tee-hangar alongside a Cessna. The FSII
is against the back and a side wall in the narrow part of the tee, facing
forward. The FSII cockpit is just beneath the Cessna's wing. The folded FSII
wings are clear of the Cessna's tail.
The Cessna has to be careful when the flaps are coming down in the hangar,
as they can interfere with the FSII windshield - careful positioning gives
good clearance, but be careful.
Watch out for the prop if you've a 3-blade prop.
Put the FSII in first, then the Cessna. Move the Cessna out to get the FSII
in or out.
This should give some of you a chance to keep your FSII in a hangar at low
cost.
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
Any suggestions for a cover for a folded FSII?
How about just for the cockpit and engine area?
Thanks!
Dave Paule
FSII, Boulder, CO, in a dusty hangar.
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | FireFly Cross Country |
FireFlyers & Kolbers,
Just reporting a personal best for me. Saturday, I flew a 214 mile round
trip cross country from Perryville, Missouri to Neelyville, Missouri. One of
the fellows in EAA Chapter 453 has a home strip there and was having a
flyin.
From my flight log:
May 15, 2004 - Flights 426,7,8 & 429 - 4 hours 20 minutes - 135:03t, Victor
1+ - 56:03 - burned 10.3 gallons of fuel for and average of 2.38 gph. Flew
from Perryville to Painton, to Neelyville - Jerry Deckard's grass strip, to
Painton and back to Perryville. Not very good visibility on the way down
but a little better on the way back. Had a little tail wind going down.
Tore up a brake at Painton. Grass was too long and it slipped the band off
the drum toward the wheel.
.......
Wore a neck sock, vest, old green hooded sweat shirt, leather jacket gloves,
soft flight helmet and goggles. Air was 55 degrees on the way down and 60 to
65 on the way back at 1,000 agl. Did get a little chilled on the way to
Painton and Neelyville, but no problems on the way home.
A fun day.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Fw: portable tie downs |
Kolbers,
Does anyone know the web page or source for portable tiedowns. I was looking for
the titanium ones that an RV builder used to sell and could not find them on
Vans home page, also give me your opinions on which you folks like.
Thanks,
Denny Rowe, Kolb Mk-3, PA
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
Good morning all, Miss Margaret gave the ok for a new engine so, I will have
a Rotax 377, a box, and Culver 66x28 (pusher) prop for sale when I get it back
from Dwight. He will be putting all new seals and gaskets in it. I'm thinking
1500.00
Bryan Green (Elgin SC)
________________________________________________________________________________
Denny/Gang
These work great!
http://www.theclaw.com/
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
www.c-gate.net/~ppetty
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: Fw: portable tie downs |
Denny,
Here's URL for the best tiedowns you can buy, made by Randy Simpson, on
the FLY-UL list.
http://www.airtimemfg.com/
Bob N.
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Verner 1400 & Powerfin for sale |
<< Has anyone put one of these motors on a kolb MKIII recently? If so let me
know what you think. I have a new 582 but may consider selling it if one of
these is better. Thanks everyone. Giovanni Day >>
Giovanni, and Kolbers -
As you've heard me mention before, I have a Verner-1400 on my Mark-3, and I
like it a lot.
Because I was (still am) completely igonorant in the care & feeding of
2-stroke engines, getting a 4-stroke powerplant for my Kolb was my only
option. "Recently" for me means I've been flying it regularly since summer
of 2003. (Flew once in 2002, and was grounded for 6 months due to bent
landing gear and the need to get training in a Kolb, but that's another
story.) I have just under 20 hours so far.
Yes, it's only got 2 cylinders, but it's well-balanced, and vibration is not
a problem. It idles smoothly as low as 800 rpm. Okay - I need to avoid
prolonged operation at btwn 2200-2600 rpm, as this seems to be a resonating
frequency zone, but that's no big deal. It's too slow for flight power, and
too high for ground power settings, so I never operate at those rpms anyway.
Lycomings and Continentals have a similar "no operate" zone because of
resonance.
Plenty of power for my Mark-3, even considering that it is a
70-hp-continuous engine. (You get 80 hp at its max rpm of 5000, but only
for 5 minutes max. Max continuous rpm is 4000, at which you get 70 hp.)
I'm able to maintain level flight as slow as 3200 rpm (2-to-1 prop
reduction). Burns 2 gph at this setting, and airspeed is about 45 mph. At
4000 rpm, I'm seeing about 72 mph. Still in the process of tweaking my prop
pitch for best performance - will be increasing it up to 12 degrees for my
next flight. (Powerfin-72, 3-blades)
You are right - not much knowledge base on Verners here in the US, compared
to Rotax. They are much more popular in Europe, being that they come from
the Czech Republic. But getting parts is not a problem, via the US
distributors in Orlando and Phoenix.
The 1400 is a little heavier than the Rotax-912, by about 20 lbs. The
tradeoff is fewer moving parts and no radiator/coolant to worry about.
(Air-cooled, but it does has an oil cooler.) Uses the same two Bing-64
carbs that are on the 912.
As somebody mentioned, John Williamson tried a Verner in his Kolbra for a
short while last year before he traded it for his 912S. His was a model
133, with gearbox instead of a belt-drive. I think his engine had troubles
idling smoothly, but I do not know the exact nature of his problem (carb,
timing?) Ask John when he returns from Monument Valley.
Sorry for the long-winded response.
But I hope my two cents here helps you in making a decision.
Dennis Kirby
N93DK, in
Cedar Crest, NM
________________________________________________________________________________
| Subject: | scratch-resistant lexan name ? |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
05/17/2004 02:22:52 PM
What is the name of the best scratch-resistant lexan?
thanks,
Jim
________________________________________________________________________________
HI men....
This pic attach allowance....well..I can see both reasons not...and reasons
for....hard for me to vote because I do have a broad band service..but...the
bax is kinda small I think and when I am gone for several days...which is
pretty often...it sometimes gets filled up..(particularly when my sis send
baby pics).....when that happens....my service locks up, and I cannot get in
to it. I have to call my service...and have them delete the entire contents
of the box before It will work again.....This causes me to loose any other
stuff in there....I have asked them if they could selectivly delete
things...so free it up...buit for some reason they cannot.....they must dump
it all.....I never know what I have missed!
so for this reason....even tho I would like to see pics quicker than Matt
can post em....I think I am leaning towards the "no" vote...
but..I wouldnt be upset if majority went either way. If there was some way
to limit the file size....then it might be just fine.
This is still the best and most informative list I belong to...with the
least problems and best service.
(waiting on parts from London now)
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | "vincenicely" <vincenicely(at)chartertn.net> |
I vote no too.
Matt, some groups actually have a process to get a vote on issues of the
group. The benefit, it seems to me, of getting an actual vote by a
systematic process is that the group's real average opinion comes out as
compared to only the vocal ones. Any chance you would want to and could
easily cause a voting process where people could easily vote yes/no/do not
care on this and other questions that you might want to know the group's
opinion?
Vince Nicely
FireStarII 325 hour
----- Original Message -----
From: "jerb" <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: vote
>
> I agree with Paul, I Vote No.
> jerb
>
> >
> >Fellow Kolbers,
> >If we are voting on weather to allow attachments to the list, my vote is
> >no. Not all of us have the luxury of high speed internet service and with
> >everyone attaching photos, downloading e-mail from the list could prove
to
> >be quite time consuming. Also the threat of a virus coming through is far
> >greater.
________________________________________________________________________________
| From: | LOREN7310(at)aol.com |
I hope that I have not been late responding. I thought I came back a few
days ago. What I have is a damaged mk11, the boom and spars and landing gear.
What are the lengths of each? I purchased the boom and spar from Kolb recently
but doubt they are cut to proper lengths.
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
I had an upholster make me a custom cover for the engine and cockpit, the
same person that did my interior. Great for trailering and to keep the dust out
of the cockpit while in the hangar.
Expensive but nice.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Thanks to George for a great report on our weekend. Many of us arrived on Friday,
(I think a couple were even there on Thurs) so it gave us over 2 full days
for getting acquainted and re-acquainted, shoveling tons of B.S., many flights,
many pictures, and on and on. It was at least the equal of last year, and
I'm already looking forward to next year. Did I ever catch it for not
bringing Vamoose. It was tempting, and Vamoose is fly-able, but the legal stuff
isn't done yet for the FAA, and I didn't want to chance being caught. Next
year, George - Promise ! ! ! (Have I said that before ??)
I'm camped now in Williams, AZ, and worrying about our intrepid flyers who left
MV this morning. I don't know what the weather that John H., and John W. are
running into is like, since they flew east, but Boyd Young had planned on flying
south to Kayenta, AZ, then west to Page, AZ, and over to I-15 north...............just
the way I came, up to Page, where I turned south. The winds have
been very strong and blustery all day, and I hope he didn't run into any problems.
I'll sure be waiting for reports from those guys.
Best wishes to all, and thanks to something close to 30 people for a terrific weekend.
Laid Back Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
My inclination - surprise, surprise - is to go with the pictures, but I
hafta take the feelings of people like Paul into account, and his concerns
are valid. I'm very active on the Nikon Talk Forum at DPReview.com, where
you can post a picture by publishing it to a website, then entering the URL
on your message. That's fine, but the guys on dial-up modems protest pretty
strongly - with good cause - when some yo-yo publishes an enormous
multi-megabyte file..........even tho' you have to click the message to open
it. Trouble is, you might want to see the picture, but there's no way to
tell how large the file is.
I think it might make everyone happy if there could be a way to show the
file size BEFORE you open it; i.e. - attachment 75 kb, or attachment 350
kb., etc. Each individual could then make an informed decision on whether
or not to open it. Is that possible ?? On the photo forum, it IS nice to
be able to see the pics on the spot, as you're talking about a subject.
Let's hear from the experts..........can it be done ?? Big Lar.
P.S. - Do you know the definition of an expert ?? An ex is a has-been, and
a spurt is a little drip under pressure. :-)
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "vincenicely" <vincenicely(at)chartertn.net>
Subject: Re: Kolb-List: vote
>
> I vote no too.
>
> Matt, some groups actually have a process to get a vote on issues of the
> group. The benefit, it seems to me, of getting an actual vote by a
> systematic process is that the group's real average opinion comes out as
> compared to only the vocal ones. Any chance you would want to and could
> easily cause a voting process where people could easily vote yes/no/do not
> care on this and other questions that you might want to know the group's
> opinion?
>
> Vince Nicely
> FireStarII 325 hour
>
>
> ----- Original Message -----
> From: "jerb" <ulflyer(at)verizon.net>
> To:
> Subject: Re: Kolb-List: vote
>
>
> >
> > I agree with Paul, I Vote No.
> > jerb
> >
> > >
> > >Fellow Kolbers,
> > >If we are voting on weather to allow attachments to the list, my vote
is
> > >no. Not all of us have the luxury of high speed internet service and
with
> > >everyone attaching photos, downloading e-mail from the list could prove
> to
> > >be quite time consuming. Also the threat of a virus coming through is
far
> > >greater.
>
>
________________________________________________________________________________
| From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
| Subject: | Aileron Counter-balance |
While trying to add the counter-balance weights to my ailerons the other day, I
discovered I didn't have enough weight material to bring the aileron to the neutral
position. Right now it looks like I need another couple of inches of weight.
Is the bottom of the wing suppose to be level before trying to adjust the
weights? Has anyone else had this problem? I built the ailerons with 90 degree
bends on all the ribs to get a smooth trailing edge but I didn't think it would
add all that much to the overall weight. What do you think?
James Tripp, FSII
________________________________________________________________________________
| From: | Ken korenek <kkorenek(at)comcast.net> |
| Subject: | Re: Aileron Counter-balance |
James,
I had to add weight to mine, too. Had to get rods about 4 inches
longer than was supplied, just like what you are describing.
I built my ailerons with out the "Homer Hump" and think they look a lot
better with smooth edges.
Haven't had a lick of trouble in almost 100 hrs of flying.
Ken
James and Cathy Tripp wrote:
>
>While trying to add the counter-balance weights to my ailerons the other day,
I discovered I didn't have enough weight material to bring the aileron to the
neutral position. Right now it looks like I need another couple of inches of weight.
Is the bottom of the wing suppose to be level before trying to adjust the
weights? Has anyone else had this problem? I built the ailerons with 90 degree
bends on all the ribs to get a smooth trailing edge but I didn't think it
would add all that much to the overall weight. What do you think?
>
>James Tripp, FSII
>
>
>
>
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Couldn't have gone to MV anyhow. |
When I was asked to commit to the Monument Valley event a few weeks ago, I
declined. After all, I was only mildly interested, and there was another
unrelated event that might occur then that I wanted to be open for.
So you can imagine my amusement when on the 15th, right in the middle of the
MV event that I skipped, I bought a Firestar. I couldn't have gone there
anyway - I was busy checking out and buying the FSII.
Funny the way things work out.
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
Those measurements I gave were for an original Twinstar with 5" boom and
spars. Can't help you with the Mk 2 sizes but a little care measuring the
old parts should be accurate enough ( if you still have them.) Your're
building an airplane not a watch.
>
> I hope that I have not been late responding. I thought I came back a few
> days ago. What I have is a damaged mk11, the boom and spars and landing
gear.
> What are the lengths of each? I purchased the boom and spar from Kolb
recently
> but doubt they are cut to proper lengths.
>
>
________________________________________________________________________________
| Subject: | Re: Aileron Counter-balance |
Jim...
Search the archive about this....I asked the same question when I made
mine....
I do know this...that any counter-balance forse you add, will raise the
"flutter envelope speed" so to speak...so a little is better than
none...even if you dont get them 100%balanced..
Also, I know from my GA expierience, that seldom are the control surfaces on
any certificated craft 100% balanced...
I had 2 fellas in my shop during the building phase that were very
expierienced in aircraft manufacturer...abiet not quite out types...both old
college chums ..one still with McDonnell Douglas...(ya....almost 30
years!)..and the other built Merlin Metroliners, untill the plane in San
Antoine closed..
from those 2 fellas...I learned that the ailerons on a F-4 Phantom are
balanced to 70 %...and the Merlin to 40%
I chose 50% for my firefly based on the help and advice from these friends,
whom infact, when fooling around with the control surfaces, and the tubes I
had made..(but not yet filled with weight)..that they had concerns for the
weight of the forces on the hinges with weight to come up to more than
50%...and the trailing edge attachpoints....
Dunno if it was the right way or not....!
Don Gherardini
FireFly 098...(bent and awaiting parts)
http://www.geocities.com/dagger369th/my_firefly.htm
...
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Aileron Counter-balance |
>
> Jim...
I do know this...that any counter-balance forse you add, will raise the
> "flutter envelope speed" so to speak...so a little is better than
> none...even if you dont get them 100%balanced..
> Dunno if it was the right way or not....!
>
> Don Gherardini
> FireFly 098...(bent and awaiting parts)
> http://www.geocities.com/dagger369th/my_firefly.htm
>
Jim, Don others,
I pretty much arrived at Dons conclusion when I did my Mk-3.
I bought Kips (I think) left over Firestar counterbalances as he did not
balance his at all, and installed em on my bird. I did not like the way the
flat end on the balance weight looked so I machined a round tip on them
further lightening them.
The result is the ailerons are probably around 70% balanced, and as many
folks don't have flutter probs with no balancers installed, I am sure I will
not have any flutter issues.
I have had my bird up to 95mph and things are steady as can be.
My opinion is pop what you got on there with the weight slid as far forward
as possible and fly that thang.
