Kolb-Archive.digest.vol-ey

May 27, 2004 - June 28, 2004



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From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Mark II nearing a return to flight status
Date: May 27, 2004
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 ________________________________________________________________________________
Date: May 27, 2004
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
Date: May 28, 2004
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?
Date: May 28, 2004
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 ________________________________________________________________________________
Date: May 28, 2004
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?
Date: May 28, 2004
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 ________________________________________________________________________________
Date: May 28, 2004
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 ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: May 28, 2004
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
Date: May 28, 2004
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
Date: May 28, 2004
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
Date: May 28, 2004
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!
Date: May 28, 2004
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>
Subject: Email Problems
Date: May 28, 2004
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 ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: May 29, 2004
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 ________________________________________________________________________________
Date: May 29, 2004
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>
Subject: More MV Flight
Date: May 29, 2004
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>
Subject: Re: MV Pictures
Date: May 29, 2004
| 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
Date: May 29, 2004
Subject: Re: MV Pictures
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
Date: May 31, 2004
| 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 ________________________________________________________________________________
Date: May 31, 2004
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: miZer
Does anybody use the "Fuel miZer" ________________________________________________________________________________
Date: May 31, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: miZer
> > >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 ________________________________________________________________________________
Date: May 31, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: miZer
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
Date: May 31, 2004
Subject: Re: Vacation
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) ________________________________________________________________________________
Date: May 31, 2004
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: 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: "Dave Carr" <dcarr(at)uniontel.net>
"Email List Photo Shares"
Subject: Re: [ Matt Dralle ] : New Email List Photo Share Available!
Date: May 31, 2004
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 > > ________________________________________________________________________________
Date: May 31, 2004
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!
Date: Jun 01, 2004
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
Date: Jun 01, 2004
| 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 ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: does anyone have...?
Date: Jun 01, 2004
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
Date: Jun 01, 2004
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 ________________________________________________________________________________
Date: Jun 02, 2004
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 ________________________________________________________________________________
Date: Jun 02, 2004
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. ________________________________________________________________________________
Date: Jun 03, 2004
From: Ted Cowan <tcowan1917(at)direcway.com>
Subject: firestar
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
Date: Jun 03, 2004
Subject: NE Fly-in
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 ________________________________________________________________________________
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: website
Date: Jun 03, 2004
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 ________________________________________________________________________________
Date: Jun 03, 2004
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>
Subject: Re: website
Date: Jun 03, 2004
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 --- ________________________________________________________________________________
Date: Jun 03, 2004
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>
Subject: Re: SureCheck
Date: Jun 03, 2004
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
Date: Jun 04, 2004
Subject: Re: N.E Fly-in
I spoke to Marcus a few days ago. Won't be any surprises Jim PA/FL ________________________________________________________________________________
Date: Jun 04, 2004
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
Date: Jun 05, 2004
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) ________________________________________________________________________________
Date: Jun 05, 2004
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
Date: Jun 05, 2004
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
Date: Jun 05, 2004
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 ________________________________________________________________________________
Date: Jun 05, 2004
From: Terry <tkrolfe(at)usadatanet.net>
Subject: N.E. Fly-in
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 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 05, 2004
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
Date: Jun 05, 2004
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>
Subject: tach and radio
Date: Jun 06, 2004
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 ________________________________________________________________________________
Date: Jun 06, 2004
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 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 06, 2004
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 ________________________________________________________________________________
Date: Jun 06, 2004
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...?
