Kolb-Archive.digest.vol-ey
May 27, 2004 - June 28, 2004
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Mark II nearing a return to flight status |
With a HUGE amount of help from my friends here, we finished the boom tube replacement
last week, but I've been unable to get the plane home due to the horrible
weather (flooding) we've been having here in SE Michigan.
However, I'm happy to report that I got her home last night and put the wings back
on tonight as well as a host of other little chores, safety wiring this and
that, cleaning, and so forth. There's still a few things to do, and of course
a microscopic pre-flight inspection is needed, but I hope to be back in the
air this weekend.
THANK YOU, very much and very sincerely to all those who offered advice and encouragement
during this time. While I wouldn't want to do it again, I learned a
lot and that's a good thing. Now, if we can just get some decent flying weather!
;-)
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Subject: | Re: North East Gathering |
Denny Rowe wrote:
>
> 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
I'm looking forward to it!! ~ Earl Zimmerman, Lancaster, Pa.
________________________________________________________________________________
From: | <JJP45(at)comcast.net> |
Subject: | Re: Quick weight and balance |
That statement that you'll never get the designer to go along with
this method of weight and balance MAY BE TRUE , however , the CG is located
at the main spar connection ,
WHICH IS DESIGNED TO CARRY THE ENTIRE INFLIGHT WEIGHT , PLUS ALL
THE " G " FORCES , THAT I BELIEVE ARE CALCULATED AT " 6 G's " .
This method is the most accurate , provided attitude is maintained ,
i ; e ; 9 degrees .
JJP
FS II on Floats
( balanced by hanging )
503 DCDI
----- Original Message -----
From: "Eugene Zimmerman" <eugenezimmerman(at)dejazzd.com>
Subject: Re: Kolb-List: 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
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
Subject: | Fuel at North East Kolb gathering? |
For those of us Wellsville bound Fathers Day weekend. I see that there is
no fuel available at Shreeveport, Bermudian Valley, or Kampel.
Does anyone know if someone has fuel available on the field for the event?
If not, maybe we could enlist a member or two that plan on driving in to haul fuel
for those who will need it.
If not, what airports do you locals recommend for buying fuel?
Thanks,
Dennis Rowe, Mk-3, Western, PA
________________________________________________________________________________
From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Subject: | Re: Quick weight and balance |
Group,
The hang from the root tube method would work to determine the balance
point, as long as the airplane hung at the same attitude as described in
the instructions. If it were not at the right attitude it would give an
error.
To me, it doesn't seem easier than the conventual method. I bought four
bathroom scales from Walmart for $24, and used the digital scale from my
bathroom for the tail.
John Jung
Firestar II N6163J
________________________________________________________________________________
From: | "James, Ken" <KDJames(at)berkscareer.com> |
Subject: | Fuel at North East Kolb gathering? |
I'll be heading down by car so as long as I'm there I'll be glad to haul
fuel I'll bring a 5 Gal can with me.
Ken James
Parts of a Mk III in the garage :-)
-----Original Message-----
From: Denny Rowe [mailto:rowedl(at)highstream.net]
Subject: Kolb-List: Fuel at North East Kolb gathering?
For those of us Wellsville bound Fathers Day weekend. I see that there
is no fuel available at Shreeveport, Bermudian Valley, or Kampel.
Does anyone know if someone has fuel available on the field for the event?
If not, maybe we could enlist a member or two that plan on driving in to
haul fuel for those who will need it.
If not, what airports do you locals recommend for buying fuel?
Thanks,
Dennis Rowe, Mk-3, Western, PA
________________________________________________________________________________
From: | Terry <tkrolfe(at)usadatanet.net> |
Subject: | Re: Fuel at North East Kolb gathering? |
Denny Rowe wrote:
>
> For those of us Wellsville bound Fathers Day weekend. I see that there
is no fuel available at Shreeveport, Bermudian Valley, or Kampel.
> Does anyone know if someone has fuel available on the field for the event?
> If not, maybe we could enlist a member or two that plan on driving in to haul
fuel for those who will need it.
> If not, what airports do you locals recommend for buying fuel?
> Thanks,
> Dennis Rowe, Mk-3, Western, PA
>
>
Dennis,
Shreveport North has had a fuel wagon available in the past at the Fathers Day
fly-in. I would assume they will again. Also there is a gas
station right next to Smoketown Airport and folks there will help you out to get
auto gas on your flight to or from Homers.
Will be updating the list of Homer fly-in participants after the holidays. Also
will be checking with Homer about times and such.
Terry - FireFly #95
________________________________________________________________________________
Subject: | Re: Quick weight and balance |
In a message dated 05/27/2004 9:40:45 PM Eastern Daylight Time,
eugenezimmerman(at)dejazzd.com writes:
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
Whoa! it better be able to withstand that weight....that is where my
parachute is connected!~!!
George Randolph
firestrar driver fromn the Villages
________________________________________________________________________________
From: | "Chuck Davis - Comcast" <davis207(at)comcast.net> |
"Kolb-List Digest List"
Subject: | North East Gathering |
I plan on attending and have bunkhouse reservtions Friday and Saturday
night. Is anyone compiling a list of those expected? I know some folks
were planning on joining up for the last leg in Friday morning from
Smoketown.
Last Sunday I got back in the air for only the 3rd time this year. (Nasty
weather in the Northeast). Flew down an hour to Cross Keys NJ where Bill
Varnes EAA chapter put on a heck of a pancake breakfast. Bill does some
mean eggs! The airport looks to be doing OK and the skydiving school
accross the runway is doing very well. Since last summer, they've built new
outdoor decks, opened a skydiving equipment store and re-built and expanded
the "Cut-Away Cafe." With so many closing, it's nice to see a small airport
doing well.
Chuck Davis
> From: "Denny Rowe" <rowedl(at)highstream.net>
> Subject: Kolb-List: 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: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
Subject: | Quick weight and balance |
Eugene,
Actually, Homer discussed it with me & said he did it that way
himself (we were talking about an UltraStar which has no root tube.) The
laws of physics do not care if the plane is balancing from the top or the
bottom, its all the same. Regarding the root tube, I personally believe it
would have no trouble supporting twice the weight, they are very robust, but
there are always scales if one is in doubt. Bob, your mentioning the angle
of attack that the plane would be hanging at is indeed relative to the
process, if the tail is way low then more weight would need to be shifted
forward, if it were hanging from the rear of the cg range. ...Richard
Swiderski
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
>
>
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
Subject: | Quick weight and balance |
Eugene,
Actually, Homer discussed it with me & said he did it that way
himself (we were talking about an UltraStar which has no root tube.) The
laws of physics do not care if the plane is balancing from the top or the
bottom, its all the same. Regarding the root tube, I personally believe it
would have no trouble supporting twice the weight, they are very robust, but
there are always scales if one is in doubt. Bob, your mentioning the angle
of attack that the plane would be hanging at is indeed relative to the
process, if the tail is way low then more weight would need to be shifted
forward, if it were hanging from the rear of the cg range. ...Richard
Swiderski
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
>
>
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Back in the air! |
Well, gentlemen, after a final inspection and a lucky break in the weather,
I got the Mark II back in the air this evening. Nothing radical, just a
couple of circuits around the pattern. But nothing broke and nothing fell
off, so I guess the repairs are a-ok.
Again, thanks to all for the support and offers of assistance.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
My email is erratic in being posted, gets refused (undeliverable)at times &
sometimes works fine. I tried disabling Norton Antivirus & had no change.
Any ideas out there?
Richard Swiderski
________________________________________________________________________________
Subject: | Re: Email Problems |
In a message dated 05/28/2004 11:18:54 PM Eastern Daylight Time,
swiderski(at)rocketjet.net writes:
My email is erratic in being posted, gets refused (undeliverable)at times &
sometimes works fine. I tried disabling Norton Antivirus & had no change.
Any ideas out there?
Richard Swiderski
Richard, when I run up against a wall on the internet, I always call up Aol
Technical help and they ALWAYS can help to at least some extent....dunno if
they will take you being non aol, but they have fixed non aol problems for
me....just a thought....
yer bud
George Randolph
________________________________________________________________________________
From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
Subject: | Re: Quick weight and balance |
Ok, If Homer or Dennis approved that method then I am in error.
Shoot!,,,, Now that is my second mistake,,,,, the first was when I
thought I was wrong but I wasn't.
:
)
Does the faa also approve?
Richard Swiderski wrote:
>
>
> Eugene,
> Actually, Homer discussed it with me & said he did it that way
> himself (we were talking about an UltraStar which has no root tube.) The
> laws of physics do not care if the plane is balancing from the top or the
> bottom, its all the same. Regarding the root tube, I personally believe it
> would have no trouble supporting twice the weight, they are very robust, but
> there are always scales if one is in doubt. Bob, your mentioning the angle
> of attack that the plane would be hanging at is indeed relative to the
> process, if the tail is way low then more weight would need to be shifted
> forward, if it were hanging from the rear of the cg range. ...Richard
> Swiderski
>
>
>
>
> 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
>>
>>
>
>
>
>
>
>
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
A few pics slipped through the crack on me. I wanted to include them
also. I will finish up on the remainder of the flight ASAP.
Climbing up into the Rockies on the way to Leadville. I was recon'ing
fire roads and trails for possible visit later on with the 5th wheel
and Suzuki DRZ400E:
http://home.elmore.rr.com/jhauck/DSCF0200.jpg
South of Buena Vista, CO, flying north:
http://home.elmore.rr.com/jhauck/DSCF0202.jpg
Same:
http://home.elmore.rr.com/jhauck/DSCF0203.jpg
Same:
http://home.elmore.rr.com/jhauck/DSCF0204.jpg
John W and the two Kolbs after a cool down the night before at
Alamosa, CO. Aircraft were covered with a thick layer of frost in the
26F air. Think Alamosa Airport is over 8,400 feet ASL:
http://home.elmore.rr.com/jhauck/DSCF0220.jpg
Check the altimeter. It is coming down through 12,250 feet ASL. OAT
was 15F. CHT is on the bottom peg at 120F. Eng oil temp is about
150F. Normally, these temps are running 180F and 230F. This is the
first time the throttle came back off WOT since departure from
Alamosa, CO, well over an hour. Looking out over the mountains, one
can see the lower valleys that are still over 8,000 feet ASL:
http://home.elmore.rr.com/jhauck/DSCF0236.jpg
John W at Apache Airport, Dulce, NM, proudly standing next to his
steed, the Kolb Kolbra powered with a 912S Rotax:
http://home.elmore.rr.com/jhauck/DSCF0250.jpg
Miss P'Fer ("P" fer plane) waits patiently while her Daddy stands in
awe of the beautiful Rocky Mountain Ranges, Apache Airstrip, Dulce,
NM:
http://home.elmore.rr.com/jhauck/DSCF0253.jpg
A shot of the big mountains from Apache State Park Airport, NM,
looking north to the Rocky Mountains:
http://home.elmore.rr.com/jhauck/DSCF0254.jpg
It is hard to describe the feelings experienced flying in this part of
the country, high over the Rockies, in a little airplane built in ones
basement.
Take care,
john h
MKIII: 2,055.5 hours
Rotax 912ULS: 709.5 hours
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I particularly like this photo you took:
|
http://home.elmore.rr.com/jhauck/MV%202004%20Upload/DSCF0281_resize.JPG
|
| I had a great time and am already looking forward to next year.
|
|
| John Williamson
| Arlington, TX
|
| Kolb Kolbra, Rotax 912ULS, 597 hours
Hi John W/Gang:
Thanks, friend!!! One of the best cloud and blue sky pictures I have
ever taken. I plan on framing that one and hanging it on the outhouse
wall........... :-)
Well, you jumped the gun on me. I was going to explain the cloud pic
when I got to it. It was taken soon after we departed Bluff, Utah, on
our last leg into MV. We had been flying rough and extremely rough
air since leaving home. That day was no different. I was trying to
take some pics of MV as the monuments came into view for the first
time. Just as I pushed the shutter release, Miss P'fer got knocked up
by a big up draft. It was not easy taking pics and flying that day.
hehehe
Take care,
john h
MKIII: 2,055.5 hours
Rotax 912ULS: 709.5 hours
________________________________________________________________________________
From: | Ladyrat01(at)aol.com |
i do not want to be on this list get me off
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: 912 80 hp vs. 582 MKIII |
| Do the 912s use the same voltage regulator? Not sure what
prop
| to get.
I am not even sure of the GB ratio.
If the cost is not to bad, I
| would like to have the 912 checked over (teardown for new seals and
| such), just in case.
| Giovanni
Giovanni/All:
The 912 series engines uses a different regulator/rectifier. I tried
using a 582 reg/rec on my 912, but it did not produce power like the
specified 912 reg/rec did. Be sure you get it from the seller, or you
will have to purchase a new one. They are expensive.
912 normally uses a 2.273 to 1 ratio gear box, unless it has the
912ULS option of 2.243 to 1.
Unless there was a severe prop strike somewhere in the life of the
912, there should be no need to "tear down" the engine. The factory
recommended TBO of the 912 is now 1,500 hours. The dry sump
lubrication system of the 912 series engines demands that the engines
be sealed tight, except for the vent on the top of the remote oil
tank. Oil in the crankcase is returned to the oil tank by blow by
pressure of 3 to 5 lbs, or it may be 5 to 7 lbs. A leaking valve
cover gasket could reduce crankcase pressure and allow excess oil to
remain in the crankcase.
What was the reason for selling the 912?
Maintenance is simple on this engine:
1-Oil change at 100 hours.
2-Oil filter change at 100 hours.
3-Spark plug change at 200 hours.
4-Air filter clean and oil at 100 hours.
5-Coolant change at 2 year interval. Recommended to use long life, no
phosphate/no silicate antifreeze at 50/50 mix.
I have switched over to Valvoline Semi-Synthetic Durablend 20W50 Oil
for my 912ULS. Primary reason for switching from 100% Synthetic is
using 100LL fuel on cross country flights. Full synthetic oil will
not hold lead in suspension, allowing it to collect in the engine,
eventually blocking oil galleries and causing excess internal wear in
other areas. Semi-synthetic oil will suspend lead, as will organic
oil. However, organic oil does not have the high temp capabilities of
the sythetics.
Take care,
john h
________________________________________________________________________________
From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Does anybody use the "Fuel miZer"
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>
>
>Does anybody use the "Fuel miZer"
>
Mike,
I have been using one for several years on the FireFly. Primarily I use it
to judge relative fuel consumption at different throttle settings and I have
not worried much about accuracy. Some time I am going to take a flight,
read the actual fuel used and then calibrate the unit. Currently, it is
reading at about half the true fuel consumption. One reason I have not
performed the calibration, is that one has to hold buttons depressed as one
turns on the unit. And the way my electrical system is set up, power is
only available when the engine is running. To calibrate, I need to make an
auxiliary power pack for the gauge. Then I can reset the calibration, and
it should indicate much closer to (within 2%) the true gph. The Mizer will
not accurately measure below .5 gph.
There is another fuel flow meter (Elba) out there that you might want to
consider. It is offered by SkySports, Lockwood and probably others
too:
http://www.airstuff.com
http://www.lockwood-aviation.com/miscfuel.htm
The sensor unit has a window in it so one can see what is going on. Also, I
believe the sample time is a little longer that the Mizer so that one will
not see large fuel flow fluctuations. They claim to be able to read down to
.1 gph. Where the Mizer is said to use 70 ma maximum the Elba tops out at
120 ma. Both seem to have many of the same features. If I had it to do
over again, I believe I would purchase the Elba. I hope this has not been
too confusing.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Haven't used that particular item, but i do use the fuel flow option on the
EIS. Quite pleased with it.
jerb
>
>
>Does anybody use the "Fuel miZer"
>
>
________________________________________________________________________________
From: | DAquaNut(at)aol.com |
In a message dated 5/31/04 10:50:30 AM Central Standard Time,
biglar(at)gogittum.com writes:
<< salt, let me know. I'll be towing my 15' tin boat again, got a camper
full of tackle, and would love to try the local hot spots, especially for less
common or targeted species, (gar ?? alligator gar ?? turtles ??) and really
especially for large salt water fish. (Cobia ?? Redfish ?? Amberjack ?? Permit
??
Tarpon ??) Unless I have a request for dinner, all my fishing is catch and
release - for photography only. Thanks guys Long
Runnin' Lar.
>>
Lar,
You are welcome to hook up In front of my place. If the weather
cooperates we can take a trip offshore. If that doesnt work we can take a trip
to the jetties or the pass to try and get a red. Of course you will want to
see my Firefly so we can keep this Kolb related. We just got back from Fla. as
we go there each year. Got some fishing info. for you. Probably would be
best to reply off list.
Ed (in Houston)
________________________________________________________________________________
Subject: | [ Matt Dralle ] : New Email List Photo Share Available! |
From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Matt Dralle
Subject: WWII Bombers at Livermore California - May 31 2004
http://www.matronics.com/photoshare/dralle@matronics.com.05.31.2004/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:
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6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
From: | "Dave Carr" <dcarr(at)uniontel.net> |
"Email List Photo Shares"
Subject: | Re: [ Matt Dralle ] : New Email List Photo Share Available! |
Great pictures Matt. Thanks for sharing them with us.
DEC
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Subject: Kolb-List: [ Matt Dralle ] : New Email List Photo Share Available!
>
>
> A new Email List Photo Share is available:
>
> Poster: Matt Dralle
>
RV-List,Zenith-List,Kitfox-List,Yak-List,Kolb-List,Warbird-List,Rocket-List,
Pietenpol-List,Europa-List,Tailwind-List,Commander-List,AeroElectric-List
>
> Subject: WWII Bombers at Livermore California - May 31 2004
>
>
http://www.matronics.com/photoshare/dralle@matronics.com.05.31.2004/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: | artdog1512 <nazz57(at)yahoo.com> |
Subject: | does anyone have...? |
does anyone have the phone number for Kolb?... or
does anyone have a pair of landing gear legs for a
FireFly that they want to get rid of? .... tim
__________________________________
http://messenger.yahoo.com/
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Subject: | Re: [ Matt Dralle ] : New Email List Photo Share Available! |
Matt, those are great. Thanks ! ! ! Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Subject: Kolb-List: [ Matt Dralle ] : New Email List Photo Share Available!
>
>
> A new Email List Photo Share is available:
>
> Poster: Matt Dralle
>
RV-List,Zenith-List,Kitfox-List,Yak-List,Kolb-List,Warbird-List,Rocket-List,
Pietenpol-List,Europa-List,Tailwind-List,Commander-List,AeroElectric-List
>
> Subject: WWII Bombers at Livermore California - May 31 2004
>
>
http://www.matronics.com/photoshare/dralle@matronics.com.05.31.2004/index.ht
ml
>
>
> 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: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: 912 80 hp vs. 582 MKIII |
| I got this engine for a very good price, however there are no logs.
I
| was told it has 190 hours on it, but you never know. As for a prop
| strike or what ever, you never know. I also know these GBs have a
system
| to reduce the possibility of damage due to a prop strike but who
knows
| if it helps. For the price I paid I figure $300 or so for an
inspection
| is money well spent. What instruments do you run? Quad egts, chts
| water/oil temp etc? What prop size mfg. are you running? Thanks for
the
| info as I am uneducated on these things.
|
| Giovanni
Giovanni/All:
Wonder how you keep time on an aircraft engine without keeping a log
book?
A 912 with 190 hours on it should show little wear on the brass tangs
on the carb floats.
The gearbox has a torsional vibration dampner. I don't know if it is
there to prevent engine damage in case of a prop strike.
I use oil press, oil temp, cyl head temp, tach, volt meter.
The CHT measures cyl head metal temp. There is no requirement to
monitor coolant temp.
I do not use an EGT, single or quad.
72" three blade, tapered, Warp Drive with nickle steel edges.
Good luck with your new engine.
john h
________________________________________________________________________________
Subject: | Re: does anyone have...? |
ADog...Kolbs phone number is:
606-862-9692
and,,they are there..just talked to Travis this morn.
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
From: | "Giovanni Day" <gde01(at)bellsouth.net> |
Subject: | 912 80 hp vs. 582 MKIII |
I had a powerfin prop on order for the 582 and they are to start
production on it tomorrow. They can easily switch to make a 70" f model
for the 912 if I want. Any one using a powerfin on this setup? Thanks
again to everyone for all the support. This is one reason I like the
Kolbs.
Giovanni
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Subject: Re: Kolb-List: 912 80 hp vs. 582 MKIII
Giovanni/All:
Wonder how you keep time on an aircraft engine without keeping a log
book?
A 912 with 190 hours on it should show little wear on the brass tangs on
the carb floats.
The gearbox has a torsional vibration dampner. I don't know if it is
there to prevent engine damage in case of a prop strike.
I use oil press, oil temp, cyl head temp, tach, volt meter.
The CHT measures cyl head metal temp. There is no requirement to
monitor coolant temp.
I do not use an EGT, single or quad.
72" three blade, tapered, Warp Drive with nickle steel edges.
Good luck with your new engine.
john h
________________________________________________________________________________
From: | Matt Dralle <dralle(at)matronics.com> |
Subject: | Hello? Is this thing on...? |
Hey Kolbers,
There was only one post today... Is everything okay or is everyone just
out building or flying??
Matt Dralle
List Admin.
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: Hello? Is this thing on...? |
Ok, here's a test to see whether kolb-list is alive.
At 500, 48mph, the Shenandoah Valley slowly unrolls beneath me. The
hard frost of some weeks ago did damage some of the opening peach
blossoms, but since the apple trees come out a bit later, our famous
apple blossoms are intact, and a good crop is forecast. Heading south
over I-81 and its constant stream of tractor trailers, I race a new,
white truck with a moon roof in the cab. He is going up a long grade,
and I can just keep up at about 5500 rpm. No trees, crossing wires, just
a long grade. Lowering a bit I get a closer look at the driver--hes a
she! Small, blond, pony tail--waves at me, reaches up and gives a long
pull on the air horn, which I cant hear over the whine of Herr Rotax.
Now shes topped the grade, and metals the pedal while I slowly fall
astern. Its cold up here, windchill-wise, and these chinos are piping
some not-too-ambient air way past my knee bones.
There is a green haze on the trees, set off by the many fields that have
both brown and green, depending upon what little rain weve had. Farmers
are all working their fields this fine day--odd thing, a good flying day
is also a good farming day. Glad Im not back on the farm; more glad Im
up here flying, free as the crows below, the chicken hawks above.
Back near home plate I wedge the little FireFly into the pattern,
keeping my altitude at 500 which allows the two C172s to look down on
me (both literally and figuratively) and for me to see whos where. They
announce Closed Circuit, which I take to be touch-and-go aka
Squat&Scat. Like any good Navy man, I make turns for 35 kts all the way
down.. Love those 7-8 psi tires. Taxi tail high to barn.
Bob N.
________________________________________________________________________________
From: | Ted Cowan <tcowan1917(at)direcway.com> |
Just wanted to remind everyone out there that I still have my Original
Firestar, circa 1986, for sale. Details can be had at
http://www.homestead.com/southernflyers . Go to 'for sale' and then link to
'intro'. She's a beautiful ship. Going to make some lucky person a great
flyer. Won a lot of trophies for bomb drops and spot landings and the like
with it. One of Kolbs best flyers out there. Drop me a line if you are
interested. Gotta sell to pay for my new red play pretty SlingShot.
Delivery is possible. Ted Cowan, Alabama. Make me an offer and you might
be the next happy owner.
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Hi Guys, Looks like 4 or 5 planes heading south to Wellsville, PA from the
Albany NY area on Fri morning , the 18th. for the fly-in. Our fuel stops
will be: Freehold, NY, Resnick, Stroudsburg, Slatington. Smoketown, and
Shrieveport North. Looks like around 220 miles, 4 hrs of air time, plus stops.
I guess we will see how these little 2 strokes tolerate drinking 100 LL ?
I think Terry has kind of put things together for us. Anymore word on weather
gas is availiable at the fly-in ? Do we need an updated list of how is
coming or we will just get together once there? Who ever is going, have a safe
trip to & from. I put an order in for sun and fair winds !!!
Fly Safe
Bob Griffin
________________________________________________________________________________
Kolbers,
I have to agree with John W. Kolb is going through some changes as all companies
do I guess, however the folks at TNK,Linda,Travis,Dennis and gang are still
great. I like the old website because the new one seams to be using pop up's to
view sections of the site. IMHO they need to hire a 16 year old computer wiz
to design the site and update it daily.And this person could man the online question
chat section that no one is manning.Heck they could probably get a guy
or gal for minimum wage to do it! Sure save us a bunch of long distance phone
calls.
Web sites are a pain in the bottom and require a lot of time, however it seams
that more and more these days we use this machine to get information and sources
to buy the things we want. I feel that everyone will agree that we love our
pick of aircraft and want to help TNK out as much as we can. Weather it be VIA
the WWW or telling friends about the good qualities of Kolb aircraft.
Heck, the new web site does not even have a link to this list that I have found,
and this list is what sold me on the airplane in the first place.
Another thing is TNK pricing they advertise. Ain't no way in hell a fella can build
a Kolbra with a 912UL for 24.5. The covering they say will set ya back $995.00.
I just bought my covering AND paint mind you and it was $1800.00 and some
change.
John is right we need to provide feed back to TNK. Travis.... I hope your taking
notes by the way.....and where the hell is the rest of my parts? I'm going to
need them soon ya know...
Ms Dixie is taking shape and I hope to be in the covering process soon. I'm still
a happy camper with the kit and look forward hooking up with you fellow Kolbers
soon.
Anyone know why Mark German did not make MV? He sounded so excited last time I
talked to him.
On another note and it is Kolb related, is there any one out there using a collision avoidance system? I found this site for one and may use it because we fly out of a strip that is located on a MTR. http://www.ipilot.com/shop/surecheck.aspx If any of you can look into this and tell me if this system will detect non transponder equipped aircraft or if it is frequency select only like the big birds on 1200 or so I will be interested.
Hopes this post up's your traffic Matt! Keep up the good work.
Headed to the hanger to burn some metal!!!
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: website aka collision avoidance box |
Somehow this box seems to say it will do too much, especially for the
price. Although I have a smattering of smartz on IFF and the civil
beacon system, it looks as though this box needs to listen to another
plane's tpdr--and then to get only a rough approx. of range. Of course
present day micro electronics is a far cry from my 1949-50 design
experience on beacons, this box is either truly marvelous, or not quite.
There is no indication that this box emits a signal in the ATC beacon
region, and therefor doesn't have any idea how far another
transponder-equipped plane is. Possibly it approximates range by a rough
estimate of received signal strength---which in turns depends upon
transmitted sig strength, relative positions of the two a/c and their
antennas, and whether the tpdr-equipped plane is actually replying to a
ground interrogation---and several other factors.
Caveat sucker
Bob N.
http://www.angelfire.rpg/ronoy
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Paul (
You asked about the "SureCheck" products, so, I thought I'd
send you my impression of the product that I have, & the
response of a fellow flyer that has an even newer one.
Mine is the older version, larger than the latest ones by about
3x. I really do like having it in the cockpit, but, I've never
used it when flying an open cockpit plane. I have used it in
a Rans S6, in a Cessna 150, a SkyRaider w/a Rotax 503 and
in a Cessna 172. It has always performed well, alerting me
of aircraft in within my vicinity. It does have a switch for
LOCAL (close proximity / pattern distances) & DISTANCE
(en route type).
The unit comes with all necessary wiring & adapter to add
it to your existing headset jack, without the need to be some
sort of electronic wiz. The audio is very understandable, &
the volume controls is very effective.
The newer unit that my friend has, as I mentioned above, is
VERY small comparatively. The actual size is about like a
pack of cigarettes, & it can be hard wired into a panel with
very little trouble, should you decide to do so. This unit is
also capable of showing you the altitude of the aircraft in
your proximity, too. (Very good information.)
My only problem with sending this information to you, is this,
these units only read the other aircrafts' transponder, so if you
are looking for something that acts more like RADAR, then it
is not going to satisfy your needs. These units read the same
information that the ATC reads, & it displays it for your info
& safety in a small, unobtrusive, 'box' that you don't ever have
to even look at (if wired into the system) UNLESS it tells you
that you may have TRAFFIC.
don't know if you can tell from my input, but, I like my unit, &
only wish I had been able to get the newer version instead. I
definitely would buy another, & I recommend them to all.
I really helps to have that extra pair or antenna in the plane,
to help watch for others. Hope this helps you decide.
George
---
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: Tank Pick-up |
Once at a steady velocity, the fuel level will stay level. Only
acceleration will cause either a backward/forward slosh.
Bob N.
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Also regarding the Traffic Proximity Warning System:
The unit DOES give an approximation of the distance to,
or from, an aircraft in your vicinity, & in the newer one,
it shows that plane's altitude & keeps you informed as
to the distance until it is out of the immediate threat
range selected by the operator.
George
---
________________________________________________________________________________
From: | FlyColt45(at)aol.com |
I spoke to Marcus a few days ago. Won't be any surprises
Jim
PA/FL
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: Kolb List Alive............ |
Thanks, friend Richard W.