Denny Rowe, Mk-3, 2SI 690L-70, PA
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: sumpin different |
----- Original Message -----
From: <GeoR38(at)aol.com>
Subject: Kolb-List: sumpin different
>
> In a message dated 5/18/04 5:21:46 AM Eastern Daylight Time, GeoR38
writes:
> >
> > Well, folks, I am finally going north from Florida to visit for a month
to
> > Ohio, Pa, and Mich to visit my kids and grands. I don't expect to do
this
> > every year, so ....I am going to try to get my Kolb down here to
Florida, so
> > that I don't HAVE to go north every year. My problem is manyfold, I only
have
> > one 100 mile cross country under my belt since I started to fly ULs in
'83.
>
George,
I can't help much on planning your trip other than to say make sure you have
all the charts and plan it all before hand.
I think I recall your bird is in the Akron area, If you have the time and
inclination to make a trip to my place 40 miles north East of Pittsburgh, I
would be happy to help go over your flight plans with you and maybe check
all the stops on the web to make sure you have all the current info.
I could throw in a Mk-3 ride or two to get you warmed up for the trip.
Also might be able to fly out to Akron to meet you and check out your bird
before it leaves the area.
Let me know,
Denny Rowe, Mk-3, Leechburg PA, 724-845-1431, I fly out of McVille airport
(P-37) grass field north east of Pittsburgh.
________________________________________________________________________________
| Subject: | oil temps tooo low??!! |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
05/18/2004 07:58:45 AM
I need some advice from you engine gurus. My Mkiii with BMW flew last
week for the first time. The 1991 BMW R100 is a 4-cycle 1000cc air cooled
flat opposed twin with pressurized oil system with wet sump. To the basic
engine, I added a sump extension to lower the oil 2 inches away from the
crank and camshafts, and I put a pan cover on the bottom of that of quarter
inch aluminum. The aluminum pan cover plate is 12 x 18 inches, also
serving as the motor mount bed, connecting to the shock mounts near the
corners. Originally there was an external finned aluminum oil cooler on
the motorcycle this engine came from, but based on Hans' experience, I did
not use that. There is an oil temp sender unit threaded into a hole in the
side of the pan extension, submerged in the oil, detecting oil temp. This
sender reads ambient temp perfectly before flight. In flight, at ambient
temps of about 40 degrees F, the max oil temp I noted was 137 F. Figuring
it will go up linearly (i have been told by an expert that this is true),
at ambient of 80, the oil temp will read about 177.
I feel this may be too low of an operating oil temp. What do you guys
feel is a good oil temp to reach to drive out water and keep the engine
healthy? I understand the max should be kept below 250 or so, but what
about the minimum? Water boils off at 212 at sea level, but is about 175
degrees F enough to encourage the water to varporize and leave the oil even
though it doesn't actually boil off? Are there any other reasons this may
be too cool (besides the water issue)?
I will continue to evaluate this, but any input on desired temp ranges
would be helpfull. BTW, how does the Rotax 912 control oil temps, and what
range do those see in operation? Also, how are the temps measured, and
how can the sender units kept from being influenced by the metal they are
mounted by?
Jim Gerken
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Aileron Counter-balance |
This raises a question.............the weights are to prevent aileron
flutter, right ?? Is it really necessary to have the ailerons fully
balanced to achieve this ?? Many Kolbs fly fine without weights, so if, as
in your case - and in my case - the weights are a little light, wouldn't
they still prevent flutter ?? Making mine longer would be awkward when
transporting. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Ken korenek" <kkorenek(at)comcast.net>
Subject: Re: Kolb-List: Aileron Counter-balance
>
> James,
>
> I had to add weight to mine, too. Had to get rods about 4 inches
> longer than was supplied, just like what you are describing.
>
> I built my ailerons with out the "Homer Hump" and think they look a lot
> better with smooth edges.
>
> Haven't had a lick of trouble in almost 100 hrs of flying.
>
>
> Ken
>
>
> James and Cathy Tripp wrote:
>
> >
> >While trying to add the counter-balance weights to my ailerons the other
day, I discovered I didn't have enough weight material to bring the aileron
to the neutral position. Right now it looks like I need another couple of
inches of weight. Is the bottom of the wing suppose to be level before
trying to adjust the weights? Has anyone else had this problem? I built the
ailerons with 90 degree bends on all the ribs to get a smooth trailing edge
but I didn't think it would add all that much to the overall weight. What do
you think?
> >
> >James Tripp, FSII
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | jhauck(at)elmore.rr.com |
Use http://www.onspeed.com/?A=web2mail to transform dial up
connections to near broadband speed. Reccomended by Web2Mail
Hi Gang:
RON Albuquerque, NM, with relatives. Will depart for Gantt IAP in the morning.
Hope to be home by Thu or Fri if the wind shifts on me.
Met up with John Williamson at Canon City, Colorado, on the way to MV. 37 mph
cross wind upon landing at Canon City. BTW, I did not land on the paved strip,
but found a spot between the taxiway and the active to touch down, several times
before I came to a stop. This is the most wind I have ever flown in. It
has been that way since day two of my flight out.
Have seen and experience some awesomely beautiful country. We Americans are certainly
blessed with a beautiful country.
Our flyin, although unorganized and unplanned, was a 100% success. Was great to
renew aquaintences and make new ones. We, indeed, have a great Kolb family.
If you don't believe me, then make the Kolb Unplanned/Unorganized Flyin next
year.
See ya'll when I get home,
john h
________________________________________________________________________________
| From: | jhauck(at)elmore.rr.com |
------------------------------------------------
Browse the web by email! mailto:www(at)web2mail.com
adding the web page you want as the subject line
e.g. get CNN headlines with the subject: cnn.com
------------------------------------------------
Hi Gang:
RON Albuquerque, NM, with relatives. Will depart for Gantt IAP in the morning.
Hope to be home by Thu or Fri if the wind shifts on me.
Met up with John Williamson at Canon City, Colorado, on the way to MV. 37 mph
cross wind upon landing at Canon City. BTW, I did not land on the paved strip,
but found a spot between the taxiway and the active to touch down, several times
before I came to a stop. This is the most wind I have ever flown in. It
has been that way since day two of my flight out.
Have seen and experience some awesomely beautiful country. We Americans are certainly
blessed with a beautiful country.
Our flyin, although unorganized and unplanned, was a 100% success. Was great to
renew aquaintences and make new ones. We, indeed, have a great Kolb family.
If you don't believe me, then make the Kolb Unplanned/Unorganized Flyin next
year.
See ya'll when I get home,
john h
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
"Erich Weaver" ,
"CRAIG M NELSON" , "Larry Cottrell" ,
"Larry Bourne" , "JIM HEFNER" ,
"John Williamson" ,
"john hauck" ,
"Dave & Eve Pelletier" , ,
"Kolb-List Digest Server"
what a ride.
i just got home from MV... yesterday i got as far as cedar city. landed with
25 gusting to 35. and i thought i was tired when i landed at MV.. while taxing
crosswise to the wing the tail would weathervain into the wind, i had to
wait between gust to taxi.... got it tied down and checked with the fss for
weather... they told me it was going to be better this morning, tues. the forcast
was for 12 to 15 mph surface winds.... when i got to the airport it was
almost as bad as when i had landedhad i stayed on the ground i would have likely
had to wait for 4 or 5 days......fss told me when i visited ther office that
it would be better as i got up out of the valley. i headed north and climed
to 12.000 ft through moderate to boarderline severe turbulance in order
to clear the mountain ridge with enough margin for safty... at 1000 ft agl
i almost turned back. at about 11.500 it started to smoth out... at 12.000
it was smoooooooth as glass. and boy what a tail wind.... it averaged 40
to 45 or so, but with a 75 mph indicated, the gps went to 137.6 mph... and that
is not a typo... do the math that is over 62 mph. i wonder if that is a record
in a kolb? it made up for all the head wind i had going to MV and from MV
over to huricane. it made it possible to make it home without the fuel stop
planned for just over 1/2 way home.... salt lake center was good to me again,
but did request a phone call after i got home and after a short conversation
they were once again happy.
boyd
________________________________________________________________________________
| From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
I vote no! I have dial up and I would have to forget the Kolb list.
Dallas Shepherd
________________________________________________________________________________
| From: | "John Willamson" <kolbrapilot(at)comcast.net> |
| Subject: | Monument Valley 2004 Kolb Gathering |
The 2004 event is now in the bag.
We had 33 people participate. (Last year we had 12)
We had 7 aircraft fly to the event. (Last year we had 5)
We had 4 aircraft that were trailed to the event. (Last year we had 3)
The winners of our event categories were:
Youngest Participant: Kendall Weaver, 8 years
Most Experienced Participant: George Thompson
Shortest Distance to Drive Participant: Bob Thompson, 275 miles
Longest Distance to Drive Participants: Karen and Larry Cottrell, 1050.7
miles
Shortest Distance to Fly Participant: Eric Kranke, Cessna 172, 172 miles.
Longest Distance to Fly Participant: John Hauck, Kolb MarkIII, 1659 miles.
Best Looking Kolb at the Event: John Hauck, Kolb MarkIII, Miss P'Fer.
I want to thank all the great Kolb folks that made this Gathering so
spectacular. The scenery is probably the best in the world, but the people
are what makes this so memorable.
I will have this trip on my website in a few days
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 597 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
| From: | LOREN7310(at)aol.com |
thanks much, do you have a twin star? Where are you located?
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Carb Ice Detector |
First off, we're all real glad that you're both alive!
That was quite a story.
For those who fly carbureted aircraft, if it's susceptible to carb ice, the
carb ice detector that Aircraft Spruce sells (it's detector, not a
temperature gauge) works well. I strongly recommend it. Mine detects carb
ice at levels where there's no other indication, and always gives me plenty
of time to get carb heat on.
The interesting thing is that we rarely get carb ice - now I know. I don't
use carb heat anymore unless that red light comes on. ANd yes, the red light
can be tested and sensitivity adjusted.
Speaking of carb ice, what do you all recommend for the Kolbs? My FSII has a
503 and no carb heat.
Dave Paule
Big Hammer
Cessna 180
==========
"....didn't notice my manifold
pressure was dropping (carb ice on a constant speed prop)."
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Portable Tie Downs |
I'd skip the coil tie-down kind. I've had them pull out enough times that I
can't recommend them. They don't hold as well for loads pulling up as stakes
or blades.
I currently use stakes and pound them in with a 4 lb mallet. Haven't had a
failure in any location that uses at least two of them.
In regard to the material, titanium, that's the best material made for
stakes or other tie-down hardware. Too bad that they aren't straight stakes
with a gadget to connect two or more.
My stakes are titanium and I've been using them for a decade on Big Hammer,
my Cessna 180, in all sorts of back-country places. Just about every ground
except solid rock and soft mud.
Again, please skip the coil types.
Dave Paule
===========
Here's URL for the best tiedowns you can buy, made by Randy Simpson, on
the FLY-UL list.
http://www.airtimemfg.com/
________________________________________________________________________________
| From: | <timwarlick(at)bellsouth.net> |
| Subject: | Need suggestion on Mark 3 door support |
I am now to the point of my building process that I am installing the Plexiglas
on my Mark 3 Classic doors. Does anyone have a suggestion on how to hold the
doors open while getting in/out of the cockpit? Please post or email me directly
ideas and pictures.
Thanks,
Tim Warlick
Kolb Mark 3 Classic - BMW powered
Mobile, Alabama
________________________________________________________________________________
| From: | "G. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: Need suggestion on Mark 3 door support |
I had the simplest door holder opener on my Firestar. It was only a simply
coil spring about 3/8 to 1/2 inch in diameter. When it was out straight
(open) it easily held the door open. To close the door, simply push on the
spring to cause it to break into a U and the door comes down. It was a
Marine product, but I am afraid I no longer have the address. You could make
one.
Az Bald Eagle
----- Original Message -----
From: <timwarlick(at)bellsouth.net>
Subject: Kolb-List: Need suggestion on Mark 3 door support
>
> I am now to the point of my building process that I am installing the
Plexiglas on my Mark 3 Classic doors. Does anyone have a suggestion on how
to hold the doors open while getting in/out of the cockpit? Please post or
email me directly ideas and pictures.
>
> Thanks,
>
> Tim Warlick
> Kolb Mark 3 Classic - BMW powered
> Mobile, Alabama
>
>
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
I have Twinstar and a highly modified Mk3. I am also in the process of
rebuilding another mk3. Also at my strip I have 2 more mk3's and a
Slingshot. It is like Kolb Central here in Windsor Ontario. (Just south of
Detroit)
----- Original Message -----
From: <LOREN7310(at)aol.com>
Subject: Re: Kolb-List: Plans
>
> thanks much, do you have a twin star? Where are you located?
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Matronics Email List 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 pictures and files along with the information above to:
>>
>> >>>
>>> >>>> pictures(at)matronics.com
>>>
>> Please note that the adding of your files to the Photo Share Directory is a
>> semi-manual process and will take a few days to become available. A message
>> will be posted to the Email List(s) you indicated in #1 above with a link
>> to the new Photo Share when it is available.
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Need suggestion on Mark 3 door support |
Tim
I have a door prop that works quite well for me. I made it out of left over
5/16 Kolb aluminum tubing a few pop rivets and a one inch square sheet of
light gage aluminum. See the photo at
http://www.geocities.com/NeilsenRM/images/DOORPO.JPG .
The photo is kind of busy but the door prop is the raw aluminum parts in the
photo. The hinges are all pop rivets. It takes a bit of trial and error but
you will end up with a door prop that is always there and is as light as it
can get. The short end that extends past the hinge point has the one inch
sheet pop riveted to it to keep the prop from going too far over center. You
merely lift the door fully then push the prop over center which locks the
door open.. When closed the prop folds automatically up out of the way
between the door and the door frame. The door will stay open in most
situations except engine start up or taxiing over rough ground. I kind of
figured it wouldn't last very long but they are still working seven years
later.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <timwarlick(at)bellsouth.net>
Subject: Kolb-List: Need suggestion on Mark 3 door support
>
> I am now to the point of my building process that I am installing the
Plexiglas on my Mark 3 Classic doors. Does anyone have a suggestion on how
to hold the doors open while getting in/out of the cockpit? Please post or
email me directly ideas and pictures.
>
> Thanks,
>
> Tim Warlick
> Kolb Mark 3 Classic - BMW powered
> Mobile, Alabama
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Fwd: Kolb list- The World is FLAT |
I have cable access to the internet and I also vote NO
Do Not Archive
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "jerb" <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: Fwd: Kolb list- The World is FLAT
>
> Besides the issue for those with dial in access, photos quickly fill up
> ones mail box. The next problem is the pixels count of the photos, some
> don't understand how photo resolution impacts the size of the
> attachment. Next thing we know our mail boxes are over flowing with
> pictures of members last flight, vacation, flowers, and butterflies (Sorry
> Lar - he does it right by putting them on his web site). I still vote NO
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Jim Hefner was kind enuf to send me a link to some of the early pictures from last
weekend, and has given me permission to publish the link on the List......................
www.gogittum.comhttp://groups.msn.com/HefnerFamilySite/monumentvalley2004.msnw
These are great pictures, and I'm looking forward to seeing the rest of them, as
he publishes them. I think his method might be a way for others to solve the
current controversy, and provide a way to quickly publish pictures to the List.
I'm working on mine, but doubt if I'll get them published tonight.
