Kolb-Archive.digest.vol-ez
June 28, 2004 - August 01, 2004
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
One problem, one time.
Had those pins through the castellated nuts on the rudder cable/rudder
pedal AN3 bolt. On the MKIII, that is a strip of flat steel laying against
the side of the rudder pedal, and is designed to be easily removed so you
can change the position of the rudder pedals - distance relative to the
seat. Worked good for several years, were easy to put on/take off. Then one
day, taxiing out, noticed that one of them was missing. Had the castellated
nut fallen off in flight, I would have lost that side of the rudder. It was
there on preflight, but popped off sometime during taxiing. I probably
unclipped it by bumping it somehow with my shoe. Went to cotter pins
immediately.
I would suggest that in any situation where there is any potential at all
for bumping them, go to circle clips or cotter pins. In places where there
is no likelihood at all of them being so much as bumped, they are OK. I use
them on my main spar carrythrough/wing tang clevis pins, they are in a
sterile environment inside there.
Richard Pike
MKIII N420P (420ldPoops)
>
>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: | "M. Domenic Perez" <perezmdomenic(at)plateautel.net> |
| Subject: | Safety Pin Bending |
List,
Now that we are on the subject of safety pins, I have a situation that I
now think could be potentially very hazardous and am soliciting all your
opinions. Twice now I've found the safety pin on my lower left strut
slightly bent, as if to indicate that the clevis tried to depart the hole -
tried to depart hard enough to bend the safety pin! I have not been in any
tall grass that could have somehow caught on it, but I do operate off a
fairly rough natural turf field (prairie to be exact, but a relatively
smooth patch of it). The first time I found it bent and replaced it, I
didn't think that much about it, but now that I've found the same thing has
happened to the new safety pin, I've gotten a little spooked. What the
dickens could cause enough force to be applied to the clevis in the removal
direction that would bend the dang safety pin? If it was my bumpy field, why
is it happening to only that location? Could a building error cause
something like this? What should I check? I did not build my plane.
Frankly, I probably will never fly again with a clevis in this location.
I will probably change to bolts for the lower strut attach points. This will
be a pain in the you know what.
What do you guys think?
M. Domenic Perez
FS II, 503
bumpy field that's the best I've got near the house here at the ranch near
Vaughn, NM
I guess this problem and any good answers should go in the archives.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Safety Pin Bending |
> Frankly, I probably will never fly again with a clevis in this
location.
> I will probably change to bolts for the lower strut attach points. This
will
> be a pain in the you know what.
> What do you guys think?
>
> M. Domenic Perez
> FS II, 503
Dom,
I don't know what might be causing this to happen on your bird, on my Mk-3,
I use AN bolts with castle nuts with safety rings in place of all clevis
pins, it is not very much more work to remove them, and the security is
priceless. The ones that don't get removed when folding the bird get cotter
pins.
Of course make sure you still preflight carefully, as the problem clip might
still be getting bumped by something unforseen, such as a dog scratching his
back, or a small child stepping up on the gear leg to look in your bird..
Good luck, I hope you find the cause as I can imagine its a little
disturbing.
Denny Rowe, Mk-3, PA
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
howdy folks. just want to add a couple of hints I have developed over the
years about those so called safety pins vs rings. If you stop and think
about it, anything that can move will wear out!! I fold my planes
regularly, both the good ole firestar and the new slingshot, for transport
to places for even a greater appreciation of this world. Anyway, I use
nylon tie straps, small ones, and stick it thru the hole in the pin and then
back and under or between the structure and the pin and put it tight. It
keeps the pins from moving, is easily removed and lasts at least a year if
you want it on that long. Your pins stay in the same location all the time
for easy pre-flight checking. I use the same method for the rings to keep
them stable and not moving. takes only a minute to install, eight on my
firestar and six on my slingshot. works for me.
Anybody contemplating drilling holes in a very expensive thermostat should
contact the service department of CPS and have a chat with the techs there.
The 582 blue head has a different, improved water system and they have some
good advice about it. The thermostat is totally different and has a built
in by-pass system. They rebuild and sell rotax engines and warantee them
and they wont lie to you. They know what they are doing. Professional
advice from people who do this all the time is a lot more reliable than
someone who likes to save money by modifying something until it fails and
then backing off a tad. I dont trust the advise from someone who doesnt do
the job professionally. It is your butt on the line, get the RIGHT info.
I have listened to all the wanna bee mechs out there and then I talked with
them and got the REAL skinny. Up to you. Dont mean to degrade anyone there
but we should all get the very best advice available and all I am saying is
talk to the people who seem to know best. my two cents.
Now, to the guy with the firefly who is having trouble getting used to the
tail dragger. Having flown most of the kolbs and recently putting my sling
shot into the air, I can say that you probably arent going to be able to do
the nice beautiful crow hops with the firefly you could with a firestar
because of the short coupling. I found you cannot do it with a slingshot.
It becomes very unstable at lower speeds with the tail up. You either have
to abort whatever it is you are trying to do or hit the power and take off.
I will tell you and hopefully get it verified, that once you are flying and
set up for landing, it wont give you the problem you invision right now.
You need to power it up and get it off the mains or fly it, not high speed
taxi it with the tail up. You have to be consistent with the P-factor or it
will walk you all over the runway. Overcorrecting the rudder will land you
in the fields next to the runway in a heartbeat or spin you out (as is the
case with the caster wheel I have) Hope this helps. I have a lot of
experience in these here wonderful kolbs, from circa '86 which is for sale
right now, Mk IIs and IIIs, Kolbra at the factory (very good intro flight to
help get my head aligned before my maiden on the slingshot) to the
slingshot. Good luck, relax and flow with it, wear it, dont fly it. Feel
the plane. Ted Cowan. Firestar for sale can be seen at
www.homestead.com/southernflyers . My twenty cents.
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
| Subject: | Re: Kolb-List Digest: 21 Msgs - 06/25/04 |
anyway if I remember right, but I think older thermostats did not. Check
out this blurb here.
http://www.ultralightnews.ca/rotax532/thermostatinstallation.htm
So it is possible that maybe you have a thermostat with no holes in it, so
I think drilling two small holes about 1/16" diameter and 1/8" apart is
about
This section here is for the OLD thermostats with the older version of 582s.
The new blue head has a DIFFERENT thermostate and you should never run
without it. It has a built in bypass. ted.
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
| Subject: | Safety Pin Bending |
I think that if you haven't added spacers on either side of the lift strut
that the lift strut could be moving back and forth in the fitting, pulling
on the clevis hard enough that it deforms the pin. If you already have the
spacers to keep the lifts strut centered then never mind...
Topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of M. Domenic Perez
Subject: Kolb-List: Safety Pin Bending
List,
Now that we are on the subject of safety pins, I have a situation that I
now think could be potentially very hazardous and am soliciting all your
opinions. Twice now I've found the safety pin on my lower left strut
slightly bent, as if to indicate that the clevis tried to depart the hole -
tried to depart hard enough to bend the safety pin! I have not been in any
tall grass that could have somehow caught on it, but I do operate off a
fairly rough natural turf field (prairie to be exact, but a relatively
smooth patch of it). The first time I found it bent and replaced it, I
didn't think that much about it, but now that I've found the same thing has
happened to the new safety pin, I've gotten a little spooked. What the
dickens could cause enough force to be applied to the clevis in the removal
direction that would bend the dang safety pin? If it was my bumpy field, why
is it happening to only that location? Could a building error cause
something like this? What should I check? I did not build my plane.
Frankly, I probably will never fly again with a clevis in this location.
I will probably change to bolts for the lower strut attach points. This will
be a pain in the you know what.
What do you guys think?
M. Domenic Perez
FS II, 503
bumpy field that's the best I've got near the house here at the ranch near
Vaughn, NM
I guess this problem and any good answers should go in the archives.
________________________________________________________________________________
| From: | "Guy Morgan" <morganguy(at)hotmail.com> |
| Subject: | Firefly taxi update |
Howdy Kolbers,
Thanks for all the great inputs. I got to work early this AM and fired up the Fly.
Today went MUCH better than Saturday. I guess I freaked out too soon. Kept
her pretty straight for about 5 or 6 runs down a 5000' runway, with about a 4-5
mph headwind. Had the tailwheel up each time (I think.) I'm getting to where
I can correct by feel, instead of trying to think about it too much, and it
goes much better. Also, knowing about that hard left when you back off the throttle
helped. A few more days of good practice, like today, and I think I'll be
ready to commit aviation. One more question.....today I was taxiing at 30-35
mph IAS. Should I stick to that speed 'till I'm ready to fly? I know she rotates
at around 40 mph. I think if I taxi any faster, I may end up in the air before
I'm ready. Thanks again folks.
Guy Morgan
Galveston, TX Firefly driver
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
Bruce,
My safety pins never failed...I just didn't like the look of them. In my Mk2,
the holes for the wing pins (at the fusalage) are slanted about 20 degrees vertical.
The only way you can put the pin through the holes is from the bottom
side. That means that if the safety ever failed, it would be likely that the
pin would exit the holes because of gravity. That always bothered me a lot.
Steve
---------------------------------
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | Re: Back in the Air!!! |
Don,
I've been asent for awhile. What is a "Flagfly" ?
Steve
---------------------------------
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Firefly taxi question |
Beauford --
At 09:30 AM 6/28/2004, you wrote:
>If you suspect your particular airplane is not quite right in the way it
>handles,
>you might consider having an experienced ultralight tailwheel driver check
>it out for you... That person can likely tell you what you have after just a
>couple of runs up and down the strip.
Actually, that was me! I did a few touch-n-go's right after it was
assembled and it seemed to behave like (as you so aptly described) "a
normal, little tailwheel airplane." One wheel is just ever so slightly out
of nominal alignment, but it didn't seem to have any effect when I was
taking off or landing.
>my personal 2 cents worth is that you ought
>to go get 4 or 5 hours of tailwheel dual with a GOOD and thoughtful
>instructor in a light tailwheel airplane.... the lighter the better.
While good advice, there are no instructors in the Houston area that I or
Guy are aware of that can do that kind of transitional training in a light,
2-seat tailwheel aircraft. I can give him rides and let him practice in my
tailwheel experimental, but there is about 1,000 pounds of difference
between the two craft, and not the best way to do it.
As for the rest of your comment, it's all very good and I agree
completely. Guy is a careful, purposeful, and prudent individual and given
that no effective transitional training is available, he's proceeding the
only way available.
-- Robert
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
1.9 DATE_IN_FUTURE_03_06 Date: is 3 to 6 hours after Received: date
Folks;
Talked to bro John a short while ago and he Ron'd at Denver, Co last nite.
He was getting ready to take off for Leadville, Co.
M's Pifer is doing fine.
Jim Hauck
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Firefly taxi update |
Guy,
You don't need to go any faster - you have the tail up - this is sharpening
your instinctive reactions. Much faster and it will get light and can fly
off - problem is most people panic and slam it back down and bust the
airplane.
You'll know when things feel right on a day when theres a light wind. On
that final tail up run you'll reach down and slowly feed that throttle
handle all the way forward while feeling it out. Even feeding in the
throttle slowly it will accelerate quickly. Be ready for the P-factor. It
will not take long with a slight back pressure on the stick and you'll be
airborne. Remember have it fueled up before you do any taxi
practice. Don't shove the throttle in to fast until you get more time and
better acquainted with the plane as it will accelerate very quickly and
when it does things start happening much faster. You want to stay up with
the airplane and not get behind it. You skill level will build and as it
does you can push it harder.
jerb
>
>
>Howdy Kolbers,
>
>
>Thanks for all the great inputs. I got to work early this AM and fired up
>the Fly. Today went MUCH better than Saturday. I guess I freaked out too
>soon. Kept her pretty straight for about 5 or 6 runs down a 5000' runway,
>with about a 4-5 mph headwind. Had the tailwheel up each time (I think.)
>I'm getting to where I can correct by feel, instead of trying to think
>about it too much, and it goes much better. Also, knowing about that hard
>left when you back off the throttle helped. A few more days of good
>practice, like today, and I think I'll be ready to commit aviation. One
>more question.....today I was taxiing at 30-35 mph IAS. Should I stick to
>that speed 'till I'm ready to fly? I know she rotates at around 40 mph. I
>think if I taxi any faster, I may end up in the air before I'm ready.
>Thanks again folks.
>
>
>Guy Morgan
>
>
>Galveston, TX Firefly driver
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Firefly taxi question |
Robert and All,
Judging by Guy's last post sounds like he's doing just fine. If he sticks
to the plan I had sent him he should do well. Just take baby steps and
progress as he builds confidence. Based upon his last post he's probably
near making that final run and slowly feeding in more power to reach full
throttle and takeoff speed. It will happen quickly so he needs to be
ready. If he should start to loose control he should cut the throttle and
just let it coast ahead steering to miss objects like runway lights.
jerb
>
>
>Beauford --
>
>At 09:30 AM 6/28/2004, you wrote:
> >If you suspect your particular airplane is not quite right in the way it
> >handles,
> >you might consider having an experienced ultralight tailwheel driver check
> >it out for you... That person can likely tell you what you have after just a
> >couple of runs up and down the strip.
>
>Actually, that was me! I did a few touch-n-go's right after it was
>assembled and it seemed to behave like (as you so aptly described) "a
>normal, little tailwheel airplane." One wheel is just ever so slightly out
>of nominal alignment, but it didn't seem to have any effect when I was
>taking off or landing.
>
> >my personal 2 cents worth is that you ought
> >to go get 4 or 5 hours of tailwheel dual with a GOOD and thoughtful
> >instructor in a light tailwheel airplane.... the lighter the better.
>
>While good advice, there are no instructors in the Houston area that I or
>Guy are aware of that can do that kind of transitional training in a light,
>2-seat tailwheel aircraft. I can give him rides and let him practice in my
>tailwheel experimental, but there is about 1,000 pounds of difference
>between the two craft, and not the best way to do it.
>
>As for the rest of your comment, it's all very good and I agree
>completely. Guy is a careful, purposeful, and prudent individual and given
>that no effective transitional training is available, he's proceeding the
>only way available.
>
> -- Robert
>
>
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Back in the Air!!! |
Steve Flagfly is the handle Don picked for his Firefly that has a great
looking flag paint pattern. You can see a picture of it at
http://www.geocities.com/dagger369th/my_firefly.htm
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Steve Kroll" <muso2080(at)yahoo.com>
Subject: Re: Kolb-List: Back in the Air!!!
>
> Don,
> I've been asent for awhile. What is a "Flagfly" ?
> Steve
>
>
> ---------------------------------
>
>
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderski(at)isp.com> |
| Subject: | SlingShot Attitude |
Hello All,
I am trying to nail down the slope of the oil pan I'm making for my
3-cyl turbo. First, I need to know where level is. Does anyone know what
is the horizontal reference point on a SlingShot in flight attitude?
This project has been a long time in the making. I'm starting to
see daylight, but I'm worried that I might forget how to fly before its done
...or die of old age ... or worse have Big Lar beat me into the air.
Thanks,
Richard Swiderski
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Safety Pin Bending |
In a message dated 6/28/04 1:09:57 AM Eastern Daylight Time,
perezmdomenic(at)plateautel.net writes:
> Twice now I've found the safety pin on my lower left strut
> slightly bent, as if to indicate that the clevis tried to depart the hole -
> tried to depart hard enough to bend the safety pin!
I assume by left, you mean as sitting in the plane. Otherwise, if it is
actually on the right side (as sitting in the plane) perhaps you are putting your
foot on it when pulling the rope start.
Otherwise I would agree with some of the other responses, such as the strut
moving fore and aft on the pin with enough force to try to slide the pin out of
the hole, thus bending the pin (although I find it hard to believe that it
could do that--but then again, stuff does happen).
Bill Varnes
Original FireStar
Audubon, NJ
________________________________________________________________________________
| From: | "M. Domenic Perez" <perezmdomenic(at)plateautel.net> |
| Subject: | Safety Pin Bending |
List,
I do NOT have spacers on my struts, and that makes the most sense - that
they are moving back and forth (remember my rough field?) and perhaps
binding on the clevis thus bending the safety pin. I will fabricate spacers
before I go to bolts and see if the problem goes away. What is the preferred
material to make them out of? Or can they be obtained from TNK?
I don't think I ever bent it by bracing my foot on it while pull
starting, because 98% of the time, I use the electric starter. No loose dogs
around either. I even removed the cattle from this pasture so they wouldn't
bother the plane while set up. The pasture needed a rest anyway. No children
or anyone else around to disturb anything - my nearest neighbor is 15 miles
away and my gates are locked.
Anyway, looks like strut spacers are the next step. Thanks to all.
M. Domenic Perez
FS II
Vaughn, NM
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Jim, Thanks for the update on brother John. We do appreceiate you letting us
know how he is doing.
Bob Griffin
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Hi Guys, I ordered my new brake pads from Matco. They had them availiable
mounted on the backing plates for $120 (2 wheels) or 4 pads and rivits for
$24. I'll be riviting mine on. 3 day shipping from Utah to NY (UPS orange).
pretty good!
ps Does anyone know who or how many joined John H. on the Alaska flight?
Fly Safe
Bob Griffin
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
| Subject: | Re: Matco Brakes |
Bob and all;
Bro John is soloing it to Alaska.
Jim Hauck\
----- Original Message -----
From: <Airgriff2(at)aol.com>
Subject: Kolb-List: Matco Brakes
>
> Hi Guys, I ordered my new brake pads from Matco. They had them
availiable
> mounted on the backing plates for $120 (2 wheels) or 4 pads and rivits for
> $24. I'll be riviting mine on. 3 day shipping from Utah to NY (UPS
orange).
> pretty good!
> ps Does anyone know who or how many joined John H. on the Alaska flight?
> Fly Safe
> Bob Griffin
>
>
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
| Subject: | Re: SlingShot Attitude |
Richard,
<>
Doubt if there is an "official" level on the Kolbs. However, all of
them use a position of up 9 degrees on the bottom of the wing (from back
to front) for weight and balance determinations. Suspect wherever +9
degrees puts the fuselage will be "level".
Tom Kuffel
Whitefish, MT
Building Original FireStar (when they stop cutting on my feet)
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
| Subject: | Re: Matco Brakes |
Bob,
<>
We all dropped out (literally in my case). John is making the trip solo
unless he meets someone along the way.
Expect him to be visiting here for a day or two at the end of the week.
Tom Kuffel
Whitefish, MT
Crashed Prospector, AOG Mooney, building Original FireStar (someday)
________________________________________________________________________________
| Subject: | Re: hand hold in wing |
Bryan,
I used the Ace hardware and aviation supply gate handles for my handholds on
the wingtip bow...worked great. Had to grind a tad off the flat part that
you might call the "foot"...one each end due to the width being a little
more than the bow tube....2 rivets in each foot thru the bow tube...
wrapped em with chaff tape and they covered just fine.
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
.
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb-List " Taxi Practice " ! |
I too was doing Taxi Practice , and think I can share a couple of errors on
my part that lead to a broken airplane ... 1. Fly the area to become familiar
as to how to find the air strip ! 2 . Have a full load of fuel !
3. No mater what Drive as far as you have to , stay over night , what ever it
takes to get some dual ... !!!
As I found out ... I tried to do 2 hops in 3500 feet , 1/2 tank of fuel ,
grass strip (darned hard to find from the air ) after the second hop , pulled
back on the throttle , must have gotten a little gust of wind ,but found myself
70' in the air and the trees were coming up fast ... so it was FLY or crash !
So I flew ! Ran out of fuel trying to land ... Imitated a helicopter at 20 '
the gear snapped off and the sling seat and strong well built cage saved my
butt ... Aircraft damage minimal ..will fly over the field ...will get some dual
and WILL always have full fuel on board !!! ...Dave
________________________________________________________________________________
| From: | "Guy Morgan" <morganguy(at)hotmail.com> |
| Subject: | Hitch in my git-along |
'Mornin Kolbers. Got out to do some taxi practice this AM in the Fly. Did 3 runs
down the runway and just about at the hold short line for my 4th runs had a
flat on my left main. At least it wasn't in the middle of the runway. Think I'll
go ahead and replace both tires. The right one is lookin a little thin too.
I want toinstall something more durable than the wheelbarrow tires that are on
it. Any recommendations on which ones to use?
Galveston, TX Fly Guy
From will you? to I do, MSN Life Events is your resource for Getting Married.
________________________________________________________________________________
| From: | "Giovanni Day" <gde01(at)bellsouth.net> |
Hello All,
It seems I have reached another goal. I now have an N# for my MKIII. Not
sure if this means they have accepted my letter of circumstance
regarding the loss of the original Bill of Sale from the old Kolb co. to
the original Kit owner, but I do have a number assigned and it says it
is valid in status. Thanks for everyone's help with the bill of sale
thing.
Giovanni
MKIII N-80566/912 Wing to be covered by my Bday 07/30
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Bing 54 overflow tubes |
>
>Kolbers,
......................
>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
Denny,
I had similar problems with my Rotax 447 and the Simonini Victor 1+. At
first, I thought it was the float bowl vents. To be sure I used some tygon
tubing and a "Tee" fitting to bring the vent down into a bottle located in
the fuselage. Never got a drop. Then I started looking a little closer. I
discovered that I could wipe a drop of oil off the bottom of the air filter.
After a time I discovered it was a function of idle speed. If I taxied in
or out at a lower rpm the greater the chance of fuel dribble from the
filter. In my case much of the dribble ended up on top of the inner rear of
the right wing. I believe all other oil on the tail feathers comes from the
engine exhaust.
After installing the Victor 1+, I worked on the carb dribble problem. A
solution can be seen on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly90.html
This dribble bib has been in place for the last 52 hours, and I have not had
to clean up the wing since it was installed. Occasionally, I have to clean
up the tail feathers, but I only do this when I wash the rest of the
FireFly.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: hand hold in wing |
Thanks Don I'll check um out. I'm painting my 4130 legs now for final
assembly, so it will probably be the end of July when I get to wings. do not
archive
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: hand hold in wing
>
> Bryan,
>
> I used the Ace hardware and aviation supply gate handles for my handholds
on
> the wingtip bow...worked great. Had to grind a tad off the flat part that
> you might call the "foot"...one each end due to the width being a little
> more than the bow tube....2 rivets in each foot thru the bow tube...