Yep, have the monster 447 and the FlexiFlyer aka IVO prop.
And yes, with such a low wing loading every falconfart will bounce you
merrily about. Butt heck, the younguns' pay big bucks to ride on
contraptions that are just as wild. Jerk an' joy, or is that enjoy and
njerk? It reminds me of those KalKids who take the shocks offen their
jerkloppies and flop around Ah-nulledville. FireFly is more fun than
should be morally acceptable.
Bob N.
http://www.angelfire.com/rpg/ronoy
________________________________________________________________________________
From: | DAquaNut(at)aol.com |
Subject: | Re: Tank Pick-up |
In a message dated 6/3/04 10:12:32 PM Central Standard Time, jbhart(at)ldd.net
writes:
<< might be better to leave the fuel pickup where it is and when one is
getting
low on fuel to slow up and maintain a higher angle of
attack.
Jack B. Hart FF004
Jackson, MO
>>
Bob N / Jack B Hart
Thanks for sharing. Looks like the New Kolb did there homework on
this one. It all makes sense what Jack said. I will leave it where Kolb
prints show it. In the back of the tank. Thanks again fellas.
Ed ( Hou)
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Erratic mag check |
I kinda stole the following from Fly-Ul and thought maybe it was useful
information. The original question is first, with a possible solution second:
--- In FLY-UL(at)yahoogroups.com, "Jeffrey Gacek" wrote:
> Having problems with my 582 Blue Head. Did mag check at 3200, both
> mags dropped about 150rpm. Flew for 30 minutes. Shut engine down
>for 15 minutes. Went to fly, checked mags... first mag dropped
1000-1500
> rpm, 2nd mag dropped 150rpm. I know the engine didn't really drop
> 1000-1500 rpm because the sound difference between mag 1 and mag 2
> was not noticable... the rpms definately didn't drop 1000+.
>
> I pulled the plugs and ohmed the caps, the coils and the trigger
> points and everything check out ok. The plugs were in great shape
> with a nice tannish brown look.
>
> After changing the plugs, I did another mag check. At 3500 or below,
> the first mag would still drop 1000rpm, the second mag 150rpm. At
> 4000rpm, both mags dropped 150rpm.
>
> I am running a Grand Rapids EIS into a Kuntzelman Hotbox to the
> engine.
>
> Does anybody have any ideas as to what could be causing this?
>
> Thanks in advance,
> Jeff
**********
From: "Jeffrey Gacek" <jag(at)dgi.net>
Subject: UL: Re: Bad Mag Check
I spoke with chip at sportpilotpitstop.com and he told me that the
gray rev counter wire is a weakness in the Rotax engine for reading
rpm's. Typically, once this problem starts to occur it continues to
give erratic or zero reading to the EIS. To correct this problem put
the rev counter wire from the EIS to the yellow or yellow/black wire
from the lighting circuit and disconect the gray wire. Grand Rapids
Technolgy tech agrees with Chips assessment.
Jeff
********
Bob N.
________________________________________________________________________________
From: | "Pat Lavigne" <pjl53(at)hotmail.com> |
Subject: | Bing 54 carb problem |
I have a Bing-54 carb on my 447 Rotax Firestar.
Ever since I bought the plane I've had high EGT problems. Leveling off
after take off the EGT"S would climb to 1200+ Looking in the CPS bible I
changed the needle jet from a 2.70 to a 2.72 .
The EGT's droped to permissible levels (1050-1160), but when I throttle
back on landing they climb to the moon.
Also when I land and give it throttle to turn around, nothing happens eg.
it remains at idle, or quits.
Any suggestions ?
Pat FS driver in Rochester, N.Y.
________________________________________________________________________________
From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
Subject: | John- I need some info |
Hi John,
What was the name of that fella that you got your warp drive from? I misplaced
the info for my spinner and need a contact number, email or website.
Sure fun to see MisP flyin around MV.
Take care,
Uncle Craig
________________________________________________________________________________
From: | Terry <tkrolfe(at)usadatanet.net> |
Talked to Homer today and he said they are still OK with a group of
Kolbers dropping in on the Saturday before Fathers Day. In fact he said
that he and Clara are a bit excited about it! They are planning on
having some hamburgers, hot dogs and drinks. I told him that was not
needed, but he insisted that they wanted to do it. He asked how many
would be coming and I told him I was not sure at this point, could be
anywhere from 15 to 25 depending. He said that would be great! I told
him I would get back to him about a number as we got closer to that day.
We set up Saturday as the day so that we could have a backup day on
Sunday. His only concern is that there is a church off of his western
end of the grass air strip and would want us to avoid flying over it on
Sunday morning. I told him that should not be a problem and that I would
pass it on to the group and I hope everyone respects that. Hopefully the
weather on Saturday will be good and we wont have to worry about the
church.
As I posted earlier, I will be leaving either from my own airstrip on
Saturday or from Smoketown if a group wants to get together there to make
the flight to Homer's. I told him we wouldn't arrive before 8:30 - 9:00
am. That means leaving about 7:45/8:00 am for us slowpoke 447's. Let me
know if you want to meet me at Smoketown Airport east of Lancaster that
morning.
The coordinates for Homer's farm and airstrip are:
N 40deg 09.582
W 075deg 32.499
He is just Southeast of the town of Spring City along the Schullkill
River Northwest of Phoenixville. You know your close when you get near
the towers to the Limerick Nuclear plant. He is Southeast of those.
Hope allot of you are planning to join us! I think it will be a super
time for both us and Homer and his wife.
The fly-in at Shreveport North at Wellsville starts on Friday the 18th.
and will be a good staging point for the flight to Homer's on Saturday.
Their also looking forward to a good group of us coming to their fly-in.
Remember to call ahead if you need lodging there, he has very limited
space. Your welcome to tent if you want to. Check his web page for
details and pattern protocol. "Footlightranch.com", click on the
Mason-Dixon Ultralight Fly-in.
If you haven't yet let me know if your going to Homer's. Hope this
helps,
Terry - FireFly #95
________________________________________________________________________________
Subject: | Re: Firestar II Landing gear leg socket broke |
About 1 1/2 - 2 years ago, I must have had one or two hard landings [didn't
notice any extra bouncing] because I noticed the left wing was a little low. I
figured the gear leg was a little bent & just flew it like that. A few days
ago, I tried straightening the gear leg with a press & saw that it was the
gear socket that was bent, not the leg.
I determined that I would have to fix that some day; maybe wait until winter.
Today, after my pre-flight I fired her up and started to taxi. Within 10
feet, I heard a little "pop" & then the left side of my plane went down.
Looks like my Firestar II has the "John Hauck Syndrome", ie. a broken gear
leg socket. I also have a bent rib [# 7].
The scary thing is that it doesn't look like the wing lift strut is now very
firmly attached. And why didn't it break on my last landing instead of after
taxiing only 10 feet? If this had happened at 50 mph, I probably wouldn't
have much left to repair.
As it is, tomorrow I will start to remove everything from the cage &
determine a course of action. A friend at the airfield has offered to rebuild
the
cage & will probably go that route. I'm thinking I will go with heavier wall
gear leg sockets, or maybe double wall. I will make longer gear legs so they
will go all the way into the socket; not halfway,like the originals. This will
give me a chance to re-wire all the electronics & pretty everything up.
Replace the wing rib. Re-cover. New paint job. Take pictures, make a builder's
log; now I'm a 51 percenter................
Or, I could buy a new cage....
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
Subject: | FSII Weight and Balance |
Listers,
I just got finished weighing on my FS. It's kind of heavy at 445 lbs but not near
as heavy as what John Wood said his weighed (562.5 lbs). I was somewhat surprised
about the weight as I was expecting it to be about 350 lbs. I guess the
fancy paint, electric start, BRS, battery, oil tank, strobe lights, and instrument
panel all add up. The balance figures are at the aft limit even though I
weigh 195. The archives mention the aft limit is really at 37% vs the published
35%. Is that correct? If that's the case, it make me feel a little better.
John Jung, can you send me a copy of your excel program ASAP? I would like to run
the numbers again to make sure I did things right. The DAR is coming to do
the airworthiness inspection this Thursday so I really need to have things in
order before then.
James Tripp, FSII almost done.
________________________________________________________________________________
From: | "Dan Charter" <lndc(at)fnbcnet.com> |
I haven't dug into my wiring yet but this is what happened with my original Firestar
yesterday. My radio was getting low on power so I decided to plug into the
power that was run up to the cockpit by a previous owner. The radio powered
up fine but when I would key the mic. the tach that always read 2000 rpm's no
matter what the throttle was set at started reading properly. There's a tiny
tach that came with the plane to verify it. When I let go of the PTT the Westach
goes back to reading 2000 rpm's. What do you people think the person that wired
it in did? It should be interesting once I get everything traced. Do not
archive
Dan Charter
original Firestar
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Breaking Tire Bead Loose From Small Plastic Wheel Rims |
FireFlyers and Kolbers,
Flat tires on the FireFly have been a source of frustration. But if one is
going to live within the AC 103-7 limits, it is something one has to put up
with. I believe this is my third flat tire, and I tried something
different. Its a fixture that made getting tire off the wheel very easy.
Since I will have more flat tires, this fixture is going to be one of my
favorite hangar tool possessions.
Fixture cost is minimal in time and money, and the pucker factor is greatly
reduced. It can be seen at:
http://www.thirdshift.com/jack/firefly/firefly107.html
Back in the air soon.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
Subject: | Re: Firestar II Landing gear leg socket broke |
In a message dated 6/6/2004 10:57:09 AM Eastern Standard Time,
lgreen1(at)sc.rr.com writes:
I am going to try and drive down for
Trenton fly-in. I'm still working on my plane.
We hope you can make it.
Shack
________________________________________________________________________________
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: Checker upholstery
http://www.matronics.com/photoshare/planecrazzzy@lycos.com.06.06.2004/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: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Hello? Is this thing on...? |
| Maybe we've exhausted all points of controversy?
| Here's a question for 4 stroke drivers, especially 912 and 912s.
| What is your ignition advance at or about cruise rpm? -Or
| static full throttle? I'm primarily interested in redrive setups
| that run over 4-5000 rpm. thanx, BB
Bob/Gang:
That info is in the Kodiak web site under 4 stroke, 912 maintenance or
operators manual. The 912/912S cranks at a retarded timing setting,
then advances to a high setting at a low rpm. I don't remember the
numbers off hand.
john h
________________________________________________________________________________
From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Subject: | Mk 3/912, Weight and Balance By Suspension |
I finally wrestled my shop hoist into the back of my truck and got it to the hangar
this AM. I attached the hook to a strap placed around the root tube just
short of the aft balance limit. An airport friend placed a stool and scale under
the tail wheel to set the wing angle at the prescribed 9 Deg. while I climbed
into the left seat. When the plane was lifted the main gear came up nicely
while the tail wheel stayed firmly on the stool/scale. Weight was added to the
front of the plane until the tail wheel weight went to zero. The left main tended
to stay on the floor but I could make it lift off by leaning over to the
right. Shot bags were added until she was perfectly balanced. Approximately 22
pounds were placed in the nose cone just ahead of the tube framework to achieve
balance.
The factory plans say that a tail-heavy condition is likely to occur with a light
pilot and full fuel tanks. My 150 Lb body weight definitely qualifies me as
a light pilot and the tanks are almost full. Based on today's testing and the
initial flights she was truly tail heavy.
The bad news is that I need extra weight to fly well while solo. The good news
is that when I take a passenger I can remove the lead and be in great shape with
minimum trim required. Now, I will get back to flight testing.
One valid test is worth more than a month of speculation.
Duane the plane Mitchell, Tallahassee, FL
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Mk 3/912, Weight and Balance By Suspension |
| The bad news is that I need extra weight to fly well while solo. The
good news is that when I take a passenger I can remove the lead and be
in great shape with minimum trim required. Now, I will get back to
flight testing.
|
| One valid test is worth more than a month of speculation.
|
| Duane the plane Mitchell, Tallahassee, FL
Hi Duane/Gang:
You may be surprised when you fly with the first passenger and
discover it still takes a lot of nose up trim to keep the MKIII happy
in pitch trim. It is the nature of the beast. A high thrust line
combined with power equals a nose that wants to drop.
Most MK III's fly almost perfectly trimmed in pitch, yaw, and roll,
when the engine is shut down. However, when powered up, the nose up
pitch trim also has to come up.
Take care,
john h
PS: I would have no qualms flying your MK III if I weighed in at 150
lbs. I haven't seen 150 since Jump School days in 1958.
________________________________________________________________________________
From: | Bob Bean <slyck(at)frontiernet.net> |
Subject: | Re: Mk 3/912, Weight and Balance By Suspension |
Time for you to head on down to that "all you can eat, American Buffet". :)
As I weigh 160 lbs no matter how much beer I drink, I stuck 30 lbs of lead
in the nose of my MkIII for last year's first flight. Seeing that it
behaved
fine in attitude I took 15 lbs back out and changed to a lighter prop.
Now I'll be doing another W&B to see if it still looks reasonable.
I was overly concerned because many years ago I lost a good sized
control line airplane on the first flight due to extreme aft cg. -Hard to
forget that image. -BB
H MITCHELL wrote:
>
>I finally wrestled my shop hoist into the back of my truck and got it to the hangar
this AM. I attached the hook to a strap placed around the root tube just
short of the aft balance limit. L
>
>
>
>
________________________________________________________________________________
From: | "Edward Chmielewski" <edchmiel(at)mindspring.com> |
Subject: | Re: Mk 3/912, Weight and Balance By Suspension |
Reminds me of the old saw: "An airplane with a forward CG will fly poorly, whereas
one with an aft CG will fly but
once." Been there too with RC stuff, esp. flying wings.
Ed in JXN
MkII/503
----- Original Message -----
From: "Bob Bean" <slyck(at)frontiernet.net>
Subject: Re: Kolb-List: Mk 3/912, Weight and Balance By Suspension
>
(Snip)
> I was overly concerned because many years ago I lost a good sized
> control line airplane on the first flight due to extreme aft cg. -Hard to
> forget that image. -BB
________________________________________________________________________________
From: | "Jim Baker" <jlbaker(at)telepath.com> |
Subject: | Re: Mk 3/912, Weight and Balance By Suspension |
> Reminds me of the old saw: "An airplane with a forward CG will
fly
> poorly, whereas one with an aft CG will fly but once." Been there
> too with RC stuff, esp. flying wings.
Not true unless the CG is out of limits. Within the CG envelope, an
aft CG is preferable to forward since the flying efficiency is related to
downwash required on the tail surfaces which is less when aft than
forward. CG, center of pressure, and tail downwash are all players
and each design is different (duh!).
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
Subject: | Breaking Tire Bead Loose From Small Plastic Wheel Rims |
Two sources of flat tires that I have seen with the plastic wheels. One is
that the company supplying them has a typo in thier inner tube
recommendations charts that recommends a tube that is too small for the
tires used on those wheels commonly. The other is over-inflation. The
maximum inflation should be 20 PSI. Any more than that and the wheel will
deform and sometimes pinch the tube in the center.
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 Jack & Louise
Hart
Subject: Kolb-List: Breaking Tire Bead Loose From Small Plastic Wheel
Rims
FireFlyers and Kolbers,
Flat tires on the FireFly have been a source of frustration. But if one is
going to live within the AC 103-7 limits, it is something one has to put up
with. I believe this is my third flat tire, and I tried something
different. Its a fixture that made getting tire off the wheel very easy.
Since I will have more flat tires, this fixture is going to be one of my
favorite hangar tool possessions.
Fixture cost is minimal in time and money, and the pucker factor is greatly
reduced. It can be seen at:
http://www.thirdshift.com/jack/firefly/firefly107.html
Back in the air soon.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Subject: | Re: tach and radio |
Dan writes
>
> >> The radio powered
>> up fine but when I would key the mic. the tach that always read 2000
>> rpm's no
>> matter what the throttle was set at started reading properly.
>
I don't have an answer for you but I have ignored the tack connected to the
gray wire on my 618 and use a "tini tach". Regular tach reads way high for some
reason? Electrical interference is common. I have a red light on my panel for
"low fuel" and starting aroung 1/4 tank or less, the light comes on when I
use the PTT button. When I asked Sky Sports about it they kind of chuckeled and
said (jokingly) just think of it as an added feature of the fuel monitoring
system to let you know you are transmitting OK.
Fly Safe
Bob Griffin
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> Wheel Rims |
Subject: | Breaking Tire Bead Loose From Small Plastic |
Wheel Rims
>
>Two sources of flat tires that I have seen with the plastic wheels. One is
>that the company supplying them has a typo in thier inner tube
>recommendations charts that recommends a tube that is too small for the
>tires used on those wheels commonly. The other is over-inflation. The
>maximum inflation should be 20 PSI. Any more than that and the wheel will
>deform and sometimes pinch the tube in the center.
>
>Tom Olenik
>Olenik Aviation - Supplying the lighter side of sport aviation.
Tom,
You are dead on about the over inflation. When I got the tire off and
inflated the tube to find the leak, I found the leak was on the inside of
the tube in the bottom of a crack that extended around the inner
circumference of the tube right were the crack between the wheel halves
would be. About a month ago, I noticed the tires seemed to be getting a
little low. I had no tire gauge so using a bicycle pump I pumped them up
until they were firm. I believe I over did it.
I am on the way to buy a new tube. May be I should buy two. I may lay a
boot over the crack like that used to cover bicycle wheel spoke nuts.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
Subject: | Re: Firestar II Landing gear leg socket broke |
Get back to me off list if you need a recommendation on an excellent welder
who has done work for me on Kolb cages. You can come see some of his
handiwork if you want to.
Glad the failure happened on the ground.
>From: HShack(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Firestar II Landing gear leg socket broke
>Date: Sat, 5 Jun 2004 23:56:52 EDT
>
>
>About 1 1/2 - 2 years ago, I must have had one or two hard landings [didn't
>notice any extra bouncing] because I noticed the left wing was a little
>low. I
>figured the gear leg was a little bent & just flew it like that. A few
>days
>ago, I tried straightening the gear leg with a press & saw that it was the
>gear socket that was bent, not the leg.
>
>I determined that I would have to fix that some day; maybe wait until
>winter.
>
>Today, after my pre-flight I fired her up and started to taxi. Within 10
>feet, I heard a little "pop" & then the left side of my plane went down.
>
>Looks like my Firestar II has the "John Hauck Syndrome", ie. a broken gear
>leg socket. I also have a bent rib [# 7].
>
>The scary thing is that it doesn't look like the wing lift strut is now
>very
>firmly attached. And why didn't it break on my last landing instead of
>after
>taxiing only 10 feet? If this had happened at 50 mph, I probably wouldn't
>have much left to repair.
>
>As it is, tomorrow I will start to remove everything from the cage &
>determine a course of action. A friend at the airfield has offered to
>rebuild the
>cage & will probably go that route. I'm thinking I will go with heavier
>wall
>gear leg sockets, or maybe double wall. I will make longer gear legs so
>they
>will go all the way into the socket; not halfway,like the originals. This
>will
>give me a chance to re-wire all the electronics & pretty everything up.
>Replace the wing rib. Re-cover. New paint job. Take pictures, make a
>builder's
>log; now I'm a 51 percenter................
>
>Or, I could buy a new cage....
>
>Howard Shackleford
>FS II
>SC
>
>
________________________________________________________________________________
Subject: | Re: Firestar II Landing gear leg socket broke |
In a message dated 6/7/2004 10:20:49 AM Eastern Standard Time,
firestarii(at)hotmail.com writes:
Get back to me off list if you need a recommendation on an excellent welder
who has done work for me on Kolb cages.
I have a great welder, equipped with magnaflux , etc.; what worries me is
that both gear leg sockets are bent [with one broken], so getting the geometry
back to original is my main concern.
When I get the cage stripped of wings, etc., I may get you to come look at it.
By the way, we hope you will come to our Trenton Flyers fly-in on 6-19.
Check out our website at www.trentonflyers.com.
Howard Shackleford
FS II
SC
________________________________________________________________________________
Subject: | Re: Breaking Tire Bead Loose From Small Plastic Wheel Rims |
Subj: Flat tires on the FireFly have been a source of frustration.
Is it possible that you may be pinching the tube with the wheel halfs? I
flew a Long-ez for ten years and touching down at 90kts on the little Lamb tires
meant 3-4 tire changes a year. We found that tube pinch at installation was
common. Just the right amount of tube inflation and Talc during installation
solved the problem.
Steve B
Building MKIII Classic on amphib Floats
Longwood, FL
________________________________________________________________________________
Subject: | Re: Breaking Tire Bead Loose From Small Plastic Wheel Rims |
I did not read all the tire responses, but if no one said this yet, when I
had this problem I used duct tape on the inside of the tube (middle where the
donut
hole is) I put the tape right on the tube and that stopped my tube from being
pinched by the split rim.
mark
twinstar
s.e. mn.
________________________________________________________________________________
From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
Subject: | Re: Firestar II Landing gear leg socket broke |
Sounds good. I'll probably be coming by land rather than by air since my
FSII is about 90% finished. I am currently finishing the paint job, then
have to assemble everything.
Sounds like you may need to replace the gear sockets to regain full
strength. That is a highly-stressed area.
>From: HShack(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Firestar II Landing gear leg socket broke
>Date: Mon, 7 Jun 2004 11:06:08 EDT
>
>
>In a message dated 6/7/2004 10:20:49 AM Eastern Standard Time,
>firestarii(at)hotmail.com writes:
>Get back to me off list if you need a recommendation on an excellent welder
>who has done work for me on Kolb cages.
>I have a great welder, equipped with magnaflux , etc.; what worries me is
>that both gear leg sockets are bent [with one broken], so getting the
>geometry
>back to original is my main concern.
>
>When I get the cage stripped of wings, etc., I may get you to come look at
>it.
>
>By the way, we hope you will come to our Trenton Flyers fly-in on 6-19.
>Check out our website at www.trentonflyers.com.
>
>Howard Shackleford
>FS II
>SC
>
>
Watch the online reality show Mixed Messages with a friend and enter to win
a trip to NY
http://www.msnmessenger-download.click-url.com/go/onm00200497ave/direct/01/
________________________________________________________________________________
From: | "Clive Hatcher" <clive_hatcher(at)connectfree.co.uk> |
Subject: | Radio and Voltage Regulator Problem |
Hi Kolbers,
I am still here lurking and enjoying the information you guys post on the
list. Perhaps someone can help me with a couple of problems I have just
come up against.
I have a STS AV7600 VOR radio and I believe STS have gone out of business.
Can anyone tell me the type of plug is used to plug in the remote headset
and PTT switch and if possible where I can get one?
Second problem: I am using the Rotax 264 870 - 12 volt regulator on a 582
engine this normally controls well to 13.8 V but will sometimes (maybe once
on a 1.5 hour trip) go up to 16 volts for about 3 minutes then returns to a
stable 13.8 again. Has anyone else had this problem or can anyone suggest a
possible cause?
Clive Hatcher, Mk III / 582 - UK
________________________________________________________________________________
From: | Skywaylodge(at)aol.com |
Subject: | Re: Kolb-List Digest: 10 Msgs - 06/05/04 |
Hey Guys (and a few gals),
I'm try'in this again. Thought I had my Kolb Mark III Classic sold on
Barnstormers. But no -- he bought another one. (For more than my asking price.)
Here's what I have: A Kolb Mark III completed in '03 in Gainesville Fl. Now
hangared at Hidden Lake A/P in Pasco Co. Fl. --- 43 hrs. Rotax 912 engine, W/
adjustable IVO 3 blade prop. BRS 1050 Chute, Kuntzleman Hotbox, Landing light,
Aux.
fuel pump, Grand Rapids EIS W/ VSI, ICOM 4A Radio, Pro Comm Helmet, Avecom
headset, AC 200 PNR, ELT, Ameri - King AK 450, Lang L - 693, Full swivel @
steerable tailwheel, Hundreds of dollars in extras. Green @ White Polytone. One
beautiful aircraft. $29,500.00 but we can talk.
I've talked to Kolb and they said if I can get the plane to them in London
Ky. they would have no trouble selling it for me. Do you agree??????
Herb Lodge --- Cell 1-727-580-0692 - Hm - 1-727-866-1991 (Call anytime)
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Kolb near Fairview Michigan |
A co-worker reported seeing a Kolb tied down at an airport near Fairview MI this
last weekend. Is this person on our list here? Anyone know who it is?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Subject: | Shop Hoist for Wt/Bal |
Thanks for the response on Wt/Bal Bob and John. It helps to know that someone else
is reading the list.
I try to limit my E-mails to a single topic so I left some of the details about
the advantages of determining the CG by suspending the plane from an overhead
support. The toughest part of the balance job was locating and marking the aft
balance limit. After installing the lift strap on the root tube at this point
it was no problem to hook up the crane and started lifting. When the plane was
about 2" off of the hangar floor, determining the amount of forward ballast
and its location was easy. The whole procedure was pure elegance compared to
scrambling around with un-calibrated WalMart scales, wood blocks etc. My hangar
helpers claim I was salivating as I recorded the results
I have seen the two ton shop cranes like mine in all my import tool catalogs but
no other outlet came close my local Pep Boy's $119.00 price. It also picked
up and moved my 700 Lb. lathe like it was a toy.
Duane the plane Mitchell, Tallahassee, FL, Mk3/912
________________________________________________________________________________
Subject: | Aircraft, Hobby magazines, and books,as well as model airplanes |
A good buddy of mine died and left oooodles of magazines, (at least 25
different titles), Good aviation books including Time Warner, (you know the type),
Lindburgh, many 3rd Reich, and famous titles, including Janes, etc...as well
as 3 ultralights, 1 good condition N3 pup, 1 destroyed n3 pup (good Global VW/2
engine and other parts) and one in progress Skypup..(wood and foam
composition) with a 277 still in the box.
Can anyone help me with advice on how to sell such items...and there are
MANY! I know about Ebay, and have looked up the outdated magazines and they don't
seem to get any bids...should I just tell her to burn them? There are antique
model airplanes of Playboy, Playboy Sr type, done, in partial construction,
wankel engine, and other esoteric engines of multi cylinder etc.
Any advice to me personally at GeoR38(at)aol.com would be appreciated
George Randolph
firestar driver from The Villages in Fl
ps All the items are located near Warren, Ohio
________________________________________________________________________________
Subject: | Re: Firestar II Landing gear leg socket broke |
In a message dated 6/7/2004 2:20:31 PM Eastern Standard Time,
firestarii(at)hotmail.com writes:
Sounds like you may need to replace the gear sockets to regain full
strength. That is a highly-stressed area.
Today we went to Chuck's house & looked at the sockets on his wrecked plane &
it looks like we can chop them out & re-use them. We have already stripped
my fuse.
Howard Shackleford
FS II
SC
________________________________________________________________________________
Subject: | Firestar II Fuselage Cage |
Does anyone know the approx. price for a new one [just in case repairing the
old one doesn't pan out]?
Howard Shackleford
FS II
SC
________________________________________________________________________________
Subject: | Re: Firestar II Fuselage Cage |
Howard.....
dont know about a Firestar....but I priced a new cage for a firefly 2 weeks
ago from TNK for 2500 bucks.
Good luck!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
Subject: | Broken Gear leg sockets on Firestar II |
Today, we stripped everything from the cage to get a good look at the damage.
Both sockets were broken where the top of the gear leg ends - left side
completely broken & the right side almost as bad.
It appears to me that if the gear leg went maybe 5" further up into the
socket, my plane would still be in one piece. Why did they design the legs to
go
only maybe 6" into the socket [other than to save maybe 2 lbs.]?
Howard Shackleford
FS II
SC
________________________________________________________________________________
Subject: | Re: Aircraft, Hobby magazines, and books,as well as model |
airplanes
George...
lets talk about those N-3's.....both of em..the good one and the
wreck.....minus the engines woud be just what I am looking for a test bed.
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Broken Gear leg sockets on Firestar II |
| It appears to me that if the gear leg went maybe 5" further up into
the
| socket, my plane would still be in one piece. Why did they design
the legs to go
| only maybe 6" into the socket [other than to save maybe 2 lbs.]?
|
| Howard Shackleford
Howard/Gang:
I discovered this same problem at Grand Island, NY, when I sheared a
gear leg socket on the Firestar by landing "a little" too high and
slow.
During rebuild of fuselage, and redesign of the 4130 gear legs, it was
decided to shove the legs all the way to the intersection of the gear
leg sockets. Never sheared another gear leg socket once the update
was complete. Sometimes it is inevitable that increased strength will
probably also increase weight. I'll take the weight penalty if my
airplane will bring me home.
Take care,
john h (Still doing it that way.)
________________________________________________________________________________
From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Subject: | Re: Firestar II Fuselage Cage |
Howard and All;
Repairing the gear leg sockets isn't that big of a job. You don't have to
replace the entire socket.
Cut out the damaged area and leave enough of the original socket in place on
each end to allow for sliding a replacement tube on.
Use .058 tubing that will slip over the original stubs. Cut the replacement
tubing at 30 degree angles on both ends long enough to overlap the original
sockets stubs. Slide the tubing over one end of the stubs and then slide it
back over the other stub and weld it in.