Bob Dalton took a bunch of very nice pics while there, too, and I'd sure
like to see some of them. Bob.........?? Big Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Jim Hefner's Pictures |
Let's try pasting that URL................
http://groups.msn.com/HefnerFamilySite/monumentvalley2004.msnw
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Monument Valley Pics |
Got started on this and couldn't stop...........or didn't think to stop. Man,
the time went fast, and I can't believe it's 2:00 AM. I don't do this ! ! !
Gonna be zapped tomorrow, but that's all right. I got a preliminary page finished
with MV stuff on it, and a bit on the Antelope Canyon slot canyon. Thanks
to John Clayton for strongly recommending I go for that tour, when I'd about
decided (on wrong information) to cancel out on it. My camera died right at
the end of the slot canyon adventure, so I had to cancel out of the 1/2 day float
trip on the Colorado River till next time. Meanwhile, here's the new webpage.
Enjoy ..................:
http://www.flyingpics.homestead.com/monument04.html .
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
| Subject: | I'm OK, bird is bent, very thankful |
Hello list,
Just wanted to let everyone know that I'm OK. Several people have called and
checked on me. I was kinda amazed how fast word got out. John H called me
on my way home the very next day (thanks Paul P.). For a second I thought John
H had a laptop and a satellite connection in Miss P'fer.
Nothing to say but I screwed up. Let myself get trapped on top of ground fog
which started developing at the end of my first leg. This is turn led to
fuel starvation and an off-field landing. It was complicated by a descent through
~ 900 ft of fog (0 visibility) and popping out 200 - 300 AGL. I'm an
official FAA incident/accident. Just a series of small decisions that I let put
me in
a bad situation. I always thought I was a better and safer pilot than that.
It is scary how easy it is to let "getthereitis" put you in a bad situatuion.
Never thought it would happen to me but it sure did.
The details of the story are kinda long. If interested in learning from my
mistakes, let me know and I'll write a detailed chain of events. I'll have to
check the list rules about length of post. It scared the heck out me.
Depending on your religious orientation, I was very, very lucky or GOD stepped
in and
flew for a while. It kinda looks like He handed the controls back to me at
about flare time. That is when the plane got bent. Blew out the landing gear
and bent some tubes in the cage. For those that don't know, there is basically
no flare during an engine out.
The important stuff -
Didn't hurt anyone else or damage anyone else's property.
I walked away without a scratch (except the briars in the hayfield).
Landed in the hayfield of some truly nice Texas farm folk.
I'm here to write this note and can attend my daughter graduation from USAF
basic training.
I won't be able to respond for a few days. We are leaving in just a couple
of hours for Lackland AFB in San Antonio to see my youngest daughter graduate
from basic.
I'm truly sorry that I let this happen. I let my family down and put a bit
of a black mark on the flying community. My deepest apologies.
Thanks to everyone for checking on me and showing so much concern. I hope
everyone had a great time in MV. Wish I could have been there, but am thankful
that I'm just here.
Thanks & be careful,
John Bickham
St. Francisville, LA
Kolb Mark III Classic - 912
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: I'm OK, bird is bent, very thankful |
I'm glad to hear that you're all right. Please, if you will, do post your
experience detail so that we can continue to learn from each other here on
the list.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: <BICUM(at)aol.com>
Subject: Kolb-List: I'm OK, bird is bent, very thankful
>
> Hello list,
>
> Just wanted to let everyone know that I'm OK. Several people have called
and
> checked on me. I was kinda amazed how fast word got out. John H called
me
> on my way home the very next day (thanks Paul P.). For a second I thought
John
> H had a laptop and a satellite connection in Miss P'fer.
>
> Nothing to say but I screwed up. Let myself get trapped on top of ground
fog
> which started developing at the end of my first leg. This is turn led to
> fuel starvation and an off-field landing. It was complicated by a descent
through
> ~ 900 ft of fog (0 visibility) and popping out 200 - 300 AGL. I'm an
> official FAA incident/accident. Just a series of small decisions that I
let put me in
> a bad situation. I always thought I was a better and safer pilot than
that.
> It is scary how easy it is to let "getthereitis" put you in a bad
situatuion.
> Never thought it would happen to me but it sure did.
>
> The details of the story are kinda long. If interested in learning from
my
> mistakes, let me know and I'll write a detailed chain of events. I'll have
to
> check the list rules about length of post. It scared the heck out me.
> Depending on your religious orientation, I was very, very lucky or GOD
stepped in and
> flew for a while. It kinda looks like He handed the controls back to me at
> about flare time. That is when the plane got bent. Blew out the landing
gear
> and bent some tubes in the cage. For those that don't know, there is
basically
> no flare during an engine out.
>
> The important stuff -
> Didn't hurt anyone else or damage anyone else's property.
> I walked away without a scratch (except the briars in the hayfield).
> Landed in the hayfield of some truly nice Texas farm folk.
> I'm here to write this note and can attend my daughter graduation from
USAF
> basic training.
> I won't be able to respond for a few days. We are leaving in just a
couple
> of hours for Lackland AFB in San Antonio to see my youngest daughter
graduate
> from basic.
>
> I'm truly sorry that I let this happen. I let my family down and put a
bit
> of a black mark on the flying community. My deepest apologies.
>
> Thanks to everyone for checking on me and showing so much concern. I hope
> everyone had a great time in MV. Wish I could have been there, but am
thankful
> that I'm just here.
>
> Thanks & be careful,
>
> John Bickham
> St. Francisville, LA
> Kolb Mark III Classic - 912
>
>
________________________________________________________________________________
| From: | Icrashrc(at)aol.com |
Big Lar,
I sure would like to email Jim direct regarding his pictures.
Would you have his email address as I don't see it on the site you've
recommended. Thanks,
Scott Thompson
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Kolb-List: Fw: MV Pictures
Jim Hefner was kind enuf to send me a link to some of the early pictures from
last
weekend, and has given me permission to publish the link on the
List......................
www.gogittum.comhttp://groups.msn.com/HefnerFamilySite/monumentvalley2004.msnw
These are great pictures, and I'm looking forward to seeing the rest of them,
as
he publishes them. I think his method might be a way for others to solve the
current controversy, and provide a way to quickly publish pictures to the
List.
I'm working on mine, but doubt if I'll get them published tonight.
Bob Dalton took a bunch of very nice pics while there, too, and I'd sure
like to see some of them. Bob.........?? Big Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
________________________________________________________________________________
| From: | "John Willamson" <kolbrapilot(at)comcast.net> |
Dear Eve,
Dave has explained your situation and why you had to miss the get together.
I am one of many who really missed the better half of the Pelletier family.
Sure hope to see you there next year.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 597 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
| From: | "John Willamson" <kolbrapilot(at)comcast.net> |
Hi Dave,
Had to drop you a note and say thanks for all the support at Monument
Valley. It is folks like you that make me start planning for next year's
get together now.
I sent Eve a not, but please tell her she was missed.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 597 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
| Subject: | Re: Monument Valley 2004 Kolb Gathering |
| From: | jhauck(at)elmore.rr.com |
Use http://www.onspeed.com/?A=web2mail to transform dial up
connections to near broadband speed. Reccomended by Web2Mail
> For the record, on Friday I flew from Buffalo, NY to attend the Monument
> Valley Gathering over the weekend then flew back on Monday.
> Those were long flights but it was worth attending.
>
> Regards,
> Will Uribe
Hi Will/Gang:
Based on your flights to MV, Will should be the winner of the longest flight to
attend the flyin, not me. :-)
Will be departing Albuquerque, NM, in a couple hours, headed for Gantt IAP by the
most direct route. Going to have a good tailwind all day today. The weather
guesser on local TV indicated today would be breezy early and windy late.
Out here that means the winds will be howling all day.
The MKIII and 912S have been doing good since I left Alabama Monday before last.
Yesterday was a record breaking flight for her. With full fuel, 25 gals (150
lbs), my nephew (225+ lbs), me (185 lbs), a case of MRE's up in the nose cone(probably
25 lbs, a WAG), a couple quarts of oil, tent, air mattress, and some
other extra junk I failed to unload before we took off at 5,830 feet AGL on
a hot afternoon with gusting winds. Have no idea what the D/A was. We did a
one hour tour of the Albuquerque area, at one time climbing to 9,000+ feet.
After we landed I was showing Mike the "Pilot Log" feature in the Garmin 196.
I pulled up our flight which indicated .8 hours, 68 miles, local flight, and
two landings. At first I only remembered taking off one time. Then I remembered
we had a little problem on initial takeoff. I got a little impatient, tried
to pull Miss P'fer off the ground before she was entirely ready to fly. She
flew through ground effect a little sluggish. Once
on the other side of ground effect it was her idea to land, not mine. She wobbled
back down, barely touching the runway with her left gear before gaining
the required amount of airspeed and climbing on out of the airport.
There is a lot of learning to be had by a sea level pilot flying off a mile high
plus runway. Several of us flat landers learned a few lessons on this trip.
Glad everyone has gotten home safely. I hope to make it by tomorrow some time.
Take care and leave the List alone please. :-)
john h
MKIII - 2025.9 hours
912S - 680.0
PS: I have had an annoying oil leak, although slight, since sometime day one.
I have not had to add but a pint of oil on day two, but it continues to leak
and make a mess on the engine and airframe. To look at the oil residue on the
airplane one would think I am adding a quart of oil after each flight leg. hehehe
The leak is at the fuel pump gasket, which has been removed several times
to work on the gear box.
PSS: Talked to Tom Kuffel, himself, yesterday. He is home and behaving himself.
Betty sees to that. He was in good spirits despite all the hardships they
both have been through recently. Tom and Betty were a special part of our flyin
last year, and were sorely missed at this year's successful event. Ya'll
get well soon.
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | I'm OK, bird is bent, very thankful |
Glad you were able to get down through the fog without getting disoriented,
that is very scary!
Why don't you have the ability to flair engine out? That is definitely not
how the airplane should be rigged. Were you particularly nose heavy on this
flight? Did you get real slow? The design requirement for sizing the
elevator is the ability to flare on landing at forward cg... I haven't heard
that as a problem on Kolb's. If you're going really slow of course that
would explain it.
Good to here you walked away unharmed, hope the plane goes back together
easily.
Topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of BICUM(at)aol.com
Subject: Kolb-List: I'm OK, bird is bent, very thankful
Hello list,
________________________________________________________________________________
| From: | PaulServaty(at)aol.com |
| Subject: | Re: Kolb-List Digest: 52 Msgs - 05/18/04 |
5-19-04 11;00AM
FromPaulServaty(at)AOL.com
Subject Re: Reduction Gear Oil
I was concerned of the latest discussion regarding Amsoil Gear Oil
discoloration using Amsoil in the reduction box.
Just drained my 503 B Box of Amsoil Series 2000 75W-140 after 28 hours.
The oil & plug were crystal clear. I had previously used Mobile One 75W-90 and
earlier Pensoil 80W-90. The Amsoil was so clear I refilled with the drained
oil and will change at 40 hours like I have in the past instead of 100 hours .
The B box has at least 550 trouble -free hours on it. Maybe some moisture has
entered the other gearboxes.
FLY SAFE
Paul "OUTLAW" Servaty 87 kolb firestar kx
DO NOT ARCHIEVE
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Monument Valley Pics |
Jim sent me a hi-res copy of his pic of me in the Kolbra, and I updated it
this morning. Thanks again, Jim. Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Kolb-List: Monument Valley Pics
>
> Got started on this and couldn't stop...........or didn't think to stop.
Man, the time went fast, and I can't believe it's 2:00 AM. I don't do this
! ! ! Gonna be zapped tomorrow, but that's all right. I got a preliminary
page finished with MV stuff on it, and a bit on the Antelope Canyon slot
canyon. Thanks to John Clayton for strongly recommending I go for that
tour, when I'd about decided (on wrong information) to cancel out on it. My
camera died right at the end of the slot canyon adventure, so I had to
cancel out of the 1/2 day float trip on the Colorado River till next time.
Meanwhile, here's the new webpage. Enjoy ..................:
>
> http://www.flyingpics.homestead.com/monument04.html .
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
>
>
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Verner 1400 & Powerfin for sale |
<< Are these duel ignition? I could not seem to find the info on their web
site. What about noise factor, is the exhaust loud? Giovanni >>
Verner engines are exclusevely designed as aircraft engines.
Yes - they have dual ignitions and dual spark plugs per cylinder.
Exhaust noise will, of course, depend on your muffler.
My muffler is somewhat minimal, yet most of my engine noise comes from the
prop.
The large-bore, 4-stroke note has a pleasing, throaty sound.
At idle, mine sounds like a Harley (you listening, Paul P?) but without the
shaking.
Dennis Kirby
New Mexico
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Aileron Counter-balance |
We have been getting some great responses to your question but let me add my
experience. When I purchased my kit there wasn't a consistent feeling that
the balance weights were even needed. I planed to use trailing edge material
from aircraft spruce to further streamline my flaps and ailerons so they
gave me a set. For the first four years of flying I had only a two inch
piece of the weight in the balance arm and had no problems. When I switched
to the reduction drive I found that as I flew up into the 80-85 MPH range a
minor vibration would develop but never got bad. I traced the vibration to
aileron flutter, I could see it. I then switched to a three inch piece of
balance weight and the flutter is gone. I have tried to provoke the flutter
with 5 minute runs at full throttle up into the 92-95 mph range with no
flutter. Since the VNE is 100mph which I would see only near full throttle
in a dive the problem is solved. I have some what heaver ailerons than most
and my balance weights are only three inches long. I recommend you cut the
balance weights to 3-4 inches long and extend them out to the end of the
balance arm. Why carry any more weight in the plane than necessary.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "James and Cathy Tripp" <jtripp(at)elmore.rr.com>
Subject: Kolb-List: Aileron Counter-balance
>
> While trying to add the counter-balance weights to my ailerons the other
day, I discovered I didn't have enough weight material to bring the aileron
to the neutral position. Right now it looks like I need another couple of
inches of weight. Is the bottom of the wing suppose to be level before
trying to adjust the weights? Has anyone else had this problem? I built the
ailerons with 90 degree bends on all the ribs to get a smooth trailing edge
but I didn't think it would add all that much to the overall weight. What do
you think?
>
> James Tripp, FSII
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: oil temps tooo low??!! |
I have a similar low oil temp problem with my VW that is improved some what
with a oil thermostat. Since you don't have a oil cooler that will not help
you. You may need to insulate the oil pan from the cooling air. Do this very
causally a bit at a time. Also make sure that the oil temp sender is not out
in the cool air. If cool air is cooling the sending unit you will get a
false low oil temp reading. Count you blessings a low temp issue is always
easer to fix than a high temp issue. Please keep us up to date on you BMW.
The BMW was one of the other engines I considered.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Jim Gerken" <gerken(at)us.ibm.com>
Subject: Kolb-List: oil temps tooo low??!!
>
> I need some advice from you engine gurus. My Mkiii with BMW flew last
> week for the first time. The 1991 BMW R100 is a 4-cycle 1000cc air cooled
> flat opposed twin with pressurized oil system with wet sump. To the basic
> engine, I added a sump extension to lower the oil 2 inches away from the
> crank and camshafts, and I put a pan cover on the bottom of that of
quarter
> inch aluminum. The aluminum pan cover plate is 12 x 18 inches, also
> serving as the motor mount bed, connecting to the shock mounts near the
> corners. Originally there was an external finned aluminum oil cooler on
> the motorcycle this engine came from, but based on Hans' experience, I did
> not use that. There is an oil temp sender unit threaded into a hole in
the
> side of the pan extension, submerged in the oil, detecting oil temp. This
> sender reads ambient temp perfectly before flight. In flight, at ambient
> temps of about 40 degrees F, the max oil temp I noted was 137 F. Figuring
> it will go up linearly (i have been told by an expert that this is true),
> at ambient of 80, the oil temp will read about 177.