> wrapped em with chaff tape and they covered just fine.
>
> Don Gherardini
> FireFly 098
> http://www.geocities.com/dagger369th/my_firefly.htm
>
> .
>
>
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Phone call from John H. an hour ago. He's OK at a 5000' unattended
gravel stip near Rock Springs, WY. Overnighted there under a wing after
landing at Rock Springs airport and leaving soon after, due arpt
"management" saying he couldn't sleep under his airplane! John said that
was only the second place, in all his many travels, that wouldn't allow
it. Some guys came by the gravel strip and took him for coffee. Not all
the locals are fecal movements.
Had been to Leadville, CO and found he needed a lot of runway to
get--and stay--airborne at one(?) of the highest airports in ZI. 9927'
Now enroute to Big Piney, WY that gives him the choice of 3100' of sod,
or 6800 hardtop--which he may use, considering the FE of almost 7000'.
Then on to visit old friends the Kuffels in Whitefish MT.
More when I know more.
Bob N.
http://www.angelfire.com/rpg/ronoy
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
| Subject: | unoficial kolb fly in 2005 |
everybody
been visiting with Erich Weaver about the unificial kolb fly in for 2005. History,,,
in 2002 he and i started a trip with some others and it got cut short
due to weather.... so in 2003 we decided to finish the trip.... but we dident
realy finish the trip... just one leg of the trip, monument valley, twice....
the next leg of the 2002 trip was to take us to Bryce Canyon National
Park. I propose that next year, 2005, we go there instead. there are simular
facilities as we have become use to. Ruby's Inn has a motel / rv / tent camping
/ pool / showers / restraunt / about 1 mile from the airport. i cant
remember if the shuttle bus runs to the airport or not.. you can drive
into the park or take the shuttle, once in the park you can hike to your hearts
content..... all hikes start on the rim and you hike down into the park then
back out. or you can take in the park from the rim trail.
my wife and i just returned back from there in our truck and trailor... and i
cant wait to see it from the air. we left the digital camera home but as soon
as we get some pictures developed i can post some on the web.
I have cast my vote, what say the rest of you.
bryce canyon airport
kbce
n 37 42 387
w 112 08 713
unicome 122.8
asos 135.47
runway hard surface 7400 x 75 about 7500 ft asl.
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
Thanks for all the great inputs. I got to work early this AM and fired up the Fly.
Today went MUCH better than Saturday. I guess I freaked out too soon. Kept
her pretty straight for about 5 or 6 runs down a 5000' runway, with about a 4-5
mph headwind. Had the tailwheel up each time (I think.) I'm getting to where
I can correct by feel, instead of trying to think about it too much, and it
goes much better. Also, knowing about that hard left when you back off the throttle
helped. A few more days of good practice, like today, and I think I'll be
ready to commit aviation. One more question.....today I was taxiing at 30-35
mph IAS. Should I stick to that speed 'till I'm ready to fly? I know she rotates
at around 40 mph. I think if I taxi any faster, I may end up in the air before
I'm ready. Thanks again folks.
Guy Morgan
i will bet that you could commit aviation at 30 to 35..... if you are comfortable
there keep at it..... that is fast enough to get the hang of the tail wheel.
remember just enough rudder pressure to get the results you are looking
for. once you can keep it straight then the progblem is "when do the wheels
touch" keep a mental picture of what you are looking at when taxing... on landing
when the sight picture matches what you are seeing the wheels should be
ready to touch the ground.
boyd
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Firefly taxi update |
Guy,
One thing I didn't mention was you normally will not be tail up for long
period in normal operation - the take off doesn't take very long. Normally
we WOULD NOT fire wall it on take off as the sudden P-factor can be
significant. Until you get more experience just feed the throttle in as it
develops speed, it easier to control the direction this way - we would get
it rolling and then get more aggressive on the throttle. You develop the
feel. If your where you can handle it tail up at reduced power setting -
your probably ready to aviate.
jerb
>
>
>Howdy Kolbers,
>
>
>Thanks for all the great inputs. I got to work early this AM and fired up
>the Fly. Today went MUCH better than Saturday. I guess I freaked out too
>soon. Kept her pretty straight for about 5 or 6 runs down a 5000' runway,
>with about a 4-5 mph headwind. Had the tailwheel up each time (I think.)
>I'm getting to where I can correct by feel, instead of trying to think
>about it too much, and it goes much better. Also, knowing about that hard
>left when you back off the throttle helped. A few more days of good
>practice, like today, and I think I'll be ready to commit aviation. One
>more question.....today I was taxiing at 30-35 mph IAS. Should I stick to
>that speed 'till I'm ready to fly? I know she rotates at around 40 mph. I
>think if I taxi any faster, I may end up in the air before I'm ready.
>Thanks again folks.
>
>
>Guy Morgan
>
>
>Galveston, TX Firefly driver
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: hand hold in wing |
Don,
Did you install them on the inside portion or the box tube rather than
protruding on the outside?
By "one each end" I assume your describing the mounting flange of each
handle, not two handles per end of the wing?
jerb
>
>Bryan,
>
>I used the Ace hardware and aviation supply gate handles for my handholds on
>the wingtip bow...worked great. Had to grind a tad off the flat part that
>you might call the "foot"...one each end due to the width being a little
>more than the bow tube....2 rivets in each foot thru the bow tube...
>wrapped em with chaff tape and they covered just fine.
>
>Don Gherardini
>FireFly 098
>http://www.geocities.com/dagger369th/my_firefly.htm
>
>.
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Hitch in my git-along |
Guy,
The right one was just replaced before you bought it. The left one might
stand replacing as it is still original - call Lockwood Aviation with the
size and see what else they have that would fit that rim diameter and
width? Gary changed it but if I recall right what's on it are
tubeless. We have run those tires since Dec-97 without any problem. I
believe Lowe's building centers may carry that brand and size tire.
jerb
>
>
>'Mornin Kolbers. Got out to do some taxi practice this AM in the Fly. Did
>3 runs down the runway and just about at the hold short line for my 4th
>runs had a flat on my left main. At least it wasn't in the middle of the
>runway. Think I'll go ahead and replace both tires. The right one is
>lookin a little thin too. I want toinstall something more durable than the
>wheelbarrow tires that are on it. Any recommendations on which ones to use?
>
>Galveston, TX Fly Guy
>
>
> From will you? to I do, MSN Life Events is your resource for Getting
> Married.
>
>
________________________________________________________________________________
| From: | Scott Trask <sctrask(at)diisd.org> |
(not processed: message from valid local sender)
2.6 DATE_IN_FUTURE_96_XX Date": kolb-list(at)matronics.com
Hi Rick N. and List
Looking forward to seeing you and anyone else that would be interested in
flying into OSH with me. Last year was great! had a lot of fun.
If someone is coming from a different direction and doesn't want to fly all
the way up here, I have some places we could meet. That way you can fallow
me in and if I screw up in the pattern, I will not look too bad.
Scott Trask IMT MI
________________________________________________________________________________
| From: | John <jleclercq(at)charter.net> |
Does anyone know the whereabouts of my old FireStar?
It was white with red radial stripes (some call it starburst) on all the
feathers, had a 377 with a Second Chantz Softpack and won the Grand
Champion at Oshkosh '90.
I found a bunch of stuff that was for it, including a beautiful custom
seat cover. I would like to see this stuff get back in the plane for
which it was made for. Any info will be appreciated.
John L.
________________________________________________________________________________
| Subject: | SlingShot Attitude, Ohio to Florida dilemma |
In a message dated 06/28/2004 8:12:09 PM Eastern Daylight Time,
swiderski(at)isp.com writes:
Hello All,
I am trying to nail down the slope of the oil pan I'm making for my
3-cyl turbo. First, I need to know where level is. Does anyone know what
is the horizontal reference point on a SlingShot in flight attitude?
This project has been a long time in the making. I'm starting to
see daylight, but I'm worried that I might forget how to fly before its done
...or die of old age ... or worse have Big Lar beat me into the air.
Thanks,
Richard Swiderski
wish I could help Rich, but I'm glad that you still have your sense of humor,
don't ever lose it. Forget everything I said about that 4x8 trailer that I
was considering buying on ebay to bring my Firestar to Florida from Ohio. I've
concluded a passing truck will just tip me over...booo!
The min price to come down by someone else driving something is $1650.....and
I say.....boooo! I sure would like to fly it but without a wingman, I'm too
sceered, besides, I don't trust my health. Am considering even selling it up
here and building a firefly down there. Will be comin back down in about a week,
I guess....I hope I have a conclusion before then.
George Randolph
Firestar driver from Akron/The Villages Fl
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
I bit the bullet today and mailed Kolb my check for the #2 kit & tail boom
since the second hand wing kit was less the boom. I'm going to hold of ordering
the VW engine till after OSK. Richard said he was going to try to fly his in
weather permitting.
________________________________________________________________________________
| From: | "Jimmy and Jo Ann Hill" <hillstw(at)jhill.biz> |
Need a 2 1/4" airspeed indicator for a firestar.
Anybody got one for sale?
Thanks.
Jimmy
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Fw: Much better Monument Valley picture viewing |
----- Original Message -----
From: JIM HEFNER
Frank Reynen ; Jim Clayton ; John Hauck ; John Williamson ; Larry Cottrell
Subject: Much better Monument Valley picture viewing
Folks,
I finally found a better way to share pictures with others. It's free, so no reason
not to have lots of great photos to show off in full screen slideshow mode.
When you get to the website (link below), push the start slideshow button
and you may want to pause it after it gets going and advance the pictures manually,
unless you have very high speed internet service.... faster than DSL.
The wait time on the slide show doesn't count picture load time. There is no
commentary here, but the picture viewing quality is much better than the MSN photoware
I have been using. Think this is the same outfit the BigLar uses, but
think he has the upgrade version and adds commentary.
http://jhefner.photosite.com/MV2004/
Checkout these pictures from a recent flight into Arivipa Canyon, within 10 miles
of my home airport. Hard to beat the beauty of flying around AZ!!
http://jhefner.photosite.com/Flying/
John H, we'll be following your trip and hope to see lots of great pic's when you
return!! Good luck and fly safe!!
Take care ya'll!!
Jim Hefner
Tucson, AZ FF#022
PS: John Williamson, I don't have everyone's email address that was at MV, so
feel free to send to anyone not on list above. I'm not able to post to the Kolb
list... spam filter gets me everytime. Anyone that can post, feel free to
post this if you think it's worthwhile for others to see the pictures and picture
website info.
________________________________________________________________________________
| Subject: | unofficial kolb fly in 2005 |
| From: | Erich_Weaver(at)URSCorp.com |
06/30/2004 12:20:09 PM
I think Boyd's idea of meeting up at Bryce Canyon Natl Park is an excellent
one. Southern Utah is filled with beautiful places, and this is definitely
one of them. Bryce will also offer some additional outdoor activities for
both flying and non-flying family members. As nice as Monument Valley is,
activities for non-flying participants were pretty much limited to car
tours of the valley. Bryce might attract a few more family members with
all of its great hiking areas.
Erich Weaver
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Firefly taxi question |
<< ... you ought to go get 4 or 5 hours of tailwheel dual in a light
tailwheel airplane.... the lighter the better. Trying to teach yourself
tailwheel technique in a single seat airplane by reading e-mails between
training "events" just doesn't make sense... Beauford >>
Guy --
My first-flight experience in my Mark-3 was one of the "e-mail training
events" Beauford refers to. Bent both gear legs on my first landing because
of unfamiliarity in aircraft type. I was lucky - that was a cheap lesson.
Took a weekend trip to TNK and learned to fly a Kolb from the experts in
their Mark-3Extra demonstrator. Came home a Kolb pilot. Worth the expense
and effort.
Dennis Kirby
Mark-3, Verner-powered, in
Cedar Crest, NM
________________________________________________________________________________
| From: | "G. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: unofficial kolb fly in 2005 |
I also second Boyd's idea of Bryce Canyon. And if you check out the map,
Zion National is only an ultralight flight from there.
It would be relatively easy to hit two parks in the single outing. What do
you all think? And then too, maybe Boyd would give an old tired Eagle
another ride in his beautiful bird.
Az. Bald Eagle, George
----- Original Message -----
From: <Erich_Weaver(at)URSCorp.com>
Subject: Kolb-List: unofficial kolb fly in 2005
>
>
> I think Boyd's idea of meeting up at Bryce Canyon Natl Park is an
excellent
> one. Southern Utah is filled with beautiful places, and this is
definitely
> one of them. Bryce will also offer some additional outdoor activities
for
> both flying and non-flying family members. As nice as Monument Valley
is,
> activities for non-flying participants were pretty much limited to car
> tours of the valley. Bryce might attract a few more family members with
> all of its great hiking areas.
>
> Erich Weaver
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Try these good folks. You will need to know what speed range your looking
for, example 80, 100, 120 MPH or Knots.
jerb
http://www.airstuff.com/index.html
>
>Need a 2 1/4" airspeed indicator for a firestar.
>Anybody got one for sale?
>
>Thanks.
>
>Jimmy
>
>
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderski(at)isp.com> |
| Subject: | SlingShot Thrust Line Issues |
SlingShot Pilots,
I am working on mounting my turbo 3-cyl & have heard that several SS
pilots have raised the rear engine mounts up to 3/4". The plans call for 3
washers on top of the front & back lord mounts. What are your experiences?
Any high thrust line issues?
I would like to go to a 68" prop, plans call for 66". Anyone go to
68" or higher diameter?
Richard Swiderski
________________________________________________________________________________
| Subject: | Update on Ms.Dixie |
Hi Kolbers,
I have completed the fix to the fuselage. Getting a handel on the new TIG machine.
TNK had missed two welds on the airframe and I plan on adding several tabs
for rivnuts for screws to be able to remove the nose cone for easy accsess to
the panel as Mark German did. The Jig has payed off big time. Last night we
(my welding instructor and I) were able to stand jig/fuselage on end for better
position to TIG the missed welds. This jig will also pay off in preping the
fuselage for painting. After a call to Travis today to price brake pedals, I learend
that my gear legs were made from the wrong stock. This was discovered in
a recent mishap of a Kolbra pilot bending the gear. Turns out, the legs should
have been .125" wall thickness instead of .100". Replacements are on the way
as soon as TNK gets the new stock. Great folks up there at TNK. Tonight I plan
to complete the tube seal on the last three sections and the door frame. I
snapped some pretty cool photos and will share with you all.
Welding instructor sewing up the missed welds> http://www.c-gate.net/~ppetty/photos/P6290003.JPG
http://www.c-gate.net/~ppetty/photos/P6290004.JPG
The results http://www.c-gate.net/~ppetty/photos/P6290005.JPG
Standing the jig/fuselage on the end! Way cool! > http://www.c-gate.net/~ppetty/photos/P6290008.JPG
http://www.c-gate.net/~ppetty/photos/P6290010.JPG
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
| Subject: | Re: Changing props and the FAA |
Giovanni,
<>
What you first must do is find out if *your* FSDO thinks your prop
change is a "major modification". Write them and see what they say. If
the answer is yes then send them a formal notice telling them exactly
what the change is and asking for recertification guidance. Most times
they will send you a letter stating a test period of x hours in a given
test area. When you have done the testing you make a logbook entry,
usually with the phrase they give you about "no adverse
characteristics". At worse, they will want to inspect the aircraft
again just like its initial certification but this is very unlikely for
just a prop change.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
John,
Your satellite phone arrived today. Looking forward to seeing you later
this week or next.
The doctor today not only removed the last stitches until the "last"
operation on July 20, he also gave me permission to use crutches. This
will increase my mobility 1000% so who knows what I can do when you are
here.
Take care,
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: SlingShot Thrust Line Issues |
Richard,
My friend Luray used to have a 70 or 72" three blade wood prop on his
Slingshot, He loved the performance it gave him, but a resonance problem
caused by the gearbox ratio he was using, forced him to drop the ratio and
prop diameter.
You should be fine with a 68 inch prop, if you have a deep enough reduction,
I would go all the way to 70" myself.
Denny Rowe, Mk-3
> SlingShot Pilots,
> I would like to go to a 68" prop, plans call for 66". Anyone go
to
> 68" or higher diameter?
>
> Richard Swiderski
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: SlingShot Attitude, Ohio to Florida dilemma |
----- Original Message -----
From: <GeoR38(at)aol.com>
> The min price to come down by someone else driving something is
$1650.....and
> I say.....boooo! I sure would like to fly it but without a wingman, I'm
too
> sceered, besides, I don't trust my health. Am considering even selling it
up
> here and building a firefly down there. Will be comin back down in about a
week,
> I guess....I hope I have a conclusion before then.
>
> George Randolph
> Firestar driver from Akron/The Villages Fl
George,
Please let me know where exactly you are in Akron,(Which airport). (Phone #)
I would like to try to fly out to see you and your bird before you leave for
Florida.
I am getting Lasik surgery done to my eyes tomorrow, and will be off work
all next week, if I am able maybe me and my son can make a Kolb trip out to
see you .
Denny Rowe, Mk-3 near Pittsburgh, 724-845-1431
________________________________________________________________________________
| From: | "Ken Vance" <vances(at)infinet.com> |
| Subject: | For Sale: Kolb Firestar II |
Rotax 503, Electric Starter, 4 Blade "Ultra-Prop", 35 Hours, Folding Wings, Full
Enclosure,
10 Gallons Fuel, Streamline Struts, Brakes, Stits Covering, Wing Tip Strobes.
Always hangared and well maintained, no damage history.
E-Mailed photos available by request. Asking $10,750.
Ken Vance
Eaton, Ohio
937-456-9334 or vances(at)infinet.com
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
Group,
John called here Wednesday night from Rigby, Id. Wants everyone to know
he is well and having fun.
He caught his first cut-throat trout in the Snake river yesterday but it
was too small to keep. Weather permitting, he expects to leave there
Friday and arrive at Glacier International before dark.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
>>
>>Does anybody use the "Fuel miZer"
>>
>
>Mike,
>
>I have been using one for several years on the FireFly. Primarily I use it
>to judge relative fuel consumption at different throttle settings and I have
>not worried much about accuracy. Some time I am going to take a flight,
>read the actual fuel used and then calibrate the unit.
.................................
Mike,
A follow up. I made several trips to the EAA Chapter 453 field and
calibrated the miZer. I am impressed. It really reads very close to the
actual fuel consumed, and one can use it as a gas gauge too.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 22 Msgs - 06/30/04 |
Boyd,
It suits me - I'm game for anywhere. A one mile walk is no problem,
becsides, many of us will have vehicles anyway. You didn't mention fuel -
that would be a strong consideration. Count me in - I love flying in new
places. (I still plan on return trips to MV in addition to Bryce.)
AzDave
the airport has av gas, i did not fill up at rubys inn.... but i am
quite sure gas is available, i will try to find out and let you know.
boyd
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Jack/Guys,
That's good to hear Jack...The reason I bought mine was , A fuel guage
and sender was going to cost me OVER $150.00 ...So I figured 300 for the miZer
wasn't really a bad price...to know, Fuel used , Fuel remaining , and Fuel
flow rate ...
The Fuel flow that is added to the EIS isn't cheap either...and it puts more
eggs in the same basket...I like keeping it separate.
I've connected mine and put the Gauge in the dash , but I haven't ran the
engine to check the flow...
Gotta Fly...
Mike in MN
FSII / Figuring out paperwork for N number and registration for Airworthiness
Cert. (fun,fun,fun)
SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
A follow up. I made several trips to the EAA Chapter 453 field and
calibrated the miZer. I am impressed. It really reads very close to the
actual fuel consumed, and one can use it as a gas gauge too.
Jack B. Hart FF004
Jackson, MO
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>........................
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
For future reference... the Mizer _appears_ to be identical (except for the
name on the faceplate) to the NavMan fuel flow meter, which can be had at
BoatersWorld.com for about $199. I put one in an experimental plane I had
and it worked great... I'm about to order one for my current plane.
-- Robert
At 01:31 PM 7/1/2004, you wrote:
>
>Jack/Guys,
> That's good to hear Jack...The reason I bought mine was , A
> fuel guage and sender was going to cost me OVER $150.00 ...So I figured
> 300 for the miZer wasn't really a bad price...to know, Fuel used , Fuel
> remaining , and Fuel flow rate ...
>
> The Fuel flow that is added to the EIS isn't cheap either...and it
> puts more eggs in the same basket...I like keeping it separate.
>
> I've connected mine and put the Gauge in the dash , but I haven't
> ran the engine to check the flow...
>
> Gotta Fly...
> Mike in MN
> FSII / Figuring out paperwork for N number and registration for
> Airworthiness Cert. (fun,fun,fun)
>
>
>SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>A follow up. I made several trips to the EAA Chapter 453 field and
>calibrated the miZer. I am impressed. It really reads very close to the
>actual fuel consumed, and one can use it as a gas gauge too.
>
>Jack B. Hart FF004
>Jackson, MO
>
> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>........................
>
>
>My Web Site:
>http://www.geocities.com/planecrazzzy/Planecrazzzy.html
>
>
>Sometimes you just have to take the leap
>and build your wings on the way down...
> Gotta Fly...
>
>
>--
>
>
-------------------------
EZ Dock Texas Gulf Coast
Office Phone: 281-752-9096
Cell Phone: 713-503-2949
Fax: 425-928-3369
Web : www.EZDockTexGulf.com
EMail: robert(at)EZDockTexGulf.com
Personal web pages: http://www.rlaird.net http://www.texas-flyer.com
________________________________________________________________________________
| From: | jhauck(at)elmore.rr.com |
Use http://www.onspeed.com/?A=web2mail to transform dial up
connections to near broadband speed. Reccomended by Web2Mail
Hi All:
So far, so good.
I am in Rigby, Idaho. Have been here since day before yesterday. Today is Day
6 of my flight to Alaska. Learning how to slow down a litle an "smeel the roses".
The flight so far has been great, with the exception of a few days marginal weather
Days 1 and 2.
From Denver, CO, I flew to Leadville, highest aiirport in the North American Continent.