I have done several this way.
Jim Hauck
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Kolb-List: Firestar II Fuselage Cage
>
> Does anyone know the approx. price for a new one [just in case repairing
the
> old one doesn't pan out]?
>
> Howard Shackleford
> FS II
> SC
>
>
________________________________________________________________________________
Subject: | Re: Firestar II Fuselage Cage |
In a message dated 6/8/2004 7:37:49 AM Eastern Standard Time,
jimh474(at)earthlink.net writes:
Howard and All;
Repairing the gear leg sockets isn't that big of a job. You don't have to
replace the entire socket.
Cut out the damaged area and leave enough of the original socket in place on
each end to allow for sliding a replacement tube on.
Use .058 tubing that will slip over the original stubs. Cut the replacement
tubing at 30 degree angles on both ends long enough to overlap the original
sockets stubs. Slide the tubing over one end of the stubs and then slide it
back over the other stub and weld it in.
I have done several this way.
Jim Hauck
When my left side collapsed, the gear leg was up at about a 90 degree angle;
many of the tubes going to the sockets are bent. Even the bracket that holds
the bottom of the lift strut is bent. Still, it looks doable.
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | Re:Weigth and Balance by Suspension |
Downwash refers to the downward component of the relative wind velocity
vector as it leaves the wing. Due to lift causing a change in momentum of
the relative wind, the wind is angled slightly down aft of the wing.
There's upwash outboard of the wingtips, which you're familiar with due to
the wingtip vortices. Not as commonly known is that the vortex (called
"circulation") extends spanwise the length of the wing, too. Looking at the
airplane form the top, the centerlines of the entire circulation system make
a huge "U" shape, with the two legs going aft until they dissipate and the
bottom of the "U" located right down the middle (more commonly taken as the
quarter-chord point, but I'm trying to paint with a broad brush here) of
the wing, from one wing-tip to the other. Within the "U", you've got
downwash. Outside the "U" there's upwash.
And yes, that means that there's upwash in front of the wing, too.
As you might expect, all this upwash and downwash varies greatly with
position and airplane lift, weight, altitude, etc. Also, this is for
subsonic flight. If you wish to take your Kolb supersonic, you'll need to
apply different rules.
These concepts are not generally taught to pilots. Look for something ever
so slightly more engineering-oriented.
Regards to all,
Dave Paule, FSII
Boulder, CO
> On the 'tail downwash' term, I haven't run across that in
> over 3K hrs. of dual given. Downforce
> produced by the tail may be more accurate? ;)
> Ed in JXN
> MkII/503
________________________________________________________________________________
From: | Mark Anliker <manliker(at)uiuc.edu> |
Subject: | Bing 54 Carb...on a 447 |
Pat,
I have a 447 on my Firefly, and I've been having similarly high EGT's when
I come off of full throttle. I have experimented with main jets 165-180
and needle jets 2.70-2.74. EGT's still climbed out of range (above 1200)
with the richer jets, although maybe a little slower. I've enrichened the
mixture to the point of fouling plugs and still haven't found an acceptable
solution.
Here's some other symptoms I've been having. The front plug is showing a
lean burn (white color), and the rear is showing about right (brown
color). Also the engine seems to be lacking horsepower. Two days ago I
took a 2-blade Powerfin off my friends 447 and put it on my 447. He gets
about 6400 rpm. I only got about 5700 rpm with my engine. My engine is
about 4 yrs old with only about 30 hrs on it. I bought it about 3 months
ago with about 20 hrs on it.
Last night I checked head bolt torques and put on 4 new intake manifold
gaskets. I didn't find anything suspect during this process. I haven't
run the engine yet after this. I'll let you know if anything "magic" comes
from the torque checking and new gaskets.
Puzzled in Illinois,
Mark Anliker
________________________________________________________________________________
Hello all,
I am Wayne McCullough and I have purchased a Kolbra serial number 4. I am
posting to see if any of your problems will effect me as I am wanting all
information available to me while I finish this aircraft.
I would like to know how to pull pictures of Kolbs (any) up on the e-mail
list if I can.
Thanks,
Wayne McCullough
President EAA chapter 330
Springfield, GA
________________________________________________________________________________
From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
Subject: | Firestar II Fuselage Cage |
$3500 plus shipping approx.
>From: HShack(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Firestar II Fuselage Cage
>Date: Mon, 7 Jun 2004 23:41:36 EDT
>
>
>Does anyone know the approx. price for a new one [just in case repairing
>the
>old one doesn't pan out]?
>
>Howard Shackleford
>FS II
>SC
>
>
http://join.msn.click-url.com/go/onm00200362ave/direct/01/
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Wayne
Welcome! I looked for photos of Kolbras in the photo share and didn't see
anything but there are many great ideas shown. The link to the photo share
is on the bottom of every Kolb message. John Williamson has a Kolbra and his
web site is http://home.comcast.net/~kolbrapilot/ You will want to check
out his fine well traveled bird. There are also photos at the NEW New Kolb
web site and hopefully they will get their web site sorted out shortly it is
at http://207.234.166.41/
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <Wm2335(at)aol.com>
Subject: Re: Kolb-List: New Guy
>
> Hello all,
>
>
> I am Wayne McCullough and I have purchased a Kolbra serial number 4. I am
> posting to see if any of your problems will effect me as I am wanting all
> information available to me while I finish this aircraft.
>
> I would like to know how to pull pictures of Kolbs (any) up on the e-mail
> list if I can.
>
>
> Thanks,
> Wayne McCullough
> President EAA chapter 330
> Springfield, GA
>
>
________________________________________________________________________________
From: | "Jim Baker" <jlbaker(at)telepath.com> |
Subject: | Re:Weigth and Balance by Suspension |
> As you might expect, all this upwash and downwash varies greatly
with
> position and airplane lift, weight, altitude, etc. Also, this is for
> subsonic flight. If you wish to take your Kolb supersonic, you'll
need
> to apply different rules.
>
> These concepts are not generally taught to pilots. Look for
something
> ever so slightly more engineering-oriented.
Such as, say, Kutta-Jukowski and Prandtl's irrotational flow theory?
Free vortex sheet theory......
You know how long I've been waiting to use that one?
; )
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
Subject: | Icom A21 in a FSII |
Not sure what an A-21 is, but here's the manual for the A-22:
http://www.icomamerica.com/support/manuals/ic-a22.pdf Battery subject
starts on page 7.
If you need the battery pack charged, leave it on. But, you risk setting
a
Memory Effect if it isn't discharged all the way, and you're not running the
plane for the 15 hours it takes to fully charge. :>)
Best to charge the battery pack from a wall socket, and then stow it away
for emergency use. Run the radio directly off the plane's power. That's
what I do with my A-3 and A-22. Takes up less room that way, too.
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/
>
> Trying to figure out the best way to install an Icom A21 handheld into a
> FSII and maybe somebody on the list can answer a question for me:
> It has a power input socket in it so it can be run off the
> airplane's power
> supply. But when it is used in this mode, do you leave the
> battery pack on
> it or take it off? Or does it matter?
>
> Thanks
> Richard Pike
> MKIII N420P (420ldPoops)
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Icom A21 in a FSII |
| But when it is used in this mode, do you leave the battery pack on
| it or take it off? Or does it matter?
|
| Thanks
| Richard Pike
Richard/Gang:
I fly with an ICOM A3 mounted in the MKIII. I have flown with it with
and without the battery. It is cute when it its sitting there without
the battery because it is so tiny. However, I think it works better,
and gives one the choice of operating mobile should the aircraft go
down. It may also help filter out a little more RF noise associated
with little airplane flying.
I now fly with the battery attached. It gets recharged every time I
fly.
Take care,
john h
________________________________________________________________________________
From: | Jimmy <jhankin(at)planters.net> |
Wayne I am a member of this list, call me off line if I can help you.
Jimmy Hankinson
912-863-7384
Rocky Ford, Ga. 30455
jhankin(at)planters.net
Kolb Firefly/447/240hrs
Local field, Pegasus/2000/Grass
Airport JYL/Sylvania, Ga.
________________________________________________________________________________
Subject: | Re: Firestar II Fuselage Cage |
In a message dated 6/8/2004 1:00:08 PM Eastern Standard Time,
firestarii(at)hotmail.com writes:
$3500 plus shipping approx.
>From: HShack(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Firestar II Fuselage Cage
>Date: Mon, 7 Jun 2004 23:41:36 EDT
>
>
>Does anyone know the approx. price for a new one [just in case repairing
>the
>old one doesn't pan out]?
>
>Howard Shackleford
>FS II
>SC
After careful consideration, I ordered a new cage [$2500 plus freight] &
some other goodies from TNK today. Also will have the damaged cage fixed if the
welder thinks it's a go.
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Subject: | Re:Weigth and Balance by Suspension |
Yah............I'll bet I need different rules to take my Kolb
supersonic...........! ! ! :-) Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Jim Baker" <jlbaker(at)telepath.com>
Subject: Re: Kolb-List: Re:Weigth and Balance by Suspension
>
> > As you might expect, all this upwash and downwash varies greatly
> with
> > position and airplane lift, weight, altitude, etc. Also, this is for
> > subsonic flight. If you wish to take your Kolb supersonic, you'll
> need
> > to apply different rules.
> >
> > These concepts are not generally taught to pilots. Look for
> something
> > ever so slightly more engineering-oriented.
>
> Such as, say, Kutta-Jukowski and Prandtl's irrotational flow theory?
> Free vortex sheet theory......
>
> You know how long I've been waiting to use that one?
>
> ; )
>
> Jim Baker
> 580.788.2779
> '71 SV, 492TC
> Elmore City, OK
>
>
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)rocketjet.net> |
Kolbers,
I had to change ISP's & my new address is Swiderski(at)isp.com
Richard Swiderski
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
A while back there were comments on the List regarding nut-serts. Recently, I
was reminded of that conversation when I was called to work on a machine in one
of the hotel kitchens. A stainless steel panel was held on with 4 - 6 mm screws
driven into nutserts on the frame. 2 of them were tight, and despite trying
to ease them out, they spun, and then the fun started. Couldn't get at them
from behind, and the screws were a hard grade of stainless, so I had fits trying
to drill them out. Ruined several drill bits, but finally did get them,
of course, and now I'm more solidly convinced than ever that those things will
not ever find a place on anything I build or work on.
Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Monument Valley 2004 Flight (Continued) |
Good Morning All:
I'll try to finish up something I started a while back before I get
started working on my MKIII and other chores around hauck's holler.
I believe the last picture on the other email was of John Williamson
and his Kolbra getting ready for takeoff out of Bluff Airport, Utah.
This was our last leg into Gouldings and Monument Valley.
Once airborne out of Bluff, Utah, it was only a few minutes until we
saw Monument Valley out on the horizon:
http://home.elmore.rr.com/jhauck/MV%202004%20Upload/DSCF0278_resize.JPG
This is what it looked like from my position in the right seat of the
MK III:
http://home.elmore.rr.com/jhauck/MV%202004%20Upload/DSCF0280_resize.JPG
Most of the pictures do not share the turbulence we encountered on our
flight, but this one does. I was trying to shoot something on the
ground. When I pushed the shutter release we got his with a big gust
of wind. This is the result:
http://home.elmore.rr.com/jhauck/MV%202004%20Upload/DSCF0281_resize.JPG
We made it to MV after flying four days. Weather was beautiful, wind
was anything but cooperating:
http://home.elmore.rr.com/jhauck/MV%202004%20Upload/DSCF0288_resize.JPG
Gouldings, MV, Utah:
http://home.elmore.rr.com/jhauck/MV%202004%20Upload/DSCF0285_resize.JPG
Erich Weaver and his 912ULS MKIII. The camp ground is in the canyon
up the road to the rear:
http://home.elmore.rr.com/jhauck/MV%202004%20Upload/DSCF0302_resize.JPG
________________________________________________________________________________
From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
Subject: | Michigan Thumb Tour |
You gonna be ready for us on Saturday, Kirk? We've got nearly 20 planes
lined up for the Thumb Tour to start at your place. Now if we can just get
the weather to cooperate!
-Ken
________________________________________________________________________________
From: | "Doug Lawton" <skyrider2(at)earthlink.net> |
John,
Thanks for posting those beautiful pictures of your flying adventure to and
from MV. That is truly some gorgeous scenery and reminds us of how lucky we
are to live in such a wonderful country in spite of it's faults.
It looks as though there is a lot of "rough" terrain between AL and MV. Do
you always leave yourself "an out" for an emergency landing in the case of
an engine failure when flying over all of that "tiger country"? Or do I
just need to replace my little 2 stroke 503 with a "real" engine and stop
worrying about it? ;
)
The photos around Sandia Peak were of particular interest to me. I flew
hang gliders off the peak many years ago so it brought back good memories of
that area.
Looking forward to your photos of the Big trip to Alaska.
Fly Safely,
Doug Lawton
NE Georgia & Whitwell TN
Matthews Field & Gliderport
________________________________________________________________________________
From: | "Bruce Harrison" <firestarii(at)hotmail.com> |
Subject: | Re: Firestar II Fuselage Cage |
I am amazed you got it for that price. We bought one a few years ago and I
still have the invoice for a lot more than that. Maybe it was because we got
the whole kit #2? Not sure.
>From: HShack(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Firestar II Fuselage Cage
>Date: Tue, 8 Jun 2004 19:25:00 EDT
>
>
>In a message dated 6/8/2004 1:00:08 PM Eastern Standard Time,
>firestarii(at)hotmail.com writes:
>$3500 plus shipping approx.
>
>
> >From: HShack(at)aol.com
> >Reply-To: kolb-list(at)matronics.com
> >To: kolb-list(at)matronics.com
> >Subject: Kolb-List: Firestar II Fuselage Cage
> >Date: Mon, 7 Jun 2004 23:41:36 EDT
> >
> >
> >Does anyone know the approx. price for a new one [just in case repairing
> >the
> >old one doesn't pan out]?
> >
> >Howard Shackleford
> >FS II
> >SC
>After careful consideration, I ordered a new cage [$2500 plus freight] &
>some other goodies from TNK today. Also will have the damaged cage fixed
>if the
>welder thinks it's a go.
>
>Howard Shackleford
>FS II
>SC
>
>
________________________________________________________________________________
Subject: | Re: Firestar II Fuselage Cage |
In a message dated 6/10/2004 9:10:10 AM Eastern Standard Time,
firestarii(at)hotmail.com writes:
I am amazed you got it for that price. We bought one a few years ago and I
still have the invoice for a lot more than that. Maybe it was because we got
the whole kit #2? Not sure.
I did have to also buy the stick & "U" joint, axle sockets, & I already had
new gear legs...
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | no 377 documentation |
It is time to change plugs on my 377 FS and I have no service documentation on
this engine. I have found the 447 engine manuals online and they indicate a spark
plug gap of .020". Do any of you running the 377 know if this is also correct
for the 377?
Thom in Buffalo
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: UL: Handheld Radio Batteries |
I think Costco will have a deal on NIMH batts & charger, normally abt
$20, but with coupon $15. Will ck and send date(s) later. It has four
AAs and two AAAs with charger for four (max) at a time.
Bob N.
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | re: no 377 documentation |
Thanks Dan. .016" it will be.
Thom in Buffalo
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Subject: | Re: no 377 documentation |
My book has .015 to .020 in. Thom for the plugs and .012 to .015 in. for the
point gap.
Bryan Green (Elgin SC)
----- Original Message -----
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Kolb-List: no 377 documentation
>
> It is time to change plugs on my 377 FS and I have no service
documentation on this engine. I have found the 447 engine manuals online and
they indicate a spark plug gap of .020". Do any of you running the 377 know
if this is also correct for the 377?
>
> Thom in Buffalo
>
>
________________________________________________________________________________
Subject: | John H's BRS gap seal config. |
I am starting to build wings and I liked the gap seal BRS setup that John H.
has. I don't need to look straight up (or straight down as the case may be).
Are there any provisions that I need to make now, or is everything contained in
the cage assy?
Thanks,
Steve Boetto
MKIII Classic on Amphib Floats
Tail done, Longwood,FL
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Drag, HP, Thrust Data From Flight Data |
Kolbers,
One of the problems of trying to get the FireFly into a more efficient
configuration is being able to detect whether or not the FireFly is indeed
performing better or at a higher level. How do you know it is flying at a
faster speed that is not influenced by changes in air temperature etc.? On
the Internet I found what I believe to be a rather neat program, in which,
you enter the altitude, air speed, propeller rpm, # of blades, diameter and
blade pitch. From this it computes propeller thrust, power output,
efficiency, and power absorbed. The site to download this free program
is:
http://www.gylesaero.com/freeware/propcalc.shtml
I do not know how well
this program fits the IVO prop, but I feel as long as I test under similar
conditions the program will indicate thrust/drag improvements. The way I
use this program is to always fly, as closely as possible, in the same
conditions. I pitch the IVO so the engine tops out at 6,000 rpm in flight.
I fly at the same altitude. Air speed is found during level flight by
flying up and down wind and averaging the gps speeds. Pitch is measured at
the propeller tip and the forward advance per revolution is computed in
inches. Propeller revolutions are computed by dividing the engine rpm by
the belt reduction ratio.
The thrust at 6,000 rpm is the drag the FireFly presents at WOT. As the
engine piston rings seat better the thrust, speed, power output and power
absorbed all increase. As more fairings have been placed on the FireFly,
top speed, propeller pitch and efficiency increased, and fuel flow rate
decreased.
Also, I take data at 5,200 rpm because this is my cruise speed, and I look
at the same data. Cruise condition is more important because that is where
you spend most of your time. Any hp reductions that can be obtained will
directly reduce fuel consumption rates and/or increased pitch at 5,200 rpm
translate back into increase cruise speed.
For your interest.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Re: Drag, HP, Thrust Data From Flight Data |
Kolbers,
I had to go back and find the source of the free software. After I sent the email,
I realized that I had listed a lower level program than the one I use. The
extended version can be found at:
http://www.mmaa-modelairplanes.org/fun_stuff.htm
under the title of "Propeller Selector" and it will download as "ExtendedPropSelector.exe".
The first version that I had listed does not include inputing altitude
data, nor does it give you various coefficients, tip mach number or the
3/4 prop radius pitch angle.
Jack B. Hart FF004
Jackson, MO
>Date: Sun, 13 Jun 2004 09:35:37 -0500
>To: kolb-list(at)matronics.com
>From: Jack & Louise Hart <jbhart(at)ldd.net>
>Subject: Drag, HP, Thrust Data From Flight Data
>In-Reply-To: <200406131352.i5DDqI325131(at)matronics.com>
>
>Kolbers,
>
>One of the problems of trying to get the FireFly into a more efficient
>configuration is being able to detect whether or not the FireFly is indeed
>performing better or at a higher level. How do you know it is flying at a
>faster speed that is not influenced by changes in air temperature etc.? On
>the Internet I found what I believe to be a rather neat program, in which,
>you enter the altitude, air speed, propeller rpm, # of blades, diameter and
>blade pitch. From this it computes propeller thrust, power output,
>efficiency, and power absorbed. The site to download this free program
>is:
>
>http://www.gylesaero.com/freeware/propcalc.shtml
>
>I do not know how well
>this program fits the IVO prop, but I feel as long as I test under similar
>conditions the program will indicate thrust/drag improvements. The way I
>use this program is to always fly, as closely as possible, in the same
>conditions. I pitch the IVO so the engine tops out at 6,000 rpm in flight.
>I fly at the same altitude. Air speed is found during level flight by
>flying up and down wind and averaging the gps speeds. Pitch is measured at
>the propeller tip and the forward advance per revolution is computed in
>inches. Propeller revolutions are computed by dividing the engine rpm by
>the belt reduction ratio.
>
>The thrust at 6,000 rpm is the drag the FireFly presents at WOT. As the
>engine piston rings seat better the thrust, speed, power output and power
>absorbed all increase. As more fairings have been placed on the FireFly,
>top speed, propeller pitch and efficiency increased, and fuel flow rate
>decreased.
>
>Also, I take data at 5,200 rpm because this is my cruise speed, and I look
>at the same data. Cruise condition is more important because that is where
>you spend most of your time. Any hp reductions that can be obtained will
>directly reduce fuel consumption rates and/or increased pitch at 5,200 rpm
>translate back into increase cruise speed.
>
>For your interest.
>
>Jack B. Hart FF004
>Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| If you're putting an N number on a new one, the inspector probably
won't
| issue an a/w certificate without one for both seats.
|
| Charlie
Hi Charlie/Gang:
Why not?
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| If you're putting an N number on a new one, the inspector probably
won't
| issue an a/w certificate without one for each seat.
|
| Charlie
Charlie/All:
Your send key is stuck. This is the fourth identical msg.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: John H's BRS gap seal config. |
| I am starting to build wings and I liked the gap seal BRS setup
that John H.
| has. I don't need to look straight up (or straight down as the case
may be).
| Are there any provisions that I need to make now, or is everything
contained in
| the cage assy?
|
| Thanks,
|
| Steve Boetto
Hi Steve/All:
The only thing you need to do to have room for the parachute pack tray
is use four ribs instead of three for the gap seal.
I also used a piece of leading edge tube (whatever size the wing
leading edge tube is. I think 1.5 inches) to reinforce the front
sheet metal leading edge of the standard MKIII gap seal.
Made no special provisions for the pack tray to ride on. Secured it
directly to the lexan with the straps BRS provided.
To get everything, including the rocket inside the gap seal, I
fabricated an 1/8" aluminum extension to drop the rocket about 5
inches. The top is sealed frangible hair cell plastic sheet, black in
color, with a bead of silicone seal and hardware store aluminum pop
rivets. This set up has lasted 4.5 years with no problems, except a
stress crack in the haircell plastic in the right rear side. I just
noticed this the other day and repaired with black silicone seal bead,
smoothed down nicely with spit on the tip on my index finger. Amazing
the jobs we can do with spit. Everything from cleaning your glasses,
to smoothing silicone seal. Use the same method for smoothing
silicone seal on the exhaust springs.
This method of mounting the BRS recovery system lengthens repack time
for the soft pack 1150 BRS from two to six years. I think rocket life
is something like 12 years. Even then, you don't have to change it,
..............unless you want to gamble with your system performance.
:-)
Take care,
john h
PS: Gee! Time grows near. Only two weeks, approximately, until time
to load up the MK III and head out to Alaska. Time is flying. This
will be my third and a half solo flight to Alaska. Can not count the
failed attempt in 2000 as a whole. Only a half.
________________________________________________________________________________
From: | Charlie England <ceengland(at)bellsouth.net> |
John Hauck wrote:
>
> | If you're putting an N number on a new one, the inspector probably
>won't
>| issue an a/w certificate without one for both seats.
>|
>| Charlie
>
>Hi Charlie/Gang:
>
>Why not?
>
>john h
>
You know, I thought it would be pretty easy to find the reg. that
requires them; I should have known better. Here's what I found:
This is a link to FAR23 for factory planes:
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library%5CrgFAR.nsf/0/84E2F2381A8ED9D685256687006F06E0?OpenDocument
It mentions the requirement of seatbelts/ shoulder harnesses for all
seats. While homebuilts aren't required to conform to FAR23, the
inspector isn't likely to sign off a new homebuilt that doesn't provide
at least some indication that the builder made some effort to protect
his passenger. The inspector is given *huge* leeway in writing the
operating limitations, & keeping him/her happy is almost always more
important than being 'right'.
This is a link to the FAA checklist for signing off a homebuilt:
http://aea.faa.gov/aea200/ea01/Checklist.htm
It mentions shoulder harness, & even spells out the range of attach
angles allowable (though it doesn't specifically say 'pilot and passenger').
Sorry I couldn't find a definitive reference.
Charlie
BTW, didn't someone ask about whether throttles should be spring loaded
open or closed? The checklist does address that question directly.
________________________________________________________________________________
From: | "G. T. Alexander, Jr." <gtalexander(at)att.net> |
Subject: | Re: no 377 documentation |
Thom et al:
I have consistently used .018 for R377, R447 & R503. Seems to work pretty
well.
George Alexander
http://gtalexander.home.att.net
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Re: documentation |
Sorry, Bryan. I did not mean to get anyone into trouble. I was just looking for
some drawings of specific parts like the gear legs so I could make some repairs.
I do not have a builder's manual or anything else that could come close to
make anyone think that you sold me a set of plans that could be used to build
an airplane by. I apologize if my last post created a problem for anyone. Jeez.
This group is getting testy, so this will indeed be my last post. Adios. I'm
out of here.
Thom in Buffalo
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|
| The requirement for seat and/or shoulder harness can be seen in FAR
91.205
|
| (14) For small civil airplanes manufactured after July 18, 1978, an
approved
| shoulder harness for each front seat.
| John Williamson
| Arlington, TX
|
Hi John W/All:
Looks like shoulder harness is required only for each front seat. I
interpret that as not being required for the rear seats.
john h
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: documentation |
| Sorry, Bryan. I did not mean to get anyone into trouble. I was just
looking for some drawings of specific parts like the gear legs so I
could make some repairs. I do not have a builder's manual or anything
else that could come close to make anyone think that you sold me a set
of plans that could be used to build an airplane by. I apologize if my
last post created a problem for anyone. Jeez. This group is getting
testy, so this will indeed be my last post. Adios. I'm out of here.
|
| Thom in Buffalo
Hi Thom/All:
The original Firestar is an old airplane kit'd by "old" Kolb Aircraft
Co, Inc. When New Kolb Aircraft Company bought Old Kolb, more than 5
years ago, they didn't buy the original Firestar which was already out
of production, same as Ultrastar, original Twinstar, Mark II Twinstar,
and a couple other models of the Firestar that I am not familiar with.
New Kolb has spares for their current inventory of kit planes. They
are doing much better at that than Daimler Chrysler that does not
support my old 1992 Dodge Cummins, and hasn't since it was 10 years
old.
There never was a set of plans sent out with a Firestar Kit extensive
enough to build a Firestar from scratch from.
A few of the parts from current production Kolb aircraft will fit the
original Firestar. I talked to Travis Brown this morning about this
subject. Travis said he will do everything he can to help folks out
that need parts. Travis also works for the owner of Kolb Aircraft,
Bruce Chesnut. He is obligated to carry out Bruces wishes and his
policies. If what you want goes against what Bruce wants, then Travis
has no choice but to follow orders. However, if you should like to
take your problem to Bruce Chesnut, I am sure Bruce would be more than
happy to take the time to see if he can help solve your parts problem.
I personally do not believe New Kolb Aircraft is afraid someone out
there will start building Kolb aircraft from scratch. The Ferguson
aircraft was a very close copy of the MKII Kolb. Many parts on it
were identical to what Homer Kolb and Dennis Souder designed, tested,
and produced.
I hope this helps clear up the parts matter for old Kolb aircraft a
little bit.
john h
Titus, Alabama
MKIII 2,000+ hours
582 200+ hours
912UL 1,145.9 hours
912ULS 700+ hours
________________________________________________________________________________
From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
I talked to an EAA Tech Counsler yesterday.
He said the rear seat belt doesn't require the shoulder harness, but it is recomended...
________________________________________________________________________________
From: | Charlie England <ceengland(at)bellsouth.net> |
Mike Pierzina wrote:
>
>
>I talked to an EAA Tech Counsler yesterday.
> He said the rear seat belt doesn't require the shoulder harness, but it is recomended...
>
I stand corrected. That's once already this year & it's not even July
yet. (obligatory :-) )
I guess I shouldn't be surprised. The FAA does move in mysterious ways.
I wonder how they handled the certified Cub copies that were being built
a few years ago, since the pilot flies from the back seat....
(another obligatory :-) )
Charlie
________________________________________________________________________________
From: | Ted Cowan <tcowan1917(at)direcway.com> |
I dont think anyone needs to worry about the fergy being a copy of the Kolb
anymore. From what I can see and tell, they have changed the fergy so much
it doesnt even resemble itself any more, let alone a Kolb except it has two
wings and a tail. they are working on a single place all beefed up to take
a 912. gonna be a hot rod but there is not much room in the pit for the
pilot and stuff, less than in the sling shot. everybody has their own
ideas. anyone out there who thinks a 503 is good enough for a fergy two
place, better check with a new widow out there. density altitute and weight
got it and killed the pilot and serious injured the son. bless them all.
hope he makes it. Accident took place in Northern Georgia two weeks ago I
believe. ted cowan
________________________________________________________________________________
From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Terry wrote:
> The fly-in at Shreveport North at Wellsville starts on Friday the 18th.
> and will be a good staging point for the flight to Homer's on Saturday.
> Their also looking forward to a good group of us coming to their fly-in.
> Remember to call ahead if you need lodging there, he has very limited
> space. Your welcome to tent if you want to. Check his web page for
> details and pattern protocol. "Footlightranch.com", click on the
> Mason-Dixon Ultralight Fly-in.
Terry,
Are there any more detailed plans for the Homer flight? What time do
you plan to get there? How long do you plan on staying, and will you be
going back to Shreveport from there? If the weather is real nice I don't
want to miss the activities at Shreveport. Who all is leaving from
Smoketown? ~ Earl
________________________________________________________________________________
From: | Robert Mason <masonclan(at)sbcglobal.net> |
I have completed my gas tank and I'm considering using a gascolators. At MV
I did not notice if anyone was using one, and forgot to ask...Any
suggestions use and brand?