Date: Jun 06, 2004
| 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
Date: Jun 06, 2004
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
Date: Jun 06, 2004
| 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. ________________________________________________________________________________
Date: Jun 06, 2004
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
Date: Jun 06, 2004
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>
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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 ________________________________________________________________________________
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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 > > ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: Mhqqqqq(at)aol.com
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Firestar II Fuselage Cage
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 07, 2004
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 ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Aircraft, Hobby magazines, and books,as well as model
airplanes
Date: Jun 07, 2004
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
Date: Jun 07, 2004
| 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
Date: Jun 08, 2004
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 > > ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 08, 2004
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
Date: Jun 08, 2004
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 ________________________________________________________________________________
Date: Jun 08, 2004
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 ________________________________________________________________________________
From: Wm2335(at)aol.com
Date: Jun 08, 2004
Subject: Re: 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: "Bruce Harrison" <firestarii(at)hotmail.com>
Subject: Firestar II Fuselage Cage
Date: Jun 08, 2004
$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>
Subject: Re: New Guy
Date: Jun 08, 2004
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>
Date: Jun 08, 2004
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
Date: Jun 08, 2004
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
Date: Jun 08, 2004
| 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 ________________________________________________________________________________
Date: Jun 08, 2004
From: Jimmy <jhankin(at)planters.net>
Subject: Re: New Guy
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. ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 08, 2004
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
Date: Jun 08, 2004
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>
Subject: Address Change
Date: Jun 08, 2004
Kolbers, I had to change ISP's & my new address is Swiderski(at)isp.com Richard Swiderski ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Nut-serts
Date: Jun 08, 2004
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)
Date: Jun 09, 2004
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
Date: Jun 09, 2004
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>
Subject: MV Trip
Date: Jun 10, 2004
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
Date: Jun 10, 2004
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 > > ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 10, 2004
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
Date: Jun 12, 2004
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 ________________________________________________________________________________
Date: Jun 12, 2004
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
Date: Jun 12, 2004
Thanks Dan. .016" it will be. Thom in Buffalo ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: no 377 documentation
Date: Jun 12, 2004
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 > > ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 13, 2004
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 ________________________________________________________________________________
Date: Jun 13, 2004
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 ________________________________________________________________________________
Date: Jun 13, 2004
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>
Subject: Re: seat belt
Date: Jun 13, 2004
| 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>
Subject: Re: seat belt
Date: Jun 13, 2004
| 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.
Date: Jun 13, 2004
| 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. ________________________________________________________________________________
Date: Jun 13, 2004
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: seat belt
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
Date: Jun 13, 2004
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
Date: Jun 14, 2004
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>
Subject: Re: seat belt
Date: Jun 14, 2004
| | 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
Date: Jun 14, 2004
| 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 ________________________________________________________________________________
Date: Jun 14, 2004
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Re: seat belt
I talked to an EAA Tech Counsler yesterday. He said the rear seat belt doesn't require the shoulder harness, but it is recomended... ________________________________________________________________________________
Date: Jun 14, 2004
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: seat belt
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 ________________________________________________________________________________
Date: Jun 15, 2004
From: Ted Cowan <tcowan1917(at)direcway.com>
Subject: fergy
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 ________________________________________________________________________________
Date: Jun 15, 2004
From: Earl & Mim Zimmerman <emzi(at)supernet.com>
Subject: Re: N.E. Fly-in
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 ________________________________________________________________________________
Date: Jun 15, 2004
Subject: Gascolator
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>
Subject: Re: N.E. Fly-in
Date: Jun 15, 2004
> 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>
Subject: Re: Gascolator
Date: Jun 15, 2004
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!
Date: - - - , 20-
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). ________________________________________________________________________________
From: FS2Kolb(at)aol.com
Date: Jun 15, 2004
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 ________________________________________________________________________________
Date: Jun 15, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Test Message 1
This is a test message to see if my messages are getting posted to the list. jerb ________________________________________________________________________________
Date: Jun 15, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Test Message 2
Test message 2 dna ________________________________________________________________________________
Date: Jun 15, 2004
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 ________________________________________________________________________________
Date: Jun 15, 2004
From: "Bob N." <ronoy(at)shentel.net>
Subject: Re: Test Message 1
L & C Bob N. ________________________________________________________________________________
Date: Jun 15, 2004
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 ________________________________________________________________________________
Date: Jun 16, 2004
From: Earl & Mim Zimmerman <emzi(at)supernet.com>
Subject: Re: N.E. Fly-in
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
Date: Jun 16, 2004
Subject: Re: You`ve got 1 VoiceMessage!
NO don't go there. Probably a site with a trojan virus, spyware, dialers, etc. ________________________________________________________________________________
Date: Jun 16, 2004
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 ________________________________________________________________________________
Date: Jun 16, 2004
From: Terry <tkrolfe(at)usadatanet.net>
Subject: Re: N.E. Fly-in
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
Date: Jun 16, 2004
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 ________________________________________________________________________________
Date: Jun 16, 2004
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 > > ________________________________________________________________________________
Date: Jun 16, 2004
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 ________________________________________________________________________________
Date: Jun 16, 2004
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>
Subject: NE Flying
Date: Jun 16, 2004
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?