Elevation is 9,927 feet above sea level. I have a lot to learn about
landing and taking off from high altitude airports. A technique, unlike normal
Kolb opertions, is called for. A lot of speed and a long ground run is required
to get a big fat MKIII off the ground. Same procedure for landing, a lot
of speed and a nice and long ground run.
Had a little problem in Rock Springs, CO, but solved it by loading back up in the
airplane and flying 24 miles west to a 7,200 foot high gravel strip on top
of a mesa, Green River Galactec Airport. Seldom used, I had it all to myself.
It was cold, in the 40s F, so up went the tent for the night. Next morning
some city workers from Rock Springs came up, chatted a spell, then offered to
take me into town for coffee. Eagerly, I accepted.
I flew acroos the desert to Big Piney, WY, then on a near direct flight to Rigby,
Idaho, over the Rockies. Required a climb to 10,500 feet to clear the mountain,
but the MKIII and 912S did their job of getting me safely over them and
into Rigby. I can not express to you the excitement of being in this type environment.
The mountains above 8,500 feet showed no signs of humans ever tampering
with them. They were pristine, beautiful, rugged, and extremely high. I
can't wait to get home, load up the Suzuki on the 5th wheel and pull back out
here to spend some time exploring these numeroud mountain roads and trails.
In the morning I will depart for Driggs, ID, up close and personal to the west
side of the Grand Tetons. Then up to West Yellowstone, west to the Continental
Divide, through Lost Trail Pass, a place very familiar to our frineds Tom and
Betty Kuffel, and Valkarie. From there on north to Missoula and finally Whitefish.
Plan to spend a couple days with the Kuffels, then north into Canada.
The airplane is flying great. The 912S hasn't missed a beat and putting out good,
strong, reliable power. I feel very comfortable in my 12 year old Kolb with
well over 2,000 hours on her. I think I have 735 hours on the 912S. I am
20+ hours into this flight. Have used no oil. Burning about 5 to 5.5 gph. Normally
flying at 5,200 rpm, which produces 85 to 90 mph cruise. So far my average
flight speed is 76.6 mph for the entire flight. I plan for 75 mph ground
speed. So this is pretty close.
I'll try to keep ya'll updated on my progress. Someone is hollering to come get
the steaks. Got to go.
john s
________________________________________________________________________________
| Subject: | Ohio to Florida dilemma |
----- Original Message -----
From: <GeoR38(at)aol.com>
> The min price to come down by someone else driving something is
$1650.....and
> I say.....boooo! I sure would like to fly it but without a wingman, I'm
too
> sceered, besides, I don't trust my health. Am considering even selling it
up
> here and building a firefly down there. Will be comin back down in about a
week,
> I guess....I hope I have a conclusion before then.
>
> George Randolph
> Firestar driver from Akron/The Villages Fl
George,
Please let me know where exactly you are in Akron,(Which airport). (Phone #)
I would like to try to fly out to see you and your bird before you leave for
Florida.
I am getting Lasik surgery done to my eyes tomorrow, and will be off work
all next week, if I am able maybe me and my son can make a Kolb trip out to
see you .
Denny Rowe, Mk-3 near Pittsburgh, 724-845-1431
Denny, I appreciate the concern in your response, but I think my dilemma is
over. I have purchased a boat trailer with lites, brakes, good big tires with
leaf springs and a guarantee that it will be "right" including good wheel
bearings, for the tiip. My boy has a pickup tlhat has a ball fastened to his frame
instead of the bumper. All these things are positives, even the $800 price tag.
But the part that is even better is that he and I are going to work on it
together as a project to prepare for the tow trip from Champion Ohio to Rich
Swiderski's in Florida, 12 miles from The Villages.Unfortunately, I will be gone
south by next week to take care of stuff there for a month, but I will be
coming back in August, to finalize everything.
You would be more than welcome to fly in with your son when I come back to
Champion, in August, to see what kinda contraption we've put together for the
trip south. Mebbe we could even fly around the patch together before departure.
I have my plane stored in a hangar on a farm owned by a veeeery interesting
engineer friend of mine...he's younger then me, and has a Taylorcraft. what a
nice pup that is. He also has a '39 british 3 wheel morgan car....you've never
seen anything like it, 4 different types of minicoopers, a glider, a BMW
motorcycle a new house and a new british wife(and her kids) We'll wine n dine ya
if
you can come over then
I wanna tell ya Denny, I have been flyin that Firestar up around the
Warren/Champion, Ohio area. since 1993 and have NEVER found anyone else with a
Kolb to
fly with. Almost did once but it never materialized.
I think that is why this list is sooooo important, it brings us crazy folk
together....kinda...and what with the likes of the 2 Johns, we are startin to
get pretty darn close now and I think that is a great improvement over the old
list folk.
please let me know if you like the idea of visitin me in August before I tow
that Firestar south and we'll plan sumpin. Could stay over too.
yer bud in aviation
George Randolph
Firestar driver from Akron/Warren?Champion, Ohio....now.....The Villages,
Florida
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb list Fuel guage :-) |
Whats wrong with a cork 'N Rod ? :-)
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Sent pictures to Matt's photo share,
Fifteen days ago............................Nothin
--
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Great website George! Thanks for putting it together.
~ Earl (the rans guy) Zimmerman
Do Not Achive
________________________________________________________________________________
| From: | <timwarlick(at)bellsouth.net> |
| Subject: | Gap seal modifications for BRS canister parachute |
I am starting to install the BRS canister type parachute on my Mark 3 Classic.
It appears that the modifications to my gap seal are going to be significant since
the parachute bracket is mounted to the frame tube just in front of the gap
seal attachment point. Does anyone have pictures or suggestions on gap seal
modifications?
Tim Warlick
BMW R100 engine installation almost complete
Mobile, Alabama
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> parachute |
| Subject: | Re: Gap seal modifications for BRS canister |
parachute
I have been looking at a similar situation of a FSII I am building and will
be trying the following: It will have a fixed gap seal so that I can
waterproof around the mounting brackets, It will be in two pieces, a front
half and a back half that come together and overlap around the brackets and
once installed, will only need to be removed for serious maintenance. There
will be a narrow strip of aluminum for each wing to fit between the gap
seal and the wing which you install and remove when you put the wings off
and on, probably spring loaded to hold it into place. If it works out
easily enough, I will duplicate it for the MKIII, because the gap seal on
that one is a real pain.
Richard Pike
MKIII N420P (420ldPoops).
>
>I am starting to install the BRS canister type parachute on my Mark 3
>Classic. It appears that the modifications to my gap seal are going to be
>significant since the parachute bracket is mounted to the frame tube just
>in front of the gap seal attachment point. Does anyone have pictures or
>suggestions on gap seal modifications?
>
>Tim Warlick
>BMW R100 engine installation almost complete
>Mobile, Alabama
>
>
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
List,
John landed at Glacier Park International (KFCA) about 5pm yesterday.
Weather was beautiful, puffy white clouds with easily avoided scattered
thunder showers. He said his trip up from Ruby, ID was one of his best
ever.
Since then he has relaxed, downloaded his digital camera to CD, played
ball with Valkyrie (he quit before she was tired) and helped us cripples
with some manual labor.
Weather forecast makes it likely he will take off for Canada on Monday.
Until then we will do our best to keep him from getting bored or worn
out. Meanwhile, shame on all you other fellows who backed out of taking
this trip with John. Its gonna be a great one.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
| From: | "Scott Olendorf" <solendor(at)nycap.rr.com> |
| Subject: | Fathers day pictures |
OK, you want pictures? I have pictures of my trip from Mechanicville, NY to
Homer's place and then on to Shrevesport Fly-in and then home.
I hope the link will work for you. There is a 'download photos' link from
the thumbnail view if you want the original resolution.
http://www.walmart.com/agt/bounce.gsp?ID=AD5380436121664DA06B180682D2C00723E2&sharee=solendor%40nycap%2Err%2Ecom
Scott Olendorf
Firestar, Rotax 447 and Powerfin prop.
Schenectady, NY
http://home.nycap.rr.com/firestar
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
| Subject: | Re: Hauck Report II |
Ted;
You had better put a lock on the refridge while Bro john is there. Hee Hee
Jim Hauck Do not archieve
----- Original Message -----
From: "The Kuffels" <kuffel(at)cyberport.net>
Subject: Kolb-List: Hauck Report II
>
> List,
>
> John landed at Glacier Park International (KFCA) about 5pm yesterday.
> Weather was beautiful, puffy white clouds with easily avoided scattered
> thunder showers. He said his trip up from Ruby, ID was one of his best
> ever.
>
> Since then he has relaxed, downloaded his digital camera to CD, played
> ball with Valkyrie (he quit before she was tired) and helped us cripples
> with some manual labor.
>
> Weather forecast makes it likely he will take off for Canada on Monday.
> Until then we will do our best to keep him from getting bored or worn
> out. Meanwhile, shame on all you other fellows who backed out of taking
> this trip with John. Its gonna be a great one.
>
> Tom Kuffel
> Whitefish, MT
> Building Original FireStar
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
John Williamson wrote:
>
> I was starting to wonder if anybody took any pictures at the Northeast
> Fly-In.
>
>
I'm not sure just what may be the problem but soon after the N.E. Fly-in
I sent Matt D. 16 photos to post on Photoshare of the Kolb event but
they never got posted.
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | Re: rubys inn 2005 unoficial fly in |
George,
Very nice site and it was a pleasure to see Homer again (if only in pictures)
I went to Oshkosh in '88 to buy a kit. Didn't know for sure what I was after
but I had already considered the Kolbs as one of the frontrunners. After spending
some time with Homer and the rest of his people and flying the airplane,
I made my mind up on the spot and bought a Mk-2. Homer was very gratious and
made me feel like one of the family right away.
I'm still flying the Mk-2 and have never regretted my purchase for even a second.
There isn't many people in this (or any) business who can even come close
to the hospitality and low-keyed professionalism I experienced with Homer and
his people, and everybody here knows what great airplanes the Kolbs are to fly.
Steve Kroll (16 years later and still in love with my Mk-2)
---------------------------------
________________________________________________________________________________
| From: | "Charlie Kirtland" <ckirtland1(at)comcast.net> |
Group,
Just cleaning out my Hangar and thought some of this remaining good stuff might
be of some use to you or a friend. I can get photos of any of it, if needed.
Stuff is located near Rome, GA.
2 =BD" Ivo prop extension, 4 =BD" OD x =BD" wall, aluminum tube-type w/bolts, fits
Rotax gearbox & Ivo prop (used on Firestar II) - $40
1 =BE" prop extension, solid aluminum machining w/center hub boss, fits Rotax gearbox
& Ivo prop (used on Firestar II) - $40
Ivo composite prop, 3-blade, 60" LH, quick-adjust hub, good condition - $300
Tennessee wooden prop, 2-blade, 56" x 34" LH, good condition - $125
Ultra-Prop, composite, 3-blade, 56" LH, good condition - $200
Rotax 503 cowl parts with fan, fan cover, nut, and washers - $100
Rotax 447 cowl parts with fan, fan cover, nut, and washers - $100
Rotax 277 engine, free-air, 52 hrs. TT with original owners manual with notes on
first installation; engine is complete with muffler and mounting, carburetor,
air filter (new), and free-air cowl; with Rotax 2.58:1 gearbox for Rotax Provision
4 mounting, 2 hrs. TT, for "up" installation - $800
O'Briencraft fiberglass floats, 1 pair, 11'-2" lg., approx. 500 lbs. total capacity,
suitable for legal UL, originally on Condor ultralight - $650 (cannot
ship)
Charlie
ckirtland1(at)comcast.net
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: two boyds AND A LUPE |
Congratulations Craig!
Glad to hear you figured out the problem with no damage to the great looking
bird or yourself.
Of course now we'll be looking for photos and performance figures from you
to see how that sweety performs. :-)
Regards,
Denny Rowe Mk-3 PA
do archive do archive do archive :-)
----- Original Message -----
From: "CRAIG M NELSON" <vitalfx0(at)msn.com>
Subject: Kolb-List: two boyds AND A LUPE
>
>
> Hay Guys:
> A year ago I made a trip to Utah and stopped to see Boyd young. he
graciously took me to the airport and gave me a ride in his MKIII. and whale
there got a photo op in the seat of the university's Wright flyer. I have to
admit I was a little shaken by the ride. as we taxied to the runway all
seemed normal, but as we roared skyward we made an abrupt move across the
runway that put a lump in my throat. Well ----- Uncle craig actually got the
F'in airplane of the deck today July 3 2004, but not without some hair
razing tail rattling experiences. ground looped twice (Boyd I'm nor talking
about a little wind pushing you off center) IM TALKING ABOUT A FULL BLOWN
GROUND LOOP'S off the runway and in the weeds, sage brush, GROUND
LOOPS!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! I WAS DEPRESSED! SICK!
AND SCARED! The last loop I almost took out a runway light!!!! No rudder
control. a friend of mine was on hand Bryce Hatfield who has a lots of
experience in many aircraft types, loo!
> ked at the problem objectively. he got in the plane and taxied it with me.
all is fine until you apply the optional matco brakes. I had the pedals to
close to the front cross bar and as you would put pressure on the toe brake
and enough pressure on the opposite rudder, the rudder torsional bar would
flex enough to cancel any rudder input. we fixed the problem and did 6
passes the length of the runway, and had the extra in the
air!!!!!!!!!!!!!!!!!!!!!!!!!! Some times it's good to have someone look at
the project that is not so close to it. THIS IS THE DAY I HAVE DREAMED ABOUT
FOR FOUR YEARS!!!!!!!!!!!!!!!!!!!!!!!Thanks to Milow Tim for the motivation
to start this project and the help. I wish you could experience the
excitement displayed by him this past week. and at the airport this morning.
including wearing a full g suit helmet and oxygen mask. and he was only
ground crew today! ( temp in phx 107)
----
> uncle craig
> MKIIIex 912uls warp
> Arizona www.milows.com
>
________________________________________________________________________________
| From: | "Charlie Kirtland" <ckirtland1(at)comcast.net> |
| Subject: | Re: Hangar Cleanout |
Oooops. The prop extensions mentioned in my hangar cleanout post should have
read :
2 1/2" Ivo prop extension, 4 =BD" OD x =BD" wall, aluminum tube-type
w/bolts, fits Rotax gearbox & Ivo prop (used on Firestar II) - $40
1 3/4" prop extension, solid aluminum machining w/center hub boss, fits
Rotax gearbox & Ivo prop (used on Firestar II) - $40
Charlie
________________________________________________________________________________
| From: | "garvelink" <link(at)cdc.net> |
I still kind of feel like the ultrastar is the red headed stepchild of the Kolb
family.
would like to find out some basic information. do any of you know when the drag
strut modification was made? and does any one have a building manual the was
printed after this mod was added? I would like to maybe start a web page
with this manual PDF formated so it would be available to the Ultrastar owners
like my self who need it. Still looking for the manual.
Steve Garvelink
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
>
> >> Just completed putting together a web site documenting the June 19th
>> activities at Homer Kolb's place.
>>
> What a great job of putting it all together George. After fixing the broken
wheel bearing, and loosing all the brake fluid, I flew on to Shreveport for the
fly-in and Scott and I headed back to Albany on Sunday, with no brakes. We
had a beautiful 7 hr flight home.
Bob Griffin
MK3
________________________________________________________________________________
| Subject: | Re: two boyds AND A LUPE |
| From: | jhauck(at)elmore.rr.com |
Use http://www.onspeed.com/?A=web2mail to transform dial up
connections to near broadband speed. Reccomended by Web2Mail
Hi Craig/Gang:
I'd like to add my congratulations with the others for another first flight of
a Kolb aircraft.
Glad you got the ground loop problem squared away. Really slows down takeoffs.
:-) How were your landings? Any ground loop tendancies then?
How did she fly?
Any engine temp problems?
Good job!
john h
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: Hirth engine |
Steve,
The best source I know of for information on Hirth engines is the Yahoo Group below.
I think the bad rap on Hirth engines is way overstated and some of the newer
models are good alternatives to some of the Rotax 2-strokes.
http://groups.yahoo.com/group/hirthflyers/
Let us know what you do and educate us with what you learn.
Thom in Buffalo
Early FS 377
________________________________________________________________________________
| From: | WILLIAM B UPSHUR <bupshur(at)juno.com> |
To the group:
There is a Kolb Mark 3 for sale.
It is a quick build w/covering.
Jabiru 2200 80 HP (includes engine mount and propeller)
EIS (electronic)
Facet Fuel Pump
Sonic Battery
Matco Wheels and brakes
18 Gal. aluminum fuel tank
Kit complete including control cables
All control surfaces have been drilled for hinges
Value $23,000. Will take $19,000.
Contact:
Jo Stroberg
445 Woodland Church Road
Hertford, NC 27944
252-264-2240
This is a real value. Dave was an excellent pilot and builder. This
Mark III was his second Kolb build. He was a Avionics Electronic
Technician Chief and he retired after serving 23 years in the U. S. Coast
Guard. He developed cancer of the brain and died May 3, 2004. Jo
Stroberg is Dave's wife. If you are interested or you know someone that
wants a good deal on a Mark III, give her a call or write her at the
above address. I am sending this message because Jo does not have a
computer and is not familiar with the Kolb list.
Bill Upshur
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
| Subject: | Slingshot Excitement |
Excitement plus!!! Finally got running. Did about one
hour of Taxi testing slow and high speed. Hard to
keep it on the ground just leaps ahead when power is
applied even slowly. More testing to come but Flying
is not far away.
Much thanks to Woody and Andy without their help it
would not have been possible.
Grinning from ear to ear.
Wayne F Wilson
Slingshot 009
Amherstburg ON
________________________________________________________________________________
| From: | al bumhoffer <abumhoffer(at)yahoo.com> |
I started the 503 DCDI on my Firestat II on July 5th
for the 1st time and it ran on the 1st pull. I just
need to put the tail feathers and wings back on and do
some other odds and ends, and weight and balance, etc.
I plan on using the fabric gap seal but need to buy
the velcro. I looked in the archives but did not find
a source. I know this has been discussed before.
Would you suggest buying from TNK Co., other source,
or forget about the fabric gap seal altogether?
Al Bumhoffer, FirestarII
Elkton, MI
__________________________________
http://promotions.yahoo.com/new_mail
________________________________________________________________________________
Al,
You can get the industrail strength Velcro locally.....Ace Hdwe has it here
too.
AS far as the fabric gap seal.....I tossed mine after fighting with it for
the first 10 hours.....went to a full wrap aluminum made just like a fabric
one...with velcro attachments...and safetywire too, with a couple of 1/2 x
1/2 alum angles running the length right next to the wing.....then tossed
that after 30 hours and have a formed soild bolted on job now. with much
better headroom too!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Gherkins Tim-rp3420 <rp3420(at)freescale.com> |
Kolbers,
I have had a few inquiries of how the test flying is going on uncle Craig's Mark
III Xtra. Well, he crashed the Xtra yesterday.
Part of the customized muffler he had made came apart in mid flight and was ingested
in the propeller, sending it thru the flap. Apparently things were shaking
pretty good and he and his passenger crash landed out in the desert. He told
me that they rotated too high for landing, about fifty feet, and mushed the
rest of the way into the desert. Extensive damage, but should be rebuildable.
Both are fine and walked away from the crash. Hopefully he will post in the
near future and tell you more details.
Tim
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Phx Xtra Crash |
"He and his passenger"?????
What was a passenger doing in an experimental aircraft during flight
testing? That is why passengers are not allowed until you have flown off
the test period, so that if something comes apart, you only put yourself in
peril.
Obviously, if something goes to pot, and you are busy trying to sort out
your options, if you are solo you don't have to be concerned about the
safety of your passenger, you can stay more focused. And maybe not flare
50' too high.
Besides, light airplanes fly better.
Sigh...
Richard Pike
MKIII N420P (420ldPoops)
>
>Kolbers,
>
>I have had a few inquiries of how the test flying is going on uncle
>Craig's Mark III Xtra. Well, he crashed the Xtra yesterday.
>
>Part of the customized muffler he had made came apart in mid flight and
>was ingested in the propeller, sending it thru the flap. Apparently
>things were shaking pretty good and he and his passenger crash landed out
>in the desert. He told me that they rotated too high for landing, about
>fifty feet, and mushed the rest of the way into the desert. Extensive
>damage, but should be rebuildable. Both are fine and walked away from the
>crash. Hopefully he will post in the near future and tell you more details.
>
>Tim
>
>
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
| Subject: | Re: Phx Xtra Crash |
you make a good point.. that 50' flare had me wondering too
jg
And maybe not flare > 50' too high.
> Besides, light airplanes fly better.
> Sigh...
>
> Richard Pike
> MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 09:58 AM 6/30/2004, you wrote:
>
>
>
>Folks,
>
>I finally found a better way to share pictures with others. It's free, so
>no reason not to have lots of great photos to show off in full screen
>slideshow mode.
AS far as the fabric gap seal.....I tossed mine after fighting with it for
the first 10 hours.....went to a full wrap aluminum made just like a fabric
one...with velcro attachments...and safetywire too, with a couple of 1/2 x
1/2 alum angles running the length right next to the wing.....then tossed
that after 30 hours and have a formed soild bolted on job now. with much
better headroom too!