Robert Mason
Xtra 582
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
> Terry wrote:
>
> > The fly-in at Shreveport North at Wellsville starts on Friday the 18th.
> > and will be a good staging point for the flight to Homer's on Saturday.
> > Their also looking forward to a good group of us coming to their fly-in.
> > Remember to call ahead if you need lodging there, he has very limited
> > space. Your welcome to tent if you want to. Check his web page for
> > details and pattern protocol. "Footlightranch.com", click on the
> > Mason-Dixon Ultralight Fly-in.
>
> Terry,
> Are there any more detailed plans for the Homer flight? What time do
> you plan to get there? How long do you plan on staying, and will you be
> going back to Shreveport from there? If the weather is real nice I don't
> want to miss the activities at Shreveport. Who all is leaving from
> Smoketown? ~ Earl
>
>
Earl others,
I plan on leaving Shreveport on Saturday morning and either flying to Homers
direct, or meeting Terry and others at Smoketown, depends on what others
making the trip are doing, and how the timing works out.
I will be returning to Shreveport in the afternoon and staying there till
Sunday.
Of course this all depends on the weather and the Good Lords will.
Denny Rowe, Mk-3
PS: Would it be a good idea for all of us to exchange cell phone numbers so
we have a way of keeping track of whos where?
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I'm using a gascolator I got from Great Plains Aircraft with a Curtis drain
valve. It seems like it was quite a bit less than they are charging now but
it works well with auto fuel and aviation fuel. It has been in service for
six years with no leaks. The gascolator is mounted at the low point of the
fuel system and the drain valve sticks out the side of the fuselage just
above and forward of the lift strut attachment. I drain and check the fuel
before every flight.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Robert Mason" <masonclan(at)sbcglobal.net>
Subject: Kolb-List: Gascolator
>
> I have completed my gas tank and I'm considering using a gascolators. At
MV
> I did not notice if anyone was using one, and forgot to ask...Any
> suggestions use and brand?
>
> Robert Mason
> Xtra 582
>
>
________________________________________________________________________________
From: | Russell Johnson <entec1(at)pld.com> |
Subject: | You`ve got 1 VoiceMessage! |
Dear Customer!
You`ve got 1 VoiceMessage from voicemessage.com website!
You can listen your Virtual VoiceMessage at the following link:
http://virt.voicemessage.com/index.listen.php2=35affv
or by clicking the attached link.
Send VoiceMessage! Try our new virtual VoiceMessage Empire!
Best regards: SNAF.Team (R).
________________________________________________________________________________
Subject: | Re: Monument Valley |
In a message dated 6/15/2004 9:32:43 AM Mountain Standard Time,
pelletier(at)cableone.net writes:
Thanks, that's a start...What kind of plane is it, RV6?
AzDave
N-number : N123FP Aircraft Serial Number : 20458
Aircraft Manufacturer : PHILLIPS FRANK
Model : RV6-A
Engine Manufacturer : LYCOMING
Model : 0-320 SERIES
Aircraft Year : Not Specified
Owner Name : WOOD JOHN T
Owner Address : 1605 LA MESA AVE
SPRING VALLEY, CA, 91977-4625
Type of Owner : Partnership
Registration Date : 25-Feb-2004
Airworthiness Certificate Type : Experimental
Approved Operations : Amateur Built
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
This is a test message to see if my messages are getting posted to the list.
jerb
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Test message 2
dna
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Subject: | Trailering a Kolb FireFly - 2nd try |
Hey Folks,
The new owner of our Kolb FireFly has been fighting weather here in Texas
for several weekends and we have finely decided to transport it on a
trailer to get it home, about 275 miles.
I need some guidance on how to do this on an open trailer with a wood deck
and minimize any chance of damage. I found an old post by Ralph about
leaving the wings on and would prefer leaving the wings attached at the
folding mechanism. This all seems simple until your faced with actually
doing it.
Can it be transported with the tail folded up, and the wings (rotated to a
vertical position) and folded back along side the boom tube supported on
say a old couch cushion on the bed of the trailer and strapped down.
What I had in mind is we would strap the wheels down at the inside axle
with the boom tube tied down to a padded support with the tail wheel off
the deck. That will keep the tail wheel spring from bounding and prevent
side movement. The Horiz. stab tail surfaces would be folded up with foam
padding inserted in between them and held against the vertical stab by a
2x3" padded boards on each side held and snugged together by bolts with
wing nuts on each on each end. Note - the wings do not have the holes cut
out for the folded position storage bracket nor has the hole been drilled
in the boom tube for it. I thought the wings could be folded back along
side the boom tube with the leading edge in board of the tip supported on a
old couch cushion and then strapped down to prevent movement. The
flaperons would be held in a vertical position with a bungee cord between
the two - maybe a lock on each wing to hold them straight up. Planned to
cover the front and full enclosed cockpit with a light weight (blue) tarp
to protect it from rain and road debris.
Comments and suggestions welcomed. If you might have a few pictures of how
you successfully done this I would appreciate your emailing me a copy direct.
Thanks - the new owner have been very patient but we giving up on the
weekend weather.
jerb
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: Test Message 1 |
L & C
Bob N.
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | FireFly Thrust Line and Cruise Speed Change |
FireFlyers and Kolbers,
Today, I ran a study to see what happens when one moves the thrust line up
about seven and three-quarters inches. The propeller was set to limit
engine speed to 6,000 rpm in level flight. Data was taken at cruise rpm of
5,200. Basically the move cost me 4.5 mph. The results can be seen on the
update attached to the bottom of:
http://www.thirdshift.com/jack/firefly/firefly56.html
I believe what it is telling me is that one must pay very close attention to
feeding clean air into the propeller that is pushing. My next effort will
be to clean up the center section under the wing and just aft of the engine.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Denny Rowe wrote:
> Earl others,
> I plan on leaving Shreveport on Saturday morning and either flying to Homers
> direct, or meeting Terry and others at Smoketown, depends on what others
> making the trip are doing, and how the timing works out.
> I will be returning to Shreveport in the afternoon and staying there till
> Sunday.
> Of course this all depends on the weather and the Good Lords will.
> Denny Rowe, Mk-3
> PS: Would it be a good idea for all of us to exchange cell phone numbers so
> we have a way of keeping track of whos where?
Denny,
I hope to get over to Shreveport on Friday too. I am only a half hour
flight from there so I will be going home in the evenings. My cell phone
is verizon (717)572-2506. I haven't heard much from the local Lancaster
Co. kolbers yet. I guess they are waiting to see what the the Lord's
will is! Proverbs 19:21 ~ Earl
________________________________________________________________________________
From: | Masqqqqqqq(at)aol.com |
Subject: | Re: You`ve got 1 VoiceMessage! |
NO don't go there. Probably a site with a trojan virus, spyware, dialers,
etc.
________________________________________________________________________________
From: | Terry <tkrolfe(at)usadatanet.net> |
Subject: | [Fwd: NE Fly-in] |
Terry wrote:
> Are you guy's getting ready and excited for this weekends N.E. Fly-in at Shreveport
North
> with a trip to Homer's on Saturday? I know I am and praying for good weather,
at least on
> Saturday!!!! I also know Homer and Clara are looking forward to a nice group
of Kolb's to
> fly into their place and pay respects. They are planning on feeding us which
I told him
> wasn't necessary, but he insisted.
>
> So in that vain, I will again attempt to get a count of those planning to make
it to
> Homer's. This is the list I have presently, if your not on it or can't make
it let me know
> so that I can pass it on to Homer and Clara.
>
> Alexander, George
> Blackwell, Charlie
> Davis, Chuck
> Dean, James
> Griffin, Bob
> James, Ken
> Olendorf, Scott
> Reed, Joel
> Rowe, Denny
> Schutte, Jeff
> Swartz, Terry
> Thom
> Varnes, Bill
> Weachter, Luray
> Zimmerman, Earl
> Zimmerman, Gene
> Zimmerman, Wilmer
> And me
>
>
> All are "Welcome", the more the merrier!!!! If you not on the list, please get
a hold of me
> by Thursday so that I can alert Homer and his wife.
>
> Again I'll state that if some of you want to meet up at Smoketown on Saturday
at 8:00 am to
> travel together to Homer's, let me know. Otherwise it's every pilot for himself.
I had told
> Homer that we would start arriving around 9:00 am or later. Remember the rain
date is
> Sunday and to avoid the church at the western end of the grass strip!
>
> See you on Friday at Wellsboro or Saturday at Homer's,
>
> Terry - FireFly #95
Don't know what happened to this message on Monday! Hope it goes through this
time. I have
been busy with a family emergency and didn't notice that the message never made
it to the list.
Hope all of you are still planning on attending!
Terry - FireFly # 95
________________________________________________________________________________
From: | Terry <tkrolfe(at)usadatanet.net> |
Earl & Mim Zimmerman wrote:
>
> Denny Rowe wrote:
>
> > Earl others,
> > I plan on leaving Shreveport on Saturday morning and either flying to Homers
> > direct, or meeting Terry and others at Smoketown, depends on what others
> > making the trip are doing, and how the timing works out.
> > I will be returning to Shreveport in the afternoon and staying there till
> > Sunday.
> > Of course this all depends on the weather and the Good Lords will.
> > Denny Rowe, Mk-3
> > PS: Would it be a good idea for all of us to exchange cell phone numbers so
> > we have a way of keeping track of whos where?
>
> Denny,
> I hope to get over to Shreveport on Friday too. I am only a half hour
> flight from there so I will be going home in the evenings. My cell phone
> is verizon (717)572-2506. I haven't heard much from the local Lancaster
> Co. kolbers yet. I guess they are waiting to see what the the Lord's
> will is! Proverbs 19:21 ~ Earl
>
Earl,
Sent an e-mail to the Kolb list on Monday that wasn't posted and therefore haven't
received an
feed back from the group. Tried again today and got it bounced back again.
Will try again,
Terry
________________________________________________________________________________
From: | ElleryWeld(at)aol.com |
Subject: | Re: Flight to Barrow, Alaska |
it sounds like you guys have a big flying crew ,it sure sounds like fun.
where are you from? I have been flying for about 10 years now and just recently
purchased a Kolb Firestar I dont know anyone in my area that Flies Ultralight
Aircraft there for I am usually alone but I still love the heavens every
chance I get but work keeps getting in the way and I dont get the air time I would
like to have
Flying over Maine
Ellery
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Subject: | Re: FireFly Thrust Line and Cruise Speed Change |
Jack, have you done any research on the effect of the engine thrust line
tilt up and down relative to the normal flying attitude? I've found it
impacts the stick forces and trim requirements. I adjusted mine by adding
or removing large fender washers between the engine on one end on the mount
to titl the
>
>FireFlyers and Kolbers,
>
>Today, I ran a study to see what happens when one moves the thrust line up
>about seven and three-quarters inches. The propeller was set to limit
>engine speed to 6,000 rpm in level flight. Data was taken at cruise rpm of
>5,200. Basically the move cost me 4.5 mph. The results can be seen on the
>update attached to the bottom of:
>
>http://www.thirdshift.com/jack/firefly/firefly56.html
>
>I believe what it is telling me is that one must pay very close attention to
>feeding clean air into the propeller that is pushing. My next effort will
>be to clean up the center section under the wing and just aft of the engine.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Re: FireFly Thrust Line and Cruise Speed Change |
>Date: Wed, 16 Jun 2004 13:46:06 -0500
>To: kolb-list(at)matronics.com
>From: jerb <ulflyer(at)verizon.net>
>Subject: Re: Kolb-List: FireFly Thrust Line and Cruise Speed Change
>Sender: owner-kolb-list-server(at)matronics.com
>Reply-To: kolb-list(at)matronics.com
>X-ELNK-AV: 0
>
>
>Jack, have you done any research on the effect of the engine thrust line
>tilt up and down relative to the normal flying attitude? I've found it
>impacts the stick forces and trim requirements. I adjusted mine by adding
>or removing large fender washers between the engine on one end on the mount
>to titl the
>
>
> How about the thrust line angle
Jerb,
The top of:
http://www.thirdshift.com/jack/firefly/firefly56.html
pretty well explains the process that I have gone through to get the FireFly
trimmed for 55 mphi. I don't want to fly much faster with my head out
because it is hard on my neck to fly faster.
http://www.thirdshift.com/jack/firefly/firefly20.html
shows how much I had to lift the horizontal stabilizer to get the FireFly to
cruise with a neutral elevator.
http://www.thirdshift.com/jack/firefly/firefly101.html
explains the effect of shifting the thrust line up and down upon elevator
and wing loads.
One just has to try things to see what is better. I have found that I have
trouble deciding what is better. Every time I do something I am too
optimistic and the FireFly flies better on the next flight. Then later I
wonder if this is really the case. That is why I am using the AeroDesign
Propeller Selector software. After any change, I make sure the engine will
max out at 6,000 rpm in level flight, then I make a cruise test run (5,200
rpm) up and down wind at 1,500 feet asl. Then I compute the average speed
and plug it and the current prop pitch setting into the software. Then one
can look at the propeller thrust, hp out and in, and efficiency to decide is
this configuration better than before. If I believe it is, I then make a
half hour plus flight cruising at 5,200 rpm to get a gph check. If the fuel
flow rate decreases as speed remains the same or the fuel flow rate remains
the same and the speed increases, it confirms that yes the last change was a
good one. This process takes a while, but the FireFly has moved from 2.3
gph to just over 2 gph and is flying over ten mph faster at 5,200
rpm.
Part of the problem is that the Victor 1+ has a larger drag profile than the
Rotax 447 and blanks out more of the propeller. There are many other things
that can be done to help the FireFly to pick up a little more speed. But
most of them involve adding weight, and I am close to the 254 pound limit.
I have slowly been removing things to save weight, and moving things on to
me (the radio and gps) so that they do not count as being part of the
FireFly to stay legal. I am going to move the power converters for the
radio and gps off the seat (cheek board) into my vest. It will save 4-5
ounces. I could not do this for a living, but as a retiree I am having great
fun. And I am rambling, so it is a good time to quit. Thanks for asking.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | Bob Bean <slyck(at)frontiernet.net> |
Subject: | Re: Flight to Barrow, Alaska |
Ellery, springeraviation.net will give you the locations of a few here
on the list. Stay tuned for further entertainment.
BTW in the direction of obscure info, I was affixing all the transfers,
numbers, decals etc. in the past two days and ran into a little difficulty
with the first one: being over-anticipatory, mine were at least a couple
years old and, even tho being kept in cool place, did not want to
peel for application. The first one (an "experimental" strip) I tried
soaking in water...NG. fuggittaboudit. The successsful approach
is to repeatedly swipe the paper backing with a lacquer thinner-
soaked rag until the paper is semi translucent. Peels good and
transfer accomplished. Did the N-numbers the same way.
-BB, MkIII, N3851E, starting to look pretty good, tempted
to place it on a pedestal by the driveway like a defunct AFB
ElleryWeld(at)aol.com wrote:
>
>it sounds like you guys have a big flying crew ,it sure sounds like fun.
>where are you from?
> Flying over Maine
> Ellery
>
>
>
>
________________________________________________________________________________
From: | "Chuck Davis - Comcast" <davis207(at)comcast.net> |
I am leaving from Central NJ Friday morning, stoping at Smoketown to re-fuel.
I am looking forward to seeing everyone. (Has anyone pointed out to John H that
given the distance from AL to AK, PA is not that far out of the way? he he
he.)
As Homer's is 60% of the way home (and Sunday is our anniversary as well as Father's
day) I am continuing on home Saturday.
My cell is 609 462 9499. Any one there on the list, give me a call, or just gather
around the white and red Firefly.
Friday, is anyone planning on flying in together? I am happy to join up with anyone
heading the same way.
Chuck Davis
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | Shotgun Starter? |
I wonder if a shotgun starter could be made that pulls the recoil start
line? The thing is, it could be made quite light weight.
Might not need a shotgun charge, something smaller might work, too. The
basic concept was used before WW II, but of course it would need to be
designed anew for this application.
Dave Paule
FSII Boulder, CO
=============
> I guess the best solution would be an electric starter. But on my
> Firefly that would make me non compliant with with ultralight regs.
> Overweight.
________________________________________________________________________________
From: | PaulServaty(at)aol.com |
Subject: | Re: Kolb-List Digest: 24 Msgs - 06/16/04 |
FM _PaulServaty(at)aol.com_ (mailto:PaulServaty(at)aol.com)
Subj: N.E. Fly-In
Weather permitting I plan on trailering my Kolb FSKX from Md to
Shreaveport Pa. Fri morn & arrive at Shreveport in the afternoon.
I would like to join you Kolbers flying to Homers. It looks like
about 92 miles one way. I have a 6 Gal. main tank but can strap in my 5 Gal.
aux
tank & squeeze bulb fuel into main tank. I once flew 129 miles non-stop &
still had 3 gal. left.
FLY SAFE
Paul "OUTLAW" Servaty
DO NOT ARCHIEVE
________________________________________________________________________________
From: | DAquaNut(at)aol.com |
Subject: | Re: 912 carb linkage/Rutan perspective |
In a message dated 6/16/04 8:25:20 PM Central Standard Time, N27SB(at)aol.com
writes:
Steve, You wrote
<<
You have my sympathy and support( I plan to build a firefly next) I think
anything that is a safety device should have a weight allowwance. You know,
like
a BRS.
>>
As far as I know there is a weight allowance of 24lbs for
having a parachute. I heard the FAA was going to take that away. If that is just
a false rumor then I have 7 lbs bonus because my BRS weighs around 17 lbs I
think. Does anyone know for certain if there is still a 24 lb allowance for a
chute on a '' legal" ultralight?
Ed (Hou)
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | FSII Aft CG problem and a Fix |
To correct an aft center of gravity problem my new-to-me used Firestar II
has, that I haven't flown yet, I'm thinking of sweeping the wings back
between one and two degrees - that's all, not quite as radical as a Boeing
jet.
What this does is shift the Mean Aerodynamic Chord (MAC) back a little bit.
Although this naturally moves the center of gravity aft, relative to the
wings it moves the rest of the plane forward. There's a sufficient net
improvement to justify it.
I figured out how to do this with no structural impact. So physically, it
can be done.
It looks like there's ample prop clearance to allow this. I plan to add a
prop spacer later anyway, when I'm evaluating other propellers. Right now,
this Firestar II has a two blade wood prop.
I figure I'll need spacers for the lower strut fitting, to fill that gap and
absorb the small kick load.
I'm assuming that the reduction in tail volume is something less than 2% and
that this is acceptable.
This probably wouldn't be enough sweep to initiate a tip stall, but if that
happened to show up on flight test, stall strips at the root would correct
it.
Does anyone have any other reasons why I shouldn't do this?
There are a couple of additional characteristics that would very slightly
change the plane in other ways. First, this adds a slight amount of dihedral
effect and a small amount of yaw stability. Second, and of even less
importance, it raises the limiting Mach number by a negligibly small amount.
Thanks!
Dave Paule
Boulder, Co
________________________________________________________________________________
Subject: | Re: FSII Aft CG problem and a Fix |
In a message dated 6/17/2004 10:14:48 PM Eastern Standard Time,
dpaule(at)frii.com writes:
It looks like there's ample prop clearance to allow this. I plan to add a
prop spacer later anyway, when I'm evaluating other propellers. Right now,
this Firestar II has a two blade wood prop.
There is not a lot of extra prop clearance without a spacer; at least not
enough to do what you are talking about.
I think your net gain as far as cg will be negligible.
My FS II is about average in weight; it flies me OK at 270 lb & it handled a
160 lb pilot ok.
If you are 150 or more, you should be ok if you only run 5 gal,. gas [front
tank only].
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Subject: | Re: Northeast Radio Frequencies |
I called yesterday and found they use 122.8 as unicom. Their web site also
says they use left hand pattern for RW 6 and right hand for RW 24. We are
leaving the Albany NY area this morning for a 5 hr flight down.
Fly Safe
Bob Griffin
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | Re: FSII Aft CG problem and a Fix |
Even at my weight and with the 5 gallon tank currently installed, the center
of gravity, with me aboard, is considerably aft of the aft limit. It sure
looks like no more than two degrees of wing sweep will correct that.
Why do you think that the net gain will be negligible? Am I missing
something here?
Many thanks for the help,
Dave Paule
FSII,
Boulder, CO
=======================
There is not a lot of extra prop clearance without a spacer; at least not
enough to do what you are talking about.
I think your net gain as far as cg will be negligible.
My FS II is about average in weight; it flies me OK at 270 lb & it handled
a
160 lb pilot ok.
If you are 150 or more, you should be ok if you only run 5 gal,. gas [front
tank only].
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Subject: | Re: FSII Aft CG problem and a Fix |
Haven't SWAGed anything lately...
The wings are about 13 feet each, so the tip will move 13*12*sin(2)= 5.44
inches. The mac of a straight untapered swept wing moves aft about half
that much which is still 2.72 inches angle The wings don't weight too much
so their cg shift is minimal.
SO your idea may have merit. The some potential difficulties are that the
wing strut will be moving aft nearly three inches and that changes the
structural load sharing between it and the drag strut. Maybe to the point
ware the drag strut ( which is one of the higher stressed things in the
wing) is carrying enough load to be a problem. Would have to do some math
to figure that out. Also the alignment of the aileron linkages might be off
enough to bind up at the ends of the throws. You aerodynamic efficency
would go down a bit due to a slight span wise flow induced by the sweep, but
all the bumps and scallops of the ribs on a kolb wing will minimize that.
The real issue is that the mac of the wing is moving but that aerodynamic
center of the wing and the tail is moving less. The Kolb has the tail way
back there so it has a lot of power even though it has a fairly small area.
So moving the wing mac doesn't change the wing tail aerocenter by nearly as
much as the wing mac moves. As a rough guess the tail allows you to have an
aft cg limit of 35% when a tailless wing would have the ac at about 25% with
static margin of 10% would give a aft limit of only 15%. So the Tail gives
you 20% mac ac shift by itself. (10% is probably way more static stability
then a Kolb really has probably more like 5%.) anyway the tail moves the
cg range aft at least 15% or almost 10 inches.
Still if you do some math to find out where the wing tail combo goes not
just the wing movement I think you might find that this idea will work. I
might even use it myself as I don't weight much either.
degrees wing mac wing tip wing tail ac shift
1 1.36 2.72 ???
2 2.72 5.44 ???
3 4.08 8.16 ???
4 5.44 10.88 ???
topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of David Paule
Subject: Kolb-List: Re: FSII Aft CG problem and a Fix
Even at my weight and with the 5 gallon tank currently installed, the center
of gravity, with me aboard, is considerably aft of the aft limit. It sure
looks like no more than two degrees of wing sweep will correct that.
Why do you think that the net gain will be negligible? Am I missing
something here?
Many thanks for the help,
Dave Paule
FSII,
Boulder, CO
=======================
There is not a lot of extra prop clearance without a spacer; at least not
enough to do what you are talking about.
I think your net gain as far as cg will be negligible.
My FS II is about average in weight; it flies me OK at 270 lb & it handled
a
160 lb pilot ok.
If you are 150 or more, you should be ok if you only run 5 gal,. gas [front
tank only].
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "Ken & Jeanne Vance" <vances(at)infinet.com> |
Subject: | Kolb Firestar II for Sale |
Rotax 503, 4 Blade "Ultra-Prop". Full Enclosure, Streamline Struts, Brakes, Wing
Tip Strobes. Approximately 35 hours.
No damage history. Built by Rick Sine and first flown in 1996. Located about
30 miles west of Dayton, Ohio. Asking $10,750.
Ken Vance 937-456-9334
________________________________________________________________________________
From: | Ken korenek <kkorenek(at)comcast.net> |
Subject: | Re: Kolb Firestar II for Sale |
Got Pictures?
Ken
Ken & Jeanne Vance wrote:
>
>
>Rotax 503, 4 Blade "Ultra-Prop". Full Enclosure, Streamline Struts, Brakes, Wing
Tip Strobes. Approximately 35 hours.
>No damage history. Built by Rick Sine and first flown in 1996. Located about
30 miles west of Dayton, Ohio. Asking $10,750.
>Ken Vance 937-456-9334
>
>
>
>
________________________________________________________________________________
From: | Richard Pike <richard(at)bcchapel.org> |
Subject: | Re: FSII Aft CG problem and a Fix |
I suspect that compared to you and Topher's aerodynamic knowledge, I am way
behind on the power curve, but let me throw my $.02 into the mix. Since
Kolbs are remarkable for responding very strongly to raising or lowering
the flaps or ailerons, and using them to trim for a nose heavy or tail
heavy problem is very efficient, what is the probability that drooping the
ailerons on the FSII might give satisfactory results with a lot less work?
Instead of moving the MAC by moving the wings, move the center of lift by
changing the airfoil shape, i.e. droop the ailerons.
Richard Pike
MKIII N420P (420ldPoops)
(Building a FSII, wings are covered, putting the floor in today)
>
>To correct an aft center of gravity problem my new-to-me used Firestar II
>has, that I haven't flown yet, I'm thinking of sweeping the wings back
>between one and two degrees - that's all, not quite as radical as a Boeing
>jet.
>
>What this does is shift the Mean Aerodynamic Chord (MAC) back a little bit.
>Although this naturally moves the center of gravity aft, relative to the
>wings it moves the rest of the plane forward. There's a sufficient net
>improvement to justify it.
>
>I figured out how to do this with no structural impact. So physically, it
>can be done.
>
>It looks like there's ample prop clearance to allow this. I plan to add a
>prop spacer later anyway, when I'm evaluating other propellers. Right now,
>this Firestar II has a two blade wood prop.
>
>I figure I'll need spacers for the lower strut fitting, to fill that gap and
>absorb the small kick load.
>
>I'm assuming that the reduction in tail volume is something less than 2% and
>that this is acceptable.
>
>This probably wouldn't be enough sweep to initiate a tip stall, but if that
>happened to show up on flight test, stall strips at the root would correct
>it.
>
>Does anyone have any other reasons why I shouldn't do this?
>
>There are a couple of additional characteristics that would very slightly
>change the plane in other ways. First, this adds a slight amount of dihedral
>effect and a small amount of yaw stability. Second, and of even less
>importance, it raises the limiting Mach number by a negligibly small amount.
>
>Thanks!
>Dave Paule
>Boulder, Co
>
>
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Subject: | FSII Aft CG problem and a Fix |
This will indeed work to solve the cg issue but it will be nasty from a drag
and handling qualities point of view. The plane will be flying with a
higher lift airfoil then it needs so it will have to have a lower angle of
attack then the plane was designed for. The ailerons will feel heavy all
the time and the control linkages will be carrying a load all the time. The
plane would always be twitchy too since the dynamic stability will be
reduced even though the static stability is taken care of. ( actually I
will have to think about that for a while to be sure that's right...)
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike
Subject: Re: Kolb-List: FSII Aft CG problem and a Fix
I suspect that compared to you and Topher's aerodynamic knowledge, I am way
behind on the power curve, but let me throw my $.02 into the mix. Since
Kolbs are remarkable for responding very strongly to raising or lowering
the flaps or ailerons, and using them to trim for a nose heavy or tail
heavy problem is very efficient, what is the probability that drooping the
ailerons on the FSII might give satisfactory results with a lot less work?
Instead of moving the MAC by moving the wings, move the center of lift by
changing the airfoil shape, i.e. droop the ailerons.
Richard Pike
MKIII N420P (420ldPoops)
(Building a FSII, wings are covered, putting the floor in today)
>
>To correct an aft center of gravity problem my new-to-me used Firestar II
>has, that I haven't flown yet, I'm thinking of sweeping the wings back
>between one and two degrees - that's all, not quite as radical as a Boeing
>jet.
>
>What this does is shift the Mean Aerodynamic Chord (MAC) back a little bit.
>Although this naturally moves the center of gravity aft, relative to the
>wings it moves the rest of the plane forward. There's a sufficient net
>improvement to justify it.
>
>I figured out how to do this with no structural impact. So physically, it
>can be done.
>
>It looks like there's ample prop clearance to allow this. I plan to add a
>prop spacer later anyway, when I'm evaluating other propellers. Right now,
>this Firestar II has a two blade wood prop.
>
>I figure I'll need spacers for the lower strut fitting, to fill that gap
and
>absorb the small kick load.
>
>I'm assuming that the reduction in tail volume is something less than 2%
and
>that this is acceptable.
>
>This probably wouldn't be enough sweep to initiate a tip stall, but if that
>happened to show up on flight test, stall strips at the root would correct
>it.
>
>Does anyone have any other reasons why I shouldn't do this?
>
>There are a couple of additional characteristics that would very slightly
>change the plane in other ways. First, this adds a slight amount of
dihedral
>effect and a small amount of yaw stability. Second, and of even less
>importance, it raises the limiting Mach number by a negligibly small
amount.
>
>Thanks!
>Dave Paule
>Boulder, Co
>
>
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | RE: FSII Aft CG problem and a Fix |
I think that Mr. Pike's suggestion would balance the plane and make it fly
trim-free longitudinally.