> I feel this may be too low of an operating oil temp. What do you guys
> feel is a good oil temp to reach to drive out water and keep the engine
> healthy? I understand the max should be kept below 250 or so, but what
> about the minimum? Water boils off at 212 at sea level, but is about 175
> degrees F enough to encourage the water to varporize and leave the oil
even
> though it doesn't actually boil off? Are there any other reasons this may
> be too cool (besides the water issue)?
> I will continue to evaluate this, but any input on desired temp ranges
> would be helpfull. BTW, how does the Rotax 912 control oil temps, and
what
> range do those see in operation? Also, how are the temps measured, and
> how can the sender units kept from being influenced by the metal they are
> mounted by?
>
>
> Jim Gerken
________________________________________________________________________________
| From: | "anthony tatum" <anthonytatum_865(at)hotmail.com> |
| Subject: | tell ur people to stop sending me these stuff |
>From: "Christopher Armstrong" <tophera(at)centurytel.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: RE: Kolb-List: I'm OK, bird is bent, very thankful
>Date: Wed, 19 May 2004 09:00:59 -0500
>
>
>
>Glad you were able to get down through the fog without getting disoriented,
>that is very scary!
>
>Why don't you have the ability to flair engine out? That is definitely not
>how the airplane should be rigged. Were you particularly nose heavy on
>this
>flight? Did you get real slow? The design requirement for sizing the
>elevator is the ability to flare on landing at forward cg... I haven't
>heard
>that as a problem on Kolb's. If you're going really slow of course that
>would explain it.
>
>Good to here you walked away unharmed, hope the plane goes back together
>easily.
>
>Topher
>
>-----Original Message-----
>From: owner-kolb-list-server(at)matronics.com
>[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of BICUM(at)aol.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: I'm OK, bird is bent, very thankful
>
>
>Hello list,
>
>
________________________________________________________________________________
| From: | FlyColt45(at)aol.com |
| Subject: | Re: TNK website inaccessible |
How do you think I feel! I e-mailed them to inquire about ordering a MKIII
during Sun & Fun. They probably never read my e-mail and sure as hell never
got back to me. May be great people - but you got to cover the basics!
JC
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: Kolb-List Digest: 52 Msgs - 05/18/04 |
PaulServaty(at)aol.com wrote:
>
> 5-19-04 11;00AM
> FromPaulServaty(at)AOL.com
> Subject Re: Reduction Gear Oil
> I was concerned of the latest discussion regarding Amsoil Gear Oil
> discoloration using Amsoil in the reduction box.
> Just drained my 503 B Box of Amsoil Series 2000 75W-140 after 28 hours.
> The oil & plug were crystal clear. I had previously used Mobile One 75W-90 and
> earlier Pensoil 80W-90. The Amsoil was so clear I refilled with the drained
> oil and will change at 40 hours like I have in the past instead of 100 hours
.
> The B box has at least 550 trouble -free hours on it. Maybe some moisture has
> entered the other gearboxes.
>
> FLY SAFE
>
> Paul "OUTLAW" Servaty 87 kolb firestar kx
>
Paul,
Thanks for the info on your experience with the Amsoil gear oil in the reduction
box.
Now I'm really worried that something is going on inside of mine! I did have about
100 hours on the oil before draining it which is recommended. The plane is flying
great and I don't have any extra play in the backlash or shaft bearings. Also
not
finding any metal particles in the oil either, just black sludge.
Haven't' been able to get hold of my Amsoil supplier yet to discuss the problem.
In the mean time I'm going to be changing gear oil frequently and trying other
brands to keep tabs on the situation.
Terry FireFly #95
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: TNK website inaccessible |
Sorry to hear that JC,but I'm sure that is not the norm. Each time I have
e-mailed they got back to me ( maybe a couple of days later ), sometime
e-mails just disappear I know some of mine do. Why don't you try the phone,
I'm sure they would love to talk with you about the Mark III.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: <FlyColt45(at)aol.com>
Subject: Re: Kolb-List: TNK website inaccessible
>
> How do you think I feel! I e-mailed them to inquire about ordering a
MKIII
> during Sun & Fun. They probably never read my e-mail and sure as hell
never
> got back to me. May be great people - but you got to cover the basics!
> JC
>
>
________________________________________________________________________________
| From: | FlyColt45(at)aol.com |
| Subject: | Re: TNK website inaccessible |
I spoke to them in FL about buying a MIII and wanted to take advantage of
their Sun & Fun deal, so I e-mailed them during and after the show. Both e-mails
appeared to have gone through. I should call them and probably will.
________________________________________________________________________________
| Subject: | Re: oil temps tooo low?, well, not really. |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
05/20/2004 07:00:16 AM
Thanks Richard, here's some more info. Two nites ago I flew again and
noted higher oil temps indicated on the gauge, relating to the higher
ambient air temp (68) I suppose. The highest indicated reading I noted was
157 F. Upon landing I checked the oil temp with the use of a lab
instrument from work. This is a little digital handheld device the size of
a pack of cigs, with a remote thermocouple. At Hans' suggestion, I taped
the thermocouple to the end of the dipstick and pushed it into the oil. It
read 190 F. I clicked on the power and read the instrument on the dash of
the aircraft and it read 150 F at that moment. Then I dried the oil off
and reinstalled the dipstick and used the thermocouple to measure the temp
of the oil cooler plate, and the side of the oil pan extension. Both these
measured 150, the same as the instrument in the dash. My conclusion is
that since the sender for the oil temp gauge is screwed into the side of
the oil pan extension, even though it extends thru the metal and into the
oil at almost the bottom of the liquid (1/4" above bottom plate), the
sender is being influenced by the contact with the metal it is mounted to.
If I continue to use this sender/location, I will add 40 degrees F to the
readings for "actual". So, 157 (last nites high) + 40 equals 197. 197
oil temp in 68 degrees ambient air temp condition seems more reasonable to
me. Adding 20 to the ambient, for 88, the engine oil temp would also climb
20, for a peak of about 217, still reasonable. For 98 degrees ambient,
probably the warmest conditions I will ever fly in, would yield about 227
oil temp, assuming all this remains linear (I've been told this is the
case, by a "thermal expert").
I will continue to do the comparison as the ambient gets warmer so I get
some sanity that the adder is always 40. My gauge drives a big indicator
lite on the dash, which is to draw my attention to the gauge if either the
pressure or temp exceeds predefined limits. I set the limits, both upper
and lower on pressure, and upper on temp. I can set the temperature limit
40 degrees lower, and mark the dash with a placard to "Add 40 degrees to
indicated for oil temp".
Question: if using synthetic, can we safely operate the oil temps to 250 F?
I feel we can do so, any higher than this I would want to change it more
often than once per season (which may be about 50 hours). What's your
opinion on safe temp ranges versus oil lifespan?
Thanks
>________________________________ Message 25
____________________________________
>
>
>From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
>.Subject: Re: Kolb-List: oil temps tooo low??!!
>I have a similar low oil temp problem with my VW that is improved some
what
>with a oil thermostat. Since you don't have a oil cooler that will not
help
>you. You may need to insulate the oil pan from the cooling air. Do this
very
>causally a bit at a time. Also make sure that the oil temp sender is not
out
>in the cool air. If cool air is cooling the sending unit you will get a
>false low oil temp reading. Count you blessings a low temp issue is always
>easer to fix than a high temp issue. Please keep us up to date on you BMW.
>The BMW was one of the other engines I considered.
>Rick Neilsen
>Redrive VW powered MKIIIc
>----- Original Message -----
>From: "Jim Gerken" <gerken(at)us.ibm.com>
>Subject: Kolb-List: oil temps tooo low??!!
>
> I need some advice from you engine gurus. My Mkiii with BMW flew last
> week for the first time. The 1991 BMW R100 is a 4-cycle 1000cc air
cooled
> flat opposed twin with pressurized oil system with wet sump. To the
basic
> engine, I added a sump extension to lower the oil 2 inches away from the
> crank and camshafts, and I put a pan cover on the bottom of that of
quarter
> inch aluminum. The aluminum pan cover plate is 12 x 18 inches, also
> serving as the motor mount bed, connecting to the shock mounts near the
> corners. Originally there was an external finned aluminum oil cooler on
> the motorcycle this engine came from, but based on Hans' experience, I
did
> not use that. There is an oil temp sender unit threaded into a hole in
the
> side of the pan extension, submerged in the oil, detecting oil temp.
This
> sender reads ambient temp perfectly before flight. In flight, at
ambient
> temps of about 40 degrees F, the max oil temp I noted was 137 F.
Figuring
> it will go up linearly (i have been told by an expert that this is true),
> at ambient of 80, the oil temp will read about 177.
> I feel this may be too low of an operating oil temp. What do you guys
> feel is a good oil temp to reach to drive out water and keep the engine
> healthy? I understand the max should be kept below 250 or so, but what
> about the minimum? Water boils off at 212 at sea level, but is about 175
> degrees F enough to encourage the water to varporize and leave the oil
even
> though it doesn't actually boil off? Are there any other reasons this
may
> be too cool (besides the water issue)?
> I will continue to evaluate this, but any input on desired temp ranges
> would be helpfull. BTW, how does the Rotax 912 control oil temps, and
what
> range do those see in operation? Also, how are the temps measured, and
> how can the sender units kept from being influenced by the metal they are
> mounted by?
>
>
> Jim Gerken
Jim Gerken
________________________________________________________________________________
| Subject: | Kolbra #1 for sale |
| From: | "Rayfield, Bill" <brayfield(at)kcc.com> |
Gentlemen,
Much to my regret, I have decided to sell my Kolbra kit. I just don't
think I'll finish it after my father's death.
Here are the details:
Kolbra cockpit serial #1 (first demonstrator ever made by TNK),
complete, upholstered, painted, doors done, some instruments, controls,
brake cyls on front rudder pedals. Color is purple and orange over white
(like the current factory demo). This cockpit had the wings and tail
removed to put on the new demo plane. No kits were ever sold with this
body style, so this would be a one of a kind.
Complete fuse kit, boom tube, tail kit, landing gear (tundra tires). No
brakes. No electrical.
Complete wing kit, ribs already built by TNK. No electrical.
There is no engine. The instruments included are dual EGT, VSI, airspeed
and tach.
I've priced what it would cost to buy the components from TNK. This does
not include any labor, paint, covering, upholstery. There's some really
nice, custom work here guys. I want someone to take over this project
and make it fly (and maybe give me a ride when you're done!). I hate to
sell this, but I can't watch it sitting here.
The cost of components is $13750. That is my asking price. I have
pictures available and will send to anyone interested. They are large.
Please inquire directly back to me brayfield(at)kcc.com
Bill Rayfield
Kimberly-Clark, Corp.
Lexington Mill
ph: 336-242-6653
fax: 336-242-6633
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Doug/Gang,
All I get when trying to go to the web site links was a blank page. I
went to the main website and registered etc. but if I understand
correctly you have to invite folks to view your photo albums by entering
their email addresses. I was interested in seeing what you did for a
hanger as that's something I will be doing in the next year or so.
Later,
John Cooley
Hello To All,
They allow you to build a photo album, put captions on each photo,
rearrange the photos in relation to each other, upload multiple photos
at one time, and it's all free. On top of that, if you decide you'd
like a printed greeting card, a calendar, or a blowup of the print, etc.
they can make that for you as well for a reasonable price.
I built one album documenting the entire building process of our new
hangar at Matthews Field near Whitwell TN. 134 photos and growing.
See
http://www.ofoto.com/BrowsePhotos.jsp?&collid=59857436403&page=1&sort_or
der=0
But the nice thing is, it's fairly fast loading with all thumbnail sized
pics, and if you want to see the full sized image and read the caption,
just click on it.
________________________________________________________________________________
| From: | Ben Ransom <bwr000(at)yahoo.com> |
| Subject: | Re: I'm OK, bird is bent, very thankful |
John,
Wow, just reading it scares the hell out of me. 900 ft descent thru 0
visabilty gives waaaaaay too much time to think about possible
outcomes. Most of us don't know you, but sure are glad you got thru
it.
I too think about the responsibility we have to our families etc, to
not screw up. It's a weighty thing. We're all human so mistakes are
guaranteed. All we can do is admit to them, and make every attempt to
be smarter. Glad you still get to do the really good things, like see
your daughter graduate, etc.
Best of luck getting back into the air.
-Ben Ransom
--- BICUM(at)aol.com wrote:
>
> Hello list,
>
> Just wanted to let everyone know that I'm OK. Several people have
> called and
> checked on me. I was kinda amazed how fast word got out. John H
> called me
> on my way home the very next day (thanks Paul P.). For a second I
> thought John
> H had a laptop and a satellite connection in Miss P'fer.
>
> Nothing to say but I screwed up. Let myself get trapped on top of
> ground fog
> which started developing at the end of my first leg. This is turn
> led to
> fuel starvation and an off-field landing. It was complicated by a
> descent through
> ~ 900 ft of fog (0 visibility) and popping out 200 - 300 AGL. I'm an
>
> official FAA incident/accident. Just a series of small decisions that
> I let put me in
> a bad situation. I always thought I was a better and safer pilot
> than that.
> It is scary how easy it is to let "getthereitis" put you in a bad
> situatuion.
> Never thought it would happen to me but it sure did.
>
> The details of the story are kinda long. If interested in learning
> from my
> mistakes, let me know and I'll write a detailed chain of events. I'll
> have to
> check the list rules about length of post. It scared the heck out
> me.
> Depending on your religious orientation, I was very, very lucky or
> GOD stepped in and
> flew for a while. It kinda looks like He handed the controls back to
> me at
> about flare time. That is when the plane got bent. Blew out the
> landing gear
> and bent some tubes in the cage. For those that don't know, there is
> basically
> no flare during an engine out.
>
> The important stuff -
> Didn't hurt anyone else or damage anyone else's property.
> I walked away without a scratch (except the briars in the hayfield).
> Landed in the hayfield of some truly nice Texas farm folk.
> I'm here to write this note and can attend my daughter graduation
> from USAF
> basic training.
> I won't be able to respond for a few days. We are leaving in just a
> couple
> of hours for Lackland AFB in San Antonio to see my youngest daughter
> graduate
> from basic.
>
> I'm truly sorry that I let this happen. I let my family down and put
> a bit
> of a black mark on the flying community. My deepest apologies.
>
> Thanks to everyone for checking on me and showing so much concern. I
> hope
> everyone had a great time in MV. Wish I could have been there, but
> am thankful
> that I'm just here.
>
> Thanks & be careful,
>
> John Bickham
> St. Francisville, LA
> Kolb Mark III Classic - 912
>
>
>
>
>
>
>
>
=====
http://mae.ucdavis.edu/~ransom
__________________________________
http://smallbusiness.promotions.yahoo.com/offer
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: Fw: portable tie downs |
airtime(at)proaxis.com
Denny,
Email this guy, he makes the titanium ones that you are talking about. I
just got a set before we went to MV. Get his "kit", it has every thing. Ask
him to make the ropes a bit longer for you though. Tell him I sent you. His
name is Randy Simpson.
Larry, Oregon
> Does anyone know the web page or source for portable tiedowns. I was
looking for the titanium ones that an RV builder used to sell and could not
find them on Vans home page, also give me your opinions on which you folks
like.