Don Gherardini
Guess I'll try this free way to share pictures - it seems pretty simple,
hope it works.
http://ssullivan2.photosite.com/possums/
Possum
________________________________________________________________________________
| From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
| Subject: | Re: uncle craig crashes |
----- Original Message -----
From: jam'n
To: kolb-list(at)matronics.com
Sent: Tuesday, July 06, 2004 2:29 PM
Subject: Re: Kolb-List: Phx Xtra Crash
uncle craig crashes in the desert,
I did not want to post this talk about it or think about it. I check my e mail
for a business related message and I'm forced to respond, tim was not even there!
and I was not out showboating passengers on the first flight. the plane
flew great we were trying to get familiar with the landing picture. we, bryce
hatfield was the pilot in command, and I was the student,if you will. he knew
the risks; and far's could not stop me from taking the first flight in a project
I have been so passionate about for four years. as I said in the first flight
post I was having ground handling issues and bryce was willing to help me
out. that morning he got me feeling confident, and I was really enjoying the extra.we
had 5 or 6 landings when we were in the pattern at 1000 feet flowing a
Cessna when the back 1/2 of the muffler went through the prop. there was a definite
exhaust note change. I could see the left flap was damaged, and there was
a definite vibration. brycr took the controls and we headed for mother earth.
he has lost two friends to thrown propellers and was not comfortable, as we
approached the ground I never feared for my life she flew great. 60 mph good---
lined up on a clear spot on the ground, but bryce lifted the nose a little
early and she quit flying about 15 feet above the deck. mushed in and bent the
right landing gear leg. the frame tore loose from the gear leg socket and bent
the tubing behind. we did a 180 bending the fuse tube in the sandy desert. the
kolb preformed as designed and we escaped without a scratch. we found the muffler
part that departed the plane and on inspection found that the weld was
bad (no penetration) sill medesty the welder that designed the system did not
have time to weld it so I took it to a chopper fabricator to have it welded.big
mistake!!!! the warp is one hell of a prop two blades hit the piece and it was
all there. two ribs on the left flap need replacing including the in board
one. the welding on the frame. the nose over bar needs replaced and some minor
repair to the bottom of the nose. my pride is hurt moor than you the plane. I
have always said you never know what you will do in a emergency till it happens
to you.
uncle craig MKIIIEX uls warp
arizona www.milows.com
you make a good point.. that 50' flare had me wondering too
jg
And maybe not flare > 50' too high.
> Besides, light airplanes fly better.
> Sigh...
>
> Richard Pike
> MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Giovanni Day" <gde01(at)bellsouth.net> |
| Subject: | Re: uncle craig crashes |
Craig,
Just wanted to say I am glad no one was hurt. I have had two forced off
field landings and feel for your bird and pride as well. Good luck
fixing her.
Giovanni Day
MKIII/912 80566
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of CRAIG M
NELSON
Subject: Kolb-List: Re: uncle craig crashes
----- Original Message -----
From: jam'n
To: kolb-list(at)matronics.com
Sent: Tuesday, July 06, 2004 2:29 PM
Subject: Re: Kolb-List: Phx Xtra Crash
uncle craig crashes in the desert,
I did not want to post this talk about it or think about it. I check
my e mail for a business related message and I'm forced to respond, tim
was not even there! and I was not out showboating passengers on the
first flight. the plane flew great we were trying to get familiar with
the landing picture. we, bryce hatfield was the pilot in command, and I
was the student,if you will. he knew the risks; and far's could not stop
me from taking the first flight in a project I have been so passionate
about for four years. as I said in the first flight post I was having
ground handling issues and bryce was willing to help me out. that
morning he got me feeling confident, and I was really enjoying the
extra.we had 5 or 6 landings when we were in the pattern at 1000 feet
flowing a Cessna when the back 1/2 of the muffler went through the prop.
there was a definite exhaust note change. I could see the left flap was
damaged, and there was a definite vibration. brycr took the controls
and! we headed for mother earth. he has lost two friends to thrown
propellers and was not comfortable, as we approached the ground I never
feared for my life she flew great. 60 mph good--- lined up on a clear
spot on the ground, but bryce lifted the nose a little early and she
quit flying about 15 feet above the deck. mushed in and bent the right
landing gear leg. the frame tore loose from the gear leg socket and bent
the tubing behind. we did a 180 bending the fuse tube in the sandy
desert. the kolb preformed as designed and we escaped without a scratch.
we found the muffler part that departed the plane and on inspection
found that the weld was bad (no penetration) sill medesty the welder
that designed the system did not have time to weld it so I took it to a
chopper fabricator to have it welded.big mistake!!!! the warp is one
hell of a prop two blades hit the piece and it was all there. two ribs
on the left flap need replacing including the in board one. the welding
on the fra! me. the nose over bar needs replaced and some minor repair
to the bottom of the nose. my pride is hurt moor than you the plane. I
have always said you never know what you will do in a emergency till it
happens to you.
uncle craig MKIIIEX uls warp
arizona www.milows.com
you make a good point.. that 50' flare had me wondering too
jg
And maybe not flare > 50' too high.
> Besides, light airplanes fly better.
> Sigh...
>
> Richard Pike
> MKIII N420P (420ldPoops)
==
direct advertising on the Matronics Forums.
==
==
==
________________________________________________________________________________
| From: | ActionCrane(at)aol.com |
| Subject: | Re: 5 Rib FireStar Wings |
My Firestar has 5 panel wings with some pretty good dings in the front of
the leading edge. The dents appear to have happened from careless
loading/unloading from a trailer. Is this a serious problem? Is it safe like this?
Should
I replace the wings with 7 panel wings? I also have a fairly deep dent in the
back of the main tube in my left aileron about 8" from the inside end back
behind the prop. I've flown it 120 hrs. this way so it seems safe but maybe
I've just "gotten away with it".Thanks in advance for some thoughtfull
experience based feedback.
Steve Henry
Original Flightstar/377
DO NOT ARCHIVE
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | Re: Hirth engine |
Thom, Denny, John, Jim, and everybody that wrote concerning the Hirth engine "deal"
I was looking at.
Thanks so much guys for all your input. I decided (with a lot of good input) against
buying the engine. The reason was this: The engine was included in a
BE-5 kit that a man had stored in his shop for years. The inormation that I recieved
on those spacific engines (BD-5 kits) was that these engines were highly
modified for the Bede aircraft and ported to produce an RPM range spacific
to that aircraft running direct drive (7000 RPM) That may not sound like much
considering my 503 produces 6500 RPM at full power with my Tennessee fixed wood
prop but the Hirth's (the models I would be interested in) are designed to
produce their power and torque at a much lower RPM range which is their claim
to fame.
I'm dissappointed, but the old saying (if it sounds too good to be true, it probably
is) applies here. For now, I'm sticking to what I got which is a very well-known
entity. Mine has been sitting for awhile so I am going through everything
to make sure it is clean and tuned properly. I should be back in the air
very soon.
One piece of information that might be useful to somebody is this: while I was
rebuilding the airplane, I took the tanks out and did what I thought was a thorough
job of cleaning them. After installing them back in the airplane and running
the engine for several hours with new fuel, I still found sediment in the
tanks. My guess is that just sloshing the tanks out did not get any sediment
that might have built up on the walls of the tank over the time it was down(2
years) and that sediment was dislodged by the new fuel I added to the tank.
Clenliness is next to Godliness when it comes to 2-cycles and I expect that
the problems I was having getting it to idle properly might have a lot to do with
the sediment I found in the tanks. I'm still rebuilding the carb and resetting
the points just to make sure while I'm down. A folding wing sure helps
in this regard.
Thanks again for all the help. This list is absolutely indispensible for me and
I read it like the morning paper.
Steve Kroll
Mk-2 (circa 1988)
503 points and single carb
---------------------------------
________________________________________________________________________________
| From: | "dama(at)mindspring.com" <dama(at)mindspring.com> |
| Subject: | Formation Pictures |
I have been trying (and promising pics like this for two years now but I
found that it logistically difficult to get the photo man and other pilot
all together on a good weather day. Anyway here is a link to some good
pics. Thanks to George and Charles for their help. By the way, my computer
was hit by lightning so I am unable to add anything to my website for the
moment. My apologies to Noel in Canada whos sent me the addition...
http://photo.charles.cc/photos/view.php?dir=2004.07.02+Kips+Ultralight+at+Mo
nroe+Airport
Cheers,
Kip,
FS II
Atlanta
________________________________________________________________________________
| From: | "dama(at)mindspring.com" <dama(at)mindspring.com> |
| Subject: | Formation Pictures |
You may have to paste it on your browser...
Kip
http://photo.charles.cc/photos/view.php?dir=2004.07.02+Kips+Ultralight+at+Mo
nroe+Airport
Original Message:
-----------------
From: dama(at)mindspring.com dama(at)mindspring.com
Date: Wed, 7 Jul 2004 12:21:41 -0400
Subject: Kolb-List: Formation Pictures
I have been trying (and promising pics like this for two years now but I
found that it logistically difficult to get the photo man and other pilot
all together on a good weather day. Anyway here is a link to some good
pics. Thanks to George and Charles for their help. By the way, my computer
was hit by lightning so I am unable to add anything to my website for the
moment. My apologies to Noel in Canada whos sent me the addition...
http://photo.charles.cc/photos/view.php?dir=2004.07.02+Kips+Ultralight+at+Mo
nroe+Airport
Cheers,
Kip,
FS II
Atlanta
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderski(at)isp.com> |
Steve,
You aren't a step-child, just a member of an elite few. I believe
it can be argued that the UltraStar is the most fun flying of all Kolb
models. I had an earlier US without the dragstrut brace. Kolb sent me a
simple chromemoly steel tube brace. I cut a hole in my fabric & installed
it. The brace was about midway on the strut, were the rib bisects the
strut. As I recall the brace was simply 2 steel tubes about 3/8" diameter
welded in a V-shape. The closed end of V was welded tangently to a 1/2
section of an about 3/4" steel tube that was about 3" long. This saddled
the strut & was riveted to it with 2 rivets. The 2 open ends were riveted
to the rib flange. All it did was keep the strut in column. Nothing fancy.
If yours is a very early model, make sure it has a steel collar on
the inboard end of the wing spar, much like the collar at the front end of
your boom tube. The purpose is to keep the spar from going oval when torque
from aileron input is applied. It makes a big difference in handling.
There should be past explanations of this in archive. Good luck in your
project. Keep those UltraStars flying!
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of garvelink
Subject: Kolb-List: Kolb Ultrastar
I still kind of feel like the ultrastar is the red headed stepchild of the
Kolb family.
would like to find out some basic information. do any of you know when the
drag strut modification was made? and does any one have a building manual
the was printed after this mod was added? I would like to maybe start a
web page with this manual PDF formated so it would be available to the
Ultrastar owners like my self who need it. Still looking for the manual.
Steve Garvelink
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderski(at)isp.com> |
| Subject: | SlingShot FireStar II Nose Mods |
Regarding replacing short nose cone with extended nose cone:
front) does the tube that holds the rudder return spring remain intact or is
it modified as well? I want to lay a battery down in my nose & am
considering going this route. Thanks for your help.
Richard Swiderski
SlingShot 003
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Folks:
Just got off the phone with Bro John. He was at Burns Lake BC. Should be in Smithers
BC in about an hour. He plans on making White Horse YT or possibly Eagle
AK this evening.
Hee Hee, he had to land and get some warm clothes on he was freezing his 65 year
old butt off. It was 40 degrees. I told him we were knocking 100 here. He said
that he would rather shiver than sweat.
Plane and pilot doing well.
Jim Hauck
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Hirth engine |
I'm still rebuilding the carb and resetting the points just to make sure
while I'm down. A folding wing sure helps in this regard.
>
> Thanks again for all the help. This list is absolutely indispensible for
me and I read it like the morning paper.
>
> Steve Kroll
> Mk-2 (circa 1988)
> 503 points and single carb
>
Steve,
Good decision on the BD-5 Hirth, those models are not suitable for our use.
Noticed you have an old points single carb 503, I am wondering if you
considered the trade in program to update to a dual ignition, dual carb 503?
If you also went with a 3.47 to 1 C gearbox and a larger prop your
performance would take a major leap forward.
I know I am talking a crap load of money here, just thought I would run it
by you.
Denny Rowe
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | Re: uncle craig crashes |
Craig,
I can add my two cents worth to Don's here. I've had an engine out in flight also.
Fortunately, I was near the airport about pattern altitude when I had mine.
I was shocked at the deck angle I had to keep to get it down safely.....maybe
35 degrees to keep the airspeed I wanted (60mph in case I had to maneuver
radically in the last seconds) There was no way I could make any kind of a pattern
from where I was on crosswind and I had merely seconds to decide what I
was going to do. I pointed the nose at the airport and realized then where I
was going to (hopefully) "touch" down. I had plenty of dead-stick experience
with 400 hours of glider time under my belt but the Kolb is definately no glider.
When the power is out, she comes down FAST!!! I landed downwind uneventfully
but it was an exciting ride nonetheless and when it was over and I was safe,
it was definately Miller Time!!!
I have never really "trusted" my engine since and now when flying, I'm always looking
for my next forced landing spot. That's probably a really good habit to
get into. Before, when my engine was new, I took it for granted that everything
was going to work like it is supposed to. Now, I EXPECT it to quit at any
time and I fly high enough to give me the time necessary to do whatever I have
to do when it does. I also practice frequently flying "simulated" dead stick
to make sure I keep those skills up.
I'm sorry you bent your plane but happy that you're here to tell us about it.
What is important now is what you learned from that experience. Thanks for sharing
it with us.
Steve
---------------------------------
________________________________________________________________________________
| From: | "David & Maria Lumgair" <dlummy(at)visi.net> |
Anyone have a GB1 Gearbox to fit a 2SI laying around they want to sell please contact
me..
Dave Lumgair dlummy(at)visi.net
________________________________________________________________________________
| Subject: | Re: Steve Boetto's floats |
Paul, you wrote:
Guys,
I just received the July issue of Sport Pilot. On page 33 there is a tiny
section on Steve's float design. Wow is all I can say.
Paul, thanks for your kind words, I have not seen the article yet but I
have received some calls. I know that I have tooted my own horn on this project
a
few times but I really think that I may have something here that will be
really cool for all. Kolb has been great in supporting me on this project but
it
has always been focused on building something because nobody has anything to
offer that is really good. I could have built the floats on my own but I really
wanted Bryan at Kolb to flight test and tweak this on a factory plane.
I am driving to London on Sunday to spend a week flight testing the system.
We should have it at Osh 04. I will also be at the show to talk to those
interested.
I have a very understanding Girlfriend.
I will follow this mail up with a couple of links to other articles.
Steve Boetto
MKIIIC N272SB
Still building wings
________________________________________________________________________________
| Subject: | Re: Steve Boetto's floats |
In regard to the float config,
Yes they are taildraggers.
Other articles can be found at:
www.ulflyingmag.com/2003web/archives/newprod04.pdf
scroll down to page 6
http://www.ultralightnews.ca/sun-n-fun04/slipstreamamphib.htm
Steve Boetto
MKIIIC
________________________________________________________________________________
| From: | "dama(at)mindspring.com" <dama(at)mindspring.com> |
| Subject: | Formation Pictures |
Here is an easier link...
http://photo.charles.cc/photos/
Kip
Original Message:
-----------------
From: dama(at)mindspring.com dama(at)mindspring.com
Date: Wed, 7 Jul 2004 12:25:30 -0400
Subject: RE: Kolb-List: Formation Pictures
You may have to paste it on your browser...
Kip
http://photo.charles.cc/photos/view.php?dir=2004.07.02+Kips+Ultralight+at+Mo
nroe+Airport
Original Message:
-----------------
From: dama(at)mindspring.com dama(at)mindspring.com
Date: Wed, 7 Jul 2004 12:21:41 -0400
Subject: Kolb-List: Formation Pictures
I have been trying (and promising pics like this for two years now but I
found that it logistically difficult to get the photo man and other pilot
all together on a good weather day. Anyway here is a link to some good
pics. Thanks to George and Charles for their help. By the way, my computer
was hit by lightning so I am unable to add anything to my website for the
moment. My apologies to Noel in Canada whos sent me the addition...
http://photo.charles.cc/photos/view.php?dir=2004.07.02+Kips+Ultralight+at+Mo
nroe+Airport
Cheers,
Kip,
FS II
Atlanta
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: uncle craig crashes |
> When I took off
> with a role of toilet paper between my knees in my UltraStar & then
> said oooooppps as I watched it bounce off the ground toward the
> propeller.
Try watermelons or cantaloupe...they don't bounce and are hard to
catch once released. But guaranteed if you had tried to catch it you'd
get the same "Ooh! Ahhhh!" from the crowd.
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| From: | "ray anderson" <rsanoa(at)charter.net> |
| Subject: | Ultra Star drag strut mod. |
description
Subject .. Ultra Star Drag Strut
Does anyone know the year the drag strut modification was added to the Kolb
Ultra Star kits? I built one in 1983 and don't remember this fix. Did some
problem arise that caused it to be added, and if so what was it? Did it become
a Kolb mandatory item for the older Ultra Stars?
I've been out of the loop for many years but am thinking of buying an Ultra
Star because I believe it was the best aerodynamic design Homer came up with,
not the least being center thrust line, as well as other features. There wouldn't
be so many reports of stalls at engine stoppage if they were flying Ultra
Stars. He had to compromise and lift the engine because some insisted on using
it for a lawn mower, and as far as I'm concerned, there went the ball game,
or the neighborhood.
I'm 86 and live by the old saying, "If it ain't broke, don't fix it".
Would appreciate answers to these questions
.
Ray Anderson
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
| Subject: | Re: Ultra Star drag strut mod. |
Ray and others,
The Ultrastar drag strut brackets were installed because Dennis Souder found the
drag strut to be the weak spot in the wing design. He broke the wing during
an intentional flight test and discovered the drag strut had bent out of column.
The wing broke under about 6g's of force doing many tight loops. Homer installed
the brackets after that. I'm not sure of the year, but it was before the
Firestar came out in 1985.
The Ultrastar is a great design, but the Original Firestar is better due to the
steel control linkage tubes rather than cables. This would be the weak spot for
the Ultrastar as the cables take a 90 deg bend and this leads to wear around
the pulleys. The Firestar elevator/rudder cables take a very shallow bend and
never seem to wear out. The higher thrust line does not affect the aerodynamics
that much as I have flown both types.
The Firestar also has a larger diameter fuse tube and wing spars (5"), while the
Ultrastar is only 3" (correct me if I'm wrong). In the early days composite
props weren't around, so the Ultrastar props got covered with grass and were more
susceptible to nicks and dings. The Firestar prop is above the fuse tube and
does not have that problem.
I think the Ultrastar is plenty strong as Homer and Dennis have stated, without
the brackets, but the plane would have to be flown within its limits, of course.
I liked the light weight of the Ultrastar and if you think a Firestar gets off
the ground quick, try flying the Ultrastar. Nice machine and I wish the old Kolb
Company would start making both planes again. Both are very good designs.
Ralph
Original Firestar
17 years flying it
-- "ray anderson" wrote:
Subject .. Ultra Star Drag Strut
Does anyone know the year the drag strut modification was added to the Kolb
Ultra Star kits? I built one in 1983 and don't remember this fix. Did some
problem arise that caused it to be added, and if so what was it? Did it become
a Kolb mandatory item for the older Ultra Stars?
I've been out of the loop for many years but am thinking of buying an Ultra
Star because I believe it was the best aerodynamic design Homer came up with,
not the least being center thrust line, as well as other features. There wouldn't
be so many reports of stalls at engine stoppage if they were flying Ultra
Stars. He had to compromise and lift the engine because some insisted on using
it for a lawn mower, and as far as I'm concerned, there went the ball game,
or the neighborhood.
I'm 86 and live by the old saying, "If it ain't broke, don't fix it".
Would appreciate answers to these questions
.
Ray Anderson
________________________________________________________________________________
| From: | Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil> |
Kolb Friends -
I'm beginning to get some friction in the throttle and choke cables on my
Mark-3.
(Cables are the standard bike cables in the black rigid housing, and
splitters.)
What's the preferred method for lubricating these?
Graphite powder? Light oil? Grease? Copper anti-sieze compound?
Thanks -
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| Subject: | Re: SlingShot FireStar II Nose Mods |
Richard.
I recieved a new style long nose for my Fly when I busted the origional
short one....no changes needed to be made int he rudder return spring
post....and...I even cut off the tabs on the cage longerons and re-welded
them 1 and a half inches closer...(moved aft)...so the panel would be just a
tad closer to me ....still had plenty of room in the nose for the spring
attachment post...
dont know if it is the same as a slingshot...but....thought it might be
interesting to ya!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: uncle craig crashes |
First, off, my deepest sympathies to the people involved. I hope that nobody
was hurt, and trust that the lack of mention of injuries meant that Craig
and Mr. Hatfield escaped without injury.
The aircraft sounds rebuildable, and hopefully, will be in the air again
soon. Much was done correctly, and that paid off.
There are four points that this incident emphasized, beyond the very obvious
one of having too many people in the cockpit.
1. No homebuilt airplane is a known quantity, especially when it was not
built to the plans - and most people incorporate at least a few changes.
There should be a period of testing and inspection before it is released to
routine operations like take-offs and landings. This initial period should
explore the flight qualities in various attitudes and speeds, the propensity
for flutter, and the likelihood that a systems issue may surface. This is a
very hazardous time and great caution is warranted.
The FAA has an excellent guide to flight-testing on-line, and you can buy a
hard copy from the Superintendent of Documents. Do a search for Advisory
Circular AC 90-89A.
2. Non-destructive inspection techniques are as close as your copy of the
yellow pages - maybe even closer, on the web. Costs are reasonable and the
capabilities these days include the ability to inspect welds, find hidden
flaws in the parent material, and even find flaws under the surface of raw
material. If you have flight-critical parts that you do not feel has had
proper quality control, or that you're unsure of, it may be worth having
them inspected.
Some useful types include dye penetrant inspection, magnetic particle
inspection, ultrasonic inspection and radiographic inspection. Usually you
won't need to know all that much about it yourself - just let the inspector
recommend the appropriate inspection.
3. If a person makes changes in the design of a plane, those changes need
additional qualification to be safe for flight. Sometimes a simple
functional test is all that's required. For other changes, static, dynamic,
ground or flight testing is more suitable. Still other changes should be
carefully analyzed.
4. It is difficult to maintain a high pilot skill level while building an
airplane. Not many of us can do that, me included. Prior to flying your
Kolb, currency is mandatory in taildraggers and in very light airplanes. If
you're a private pilot or higher, you'll need an ultralight checkout.
I don't intend any criticism here of the people involved. I just wanted to
mention these lessons for the benefit of others.
Dave Paule
FSII
Boulder, CO
P.S. No, I haven't flown it yet - I need an ultralight checkout first.
________________________________________________________________________________
| From: | "KolbDriver" <KolbDriver(at)bellsouth.net> |
Dennis,
I got a can of cable lube from the bike shop. It has a device to seal
around the cable and housing then forces the lube though the housing to the
other end. This does not take the place of removing the cable to inspect
for wear.