However, stability is based upon the slope of the longitudinal moment curve
with respect to angle of attack and drooping the ailerons would have no
change to that. It would just create a balancing moment.
Nice suggestion, Mr. Pike, which would solve a different problem - not mine.
And thanks for Mr. Topher's other comments, which are excellent.
Thanks for the comments, everyone.... keep 'em coming. Please remember,
everyone, that we're talking about two degrees sweep here. That's all.
Dave Paule
FSII
Boulder, CO
Mr. Topher wrote:
"The plane would always be twitchy too since the dynamic stability will be
reduced even though the static stability is taken care of. ( actually I
will have to think about that for a while to be sure that's right...)"
Mr. Pike wrote:
"what is the probability that drooping the
ailerons on the FSII might give satisfactory results with a lot less work?
Instead of moving the MAC by moving the wings, move the center of lift by
changing the airfoil shape, i.e. droop the ailerons."
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: RE: FSII Aft CG problem and a Fix |
| Thanks for the comments, everyone.... keep 'em coming. Please
remember,
| everyone, that we're talking about two degrees sweep here. That's
all.
|
| Dave Paule
Hi Dave P/Gang:
Sometimes I get a little behind.
We are going to change an airplane we have not flown yet.
Would it not be a good idea to fly the airplane first, then decide
what needs to be done to fix whatever is wrong with it, if anything?
Most all the Kolbs fly well right off the drawing board. If all the
controls are rigged correctly, the wings and tail are rigged
correctly, then a little "forced trim" or a trim tab here and there
will usually fix a Kolb that wants to fly with a little stick
pressure, fore or aft, left or right.
The biggest problem we usually have with the Firestar, MKIII and
Kolbra, is probably nose pitch down when under power. I think we will
find that this is usually caused by the high thrust line of these
model Kolbs. We didn't have that problem with the Ultrastar, and its
lower thrust line.
Most all certified aircraft, including fixed and rotary wing, have
some type trim system to compensate for changes in load, speed, power
settings, etc.
I used forced trim for pitch and roll on my MKIII. Works good.
Take care,
john h
________________________________________________________________________________
From: | Terry <tkrolfe(at)usadatanet.net> |
Kolbers
Looking forward to as many of you as can make it tomorrow, Saturday, at Homer and
Clara Kolb's
farm. They are looking forward to a nice gathering.
Any time after 9:00 am would be good. Make it when you can! They insist on putting
on a
picnic for those that make it. Couldn't talk them out of it.
Let's look for decent weather and I'll see you there. A group of us are getting
together at
Smoketown at 8:00/8:30 am to make a joint flight there. Feel free to join us.
Terry FireFly - #95
________________________________________________________________________________
Subject: | Re: FSII Aft CG problem and a Fix |
In a message dated 6/18/2004 2:22:37 PM Eastern Standard Time,
dpaule(at)frii.com writes:
Even at my weight and with the 5 gallon tank currently installed, the center
of gravity, with me aboard, is considerably aft of the aft limit
What is your weight?
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Subject: | RE: FSII Aft CG problem and a Fix |
I am sure you are not suggesting he fly his plane aft of the aft cg limit
are you? Seems to me that he absolutely has to put weight in it to get it
inside the cg limits. What is being discussed is a possible alternative to
carrying weight in the nose. Certainly weight in the nose will get it to a
situation where it would fly like any of the other Kolbs you have flown.
But Flying aft of the rear cg limit would result in a plane that flies
nothing at all like all the Kolbs that you have flown. It would be really
dangerous, very prone to dramatic over controlling and Pilot Induced
Oscillation, perhaps completely uncontrollable.
So yes he does need to change a plane he has never flown because it is not
safe to fly without a change. Weight in the nose is the easiest and surest
solution, and I agree that is the first thing he should do. His idea might
work, and if he is willing to do the work and take the time to test the idea
safely it might trim his plane without the weight. Might suck. Only one
way to tell for sure (at least without a couple hundred grand worth of super
computer CFD or wind tunnel test time). Same way you did with all the
numerous changes on your planes, try it and fly it.
Topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck
Subject: Re: Kolb-List: RE: FSII Aft CG problem and a Fix
| Thanks for the comments, everyone.... keep 'em coming. Please
remember,
| everyone, that we're talking about two degrees sweep here. That's
all.
|
| Dave Paule
Hi Dave P/Gang:
Sometimes I get a little behind.
We are going to change an airplane we have not flown yet.
Would it not be a good idea to fly the airplane first, then decide
what needs to be done to fix whatever is wrong with it, if anything?
Most all the Kolbs fly well right off the drawing board. If all the
controls are rigged correctly, the wings and tail are rigged
correctly, then a little "forced trim" or a trim tab here and there
will usually fix a Kolb that wants to fly with a little stick
pressure, fore or aft, left or right.
The biggest problem we usually have with the Firestar, MKIII and
Kolbra, is probably nose pitch down when under power. I think we will
find that this is usually caused by the high thrust line of these
model Kolbs. We didn't have that problem with the Ultrastar, and its
lower thrust line.
Most all certified aircraft, including fixed and rotary wing, have
some type trim system to compensate for changes in load, speed, power
settings, etc.
I used forced trim for pitch and roll on my MKIII. Works good.
Take care,
john h
________________________________________________________________________________
Subject: | Re: Drag, HP, Thrust Data From Flight Data |
http://www.mmaa-modelairplanes.org/fun_stuff.htm
Jack....what a great website this MMAA is .....I went to paper airplanes and was
astounded.
Um savin that puppy!
George Randolph
Firestar Driver from The Villages, Fl
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Subject: | Re: RE: FSII Aft CG problem and a Fix |
Bryan Green (Elgin SC)
----- Original Message -----
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: RE: Kolb-List: RE: FSII Aft CG problem and a Fix
What I don't understand and maybe you could explain for me is.
If this is a Firestar 2 built to specs why is the CG so far aft?
________________________________________________________________________________
Subject: | Re: RE: FSII Aft CG problem and a Fix |
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
------------------------------------------------
> What I don't understand and maybe you could explain for me is.
> If this is a Firestar 2 built to specs why is the CG so far aft?
Good Morning Bryan G/Gang:
Bryan G said in two lines what it took me a page not to say yesterday. Why the
cg problem, if built anywhere near standard?
I guess if anybody should have an aft cg problem, it should have been me. The
FS had an 18 gal fuel tank behind the cg, 3 gal of oil, tent, sleeping bag, airmatress,
and my clothes. My MKIII has 25 gal fuel tank behind the cg, a case
of MRE's (28 lbs), 3 liters of water, tent, sleeping bag, air mattress, clothes,
arctic survival gear, and on and on. Forgot, it has flown, quite well, with
a Maule 8" diameter pneumatic tail wheel that weighed more than 10 lbs. Flying
with a Maule 6" diameter solid rubber tail wheel at present. It weighs 6
or 8 lbs.
What I am saying is, Kolbs do not normally have a cg problem. I am not saying,
don't sweep the wings, reflex the ailerons, or whatever you want to experiment
with on your own particular Kolb. It is your airplane and you have the priviledge
to do what you want to do. However, it probably is not necessary to change,
drastically, from the designer's configuration.
Take care,
john h
________________________________________________________________________________
Subject: | RE: FSII Aft CG problem and a Fix |
From: | "Chiocchio, Stanley" <schiocchio(at)olhcc.edu> |
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PT0NCgkNCgkNCgkNCgkNCgkNCg0K
________________________________________________________________________________
Subject: | RE: FSII Aft CG problem and a Fix |
From: | "Chiocchio, Stanley" <schiocchio(at)olhcc.edu> |
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________________________________________________________________________________
Subject: | RE: FSII Aft CG problem and a Fix |
From: | "Chiocchio, Stanley" <schiocchio(at)olhcc.edu> |
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________________________________________________________________________________
Subject: | RE: FSII Aft CG problem and a Fix |
From: | "Chiocchio, Stanley" <schiocchio(at)olhcc.edu> |
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________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | Re: FSII Aft CG problem and a Fix |
Several folks have in one manner or another asked why the cg is aft of the
limits.
The Firestar II currently includes these items: oil injection, inlet
silencer, exhaust silencer, "C" gearbox, prop balancing disk, fuel tank
gauge, one 5 gallon tank and strobes. It has the 7-rib wings and mechanical
brakes and cockpit carpet.
The plans that came with it specify a chord of 64" and limits of 20% to 37%.
In terms of inches aft of the leading edge, that's 12.8" to 23.68". That
weight and balance page is marked 1993, Rev 0.
I also own a slightly more recent set of plans that specifies a chord of 61"
and limits of 20% to 37%. In terms of inches aft of the leading edge,
that's 12.2" to 21.35". This weight and balance page is marked 1993, Rev
8-96. Both of these are from the old Kolb company. It is this aft limit that
is the concern here.
The empty weight and cg position is currently 357 pounds at 36.90 inches aft
of the leading edge. I weighed it myself.
With me, 5 gallons of fuel and a gallon of oil in the oil tank (total
capacity is unknown) and no ballast, the weight is 550 pounds and the center
of gravity is at 23.52". That includes me at 155 pounds and while I'm not
quite there yet, I usually am in the summer. This is currently the aft cg
condition.
I would like to add the second five gallon tank and the second seat
eventually, but those are not in the weight and balance (or on the airplane)
at this time.
Regarding the physical change to sweep the wings one or two degrees aft,
I'll need to build one bracket. It will be held on by two existing clevis
pins. No other change is anticipated except those I've previously mentioned.
While I have not discussed first-flight protocol, I can borrow a ballast pad
that will suffice for the first few hours.
Some people have given the impression that the center of gravity position is
primarily a trim issue. That's incorrect. The forward cg limit is usually
based upon control power available for take-off. The aft cg limit is based
upon stability. Trim devices, covered well in the archives, are used to
correct out-of-trim situations.
I did realize that this sweepback will very slightly reduce the lift-curve
slope. That changes the effective tail volume and very slightly increases
it, partially offsetting the reduction in tail volume due to the reduced
arm.
Dave Paule
FSII
Boulder, CO
________________________________________________________________________________
From: | "Kirk Smith" <snuffy(at)usol.com> |
Subject: | Re: FSII Aft CG problem and a Fix |
> The Firestar II currently includes these items: oil injection, inlet
> silencer, exhaust silencer, "C" gearbox, prop balancing disk, fuel tank
> gauge, one 5 gallon tank and strobes. It has the 7-rib wings and
mechanical
> brakes and cockpit carpet.
A battery in the nose for radio, GPS, etc? Kirk
________________________________________________________________________________
Subject: | Re: Amsoil new formulation. |
From: | Jim Gerken <gerken(at)us.ibm.com> |
12:25:22 PM
>Subject: Kolb-List: Amsoil new formulation.
>From: "Gray, Mark" <Mark.Gray(at)Takata.com>
>I know this is going to open a can of worms but........
>I have been running Amsoil 100:1 for 5 years and am well on the way to
>my second rebuild at over 450 hrs.
>I was going to order a new case of oil and found they no longer offer
>the Amsoil ATC 100:1 premix. It has been replaced with a new formula
>with a flash point of less than half what it was. Not being a
>chemical/lubricant engineer I am not sure if I am willing to try this
>new blend.
>Has anyone been running the new mix at 100:1?
>Until I feel comfortable with the new formula I think I will switch to
>50:1 Pennzoil.
>Let the arguments begin!
>Mark
I ran the Amsoil Premix 100:1 oil, Mark. I did try it at 100:1 ratio and
did not like the noise and roughness of the 582 under full load conditions,
so increased the ratio, progressively thru experimentation to 70:1, and ran
it there for a couple seasons. When torn down for inspection, there was no
detectable wear, but there was a buildup problem. Amsoil was contacted by
phone several times and by mail too, and offered absolutely no good help at
all. Speaking with their technical people, I asked for the name of a
solvent which could be used to remove the deposits. They suggested
several, all were tried, for days at a time each in some cases, with poor
results. Eventually, only mechanical means could remove these deposits.
The fact that Ams has LOWERED the flash point may be a good thing. Maybe
the stuff will burn up better. Or maybe I don't have a clue. Again, the
oil did protect from wear very well. At the last inspection at 170 hours
total time just before I sold the engine, the cylinders still had virtually
new measurements, and cross hatching still clearly evident everywhere. You
did not say which engine you are running it in. I have a theory that the
smaller engines are run harder and hotter than the larger ones, and so
buildup sometimes occurs in the 582 and 618 since they are actually
throttled back for cruise, and run cooler from the liquid cooling jacket.
Again, this is a theory. I have not tried the new formulation, and
probably won't since the 582 went down the road and the BMW is running like
a swiss watch on my Mkiii. Good luck.
Jim G
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: FSII Aft CG problem and a Fix |
Wow
This has been fun to listen too. There have been some real good ideas. The
wing sweep idea sounds neat but changes a design that that is safe and
strong. I don't know anything about aircraft structural design but I would
stay away from it. Some one already suggested it but I moved my starter
battery to the nose cone of my airplane and now I'm within the published CG
limits.
Dennis Souder told me once that Kolbs fly quite well with the CG further aft
but the FAA kind of forced then into the published limits. This is probably
why JH's airplane flies so well with a aft CG. I have read that as the CG
moves aft that pitch stability suffers. For a while I flew with a weight
clamped to the tail wheel spring to counter the higher than normal thrust
line of my VW. I have lowered the leading edge of the horizontal stabilizer
and removed the tail weight. I now feel that pitch excursions in rough air
are much less pronounced.
Rick Neilsen
Reduive VW powered MKIIIc
________________________________________________________________________________
From: | Charles & Meredith Blackwell <wozani(at)optonline.net> |
Dave,
Others probably know more about the problem, but would moving the seat forward
be an easier fix than messing with the wings? It isn't huge, but I remember
when my instructor had both of us lean forward in the seats it threw the trim
all out of whack. And solo I have noticed a difference when I secure some
weights on the other seat vs. on the floor. The MKII is a drain on the arm to
fly solo without some compensating weight, probably dangerous too because letting
go of the stick causes a slow nose up to an eventual stall. The difference
of securing the 40lbs just about a foot forward makes a huge difference. If
yours is slightly out, maybe a 3" cushion could move you forward enough to help
and still allow you to use the seatbelts safely.
And out of curiosity, what caused your bird to fall out of tolerances? Have
you flown it with added weight to learn how it flies and tried decreasing it
as you go? Seems like a shame to change something if you haven't tried flying
it yet.
Charlie in NJ, MKII 503, 3rd owner
________________________________________________________________________________
From: | Robert Doebler <doebler(at)sbcglobal.net> |
Subject: | FOR SALE ROTAX 503 DCDI , prop,etc. |
I'm selling a Rotax 503DCDI with: electric start/oil injection/b-gear box/remote
choke/throttle & choke cables/Rotax oil tank with low oil sensor, and indicator/3
blade Ivoprop, ground adjustable, 62" prop/lord mounts/muffler/shielded
ignition wires/ignition switch/kill switch/upgraded regulator/2-5 gallon fuel
tanks/solid-state fuel sensor with gauge/dual EGT/dual CHT/mini tach& hour meter/gel
battery/manuals. Total hours are 51. I haven't flown in a couple of years,
so decided to part out firestar II. No crash damage or abuse.It is still on
ultralight, so come see and hear it run. Local only, too heavy to ship.
Appoximately 35 miles NorthWest of Los Angeles, Ca.
Bob Doebler
66 Dapplegray Rd.
Bell Canyon, Ca. 91307
1-818-348-7075
doebler(at)sbcglobal.net
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)isp.com> |
Subject: | Re: FSII Aft CG problem and a Fix |
David,
Regarding your below post, you say 37% of the 64" chord is 23.68"
which is what my calculator says. But then you said that 37% of a 61" chord
is 21.35". My calculator says its 22.57". You presently are 23.52" which,
if yow have the 61" chord would put you at less than 1/2 of 1% (0.42%) out
of range. Homer told me personally that 39% aft cg is safe. This seems to
bear out the experience of some on this list. If you went with the 39%, then
you would be allowed 23.79", which is acceptable. It's late & my eyes are
bleary, maybe yow might want to punch the numbers again yourself. Sure
couldn't hurt to put that ballast & slowly remove it to see if it is a real
or theoretical concern. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of David Paule
Subject: Kolb-List: Re: FSII Aft CG problem and a Fix
Several folks have in one manner or another asked why the cg is aft of the
limits.
The Firestar II currently includes these items: oil injection, inlet
silencer, exhaust silencer, "C" gearbox, prop balancing disk, fuel tank
gauge, one 5 gallon tank and strobes. It has the 7-rib wings and mechanical
brakes and cockpit carpet.
The plans that came with it specify a chord of 64" and limits of 20% to 37%.
In terms of inches aft of the leading edge, that's 12.8" to 23.68". That
weight and balance page is marked 1993, Rev 0.
I also own a slightly more recent set of plans that specifies a chord of 61"
and limits of 20% to 37%. In terms of inches aft of the leading edge,
that's 12.2" to 21.35". This weight and balance page is marked 1993, Rev
8-96. Both of these are from the old Kolb company. It is this aft limit that
is the concern here.
The empty weight and cg position is currently 357 pounds at 36.90 inches aft
of the leading edge. I weighed it myself.
With me, 5 gallons of fuel and a gallon of oil in the oil tank (total
capacity is unknown) and no ballast, the weight is 550 pounds and the center
of gravity is at 23.52". That includes me at 155 pounds and while I'm not
quite there yet, I usually am in the summer. This is currently the aft cg
condition.
I would like to add the second five gallon tank and the second seat
eventually, but those are not in the weight and balance (or on the airplane)
at this time.
Regarding the physical change to sweep the wings one or two degrees aft,
I'll need to build one bracket. It will be held on by two existing clevis
pins. No other change is anticipated except those I've previously mentioned.
While I have not discussed first-flight protocol, I can borrow a ballast pad
that will suffice for the first few hours.
Some people have given the impression that the center of gravity position is
primarily a trim issue. That's incorrect. The forward cg limit is usually
based upon control power available for take-off. The aft cg limit is based
upon stability. Trim devices, covered well in the archives, are used to
correct out-of-trim situations.
I did realize that this sweepback will very slightly reduce the lift-curve
slope. That changes the effective tail volume and very slightly increases
it, partially offsetting the reduction in tail volume due to the reduced
arm.
Dave Paule
FSII
Boulder, CO
________________________________________________________________________________
Subject: | Re: FSII Aft CG problem and a Fix |
DAvid...
One more thing....make sure you measure your wing for the chord...I remember
that on the weight and balance chart that came with my plans...the chord was
stated at something different than the actual measurement...cannot remember
just what..but it was a couple of inches difference than actual...never did
understand what that was all about...I made the wing correctly...as the
print called for...but that W&B caculation page had a chord number already
there that didnt match my bird....
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From: | "johnjung(at)compusenior.com" <johnjung(at)compusenior.com> |
Subject: | Re: RE: FSII Aft CG problem and a Fix |
Group,
Here is my answer to the FSII aft CG question. My Firestar II currently
is flying with it's CG at 23.6" behind the leading edge, and has been
that way for the last 4 years. So, David's 23.52 should be fine.
As to the question of why a FSII should have such an aft CG, the were
designed that way. Since I wrote my EXCEL programs for Kolb CG's, I
have done the W&B calculations for several FSII's and the all are
somewhere near the aft limit.
Now, if someone has specific information about flying a Firestar II (or
other Kolb) with a CG aft of the limit, then tell us exactly how far
aft, how many hours, what kind of conditions, etc. But I don't think it
is helpful to suggest that pilots shouldn't be concerned about aft CGs.
I have flown a model airplane that had an aft CG, and it was not
controlable at all. What I learned from models is that they fly better
and better as the CG goes aft, right up until the become totally
uncontrolable. No warning. I don't want to do the testing to find out
how far aft a Firestar CG can go. I have recently lost weight and am
now below the minimum weight to fly my Firestar. So, unless someone has
already done specific testing, I will be adding weight to the front of
my plane before I fly again.
John Jung
Firestar II N6163J
________________________________________________________________________________
From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Subject: | Re: FSII Aft CG problem and a Fix |
The MAC is the average of the mac of the part of the wing with ailerons and
the part of the wing without ailerons and the part of the "wing" submerged
in the fuselage. This will not be equal to the measurement of any physical
part of the plane.
-----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: Re: FSII Aft CG problem and a Fix
DAvid...
One more thing....make sure you measure your wing for the chord...I remember
that on the weight and balance chart that came with my plans...the chord was
stated at something different than the actual measurement...cannot remember
just what..but it was a couple of inches difference than actual...never did
understand what that was all about...I made the wing correctly...as the
print called for...but that W&B caculation page had a chord number already
there that didnt match my bird....
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)isp.com> |
Subject: | Re: FSII Aft CG problem and a Fix, 2nd thought |
David,
Reflecting on the "0.42%" figure I gave (see below)for how far out
of cg you were, I believe it is incorrect. I compared the distance beyond
the cg limit to the distance from the leading edge. I should have compared
the distance beyond the rear cg limit to the overall cg range. With that in
mind, the 0.42% becomes 7.33% which still is not a huge amount. But again,
the 37% limit in the plans is a theoretical limit, and as Homer said, this
airfoil doesn't behave as it theoretically should. ...Richard Swiderski
-----Original Message-----
From: Richard Swiderski [mailto:swiderski(at)isp.com]
Subject: RE: Kolb-List: Re: FSII Aft CG problem and a Fix
David,
Regarding your below post, you say 37% of the 64" chord is 23.68"
which is what my calculator says. But then you said that 37% of a 61" chord
is 21.35". My calculator says its 22.57". You presently are 23.52" which,
if yow have the 61" chord would put you at less than 1/2 of 1% (0.42%) out
of range. Homer told me personally that 39% aft cg is safe. This seems to
bear out the experience of some on this list. If you went with the 39%, then
you would be allowed 23.79", which is acceptable. It's late & my eyes are
bleary, maybe yow might want to punch the numbers again yourself. Sure
couldn't hurt to put that ballast & slowly remove it to see if it is a real
or theoretical concern. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of David Paule
Subject: Kolb-List: Re: FSII Aft CG problem and a Fix
Several folks have in one manner or another asked why the cg is aft of the
limits.
The Firestar II currently includes these items: oil injection, inlet
silencer, exhaust silencer, "C" gearbox, prop balancing disk, fuel tank
gauge, one 5 gallon tank and strobes. It has the 7-rib wings and mechanical
brakes and cockpit carpet.
The plans that came with it specify a chord of 64" and limits of 20% to 37%.
In terms of inches aft of the leading edge, that's 12.8" to 23.68". That
weight and balance page is marked 1993, Rev 0.
I also own a slightly more recent set of plans that specifies a chord of 61"
and limits of 20% to 37%. In terms of inches aft of the leading edge,
that's 12.2" to 21.35". This weight and balance page is marked 1993, Rev
8-96. Both of these are from the old Kolb company. It is this aft limit that
is the concern here.
The empty weight and cg position is currently 357 pounds at 36.90 inches aft
of the leading edge. I weighed it myself.
With me, 5 gallons of fuel and a gallon of oil in the oil tank (total
capacity is unknown) and no ballast, the weight is 550 pounds and the center
of gravity is at 23.52". That includes me at 155 pounds and while I'm not
quite there yet, I usually am in the summer. This is currently the aft cg
condition.
I would like to add the second five gallon tank and the second seat
eventually, but those are not in the weight and balance (or on the airplane)
at this time.
Regarding the physical change to sweep the wings one or two degrees aft,
I'll need to build one bracket. It will be held on by two existing clevis
pins. No other change is anticipated except those I've previously mentioned.
While I have not discussed first-flight protocol, I can borrow a ballast pad
that will suffice for the first few hours.
Some people have given the impression that the center of gravity position is
primarily a trim issue. That's incorrect. The forward cg limit is usually
based upon control power available for take-off. The aft cg limit is based
upon stability. Trim devices, covered well in the archives, are used to
correct out-of-trim situations.
I did realize that this sweepback will very slightly reduce the lift-curve
slope. That changes the effective tail volume and very slightly increases
it, partially offsetting the reduction in tail volume due to the reduced
arm.
Dave Paule
FSII
Boulder, CO
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Re: RE: FSII Aft CG problem and a Fix |
>
>Group,
>
...................
>
>Now, if someone has specific information about flying a Firestar II (or
>other Kolb) with a CG aft of the limit, then tell us exactly how far
>aft, how many hours, what kind of conditions, etc. But I don't think it
>is helpful to suggest that pilots shouldn't be concerned about aft CGs.
......................
Just thought this gem should be stated again. Numbers are good!
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | Re: FSII Aft CG problem and a Fix |
First thing is that I need to apologise for a typo that Mr. Swiderski found.
The newer plans use 35% as an aft limit. I mistakenly wrote that it was 37%.
The cg position in inches, though, was correct.
Mr. Gherardini suggested that I measure the wing chord myself. This is an
interesting suggestion but has little bearing on the center of gravity limit
as given in the plans. I make the assumption that the plans center of
gravity limit will be safely stable.
The wing, as you know, has a discontinuous trailing edge. On my Firestar,
the chord is 50.9" at the root if you ignore the aileron tube. Since the gap
seal does not extend that far, it's reasonable to ignore it. Including the
aileron tube gives a root chord of 52.7". I plan to extend the aileron gap
seal to the root.
At the aileron, the chord is 61.6".
I have not calculated the MAC yet, but it will be considerably different
than either the 61" or the 64" from the two sets of plans. Also, the leading
edge of the MAC will be aft of the physical leading edge.
That has no bearing on the sweep that I think I'll be adding to the
Firestar. I simply plan to put the wing where it should be with regard to
the center of gravity. I am encouraged that the center of gravity range is
so wide. However, it occurs to me that perhaps some of you are flying
airplanes with the center of gravity too far aft and are compensating for it
with pilot skill.
I do plan to fly the plane with ballast before adding the sweep, simply out
of expediency. The sweep increasingly appears to be the most desirable
long-term solution. Incidentally, it looks as if I need at least 1.5 degrees
sweep for the bracket to fit in (now that I've measured the forward wing
mount) and so I'll probably use 2 degrees sweep. I wonder if you'll even
notice it.
Thanks to all,
Dave Paule
FSII
Boulder, CO
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | Re: Re: FSII Aft CG problem and a Fix |
Mr. Bourne suggested moving the engine with a motor mount change.
Moving the engine is more difficult and less effective than sweeping the
wings a couple of degrees.
Dave Paule
FSII
Boulder, CO
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Vamoose LAR (
I've recommended to a goodly number of folks that
travel, the anti-virus program from GRISOFT called
AVG (Personal Edition). This program is TOTALLY
FREE, and works at least as good as, if not BETTER
than any other anti-virus program on the market. The
download is also free from their website.
Another couple of FREE PROGRAMS you should
have on your system are:
1. SPYBOT - Search & Destroy This program will
review your system and allow you to remove ANY
new or unwanted/acquired "stuff", every time you
start your system (or you can run it at will).
2. http://www.endpopups.com/index.html This one
is for your web browser & it will STOP ADS as
you "surf" the net. The name of the actual program
is POPUP MANAGER. This company offers this
product for a voluntary donation only.
Good luck, LAR,
George
---
________________________________________________________________________________
From: | "Chiocchio, Stanley" <schiocchio(at)olhcc.edu> |
Please delete me from your list. Thank You, Stan
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com on behalf of George Bass
Sent: Sun 6/20/2004 10:47 AM
To: kolb-list(at)matronics.com
Cc:
Subject: Re: Kolb-List: Messages
Vamoose LAR (
I've recommended to a goodly number of folks that
travel, the anti-virus program from GRISOFT called
AVG (Personal Edition). This program is TOTALLY
FREE, and works at least as good as, if not BETTER
than any other anti-virus program on the market. The
download is also free from their website.
Another couple of FREE PROGRAMS you should
have on your system are:
1. SPYBOT - Search & Destroy This program will
review your system and allow you to remove ANY
new or unwanted/acquired "stuff", every time you
start your system (or you can run it at will).
2. http://www.endpopups.com/index.html This one
is for your web browser & it will STOP ADS as
you "surf" the net. The name of the actual program
is POPUP MANAGER. This company offers this
product for a voluntary donation only.
Good luck, LAR,
George
---
________________________________________________________________________________
From: | "Chiocchio, Stanley" <schiocchio(at)olhcc.edu> |
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________________________________________________________________________________
Subject: | Re: FSII Aft CG problem and a Fix, 2nd thought |
In a message dated 6/20/2004 11:41:11 AM Eastern Standard Time,
swiderski(at)isp.com writes:
The Firestar II currently includes these items: oil injection, inlet
silencer, exhaust silencer, "C" gearbox, prop balancing disk, fuel tank
gauge, one 5 gallon tank and strobes. It has the 7-rib wings and mechanical
brakes and cockpit carpet.
Oil injection- maybe 5 lbs.
Inlet Silencer- maybe 2 lbs.
Exhaust Silencer- maybe 5 lbs.
Prop Balancing disk- maybe 2 lbs.[?]