>
> Thanks,
> Denny Rowe, Kolb Mk-3, PA
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Fw: portable tie downs |
I like the idea someone came up with last week. Make your own out of 3 long
spikes and 3 lengths of chain joined in the center. Put a spike thru each
end, and hook your tie down rope in the middle. The spikes in the kit are,
I think, 18.5" long, so I figure I'll make mine 24" and go for it. John
Williamson has the slickest tie down rope set-up I've ever seen. Maybe we
can talk him into some pics ???? :-) Lar. Do
not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Re: Kolb-List: Fw: portable tie downs
>
> airtime(at)proaxis.com
>
> Denny,
> Email this guy, he makes the titanium ones that you are talking about.
I
> just got a set before we went to MV. Get his "kit", it has every thing.
Ask
________________________________________________________________________________
| Subject: | Re: I'm OK, bird is bent, very thankful |
In a message dated 5/20/04 1:05:47 PM Eastern Daylight Time, bwr000(at)yahoo.com
writes:
>
> I too think about the responsibility we have to our families etc, to
> not screw up. It's a weighty thing. We're all human so mistakes are
> guaranteed. All we can do is admit to them, and make every attempt to
> be smarter. Glad you still get to do the really good things, like see
> your daughter graduate, etc.
>
> Best of luck getting back into the air.
> -Ben Ransom
>
>
> --- BICUM(at)aol.com wrote:
> >
> >Hello list,
> >
> >Just wanted to let everyone know that I'm OK. Several people have
> >called and
> >checked on me. I was kinda amazed how fast word got out. John H
> >called me
> >on my way home the very next day (thanks Paul P.). For a second I
> >thought John
> >H had a laptop and a satellite connection in Miss P'fer.
> >
> >Nothing to say but I screwed up.
John Bickam...you are a special guy as you survived physically and the mental
anguish of penetrating 900 ft of mist and potentially fatal
uncertainty...having no idea whether or not the mist would carry you all the way
to the ground.
I never experienced that, but twice I lost track of time and found myself
floundering around in the dark, not being able to see the ground....or hardly
anything for that matter. I survived both times, without any problems at all
except for the anguish part, and my survival showed me how special I was, too.
Special, because ....I wasn't the only one flying that plane.....and I know it.
Firestar driver of "by George" from The Villages....was Akron O
447, 3 blade Ivo,
206#...but losin
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Gang,
Looking for some advice. I plan on installing a Sigtronics intercom
system in my MK III. I am curious to know if the SPA 400 system will
work ok or if the SPA 400S will work better. The S version is supposed
to be for high noise environments. Anyone have experience with both? The
SPA 400 is on Ebay all the time. Have not seen the 400S there yet. Any
and all responses are appreciated.
Later,
John Cooley
________________________________________________________________________________
| Subject: | source for scratch resistant lexan polycarb? |
| From: | Jim Gerken <gerken(at)us.ibm.com> |
05/21/2004 09:32:17 AM
Can you guys point me to the cheapest source for the scratch-resistant
Polycaronate (Lexan)? Thanks a bunch!!!
Jim
________________________________________________________________________________
| From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
John: Go with the 400s. I had the 400 in my Mark 3 and had to send it in
to be reworked for the loud noise environment. It was still noisy, but I
could hear all right. I wear two hearing aids. The Mark 3 is very noisy. I
first had a Rotax 582 and later a Jabiru 2200 on the Mark 3. I felt both
made a lot of noise.
Dallas Shepherd
Norfork, Ar.
________________________________________________________________________________
| From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
| Subject: | Re: Intercom system |
I have the portable Sigtronics unit, SPO 22 I think. Anyway I used it for
years in GA aircraft, but in the Kolb (Mark III, Rotax 912) I had to turn
the squelch up all the way and even then it really couldn't handle the
noise. Once the squelch was broken it wouldn't turn off again. I sent it
back to the factory and for $20 they converted it to the high noise version.
Works great now. I'd go with the S version for sure. Another thing to
consider, once the squelch is broken, the intercom is going to pick up
whatever comes through the mike, so the loud noise in the cockpit will still
be present when you are talking. I ended up enclosing my cabin and putting
some sound-deadening material above the cabin top, and that has helped. The
only other thing would have been to try one of the newer sound cancelling
intercoms. Haven't done that yet.
----- Original Message -----
From: "John Cooley" <johnc(at)datasync.com>
Subject: Kolb-List: Intercom system
>
> Hi Gang,
> Looking for some advice. I plan on installing a Sigtronics intercom
> system in my MK III. I am curious to know if the SPA 400 system will
> work ok or if the SPA 400S will work better. The S version is supposed
> to be for high noise environments. Anyone have experience with both? The
> SPA 400 is on Ebay all the time. Have not seen the 400S there yet. Any
> and all responses are appreciated.
>
> Later,
> John Cooley
>
>
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | source for scratch resistant lexan polycarb? |
Jim/Gang,
Here is a website that I had found. They claim to have the lowest prices
and want to be informed if you find prices lower anywhere else. The link
is http://mywebpages.comcast.net/proglass/pricing.htm I don't know
anything about them and have not ordered from them so this is not a
recommendation. Good luck and keep us posted on what you find.
Later,
John Cooley
(SNIP)
Can you guys point me to the cheapest source for the scratch-resistant
Polycaronate (Lexan)? Thanks a bunch!!!
Jim
_
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: intercom system |
Dallas,
How did you keep your hearing aids from squealing? Most will when covered
by a head set or perhaps that may have been the noisy environment.
jerb
>
> John: Go with the 400s. I had the 400 in my Mark 3 and had to send it in
>to be reworked for the loud noise environment. It was still noisy, but I
>could hear all right. I wear two hearing aids. The Mark 3 is very noisy. I
>first had a Rotax 582 and later a Jabiru 2200 on the Mark 3. I felt both
>made a lot of noise.
>Dallas Shepherd
>Norfork, Ar.
>
>
________________________________________________________________________________
| From: | "Edward Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: intercom system |
Jerb,
I had a student pilot years ago who had profound hearing loss since birth.
He had 2 very expensive ($10K)
hearing aids, and had been with several instructors trying to get past solo but
they wouldn't sign him off due to his
poor communications techniques. He was handed off to me, we tried a few combinations
of headsets and intercoms until I
found out he had the same squealing going on as you might have. With David Clark
headsets, he turned his hearing aids
down and was able to do quite well. The poor fellow was enduring the squealing
and not saying what was wrong all that
time. Turn them way down, and turn up the intercom. Make sure the microphone
is only close enough to work but not so
close as to cause the feedback.
Hope this helps.
Ed in JXN (MI!)
MkII/503
----- Original Message -----
From: "jerb" <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: intercom system
>
> Dallas,
> How did you keep your hearing aids from squealing? Most will when covered
> by a head set or perhaps that may have been the noisy environment.
> jerb
>
> >
> > John: Go with the 400s. I had the 400 in my Mark 3 and had to send it in
> >to be reworked for the loud noise environment. It was still noisy, but I
> >could hear all right. I wear two hearing aids. The Mark 3 is very noisy. I
> >first had a Rotax 582 and later a Jabiru 2200 on the Mark 3. I felt both
> >made a lot of noise.
> >Dallas Shepherd
> >Norfork, Ar.
> >
> >
>
>
________________________________________________________________________________
| From: | "Dallas Shepherd" <cen23954(at)centurytel.net> |
| Subject: | Re: intercom system |
Jerb: Your hearing aids will squeal if you have them turned up too
high, or your headphone's are pressing against them. You must
have headphones that give the hearing aids plenty of room with no
pressure. I have used headphones, that I couldn't use because of too
mush pressure on the hearing aids.
Dallas
-------Original Message-------
From: kolb-list(at)matronics.com
Date: Friday, May 21, 2004 11:28:37
Subject: Re: Kolb-List: intercom system
Dallas,
How did you keep your hearing aids from squealing? Most will when covered
by a head set or perhaps that may have been the noisy environment.
jerb
net>
>
> John: Go with the 400s. I had the 400 in my Mark 3 and had to send it in
>to be reworked for the loud noise environment. It was still noisy, but I
>could hear all right. I wear two hearing aids. The Mark 3 is very noisy. I
>first had a Rotax 582 and later a Jabiru 2200 on the Mark 3. I felt both
>made a lot of noise.
>Dallas Shepherd
>Norfork, Ar.
>
>
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
| Subject: | Re: I'm OK, bird is bent, very thankful |
you can as long as you have the airspeed as a rule.
we should continue to practice engine out landings...
this morn... i entered the downwid from 1,000 engine at idle... i flew to
the abeam point fine, descending all the way...
i made a 180 non std entry to the runway... engine at 2580...
everything went fine... until i hit 45 then 40 and was 250 from the
runway... i would have had an off runway landing/crash. so i will adj my
parameters for the next time i practice...
i will try the trun from 500' and downwind closer to runway azmith
practice makes emergencies less of an emergency all else being considered
regards
jg
> Glad you were able to get down through the fog without getting
disoriented,
> that is very scary!
>
> Why don't you have the ability to flair engine out? That is definitely
not
> how the airplane should be rigged. Were you particularly nose heavy on
this
> flight? Did you get real slow? The design requirement for sizing the
> elevator is the ability to flare on landing at forward cg... I haven't
heard
> that as a problem on Kolb's. If you're going really slow of course that
> would explain it.
>
> Good to here you walked away unharmed, hope the plane goes back together
> easily.
>
> Topher
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: intercom system |
I am totally deaf in both ears but have a cochlear implant in one ear. This is
not a hearing aid (amplifier) but replaces the hearing function of the ear completely
but not near perfectly. So I am still considered hard of hearing in my
one ear in quiet environments, and still totally deaf in the other ear. However,
in noisy environments I am profoundly deaf in the sense that I cannot pick
out useful speech from the background sounds (engine, exhaust, prop etc.).
The best solution for me has been to plug a patch cord from the radio audio output
jack directly into the "speech processor" of my cochlear implant. This cuts
out the microphone of the cochlear implant and results in hearing only the radio
audio signal w/o any environmental sounds at all. It does not solve the problem
of communication using the intercom but really helps with radio transmission
reception.....not perfect but it is better than using the headphones. I
still wear the headset and plug the mic. cord into the intercom so I can transmit
normally.
When I wore a hearing aid, I found that some assistive listening devices such as
and FM coil system with the hearing aid set to "telecoil" mode did a great job
of eliminating the unwanted background sounds. I suggest you hearing aid users
talk to your audiologist and/or hearing aid dispenser and describe the situation
and ask for advice on assistive listening equipment. I hope this helps
those who use hearing aids.
Thom in Buffalo
International Deaf Pilots' Association (IDPA)
www.deafpilots.com
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: source for scratch resistant lexan polycarb? |
What size #x# and thickness are you looking for and what area of the
country are you in. Keep in mind shipping for sheet materials can be
expensive so you may well find a local source may be cheaper by the time
you add in the packing and shipping cost.
jerb
>
>Can you guys point me to the cheapest source for the scratch-resistant
>Polycaronate (Lexan)? Thanks a bunch!!!
>
> Jim
>
>
________________________________________________________________________________
| Subject: | Re: source for scratch resistant lexan polycarb? |
Guys
Lexan is available at your local plastic supplier. They are all over
the country and in many mid to small cities. I bought a 4X8 sheet of
.062 for 56 bucks last year. Half sheet has no cutting charge and is 28
bucks. Seems that the net prices may be a bit out of line? I do not
think that 1/8 th is twice the price of 1/16 th? My supplier is Bruce
Plastic in Gallatin Tenn. .060 is what I used on my gull wing doored
MkIII. Herb
writes:
>
> Jim/Gang,
> Here is a website that I had found. They claim to have the lowest
> prices
> and want to be informed if you find prices lower anywhere else. The
> link
> is http://mywebpages.comcast.net/proglass/pricing.htm I don't know
> anything about them and have not ordered from them so this is not a
> recommendation. Good luck and keep us posted on what you find.
>
> Later,
> John Cooley
>
>
> (SNIP)
>
> Can you guys point me to the cheapest source for the
> scratch-resistant
> Polycaronate (Lexan)? Thanks a bunch!!!
>
> Jim
>
>
> _
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Dan Charter" <lndc(at)fnbcnet.com> |
| Subject: | original firestar |
Hi people, Due to weather I have 2.5 hrs. with 7 landings in with my new to me
Firestar. I love it! It fly's so much better than my old Pioneer Flightstar. The
climb is incredible, The glide is great. The 377 just sips fuel. My old Kawi
was wound up to 5800 rpm's at 45 mph. This will cruise at 50-55 at 4630 on the
tach. My flying mentor took it up and said it was the nicest little airplane
that he had ever flown. If he wasn't in the middle of a Kitfox project he'd
get a Kolb tomorrow. I can't wait for the next flight. That plane really gets
me up over the trees in northern MN in a hurry. I'm hooked on Kolb's.
Dan Charter
Firestar 1
________________________________________________________________________________
| From: | John Jung <johnjung(at)compusenior.com> |
Group,
Here is what I have to add to what others have already written about the Monument
Valley experience. Meeting and putting faces on other list members was similar
to meeting at the Kolb tent at Oshkosh or Sun-N-Fun. Only we had more time
to get to know each other. I have always enjoyed talking to other pilots, and
Kolb owners seem to be a special group of pilots.
Saturday morning was great weather, low winds, and I had a beautiful flight through
the Valley, taking pictures and flying through gaps and along side 800 ft
cliffs, about half way up. It would easily rate in my top 10 most interesting
flights over my 16 years and 500+ hours of flying.
Big Lar's pictures of my takeoff are the most eye catching that I have ever seen
of my plane. Thanks, Lar.
I did find the runway to be a little tricky. I still don't know exactly why, but
the runway was uphill, into the face of a cliff, and at 5200 ft altitude. I
guess I will just be extra carefull when flying into a runway with any of these
things.
John Jung
Firestar II N6163J
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Hauling Kolbs over long distances |
George Randolph et al,
Hauling my Mk3 was a real challenge. Careful planning really paid off. I filled
a big box with 2x4 blocks, battery-powered drill, drive screws, screw eyes and
matching bits plus a mile of rope and some foam padding. I rented a U-haul truck
with a 24' bed, (no cab-over) and wood floors. Located a ditch for the trucks
rear wheels (loading dock not available), removed wings and hung them on
the wall tie-downs and supported the leading edges and possible friction points
with the foam. Rolled the fuselage into the chocks and tied her down to the
screw eyes. I had made up some 8' ramps that really came in handy for loading
without a dock.
Driving and navigating the truck cross country gave me a great respect for the
men who do that for a living. It was a good reliable truck and all I had to do
was check my load periodically to make sure everything was riding as it should.
'Made it without a scratch.
The truck was "all weather", high reliability transportation. Flying over the Appalachians
at the whims of of old man weather for your first X-country sounds
risky to me.
Good Luck,
Duane the plane, Tallahassee FL
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Vic buys a B-1 |
I landed once on a field that had about a quarter-inch of the slickest ice
you can imagine. There was some tire traction but not much. I used engine
power and crabbed into the wind to taxi. It was hard to walk to the FBO when
I finally got it stopped.
Dave Paule
Boulder, CO
<< Does anyone on the list know what a B-1 Bomber cost? I think I owe the
Air Force for one. I managed to get the plane to the runway but when I
touched down I discovered the runway was icy. Ice in Hawaii? Send
donations to Vic. Thank goodness it was in a simulator. Vic >>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Intercom system |
Here's something I learned about intercoms and headsets. We had a
Sigtronics 400 intercom in our Citabria (1991 time frame). It worked well
but one thing we learned is some of the small differences between makes and
models and how headsets alone may impact their perceived performance.