Steven Green
----- Original Message -----
From: "Kirby Dennis Contr ASC/TM" <Dennis.Kirby(at)kirtland.af.mil>
Subject: Kolb-List: Cable Lube
>
> Kolb Friends -
>
> I'm beginning to get some friction in the throttle and choke cables on my
> Mark-3.
> (Cables are the standard bike cables in the black rigid housing, and
> splitters.)
>
> What's the preferred method for lubricating these?
> Graphite powder? Light oil? Grease? Copper anti-sieze compound?
>
> Thanks -
>
> Dennis Kirby
> Cedar Crest, NM
>
>
________________________________________________________________________________
| From: | "Al Bumhoffer" <abum(at)midmich.net> |
I have run my low time used 503 DCDI oil injected motor for about 7/10s of an hour
now using a 50 to 1 mix in the gas tank just to be safe and not burn a piston.
The oil line to the rear carb is filled with oil, but the line to the
front carb is not . I can see small spurts coming from the pump but would have
expected the line to be filled by now and the engine smoking or fouling plugs
due to the extra oil in the gas mixture. I would like to keep the oil injection
system but am wondering if I may need a new pump. The motor has only about
3 hrs on it, but sat unused for some years. It runs great with good temps.so
far. Any suggestions? Also, thanks for the replies on my gap seal question.
Al Bumhoffer, Firestar II,ready for tail feathers
Elkton, MI
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderski(at)isp.com> |
| Subject: | SlingShot FireStar II Nose Mods |
Don,
If they use the same pod, then its probably off the same jig, so I
should be ok. Thank you for your help. Richard Swiderski
-----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: SlingShot FireStar II Nose Mods
Richard.
I recieved a new style long nose for my Fly when I busted the origional
short one....no changes needed to be made int he rudder return spring
post....and...I even cut off the tabs on the cage longerons and re-welded
them 1 and a half inches closer...(moved aft)...so the panel would be just a
tad closer to me ....still had plenty of room in the nose for the spring
attachment post...
dont know if it is the same as a slingshot...but....thought it might be
interesting to ya!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "Richard Swiderski" <swiderski(at)isp.com> |
| Subject: | Ultra Star drag strut mod. |
Ken,
I don't know when the change happened, but the brace is not required
for normal flying. Dennis had to cut the elevator stops off to get it to
dive fast enough & in order to do a snappy enough pullout to exceed the 6 G
limit. Most normal people won't find themselves in that situation.
I'd be more concerned that your inboard spar has a steel ring in its
edge similar to the top of the boom tube, if not it will go egg shape when
wing torques & you'll loose banking effectiveness. The rudder aileron cables
will start to fray at 100hrs. It's a easy fix, just put 3" pulleys at the
90 bend or break up the 90 degree bend with 2 good size pulleys. Do not use
stainless steel cable as it is more brittle & breaks easier, use the steel
cable with the thinnest bundles of wire as it is most flexible. You'll
never be bother by then again.
Your wing & tube are identical to the early FireStar.
Regarding 50" prop, I inlaid aluminum p-tips in it & got a 12%
increase in top speed, max climb; plus 12% reduction in fuel burn & 12% less
rpm needed for a given cruise. And those aluminum tip sure did cut weeds
better. I'm guessing that prop was equivalent to at least a 60". It was
also much quieter.
I have some plans I found yesterday, that converts the rigid gear
into a flexible bungie like a Taylorcraft. I added 12" to their length
adapted a Rotax B box to the Cuyuna & hung it down. This gave me room for a
60' prop which also put p-tips on, but similarly. I only got 10% increases
Give me a call, 352-307-9009, if you want to discus anything.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of ray anderson
Subject: Kolb-List: Ultra Star drag strut mod.
Subject .. Ultra Star Drag Strut
Does anyone know the year the drag strut modification was added to the
Kolb Ultra Star kits? I built one in 1983 and don't remember this fix. Did
some problem arise that caused it to be added, and if so what was it? Did it
become a Kolb mandatory item for the older Ultra Stars?
I've been out of the loop for many years but am thinking of buying an
Ultra Star because I believe it was the best aerodynamic design Homer came
up with, not the least being center thrust line, as well as other features.
There wouldn't be so many reports of stalls at engine stoppage if they were
flying Ultra Stars. He had to compromise and lift the engine because some
insisted on using it for a lawn mower, and as far as I'm concerned, there
went the ball game, or the neighborhood.
I'm 86 and live by the old saying, "If it ain't broke, don't fix it".
Would appreciate answers to these questions
.
Ray Anderson
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
Hi Al,
Have you tried opening the oil pump lever arm all the way by hand? This is
what Ronnie Smith (South Ms. Light Aircraft) did when they first started my
new engine. It will go way farther than what the throttle will actuate it
and I guess since its a variable ratio system it is putting a lot more oil
in till it gets all the air out of the lines. I know it worked very well on
mine and it only took maybe 15 seconds or so and she was smoking like crazy.
I also had some premix in the gas. Good luck.
Later,
John Cooley
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Al Bumhoffer
Subject: Kolb-List: Oil Injection
I have run my low time used 503 DCDI oil injected motor for about 7/10s of
an hour now using a 50 to 1 mix in the gas tank just to be safe and not
burn a piston. The oil line to the rear carb is filled with oil, but the
line to the front carb is not . I can see small spurts coming from the pump
but would have expected the line to be filled by now and the engine smoking
or fouling plugs due to the extra oil in the gas mixture. I would like to
keep the oil injection system but am wondering if I may need a new pump.
The motor has only about 3 hrs on it, but sat unused for some years. It
runs great with good temps.so far. Any suggestions? Also, thanks for the
replies on my gap seal question.
Al Bumhoffer, Firestar II,ready for tail feathers
Elkton, MI
________________________________________________________________________________
| From: | dale seitzer <dalemseitzer(at)yahoo.com> |
| Subject: | The nicest people fly and build Kolbs |
Mark German was a great help after I broke a gear leg
on my plane at the Forest Lake MN airport. I met
MArk when he had just started building his Kolbra and
talked to him later at flyings. I was back taxiing
when I saw a plane on short final and figured I better
get off the runway--poor choice. The ground is very
rough and after several large holes my gear leg broke
while on a very slow taxi. Mark let me use his
tools, he even drive into town to get a large channel
lock. I had some friends at my home airport get a
spare gear leg and fly it up to Forest lake and Mark
and my friends held the wing up while I removed the
old and installed the new. Hats off to Mark. I was
able to get home before dark and everything went well.
Dale Seitzer
__________________________________
http://promotions.yahoo.com/new_mail
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
| Subject: | Re: The nicest people fly and build Kolbs |
1bebeed7feeb1b17676ffe2b677b2303672b2f5fa3cba3c38eea8eee1e0f0f0a873fe3778783cf33877737ce276fbb7b2367d79f2f6f434b5e022e1f37634ada73633acab763738a772e4b07e387
Dale,
I didn't know this happened. We will have to watch the Forest Lake area for pot
holes off the side. I know it is rough out there.
Yes, Mark German appeared to be a great guy. That was nice of him to do that. That
Kolbra looks pretty good and he's flying around the country now.
Ralph
-- dale seitzer wrote:
Mark German was a great help after I broke a gear leg
on my plane at the Forest Lake MN airport. I met
MArk when he had just started building his Kolbra and
talked to him later at flyings. I was back taxiing
when I saw a plane on short final and figured I better
get off the runway--poor choice. The ground is very
rough and after several large holes my gear leg broke
while on a very slow taxi. Mark let me use his
tools, he even drive into town to get a large channel
lock. I had some friends at my home airport get a
spare gear leg and fly it up to Forest lake and Mark
and my friends held the wing up while I removed the
old and installed the new. Hats off to Mark. I was
able to get home before dark and everything went well.
Dale Seitzer
__________________________________
http://promotions.yahoo.com/new_mail
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
Central PA Kolbers,
Looks like you nice folks in and around Kutztown, Lancaster, and York PA will have
some VP TFRs pop up today, be careful and check with FSS before flying today.
Nobody needs an F-16 escort.
Sincerely,
Denny Rowe
________________________________________________________________________________
| Subject: | Re: SlingShot FireStar II Nose Mods |
Richardski,
One thing more I thought about last nite...
When I recieved my new nose bowl....I had a hard time installing insturments
due to a large amout of "putty" of some kind used to either re-inforce...or
maybe join the panel to the bowl...this white stuff is very hard and was
applied pretty haphazardly...much in excess and not smoothed out around the
inside of this joint..took alot of grinding...and it is hard to get to. You
might ask Travis to pick you out one with a better looking seam on the
inside..
I know they have these 'farmed out" somewhere... because When I ordered
mine..Travis told me it would be 2 weeks before they got them in. So it
might be prudent to discuss this with him when you talk.
good luck ski!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Icrashrc(at)aol.com |
| Subject: | Finding a place to fly |
below(at)matronics.com, pts(at)matronics.com, rule(at)matronics.com,
name(at)matronics.com, description(at)matronics.com
A friend and I are in the planning stages of building a Firefly. We figure to
start with one and get it in the air, then build a second. One major
roadblock at this time is finding a home field. Any suggestions on how to find
a place
to fly out of? I've seen the occasional PPC but their runway is too small. I
haven't seen any 3 axis stuff around at all. Thanks!
Scott Thompson
Northern Indiana
Still Hoping....
________________________________________________________________________________
| Subject: | Re: Finding Insurance after an incident? |
| From: | Dwight.Kottke(at)hti.htch.com |
07/09/2004 12:48:44 PM,
Serialize complete at 07/09/2004 12:48:44 PM,
Itemize by SMTP Server on HUDOMGW1/HTI(Release 6.5.1IF1|March 16, 2004)
at
07/09/2004 12:48:49 PM,
Serialize by Router on HUDOMGW1/HTI(Release 6.5.1IF1|March 16, 2004) at
07/09/2004
12:48:53 PM,
Serialize complete at 07/09/2004 12:48:53 PM
Help! If I am unable to obtain insurance, there is going to be a Mark III
Classic w/ 912UL, Warp etc. up for sale. Man that hurts but I can't let
her
just sit.
Try USUA, they have a great insurance program. Very reasonable.
Dwight Kottke
The Flying Farmer
________________________________________________________________________________
| Subject: | Re:Wheels and Brakes |
Jerb
I said next Friday!!:-)
I tend to think that the wheelborrow rims and tires would be the
lightest ? I like the Mountain bike brakes . I helped a friend install
them on a J3 Kitten and they were really lite. Unfortunately they do not
have a mirror image caliper; so one points forward and the other to the
rear. Herb
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re:Wheels and Brakes |
You don't want to strong of brake action on the FireFly or you'll turn into
a nose dragger....been there, done that.
jerb
>
>Jerb
>
> I said next Friday!!:-)
>
> I tend to think that the wheelborrow rims and tires would be the
>lightest ? I like the Mountain bike brakes . I helped a friend install
>them on a J3 Kitten and they were really lite. Unfortunately they do not
>have a mirror image caliper; so one points forward and the other to the
>rear. Herb
>
>
________________________________________________________________________________
| 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: Checkered Seats
http://www.matronics.com/photoshare/planecrazzzy@lycos.com.07.09.2004/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:
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6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| Subject: | [ Denny Rowe ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Denny Rowe
Subject: Father's Day fly-in at Shrevesport...
http://www.matronics.com/photoshare/rowedl@highstream.net.07.09.2004/index.html
o Main Photo Share Index
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Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| Subject: | [ Eugene Zimmerman ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Eugene Zimmerman
Subject: Northeast Father's Day Fly-in side trip to Homer Kolb's, The Birthplace
of Fine Kolb Aircraft!
http://www.matronics.com/photoshare/eugenezimmerman@dejazzd.com.07.09.2004/index.html
o Main Photo Share Index
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Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| Subject: | [ Bob Bean ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Bob Bean
Subject: MkIII with Suzuki
http://www.matronics.com/photoshare/slyck@frontiernet.net.07.09.2004/index.html
o Main Photo Share Index
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If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
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Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| From: | "Ronnie Wehba" <rwehba(at)cox.net> |
| Subject: | Re: [ Eugene Zimmerman ] : New Email List Photo Share Available! |
is that a ultrastar hanging on the wall?
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Subject: Kolb-List: [ Eugene Zimmerman ] : New Email List Photo Share
Available!
>
>
> A new Email List Photo Share is available:
>
> Poster: Eugene Zimmerman
>
>
> Subject: Northeast Father's Day Fly-in side trip to Homer Kolb's,
The Birthplace of Fine Kolb Aircraft!
>
>
http://www.matronics.com/photoshare/eugenezimmerman@dejazzd.com.07.09.2004/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: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Finding a place to fly |
Icrashrc(at)aol.com wrote:
Scott with a username like that no wonder you can't find a place to
fly?? :-) ~ Earl
Do Not Achive
________________________________________________________________________________
| Subject: | Re: Firefly owner |
Herb,
I have on my fly Carlisle brand 15.00x6.00x6 inch rib tires ..lawn and
garden variety...on 6 inch Heggar spun alum rims....with the Posi-stop
Heggar hydraulic brakes..
These are pretty fat tires.....which I chose due to the soft conditions of
the fields I must fly from and visit in my travels. If I were planning on
flying from pavement ...I believe I would choose a tire not quite so
fat...probably gain a little airspeed that way . AS far as the
aluminum.....well...I guess you could probably double up that 1/4
stock.....maybe weld the edges as a lamination or just add strips for a
doubler as you suggest.. I dont really know what the result would be.
I used minimum standards that American Honda uses for approvals for OEM
applications of Honda powerplants...and I must tell you.....Honda wont
approve any engine on 1/4 alum inch mounting above 6 hp....1/4 steel they
allow up to 30 hp or 5/16th alum
Now...I also admit these standards are based on alot longer time duration
than we expect from our little airplanes engines....generally 2500 hour
duration standards....but just a couple of hard landings on that 1/4
inch....and I would bet a buck that the inertia of that engine would really
strain the mounting plate, so I simply chose a higher standard...the weight
penalty I didnt even consider, as I personally believe it was negligable. If
Weight was of more concern to me...5/16 would likely be enough....like
you....I already had some stock on hand...and mine was 3/8th 2024 so I used
it.
Don
________________________________________________________________________________
| From: | Jimmy <jhankin(at)planters.net> |
Fellows of Knowledge
When figuring wing cord is this with or without ailerons.
When figuring CG is the percent for a Firefly 20 to 37 percent figured with the
ailerons or without.
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: | Eugene Zimmerman <eugenezimmerman(at)dejazzd.com> |
| Subject: | Re: [ Eugene Zimmerman ] : New Email List Photo Share |
Available!
Ronnie Wehba wrote:
>
> is that a ultrastar hanging on the wall?
> ----- Original Message -----
No it is NOT.
The one hanging nose up is not an Ultra Star. It is one of a kind
proto-type that was never put into production. It has a high tail boom
similar to the Ultra Star but it is a,,,,,,,,,,, (you ready for
this?),,,,,,,, tractor prop kolb plane with a very simple \__- shaped
single tube fuselage frame with unique control linkage.
A very interesting plane.
________________________________________________________________________________
| From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
Jimmy,
I think the wing cord to use for W/B is an average that includes your
ailerons. I'm sure someone will correct me if I'm wrong.
James Tripp, FS II
----- Original Message -----
From: "Jimmy" <jhankin(at)planters.net>
Subject: Kolb-List: wing cord
>
> Fellows of Knowledge
>
> When figuring wing cord is this with or without ailerons.
>
> When figuring CG is the percent for a Firefly 20 to 37 percent figured
with the ailerons or without.
>
> 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.
>
>
________________________________________________________________________________
Larry,
Don't know if you have time but a friend of mine does rides in an ultralight
on floats in Key West. He is based out of the Blue Lagoon hotel as you are
going into Key West. Its is really the most fun I have had in a light plane. His
name is EP Dalton and his phone is 305-296-9890. BTW after 30 years of going
to the keys I made my first trip to Fort Jeff last week, pretty cool place huh.
His website is http://www.knotink.com/UltraLights/ultralight.html
Happy trails
Steve
Leaving at 3 am to travel to Kolb to work for a week.
________________________________________________________________________________
| Subject: | Re: [ Denny Rowe ] : New Email List Photo Share Available! |
In a message dated 7/9/04 6:41:14 PM Eastern Daylight Time,
pictures(at)matronics.com writes:
http://www.matronics.com/photoshare/rowedl@highstream.net.07.09.2004/index.htm
l
Neat plane, Denny, and I am still planning to go to Champion, just north of
Warren to pick up my Firestar. for the long haul down to The Villages,
Florida. Hope to set something up with you and yours for your flight over to my
field there.....I still have to get the coordinates, though.
George Randolph
Firestar driver
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Listers,
The subject of Sport usually brings out the best/worst in posts. Some
are rabidly against, while other see it as the salvation of flying.
Ancillary subjects are the questions of whether there will instructors
for Sport, and whether there will Sport planes for these instructors to
use, either purchased by the instructor, or the flight school.
Since I write a column for Aviation Digest (since 1993), and since I
have not been as supportive of Sport, AvDigest readers have dinged me as
a result. In fact, two readers (CFI) have said they welcome Sport, will
instruct, and while one already has a (maybe) Sport, the other will
purchase a Sport. These are only two, so far.
I would most certainly appreciate replies to the following questions:
1) If you are a CFI or certified instructor with one of the alphabet
groups, will you instruct Sport pilot trainees?
2) If above answer is positive, will you, or your flight school/FBO buy
a certified Sport plane for instruction or rental?
Since in the past there have been so many posts regarding Sport, perhaps
these sentiments can be reiterated.
many thanks,
Bob N.
ronoy(at)shentel.net
http://www.angelfire.com/rpg/ronoy
________________________________________________________________________________
| Subject: | Re: [ Eugene Zimmerman ] : New Email List Photo Share Available! |
In a message dated 7/9/04 6:46:39 PM Eastern Daylight Time,
pictures(at)matronics.com writes:
http://www.matronics.com/photoshare/eugenezimmerman@dejazzd.com.07.09.2004/ind
ex.html
Great pictures Eugene....n .... covers a bunchastufftoboot!... First I've
ever seen Homer's farm....really looks ....totally....farmy!!! Which is homey
for GREAT!
Sure wish I coulda gone.
George Randolph
Firestar driver
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Firefly owner - engine mounting plate |
.....................................
>fat...probably gain a little airspeed that way . AS far as the
>aluminum.....well...I guess you could probably double up that 1/4
>stock.....maybe weld the edges as a lamination or just add strips for a
>doubler as you suggest.. I dont really know what the result would be.
>I used minimum standards that American Honda uses for approvals for OEM
>applications of Honda powerplants...and I must tell you.....Honda wont
>approve any engine on 1/4 alum inch mounting above 6 hp....1/4 steel they
>allow up to 30 hp or 5/16th alum
>Now...I also admit these standards are based on alot longer time duration
>than we expect from our little airplanes engines....generally 2500 hour
>duration standards....but just a couple of hard landings on that 1/4
>inch....and I would bet a buck that the inertia of that engine would really
>strain the mounting plate, so I simply chose a higher standard...the weight
>penalty I didnt even consider, as I personally believe it was negligable. If
>Weight was of more concern to me...5/16 would likely be enough....like
>you....I already had some stock on hand...and mine was 3/8th 2024 so I used
>it.
Don,
Does Honda specify mounting their engines with four Lord mounts too? This
is why one can get away with using the 1/4 inch thick aluminum engine
mounting plate with out fear of cracking.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: UL: another poll!!...sport pilot |
Bob...
I talked to Tommy George of American Aero just the other day about this
subject...et:al the requirement for a certified plane for instruction.,
which was one of the many parts of the sport pilot stuff I wasnt aware of...
He told me that since the 2 place Phoenix has been approved for
certification when built by him..(the owner of American Aero, manufacturer
of this kitplane) He sees it as a god thing...increased sales for his
airplane. So HE Will instruct. He is NOT a CFI..but a AFI aproved by one of
the alpahbet groups. so theres one for your poll.
Looks to me like if any manufacturer of a 2 place sport possible plane that
does not get their design approved for FAA certification...will likely not
be able to sell any as a Sportplane...due to the lack of a certified version
to get a checkride in,,,, not the written rule..but the effect of the
rule..am I understanding this correctly?
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: UL: another poll!!...sport pilot |
The Special(factory built) LSAs can legally be rented out or used for instruction
just like other certificated aircraft. The Experimental(kit built, but not
restricted to 51% rule) LSAs can not be legally rented but can be used for instruction
and check-rides by the owner(s). So, the absence of an S-LSA version
of a particular model aircraft will not be a problem for those either building
or purchasing an E-LSA.
Thom in Buffalo
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: [ Denny Rowe ] : New Email List Photo Share Available! |
>
http://www.matronics.com/photoshare/rowedl@highstream.net.07.09.2004/index.htm
> l
> Neat plane, Denny, and I am still planning to go to Champion, just north
of
> Warren to pick up my Firestar. for the long haul down to The Villages,
> Florida. Hope to set something up with you and yours for your flight over
to my
> field there.....I still have to get the coordinates, though.
>
> George Randolph
> Firestar driver
George,
Thanks for the nice words, and keep me up to date on your plans.
I'll try hard to get out to see ya.
Sincerely,
Denny
________________________________________________________________________________
Jack,
that big ole circle I flew yesterday and those stats are a little
misleading....because I had a tailwind about 150 of those 190 miles...I
loitered for about 2 hours at one airport and when I took off...the wind had
shifted and gave me a about a 60 deg tailwind all the way back home...one a
those lucky days...dont think I ever saw more than 65 at cruise on the
ASI...saw 80 on the gps quite a bit.