Remove all or part[s] & your CG is good.
Or swap that "C" box & heavy composite prop for a "B" box & Tennessee wood
prop.
Howard Shackleford
FS II
SC
________________________________________________________________________________
From: | "flykolb" <flykolb(at)carolina.rr.com> |
Stan,
Just go to the bottom of your email and you will find a place to
un-subscribe.
Jim
----- Original Message -----
From: "Chiocchio, Stanley" <schiocchio(at)olhcc.edu>
Subject: RE: Kolb-List: Messages
>
>
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> PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PQ0KCQ0KCQ0KCQ0KCQ0KCQ0KDQo
>
>
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: RE: FSII Aft CG problem and a Fix |
| I am sure you are not suggesting he fly his plane aft of the aft cg
limit
| are you?
Same way you did with all the
| numerous changes on your planes, try it and fly it.
|
| Topher
Topher/Gang:
You are absolutely correct.
I never made a change to any of my airplanes until I had sufficient
time to determine, through actual flight testing, that there was a
problem, what needed to be changed, and how to change it.
john h
PS: Sorry for the late response. Been out of town and just got home.
Did a couple responses on my friend's computer, but not all.
________________________________________________________________________________
From: | Terry <tkrolfe(at)usadatanet.net> |
The N.E. Fly-in was a resounding success. Although day one didn't turn out to
well with the
arrival of everyone at Shreveport North on Friday, because of the weather, the
following day at
Homer and Clara Kolb's home was outstanding.
We had 21 pilots flying there and several drive-in attendees. Had Penna., New
York, New Jersey
and Maryland represented. Weather was breezy and at sometimes threatening, but
manageable and
everyone arrived and got back home safely. Would have had more people there had
the weather
not been as marginal.
Clara and Homer were very gracious hosts and provided a picnic lunch followed by
Homer asking
each on there to tell about themselves. We sat in their pavilion enjoying good
company and
stories. At the same time Dick Rayhill, Homers long time friend, entertained us
with his
expert flying, making unbelievable landing runs and takeoff's from the adjoining
field. All of
this using Homers restored original FireStar.
Home then took us on a tour of his newest project which is rebuilding his grandfathers
grist
mill on his property. Has built the building with raceway, a new water wheel and
has the
original gears and works to restore it to working order. Has the grinding stones
and crane to
lift them and will have able to grind grain.
Maybe we can do this again next year and have even more Kolbers make the event.
Homer is open
to the idea!
Others will have to provide pictures as I still do not have a scanner to do this
with.
Terry - FireFly # 95
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: RE: FSII Aft CG problem and a Fix |
| Now, if someone has specific information about flying a Firestar II
(or
| other Kolb) with a CG aft of the limit, then tell us exactly how far
| aft, how many hours, what kind of conditions, etc. But I don't think
it
| is helpful to suggest that pilots shouldn't be concerned about aft
CGs.
. So, unless someone has
| already done specific testing, I will be adding weight to the front
of
| my plane before I fly again.
|
| John Jung
John J/All:
Hope no one thought I was suggesting they do anything contrary to
regulation. I try not to suggest, recommend, or dictate that anyone
do anything to their aircraft. I will, on occassion, share with folks
what I have experienced with my airplane and what I did to correct it.
Both my Firestar and MKIII was/is well outside the "paper" aft cg
range. Based on many hours of "actual" flight in many different
configurations, neither aircraft have an "actual" operational aft cg.
Sorry I can not tell you exactly how far aft and the specific number
of hours, but well over 700 hours for the FS and 2,000 hours for the
MKIII.
John J recently flew, as did his wife Cathy, in Miss P'fer, the MKIII
with aft cg.
john h
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Hi John & gang.. You were right John, these long flights are just short
legs from one field to another. What a great time myself and Scott Olendorf
had flying to Shreveport Pa from the Albany NY area. Visibility, low ceiling,
and haze kept us from leaving until 4pm. We flew till 8pm and spent the nite
at Slatington PA where the owner gased us up at 8:30 PM and allowed us to bunk
in the small FBO building. We got some sleep, even with the crickets inside,
the loud Coke machine kicking off & on, and the local police shining spot
lights in the window during the nite. An early start got us to Smoketown at 8:30
am to fly with the group to Homers. Each landing I had resulted in more of a
grinding and screaching noise in the left wheel. At Homers we blocked it up to
find the inner bearing had disintergrated. One of Homers friends,(Dave) drove
me to town to get new bearings and I was good to go other than as a result of
the broken bearing, I had broken the brake pads and later, the calaper seal,
which resulted in losing all brakes for the rest of the trip. I landed on
grass when possible and Scott would land 1st and watch me as I taxied up to pumps
at different fields. Flying from Homers to Shreveport was interesting, air
speed 65 mph and ground speed 45. Scott, Paul and myself did a fly-by in 20
mph crosswinds and the crowd thought we just could'nt land. We were knocked all
over the place as we flew 10 ft off the runway. We landed next time around
and once on the ground, the wind trying to swing the tail aroung required full
left rudder to keep the plane going straight. No one was flying and we found
out why. Strongest wind I've ever flown in! We left Sunday at 10 am and were
back in Albany at 5pm. Total miles covered were 688 for me and somewhat more for
Scott as he is probably 40 mis north of my field. One thing I learned was
that getting fuel can be a problem. You really need to call ahead with the small
fields. You run into things like "we don't sell gas" and then you mention you
talked to so & so and then he says "OK". Other times you arrive late and no
one is around? I also realised that you tend to depend too much on the gps. At
times I wondered if it went out, could I find out where I was on the
sectional? Burning the 100LL resulted in hard starts and finally It would'nt start
at
one field. I had 4 new plugs with me all gapped and through them in and the
618 fired right up. Over all, other than being somewhat anxious and nervous on
ones 1st cross country, all went well and it was alot of fun!
Fly safe
Bob Griffin
Kolb MK3
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
Kolbers,
Linda and I were delayed by weather nearly 24hrs in leaving for Shreeveport until
the late morning on Saturday. The fog and haze thinned enough to get out of
P-37 and head east. We encountered heavy rain just 25 miles out as we approached
Ebensburg, so we diverted to Jimmy Stewart IDI for an hour wait for the rain
to clear out and topped off the tank.
Wind was a steady 30mph out of the west the entire flight so after our diversion
we headed directly for Altoona AOO.
As we were indicating 85-96 mph on the Airmap-100 we were able to overfly our planned
fuel stop at AOO and fly direct to Shreeveport. The entire trip was in
4 to 7 mile visibility with ceilings over the mountains at minimums. Flew through
light rain three times and at one point indicated 102mph on the GPS, airspeed
the entire trip was between 65 and 70mph at cruise 5400-5500rpm. Quite an
exciting ride to say the least with moderate turbs over most of the trip.
Arrived at Shreeveport long after the folks were gone to Homers and decided to
hang out, kick tires and give rides to my Friends that were kind enough to share
their hotel room and bring my oldest boy along with em on the car trip out.
Missing Homers gathering was a huge dissappointment, but after 170 miles (counting
our diversion) of Kolbing in 30 + mph winds, I didn't feel like dragging
Linda 65 miles further East knowing the trip back would be against those winds.
Also figured we already missed the lunch at Homers.
A lot of friendly folks were there including more from my local area than I could
believe, all sorts of planes that ranged from last years Oshkosh award winning
RV-6 to a 1982 vintage Jetwing trike that was only removed from its original
shipping boxes in 2001. It was as if time stopped for that Jetwing, absolutly
perfect brand new condition exactly how they were in 1982 when I was 15 years
old.
Got to put faces to Artdog, Gene Zimmerman, Airgriff, Scott Olendorf, Earl Zimmerman
who flew in with his boy Eddie in a Rans, Bruce (I forgot your last name)
and his very pretty girlfriend ( I am looking forward to seeing the pics Bruce
took), along with others who I am forgetting at the moment. (Just got home
from working midnight shift)
Anyway, thanks to all who made the trip so great, and to the Mason Dixon folks
for such a nice event and the great evening Buffets down by the pool. I sure hope
we can do it again so we have more time to get to know all you great people,
and so maybe I can get to Homers next time.
Another highlight was the trip to and from the hotel in the back seat of my buddies
Neon. Six people and bags packed to the roof make a fast trip down back
roads quite exciting. :-) Needed heavier spings.
Sunday we had a good breakfast at Peppermill and got to the airport later than
I wanted to. Luray Weacter and Earl and Eddie Zimmerman had arrived to add to
the crowd of really nice folks. Lurays gun metal grey Slingshot with a brand
new Jabiru 2200 and 64 inch coated and tappered Tennessee Prop was a thing of
beuty, what a perfect little fighter plane and the workmanship and finish are
first class. Luray says the top speed is 102, and burns just around 3gph at 80-85
mph cruise.
We had to get out of there to make it to church Sunday night so we left around
1:05 PM.
Cruising at 4500MSL, 65mph with a 5 mph headwind we made Altoona in 1.3 hrs, topped
off the tank and flew direct to p-37 in 1.4 hrs. Great visibility and high
ceilings made the trip home fantastic. Beat the ground pounders by an hour
and twenty minutes. :-)
I'll try to fill in the things I forgot over the next week, and for those who I
left out, please jog my recall as it was all such an enjoyable blurr. Near 8
hrs flying over a 30 hour period really makes for sensory overload.
Denny (Now I can Sleep) Rowe, Mk-3, 2SI 690L-70
________________________________________________________________________________
From: | Swampist(at)aol.com |
Subject: | Paint removal for recovering wingtip |
Need to recover wingtip (bottom only, leading to trailing and 3ft wide) on
Ultrastar . Instructions state to use MEK to strip paint off, down to bare
fabric. I have removed old damaged fabric but MEK/Acetone will not effect paint
removal for overlap area. Can Poly fabric be cemented to clean paint or should
I
test other chemicals on removed fabric? Any suggestions?
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
Subject: | Re: Paint removal for recovering wingtip |
. I have removed old damaged fabric but MEK/Acetone will not effect paint
> removal for overlap area. Can Poly fabric be cemented to clean paint or
should I
> test other chemicals on removed fabric? Any suggestions?
>
>
> Must be polyeurethane paint as MEK takes Polytone right off.
You might have to sand the finish color off before wiping the bottom layers
with MEK.
Denny Rowe
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Paint removal for recovering wingtip |
| If MEK won't touch it, maybe it isn't Stits?
| MKIII N420P (420ldPoops)
Richard P/All:
Might be aerothane or some other two part finish. My MKIII has a lot
of patches on Aerothane. I sanded a little, then Polytack'd over the
Aerothane. I think this is the procedure Stits, and maybe PolyFiber
uses. Not sure cause I did not look it up in the manual.
Take care,
john h
________________________________________________________________________________
From: | Robert Laird <rlaird(at)cavediver.com> |
Subject: | Kolb owner wannbe ain't a wannbe any longer! |
My friend, Guy, who is on this list, bought a Kolb FireFly (w/ 447) from
"jerb" and trailered it down last weekend. He had asked me to ferry it
down, but the weather the past several weekends just wasn't conducive to a
cross-country flight with a 5 gallon tank! So, I loaned him my flatbed
trailer and it arrived with only a couple of minor issues.
We got the plane off the trailer, set up the wings, did two complete
pre-flights which included every nut, bolt, pin, rivet, control surface,
control wires, etc., etc., etc.
Even though I was there to do it's first flight, it _was_ Guy's plane so I
felt it important that he be the first one to taxi it around the tarmac...
and so he did, and seemed to have a lot of fun doing it.
His training was in a Challenger, so he definitely has to get used to a
different UL in the Kolb.
After he taxied around for a while, he came back and I saddled up. After
familiarizing myself with the instruments and placement of all the
switches, we fired it up and I taxied to the hold-short line and did a
quick run up. I was checking the ailerons when the stick suddenly stuck at
full left deflection! That wasn't good. So, I taxied back to the hangar,
and, while still in the plane with the engine fired up, I did another run
up there, but it didn't repeat the problem.
I climbed out and we checked all the linkages and horns and etc. Two
things seemed out of kilter: the left and right tubes weren't the same
length (as the manual claims they should be) and there was (a LOT!) more
deflection range in the ailerons than the 8" that's in the book. There
weren't any kind of stops built into the controls, as I thought there might
be. But I knew from experience that a pilot flying this plane would never
need that kind of deflection. So, Guy tightened up a nut that he thought
was loose, and I decided to try it again.
Again at the hold short line, I powered up and checked aileron deflection
and -- it did it again! So, I did a 180 and taxied about 30 feet back
toward the hangar, stopped, and did a run up there. This time, there were
no issues. So, I taxied about halfway back to the hangar, turned the plane
around to make sure it was lined up _exactly_ like it'd be if I were at the
hold-short line, did a run up, and it stuck again!
Ah! I had figured it out! At the hold-short line (and on that last run
up), the 8-10mph wind was coming from the left rear quarter. When I
deflect the stick to the left, the left aileron goes up... and the wind was
catching it and pushing it up higher, abnormally higher, which would then
cause the stick to feel like it was stuck.
I knew that on take off, with the plane into the wind, I wouldn't ever see
this problem occur... and when flying around, I would never have wind
pushing up on the aileron (if it did, I'd have long been in a stall and
magically floating at very low speeds), so I no longer felt it was a
serious problem, just a minor issue to eventually be dealt with. (You are,
of course, free to disagree with me and call me crazy for flying with it
like that.)
Anyway, I once again approached the hold-short, did a run up, then moved
into position and took off. I had a 5000 foot concrete runway, so I lifted
up to about 5 feet and flew along the length of the runway. I figured if
something bad happened, I wouldn't have far to fall. At the decision
point, everything was just peachy so I went ahead and gave it full throttle
and ascended.
What a great little aircraft the FireFly is! It seems very slippery, very
sensitive (but not too much) on the controls so it requires very little
input from the pilot to keep it squared away, and it's almost completely
hands off once you get it at cruise speed/altitude. With just a bit of
tweaking, I'm sure Guy will get it to be 100% hands off.
I like how the nose pitches down once you're at cruise... suddenly, you
feel like you've got a front row seat for what's ahead and around you.
I did two touch-n-go's, then flew it down Galveston Island for a few miles
and then back again, and did a full stop on the 3rd landing.
I could go on and on but most of y'all already know the feeling of flying a
Kolb. For the size, it's about the sturdiest UL I've ever flown, which
gives you a great sense of safety and control. It's about as far removed
(and improved) over a Quicksilver as you could get. Very nice indeed!
Normally I have pictures but I forgot my camera on that day (a very rare
occurrence for me) but a friend of Guy's had a camera so I hope to get
copies of those.
-- Robert
________________________________________________________________________________
Subject: | Re: burt rutan space flight WOW |
A 63 year old private pilot flying a homebuilt rocketplane with an N number
just flew to space and back. Proud to say I knew him way back,Proud to be a
homebuilder.
Steve Boetto
building MKIII N272SB
________________________________________________________________________________
From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
Subject: | Fw: start engine(oil purge912 uls) |
----- Original Message -----
From: CRAIG M NELSON
Subject: start engine(oil purge912 uls)
hay all great news!!!!!!!!!!!!!!!!
another kolb is about to take to the sky's!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
here in phoenix it's 105 degrees hotter than a dogs but. however not to hot to
start the uls for the first time. wanted to test it before the trip to the desert
for the first flight. oil temp held at 270 degrees you will have to check
with milow for the head temps I was so high. all i have now is visions of the
rotating warp prop. we bled the oil system before we started the engine by filling
the system through the in line before the oil cooler whale turning the engine
over with the prop by hand, then with a set of plugs out of each cylinder
we turned the engine over with the starter. got 8 psi oil pres with the starter.
reinstalled the plugs fueled the f"n air plane with a gal of high test ,
pumped the float bowls with the aux fuel pump, cranked it over 2 times and she
sprang to life. OOOOHHHHHHHHHHH!!!!!!!!!!!!!!!!what a thrill to see all that
work come together. we ran it at rpm's around 1250 -3500 for about 1/2 hour. this
is truly a thrill!!!!!!!!!! I don't think i had the water system purged because
the water spud out the over flow bottle just before we stopped the engine
for the last time. for the over flow i used a little plastic bottle like a ketchup
bottle. the head temp didn't go over 220 so i think it's ok just need to
re think how i'm going to attach it. it was right up next to the oil tank .
don't think it will take those temps any ideas?
uncle craig
MKIIIex 912uls warp
Arizona www.milows.com
________________________________________________________________________________
From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
Subject: | Fw: start engine(oil purge912 uls) |
----- Original Message -----
From: CRAIG M NELSON
Subject: start engine(oil purge912 uls)
hay all great news!!!!!!!!!!!!!!!!
another kolb is about to take to the sky's!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
here in phoenix it's 105 degrees hotter than a dogs but. however not to hot to
start the uls for the first time. wanted to test it before the trip to the desert
for the first flight. oil temp held at 270 degrees you will have to check
with milow for the head temps I was so high. all i have now is visions of the
rotating warp prop. we bled the oil system before we started the engine by filling
the system through the in line before the oil cooler whale turning the engine
over with the prop by hand, then with a set of plugs out of each cylinder
we turned the engine over with the starter. got 8 psi oil pres with the starter.
reinstalled the plugs fueled the f"n air plane with a gal of high test ,
pumped the float bowls with the aux fuel pump, cranked it over 2 times and she
sprang to life. OOOOHHHHHHHHHHH!!!!!!!!!!!!!!!!what a thrill to see all that
work come together. we ran it at rpm's around 1250 -3500 for about 1/2 hour. this
is truly a thrill!!!!!!!!!! I don't think i had the water system purged because
the water spud out the over flow bottle just before we stopped the engine
for the last time. for the over flow i used a little plastic bottle like a ketchup
bottle. the head temp didn't go over 220 so i think it's ok just need to
re think how i'm going to attach it. it was right up next to the oil tank .
don't think it will take those temps any ideas?
uncle craig
MKIIIex 912uls warp
Arizona www.milows.com
________________________________________________________________________________
From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
Subject: | Fw: start engine(oil purge912 uls) |
----- Original Message -----
From: CRAIG M NELSON
Subject: Fw: start engine(oil purge912 uls)
----- Original Message -----
From: CRAIG M NELSON
Subject: start engine(oil purge912 uls)
hay all great news!!!!!!!!!!!!!!!!
another kolb is about to take to the sky's!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
here in phoenix it's 105 degrees hotter than a dogs but. however not to hot to
start the uls for the first time. wanted to test it before the trip to the desert
for the first flight. oil temp held at 270 degrees you will have to check
with milow for the head temps I was so high. all i have now is visions of the
rotating warp prop. we bled the oil system before we started the engine by filling
the system through the in line before the oil cooler whale turning the engine
over with the prop by hand, then with a set of plugs out of each cylinder
we turned the engine over with the starter. got 8 psi oil pres with the starter.
reinstalled the plugs fueled the f"n air plane with a gal of high test ,
pumped the float bowls with the aux fuel pump, cranked it over 2 times and she
sprang to life. OOOOHHHHHHHHHHH!!!!!!!!!!!!!!!!what a thrill to see all that
work come together. we ran it at rpm's around 1250 -3500 for about 1/2 hour. this
is truly a thrill!!!!!!!!!! I don't think i had the water system purged because
the water spud out the over flow bottle just before we stopped the engine
for the last time. for the over flow i used a little plastic bottle like a ketchup
bottle. the head temp didn't go over 220 so i think it's ok just need to
re think how i'm going to attach it. it was right up next to the oil tank .
don't think it will take those temps any ideas?
uncle craig
MKIIIex 912uls warp
Arizona www.milows.com
________________________________________________________________________________
From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
Subject: | Fw: screwed up ? |
john i don't know what's going on i can't seem to get this to go to the list after
i got the address messed up. now it keeps going to you even when i put the
right address on it can you forward it to the list for me? craig
----- Original Message -----
From: CRAIG M NELSON
Subject: Fw: start engine(oil purge912 uls)
----- Original Message -----
From: CRAIG M NELSON
Subject: Fw: start engine(oil purge912 uls)
----- Original Message -----
From: CRAIG M NELSON
Subject: start engine(oil purge912 uls)
hay all great news!!!!!!!!!!!!!!!!
another kolb is about to take to the sky's!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
here in phoenix it's 105 degrees hotter than a dogs but. however not to hot to
start the uls for the first time. wanted to test it before the trip to the desert
for the first flight. oil temp held at 270 degrees you will have to check
with milow for the head temps I was so high. all i have now is visions of the
rotating warp prop. we bled the oil system before we started the engine by filling
the system through the in line before the oil cooler whale turning the engine
over with the prop by hand, then with a set of plugs out of each cylinder
we turned the engine over with the starter. got 8 psi oil pres with the starter.
reinstalled the plugs fueled the f"n air plane with a gal of high test ,
pumped the float bowls with the aux fuel pump, cranked it over 2 times and she
sprang to life. OOOOHHHHHHHHHHH!!!!!!!!!!!!!!!!what a thrill to see all that
work come together. we ran it at rpm's around 1250 -3500 for about 1/2 hour. this
is truly a thrill!!!!!!!!!! I don't think i had the water system purged because
the water spud out the over flow bottle just before we stopped the engine
for the last time. for the over flow i used a little plastic bottle like a ketchup
bottle. the head temp didn't go over 220 so i think it's ok just need to
re think how i'm going to attach it. it was right up next to the oil tank .
don't think it will take those temps any ideas?
uncle craig
MKIIIex 912uls warp
Arizona www.milows.com
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Fw: start engine(oil purge912 uls) |
oil temp held at 270 degrees you will have to check with milow for
the head temps I was so high. I don't think i had !
| the water system purged because the water spud out the over flow
bottle just before we stopped the engine for the last time. for the
over flow i used a little plastic bottle like a ketchup bottle. the
head temp didn't go over 220 so i think it's ok just need to re think
how i'm going to attach it. it was right up next to the oil tank .
don't think it will take those temps any ideas?
|
|
| uncle craig
| MKIIIex 912uls warp
Hi Uncle Craig/Gang:
I figured the 912ULS would run. :-)
When you look at stuff in your operator's manual, be sure you are
looking at 912ULS stuff and not 912 stuff. Rotax got cheap and put
info for both engines in one manual.
Max oil temp for the ULS is 266F.
Max CHT for ULS is 284F.
Rotax allows the 912 to run higher max temps, 285F for oil and 300 for
CHT.
Good idea to fill the cooling system with 50/50 permanent type
antifreeze without silicates and phosphates. Run the engine until it
is warm, shut down until cool. Check recovery bottle and insure
coolant is up to the top of the neck of the coolant header tank.
My 912ULS runs, normally, at 5,000 to 5,200 rpm:
230F oil temp
210 CHT
In hot weather like you all are experiencing, she will run 250F to
260F oil temp. Had to come back on power flying Death Valley last
year because of high oil temps.
CHT, under those conditions will come on up in the 220 to 250F range,
when running hard.
Glad you got it going.
Good luck,
john h
PS: You must have gotten the fuel pump gasket. I may have had it
sent to an old address.
________________________________________________________________________________
From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
Subject: | Re: Fw: pump gasket |
John
It must have gone to the old add.Not to worry glad to have tried to help a fellow
aviator.
uncle craig
PS: You must have gotten the fuel pump gasket. I may have had it
sent to an old address.
________________________________________________________________________________
From: | Erich_Weaver(at)URSCorp.com |
06/22/2004 11:59:18 AM
Uncle Craig:
In addition to what John H. has said, I would add that RPM below 1800
should be avoided on the 912 as it is very hard on the gear box.
Keep us informed regarding the first flight.
Erich Weaver
________________________________________________________________________________
From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
Subject: | Fw: start engine(oil purge912 uls) |
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck
Subject: Re: Kolb-List: Fw: start engine(oil purge912 uls)
John and Gang,
Yes, uncle Craig as well as I have waited for this day to bring life to the ULS
engine. It was exciting and fun to crank it up and have it run. It just seems
to be a big jump forward toward flying after working on this long building
project the past few years. Uncle Craig is a little off on our actual temps.
Our oil temp hovered around 225F, but never exceeded 230F.
Our CHT hovered around 245F.
EGTs I think hovered around 1245F.
H20 hovered in the 255F.
John, what is the max on H20?
The only two problems we encountered was one EGT was not working on a exhaust.
We did have our coolant overflow bottle too close to the oil tank and burned
a hole in it.
John or others, we looked back in the archives and pitched our prop at 10.5 degrees.
We never pushed our engine past 3500 rpm to see if we would hit 5400 rpm
with this pitch. Are we about in the ballpark for pitch? We have the same
blade set up as you.
Man, at 3500 rpm I told Craig to back off that plane wanted to fly. It is amazing
to see sooooo muuuuch power coming off that engine! We will try for the 5400rpm
this saturday.
Tim
Max oil temp for the ULS is 266F.
Max CHT for ULS is 284F.
Rotax allows the 912 to run higher max temps, 285F for oil and 300 for
CHT.
G
Good luck,
john h
PS: You must have gotten the fuel pump gasket. I may have had it
sent to an old address.
________________________________________________________________________________
From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
Erich,
Thanks for the RPM info. We did have a funny little transition sound come out
of the gear box around 1700 rpm?
Does anyone know the max on H20 or EGT?
Tim
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
Erich_Weaver(at)URSCorp.com
Subject: Kolb-List: screwed up?
Uncle Craig:
In addition to what John H. has said, I would add that RPM below 1800
should be avoided on the 912 as it is very hard on the gear box.
Keep us informed regarding the first flight.
Erich Weaver
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Subject: | Re: Fw: start engine(oil purge912 uls) |
| Our oil temp hovered around 225F, but never exceeded 230F.
| Our CHT hovered around 245F.
| EGTs I think hovered around 1245F.
| H20 hovered in the 255F.
|
| John, what is the max on H20?
Hi Tim/Gang:
The temps sound much better.
Coolant temperature does not enter into the equation. There is no
need to know what the coolant temp is. Your only concern should be
CHT, which is metal temp of the cylinder head. Instructions per Erick
Tucker, Rotax 912 school 2000 and 2004. There are no parameters for
coolant temp.
| John or others, we looked back in the archives and pitched our prop
at 10.5 degrees. We never pushed our engine past 3500 rpm to see if
we would hit 5400 rpm with this pitch. Are we about in the ballpark
for pitch? We have the same blade set up as you.
Sorry, I can not remember what mine is pitched at, but will take the
protractor with me to the airstrip and measure for you.
Take care,
john h
________________________________________________________________________________
From: | "John Cooley" <johnc(at)datasync.com> |
Hi Tim and Gang,
I haven't looked it up in the manual to be sure but here are the temps
that John Russell had on a placard in his Slingshot when I bought the
912S from him.
Oil temp--min. 120 max. 266
normal 190-230
Cht max.--284
Egt max.--1616
Hope this will give you an idea of the range it needs to be in.
Later,
John Cooley
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gherkins
Tim-rp3420
Subject: RE: Kolb-List: screwed up?
-->
Erich,
Thanks for the RPM info. We did have a funny little transition sound
come out of the gear box around 1700 rpm?
Does anyone know the max on H20 or EGT?
Tim
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
Erich_Weaver(at)URSCorp.com
Subject: Kolb-List: screwed up?
Uncle Craig:
In addition to what John H. has said, I would add that RPM below 1800
should be avoided on the 912 as it is very hard on the gear box.
Keep us informed regarding the first flight.
Erich Weaver
==
direct advertising on the Matronics Forums.
==
==
==
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Does anyone know the max on H20 or EGT?
|
| Tim
Tim/Gang:
I do not know what EGT parameters are. I do not monitor EGT. My two
912 engines seem to perform well without me knowing that particular
bit of info, same for water temp. :-)
john h
________________________________________________________________________________
From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
John and John,
Thanks for the info, I will note it. John H. sure appreciate the degree pitch
info.
Tim
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Cooley
Subject: RE: Kolb-List: screwed up?
Hi Tim and Gang,
I haven't looked it up in the manual to be sure but here are the temps
that John Russell had on a placard in his Slingshot when I bought the
912S from him.
Oil temp--min. 120 max. 266
normal 190-230
Cht max.--284
Egt max.--1616
Hope this will give you an idea of the range it needs to be in.
Later,
John Cooley
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gherkins
Tim-rp3420
Subject: RE: Kolb-List: screwed up?
-->
Erich,
Thanks for the RPM info. We did have a funny little transition sound
come out of the gear box around 1700 rpm?
Does anyone know the max on H20 or EGT?
Tim
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
Erich_Weaver(at)URSCorp.com
Subject: Kolb-List: screwed up?
Uncle Craig:
In addition to what John H. has said, I would add that RPM below 1800
should be avoided on the 912 as it is very hard on the gear box.
Keep us informed regarding the first flight.
Erich Weaver
==
direct advertising on the Matronics Forums.
==
==
==
________________________________________________________________________________
From: | "Vic" <vicw(at)vcn.com> |
Subject: | Re: Kolb-List Digest: 22 Msgs - 06/21/04 |
In the latest issue of Ultralight Flying there is an article about the Rotax
503 exchange upgrade program. Did I miss something. Why is Rotax offering
an exchange?