Some intercoms VOX system turn on both mikes at the same time - when my
partner bought a Peltor Headset with dynamic mike it would pick up so much
background noise that you could hardly hear each other. When the head set
was swapped out with a model having a elect mike, the background noise
level dropped significantly and both occupants could hear each other well.
So if the intercom activates both headsets simultaneously your going to
contend with a higher noise level. Also the headset its self can
significantly impact the audio quality and background noise level. Since I
don't fly two place light planes/trainers I can't comment on which brands
perform the best in that environment.
jerb
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> Available! |
| Subject: | Re: [ Mike Pierzina ] : New Email List Photo Share |
Available!
Mike,
Are you going to have a problem with the strobe getting knocked off where
you have it located on the bottom of the nose cone should you ever nose it
over?
jerb
>
>
>
>A new Email List Photo Share is available:
>
> Poster: Mike Pierzina
>
>
> Subject: Strobe Mount
>
>
>http://www.matronics.com/photoshare/planecrazzzy@lycos.com.05.16.2004/index.html
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Door Brace pictures |
Since it is a slow afternoon and totally unfit for aviation due to embedded
thunderstorms in the area, I thought I would clean up my web page a bit.
Here is the link to some MKIII door braces.
http://www.bcchapel.org/pages/0003/doorbraces.html
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Flight to Monument Valley, and Back! |
Hi All:
busier than a one armed paper hanger ever since.
Getting ready to fly to Brunswick, GA, Monday. Will return, most
likely, Wednesday.
Anyone in the area along my route of flight got time for a cup of
coffee, let me know bc. We can make arrangements to stop and visit.
Draw a line on the Wal*Mart Road Atlas from about 25 miles north of
Montgomery, AL, to Brunswick, GA, and that will be my route of flight.
A few statistics reference my flight out West and back:
Duration: 12 days (10-21 May 2004)
Miles flown: 3,513.0 sm
Hours flown: 46.7
Fuel burned: 224.0 gals
Moving average speed: 80.0 mph
Highest ground speed: 120.3 mph
Highest airport landed: Same as John Williamson.
Red carpets: Both John W and I were given red carpets when we landed
at Farmington, NM. That was definitely a first. Not long after, we
discovered why we got the red carpets, free coffee, and a late model
courtesy car: $3.58 a gal for 100LL.
My highest altitude was 13,300 feet crossing the Continental Divide
between Alamosa, CO, and Farmington, NM.
Temperature at 13,300 feet indicated on OAT was 15F.
Highest cross wind: Canon City, CO, 37 mph. Needless to say, I did
not land on the runway, but on an old stretch of gravel inside the
runway and taxiway. Once at the fuel pump, with the line boy hanging
on the right wing tip, the MKIII levitated, getting the right main
gear off the ground about a foot. After it happened the second time,
with John W, the line boy, and me trying to keep her on the ground, we
decided to refuel the next morning.
Had an excellent flight, despite the direct cross winds and head
winds. This flight encountered winds higher than I have ever flown
in, to the best of my knowledge, since I soloed 36 years ago.
In addition, we encountered a snow storm while flying out of Buena
Vista, CO, and had our airplanes covered with frost in the 26F air at
the Alamosa, CO, airport the next morning.
I have not had a chance to download my pictures from the camera. As
soon as I do, I will post them on my index page for all to see. Will
try to keep them small for those of us who still use dial up modem.
Good to be home, good to visit old friends, and make new ones.
john h
MKIII - 2,039.7 hours
912ULS - 693.8 hours
BTW: I installed a new fuel pump and gasket yesterday. Test flew,
then changed oil and filter, and test flew again. No apparent oil
leak. Gunked the engine and gear box, test flew hard. Clean as a
whistle. Hauck's face still has a smile on it. I developed an oil
leak first day out of Gantt IAP. It leaked for the next 12 days. To
look at the engine, prop, radiator and oil coolers, and the tail of
the aircraft, one would think I would losing a quart an hour. In
reality, I added one full quart in 46.7 hours. A couple of times,
overfilling the oil tank. This was the quart of Valvoline Durablend I
borrowed from John Bickem last year when we flew to Kitty Hawk and the
Kolb Home Coming. I bought it to replace the quart I borrowed. Sorry
I had to use it John B, but I was thinking about you. I have also
changed over to Valvoline Durablend Semi-Synthetic 20W-50 for the
added benefit of suspending the lead from 100LL in the oil. Something
that 100% full synthetic oil will not do.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Where is Kit/Frame number located |
Folks,
Where is the kit/frame number located on the cage, in this case a FireFly?
It was originally purchased from the old Kolb company.
jerb
________________________________________________________________________________
| Subject: | Serial number on Firefly cage.. |
Jerb....My FireFly cage..which was made by the old kolb..but sold by
TNK..has the serial number on the main tube...rear "plug"...
or...if the engine was on it...the large round tube which the motor mounts
are welded to..and on the end faceing aft...
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Serial number on Firefly cage.. |
Thanks guys.
jerb
>
>Jerb....My FireFly cage..which was made by the old kolb..but sold by
>TNK..has the serial number on the main tube...rear "plug"...
>or...if the engine was on it...the large round tube which the motor mounts
>are welded to..and on the end faceing aft...
>
>Don Gherardini
>FireFly 098
>http://www.geocities.com/dagger369th/my_firefly.htm
>
>
________________________________________________________________________________
| From: | "Guy Morgan" <morganguy(at)hotmail.com> |
| Subject: | World's newest Kolber! |
Howdy Folks. Well, I'm not a wanna-be any more. I boughta FireFly this weekend
(thank you jerb Gary). Now if I could just get it home to Galveston. Stuffing
it in a UHaul wasn't going well, so it's back to the original plan of flying
it home which Robert Laird, of texas-flyer.com fame, has graciously offered to
do for me this weekend, weather permitting. It is a beautiful plane and I can't
wait to get some transition training so I can fly it. My approx. 20 hr so far
has been in a Challenger II and a Quicksilver MX II. Thanks to the list and
everyone who knowingly or unknowingly helped in my decision to get a Kolb.
Guy Morgan
Galveston, TX Kolber!
________________________________________________________________________________
| From: | "G. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: World's newest Kolber! |
Welcome to the club Guy. This is the place to get your questions answered
and Kolb problems solved.
Az Bald Eagle
----- Original Message -----
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: Kolb-List: World's newest Kolber!
>
>
> Howdy Folks. Well, I'm not a wanna-be any more. I boughta FireFly this
weekend (thank you jerb Gary). Now if I could just get it home to
Galveston. Stuffing it in a UHaul wasn't going well, so it's back to the
original plan of flying it home which Robert Laird, of texas-flyer.com fame,
has graciously offered to do for me this weekend, weather permitting. It is
a beautiful plane and I can't wait to get some transition training so I can
fly it. My approx. 20 hr so far has been in a Challenger II and a
Quicksilver MX II. Thanks to the list and everyone who knowingly or
unknowingly helped in my decision to get a Kolb.
>
>
> Guy Morgan
>
>
> Galveston, TX Kolber!
>
>
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
I have finally, after much gnashing of teeth and wringing of hands, decided to
buy or build a Mk III Xtra. If anyone knows of one for sale, please let me know
or put the owner in touch with me. If I can't find one for sale, then I guess
my Quicksilver convert friend and I will just have to build one. Having flown
an original FireStar about 30 hours in the last year, how could I seriously
consider anything but a Kolb?
Thom in Buffalo
________________________________________________________________________________
Hey Guys,
Figured out where the Kolb web site went. They must have changed the domain name
and forgot to provide a link.
try www.kolbaircraft.com
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
| From: | "Bob Thompson" <bobnstar(at)cableone.net> |
| Subject: | Flight to Monument Valley, and Back! |
Howdy,
This is a link to my Webshots photo albums:
http://community.webshots.com/user/kc8bob
My last three albums are from the Kolb Monument Valley fly-in. Thanks
to all for the hospitality, flights, and the wonderful experiences. A
special thanks to Bruce and John W. for the flights. I'm glad to hear
that all got home safely. Thanks to John W. for the beautiful
certificate for having DRIVEN the shortest distance to the fly-in.
Best Regards,
Bob
Prescott, AZ
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Subject: Kolb-List: Flight to Monument Valley, and Back!
Hi All:
busier than a one armed paper hanger ever since.
Getting ready to fly to Brunswick, GA, Monday. Will return, most
likely, Wednesday.
Anyone in the area along my route of flight got time for a cup of
coffee, let me know bc. We can make arrangements to stop and visit.
Draw a line on the Wal*Mart Road Atlas from about 25 miles north of
Montgomery, AL, to Brunswick, GA, and that will be my route of flight.
A few statistics reference my flight out West and back:
Duration: 12 days (10-21 May 2004)
Miles flown: 3,513.0 sm
Hours flown: 46.7
Fuel burned: 224.0 gals
Moving average speed: 80.0 mph
Highest ground speed: 120.3 mph
Highest airport landed: Same as John Williamson.
Red carpets: Both John W and I were given red carpets when we landed at
Farmington, NM. That was definitely a first. Not long after, we
discovered why we got the red carpets, free coffee, and a late model
courtesy car: $3.58 a gal for 100LL.
My highest altitude was 13,300 feet crossing the Continental Divide
between Alamosa, CO, and Farmington, NM.
Temperature at 13,300 feet indicated on OAT was 15F.
Highest cross wind: Canon City, CO, 37 mph. Needless to say, I did not
land on the runway, but on an old stretch of gravel inside the runway
and taxiway. Once at the fuel pump, with the line boy hanging on the
right wing tip, the MKIII levitated, getting the right main gear off the
ground about a foot. After it happened the second time, with John W,
the line boy, and me trying to keep her on the ground, we decided to
refuel the next morning.
Had an excellent flight, despite the direct cross winds and head winds.
This flight encountered winds higher than I have ever flown in, to the
best of my knowledge, since I soloed 36 years ago.
In addition, we encountered a snow storm while flying out of Buena
Vista, CO, and had our airplanes covered with frost in the 26F air at
the Alamosa, CO, airport the next morning.
I have not had a chance to download my pictures from the camera. As
soon as I do, I will post them on my index page for all to see. Will
try to keep them small for those of us who still use dial up modem.
Good to be home, good to visit old friends, and make new ones.
john h
MKIII - 2,039.7 hours
912ULS - 693.8 hours
BTW: I installed a new fuel pump and gasket yesterday. Test flew, then
changed oil and filter, and test flew again. No apparent oil leak.
Gunked the engine and gear box, test flew hard. Clean as a whistle.
Hauck's face still has a smile on it. I developed an oil leak first day
out of Gantt IAP. It leaked for the next 12 days. To look at the
engine, prop, radiator and oil coolers, and the tail of the aircraft,
one would think I would losing a quart an hour. In reality, I added one
full quart in 46.7 hours. A couple of times, overfilling the oil tank.
This was the quart of Valvoline Durablend I borrowed from John Bickem
last year when we flew to Kitty Hawk and the Kolb Home Coming. I bought
it to replace the quart I borrowed. Sorry I had to use it John B, but I
was thinking about you. I have also changed over to Valvoline Durablend
Semi-Synthetic 20W-50 for the added benefit of suspending the lead from
100LL in the oil. Something that 100% full synthetic oil will not do.
==
direct advertising on the Matronics Forums.
==
==
==
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Flight to Monument Valley, and Back! |
Very nice, Bob, and glad you made it. You got my curiosity going with the
last 2 shots of the ruins. Where were they ?? I want to see them next
year. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Bob Thompson" <bobnstar(at)cableone.net>
Subject: RE: Kolb-List: Flight to Monument Valley, and Back!
>
> Howdy,
>
> This is a link to my Webshots photo albums:
>
> http://community.webshots.com/user/kc8bob
>
> My last three albums are from the Kolb Monument Valley fly-in. Thanks
> to all for the hospitality, flights, and the wonderful experiences. A
> special thanks to Bruce and John W. for the flights. I'm glad to hear
> that all got home safely. Thanks to John W. for the beautiful
> certificate for having DRIVEN the shortest distance to the fly-in.
>
> Best Regards,
>
> Bob
> Prescott, AZ
>
________________________________________________________________________________
| Subject: | Re: Hauling Kolbs over long distances |
In a message dated 05/22/2004 9:36:58 AM Eastern Daylight Time,
mitchmnd(at)msn.com writes:
George Randolph et al,
Hauling my Mk3 was a real challenge. Careful planning really paid off. I
filled a big box with 2x4 blocks, battery-powered drill, drive screws, screw eyes
and matching bits plus a mile of rope and some foam padding. I rented a U-haul
truck with a 24' bed, (no cab-over) and wood floors. Located a ditch for the
trucks rear wheels (loading dock not available), removed wings and hung them
on the wall tie-downs and supported the leading edges and possible friction
points with the foam. Rolled the fuselage into the chocks and tied her down to
the screw eyes. I had made up some 8' ramps that really came in handy for
loading without a dock.
Driving and navigating the truck cross country gave me a great respect for
the men who do that for a living. It was a good reliable truck and all I had to
do was check my load periodically to make sure everything was riding as it
should.
'Made it without a scratch.
The truck was "all weather", high reliability transportation. Flying over the
Appalachians at the whims of of old man weather for your first X-country
sounds risky to me.
Good Luck,
Duane the plane, Tallahassee FL
Thank you Duane the Plane!! and indeed, it sounds damn risky to me too,
especially after just driving by car north to Ohio...and driving ...and
...driving...1200 miles..and me with only a 5 gallon tank right now. Yea, theoretically
I
could make it, but I am going to do everything in my power to do your
suggeston....thank you.
George Randolph
firestar driver from The Villages, Fl
________________________________________________________________________________
| Subject: | Re: Hauling Kolbs over long distances |
In a message dated 05/22/2004 10:59:27 AM Eastern Daylight Time,
jhauck(at)elmore.rr.com writes:
Good Morning Kolbers:
Based on limited knowledge, flying is an inherently "risky" hobby.
I have had the good fortune to have flown over all the mountains east
of the Mississippi River in my old Firestar powered with point
ignition 447. Never had any problems that could not be encountered
any place else I might fly.
Most of the time in the Appalachians and the Smokies, as well as the
mountains of Pennsylvania, New York, and the New England States, there
are ample hay fields, open areas, and roads and highways, to land a
Firestar should the need arise.
I have done a few cross countries and find them to be a combination of
many short legs. I fly, normally, an hour or two at a time. By
flying short legs I get to meet more different people on the ground.
A major benefit of landing often is the chance to relax, recharge my
own personal "battery", and look forward to the next leg of my cross
country flight.
With today's GPS capability, a good sectional chart to follow along on
the route of flight, cross country flying is as simple and safe as
flying around the local airport. Fuel management is an important
chore, as well as keeping an eye on the local weather one is flying
through.
In Army rotary wing training, cross country work began soon after
solo. Armed with limited knowledge, a tiny TH-55 Hughes helicopter,
magnetic compass, and a sectional, all us fledgling aviators were soon
comfortable, both day and night, buzzing our way around Texas.
Sometimes the first step is the hardest, but we will never know what
we can accomplish if we don't take that first step.
Take care,
john h
To JH and all,
and indeed what you describe is the "draw" to the X country in the first
place....I would LOVE to do it...and maybe I will ...thanks for the experienced
opinion....it is what I thought, and even look forward to.
George Randolph
Firestar driver from The Villages, Fl
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Flight to Monument Valley, and Back! |
Bob
Super photos! Some day I need to get out there with my airplane.