Today was a different day wind wise...and..... I lowered my needle 1 notch
due because it was loading up on me when I was attempting to accellerate to
take off speed twice yesterday....I wanted a leaner midrange. worked so well
I stuck in a half a turn more pitch on the ivo before I took off.....flew
160 miles on 7.75 gal...in 2:hr 46 min with only 2 stops.
one stop was to wait out a 45 minute toad strangleing rain...so the Fly got
washed....inside and out!
wasnt so lucky on the wind...as it was SSW all day....so the average is more
accurate today than yesterday. Plus..2 less stops and climbouts. I lowered
the throttle a tad also today.....running about 5300 rpms at cruise....so
now....at 2.75 gph in flight....I think I have her right where I want
her...at a 60 to 65 mph cruise (indicated)
My EGT goes up pretty fast on a full power climb....and today what I have
been doing in climbing out to about 600 to 700 agl.....700-800 fpm at
6000rpms....and just as EGT hits about 1250 I level off and back out of it
. Pulled back to 5700 with a 55 mph climb at 150 /200 fpm or so at 1175 to
1200EGT..(cht bumps 300)..I climb up to cool air...2500msl today.....then
level out and back it off to 5350 rpms or so for a 60 to 65 indicated.and
chts go to 275/225 and egt to 1025... gps check says ASI is fairly close.
also.......TOW was 538 lbs with 10 gallons OnBoard and misc junk.,,,we were
real fat!
So truely....I dont think I am flying that much faster than you....maybe 10
or 15 in reality.
Todays fuel burn in mpg was 20.6....and closer to what I think is true due
to the winds.
2 very wonderful days for me this weekend has been.....had a ball!!!!!!
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
| From: | Robert Mason <masonclan(at)sbcglobal.net> |
Getting ready to cover my MK3 Xtra, and I need to mount the electrical
stuff, is their any reason that I should not use a Hot Box?
Robert Mason
N323RM MK3 Xtra 582 Blue Head
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
I used the Hot Box on my 912 Slingshot w/EIS, great product, very easy
installation. I would buy one again.
Ian Heritch
Slingshot 912
>
>
> Getting ready to cover my MK3 Xtra, and I need to mount the electrical
> stuff, is their any reason that I should not use a Hot Box?
>
> Robert Mason
> N323RM MK3 Xtra 582 Blue Head
>
>
________________________________________________________________________________
| From: | Timandjan(at)aol.com |
In a message dated 7/9/04 2:01:08 PM, whyme(at)vci.net writes:
>
> Things are different in different locations.=A0 To bad you are not in Western
> Kentucky.=A0 All the hanger space you could want at $50.00 a month.=A0 Enclosed
> with bi-fold doors and electrical power if you want to do any work with
> power tools.=A0 2900 foot paved runway and 2900 foot grass runway.
>
> Ron Payne
>
Boy that is awsom, here in northern VA hangar space is a premium. I fly from
a great grass strip with nice hangars, 150 a month so I get a lot for my
money. At the city airports in the country, hangars are 260-400 a month. Ouch.
Tim
Do Not Archive
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | 503 idle problems |
I am still having some trouble getting my 503, single carb, points ignition engine
to run right at idle. I have torn the carb down, looked at everything(could
not find anything wrong in there....float settings proper, no dirt in the jets,
etc) and reassembled it and it still will not hold an idle setting. I've
tried adjusting the throttle cable in conjunction with the idle speed screw in
just about any combination of settings. At one point I had the engine idling
at 2000rpm (right where I want it) and within minutes, it lost the setting and
slipped to about 1500rpm. The engine idles rough at 1500. One thing I have
noticed that is different from how it used to run is this: No matter if it
is cold or hot, it still needs choke to start.
I am totally baffled by all this. Does anybody have any idea of what may be wrong
or something I might be overlooking? I have not gone to the points yet but
this will be my next move if I can't resolve this problem with the carb. I
have never adjusted the points....after the initial break-in, the engine was still
running flawlessly so I left it alone. This does not seem like an ignition
problem but then again, this is the first Rotax I have ever owned and I am
not familiar with what the engine runs like with an ignition problem. The engine
now has 200 hours on it.
On another front....while studying the manual and reading Mike Stratman's articles
in the CPS catalogue, I have found a small discussion about using resistor
plugs AND the metal spark plug caps and shielded cables which is the case with
me. My engine ran flawlessly before with this setup but it occurs to me that
as the ignition parts wear, this amount of resistance might be hard for the
ignition system to overcome. Anybody got ideas about that? Could this be the
reason for the low idle speed?
Steve Kroll
---------------------------------
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: 503 idle problems |
In a message dated 7/12/04 10:02:21 AM Central Standard Time,
muso2080(at)yahoo.com writes:
<<
I am still having some trouble getting my 503, single carb, points ignition
engine to run right at idle. I have torn the carb down, looked at
everything(could not find anything wrong in there....float settings proper, no
dirt in
the jets, etc) and reassembled it and it still will not hold an idle setting.
I've tried adjusting the throttle cable in conjunction with the idle speed
screw in just about any combination of settings. At one point I had the engine
idling at 2000rpm (right where I want it) and within minutes, it lost the
setting and slipped to about 1500rpm. The engine idles rough at 1500. One thing
I
have noticed that is different from how it used to run is this: No matter if
it is cold or hot, it still needs choke to start.
>>
Steve,
Just a thought, Have you made certain there is not a vacuum leak
somewhere?
Ed
________________________________________________________________________________
| Subject: | Re: 503 idle problems |
Steve....
Check those points....no..in fact...with 200 hours on em...just replace
em....condensor also....there is no way they can be still on after 200 hours
and...How many years?
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: 503 idle problems |
At 01:09 PM 7/12/2004, you wrote:
>
>Steve....
>Check those points....no..in fact...with 200 hours on em...just replace
>em....condensor also....there is no way they can be still on after 200 hours
>and...How many years?
>
>Don Gherardini
I agree with that. The points would never last 200 hours and be close
to set right.
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
| Subject: | 503 idle problems |
Steve,
If you have a points engine, it is at least 14 years old and with 200 hours,
I gaurantee that the crankshaft seals are leaking. Unless of course that
they have already been replaced.
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 Steve Kroll
Subject: Kolb-List: 503 idle problems
I am still having some trouble getting my 503, single carb, points ignition
engine to run right at idle. I have torn the carb down, looked at
everything(could not find anything wrong in there....float settings proper,
no dirt in the jets, etc) and reassembled it and it still will not hold an
idle setting. I've tried adjusting the throttle cable in conjunction with
the idle speed screw in just about any combination of settings. At one
point I had the engine idling at 2000rpm (right where I want it) and within
minutes, it lost the setting and slipped to about 1500rpm. The engine idles
rough at 1500. One thing I have noticed that is different from how it used
to run is this: No matter if it is cold or hot, it still needs choke to
start.
I am totally baffled by all this. Does anybody have any idea of what may be
wrong or something I might be overlooking? I have not gone to the points
yet but this will be my next move if I can't resolve this problem with the
carb. I have never adjusted the points....after the initial break-in, the
engine was still running flawlessly so I left it alone. This does not seem
like an ignition problem but then again, this is the first Rotax I have ever
owned and I am not familiar with what the engine runs like with an ignition
problem. The engine now has 200 hours on it.
On another front....while studying the manual and reading Mike Stratman's
articles in the CPS catalogue, I have found a small discussion about using
resistor plugs AND the metal spark plug caps and shielded cables which is
the case with me. My engine ran flawlessly before with this setup but it
occurs to me that as the ignition parts wear, this amount of resistance
might be hard for the ignition system to overcome. Anybody got ideas about
that? Could this be the reason for the low idle speed?
Steve Kroll
---------------------------------
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
| Subject: | 503 idle problems |
Na, I've seen them go longer than that, but never a set of seals that long
with them being that old without leaking at least a little.
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 possums
Subject: Re: Kolb-List: 503 idle problems
At 01:09 PM 7/12/2004, you wrote:
>
>Steve....
>Check those points....no..in fact...with 200 hours on em...just replace
>em....condensor also....there is no way they can be still on after 200
hours
>and...How many years?
>
>Don Gherardini
I agree with that. The points would never last 200 hours and be close
to set right.
________________________________________________________________________________
| From: | "Bill Peterson" <b1bookie(at)lycos.com> |
Hi Robert..........use the 'Hot box', its easy to hook-up and has fuse protection
as well as being simple, (for people like me)........Bill
----- Original Message -----
From: Robert Mason <masonclan(at)sbcglobal.net>
Date: Sun, 11 Jul 2004 21:36:12 -0700
Subject: Kolb-List: Hot Box
Getting ready to cover my MK3 Xtra, and I need to mount the electrical
stuff, is their any reason that I should not use a Hot Box?
Robert Mason
N323RM MK3 Xtra 582 Blue Head
--
________________________________________________________________________________
| Subject: | Kolb Amphib Floats |
To all interested,
Had a great day monday reassembling the floats and fabricating better mounting
components. There has also been a change in the air powered system. We have changed
to a manual hydraulic pump. We hope to have the floats mounted on the Kolb
factory MKIIX today. Maybe fly on wed.
If you have never been to the TNK home base,plan a trip, it is really a Class act.
THats all for now
steve boetto
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | 503 idle problems |
Tom et. al.
Last night after running the engine for awhile, I noticed a smattering of grease/oil
on the forward edge of the wing...inboard. That stuff has to be coming
from somewhere so I suspect you are right Tom. I can't see evidence of a leak
anywhere on the engine itself but I obviously got one. I guess the prudent thing
to do is replace everything that is suspect of wear...points, condenser, crankshaft
seals, intake gaskets. Odd though that the grease would be on the front
of the wing.
Another guy (not on the list) suggested vatting the carb (immersing the carb and
all it's parts in a clensing solution) to thoroughly clense it of any gas/oil
residue that might be fouling the jets and I might have missed on my initial
inspection because it was coating the parts. Anybody got any thoughts on this?
After cleaning my tanks, I did notice residue in the fuel tanks after filling
them with new gas suggesting that the tank walls were coated with fuel residue.
I've been down for two years. Looks like I will be down for a little longer getting
everything up to snuff. Thanks much guys for all the help. I'm going to
be a bona-fide 2-cycle mechanic before this is all over but I guess if I want
to fly this thing safely, I'm going to need to be....either that or have a pocket
full of money.
Steve Kroll
Mk-2 171
---------------------------------
________________________________________________________________________________
| Subject: | Re: 503 idle problems |
> Another guy (not on the list) suggested vatting the carb (immersing
the carb and all it's
parts in a clensing solution) to thoroughly clense it of any gas/oil
residue that might be
fouling the jets and I might have missed on my initial inspection
because it was coating
the parts. Anybody got any thoughts on this?
Good idea but get a bing carb overhaul manual first. You got to tear the
carb down to do this. Buy a gallon can of carb cleaner at your local
autoparts store. It's got a basket for parts inside it also. Nasty
stuff but really cleans the carb. Kirk
Do not
archive
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I think I have made the offer before but a few of us will be flying into Oshkosh
again this year. So far we are a flight of four, two Kolb MKIIIcs and two Kolbras.
We are meeting at Shawano, WI "3WO" for the flight in the evening of 7/26/04.
If there is anyone out there that would like to join us you are more than
welcome. You don't have to fly a Kolb to join us.
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | IVO with Power Tips |
Terry and Kolbers,
Terry, you put us on to something very good. Today I cut power tips on the IVO
propeller. Average propeller diameter went from 56 to 54.34 inches. To keep
the Victor 1+ from exceeding 6,000 rpm, the 56 inch prop had to be pitched at
17.25 degrees. I pitched the power tip prop at 18.25, and the engine topped
out at 6,050 rpm.
The power tips are much quieter. Actual sound measurement on down wind cruise
with the engine turning 5,200 rpm the meter read 106 db. This 5 db less than
what was recorded for the 56 inch prop.
Speed results are confused, because I flew several up and down winds and the gps
ground speeds averaged out to 53 mph. Then I flew cross winds and the speeds
averaged out 55 mph. I do not understand why there is a difference. But I
was pleased there was an increase. I will have to take an out and back cross
country that can compare to my EAA Chapter meeting flights to see if there is
a real speed increase. I flew yesterday before removing the propeller to get
base line data, and the best I could do at 5,200 rpm was 51 mph. Conditions were
about the same, with air temp in the mid nineties and the EGT's were the same
for both flights.
I put the data from yesterday and today in the Aero Design Propeller Selector program.
By adding the power tips, the FireFly drag/thrust went from 108.5 to
99.1 to 96.7 pounds and the cruise speed went from 51 to 53 to 55 mph. And propeller
efficiency went from 66.9 to 68.0 to 69.8 %. And engine power absorbed
by the propeller went from 22.1 to 20.6 to 20.3 hp. These last two numbers
are indicating better performance with a slightly smaller propeller. Much of
the drag reduction has to come from reducing propeller tip drag. The modelers
were correct when they said to never run a squared off tip on a propeller.
I will be gone for the rest of the week and the weekend (50th high school class
reunion). When I get back I will protect the cut ends, and then take a cross
country to verify prop performance and to see if I get increased fuel economy.
I have taken some photos, so I will put them up so everyone can see how I did
it. It is quite easy. This is exciting, and I could not wait until next
week to tell someone.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Johann" <johann(at)gi.is> |
| Subject: | 503 idle problems |
Hello Steve.
I had a friend who was experiencing the same problem as you have had, and
after a few adjustments to the carb, we asked him when he replaced or
checked the spark plugs. He did not know??? So we replaced them with the
correct gap, and his problem was solved.
I know this is something that a normal ultralight pilot should know and keep
a close look out for, but make sure that the plugs are ok. Then look for the
air leak or grease in the carbs.
The oil could have come from the air filter. Mine does that all the time.
Check for a drip there.
Hope you solve your problem.
Regards,
Johann G.
Iceland.
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Steve Kroll
Subject: Kolb-List: 503 idle problems
Tom et. al.
Last night after running the engine for awhile, I noticed a smattering of
grease/oil on the forward edge of the wing...inboard. That stuff has to be
coming from somewhere so I suspect you are right Tom. I can't see evidence
of a leak anywhere on the engine itself but I obviously got one. I guess the
prudent thing to do is replace everything that is suspect of wear...points,
condenser, crankshaft seals, intake gaskets. Odd though that the grease
would be on the front of the wing.
Another guy (not on the list) suggested vatting the carb (immersing the carb
and all it's parts in a clensing solution) to thoroughly clense it of any
gas/oil residue that might be fouling the jets and I might have missed on my
initial inspection because it was coating the parts. Anybody got any
thoughts on this? After cleaning my tanks, I did notice residue in the fuel
tanks after filling them with new gas suggesting that the tank walls were
coated with fuel residue.
I've been down for two years. Looks like I will be down for a little longer
getting everything up to snuff. Thanks much guys for all the help. I'm
going to be a bona-fide 2-cycle mechanic before this is all over but I guess
if I want to fly this thing safely, I'm going to need to be....either that
or have a pocket full of money.
Steve Kroll
Mk-2 171
---------------------------------
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | "Bill Elder" <billelder(at)denver.net> |
Robert - used one on my Mark III Classic with 912S and have not had any
problems for the first 40 hours. Simplifies things as I'm no electrical
genius. And tech support is very good!! Good luck!
----- Original Message -----
From: "Robert Mason" <masonclan(at)sbcglobal.net>
Subject: Kolb-List: Hot Box
>
>
> Getting ready to cover my MK3 Xtra, and I need to mount the electrical
> stuff, is their any reason that I should not use a Hot Box?
>
> Robert Mason
> N323RM MK3 Xtra 582 Blue Head
>
>
________________________________________________________________________________
| From: | Cat36Fly(at)aol.com |
| Subject: | Weight & Balance |
Small pilot (160 lbs) building MKIII X is concerned about W & B. Has any one
installed their battery way up front ahead of the rudder pedals? If so what
kind of an arrangement was used?
Larry
________________________________________________________________________________
| From: | "Duncan McBride" <duncanmcbride(at)comcast.net> |
| Subject: | Re: Weight & Balance - Battery in the nose |
I did. I built up the floor of the nose cone with about 4 layers of
fiberglass cloth and epoxy, then use 3/4" square wood epoxied in place to
hold the battery in place. I left a slot in two of the wood pieces to
accomodate a strap to hold the battery down. It's a Powersonic 18AH sealed
battery, laying on its side with the terminals towards the rear. I can hook
up the cables by reaching through the rudder pedals, but if I need to
replace the battery, the nose cone has to come off. Or I'll cut a door in
the nose cone. Great battery, by the way. Bought it way before the plane
was done, in early 2001. I'd charge it up every once in a while. Been
flying since November 2002, and it's still cranking. If I do take the nose
cone off for any reason, I'll replace the battery just because it's time.
----- Original Message -----
From: <Cat36Fly(at)aol.com>
Subject: Kolb-List: Weight & Balance
>
> Small pilot (160 lbs) building MKIII X is concerned about W & B. Has any
one
> installed their battery way up front ahead of the rudder pedals? If so
what
> kind of an arrangement was used?
>
> Larry
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Michigan Ultralight Association Fly-in at Purdy Field |
Is anyone going to make it to the fly-in this weekend? I'm going to try to fly
over Sunday the 18th. Hope to see some of you there.
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| Subject: | Re: Kolb Amphib Floats |
Things went well on Tues, retract system reassembled, floats connected with spreader
bars. We moved the floats to a nearby pond and were lucky to find 1200lbs
of self moving,self destructive ballast. (teenagers)
The floats handled both gross weight and empty weight loads. after which they were
subjected a variety of creative impact and twisting loads. Nothing can wring
out a landing gear system like a half a dozen wet teenagers.
More later
Steve Boetto
At Chestnut Knowles
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: IVO with Power Tips |
Jack and others,
Verifying TAS by using the average of upwind and downwind GPS groundspeeds is valid.
Doing this across the prevailing winds is not valid and will always show
a higher average groundspeed than your TAS. The error is due to the cross-wind
component and is a function of both the value of the x-wind component and the
actual airspeed. The higher the TAS the less this matters and the higher the
The groundspeed average is equal to the square root of the sum of the squares of
the x-wind component and the TAS. GS (XW
2 + TAS
2)
.5 So, as long as there is a cross-wind component the average groundspeed will
be greater than the TAS. For up and down wind averages, even when you are several
degrees off, the x-wind component is so small that it is insignificant. Some
folks say you have to do a triangular course to get precise TAS from average
GPS groundspeeds and that indeed is another way to do it, but for all practical
purposes up and down wind GPS groundspeed averages yield very accurate TAS
as long as you hold all the variables as constant as possible.
Thom in Buffalo
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Jack,
Glad it worked out for you. I have been very pleased with the change and wouldn't
go back to
the original square tips. As I stated before, so much improvement in sound and
performance for
so little change!
Post pictures when you can, I want to see how you went about it. Did you contour
foil the tips
as well as cutting them at an angle? How are you going to protect the tips on
your IVO? Not
an issue with my wood prop.
Terry - FireFly #95
________________________________________________________________________________
| From: | "Pat Lavigne" <pjl53(at)hotmail.com> |
| Subject: | swiveling tailwheel |
I purchased a swiveling tailwheel from TNK when I was there for
transitional training.
After I put it on the plane I noticed that it canted to the left. I thought
I drilled it wrong, so I took it off and drilled as straight or plumb as I
could.
Put it back on and the same thing.
When I i land the plane goes off to the right into the weeds or whatever,
and no amount of left rudder will stop it. (no fun).
I'm just wondering if anyone has had a similiar problem.
Thanks,
Pat FS2 driver in Rochester,N.Y.
Get tips for maintaining your PC, notebook accessories and reviews in
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Selling FireStar |
I am selling the early FireStar 377 ($4,900) and looking for 2 seater. More details
at Barnstormers. Search for "Cheap Thrills".
Thom in Buffalo
________________________________________________________________________________
| From: | "joseph e corma" <jozy(at)rcn.com> |
| Subject: | firestar II sale phone # |
terry my phone # is 609-561-7953
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> Field |
| Subject: | Re: Michigan Ultralight Association Fly-in at Purdy |
Field
Is this a tease or what - OK where is it being held?
jerb
>
>
>Is anyone going to make it to the fly-in this weekend? I'm going to try to
>fly over Sunday the 18th. Hope to see some of you there.
>
>Rick Neilsen
>Redrive VW powered MKIIIc
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Michigan Ultralight Association Fly-in at Purdy Field |
Check out this web site
http://www.flitesites.com/index.cfm?PageID=463&PageOrder=3
There should be everything you want to know about the fly-in
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "jerb Field" <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: Michigan Ultralight Association Fly-in at Purdy
Field
>
> Is this a tease or what - OK where is it being held?
> jerb
>
> >
> >
> >Is anyone going to make it to the fly-in this weekend? I'm going to try
to
> >fly over Sunday the 18th. Hope to see some of you there.
> >
> >Rick Neilsen
> >Redrive VW powered MKIIIc
> >
> >
>
>
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
John Hauck;
Much thanks for the updates to your awesome trip.
Although I envy you immensely for your endeavors,
I do enjoy the vicarious joy of this trip by inserting
the general flight plan into my copy of MS Flt Sim
& flying the general route through the cities (burgs?)
that you've listed from time to time.
At least it gives me a concept of the size this project
really is. W_O_W.!!
George Bass
P. O. Box 770
Camp Verde, AZ
86322
USUA #30899
---
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Check this for some non-list but amazing pix.
http://antwrp.gsfc.nasa.gov/apod/archivepix.html
Bob N.
________________________________________________________________________________
| From: | "Fackler, Ken" <kfackler(at)ameritech.net> |
| Subject: | Re: Michigan Ultralight Association Fly-in at Purdy Field |
I'm planning to go, along with a few others, from my home airport on
Saturday.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: "jerb Field" <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: Michigan Ultralight Association Fly-in at Purdy
Field
>
> Is this a tease or what - OK where is it being held?
> jerb
>
> >
> >
> >Is anyone going to make it to the fly-in this weekend? I'm going to try
to
> >fly over Sunday the 18th. Hope to see some of you there.
> >
> >Rick Neilsen
> >Redrive VW powered MKIIIc
> >
> >
>
>
________________________________________________________________________________
| From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
| Subject: | Fw: tail swivels your not alone |
----- Original Message -----
From: CRAIG M NELSON
Subject: tail swivels your not alone
Pat
yes i had similar troubles with the tail wheel. or ground handling. and i concur
no fun. i found some trouble with the position of the peddles in regards to
the operation of the brakes (i have an extra, and when things got harry i tried
to stop the motion with brakes and it made things worse as it canceled the ruder
almost completely) the first day of testing i had a pretty good cross wind.
the second day the winds were calm and things went better but a little cross
wind and no tail wheel control. had to use throttle and ruder to keep it on
the run way. when i had my incident the winds were right down the runway it was
sweet. but no mater if its an extra or a fire star if the tail wheel doesn't
move when you put impute to it makes for a not so great a landing or take off.