Vic
________________________________________________________________________________
From: | "flykolb" <flykolb(at)carolina.rr.com> |
Subject: | Fw: [Canards] EZ's at the Mojave Space Launch |
This came from my EAA Chapter. Thought it might be of interest. To keep it Kolb
related, I thought John H might try putting a rocket on his plane and going for
a new record!
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: Ronnie Brown
Subject: Fw: [Canards] EZ's at the Mojave Space Launch
A first person account of yesterday's Space Launch.
----- Original Message -----
From: Flying Tiger
Subject: [Canards] EZ's at the Mojave Space Launch
A group of us NorCal EZ flyers flew down June 20th the day before the launch. Some
even arrived two days early just to "scope" out the place and get the inside
track on what to expect. We knew that MHV (Mojave) airport had a 7 mile TFR
around it so my EZ Flight of 3 EZ's landed at Lancaster's Willy J. Fox Field
instead. By the way, the top of the TFR airspace did turn out to be FL200...meaning
exactly that...20,000 feet. I'm sure the thinking was a sort of high cap
on the TFR would discourage the aerial gawkers and it worked. Later we found
we could have used Rosamond airport which also had a car rental available and
it is 12 miles closer than WJF (Willy J. Fox).
We drove up to Mojave to check into the motel and then around the airport to get
a bite to eat at the "Voyager Cafe". There's lots of Rutan memorabilia in the
place. There's even a LongEz sandwich on the menu! Paul Werner and Bill Kroger
had arrived the day earlier and gave us the tour. The airport's south eastern
corner was selected as the general viewing area and parking would be and was
adequate. I did find the emptiness of this place very odd. There was hardly
a motor home on the field and no one in town. I said to myself more than once
that maybe they had over anticipated the crowd numbers and after all it is a
normal work day and in the middle of the Mojave Desert.
Later we took a short drive down to Rosamond's Golden Cantina arriving around 5:30
PM. The Cantina is located on south side and east end of the Rosamond airports
runway 25. They even have their own aircraft parking area in front of patio
seating which is where we were quickly placed. Soon the Canard people from
all over starting arriving. It was nice to see some of my old bud's again and
just as nice to finally put a face to some I'd never met before. By the end of
the evening I'd guess at least 25 to 30 EZ people had come and gone.
As the clock turned past 3:00 AM I awoke and noticed the night desert winds were
still blowing. Later I learned the native Indian word for wind here in the high
desert is "Mojave". I took a peak outside the window and was startled to see
a line of cars passing the in front of the motel. All bumper to bumper gently
moving along at a good but slow pace. It was apparent now that "if you build
it, they will come"....remember the scene out of the movie Field of Dreams....exactly
that. We quickly hustled up and headed out the door and jumped in the
line.
The night air was cool but not too cool. Light jacket weather foretelling the heat
that was yet to come later in the day's high sun. The line of cars at this
point had to miles and miles long. The organizers kept the flow moving and we
quickly found ourselves parked and heading for our soon to be personal viewing
area at the end of Runway 30. It appears the MHV airport has built a new taxiway
just for this and future Space Port viewing activities. I checked my AirChart
airport diagram of MHV and the newly constructed taxiway is not yet there.
Quickly the sun rose and right on schedule (6:35 AM) White Knight carrying Space
Ship One under it's belly, taxied by the crowd with Mike Melville waving his
arm out the one of the little starboard side windows. The chase planes were quickly
launched which consisted of what looked like an aerobatic Extra or Edge
and a Beech Starship. There was already a jet trainer Buckeye flying overhead
which must of come from somewhere else.
A few minutes later and White Knight with Space Ship One firmly attached roared
down runway 30, lifted off and started a series of gentle right and left turns
over the top of the airport closely followed by the Starship. As the moment
drew near for the drop the aircraft were positioned directly below the fast rising
sun which made picture taking and viewing nearly impossible. Many people
had the air to air freq tuned in (123.375) and were listening intently. Soon the
word came that the Space Ship had been released followed by "engine ignite".
At that moment we all saw the smoke quickly rising below, then straight though
the middle and out the top of the brightly glowing sun. Up, up and away it rose
faster and faster until 80 seconds passed and the engine was spent. What seemed
a long time later we heard a couple of high and very distant sonic booms and
the crowd roared. We hear over the radio Mike activating the "feather" and
then retracting it once back in the earths atmosphere.
It was at that point we could all now see the for real now "space ship" returning
to earth. It was quickly joined by the Starship and the jet trainer high over
the airport. At one point I heard Mike say over the radio that it was great
to see the jets along side and he could even hear their engines as he was now
officially a glider.
Soon he called "High Key and 103 knots" and turned to line back up on MHV's runway
30 being led by the little aerobatic plane down to the runway. Mike make a
beautiful landing where it was gently towed into the press viewing arena. The
rest as you know is history and we were all happy to have played a very small
part in just being there. Mike Melville can now carry the distinction of being
the first "civilian astronaut" along with being a homebuilder and EZ pilot.
Tim LoDolce
VEZE Truckee Tahoe
EAA TecCounslr/FltAdvsr
Canards mailing list
Canards(at)tnstaafl.net
http://mail.tnstaafl.net/mailman/listinfo/canards_tnstaafl.net
________________________________________________________________________________
From: | "Jon Croke" <jon(at)joncroke.com> |
Subject: | Rotax 503 exchange program |
A copy of the exchange program letter is available at www.KolbPilot.com
> In the latest issue of Ultralight Flying there is an article about the
Rotax
> 503 exchange upgrade program. Did I miss something. Why is Rotax
offering
> an exchange?
>
> Vic
>
>
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Dan mentioned the "Email Anywhere" source of
email control for you. Here is the website to
use as a starting point to acquire an account:
http://www.hermit.cz/emailanywhere.html
Good luck,
George
---
________________________________________________________________________________
Hi fellow Kolbers and future builders,
Last night I was able to use the jig for the fuselage I made. It took some welding
and cutting to make but was well worth the effort.
Now I can rotate the fuselage 360 degrees and roll it out into the paint area and
sand blasting area for final prep.
http://www.c-gate.net/~ppetty/photos/P6210001.JPG
Notice how being able to position the fuselage in any position aids in the drilling and inserting the "Tube Seal" and closed end rivets. http://www.c-gate.net/~ppetty/photos/P6210001.JPG
http://www.c-gate.net/~ppetty/photos/P6210004.JPG
I can also rotate the fuselage 360 degrees at intervals to allow the tube seal
to find any cracks or pin holes in welds.
http://www.c-gate.net/~ppetty/photos/P6210005.JPG
When I ordered the covering from Jim @ aircraft tech support I ordered only 30
closed end rivets. The Kolbra has some 60+ tubes that need tube seal for this
climate due to high humidity and salt water in the atmosphere. One can place these
closed in rivets in places that will never be seen. As of today I only have
found 2 welds on the airframe that were missed. I can sew these up with our
new Lincoln 185 TIG machine.
Well that's Ms. Dixie at this point....headed to surgically remove the flaperon
handle from the cage and check for further weld leakage of the tube seal!
Parting shot of the closed end rivets in the structure..... http://www.c-gate.net/~ppetty/photos/P6210007.JPG
Later guys
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
Subject: | Long EZ's n Kolbs |
name(at)matronics.com, description(at)matronics.com, ----(at)matronics.com,
----------------------@matronics.com,
-------------------------------------------@matronics.com
In a message dated 06/22/2004 6:35:48 PM Eastern Daylight Time, N27SB(at)aol.com
writes:
It might be interesting to note that back in the early 80's I was torn
between building two airplanes, LONG-EZ or KOLB. Hard choice, I went with
the EZ.
Back then Mike and Sally Melville had the hard job of builder phone support.
I
talked with them often and had the pleasure of showing them my completed EZ
(N27SB s/n 1592) in 1985. I flew it for about 750 hours and sold it. It now
lives in Key West, FL.
After 20 years I now get to build the 2nd half of my dream, which is a MKIII
Classic. Now that's what I call two ends of the rainbow. I am really amazed
at
the builder support available on this list and I can't wait to take advantage
of it as I get farther along. So really, EZs and Kolbs are related, they are
both fine examples of aircraft at opposite ends of the spectrum.
Steve Boetto
Building N272SB, MKIII Classic (Taz)
Longwood, FL
Now there is a marriage of contrasts and a neat story, Steve, thanks.
George Randolph
Firestar driver from The Villages, Fl
gettin close to buyin a trailer to pull the puppy down from Warren, Ohio
________________________________________________________________________________
From: | Ted Cowan <tcowan1917(at)direcway.com> |
funny no one mentioned the spirts lite thingee going back to OMB.
________________________________________________________________________________
From: | "wmtatham(at)juno.com" <wmtatham(at)juno.com> |
Subject: | Something Old, Something New and Hello Dolly |
Howdy,
There are several items I'd like to bring before the list.
#1 - Ive been flying an original TwinStar since 1986 with about 550 hours. It
is an oldie but a goodie. We just finished up a Mark III Classic last September
but my wife [Ella] doesnt want to part with the old TwinStar. (yes, she's
a Kolb enthusiast and has her private ticket as well) We just returned the
TwinStars 503 to participate in the Rotax exchange program. Now I have to prepare
for the new oil injected engine. I wanted to seek the prevailing wisdom on
the best set up for mounting an oil injection tank. There should be some good
options out there since so many of the Kolb builders with 503s have been there,
done that. Im interested in any help that can be given to keep the cost
down and airflow as undisturbed as possible. Please feel free to contact me
off-list if you have text and/or pictures that you can share.
#2 - Just prior to finding the Mark III project that we finished last fall,
I purchased a Mark III airframe kit #1 (wings and tail). All tail surfaces, ailerons
flaps and wing ribs had been completed. The wings are ready to be assembled.
The original owner had previous building experience and had done an excellent
job. He just got too busy with life to continue the project. This kit
is at the perfect point since it is very transportable and could be completed
with a minimum of effort. My wife is pro-aviation but not to the point for
us to complete another Mark III; so the kit is up for sale ($4800). If you
know of anyone who might be interested in this quick-build kit, please send them
my way.
#3 - Our new Mark III has been kept at a local airstrip [unfolded] until recently.
I have it at home now and have needed to fold it between flights. Sure
is a much heavier beast than Ive been used to for the past 16 years with the
old TwinStar. In order to save my aging back, I created a tail dolly for the
Mark III that has worked out beautifully for moving the folded bird easily around
on blacktop. Question is . . . . is there an interest in having me take
some pics of it to put out on photoshare? Please advise if so and Ill try
to accommodate.
Thanks, all.
Will Tatham
Ohio
wmtatham(at)juno.com
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi All:
Craig Nelson and Tim Gherkins wanted to know what prop pitch I am
running:
Warp Drive Taper Tip, Nickel Leading Edges, 72" Diameter, 11.5 deg of
pitch.
This allows the engine to turn 5400 rpm static and 5300 climb. She
will just bump the redline 5,500 rpm WOT straight and level flight.
For my MKIII about 95 mph top end. 80 to 90 mph cruise at 5,000 to
5,200 rpm, depending on how I am loaded and temps.
Take care,
john h
________________________________________________________________________________
From: | Flycrazy8(at)aol.com |
Subject: | windsheild on Kolb UltraStar ? |
Hi Kolbers,
Was wanting anyone's experience with flying a Kolb UltraStar with a
windsheild.
I've had a fireStar pod on my Ultrastar for a year or more resulting with a
little faster ship and thought I would try adding a Lexan windsheild. This
turned out to be a life threating experience for me... WOW....what a Ride
!!...... Crow hopping was satisfactory but once I got airborne and put the nose
down
it was some kind of wild ride. The ship started yawing from left to right and
a lost of lift caused quite an increase in Pucker factor. Adding full power
added a grateful stabling effect with the nose up but deciding that I would
perfer to be on the ground I once again throttled back putting nose down in an
attempt to land. Once again I got a severe yawing effect. O my! this wasn't
good. ! GOD get me down safely and I'll.......... Looking for a soft place to
smash down in I spyed a freshly plowed feild where I finally bounced down hard
bending the left gear . One of those times I had a great inkling to kiss the
ground. Don't think I'll try that again........That windsheild will defintely
come off.
________________________________________________________________________________
From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
John,
Perfect! We appreciate those numbers. That will give us a good base to work off
of.
Thanks,
Tim and uncle Craig
-----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: Prop Pitch
Hi All:
Craig Nelson and Tim Gherkins wanted to know what prop pitch I am
running:
Warp Drive Taper Tip, Nickel Leading Edges, 72" Diameter, 11.5 deg of
pitch.
This allows the engine to turn 5400 rpm static and 5300 climb. She
will just bump the redline 5,500 rpm WOT straight and level flight.
For my MKIII about 95 mph top end. 80 to 90 mph cruise at 5,000 to
5,200 rpm, depending on how I am loaded and temps.
Take care,
john h
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)isp.com> |
Subject: | windsheild on Kolb UltraStar ? |
Flycrazy,
Just when we think we are on top of things... we get surprised.
Your experience is a good wake up call for those of us prone to changing
things. I'm sure there's a reason for the negative results of your
modification, & I'm sure it fixable. I & others have had pods & windshields
on UltraStars without any unwanted effects. It can be done, but as you have
just shown us, it can also bite you. Thank God you made it down.
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Flycrazy8(at)aol.com
Subject: Kolb-List: windsheild on Kolb UltraStar ?
Hi Kolbers,
Was wanting anyone's experience with flying a Kolb UltraStar with a
windsheild.
I've had a fireStar pod on my Ultrastar for a year or more resulting with a
little faster ship and thought I would try adding a Lexan windsheild. This
turned out to be a life threating experience for me... WOW....what a Ride
!!...... Crow hopping was satisfactory but once I got airborne and put the
nose down
it was some kind of wild ride. The ship started yawing from left to right
and
a lost of lift caused quite an increase in Pucker factor. Adding full power
added a grateful stabling effect with the nose up but deciding that I would
perfer to be on the ground I once again throttled back putting nose down in
an
attempt to land. Once again I got a severe yawing effect. O my! this wasn't
good. ! GOD get me down safely and I'll.......... Looking for a soft place
to
smash down in I spyed a freshly plowed feild where I finally bounced down
hard
bending the left gear . One of those times I had a great inkling to kiss the
ground. Don't think I'll try that again........That windsheild will
defintely
come off.
________________________________________________________________________________
Subject: | Re: windsheild on Kolb UltraStar ? |
Fly,Richard
I am in the midst of designing a wind screen for my Ultra Star.
Sure would like ot see a pic so that I can decide what not to do!! Herb
in KY
writes:
>
>
> Flycrazy,
>
> Just when we think we are on top of things... we get
> surprised.
> Your experience is a good wake up call for those of us prone to
> changing
> things. I'm sure there's a reason for the negative results of your
> modification, & I'm sure it fixable. I & others have had pods &
> windshields
> on UltraStars without any unwanted effects. It can be done, but as
> you have
> just shown us, it can also bite you. Thank God you made it down.
>
> Richard Swiderski
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
> Flycrazy8(at)aol.com
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: windsheild on Kolb UltraStar ?
>
>
> Hi Kolbers,
> Was wanting anyone's experience with flying a Kolb UltraStar with a
>
> windsheild.
> I've had a fireStar pod on my Ultrastar for a year or more resulting
> with a
>
> little faster ship and thought I would try adding a Lexan
> windsheild. This
> turned out to be a life threating experience for me... WOW....what a
> Ride
> !!...... Crow hopping was satisfactory but once I got airborne and
> put the
> nose down
> it was some kind of wild ride. The ship started yawing from left to
> right
> and
> a lost of lift caused quite an increase in Pucker factor. Adding
> full power
>
> added a grateful stabling effect with the nose up but deciding that
> I would
> perfer to be on the ground I once again throttled back putting nose
> down in
> an
> attempt to land. Once again I got a severe yawing effect. O my!
> this wasn't
>
> good. ! GOD get me down safely and I'll.......... Looking for a
> soft place
> to
> smash down in I spyed a freshly plowed feild where I finally bounced
> down
> hard
> bending the left gear . One of those times I had a great inkling to
> kiss the
>
> ground. Don't think I'll try that again........That windsheild will
> defintely
> come off.
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
From: | "Richard Swiderski" <swiderski(at)isp.com> |
Subject: | windshield on Kolb UltraStar ? |
Herb,
Don't have pics or the plane anymore. I raised the front of the
cage 11" by taking out a piece of the top longeron. Made a aluminum tube
frame with stitz fabric & clamped it to cage. Ran 2 parallel tubes up along
sides & back to top of leading edge & left enough room to get my legs in &
out, then put lexon over the two tubes. Pod covered legs to about the knees
& had full length windshield with open sides, no wind on face or body, no
destabilizing effects. ...Richard Swiderski
-----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: windsheild on Kolb UltraStar ?
Fly,Richard
I am in the midst of designing a wind screen for my Ultra Star.
Sure would like ot see a pic so that I can decide what not to do!! Herb
in KY
writes:
>
>
> Flycrazy,
>
> Just when we think we are on top of things... we get
> surprised.
> Your experience is a good wake up call for those of us prone to
> changing
> things. I'm sure there's a reason for the negative results of your
> modification, & I'm sure it fixable. I & others have had pods &
> windshields
> on UltraStars without any unwanted effects. It can be done, but as
> you have
> just shown us, it can also bite you. Thank God you made it down.
>
> Richard Swiderski
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
> Flycrazy8(at)aol.com
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: windsheild on Kolb UltraStar ?
>
>
> Hi Kolbers,
> Was wanting anyone's experience with flying a Kolb UltraStar with a
>
> windsheild.
> I've had a fireStar pod on my Ultrastar for a year or more resulting
> with a
>
> little faster ship and thought I would try adding a Lexan
> windsheild. This
> turned out to be a life threating experience for me... WOW....what a
> Ride
> !!...... Crow hopping was satisfactory but once I got airborne and
> put the
> nose down
> it was some kind of wild ride. The ship started yawing from left to
> right
> and
> a lost of lift caused quite an increase in Pucker factor. Adding
> full power
>
> added a grateful stabling effect with the nose up but deciding that
> I would
> perfer to be on the ground I once again throttled back putting nose
> down in
> an
> attempt to land. Once again I got a severe yawing effect. O my!
> this wasn't
>
> good. ! GOD get me down safely and I'll.......... Looking for a
> soft place
> to
> smash down in I spyed a freshly plowed feild where I finally bounced
> down
> hard
> bending the left gear . One of those times I had a great inkling to
> kiss the
>
> ground. Don't think I'll try that again........That windsheild will
> defintely
> come off.
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
From: | Dwight.Kottke(at)hti.htch.com |
06/24/2004 02:10:04 PM,
Serialize complete at 06/24/2004 02:10:05 PM,
Serialize by Router on HUTMail1/HUT/HTI(Release 6.5.1IF1|March 08, 2004)
at
06/24/2004 02:10:05 PM,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 6.5.1IF1|March 16, 2004)
at
06/24/2004 02:10:08 PM,
Serialize by Router on HUDOMGW1/HTI(Release 6.5.1IF1|March 16, 2004) at
06/24/2004
02:10:26 PM,
Serialize complete at 06/24/2004 02:10:26 PM
What is the proper method to assemble these split wheels and mount the
tube and tire?
Dwight Kottke
The Flying Farmer
________________________________________________________________________________
Subject: | Re: windshield on Kolb UltraStar ? |
Richard
That sounds like what I am building. I made a small pod that comes
about a foot and a half beyond the rudder pedals. My cage is std.
Given the side stick and throttle location; it is the only easy solution.
Good to hear. Thanks!! Herb
writes:
>
>
> Herb,
>
> Don't have pics or the plane anymore. I raised the front of
> the
> cage 11" by taking out a piece of the top longeron. Made a aluminum
> tube
> frame with stitz fabric & clamped it to cage. Ran 2 parallel tubes
> up along
> sides & back to top of leading edge & left enough room to get my
> legs in &
> out, then put lexon over the two tubes. Pod covered legs to about
> the knees
> & had full length windshield with open sides, no wind on face or
> body, no
> destabilizing effects. ...Richard Swiderski
>
> -----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: Re: Kolb-List: windsheild on Kolb UltraStar ?
>
>
> Fly,Richard
>
> I am in the midst of designing a wind screen for my Ultra Star.
>
> Sure would like ot see a pic so that I can decide what not to do!!
> Herb
> in KY
>
>
> writes:
> >
> >
> > Flycrazy,
> >
> > Just when we think we are on top of things... we get
> > surprised.
> > Your experience is a good wake up call for those of us prone to
> > changing
> > things. I'm sure there's a reason for the negative results of
> your
> > modification, & I'm sure it fixable. I & others have had pods &
> > windshields
> > on UltraStars without any unwanted effects. It can be done, but
> as
> > you have
> > just shown us, it can also bite you. Thank God you made it down.
> >
> > Richard Swiderski
> >
> >
> > -----Original Message-----
> > From: owner-kolb-list-server(at)matronics.com
> > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
> > Flycrazy8(at)aol.com
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: windsheild on Kolb UltraStar ?
> >
> >
> > Hi Kolbers,
> > Was wanting anyone's experience with flying a Kolb UltraStar with
> a
> >
> > windsheild.
> > I've had a fireStar pod on my Ultrastar for a year or more
> resulting
> > with a
> >
> > little faster ship and thought I would try adding a Lexan
> > windsheild. This
> > turned out to be a life threating experience for me... WOW....what
> a
> > Ride
> > !!...... Crow hopping was satisfactory but once I got airborne and
>
> > put the
> > nose down
> > it was some kind of wild ride. The ship started yawing from left
> to
> > right
> > and
> > a lost of lift caused quite an increase in Pucker factor. Adding
>
> > full power
> >
> > added a grateful stabling effect with the nose up but deciding
> that
> > I would
> > perfer to be on the ground I once again throttled back putting
> nose
> > down in
> > an
> > attempt to land. Once again I got a severe yawing effect. O my!
> > this wasn't
> >
> > good. ! GOD get me down safely and I'll.......... Looking for a
> > soft place
> > to
> > smash down in I spyed a freshly plowed feild where I finally
> bounced
> > down
> > hard
> > bending the left gear . One of those times I had a great inkling
> to
> > kiss the
> >
> > ground. Don't think I'll try that again........That windsheild
> will
> > defintely
> > come off.
> >
> >
> >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Subject: | Re: windshield on Kolb UltraStar ? |
Herb in KY;
Dave Pelletier (in AZ) had a very nice Firestar, that
he had obtained from another flyer, & this Firestar
had a full windscreen attached. The reason I bring
it up now is that I had flown it a couple times & I
was very impressed with how nicely it handled &
how protected the pilot was from any 'incoming'
wind, or buffet, etc. (No bad habits.!!)
It was a little tight to get into, but, very effective.
Perhaps Dave could offer a pic or two of the plane,
before he sold it, & of the windscreen on it. I was
under the impression that I had a couple, but can't
seem to find them here.
Or perhaps the new owner could be on here.
George (AZ)
---
________________________________________________________________________________
From: | Jack & Louise Hart <jbhart(at)ldd.net> |
Subject: | Open Cockpit Flying, Radio, and Wind Noise |
FireFlyers and Kolbers,
I use a hand held radio so that I can listen in for other traffic as I fly
around, approach or leave an airport. When I did not have a radio
available, I have been surprised by faster aircraft making straight in
and/or down wind final approaches. To prevent some of this, I installed a
nose light, and I use a parallel to the runway taxiway as my runway. This
seems much safer, but some do not announce their intentions or they are like
me and cannot announce their intentions. It would be nice to announce to
local traffic that I am here and to please watch out for me.
A couple times a year, I fly into airports with control towers. I have to
call first and let them know I am coming and to tell them that I can hear
but not respond. It has worked quite well, but I have to push the mic
switch, bank this way and that and waggle my wings a lot before I get
permission to land. It is much more difficult to get out of the controlled
airport. I have to find a buddy to help me contact ground control etc, or
to call them on a cell telephone. It would be so much easier if I could
just talk to them.
I have been experimenting with electret noise cancelling microphone elements
and recording the output on a digital voice recorder. After several months,
I discovered that if I moved the boom around to the side of my mouth and
about an inch away, it would record well enough that I could pick out what
was said through the wind noise. I tried all kinds of foam muffs and
leather boots etc but with inconsistent results. One cold day when I was
wearing a throat sock, I moved the microphone down under my chin and covered
it and my lower face with the throat sock. It was the most clear recording
up to that time. This made me think of trying to make noise canceling
throat microphone. I got on Google and started searching the web. I found
a neat one made by Pryme for people who hunt and shoot each other with paint
ball guns.
Over the last week I have been experimenting with this microphone on the
digital voice recorder. The results have been outstanding. The wind noise
is gone and noise canceling is excellent too. This performance encouraged
me to adapt it to my Yaesu radio. The way it was done can be found
on:
http://www.thirdshift.com/jack/firefly/firefly110.html
This is a fairly long html, but if you have radio wind noise problems, you
may want to check it out.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
Subject: | hand hold in wing |
Gang
I hope to be making small repairs and mods. to my wings in preparation for
covering soon. Since the Firestar lives in a trailer I would like to install hand
holds in wing tips. If you have done this I would like to know how you framed
for the covering and any pics. you may have.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
________________________________________________________________________________
Subject: | Re: windshield on Kolb UltraStar ? |
George
I think that a wind screen similar to what you describe is what I will
go with. I plan to make a bow under the wing and attach the lexan and
the support tubes to it. The other ends will attach to the nose pod.
Still not sure where the instrument pod will go?? I will likely attach
it to the wind screen. Herb
writes:
>
> Herb in KY;
>
> Dave Pelletier (in AZ) had a very nice Firestar, that
> he had obtained from another flyer, & this Firestar
> had a full windscreen attached. The reason I bring
> it up now is that I had flown it a couple times & I
> was very impressed with how nicely it handled &
> how protected the pilot was from any 'incoming'
> wind, or buffet, etc. (No bad habits.!!)
>
> It was a little tight to get into, but, very effective.
>
> Perhaps Dave could offer a pic or two of the plane,
> before he sold it, & of the windscreen on it. I was
> under the impression that I had a couple, but can't
> seem to find them here.
>
> Or perhaps the new owner could be on here.
>
> George (AZ)
>
>
> ---
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
________________________________________________________________________________
From: | "George Bass" <gtb(at)commspeed.net> |
Subject: | Re: windshield on Kolb UltraStar ? |
Herb;
I'm sorry that I didn't have enough info to
send to you on my last msg, but, I'm doing
some research to locate a pic or 2 of the
plane I mentioned, & will offer all I find
as it comes to me.
As I recall (often proven wrong) this one
had the clear plastic/lexan-type windscreen
attached to the lip of the pod & it ran clear
up to the wing leading edge. However, the
most unique feature was that the sides of it
were bowed outward, providing even more
protection from the elements. Not very
much, but, very effective.
Will send you more later,
George
---
________________________________________________________________________________
From: | Ken korenek <kkorenek(at)comcast.net> |
Subject: | Re: hand hold in wing |
I put hand holds in my new wings and they are great. I got some formed
ones that were test samples from Kolb, but you might call Light Speed
and see if they have some already formed. Otherwise, take 2 pieces of
tube, form a top and bottom "hoop" shape, add a strip of aluminum to
connect the top and bottom hoops and cover with plenty of anti-chafe
tape and add lots of poly-tac and fabric.
You could also use a large, flat garage door handle and fabric right to it.
I don't have time to look for the pictures tonight, but send me a
reminder off list and I'll send you 5 or 10 shots of my hand holds and
the fabric work to it. I'll drop all the pictures of my wing build on
a CD and send it to you if you want.
Ken Korenek
kkorenek(at)comcast.net
bryan green wrote:
>
>Gang
> I hope to be making small repairs and mods. to my wings in preparation for
covering soon. Since the Firestar lives in a trailer I would like to install
hand holds in wing tips. If you have done this I would like to know how you framed
for the covering and any pics. you may have.
>Bryan Green Elgin SC
>Firestar I 19LBG 377 BRS
>
>
>
>
________________________________________________________________________________
From: | ElleryWeld(at)aol.com |
Subject: | Re: windshield on Kolb UltraStar ? |
George I just purchased a used firestar not the same one you guys are
talking about but with a full wind screen mabe I can get some pics if it will
help
you and it works great no wind in the cockpit area You could light a cig if
you was a smoker
Ellery in Maine
________________________________________________________________________________
From: | Flycrazy8(at)aol.com |
Subject: | Re: windshield on Kolb UltraStar ? |
Kolb UltraStar and Kolb FireStar are two very different machines I am told ?
________________________________________________________________________________
From: | "Vic" <vicw(at)vcn.com> |
Subject: | Re: Kolb-List Digest: 12 Msgs - 06/23/04 |
Larry and Others;
If my engine was near run out I might want to take Rotax in on the exchange
but my 503 has only 55 hours on it. It doesn't sound like a bargin for me
to trade in my engine but is there something wrong with the engine that
makes Rotax want them back?
Vic
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
Has anyone replaced the pads on the Matco hyd. brake system? Are they
mounted to plates, or do I need to rivit them on ? I'll talk to Matco when I call
them for parts but I was wondering if others have replaced them and what is
involved.