Date: Jun 17, 2004
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
Date: Jun 17, 2004
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
Date: Jun 17, 2004
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
Date: Jun 17, 2004
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: HShack(at)aol.com
Date: Jun 17, 2004
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
Date: Jun 18, 2004
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
Date: Jun 18, 2004
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
Date: Jun 18, 2004
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
Date: Jun 18, 2004
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 ________________________________________________________________________________
Date: Jun 18, 2004
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 > > > > ________________________________________________________________________________
Date: Jun 18, 2004
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
Date: Jun 18, 2004
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
Date: Jun 18, 2004
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
Date: Jun 18, 2004
| 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 ________________________________________________________________________________
Date: Jun 18, 2004
From: Terry <tkrolfe(at)usadatanet.net>
Subject: Homer's
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 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Jun 18, 2004
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
Date: Jun 18, 2004
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 ________________________________________________________________________________
Date: Jun 19, 2004
From: GeoR38(at)aol.com
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
Date: Jun 19, 2004
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
Date: Jun 19, 2004
------------------------------------------------ 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
Date: Jun 19, 2004
From: "Chiocchio, Stanley" <schiocchio(at)olhcc.edu>
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Subject: RE: FSII Aft CG problem and a Fix
Date: Jun 19, 2004
From: "Chiocchio, Stanley" <schiocchio(at)olhcc.edu>
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Subject: RE: FSII Aft CG problem and a Fix
Date: Jun 19, 2004
From: "Chiocchio, Stanley" <schiocchio(at)olhcc.edu>
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Subject: RE: FSII Aft CG problem and a Fix
Date: Jun 19, 2004
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
Date: Jun 19, 2004
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
Date: Jun 19, 2004
> 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>
Date: Jun 19, 2004
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
Date: Jun 19, 2004
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 ________________________________________________________________________________
Date: Jun 19, 2004
From: Charles & Meredith Blackwell <wozani(at)optonline.net>
Subject: aft cg
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 ________________________________________________________________________________
Date: Jun 19, 2004
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
Date: Jun 19, 2004
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: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: FSII Aft CG problem and a Fix
Date: Jun 19, 2004
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 ________________________________________________________________________________
Date: Jun 20, 2004
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
Date: Jun 20, 2004
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
Date: Jun 20, 2004