I have the same tail wheel and it caused me to have another pilot help me with
test flights if you read the posts i took a lot of grief for that. after my
unfortunate landing i am in the process of a rebuild. i have the cage welded
up and plan to start the re fabric this week end. when i start flying again i
plan to tighten the wheel assembly to give a moor positive control. i noticed
when i was following my plane on the taxi before the last flight the horn on the
tail wheel was moving but the wheel itself was not. im not talking about the
rudder horn i'm talking about the wheel horn. i could control it with ruder,
but didn't seem to have a real positive feel of other tail draggers i have flown
PUT SOME FUN IN IT! i plan to call the manufacture.
uncle craig
MKIIIex 912uls warp
Arizona www.milows.com
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: Fw: tail swivels your not alone |
I also had a tailwheel from Kolb. I first had it on my Firestar, then
changed it to a Mark III. I actually had no real trouble with it and liked
it for the most part using the brakes and rudder to steer. The difficulty
came in when I came back from a x country and had to land with quite a bit
of x wind. No problem with the landing until my airspeed dropped below that
of the x wind. When that occurred the plane weather vaned and off into the
sage I went.(at that point I still did not realize what was happening) Then
on the next leg into Klamath (10,000 foot runway) they send me to runway
32, (far end of the airport) and there is other traffic so they want me off
at the first exit. Well I landed as long as I could and there was a pretty
strong x wind. Got on the ground with no problem but was having trouble
keeping it straight. Was using the brakes to steer as well as the rudder.
Finally the brakes got hot enough to become ineffective and I did a nice
circle on the runway. Got it straighten out and again around in a 360. At
that time the tower wants to know what the heck is going on, and did I want
to declare a emergency. Of course I did not, so I got out and pushed the
plane off the active. They sent a airforce major out to see if he could help
me. All in all quite embarrassing. Essentially what had happened was that
the amount of rudder deflection that was required to land in that much xwind
was enough to release the tailwheel from the detent and it had become "full
swivel". Did not have enough airspeed to actually get it back to the
straight position. I "wallowed out the detent part some more, but never did
reinstall it on the plane. Big Lar bought it at a greatly reduced price with
a full disclosure I might add. I have since rigged up separate braking for
the firestar and would not reinstall such a wheel again.
My opinion, for what it is worth. You will have to make up your own mind on
the matter.
Larry, Oregon
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
For my two cents. My SlingShot kit came with a swivel tail wheel that I
purchased from another fine fellow. The first taxiing was a ritual in
disaster. There was no way to keep that little short coupled tail straight.
I remembered reading on the list about whallowing out the indent of the
wheel release and set to doing it. I cut the metal twice and now I have a
pretty controllable wheel. It does not 'break' until about 70 degrees or
so, so it holds on in a x wind. It has spun out -- as some can attest -- on
a rough field, slightly angled, fast landing. It was embarassing but I did
a double 360 -- the last for show, to try to make it look on purpose. best
thing is it can go 360 and the wing tip and the rudder are just inches from
the same distance so if one clears, the other clears and the long landing
gear and wide stance, it never even gives any indication of tipping over.
love it. soooooo -- go back to the archives and dig up the modification
specs and do it. If you cannot find them, give me a holler and I will tell
you exactly what I did to tame the shrew.
By the way, if anyone wants a 'brand new' older version firestar, the best
flying kolb ever built, I have one finished and ready for a new home. I
have it posted for $9500 and it has many extras. This is my flying contest
winner that I love so much. I am only selling the ole gal to pay for my
sling shot. New everything. 447 just barely broke in at around a hundred
hours. go see at: www.homestead.com/southernflyers or give me a holler at
this email. Now, this aint some beat up or sitting around air craft that
someone got tired of. This has been gone through, inch by inch and redone
from frame to tail. Engine and all components were new at the same time. I
am negotiable so give me a holler. Ted.
________________________________________________________________________________
| From: | "CRAIG M NELSON" <vitalfx0(at)msn.com> |
don't archive
I used one it's ok but be aware all the power go's through the master switch it
does not have a solenoid that eliminates the battery as in normal aircraft wiring
uncle craig MKIIIex 912 uls warp
arizona www.milows.com
----- Original Message -----
From: Robert Mason
To: Kolb List
Sent: Sunday, July 11, 2004 9:36 PM
Subject: Kolb-List: Hot Box
Getting ready to cover my MK3 Xtra, and I need to mount the electrical
stuff, is their any reason that I should not use a Hot Box?
Robert Mason
N323RM MK3 Xtra 582 Blue Head
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
Just thought Id take a break from the argle-bargle of Sport and work on
my stack of unread stuff. Scientic American always rises to the top, and
one short article is worth clipping here. Its copyrighted, so Ill hit
the highlights rather than scan it.
(from Aug 2004 issue)
Researchers has made models of the Humpback whales pectoral flippers,
which have evenly spaced bumps on their leading edges (shades of Homers
Bumps!), and compared their wind tunnel characteristics with similar
models without the bumps, both models shaped like airplane wings.
The humpback model generated 8% more lift, as much as 32% less drag,
most surprising, a 40% steeper stall angle.
The improvements are due to the pairs of counterrotating swirls on each
side of the bumps, which act as vortex generators, keeping the flow
attached to the upper surface.
Already patented--the concept, not the whales.
So, when you leave a big plotchure of paint on your leading edge, take
heart--you may just have improved the old crate.
Bob N.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 11:37 PM 7/16/2004, you wrote:
>
>Just thought Id take a break from the argle-bargle of Sport and work on
>my stack of unread stuff. Scientic American always rises to the top, and
>one short article is worth clipping here. Its copyrighted, so Ill hit
>the highlights rather than scan it.
>(from Aug 2004 issue)
>
>Researchers has made models of the Humpback whales pectoral flippers,
>which have evenly spaced bumps on their leading edges (shades of Homers
>Bumps!), and compared their wind tunnel characteristics with similar
>models without the bumps, both models shaped like airplane wings.
>The humpback model generated 8% more lift, as much as 32% less drag,
>most surprising, a 40% steeper stall angle.
>
>The improvements are due to the pairs of counterrotating swirls on each
>side of the bumps, which act as vortex generators, keeping the flow
>attached to the upper surface.
>
>Already patented--the concept, not the whales.
Do no archive
Patented - and I know that they are just vortex generators.
http://www.dimpletape.com/
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
A couple years ago, a local flyer with a Hawk and a dual carb 503
experienced an unusual failure, the chrome facing on his K & N air filter
fell off in flight. It went through his Ivo with just a moderate ding, but
ever since then, I have kept a close watch on mine.
Finishing up the annual yesterday, I gave the air filter a close scrutiny
and discovered that my K & N's chrome facing was loose along one half of
one side. Took a thin screwdriver and very easily separated the rest of the
facing from the filter, only one small area actually gave much resistance
to turning loose.
Threw the facing in the trash, the filter is not as pretty now, but all in
all, it's a good trade off. Just thought I'd pass this along. And archive it.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Dimple tape has very tiny little holes that change the flow at a very small
scale. The whale bumps are large with probably 10 of them across a 10 foot
flipper. They are a very effect flow control with much more power then
dimple tape.
Topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of possums
Subject: Re: Kolb-List: Lumpy Wings
At 11:37 PM 7/16/2004, you wrote:
>
>Just thought Id take a break from the argle-bargle of Sport and work on
>my stack of unread stuff. Scientic American always rises to the top, and
>one short article is worth clipping here. Its copyrighted, so Ill hit
>the highlights rather than scan it.
>(from Aug 2004 issue)
>
>Researchers has made models of the Humpback whales pectoral flippers,
>which have evenly spaced bumps on their leading edges (shades of Homers
>Bumps!), and compared their wind tunnel characteristics with similar
>models without the bumps, both models shaped like airplane wings.
>The humpback model generated 8% more lift, as much as 32% less drag,
>most surprising, a 40% steeper stall angle.
>
>The improvements are due to the pairs of counterrotating swirls on each
>side of the bumps, which act as vortex generators, keeping the flow
>attached to the upper surface.
>
>Already patented--the concept, not the whales.
Do no archive
Patented - and I know that they are just vortex generators.
http://www.dimpletape.com/
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Richard / Guys,
My (double) K&N filter was bought 1 1/2 yrs ago , and they had
stopped putting that chrome piece on it....I thought they were just getting
cheaper/cutting costs , but maybe their were more problems with them than we've
heard...
Gotta Fly...
Mike in MN
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Fw: tail swivels your not alone |
I had a similar problem with my full swivel tail wheel on my MKIIIc on the
way to Oshkosh last year but I was able to control it with brakes long
enough to get if parked out of the wind. The winds were app. 25 mph and this
is quite a bit for any light plane. I found that the springs that were
supplied with the Kolb kit were too weak. In a cross wind the tail would
swing enough to cause the tail wheel to swivel to the unlock point even with
full opposite rudder. Last fall I switched to compression springs which are
somewhat stronger but more importantly they have limits before they run out
of travel and allow you to counter a large cross wind. The problem I then
found was that the new springs didn't allow the tail wheel to swivel enough
to unlock. I had to drill some holes in the tail wheel horn to get the
enough rotation for it to unlock. Finally I have fairly positive control of
the tail wheel without the need for brakes and it will unlock but only when
I step on the brake and rudder fully deflected. The steering is a bit
quicker but since it is so positive it is easy to adjust to.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Re: Kolb-List: Fw: tail swivels your not alone
>
>
> I also had a tailwheel from Kolb. I first had it on my Firestar, then
> changed it to a Mark III. I actually had no real trouble with it and liked
> it for the most part using the brakes and rudder to steer. The difficulty
> came in when I came back from a x country and had to land with quite a bit
> of x wind. No problem with the landing until my airspeed dropped below
that
> of the x wind. When that occurred the plane weather vaned and off into the
> sage I went.(at that point I still did not realize what was happening)
Then
> on the next leg into Klamath (10,000 foot runway) they send me to runway
> 32, (far end of the airport) and there is other traffic so they want me
off
> at the first exit. Well I landed as long as I could and there was a pretty
> strong x wind. Got on the ground with no problem but was having trouble
> keeping it straight. Was using the brakes to steer as well as the rudder.
> Finally the brakes got hot enough to become ineffective and I did a nice
> circle on the runway. Got it straighten out and again around in a 360. At
> that time the tower wants to know what the heck is going on, and did I
want
> to declare a emergency. Of course I did not, so I got out and pushed the
> plane off the active. They sent a airforce major out to see if he could
help
> me. All in all quite embarrassing. Essentially what had happened was that
> the amount of rudder deflection that was required to land in that much
xwind
> was enough to release the tailwheel from the detent and it had become
"full
> swivel". Did not have enough airspeed to actually get it back to the
> straight position. I "wallowed out the detent part some more, but never
did
> reinstall it on the plane. Big Lar bought it at a greatly reduced price
with
> a full disclosure I might add. I have since rigged up separate braking for
> the firestar and would not reinstall such a wheel again.
>
> My opinion, for what it is worth. You will have to make up your own mind
on
> the matter.
> Larry, Oregon
>
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
> The humpback model generated 8% more lift, as much as 32%
less
> drag, most surprising, a 40% steeper stall angle.
Must be a real bear when a humpback stalls....what's the recovery
regimen for that? Turn on your side and swamp the GreenPeace
Zodiac?
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Folow-up:
Today I got a chance to look at an older K&N - (1995 model?) for a 532/582,
and it had the chrome outside part, but looking at it from the inside,
through the throat openings, it is made different from the new ones. The
new ones (mine is a 2003 model - I guess that is new) (don't know when they
switched over) are all rubber with a chrome fascia crimped/glued on. The
old one was rubber where it attached to the carbs, then the wire/fuzz
matrix, and then the chrome was glued to it with a lot of rubber. There was
no secondary rubber surface under the chrome. It looked really solid, no
chance of detaching.
The new one that I stripped the fascia off of yesterday was primarily
attached around the edge, and then also in the middle where the embossed
oval ridge is, with the K&N logo in the middle. There was no glue or
adhesion anywhere except the middle and the extreme edge. Not good.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hey Richard / Guys,
> My (double) K&N filter was bought 1 1/2 yrs ago , and
> they had stopped putting that chrome piece on it....I thought they were
> just getting cheaper/cutting costs , but maybe their were more problems
> with them than we've heard...
> Gotta Fly...
> Mike in MN
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Hey Guys,
For any of you that have not heard the news: THE SPORT PILOT RULE HAS BEEN RELEASED
BY OMB AND IS AWAITING PUBLICATION BY THE FAA. I know there will be detractors
and it may be a while before it's in operation but its here love or hate
it.
Duane the plane Tallahassee, FL, Mk3/912 ready to test.
________________________________________________________________________________
Hello All'
Great news, the Amphib Floats have flown. We have about 4 hours and have tested
gear retract. The gear system has been tested for rough terrain and steering
very easy with just tailwheel. Diff brakes work great. I anybody wants me to
post some picture please post me some help, I have not learned how to do that
yet.
Steve Boetoo
At Chestnut Knolls Airpark
________________________________________________________________________________
| From: | Jbowaaf(at)wmconnect.com |
| Subject: | Re: Kolb-List Digest: 7 Msgs - 07/18/04 |
steve boetoo at chestnut knolls -- amphib floats. i m sure i missed some
posts with this info, but could u say again the manufacturer/ etc, costs or web
site of these floats. tnx john b in baton rouge.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | I like this picture |
http://www.members.aol.com/willuribe/FireStar.jpg
________________________________________________________________________________
| Subject: | Re: I like this picture |
Way Cool! Where was it taken? Did you get your medical back?
Dave.
Quoting WillUribe(at)aol.com:
>
> http://www.members.aol.com/willuribe/FireStar.jpg
>
>
>
>
>
________________________________________________________________________________
| Subject: | slipstream floats |
Hey guys,
This is so cool. Steve sent me these to post to the list. Enjoy...
http://www.c-gate.net/~ppetty/photos/P7160012.jpg
http://www.c-gate.net/~ppetty/photos/inflight.jpg
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | SP/LSA Rule is Approved by OMB |
I have my private license and plan to fly under the SP/LSA rule so that I can fly
with one less requirement and expense. I also know that one day I will not
pass the 3rd class medical. The concern is that as defined last year the BFR (biannual
flight review) will be specific for a specific group of airplanes. This
could be defined as a particular make and model? I know from personal experience
that getting a BFR in a Kolb can be very difficult. Most local instructors
don't like flying in experimental airplanes and finding one that is proficient
in a Kolb is at best difficult. The SP/LSA rule stated that the CFI must me
checked out in that group of airplane. What is the chance that there will be
a instructor that is checked out and current in your make and model?
I have twice gotten my BFR at Kolb but they didn't have a CFI when I called ahead
to schedule one for last years Kolb home coming. I have since gotten my BFR
in a 172 but I don't think that check ride will cover me flying a Kolb under
the SP/LSA rules? I may be able to grand father in till my next check ride but
then?
I kind of see the wisdom being checked out and current in a Kolb as most GA pilots
even very good GA pilots will not be able to land a Kolb without bending it.
The GA pilot just isn't ready or trained to handle these low energy high drag
airplanes.
What do you guys think? I'm putting together some questions to ask at Oshkosh next
week.
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
Wanted a Helmet with Build in Headset and Mic for use
with handheld Icom A4 in Kolb.
Contact
Wayne 519-736-0577 evenings or wfwilson1(at)yahoo.ca
thanks
Wayne F Wilson
Slingshot 009
Amherstburg ON
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
Hey Guys,
Oops, I thought my dual filter was K&N ,...I glanced at it today and
saw it's a Rotax filter.....
Gotta Fly...
Mike in MN
SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
My (double) K&N filter was bought 1 1/2 yrs ago , and they had
stopped putting that chrome piece on it....I thought they were just getting
cheaper/cutting costs , but maybe their were more problems with them than we've
heard...
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>.
--
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
It's a K&N Filter made for Rotax. Actually that filter costs more because
of the lawsuits and the fact that they have to make it special for aircraft
use with provision for safety wire and no metal on it.
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 Mike Pierzina
Subject: Kolb-List: Rotax , not K&N
Hey Guys,
Oops, I thought my dual filter was K&N ,...I glanced at it today
and saw it's a Rotax filter.....
Gotta Fly...
Mike in MN
SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
My (double) K&N filter was bought 1 1/2 yrs ago , and
they had
stopped putting that chrome piece on it....I thought they were just getting
cheaper/cutting costs , but maybe their were more problems with them than
we've
heard...
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>.
--
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
My K&N double air filter that I just got last Saturday from Aircraft Spruce
has the chrome on it.
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/
>
>
> Hey Guys,
> Oops, I thought my dual filter was K&N ,...I glanced
> at it today and saw it's a Rotax filter.....
> Gotta Fly...
> Mike in MN
>
>
> SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
> My (double) K&N filter was bought 1 1/2 yrs
> ago , and they had
> stopped putting that chrome piece on it....I thought they were
> just getting
> cheaper/cutting costs , but maybe their were more problems with
> them than we've
> heard...
>
________________________________________________________________________________
| From: | "Neitzel" <neitzel(at)nnex.net> |
When I covered my wings I was not aware that there were caps available so I cut
some circles out of a stick backed aluminum tape and then pinked the edges.
I folded the small ears over the tube and they worked out great. Once the fabric
was in place I was able to shrink it enough over the open tubes so that it
was very flat.
Good luck with the covering. My Mark III was my first covering job and I think
I spent almost as much time covering and painting as I did constructing!
Dick Neitzel
N961WB
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot(at)comcast.net> |
| Subject: | SP/LSA Rule is Approved by OMB |
Rick, Dave and all licensed Kolb pilots,
I have been waiting for this rule to come out to make myself available as a
CFI.
If you need or want a Flight Review, I will do one in your 2 place Kolb
whenever we are at the same place.
I will be at 3WO on July 24 and at the Kolb Homecoming 24-25 September. My
other locations can be found on my website on my various trips. You will
have to have your pilot logbook with you and let me know in advance that you
want a flight review.
John Williamson
Arlington, TX
CFI, CFII, ASEL, AMEL
Kolb Kolbra, Rotax 912ULS, 606 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
________________________________________________________________________________
| Subject: | Re: I like this picture |
In a message dated 7/20/04 3:05:12 AM Eastern Daylight Time,
WillUribe(at)aol.com writes:
-List message posted by: WillUribe(at)aol.com
http://www.members.aol.com/willuribe/FireStar.jpg
The name of that picture Will is "flying into the unknown" and the reason
you like it is because you come from a region of our country where the dominant
view is called "vista". You always have a vista in the land of sun and I from
Ohio am always flying into the unknown. It has a mysterious attribute, and
is quite interesting....and a little ....scarey. Good picture!!
yer bud
george Randolph
________________________________________________________________________________
Hello to all
Just got back to Orlando, It is 1:30am
This is the first chance I have had to get a real connection in days.
Thank you Paul for posting the pictures. Norm Labhardt is the pilot in the
firstshot and Bryan Melborne is in the second, can you imagine two better test
pilots.I only have 3 days to clear my desk here and then I head for Osh.
The plan is to ship the new MKIIx with the floats attached to the show. It
should be flying there. Its hard to believe but the picture posted in flight is
really the wheels retracted. The test flying is not done yet because of time to
show constraints but we are seeing speeds in excess of 90 mph at 5500 rpm.
all for now
Steve Boetto
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
Okay. We have a whole bunch of very intellegent people on this list and
others and I would like to challenge someone to print out something on this
list and would pretty much explain to the rest of us dummies who do not
fully understand FAA lingo, exactly what is required of us to do to qualify,
test and receive our SPLs. I know it has been hashed and hashed but I have
never ever been able to really understand what they are talking about in
some areas. I do not have an extensive aviation background as many of you
do. I would like to know pretty much how you start and finish this thing.
There has been much talk about grandfathering in and such but how does it
work and who do we see and how do we get the actual flying tests if
necessary for endorsements on tail wheel, etc. How do we go about getting
our old fat ultralights registered and such. anyone up to the challenge?
Call it Aviation for Dummies!! Ted
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
> Call it Aviation for Dummies!! Ted
Good questions Ted. Same ones I got. Hopefully the EAA or some organization
will come with something that will address these things. Kirk
________________________________________________________________________________
| From: | Charles & Meredith Blackwell <wozani(at)optonline.net> |
The rules for sport pilot and light sport aircraft are available (http://www.usua.org) for us to read. There are many pages and quite a few explanations covering most of the comments mailed to them. I'v gotta say that it is a bit tough to make sense of when I am trying to see how my plane will be covered in the new rules. The grandfathering is obvious, but runs out in about 4 years if I read it correctly. Getting my plane covered as experimental in one of the categories when time runs out is where my questioning begins.
Because it is a MKII from the now defunct Kolb and not manufactured by TNK
does it fit into the rules somehow without any manufacturer submitting the design?
I did not build it, and am third owner, how do I prove it is built to some
standard? Will I have to remove the fabric and have the inspector go over
it again? Without my having built it, can I repair it in the future? It looks
like the part 103 is being kept for ultralights, but the two seat exemption
is being removed and replaced by the LSA rules with a grace period. Am I reading
that correctly? How do I keep flying my plane after the grace period?
Just wanted to start a thread and get some input from other owners on how they
read the new rules. I will go over them again a few times and try to get
past what I saw as contradictions in the rule and omissions. It is quite long
and probably complete enough that I can find answers. But I would appreciate
anyone else's ability to find the part of the rule answering my questions if
they can find it.
Charlie in NJ, MKII 503
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> 032. |
| Subject: | Re: Huh?? Rudder and Elevator front cable guides sn |
032.
>
>Kolbers
>
> What I meant to show was the right and left Cable guides for the Rudder
>and elevator. The brackets are welded at angles to 90 degrees . 10
>degrees or so toe out. This causes the cables to try to ride on the rim
>of the pulley instead of in the grove. What gives? Herb
Herb,
I have an older FireFly (004) and so I do not have the same control system.