Thanks
Fly Safe
Bob Griffin
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
You can bend one up from music wire, from a hobby shop or hardware store...
but it'll rust eventually.
I'd look in hobby shops, hardware stores, sewing stores, etc.
Dave Paule
Boulder, CO
"I'm
short one of those little spring safety pins for the wing strut and
control do-hickeys. Do they have another application so I could
find one locally. -like at home depot or lowes or a fabric and
sewing store. Hate to bother TNK. "
________________________________________________________________________________
From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
You could also use the circular-style ring instead of the safety pin clip.
A small key-ring (the kind you get the keys with in the first place) is very
close. The little key-ring I have in front of me is wound 1.75 times. The
aircraft version might be a bit more.
Just Plane Parts is in CO somewhere. I don't have their contact info with
me here at the office, but they might be close enough that you could stop
by, or have them slip a couple in the mail for you.
Hope that helps.
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/
>
>
> You can bend one up from music wire, from a hobby shop or
> hardware store...
> but it'll rust eventually.
>
> I'd look in hobby shops, hardware stores, sewing stores, etc.
>
> Dave Paule
> Boulder, CO
>
________________________________________________________________________________
You might want to check a marine supply store that sells parts for sail
boats. In my area they are Boaters World or West Marine. A few years ago there
was info on the Kolb site that someone was taxiing in tall grass and the grass
caused the safety pin that connects the bottom of the strut to the cage to
come unclipped.
I went to Boaters World and bought several stainless steel rings. I use
these rings in place of those lower safety pins and never have to worry about
the safety pins coming loose. I hope this helps.
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
Subject: | Bing 54 overflow tubes |
Kolbers,
Those of you who saw my bird at Shreeveport also noticed that the engine, prop
and tail had a nice rust proofing job done to them that is renewed with every
flight.
The source of this oil spray is the overflow tubes on the three Bing carbs. The
fuel evaporates instantly and the Pennszoil is left behind.
It seems that bouncing around in bumpy air combined with the carbs being located
in the low pressure area in front of the prop conspires to suck oil laden fuel
out of the carb vent lines.
A fellow at the fly-in started to describe how he plumbed the vents on his Rotax
to cure this problem, but we were interupted and I never quite got the full
jist of it.
So, my question is, can everyone who has succesfully cured the oil drool problem
with their Bing 54s, please describe how you arranged your plumbing to me?
Thanks,
Denny Rowe, Mk-3, PA
________________________________________________________________________________
From: | "Neitzel" <neitzel(at)nnex.net> |
Subject: | Mark III in the air! |
Greetings everyone
I have been off line for some time spending all available time on my machine.
I received air worthiness certificate on the third of June and after a few weeks
of trying to get a five hour check out in a Mark III, I successfully flew my
Mark III Classic on the 15th of June. First flight was a joy. Flew practically
hands off. It wanted to turn left but figured my carcass was on that side
so with a passenger it should be fine. The 582 is running beautifully, lots
of power.
Because of, not so nice weather in Northern Wisconsin I have only accumulated five
hours flying time since first flight. Flew last evening and at 4500 feet
the OAT was 43! My hands even got cold. Had a tough time keeping the water temperature
at 150. Next project will be some kind of an adjustable louver so
I can control that water temp better. Full enclosure is nice but still lots
of wind comes in. Need to work on that before winter sets in again. Nothing
finer than watching the sun set over the top of my instrument panel.
Total build time was 824 hours and 10 minuets, spread out over a three year period.
Weight and balance came put perfect with out having to move anything around.
Ramp weight with full fuel is 602.
I do have a canister BRS on it so that added to the MT weight.
Which brings me to a question about the thermostat in a 582. I have had two individuals
tell me to drill an 1/8 inch hole in the thermostat to move a small
amount of water through the radiators all the time (I have twin radiators). Supposedly
this helps eliminate the possibility of a cold seizure. Anyone have
any thoughts on that subject?
By the way thanks everyone for the input while I was building. Some great information
on the Kolb list.
Dick Neitzel
Sayner WI
neitzel(at)nnex.net
N961WB
________________________________________________________________________________
From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
Subject: | Mark III in the air! |
CONGRATS Dick!
Good to hear all went well.
Tim & uncle Craig
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Neitzel
Subject: Kolb-List: Mark III in the air!
Greetings everyone
I have been off line for some time spending all available time on my machine.
I received air worthiness certificate on the third of June and after a few weeks
of trying to get a five hour check out in a Mark III, I successfully flew my
Mark III Classic on the 15th of June. First flight was a joy. Flew practically
hands off. It wanted to turn left but figured my carcass was on that side
so with a passenger it should be fine. The 582 is running beautifully, lots
of power.
Because of, not so nice weather in Northern Wisconsin I have only accumulated five
hours flying time since first flight. Flew last evening and at 4500 feet
the OAT was 43! My hands even got cold. Had a tough time keeping the water temperature
at 150. Next project will be some kind of an adjustable louver so
I can control that water temp better. Full enclosure is nice but still lots
of wind comes in. Need to work on that before winter sets in again. Nothing
finer than watching the sun set over the top of my instrument panel.
Total build time was 824 hours and 10 minuets, spread out over a three year period.
Weight and balance came put perfect with out having to move anything around.
Ramp weight with full fuel is 602.
I do have a canister BRS on it so that added to the MT weight.
Which brings me to a question about the thermostat in a 582. I have had two individuals
tell me to drill an 1/8 inch hole in the thermostat to move a small
amount of water through the radiators all the time (I have twin radiators). Supposedly
this helps eliminate the possibility of a cold seizure. Anyone have
any thoughts on that subject?
By the way thanks everyone for the input while I was building. Some great information
on the Kolb list.
Dick Neitzel
Sayner WI
neitzel(at)nnex.net
N961WB
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: Mark III in the air! |
Dick
That's super! Nothing like the first flight in something you built.
Looks like you are fairly close to Iron Mountain, MI. A few of us will be
gathering at Scott Trask's place just a few miles north of the Iron
Mountain, Ford (IMT) airport for a flight to Oshkosh this summer. How about
meeting us at Iron Mountain airport for a flight down for the first day of
Oshkosh Air Adventure. Last year we toped off out tanks at IMT and flew down
nonstop but we could do a rest/fuel stop on the way. We had a flight of five
last year, it would be nice to add a few this year. Are you interested?
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Neitzel" <neitzel(at)nnex.net>
Subject: Kolb-List: Mark III in the air!
>
> Greetings everyone
>
> I have been off line for some time spending all available time on my
machine. I received air worthiness certificate on the third of June and
after a few weeks of trying to get a five hour check out in a Mark III, I
successfully flew my Mark III Classic on the 15th of June. First flight
was a joy. Flew practically hands off. It wanted to turn left but figured
my carcass was on that side so with a passenger it should be fine. The 582
is running beautifully, lots of power.
>
> Because of, not so nice weather in Northern Wisconsin I have only
accumulated five hours flying time since first flight. Flew last evening
and at 4500 feet the OAT was 43! My hands even got cold. Had a tough time
keeping the water temperature at 150. Next project will be some kind of an
adjustable louver so I can control that water temp better. Full enclosure
is nice but still lots of wind comes in. Need to work on that before winter
sets in again. Nothing finer than watching the sun set over the top of my
instrument panel.
>
> Total build time was 824 hours and 10 minuets, spread out over a three
year period. Weight and balance came put perfect with out having to move
anything around. Ramp weight with full fuel is 602.
> I do have a canister BRS on it so that added to the MT weight.
>
> Which brings me to a question about the thermostat in a 582. I have had
two individuals tell me to drill an 1/8 inch hole in the thermostat to move
a small amount of water through the radiators all the time (I have twin
radiators). Supposedly this helps eliminate the possibility of a cold
seizure. Anyone have any thoughts on that subject?
>
> By the way thanks everyone for the input while I was building. Some great
information on the Kolb list.
>
> Dick Neitzel
> Sayner WI
> neitzel(at)nnex.net
> N961WB
________________________________________________________________________________
From: | "Vic" <vicw(at)vcn.com> |
My Firestar has a full windshield but not a full enclosure. I made it out
of a half sheet of lexan. I purchased, from Kolb, the top mounting bracket
that comes with the full enclosure. The main reason I have the full
windshield is I once had a forced landing in a Challenger and hit a barbed
wire fence. The full windshield on the Challenger saved my neck. Since
then, I don't fly anything that doesn't have a full windshield.
My Firestar flies great but I have never flown it without the full
windshield so don't know if it makes a difference in flying. The shape of
my windshield doesn't hinder getting in or out of my Kolb.
Vic
________________________________________________________________________________
From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
Loading the truck to go to the airport.
Weather looks like I can depart Gantt International Airport for points
north.
Will be flying from here to Whitefish, MT, then up into BC at
Cranbrook, Prince George, Fort St John, and the Alcan Hwy.
Anyone along the way wish to meet to have a cup of coffee, send me an
email. I will check my email when I get access to a computer.
Will be flying the next 30 to 60 days depending on me, the airplane,
and when I get ready to return to Alabama.
Take care,
john h
________________________________________________________________________________
From: | russkinne <kinnepix(at)earthlink.net> |
on 6/26/04 7:14 AM, John Hauck at jhauck(at)elmore.rr.com wrote:
>
> Hi Gang:
>
> Loading the truck to go to the airport.
>
> Weather looks like I can depart Gantt International Airport for points
> north.
>
> Will be flying from here to Whitefish, MT, then up into BC at
> Cranbrook, Prince George, Fort St John, and the Alcan Hwy.
>
> Anyone along the way wish to meet to have a cup of coffee, send me an
> email. I will check my email when I get access to a computer.
>
> Will be flying the next 30 to 60 days depending on me, the airplane,
> and when I get ready to return to Alabama.
>
> Take care,
>
> john h
>
>
>
>
>
>
BIG JOHN HAUCK!
Bon voyage & good luck & a happy sendoff for your Northern jaunt --
if you pass Mile 1054 on the Alcan stop in & say hello for me -- this is an
ex military strip we flew out of when supplying glacier camps with helio
Courirers -- good strip & many peasant memories. Dunno what's there now. On
Kluane Lake.
Fair winds, have a ball --
Russ Kinne
________________________________________________________________________________
From: | "Clive Hatcher" <clive_hatcher(at)connectfree.co.uk> |
Yes, it is a simple job. 2 hollow ended brass rivets in each pad. Be
careful not to over tighten the rivet, they only just need to grip the pad
as it is easy to over tighten and crack the pad. All the working load is
taken in shear so a light grip is all that is needed.
Best of luck with the job,
Clive Hatcher Mk III/582
Original message:
From: Airgriff2(at)aol.com
Subject: Kolb-List: Matco brakes
Has anyone replaced the pads on the Matco hyd. brake system? Are they
mounted to plates, or do I need to rivit them on ? I'll talk to Matco when
I call
them for parts but I was wondering if others have replaced them and what is
involved.
Thanks
Fly Safe
Bob Griffin
________________________________________________________________________________
From: | "Larry Bourne" <biglar(at)gogittum.com> |
Subject: | Re: Mark III in the air! |
Congratulations, Dick...............that's good news. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Neitzel" <neitzel(at)nnex.net>
Subject: Kolb-List: Mark III in the air!
>
> Greetings everyone
>
> I have been off line for some time spending all available time on my
machine. I received air worthiness certificate on the third of June and
after a few weeks of trying to get a five hour check out in a Mark III, I
successfully flew my Mark III Classic on the 15th of June. First flight
was a joy. Flew practically hands off. It wanted to turn left but figured
my carcass was on that side so with a passenger it should be fine. The 582
is running beautifully, lots of power.
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
I am also on a boating email forum and these have been known to come out.
I've had one come out myself and had a turnbuckle come off (not just loosen,
but disconnect. Fortunately it was while trailering the boat, not sailing.
Learned my lesson!)
Sailors wrap the rings with rigging tape after they're installed to prevent
that. The tape lasts less than a year.
Don't count on those rings.
Dave Paule
FSII
Boulder, CO
" I went to Boaters World and bought several stainless steel rings. I use
these rings in place of those lower safety pins and never have to worry
about
the safety pins coming loose. I hope this helps."
________________________________________________________________________________
From: | "Guy Morgan" <morganguy(at)hotmail.com> |
Subject: | Firefly taxi question |
Howdy Kolbers. Started doing some higher speed taxi runs in my Firefly today. Man,
does it ever get squirrely with the tailwheel up. Is it just something I need
practice at, or is there something I can do to make it more stable? Soon as
the tailwheel comes up, at about 25-30mph IAS, it wants to veer off one way
or the other and I have to set it back down and get straight. I'm on a 5000' paved
runway with little or no wind. I wanna get this down before I take to the
air. Thanks for your input.
Guy Morgan
Galveston, TX Firefly driver
Make the most of your family vacation with tips from the MSN Family Travel Guide!
________________________________________________________________________________
From: | Gene Ledbetter <gdledbetter(at)earthlink.net> |
Subject: | Re: Firefly taxi question |
Guy,
Sounds just like the first day with my Firefly. My first advice is to
get off the paved runway on to grass. I can also tell you that you are
over-controlling and it just takes practice to get the right amount of
correction. You don't press the rudder pedals, you just sort of lean
on them a little. My first few takeoffs were much more exciting than
my first landings although my second landing rewarded me with a bent
left gear leg.
Gene Ledbetter
265 hrs on his Firefly
________________________________________________________________________________
From: | "d7yl" <d7yl(at)telus.net> |
Subject: | Re: Firefly taxi question |
Unstability can come from a number of factors.
1) Main wheel alignment (this is probably the most critical)
- check the toe-in/out of each wheel;
- the actual value doesn't matter, but they should be as close to each
other as possible
- a little toe-in is probably better than toe-out (IMHO)
2) Rudder trim
- add more right-rudder trim to start.
- remember p-factor from your flying lessons? learn to anticipate it.
- make sure rudder isn't inducing oscillations. (turnbuckles tight?)
3) Aileron trim
- Make sure no roll or drag is induced by mismatched ailerons
- affects yaw as well, especially when taxiing
- crosswinds affect stability - "stick into wind"
4) Control sensitivity / slackness
- PIO's can be induced by overcontrolling.
regards,
Dar7yl (the 7 is silent)
----- Original Message -----
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: Kolb-List: Firefly taxi question
> Howdy Kolbers. Started doing some higher speed taxi runs in my Firefly
today. Man, does it ever get squirrely with the tailwheel up. Is it just
something I need practice at, or is there something I can do to make it more
stable? Soon as the tailwheel comes up, at about 25-30mph IAS, it wants to
veer off one way or the other and I have to set it back down and get
straight. I'm on a 5000' paved runway with little or no wind. I wanna get
this down before I take to the air. Thanks for your input.
>
> Guy Morgan
________________________________________________________________________________
From: | Robert Laird <rlaird(at)cavediver.com> |
Subject: | Re: Firefly taxi question |
At 02:42 PM 6/26/2004, you wrote:
>
>Howdy Kolbers. Started doing some higher speed taxi runs in my Firefly
>today. Man, does it ever get squirrely with the tailwheel up. Is it just
>something I need practice at, or is there something I can do to make it
>more stable? Soon as the tailwheel comes up, at about 25-30mph IAS, it
>wants to veer off one way or the other and I have to set it back down and
>get straight. I'm on a 5000' paved runway with little or no wind. I wanna
>get this down before I take to the air. Thanks for your input.
Guy --
Sorry I forgot to mention the p-factor (assymetrical thrust)... you may
remember it in the Challenger, too.
"...Asymmetrical thrust is most apparent with taildraggers because it's
mostly a function of the prop not being perpendicular to the oncoming
airflow - but that can also happen with any plane when at a high angle of
attack, like right AFTER takeoff. When the air is coming into the prop at
an angle instead of square to it, one side of the prop operates at a higher
angle of attack than the other, and the resultant thrust is no longer
acting on the planes' centerline, but off to one side. And that makes the
plane want to turn. The usual case, nose high, gives us a left
turn..." Pushers, like the Kolb, can do a right turn, but it really
depends on which way the prop is turning.
Like Gene said, easy does it on the pedals, and over-correcting is a very
common beginners mistake (esp. in a tail-wheel aircraft) but you may, too,
be experiencing the p-factor tendency to rotate the aircraft to one side or
the other. Just try to be sensitive to what the plane is trying to do on
it's own, and then slowly correct for it. (The p-factor may make it start
to turn and you correct and end up over-correcting, so you go the other
way, and back and forth.)
This is one of the many reasons why crow-hops aren't such a good idea (as a
rule) for beginners because slow flight allows lots of factors to affect
the plane that don't affect it as much when you're flying along normally.
How do you "fix" the problem without causing a crash? Very hard to do in a
single-seater. What you're doing is probably the only way to learn, but
it's fraught with dangers. Please be very careful.
You may want to think about having John Wall give you another lesson in
slow-flight and see if you can see and sense all the odd things that happen
at slow flight. Just a thought.
-- Robert
________________________________________________________________________________
From: | Cat36Fly(at)aol.com |
Subject: | New Kid on the Block |
I am currently about 25% thru the second kit (fuselage) of a MKlll X. I plan
for a 582 with a 3 blade prop. Has anyone out there got one flying? This is my
first attempt at building and I have a few questions of those who have done
so.
I am located in Delaware and know of only one other Kolb in this area. We
have a great field for ultralights close by and I would encourage anyone in the
area to check out MD1 (Maryland) Massey Aerodrome. It has no services but 38N
(Smyrna, Del.) is only 8 miles east with fuel.
Thanks in advance
Larry
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | Re: New Kid on the Block |
Welcome to the list.
Now that you have posted you are no longer a new kid. Keep us up to date and
ask questions that's what we are here for. Check out the data base at
http://www.springeraviation.net/ I think you will find MANY MKIIIXs flying
and maybe some in your area. Add your name to the data base also.
Again Welcome
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <Cat36Fly(at)aol.com>
Subject: Kolb-List: New Kid on the Block
>
> I am currently about 25% thru the second kit (fuselage) of a MKlll X. I
plan
> for a 582 with a 3 blade prop. Has anyone out there got one flying? This
is my
> first attempt at building and I have a few questions of those who have
done
> so.
>
> I am located in Delaware and know of only one other Kolb in this area. We
> have a great field for ultralights close by and I would encourage anyone
in the
> area to check out MD1 (Maryland) Massey Aerodrome. It has no services but
38N
> (Smyrna, Del.) is only 8 miles east with fuel.
>
> Thanks in advance
> Larry
>
>
________________________________________________________________________________
From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Subject: | VW powered Kolbs |
Hey! I was just looking in the Kolb data base and found someone in New York that's
building a VW powered MKIII. How is it coming I'm getting old waiting for
Larry Bourne to get his VW flying. Sure would like to see someone else flying
a VW powered MKIII.
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
From: | Steve Kroll <muso2080(at)yahoo.com> |
Glad to see this discussion about the pins. I don't like the "stock" safety pins
much and mine on the Mk2 are upside down. I like the stainless boat circlips
that you can find at any marine hardware shop on all the quick disconnects.
I just tore down my engine for it's 200 hour inspection. It's all good in there
but now I can't get it to idle right. When it's cold and before flight it idles
at 2400rpm. When it's been flying for awhile and hot....the idle drops down
to 1600. I'd like it to idle at 2000 or a little more which will give me
smooth yet sit still without brakes. Anybody got any ideas about why it might
be doing this and what to do about it?
Steve
---------------------------------
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Subject: | Re: Firefly taxi question |
Practice on grass first if you can! It's more forgiving getting started.
Next is bring the power back where you not going to fast - just enough to
keep the tail up - get to fast and it gets light and you trying to hold it
down on the ground. You may find your getting behind the airplane and then
over correcting which worsens the situation.
jerb
>
>
>Howdy Kolbers. Started doing some higher speed taxi runs in my Firefly
>today. Man, does it ever get squirrely with the tailwheel up. Is it just
>something I need practice at, or is there something I can do to make it
>more stable? Soon as the tailwheel comes up, at about 25-30mph IAS, it
>wants to veer off one way or the other and I have to set it back down and
>get straight. I'm on a 5000' paved runway with little or no wind. I wanna
>get this down before I take to the air. Thanks for your input.
>
>
>Guy Morgan
>
>
>Galveston, TX Firefly driver
>
>
> Make the most of your family vacation with tips from the MSN Family
> Travel Guide!
>
>
________________________________________________________________________________
From: | "David Paule" <dpaule(at)frii.com> |
Subject: | Re: Firefly taxi question |
Mr. Pike wrote:
"Go practice on grass. Grass is 20 times easier than pavement."
Absolutely!
When I was getting used to Big Hammer, my Cessna Skywagon, many years ago, I
changed to smooth tires - no tread grooves, "slicks." It made a significant
improvement on pavement. I still use them.
Dave Paule
FSII, still haven't flown it
Boulder, CO
________________________________________________________________________________
From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Subject: | Kolb attracts lookers at Fly-in |
I just got back from flying the little ugly early FireStar to a Pancake B'fast
at Royalton Airport (9G5) this morning. There was a very big turnout with gobs
of Shyhawks, Cherokees, a Mooney, a Cub and even a KitFox 5. I was the only UL
type there but had a great time. No other aircraft drew the attention that this
little ugly FireStar did. It was surrounded by all sorts of folks wanting
to know about it. It really amazed me the fascination folks have for these little
insignificant flying machines. Kids of all ages wanted to sit in it and get
their pictures taken, which of course I accommodated. When I finally left and
climbed out in typical Kolb fashion, EVERYONE was looking and pointing at me.
or the Kolb rather, wondering how it could do that when all the other planes
took so much runway! What a hoot!
Thom in Buffalo
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: Firefly taxi question |
Another good pc.of FF info:
http://www.thirdshift.com/jack/firefly/howtofly.html---this Jack Hart's
tutorial on his flying his FF. Probably in archives.
Bob N.
________________________________________________________________________________
From: | "Denny Rowe" <rowedl(at)highstream.net> |
McMaster Carr also has the safety rings in a couple differant diameters.
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Subject: | Re: Firefly taxi question |
All,
Using the grass provides some forgiveness in the beginning however it can
instill bad practices and sloppiness if the new pilot is not conscious of
his mistakes. He must learn to line up the aircraft and touch down on the
runway straight. Touching down misaligned to the direction of travel on
pavement can make things exciting and eventful - grass can promote being
soppy but at some point he must go back to the pavement to test his skills
if he is touching down straight - the question will be answered very quickly.
He also needs to learn how he can use the width of the runway to his
advantage by approaching a wide runway and slight angle to reduce the cross
wind coefficient.
jerb
>
>Mr. Pike wrote:
>"Go practice on grass. Grass is 20 times easier than pavement."
>
>
>Absolutely!
>
>When I was getting used to Big Hammer, my Cessna Skywagon, many years ago, I
>changed to smooth tires - no tread grooves, "slicks." It made a significant
>improvement on pavement. I still use them.
>
>Dave Paule
>FSII, still haven't flown it
>Boulder, CO
>
>
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
Dave,
Are you looking for the clips that kind of resemble a safety pin or the
rings that are like those to carry keys.
I might have a few of the safety pin types - for the key ring style go to a
place like a Ace hardware store where they sell keys - take a Clevis pin
with you - you need the size ring that is about 1/2-5/8" in diameter and is
like wound wire and not flattened like the larger size key holder
rings. Note there a spring steel not the light wire coil used for
temporary key tags like you encounter at auto repair centers. Guess what
they don't give them away either.
This last weekend I got acquainted with just how hard it is to remove them
up in the wing fold area on the FireFly when the buyer came to pick it up -
better have strong finger nails or a small blade screwdriver. The safety
pin types would be easier to remove or install but not as safe.
jerb
>
>You can bend one up from music wire, from a hobby shop or hardware store...
>but it'll rust eventually.
>
>I'd look in hobby shops, hardware stores, sewing stores, etc.
>
>Dave Paule
>Boulder, CO
>
>
>"I'm
>short one of those little spring safety pins for the wing strut and
>control do-hickeys. Do they have another application so I could
>find one locally. -like at home depot or lowes or a fabric and
>sewing store. Hate to bother TNK. "
>
>
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
When some one figures out what's causing this let me know - i've got a new
carb setting in the cabinet causing the very same symptoms and couldn't
ever resolve it - ended up replacing the carb. It was something to do with
the main body of the carb - not the slide. Wasn't happy about it but it
fixed it.
jerb
>
>Glad to see this discussion about the pins. I don't like the "stock"
>safety pins much and mine on the Mk2 are upside down. I like the
>stainless boat circlips that you can find at any marine hardware shop on
>all the quick disconnects.
>
>I just tore down my engine for it's 200 hour inspection. It's all good in
>there but now I can't get it to idle right. When it's cold and before
>flight it idles at 2400rpm. When it's been flying for awhile and
>hot....the idle drops down to 1600. I'd like it to idle at 2000 or a
>little more which will give me smooth yet sit still without
>brakes. Anybody got any ideas about why it might be doing this and what
>to do about it?
>
>Steve
>
>
>---------------------------------
>
>
________________________________________________________________________________
From: | jerb <ulflyer(at)verizon.net> |
The key holder rings we had on our FireFly I could hardly get off, they
were very strong spring wire unless after repeated removals there getting
stretched out - simple solution replace them when you notice that
occurring. Their cost should not break the bank.
jerb
>
>I am also on a boating email forum and these have been known to come out.
>I've had one come out myself and had a turnbuckle come off (not just loosen,
>but disconnect. Fortunately it was while trailering the boat, not sailing.
>Learned my lesson!)
>
>Sailors wrap the rings with rigging tape after they're installed to prevent
>that. The tape lasts less than a year.
>
>Don't count on those rings.
>
>Dave Paule
>FSII
>Boulder, CO
>
>
>" I went to Boaters World and bought several stainless steel rings. I use
>these rings in place of those lower safety pins and never have to worry
>about
>the safety pins coming loose. I hope this helps."
>
>
________________________________________________________________________________
From: | Bruce McElhoe <mcelhoe(at)cvip.net> |
Hello,
In all this discussion of safety pins, has anyone had any problems with
AN416 safety pins? I am not aware that these have caused a problem. And I
sure would like to know because I have been relying on them.
Regards,
Bruce McElhoe FireFly #88
Reedley, California
>> The safety
> pin types would be easier to remove or install but not as safe.
________________________________________________________________________________
From: | Airgriff2(at)aol.com |
>
> >> Will be flying the next 30 to 60 days depending on me, the airplane,
>> and when I get ready to return to Alabama.
>>
>> Take care,
>>
>> john h
>>
> John, Hope you have a wonderful trip up north & back along with any others
that are joining you. Fly Safe, have fun, & keep in touch with "the list" if
possible.
Fair winds
Bob Griffin
________________________________________________________________________________
From: | "bryan green" <lgreen1(at)sc.rr.com> |
I use them and have had no problems so far Bruce.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Bruce McElhoe" <mcelhoe(at)cvip.net>
Subject: Re: Kolb-List: Re: Safety Pin
>
> Hello,
>
> In all this discussion of safety pins, has anyone had any problems with
> AN416 safety pins? I am not aware that these have caused a problem. And
I
> sure would like to know because I have been relying on them.
>
> Regards,
>
> Bruce McElhoe FireFly #88
> Reedley, California
>
>
> >> The safety
> > pin types would be easier to remove or install but not as safe.
>
>
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | John Hauck Report #1 |
Kolbers, just had good phone call from John H. He landed at Front Range
Arpt (near Denver) right at the end of a big EAA Fly-In, complete with
Control Twr! Says wx is poor and he may be grnded for a few days.
Otherwise all OK.
I'll post more when I know more.
Bob N.
________________________________________________________________________________
From: | "Bob N." <ronoy(at)shentel.net> |
Subject: | Re: UL: Handheld Radio Batteries |
Further info on the Panasonic Quick charger plus batts deal from Costco,
valid 8/2 thru 8/8. It has 6ea 2100 mAh AAs and 2ea 750 mAh AAAs
Panasonic batts. It's $19.95 with $5 off at register. If you've lost the
coupon, get another at service desk.
Bob N.
________________________________________________________________________________
For those of you that have expressed interest in the amphib float project
that I have been working on with Kolb, please check out the tnkolbaircraft web
site.Looks like Izek posted some pictures. I will be traveling to Kolb on
July11 in order to help put some final touches on the prototype. This project has
really slowed my progress on my MKIII, but for those of us with lots of water
around, we will have a really fun toy.
If anyone has any questions about this project please feel fre to contact me.
Steve Boetto
MKII Classic
________________________________________________________________________________
From: | Steve Kroll <muso2080(at)yahoo.com> |
Subject: | Re: Firefly taxi question |
Guy,
Myself...I would want a grass runway to start...(much more forgiving) It won't
take long. If you can't get a grass strip to practice on, spend extra time graduating
to high speed taxi. A little extra time early on will help emmensely.
Once you have the high speed ground work done, I think you will find the flying
a cinch.
Steve
---------------------------------
May 27, 2004 - June 28, 2004
Kolb-Archive.digest.vol-ey