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 ________________________________________________________________________________
Date: Jun 20, 2004
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
Date: Jun 20, 2004
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
Date: Jun 20, 2004
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>
Subject: Re: Messages
Date: Jun 20, 2004
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 --- ________________________________________________________________________________
Subject: Messages
Date: Jun 20, 2004
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 --- ________________________________________________________________________________
Subject: Messages
Date: Jun 20, 2004
From: "Chiocchio, Stanley" <schiocchio(at)olhcc.edu>
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From: HShack(at)aol.com
Date: Jun 20, 2004
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>
Subject: Re: Messages
Date: Jun 20, 2004
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 > > UGxlYXNlIGRlbGV0ZSBtZSBmcm9tIHlvdXIgbGlzdC4gVGhhbmsgWW91LCBTdGFuDQoNCgktLS0t > LU9yaWdpbmFsIE1lc3NhZ2UtLS0tLSANCglGcm9tOiBvd25lci1rb2xiLWxpc3Qtc2VydmVyQG1h > dHJvbmljcy5jb20gb24gYmVoYWxmIG9mIERhbiBDaGFydGVyIA0KCVNlbnQ6IFN1biA2LzIwLzIw > MDQgMTA6MzMgQU0gDQoJVG86IGtvbGItbGlzdEBtYXRyb25pY3MuY29tIA0KCUNjOiANCglTdWJq > ZWN0OiBSZTogS29sYi1MaXN0OiBNZXNzYWdlcw0KCQ0KCQ0KDQoJLS0+IEtvbGItTGlzdCBtZXNz > YWdlIHBvc3RlZCBieTogIkRhbiAgQ2hhcnRlciIgPGxuZGNAZm5iY25ldC5jb20+DQoJDQoJWW91 > IGNhbiB1c2UgdGhlIGJsb2NrZWQgc2VuZGVycyBsaXN0IGJ1dCB0aGV5IGp1c3QgY2hhbmdlIHRo > ZWlyIG5hbWUgYQ0KCWxpdHRsZSBldmVyeSB0aW1lIGFuZCBzdGlsbCBnbyB0aHJ1LiBJdCBzb3Vu > ZHMgbGlrZSB5b3UgaGF2ZSBhIHNweXdhcmUNCglwcm9ibGVtLiBUeXBlIGluIHNweWJvdCBpbiB5 > b3VyIHNlYXJjaCBhbmQgZG93bmxvYWQgaXQgZm9yIGZyZWUuIEFsc28gTm9ydG9uDQoJaGFzIGEg > YW50aSBzcGFtIHByb2dyYW0geW91IGNhbiBidXkuIEdldCB5b3VyIHBvcCB1cCBibG9ja2VyIGZy > b20geWFob28gb3INCgltc24gZm9yIGZyZWUuIERvIE5vdCBBcmNoaXZlDQoJRGFuIENoYXJ0ZXIN > CgktLS0tLSBPcmlnaW5hbCBNZXNzYWdlIC0tLS0tDQoJRnJvbTogIkxhcnJ5IEJvdXJuZSIgPGJp > Z2xhckBnb2dpdHR1bS5jb20+DQoJVG86IDxLb2xiLWxpc3RAbWF0cm9uaWNzLmNvbT4NCglTdWJq > ZWN0OiBLb2xiLUxpc3Q6IE1lc3NhZ2VzDQoJDQoJDQoJPiAtLT4gS29sYi1MaXN0IG1lc3NhZ2Ug > cG9zdGVkIGJ5OiAiTGFycnkgQm91cm5lIiA8YmlnbGFyQGdvZ2l0dHVtLmNvbT4NCgk+DQoJPiBT > b3JyeSB0aGlzIGlzbid0IGV4YWN0bHkgS29sYiByZWxhdGVkLCBidXQuLi4uLi4uLi4uLi4uLi4u > ICAgICBJJ20gdXNpbmcNCglkaWFsIHVwIGNvbm5lY3Rpb25zIGluIGNhbXBncm91bmRzIG5vdywg > YW5kIHNwYW0gaXMgZ2l2aW5nIG1lIGZpdHMsIGxvY2tpbmcNCglteSBjb21wdXRlciB1cCBmb3Ig > bG9uZyBwZXJpb2RzIHdoaWxlIHRoZXkgZG93bmxvYWQsIG9yIE5vcnRvbiBjaGVja3MgdGhlbSwN > CglvciB3aGF0ZXZlci4gIElzIHRoZXJlIGEgd2F5IHRvIHRlbGwgdGhlIGNvbXB1dGVyIHRvIGJ5 > LXBhc3MgdGhlIGN1cnJlbnQNCglpbmNvbWluZyBtZXNzYWdlIGFuZCBnbyBvbiB0byB0aGUgcmVz > dCA/PyAgU2FtZSBpZiBzb21lb25lIHNlbmRzIG1lIGEgbG9uZw0KCWF0dGFjaG1lbnQuICBJJ2Qg > bGlrZSB0byBqdXN0IHNheSwgImJ5cGFzcyB0aGlzIG9uZSIgYW5kIGdldCBvbiB3aXRoIGl0LiAg > SQ0KCXVzZSBPdXRsb29rIEV4cHJlc3MuICAgVGhhbmtzICAgICAgICAgICAgICAgICAgICBMYXIu > ICAgICAgICAgICAgICAgICAgRG8NCglub3QgQXJjaGl2ZS4NCgk+DQoJPiBMYXJyeSBCb3VybmUN > Cgk+IFBhbG0gU3ByaW5ncywgQ0ENCgk+IEJ1aWxkaW5nIEtvbGIgTWsgSUlJDQoJPiBONzhMQiAg > VmFtb29zZQ0KCT4gd3d3LmdvZ2l0dHVtLmNvbQ0KCT4NCgk+DQoJDQoJDQoJXy09PT09PT09PT09 > PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 > PT09PT0NCglfLT0gICAgICAgICAgICAgIC0gVGhlIEtvbGItTGlzdCBFbWFpbCBGb3J1bSAtDQoJ > Xy09IFRoaXMgZm9ydW0gaXMgc3BvbnNvcmVkIGVudGlyZWx5IHRocm91Z2ggdGhlIENvbnRyaWJ1 > dGlvbnMNCglfLT0gb2YgTGlzdCBtZW1iZXJzLiAgWW91J2xsIG5ldmVyIHNlZSBiYW5uZXIgYWRz > IG9yIGFueSBvdGhlcg0KCV8tPSBmb3JtIG9mIGRpcmVjdCBhZHZlcnRpc2luZyBvbiB0aGUgTWF0 > cm9uaWNzIEZvcnVtcy4NCglfLT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 > PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PQ0KCV8tPSAhISBORVcgISENCglfLT0g > QUxMIE5FVyBMSVNUIENIQVQhISBodHRwOi8vd3d3Lm1hdHJvbmljcy5jb20vY2hhdA0KCV8tPT09 > PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 > PT09PT09PT09PT09DQoJXy09IExpc3QgUmVsYXRlZCBJbmZvcm1hdGlvbg0KCV8tPSAgUG9zdCBN > ZXNzYWdlOiAgIGtvbGItbGlzdEBtYXRyb25pY3MuY29tDQoJXy09ICBVTi9TVUJTQ1JJQkU6ICAg > aHR0cDovL3d3dy5tYXRyb25pY3MuY29tL3N1YnNjcmlwdGlvbg0KCV8tPSAgTGlzdCBGQVE6ICAg > ICAgIGh0dHA6Ly93d3cubWF0cm9uaWNzLmNvbS9GQVEvS29sYi1MaXN0Lmh0bQ0KCV8tPSAgU2Vh > cmNoIEVuZ2luZTogIGh0dHA6Ly93d3cubWF0cm9uaWNzLmNvbS9zZWFyY2gNCglfLT0gIDctRGF5 > IEJyb3dzZTogICBodHRwOi8vd3d3Lm1hdHJvbmljcy5jb20vYnJvd3NlL2tvbGItbGlzdA0KCV8t > PSAgQnJvd3NlIERpZ2VzdHM6IGh0dHA6Ly93d3cubWF0cm9uaWNzLmNvbS9kaWdlc3Qva29sYi1s > aXN0DQoJXy09ICBMaXZlIExpc3QgQ2hhdDogaHR0cDovL3d3dy5tYXRyb25pY3MuY29tL2NoYXQN > CglfLT0gIEFyY2hpdmVzOiAgICAgICBodHRwOi8vd3d3Lm1hdHJvbmljcy5jb20vYXJjaGl2ZXMN > CglfLT0gIFBob3RvIFNoYXJlOiAgICBodHRwOi8vd3d3Lm1hdHJvbmljcy5jb20vcGhvdG9zaGFy > ZQ0KCV8tPSAgTGlzdCBTcGVjaWZpYzogIGh0dHA6Ly93d3cubWF0cm9uaWNzLmNvbS9rb2xiLWxp > c3QNCglfLT0gIE90aGVyIExpc3RzOiAgICBodHRwOi8vd3d3Lm1hdHJvbmljcy5jb20vZW1haWxs > aXN0cw0KCV8tPSAgVHJvdWJsZSBSZXBvcnQgIGh0dHA6Ly93d3cubWF0cm9uaWNzLmNvbS90cm91 > YmxlLXJlcG9ydA0KCV8tPSAgQ29udHJpYnV0aW9uczogIGh0dHA6Ly93d3cubWF0cm9uaWNzLmNv > bS9jb250cmlidXRpb24NCglfLT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 > PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PQ0KCQ0KCQ0KCQ0KCQ0KCQ0KDQo > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: RE: FSII Aft CG problem and a Fix
Date: Jun 20, 2004
| 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. ________________________________________________________________________________
Date: Jun 20, 2004
From: Terry <tkrolfe(at)usadatanet.net>
Subject: N.E. Fly-in
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
Date: Jun 20, 2004
| 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
Date: Jun 21, 2004
Subject: Re: N.E. Fly-in
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>
Subject: N E Fly-in
Date: Jun 21, 2004
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
Date: Jun 21, 2004
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
Date: Jun 21, 2004
. 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
Date: Jun 21, 2004
| 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 ________________________________________________________________________________
Date: Jun 21, 2004
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 ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 21, 2004
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)
Date: Jun 21, 2004
----- 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)
Date: Jun 21, 2004
----- 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)
Date: Jun 21, 2004
----- 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 ?
Date: Jun 21, 2004
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)
Date: Jun 22, 2004
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
Date: Jun 22, 2004
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. ________________________________________________________________________________
Subject: screwed up?
From: Erich_Weaver(at)URSCorp.com
Date: Jun 22, 2004
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)
Date: Jun 22, 2004
-----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>
Subject: screwed up?
Date: Jun 22, 2004
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)
Date: Jun 22, 2004
| 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>
Subject: screwed up?
Date: Jun 22, 2004
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>
Subject: Re: screwed up?
Date: Jun 22, 2004
| 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>
Subject: 912 ULS temps?