I see Craig Nelson made it with his streamlined MKIIIX. I didn't see wings
or any flying photos. Do I assume that it was on static display. Craig keep
us informed.
Also Craig you said you might make it for Oshkosh this year, I hope you do.
There seems to be more people talking about flying in with us this year.
Wouldn't it be super to darken the sky with Kolbs some day with a mass
flyin!!!!!
I looked very carefully through all the photos and didn't see even any
shadows of the invisible moose (vamoose). I hope you guys got Larry Bourne
properly motivated to finish his bird.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Bob Thompson" <bobnstar(at)cableone.net>
Subject: RE: Kolb-List: Flight to Monument Valley, and Back!
>
> Howdy,
>
> This is a link to my Webshots photo albums:
>
> http://community.webshots.com/user/kc8bob
>
> My last three albums are from the Kolb Monument Valley fly-in. Thanks
> to all for the hospitality, flights, and the wonderful experiences. A
> special thanks to Bruce and John W. for the flights. I'm glad to hear
> that all got home safely. Thanks to John W. for the beautiful
> certificate for having DRIVEN the shortest distance to the fly-in.
>
> Best Regards,
>
> Bob
> Prescott, AZ
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Flight to Monument Valley, and Back!
>
>
> Hi All:
>
> busier than a one armed paper hanger ever since.
>
> Getting ready to fly to Brunswick, GA, Monday. Will return, most
> likely, Wednesday.
>
> Anyone in the area along my route of flight got time for a cup of
> coffee, let me know bc. We can make arrangements to stop and visit.
> Draw a line on the Wal*Mart Road Atlas from about 25 miles north of
> Montgomery, AL, to Brunswick, GA, and that will be my route of flight.
>
> A few statistics reference my flight out West and back:
>
> Duration: 12 days (10-21 May 2004)
>
> Miles flown: 3,513.0 sm
>
> Hours flown: 46.7
>
> Fuel burned: 224.0 gals
>
> Moving average speed: 80.0 mph
>
> Highest ground speed: 120.3 mph
>
> Highest airport landed: Same as John Williamson.
>
> Red carpets: Both John W and I were given red carpets when we landed at
> Farmington, NM. That was definitely a first. Not long after, we
> discovered why we got the red carpets, free coffee, and a late model
> courtesy car: $3.58 a gal for 100LL.
>
> My highest altitude was 13,300 feet crossing the Continental Divide
> between Alamosa, CO, and Farmington, NM.
>
> Temperature at 13,300 feet indicated on OAT was 15F.
>
> Highest cross wind: Canon City, CO, 37 mph. Needless to say, I did not
> land on the runway, but on an old stretch of gravel inside the runway
> and taxiway. Once at the fuel pump, with the line boy hanging on the
> right wing tip, the MKIII levitated, getting the right main gear off the
> ground about a foot. After it happened the second time, with John W,
> the line boy, and me trying to keep her on the ground, we decided to
> refuel the next morning.
>
> Had an excellent flight, despite the direct cross winds and head winds.
> This flight encountered winds higher than I have ever flown in, to the
> best of my knowledge, since I soloed 36 years ago.
>
> In addition, we encountered a snow storm while flying out of Buena
> Vista, CO, and had our airplanes covered with frost in the 26F air at
> the Alamosa, CO, airport the next morning.
>
> I have not had a chance to download my pictures from the camera. As
> soon as I do, I will post them on my index page for all to see. Will
> try to keep them small for those of us who still use dial up modem.
>
> Good to be home, good to visit old friends, and make new ones.
>
> john h
>
> MKIII - 2,039.7 hours
> 912ULS - 693.8 hours
>
> BTW: I installed a new fuel pump and gasket yesterday. Test flew, then
> changed oil and filter, and test flew again. No apparent oil leak.
> Gunked the engine and gear box, test flew hard. Clean as a whistle.
> Hauck's face still has a smile on it. I developed an oil leak first day
> out of Gantt IAP. It leaked for the next 12 days. To look at the
> engine, prop, radiator and oil coolers, and the tail of the aircraft,
> one would think I would losing a quart an hour. In reality, I added one
> full quart in 46.7 hours. A couple of times, overfilling the oil tank.
> This was the quart of Valvoline Durablend I borrowed from John Bickem
> last year when we flew to Kitty Hawk and the Kolb Home Coming. I bought
> it to replace the quart I borrowed. Sorry I had to use it John B, but I
> was thinking about you. I have also changed over to Valvoline Durablend
> Semi-Synthetic 20W-50 for the added benefit of suspending the lead from
> 100LL in the oil. Something that 100% full synthetic oil will not do.
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
________________________________________________________________________________
| From: | "herbgh(at)juno.com 2.6 DATE_IN_FUTURE_96_XX Date": is.96.hours.or.more.after.Received:date(at)matronics.com |
is 96 hours or more after Received: date
Group
I have a Kolb Ultra Star in my garage. It is nearly ready to fly
again. Needs instrument pod hooked up mainly. Includes much heralded
cuyana ULII02 engine. Fly like a firefly(well ok! not like any
firestar.:-) ) for 2k. Herb in Ky
writes:
>
>
> Bob
>
> Super photos! Some day I need to get out there with my airplane.
>
> I see Craig Nelson made it with his streamlined MKIIIX. I didn't see
> wings
> or any flying photos. Do I assume that it was on static display.
> Craig keep
> us informed.
>
> Also Craig you said you might make it for Oshkosh this year, I hope
> you do.
> There seems to be more people talking about flying in with us this
> year.
> Wouldn't it be super to darken the sky with Kolbs some day with a
> mass
> flyin!!!!!
>
> I looked very carefully through all the photos and didn't see even
> any
> shadows of the invisible moose (vamoose). I hope you guys got Larry
> Bourne
> properly motivated to finish his bird.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>
> ----- Original Message -----
> From: "Bob Thompson" <bobnstar(at)cableone.net>
> To:
> Subject: RE: Kolb-List: Flight to Monument Valley, and Back!
>
>
>
> >
> > Howdy,
> >
> > This is a link to my Webshots photo albums:
> >
> > http://community.webshots.com/user/kc8bob
> >
> > My last three albums are from the Kolb Monument Valley fly-in.
> Thanks
> > to all for the hospitality, flights, and the wonderful
> experiences. A
> > special thanks to Bruce and John W. for the flights. I'm glad to
> hear
> > that all got home safely. Thanks to John W. for the beautiful
> > certificate for having DRIVEN the shortest distance to the
> fly-in.
> >
> > Best Regards,
> >
> > Bob
> > Prescott, AZ
> >
> >
> > -----Original Message-----
> > From: owner-kolb-list-server(at)matronics.com
> > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John
> Hauck
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: Flight to Monument Valley, and Back!
> >
> >
>
> >
> > Hi All:
> >
> Been
> > busier than a one armed paper hanger ever since.
> >
> > Getting ready to fly to Brunswick, GA, Monday. Will return, most
> > likely, Wednesday.
> >
> > Anyone in the area along my route of flight got time for a cup of
> > coffee, let me know bc. We can make arrangements to stop and
> visit.
> > Draw a line on the Wal*Mart Road Atlas from about 25 miles north
> of
> > Montgomery, AL, to Brunswick, GA, and that will be my route of
> flight.
> >
> > A few statistics reference my flight out West and back:
> >
> > Duration: 12 days (10-21 May 2004)
> >
> > Miles flown: 3,513.0 sm
> >
> > Hours flown: 46.7
> >
> > Fuel burned: 224.0 gals
> >
> > Moving average speed: 80.0 mph
> >
> > Highest ground speed: 120.3 mph
> >
> > Highest airport landed: Same as John Williamson.
> >
> > Red carpets: Both John W and I were given red carpets when we
> landed at
> > Farmington, NM. That was definitely a first. Not long after, we
> > discovered why we got the red carpets, free coffee, and a late
> model
> > courtesy car: $3.58 a gal for 100LL.
> >
> > My highest altitude was 13,300 feet crossing the Continental
> Divide
> > between Alamosa, CO, and Farmington, NM.
> >
> > Temperature at 13,300 feet indicated on OAT was 15F.
> >
> > Highest cross wind: Canon City, CO, 37 mph. Needless to say, I
> did not
> > land on the runway, but on an old stretch of gravel inside the
> runway
> > and taxiway. Once at the fuel pump, with the line boy hanging on
> the
> > right wing tip, the MKIII levitated, getting the right main gear
> off the
> > ground about a foot. After it happened the second time, with John
> W,
> > the line boy, and me trying to keep her on the ground, we decided
> to
> > refuel the next morning.
> >
> > Had an excellent flight, despite the direct cross winds and head
> winds.
> > This flight encountered winds higher than I have ever flown in, to
> the
> > best of my knowledge, since I soloed 36 years ago.
> >
> > In addition, we encountered a snow storm while flying out of
> Buena
> > Vista, CO, and had our airplanes covered with frost in the 26F air
> at
> > the Alamosa, CO, airport the next morning.
> >
> > I have not had a chance to download my pictures from the camera.
> As
> > soon as I do, I will post them on my index page for all to see.
> Will
> > try to keep them small for those of us who still use dial up
> modem.
> >
> > Good to be home, good to visit old friends, and make new ones.
> >
> > john h
> >
> > MKIII - 2,039.7 hours
> > 912ULS - 693.8 hours
> >
> > BTW: I installed a new fuel pump and gasket yesterday. Test
> flew, then
> > changed oil and filter, and test flew again. No apparent oil
> leak.
> > Gunked the engine and gear box, test flew hard. Clean as a
> whistle.
> > Hauck's face still has a smile on it. I developed an oil leak
> first day
> > out of Gantt IAP. It leaked for the next 12 days. To look at
> the
> > engine, prop, radiator and oil coolers, and the tail of the
> aircraft,
> > one would think I would losing a quart an hour. In reality, I
> added one
> > full quart in 46.7 hours. A couple of times, overfilling the oil
> tank.
> > This was the quart of Valvoline Durablend I borrowed from John
> Bickem
> > last year when we flew to Kitty Hawk and the Kolb Home Coming. I
> bought
> > it to replace the quart I borrowed. Sorry I had to use it John B,
> but I
> > was thinking about you. I have also changed over to Valvoline
> Durablend
> > Semi-Synthetic 20W-50 for the added benefit of suspending the lead
> from
> > 100LL in the oil. Something that 100% full synthetic oil will not
> do.
> >
> >
> > ==
> > direct advertising on the Matronics Forums.
> > ==
> > ==
> > ==
> >
> >
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
1.9 DATE_IN_FUTURE_03_06 Date: is 3 to 6 hours after Received: date
Big Lar and all;
The formation in Monument Valley that was depicted in the photos, is called the
Eagles Eye. I have been there a couple of times and not aware of any ruins at
that sight. At some distance from the Eagles Eye is a couple very small ruins.
If you haven't taken one of the guided tours at MV, It is well worth the time and
cost to do so.
Jim Hauck
Travels to Monument Vally in A BAMH.
________________________________________________________________________________
| From: | "Bob Thompson" <bobnstar(at)cableone.net> |
| Subject: | Flight to Monument Valley, and Back! |
Thanks Lar. The ruins must be beyond the cliffs and mesa to the south
of Gouldings. We saw a tour vehicle at one spot, and the other ruins
were nearby. Perhaps John Williamson can better describe the location
as he was piloting.
Best Regards,
Bob
Prescott, AZ
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Bourne
Subject: Re: Kolb-List: Flight to Monument Valley, and Back!
Very nice, Bob, and glad you made it. You got my curiosity going with
the last 2 shots of the ruins. Where were they ?? I want to see them
next
year. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
Are you selling the Ultta Star if so contact me off list
Kdjames(at)berkscareer.com
Thanks
-----Original Message-----
From: date(at)matronics.com [mailto:date(at)matronics.com]
Subject: Kolb-List: Friday business
Date: is 96 hours or more after Received: date
Group
I have a Kolb Ultra Star in my garage. It is nearly ready to fly
again. Needs instrument pod hooked up mainly. Includes much heralded
cuyana ULII02 engine. Fly like a firefly(well ok! not like any
firestar.:-) ) for 2k. Herb in Ky
writes:
>
>
> Bob
>
________________________________________________________________________________
| From: | "garvelink" <link(at)cdc.net> |
John,
Wish you would put the video of your firestar on a downloadable site I think it
would be benificial for all of us to see it.
Steve Garvelink
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: World's newest Kolber! |
If you can fly a Challenger you can fly anything. That aircraft is well
named. I flew 2 last Christmas and it was the most scared I had been in an
airplane in a very long time. Transitioning to a Kolb will be a breeze.
My approx. 20 hr so far has been in a Challenger II and a Quicksilver MX II.
Thanks to the list and everyone who knowingly or unknowingly helped in my
decision to get a Kolb.
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: World's newest Kolber! |
> If you can fly a Challenger you can fly anything. That aircraft is well
> named.
I've flown 15 different ultralights, and the two I place as "the worst" are
the Challenger and the Rotec Rally. Ugh. And likewise, yuck.
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Kolbra No. 1 |
I bought my FSII from a Barnstormers.com ad... and the seller told me that
he'd had other inquiries.
Dave Paule
FSII
Boulder, CO
<< Well, I've gotten a few replies off-list about the Kolbra kit, but no
takers or offers. I'm guessing that I will be listing it on
Barnstormers.com if no one gets back to me in a day or so. >>
________________________________________________________________________________
| From: | "Giovanni Day" <gde01(at)bellsouth.net> |
Herb,
What you got? Can you send photos? Thanks
Giovanni in KY
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
herbgh(at)juno.com 2.6 DATE_IN_FUTURE_96_XX Date :
is.96.hours.or.more.after.Received:date(at)matronics.com
Subject: Kolb-List: Friday business
DATE_IN_FUTURE_96_XX Date: is 96 hours or more after Received: date
Group
I have a Kolb Ultra Star in my garage. It is nearly ready to fly
again. Needs instrument pod hooked up mainly. Includes much heralded
cuyana ULII02 engine. Fly like a firefly(well ok! not like any
firestar.:-) ) for 2k. Herb in Ky
writes:
>
>
> Bob
>
> Super photos! Some day I need to get out there with my airplane.
>
> I see Craig Nelson made it with his streamlined MKIIIX. I didn't see
> wings
> or any flying photos. Do I assume that it was on static display.
> Craig keep
> us informed.
>
> Also Craig you said you might make it for Oshkosh this year, I hope
> you do.
> There seems to be more people talking about flying in with us this
> year.
> Wouldn't it be super to darken the sky with Kolbs some day with a
> mass
> flyin!!!!!
>
> I looked very carefully through all the photos and didn't see even
> any
> shadows of the invisible moose (vamoose). I hope you guys got Larry
> Bourne
> properly motivated to finish his bird.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>
> ----- Original Message -----
> From: "Bob Thompson" <bobnstar(at)cableone.net>
> To:
> Subject: RE: Kolb-List: Flight to Monument Valley, and Back!
>
>
>
> >
> > Howdy,
> >
> > This is a link to my Webshots photo albums:
> >
> > http://community.webshots.com/user/kc8bob
> >
> > My last three albums are from the Kolb Monument Valley fly-in.
> Thanks
> > to all for the hospitality, flights, and the wonderful
> experiences. A
> > special thanks to Bruce and John W. for the flights. I'm glad to
> hear
> > that all got home safely. Thanks to John W. for the beautiful
> > certificate for having DRIVEN the shortest distance to the
> fly-in.