Date: Jun 22, 2004
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
Date: Jun 22, 2004
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
Date: Jun 22, 2004
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
Date: Jun 22, 2004
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>
Subject: Re: Messages
Date: Jun 22, 2004
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 --- ________________________________________________________________________________
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: fuselage jig
Date: Jun 22, 2004
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 ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Jun 23, 2004
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 ________________________________________________________________________________
Date: Jun 23, 2004
From: Ted Cowan <tcowan1917(at)direcway.com>
Subject: sports light
funny no one mentioned the spirts lite thingee going back to OMB. ________________________________________________________________________________
From: "wmtatham(at)juno.com" <wmtatham(at)juno.com>
Date: Jun 23, 2004
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>
Subject: Prop Pitch
Date: Jun 23, 2004
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
Date: Jun 24, 2004
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>
Subject: Prop Pitch
Date: Jun 24, 2004
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 ?
Date: Jun 24, 2004
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. ________________________________________________________________________________
Date: Jun 24, 2004
Subject: Re: windsheild on Kolb UltraStar ?
From: herbgh(at)juno.com
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 ?
Date: Jun 24, 2004
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. > > > = > = > = > = > > > > > > ________________________________________________________________________________
Subject: Azuza wheels
From: Dwight.Kottke(at)hti.htch.com
Date: Jun 24, 2004
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 ________________________________________________________________________________
Date: Jun 24, 2004
Subject: Re: windshield on Kolb UltraStar ?
From: herbgh(at)juno.com
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 ?
Date: Jun 24, 2004
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) --- ________________________________________________________________________________
Date: Jun 24, 2004
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
Date: Jun 24, 2004
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 ________________________________________________________________________________
Date: Jun 24, 2004
Subject: Re: windshield on Kolb UltraStar ?
From: herbgh(at)juno.com
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 ?
Date: Jun 24, 2004
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 --- ________________________________________________________________________________
Date: Jun 24, 2004
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
Date: Jun 24, 2004
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
Date: Jun 24, 2004
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
Date: Jun 24, 2004
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
Date: Jun 25, 2004
Subject: 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: "David Paule" <dpaule(at)frii.com>
Subject: Re: Safety Pin
Date: Jun 25, 2004
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>
Subject: Re: Safety Pin
Date: Jun 25, 2004
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 > ________________________________________________________________________________
From: BKlebon(at)aol.com
Date: Jun 25, 2004
Subject: Re: safety pin
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
Date: Jun 25, 2004
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!
Date: Jun 25, 2004
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!
Date: Jun 25, 2004
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!
Date: Jun 25, 2004
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>
Subject: Full Windshield
Date: Jun 25, 2004
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>
Subject: Alaska 2004
Date: Jun 26, 2004
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 ________________________________________________________________________________
Date: Jun 26, 2004
Subject: Re: Alaska 2004
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>
Subject: Matco brakes
Date: Jun 26, 2004
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!
Date: Jun 26, 2004
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>
Subject: Re: Safety Pin
Date: Jun 26, 2004
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
Date: Jun 26, 2004
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
Date: Jun 26, 2004
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
Date: Jun 26, 2004
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 ________________________________________________________________________________
Date: Jun 26, 2004
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
Date: Jun 26, 2004
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
Date: Jun 26, 2004
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
Date: Jun 26, 2004
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 ________________________________________________________________________________
Date: Jun 26, 2004
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Safety Pin
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 --------------------------------- ________________________________________________________________________________
Date: Jun 27, 2004
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
Date: Jun 27, 2004
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
Date: Jun 27, 2004
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 ________________________________________________________________________________
Date: Jun 27, 2004
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>
Subject: Re: Safety Pin
Date: Jun 27, 2004
McMaster Carr also has the safety rings in a couple differant diameters. ________________________________________________________________________________
Date: Jun 27, 2004
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 > > ________________________________________________________________________________
Date: Jun 27, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Safety Pin
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. " > > ________________________________________________________________________________
Date: Jun 27, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Safety Pin
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 > > >--------------------------------- > > ________________________________________________________________________________
Date: Jun 27, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Safety Pin
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." > > ________________________________________________________________________________
Date: Jun 27, 2004
From: Bruce McElhoe <mcelhoe(at)cvip.net>
Subject: 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: Airgriff2(at)aol.com
Date: Jun 27, 2004
Subject: Re: Alaska 2004
> > >> 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>
Subject: Re: Safety Pin
Date: Jun 27, 2004
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. > > ________________________________________________________________________________
Date: Jun 27, 2004
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. ________________________________________________________________________________
Date: Jun 27, 2004
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. ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 27, 2004
Subject: Re: TNK WEBSITE
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 ________________________________________________________________________________
Date: Jun 27, 2004
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

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