> >
> > Best Regards,
> >
> > Bob
> > Prescott, AZ
> >
> >
> > -----Original Message-----
> > From: owner-kolb-list-server(at)matronics.com
> > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John
> Hauck
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: Flight to Monument Valley, and Back!
> >
> >
>
> >
> > Hi All:
> >
> Been
> > busier than a one armed paper hanger ever since.
> >
> > Getting ready to fly to Brunswick, GA, Monday. Will return, most
> > likely, Wednesday.
> >
> > Anyone in the area along my route of flight got time for a cup of
> > coffee, let me know bc. We can make arrangements to stop and
> visit.
> > Draw a line on the Wal*Mart Road Atlas from about 25 miles north
> of
> > Montgomery, AL, to Brunswick, GA, and that will be my route of
> flight.
> >
> > A few statistics reference my flight out West and back:
> >
> > Duration: 12 days (10-21 May 2004)
> >
> > Miles flown: 3,513.0 sm
> >
> > Hours flown: 46.7
> >
> > Fuel burned: 224.0 gals
> >
> > Moving average speed: 80.0 mph
> >
> > Highest ground speed: 120.3 mph
> >
> > Highest airport landed: Same as John Williamson.
> >
> > Red carpets: Both John W and I were given red carpets when we
> landed at
> > Farmington, NM. That was definitely a first. Not long after, we
> > discovered why we got the red carpets, free coffee, and a late
> model
> > courtesy car: $3.58 a gal for 100LL.
> >
> > My highest altitude was 13,300 feet crossing the Continental
> Divide
> > between Alamosa, CO, and Farmington, NM.
> >
> > Temperature at 13,300 feet indicated on OAT was 15F.
> >
> > Highest cross wind: Canon City, CO, 37 mph. Needless to say, I
> did not
> > land on the runway, but on an old stretch of gravel inside the
> runway
> > and taxiway. Once at the fuel pump, with the line boy hanging on
> the
> > right wing tip, the MKIII levitated, getting the right main gear
> off the
> > ground about a foot. After it happened the second time, with John
> W,
> > the line boy, and me trying to keep her on the ground, we decided
> to
> > refuel the next morning.
> >
> > Had an excellent flight, despite the direct cross winds and head
> winds.
> > This flight encountered winds higher than I have ever flown in, to
> the
> > best of my knowledge, since I soloed 36 years ago.
> >
> > In addition, we encountered a snow storm while flying out of
> Buena
> > Vista, CO, and had our airplanes covered with frost in the 26F air
> at
> > the Alamosa, CO, airport the next morning.
> >
> > I have not had a chance to download my pictures from the camera.
> As
> > soon as I do, I will post them on my index page for all to see.
> Will
> > try to keep them small for those of us who still use dial up
> modem.
> >
> > Good to be home, good to visit old friends, and make new ones.
> >
> > john h
> >
> > MKIII - 2,039.7 hours
> > 912ULS - 693.8 hours
> >
> > BTW: I installed a new fuel pump and gasket yesterday. Test
> flew, then
> > changed oil and filter, and test flew again. No apparent oil
> leak.
> > Gunked the engine and gear box, test flew hard. Clean as a
> whistle.
> > Hauck's face still has a smile on it. I developed an oil leak
> first day
> > out of Gantt IAP. It leaked for the next 12 days. To look at
> the
> > engine, prop, radiator and oil coolers, and the tail of the
> aircraft,
> > one would think I would losing a quart an hour. In reality, I
> added one
> > full quart in 46.7 hours. A couple of times, overfilling the oil
> tank.
> > This was the quart of Valvoline Durablend I borrowed from John
> Bickem
> > last year when we flew to Kitty Hawk and the Kolb Home Coming. I
> bought
> > it to replace the quart I borrowed. Sorry I had to use it John B,
> but I
> > was thinking about you. I have also changed over to Valvoline
> Durablend
> > Semi-Synthetic 20W-50 for the added benefit of suspending the lead
> from
> > 100LL in the oil. Something that 100% full synthetic oil will not
> do.
> >
> >
> > ==
> > direct advertising on the Matronics Forums.
> > ==
> > ==
> > ==
> >
> >
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
==
direct advertising on the Matronics Forums.
==
==
==
________________________________________________________________________________
Group
This 503 swap out for 2500 bucks seems to be a good deal. My cynical
side says that Rotax may be trying to ward off or be in the middle of a
legal action? Or, they are simply in a bit of a slump and are trying
to maintain the production lines. I understand that it is hard to fire
or lay off employeed in much of Europe?
I guess if the skinny was out there, someone would have posted the
answer? It surely isn't because Rotax likes us!! Herb in Ky
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
The excuse given officially is that due to sport pilot, it may be difficult
to convert certain older engines to light sport compliant with shaky
histories. However, they may just want to stop supporting the older 503's
and are doing this to be nice prior to discontinuing support like they did
with the older 447's and all the 377's.
The side effect is that they are putting thier repairmetn into a bind for
probably the next several years even though the deal only lasts 6 months.
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
herbgh(at)juno.com
Subject: Kolb-List: Rotax 503
Group
This 503 swap out for 2500 bucks seems to be a good deal. My cynical
side says that Rotax may be trying to ward off or be in the middle of a
legal action? Or, they are simply in a bit of a slump and are trying
to maintain the production lines. I understand that it is hard to fire
or lay off employeed in much of Europe?
I guess if the skinny was out there, someone would have posted the
answer? It surely isn't because Rotax likes us!! Herb in Ky
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: World's newest Kolber! |
Folks,
I would like to congratulate Guy Morgan for his recent purchase of our
FireFly. He seems like a swell guy and I look forward to reading his
future post of his flying adventures.
jerb
>
>
>Howdy Folks. Well, I'm not a wanna-be any more. I boughta FireFly this
>weekend (thank you jerb Gary). Now if I could just get it home to
>Galveston. Stuffing it in a UHaul wasn't going well, so it's back to the
>original plan of flying it home which Robert Laird, of texas-flyer.com
>fame, has graciously offered to do for me this weekend, weather
>permitting. It is a beautiful plane and I can't wait to get some
>transition training so I can fly it. My approx. 20 hr so far has been in a
>Challenger II and a Quicksilver MX II. Thanks to the list and everyone who
>knowingly or unknowingly helped in my decision to get a Kolb.
>
>
>Guy Morgan
>
>
>Galveston, TX Kolber!
>
>
________________________________________________________________________________
Tom
Didn't think of this angle ?. Rotax's biggest compteitor is probably
its own engines in the used market! Wonder what is going to happen to
the trade in's? Herb
writes:
>
>
> The excuse given officially is that due to sport pilot, it may be
> difficult
> to convert certain older engines to light sport compliant with
> shaky
> histories. However, they may just want to stop supporting the older
> 503's
> and are doing this to be nice prior to discontinuing support like
> they did
> with the older 447's and all the 377's.
>
> The side effect is that they are putting thier repairmetn into a
> bind for
> probably the next several years even though the deal only lasts 6
> months.
>
> 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
> herbgh(at)juno.com
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Rotax 503
>
>
>
> Group
>
> This 503 swap out for 2500 bucks seems to be a good deal. My
> cynical
> side says that Rotax may be trying to ward off or be in the middle
> of a
> legal action? Or, they are simply in a bit of a slump and are
> trying
> to maintain the production lines. I understand that it is hard to
> fire
> or lay off employeed in much of Europe?
> I guess if the skinny was out there, someone would have posted
> the
> answer? It surely isn't because Rotax likes us!! Herb in Ky
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Where can I find info regarding this?
jerb
>
>Group
>
> This 503 swap out for 2500 bucks seems to be a good deal. My cynical
>side says that Rotax may be trying to ward off or be in the middle of a
>legal action? Or, they are simply in a bit of a slump and are trying
>to maintain the production lines. I understand that it is hard to fire
>or lay off employeed in much of Europe?
> I guess if the skinny was out there, someone would have posted the
>answer? It surely isn't because Rotax likes us!! Herb in Ky
>
>
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
The trade-ins are being destroyed.... well, the crankcase and crankshafts
are being destroyed. Yes, they are eliminating the engines from the market
completely.
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
herbgh(at)juno.com
Subject: Re: Kolb-List: Rotax 503
Tom
Didn't think of this angle ?. Rotax's biggest compteitor is probably
its own engines in the used market! Wonder what is going to happen to
the trade in's? Herb
writes:
>
>
> The excuse given officially is that due to sport pilot, it may be
> difficult
> to convert certain older engines to light sport compliant with
> shaky
> histories. However, they may just want to stop supporting the older
> 503's
> and are doing this to be nice prior to discontinuing support like
> they did
> with the older 447's and all the 377's.
>
> The side effect is that they are putting thier repairmetn into a
> bind for
> probably the next several years even though the deal only lasts 6
> months.
>
> 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
> herbgh(at)juno.com
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Rotax 503
>
>
> Group
>
> This 503 swap out for 2500 bucks seems to be a good deal. My
> cynical
> side says that Rotax may be trying to ward off or be in the middle
> of a
> legal action? Or, they are simply in a bit of a slump and are
> trying
> to maintain the production lines. I understand that it is hard to
> fire
> or lay off employeed in much of Europe?
> I guess if the skinny was out there, someone would have posted
> the
> answer? It surely isn't because Rotax likes us!! Herb in Ky
>
>
=
>
=
>
=
>
=
>
>
________________________________________________________________________________
| From: | MikeReiman(at)webtv.net (The Reiman Corporation) |
| Subject: | Re: Harley Davidson engine? |
Sounds like a cool idea.... I'm just an A&P who thinks it would work,
and on floats!
Soft Landings Friend. Maybe someday I'll take a ride on those true air
machines...
Mike Reiman
The Reiman Corporation, CEO
2505 South Ocean Boulevard
Palm Beach, Florida 33480
________________________________________________________________________________
| From: | artdog1512 <nazz57(at)yahoo.com> |
| Subject: | BMW powered trike ... |
kolbers, check out this trike... look at what
kinda engine is pushing it...... tim
http://community.webtv.net/rwflyer/LibertyTrike
__________________________________
http://messenger.yahoo.com/
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | North East Gathering |
Nor Easters,
Anyone else getting pumped for the Wellsville - Kolb gathering and Fly-out to Homers?
Keep praying for some dryer weather cause we sure have not had it yet.
Denny Rowe, Mk-3, Leechburg, PA
________________________________________________________________________________
| From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 17 Msgs - 05/26/04 |
Tom,
How does one differentiate between old & new 503's?
Is it the Single Ignition vs Dual?
Or maybe a certain serial number?
Does it include both single carb and dual carbed versions?
Since I'm still having cold starting problems with mine, I may want to take
advantage of this offer. Are you also offering this special?
Thanks in advance,
Doug Lawton
Lake Burton in NE Georgia &
Matthews Field in Whitwell TN
Tom wrote:
>However, they may just want to stop supporting the older 503's and are
doing this to be nice prior to discontinuing >support like they did with the
older 447's and all the 377's.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Mark 912 testing |
Hello Kolbers,
As part of my flight test preps I have been going over the archives and found some
interesting stuff.
In '02 Erich Weaver wrote that his 912 oil tank mounting frame had cracked from
vibration. Mine hasn't cracked but I had serious vibration just after lift-off
that could lead to this kind of failure. I was pretty sure that my vibration
was caused by wheels being out of balance or out of round. When I checked them
it took 3.5 Oz of stick-on weights to bring one of them into balance. They were
both reasonably O.K. for roundness. I have had this problem on other planes
and recommend that new wheels be checked before the start of flight testing.
I also saw a post from John H. where he referred to 50 or 60 MPH as slow flight
that makes Ms P'fer "squat" and fly with her nose high. My test runs so far
have been at 40-45 mph (ind.). It's no wonder that she seems to be tail heavy
! Since I have no way to verify my indicated airspeed I will have to rely on ground
observers estimates and try it at higher speeds.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Quick weight and balance |
I have been shopping for scales to use in light plane weight and balance. Using
the tail stand, plumb line, steel tape and doubled up bathroom scales to weigh
each wheel after placing the blocks the same height as the scale under the other
two wheels gets really cumbersome. If the object of this effort is to locate
the center of balance wouldn't it be easier to attach a come-along to one
of the overhead beams in my hanger and lift the plane at different points on the
root tube to determine the balance point? Side to side and wing attitude would
have to be resolved but it sounds easier than scrambling around with the scales/blocks/calculator/plumb
etc.? Of course you would not get the aircraft total
weight but that could be done on a truck scale with real accuracy if needed.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
________________________________________________________________________________
| Subject: | [ Erich Weaver ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Erich Weaver
Subject: Monument Valley Photos
http://www.matronics.com/photoshare/erichweaver@cox.net.05.27.2004/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: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
| Subject: | Quick weight and balance |
Duane,
That's exactly what I did for my cg test on my UltraStar, I hung her
from a tree! It was easier & quite straight forward.
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of H MITCHELL
Subject: Kolb-List: Quick weight and balance
I have been shopping for scales to use in light plane weight and balance.
Using the tail stand, plumb line, steel tape and doubled up bathroom scales
to weigh each wheel after placing the blocks the same height as the scale
under the other two wheels gets really cumbersome. If the object of this
effort is to locate the center of balance wouldn't it be easier to attach a
come-along to one of the overhead beams in my hanger and lift the plane at
different points on the root tube to determine the balance point? Side to
side and wing attitude would have to be resolved but it sounds easier than
scrambling around with the scales/blocks/calculator/plumb etc.? Of course
you would not get the aircraft total weight but that could be done on a
truck scale with real accuracy if needed.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
________________________________________________________________________________
| From: | "John Parker" <parker910(at)comcast.net> |
Hi Guys,
I live in Chattanooga, TN and ready to buy a Kolb Firefly to fly while and after
I get done restoring my Champ. Does any one know if there is a two seat Kolb
owner around these parts ( Nashville, Knoxville , Atlanta, Montgomery ) who
could haul me up for a 20 min, demo ride ? I weigh 230 and more than glad to pay
for it.. The Kolb plant in London KY suggested a gent up in Etowah TN however
I found his is out of service for a while. The wind was too hard for demos
last month at Sun n Fun so I missed that one.
Thank you,
John Parker 7EC
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: Quick weight and balance |
I'll bet you'll never get the designer of the plane to agree that that
is an acceptable method to cg test a kolb.
The root tube is not designed to support the total weight of plane and
pilot at the cg.
Richard Swiderski wrote:
>
> Duane,
> That's exactly what I did for my cg test on my UltraStar, I hung her
> from a tree! It was easier & quite straight forward.
>
> Richard Swiderski
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of H MITCHELL
> To: kolblist
> Subject: Kolb-List: Quick weight and balance
>
>
> I have been shopping for scales to use in light plane weight and balance.
> Using the tail stand, plumb line, steel tape and doubled up bathroom scales
> to weigh each wheel after placing the blocks the same height as the scale
> under the other two wheels gets really cumbersome. If the object of this
> effort is to locate the center of balance wouldn't it be easier to attach a
> come-along to one of the overhead beams in my hanger and lift the plane at
> different points on the root tube to determine the balance point? Side to
> side and wing attitude would have to be resolved but it sounds easier than
> scrambling around with the scales/blocks/calculator/plumb etc.? Of course
> you would not get the aircraft total weight but that could be done on a
> truck scale with real accuracy if needed.
>
> Duane the plane Mitchell, Tallahassee, FL, Mk3/912
>
>
>
>
>
>
>
April 30, 2004 - May 27, 2004
Kolb-Archive.digest.vol-ex