If you do not like the way it is set up, now is the time to change it. From
looking at the drawings of the new system, it seems that one could slip a hack
saw blade in and cut the welds part way through, and then apply a little
twisting moment to the brackets to line the pulleys up in the direction you
would like. Then re weld the bracket.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
I agree with the BFR Idea Thom. I don't like Gov. interference any more than anybody
else but I do notice that as I get older, I tend to forget some real important
preflight checks If I'm not following my checklist closely. Of course
a BFR is not necessarily going to make a pilot more prudent in this area but
the idea that SOMEBODY is going to check out your flying routien once in awhile
will help keep the process centered in your mind.
The ultimate decision of whether or not a pilot is physically and mentally qualified
to fly is still going to be the pilot's responsibility and that will always
be a tough, heart-rending, important decision when it comes. Our machines
are, for the most part, simple mechanical devices but there are many things to
remember and keep track of if we are going to be safe.
Steve Kroll
Mk-2 #171
---------------------------------
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: IVO with Power Tips |
>
>Terry and Kolbers,
>
To see how it can and was done can be found on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly100.html
The bad/good news is that I cannot verify Terry's increase in speed, but the
tip has improved performance in a positive way. I took an out and back trip
from K02. I flew upwind for a gps distance of 27 miles and then reversed
course and flew back to the airport. A cold front had come through and so
the EGT was running 50 degrees higher, and so one would expect better engine
performance but also a higher air density should increase drag too.
Comparing this data to the previous 94 mile 90+ degree round trip data, I
gained l.2 mph with the addition of the power tips. Fuel flows were the
same at 2.20 gph, but the power tips added a little range going from 22.1 to
22.7 mpg.
Currently, I have not protected the tips, but I am working on it. The
FireFly is quieter, so much so, that I can hear the wing swivel hinges
rattling. So next, I have to tighten and shim them.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: Huh?? Rudder and Elevator front cable guides sn 032. |
Jack
Sent you a pic. What is the difference between yours and mine? I
have 4 pulleys at the front end of the boom tube. Two sets of two pulleys
just behing the joy stick and a set of fairleads for the rudder cables
beyond that. Herb
032. writes:
________________________________________________________________________________
Charlie,
I too have been reading this newly released rule...spent most of last
evening...until my eyes went crossed study'ing it.
ANyway....the general drift I get is.....an homebuilt LSA bird will be
generally be subjected to the sme rules as an Certificated Experimental in
this regard of maintanance , (builder only) until the owner has completed a
"manufacturer approved" training course . Engine maintanence seems to be
also covered in this same way.
Now the subject of engine maintanance might be described as in fact a
little more stringent thru the LSA rule..than previously an Exp
registration...as owners can do the engine work....IT is hard to tell
here.there are alot of referrals to previously written FAR's...and these
will undoubtdly influence the interpretation of the new rule so as to
comply...and there is no doubt that a whole mirad of AC's (advisory
circulars) will be printed to clear this up. Keep in mind..this is the
normal FAA method....they write a rule in "FAA legal language" and then
write AC's to explain what they intended for it to mean. Nuttin new there.!
Overall....bringing your bird..and any other into a "regulated status" will
not be easy, if previously operated as an "outlaw" so to speak.
About the only conclusion I have come to so far is....many fellas I know
whom have been awaiting in hopes to slip an "outlaw bird" into the realm of
regulated......wont!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> |
Don,
I think you are right about the maintenance issues. In experimental amatuer
built someone can even have thier engine overhauled by someone other than an
A&P and sign off on that work as long as they hold the repairman certificate
for that aircraft. In Light Sport it specifically prohibits a light sport
repairman from signing off on someone else's work, and they are not allowed
to perform major alterations or repairs. Therefore, if you need to help
with any kind of maintenance or need a major repair, the helper is going to
have to at least be a light sport repairman with maintenance rating which
requires a 120 hour course or about 3 weeks or you will need to send it to
the manufacturer or thier designated representative. That's the way I'm
reading it.
Guys like me, who have been doing this for 15 years but do not have an A&P
license are going to have to spend 8 weeks in training away from home to be
able to keep doing what we are doing because I work on fixed wing, ppc and
trikes. 120 hours + 104 hours + 104 hours. Based on 40 hours per week,
that is 8 weeks. I figure it will cost $10,000 plus tuition, plus the
disruption in business from being away that long.
The other group of people who sort of got bad news was those who turned to
the UL trainers because they lost thier medical. Those guys are going to be
left out completely.
Other than those two items, it seems like a good rule.
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 Don Gherardini
Subject: Re: Kolb-List: sport pilot
Charlie,
I too have been reading this newly released rule...spent most of last
evening...until my eyes went crossed study'ing it.
ANyway....the general drift I get is.....an homebuilt LSA bird will be
generally be subjected to the sme rules as an Certificated Experimental in
this regard of maintanance , (builder only) until the owner has completed a
"manufacturer approved" training course . Engine maintanence seems to be
also covered in this same way.
Now the subject of engine maintanance might be described as in fact a
little more stringent thru the LSA rule..than previously an Exp
registration...as owners can do the engine work....IT is hard to tell
here.there are alot of referrals to previously written FAR's...and these
will undoubtdly influence the interpretation of the new rule so as to
comply...and there is no doubt that a whole mirad of AC's (advisory
circulars) will be printed to clear this up. Keep in mind..this is the
normal FAA method....they write a rule in "FAA legal language" and then
write AC's to explain what they intended for it to mean. Nuttin new there.!
Overall....bringing your bird..and any other into a "regulated status" will
not be easy, if previously operated as an "outlaw" so to speak.
About the only conclusion I have come to so far is....many fellas I know
whom have been awaiting in hopes to slip an "outlaw bird" into the realm of
regulated......wont!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> 032. |
| Subject: | Re: Huh?? Rudder and Elevator front cable guides sn |
032.
>
>Jack
> Sent you a pic. What is the difference between yours and mine? I
>have 4 pulleys at the front end of the boom tube. Two sets of two pulleys
>just behing the joy stick and a set of fairleads for the rudder cables
>beyond that. Herb
>032. writes:
>
Herb,
I will be going to the airport this afternoon. I will take the camera along
and take some photos so you can see the difference. The old system had many
more parts and many more places for play and slop to creep in. In some ways
the old system is better in that the elevator cables are not affected by
moving the stick sideways. This should not be a problem since the elevator
cables are quite long and if they are not set bow string tight. Also, in
the new system the pivot point for aileron movement is much lower which
gives you a better mechanical advantage in roll.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: You missed info from Chestnut Knolls |
steve boetoo at chestnut knolls -- amphib floats.=A0 i m sure i missed some
posts with this info, but could u say again the manufacturer/ etc, costs or
web
site of these floats.=A0 tnx john b in baton rouge.
This will be a Kolb marketed product, pricing is in the works as we speak.
Thanks for your support
Steve Boetto
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
Question for members that may have experience in high class hardware:
I have a dozen or so "NAS 6605-38 ma" bolts. These appear to be the correct length
for mounting my 3-blade IVO prop to the 4" extension on my 912-UL engine.
These bolts have a dished-out center in the head and I suspect that they are high
strength (~160K psi), close-tolerance bolts. They may be terrific for shear
applications but not recommended for tension applications like squeezing the
prop hub tightly in place but I may be wrong. I have tried to find them in all
the standard handbooks with no luck. 'Hate to waste them.
Duane the Plane, Tallahassee, FL, Mk3 Classic / 912
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Fw: [carolinasportflyers] Summary of the Sport Pilot Rule |
Bryan Green (Elgin SC)
----- Original Message -----
From: "John W.Davis" <patches11us(at)yahoo.com>
Subject: [carolinasportflyers] Summary of the Sport Pilot Rule
"Jon Thornburgh" <JonThornburgh@p...> wrote:
The FAA finally promulgated the Sport Pilot initiative on July 20,
2004. The
rule becomes effective on September 1, 2004.
Here's a quick summary of the salient features regarding the Sport
Pilot
certificate and Light Sport Aircraft (LSA):
LIGHT SPORT AIRCRAFT
* The allowable gross weight is 1,320 pounds. Aircraft operated on
water
can weigh 1,430 pounds.
* The stall speed must be not greater than 45 knots, max speed: 120
knots.
* LSA cannot have an in-flight propeller or retractable gear.
* Seaplanes can have "repositionable gear." The rule specifically
says that
the gear must be operated in either the down position throughout the
entire
flight, or in the up position throughout the entire flight. In other
words,
it appears that an amphibious seaplane may not take off from land
with the
gear down, raise the gear, and then land on water. This seems to
preclude
the Aventura from qualifying as an LSA.
* An LSA can have only one engine
* Hang gliders and foot-launched powered and unpowered paragliders
are
specifically excluded from being LSA, and a Sport Pilot certificate
does not
allow a sport pilot to fly a tandem hang glider or tandem paraglider.
* Weight-shift trikes are limited to two-axis control only. No
rudder is
allowed for yaw control.
SPORT PILOTS
* Contrary to the Sport Pilot NPRM, a sport pilot need not obtain a
logbook endorsement for each make and model that he wants to fly. The
FAA
will create a "set" of similar LSA make and models. You'll need
additional
instruction and an instructor's logbook endorsement for each new make
and
model "set" that you want to check out in.
* Sport Pilot Instructors must have 5 hours of PIC in each make and
model
set before they can teach in that aircraft.
* Powered parachutes are divided into "land" and "sea" classes.
* Pilots will be allowed to take a practical test (flight test) in a
single
seat LSA. The examiner will observe him from the ground. The pilot
will have
a "single-seat" limitation on his certificate.
* Sport pilots will have to take a biennial flight review (BFI). A
pilot
with a "single-seat" limitation will still have to take a BFI, and he
will
have to take it in a two seat LSA.
* The "driver's license medical" is not as liberal as many people
thought
it would be. If you have failed your aviation medical exam, you
cannot fly
with just a driver's license. If you lose your driver's license for
any
reason (like failure to have insurance) you cannot fly an LSA (unless
you
get a third class medical.) If your doctor tells you that you can't
operate
a motor vehicle (vision impairment, taking prescription drugs, etc.)
you
cannot fly an LSA.
* A sport pilot may not fly above 10,000 feet MSL. He cannot fly
above
10,000 feet even to cross over high terrain. (If you live near
Denver, you
won't be able to fly more than 5,000 feet AGL.)
* A sport pilot must have at least 3 miles visibility to fly.
* No night flying.
* No towing.
* You cannot demonstrate LSA for sale if you are a "salesman." (The
definition of a "salesman" is not given.)
* A sport pilot may fly in airspace where radio control is required,
but
only with additional training and a logbook endorsement.
* Although an LSA is allowed to have a top speed (in level flight)
of 120
knots, a sport pilot must have additional training and a logbook
endorsement
to fly an LSA with a level flight speed of more than 87 knots.
LSA MAINTENANCE
* On "Special" LSA (those LSA delivered "turn-key" flyable by the
manufacturer,) you are only allowed to do "preventative maintenance",
and
only if you are the owner of the Special LSA. (Preventive maintenance
options are listed in FAR Part 43, Appendix "A".) If you want to do an
annual inspection you must attend a 16-hour maintenance course. The
16-hour
course only allows you to inspect your airplane for defects, it does
not
allow you to perform maintenance on the airplane.
* If you want to do actual maintenance on the aircraft, you must
attend a
maintenance course of 80 hours for gliders and lighter-than-air
aircraft,
120 hours for airplanes and 104 hours for weight-shift (trikes) and
powered
parachutes. (The original NPRM proposed 80 hours.) Maintenance
students must
pass a maintenance knowledge test with a score of at least 80%.
An applicant for an LSA repairman certificate must take a
maintenance
course for each class of LSA
* LSA will be subject to Airworthiness Directives ("AD") notices
* Maintenance must be performed in accordance with the general
aviation
standards of FAR Part 43.
* There can be no alternations made to an LSA unless it is approved
by the
manufacturer or the FAA.
LSA EQUIPMENT
* All two-seat LSAs must have an ELT.
* LSA will be required to have a transponder to fly within Class B
and
Class C airspace, and the Class B "Mode C veil."
* LSA must comply with FAR 91.213 (Inoperative Equipment) also known
as the
"Minimum Equipment List." This means that if you're on a cross-country
flight and your tachometer breaks, you cannot fly home until it's
fixed.
ULTRALIGHT TRAINING
* The two-seat ultralight Exemption for ultralight training will
expire on
January 31, 2008. After then, ultralight BFIs and AFIs will cease to
exist.
* All "fat" single seat ultralights and all two-seat ultralight
trainers
must be FAA inspected and converted to "experimental" LSA by August
31,
2007. (Apparently, if an ultralight trainer is not converted by
August 31,
2007 it may still be used as an ultralight trainer until January 31,
2008,
after which it must be junked.)
* After an ultralight trainer is converted to an experimental LSA a
Sport
Pilot Instructor may use the converted experimental LSA as a Sport
Pilot
trainer (for compensation) until September 1, 2009.
* An ultralight pilot must register with a national ultralight
organization
(ASC, EAA, USUA) by September 1, 2004 if he wants to have his
ultralight
flight time to count toward his sport pilot license. He must then
take his
Sport Pilot practical test by January 31, 2007.
* Prospective LSA examiners who inspect and issue experimental LSA
airworthiness certificates (DPEs) must attend a three-day FAA course.
SPORT PILOT TRAINING
* Prospective Sport Pilot Examiners must attend a 5-day FAA course.
* Sport pilot instructors must have 150 hours of flight time.
A sport pilot must be at least 17 years old, an Sport Pilot
instructor 18
years.
This an abbreviated summary of the minimum required flight
experience to
be a sport pilot:
Airplane: 20 hours total, 75 mile solo cross country
Glider: 10 hours total
Gyroplane: 20 hours total, 50 mile solo cross country
Powered parachute: 12 hours total, 10 mile solo cross country
Weight shift (trike): 20 hours total, 50 miles solo cross country
This an abbreviated summary of the minimum required flight
experience to
be a private pilot weight shift or powered parachute:
Powered parachute:: 25 hours total, including 3 hours of night
flight, and a
25 mile solo cross country
Weight-shift: 40 hours total, including 3 hours of night flying with
a 75
mile night cross country, and a 100 mile solo cross country
Summary of sport pilot instructor requirements:
--18 years of age
--Knowledge exams on aeronautics and fundamental of instruction
--Practical test
--Have a sport pilot certificate or higher rating. A sport pilot
instructor may teach private pilot weight-shift or private pilot
powered parachute if the sport pilot instructor has at least a
private pilot rating himself.
--Required flight time:
Airplane: 150 hours total time, 25 hours of cross
country
time
Glider: 25 hours flight time
Gyroplane: 125 hours flight time (at least 50 hours in a
gyroplane) and 10 hours cross country
Weight-shift: 150 hours total (50 in weight-shift,) 25 hours
cross country
Powered parachute: 100 hours total (50 in a powered parachute,)
15
hours cross country
--5 hours in the same make and model "set"
--The sport pilot instructor must renew his instructor's
certificate
every two years, just as a general aviation instructor must do
--an ultralight instructor must transition to sport pilot
instructor
by January 31, 2008 if he wants credit for his ultralight flight
time
MISCELLANEOUS
* In the original Sport Pilot NPRM the FAA estimated the cost of
implementing Sport Pilot (to the government and to the pilot
community) to
be $40.3 million dollars. After the OMB said that the FAA's economic
figures
were hogwash, the FAA went back to the ouiji board and revised their
estimate of the cost of Sport Pilot to $221 million!
Deadlines to remember:
September 1, 2004 Effective date of the Sport Pilot rule. Deadline
for an ultralight pilot to register with a
national
ultralight organization in order to have his
ultralight flight time count toward his sport
pilot
certificate
August 31, 2005 Deadline for recreational pilots and higher
rated pilots to acquire the necessary flight
time to apply for a category and class rating
limited to a specific make and model of
experimental aircraft
January 31, 2007 Deadline for an ultralight pilot to take his sport
pilot practical test if he wants his ultralight
flight time to count toward his required sport
pilot flight experience
August 31, 2007 Last day that an experimental certificate will be
issued to a "fat" ultralight or two-seat trainer
January 31, 2008 Deadline for an ultralight instructor to take the
practical test for sport pilot instructor and
still
receive credit for his ultralight instructing
experience
January 31, 2008 Ultralight two-seat training exemption expires
September 1, 2009 Last day to be able to use an ultralight converted
to an experimental LSA as a sport pilot trainer
for
compensation
--- End forwarded message ---
http://us.click.yahoo.com/Z1wmxD/DREIAA/yQLSAA/jrDrlB/TM
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/carolinasportflyers/
<*> To unsubscribe from this group, send an email to:
carolinasportflyers-unsubscribe(at)yahoogroups.com
http://docs.yahoo.com/info/terms/
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | slip/Compass Indicator |
Any one see these sold by some US company?
jerb
________________________________________________________________________________
| From: | Ted Cowan <tcowan1917(at)direcway.com> |
am I reading this correct? A single seat flyer gets his endorsement having
an examiner (whoever or whatever that will be) watch him fly and then have
to take a biannual in a two seat? what idiot figured that one out. looks
like the factorys got to the 'man' and wrote this to tax the ordinary man to
death. of course, the plane industry and eaa wants us little guys out of
the air so they can sell the new big expensive ones. that is how I figure
it. no one is going to be able to afford to get the schools they are going
to require us to take to work on our own planes. this is not going to
further aviation, it is going to kill aviation from what I can see. I guess
at this point, panic is setting in. everything I invisioned to happen isnt
and it is going to be a nightmare. I guess what will finally happen if all
this comes true is we are still going to be flying illegally and take our
chances. I dont know of anyone who is going to "scrap" our old two seaters
for any reason. what about the special provision that was supposed to be
written in to help us register our old fat and two seaters we have without
any paper work? guess answers just prompt more questions. I have a two
seat challenger in the hanger I take care of for a guy who just doesnt want
to learn to fly anymore but wants rides. he says I should register it when
the time comes but how? anyone with answers could please answer off list if
they want but the answers are probably good for everyone. thanks. ted
cowan. p.s. was planning on taking the 80 hour course to help take care of
planes in my hangers but wow, looks like the faa is complicating this to a
point of exhaustion.
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
Bryan,
Thanks for the info - well done.
It looks like all but jets are to be "grounded" if this is correct:
* LSA cannot have an in-flight propeller or retractable gear.
Personally, I like to keep my prop when I/m flying :-).
Jim
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
| Subject: | costs for going SP |
The cost to be an SP pilot is going to be more than one thinks. Look at the following:
cost of written test ($)
cost of flight test ($)
cost for inspection ($$)
cost for any modifications found during inspection ($$$$$)
cost for maintenance course ($$$$$$)
cost for State of MN sticker ($)
cost for aircraft ownership in MN ($$$)
cost for insurance premiums ($$$$$)
cost for transponder if flown within mode C veil ($$$$$$)
cost of biennial flight reviews ($$)
If the FAA were smart, they would put the maintenance courses and practice tests
on DVD's then take the tests on the internet. This would cut the costs considerably.
Then if they can keep insurance premiums under $300 a year, it will be
affordable.
I plan on taking the written and flight tests as soon as they become available.
They should be reasonable in cost and I can do that now. The aircraft registration
will wait until I see some way to afford it.
Ralph
________________________________________________________________________________
| From: | "Wayne @ Aircraft Engravers" <wayne(at)engravers.net> |
| Subject: | Re: Fw: [carolinasportflyers] Summary of the Sport Pilot Rule |
As stated further down in this information and copied here:
> SPORT PILOT TRAINING
>
> This an abbreviated summary of the minimum required flight
> experience to be a private pilot weight shift or powered parachute:
>
>Powered parachute:: 25 hours total, including 3 hours of night
>flight, and a 25 mile solo cross country
Is this an error about the 3 hours of night flying? Because under the SPORT PILOTS
section it states: No night flying.
> * A sport pilot must have at least 3 miles visibility to fly.
>
>
> * No night flying.
>
>
> * No towing.
Wayne Cahoon
Aircraft Engravers
(860) 653-2780
(860) 653-7324 Fax
http://www.engravers.net
----- Original Message -----
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Kolb-List: Fw: [carolinasportflyers] Summary of the Sport Pilot Rule
>
>
> Bryan Green (Elgin SC)
> ----- Original Message -----
> From: "John W.Davis" <patches11us(at)yahoo.com>
> To:
> Subject: [carolinasportflyers] Summary of the Sport Pilot Rule
>
>
> "Jon Thornburgh" <JonThornburgh@p...> wrote:
> The FAA finally promulgated the Sport Pilot initiative on July 20,
> 2004. The
> rule becomes effective on September 1, 2004.
>
>
> Here's a quick summary of the salient features regarding the Sport
> Pilot
> certificate and Light Sport Aircraft (LSA):
>
>
> LIGHT SPORT AIRCRAFT
>
>
> * The allowable gross weight is 1,320 pounds. Aircraft operated on
> water
> can weigh 1,430 pounds.
>
>
> * The stall speed must be not greater than 45 knots, max speed: 120
> knots.
>
>
> * LSA cannot have an in-flight propeller or retractable gear.
>
>
> * Seaplanes can have "repositionable gear." The rule specifically
> says that
> the gear must be operated in either the down position throughout the
> entire
> flight, or in the up position throughout the entire flight. In other
> words,
> it appears that an amphibious seaplane may not take off from land
> with the
> gear down, raise the gear, and then land on water. This seems to
> preclude
> the Aventura from qualifying as an LSA.
>
>
> * An LSA can have only one engine
>
>
> * Hang gliders and foot-launched powered and unpowered paragliders
> are
> specifically excluded from being LSA, and a Sport Pilot certificate
> does not
> allow a sport pilot to fly a tandem hang glider or tandem paraglider.
>
>
> * Weight-shift trikes are limited to two-axis control only. No
> rudder is
> allowed for yaw control.
>
>
> SPORT PILOTS
>
>
> * Contrary to the Sport Pilot NPRM, a sport pilot need not obtain a
> logbook endorsement for each make and model that he wants to fly. The
> FAA
> will create a "set" of similar LSA make and models. You'll need
> additional
> instruction and an instructor's logbook endorsement for each new make
> and
> model "set" that you want to check out in.
>
>
> * Sport Pilot Instructors must have 5 hours of PIC in each make and
> model
> set before they can teach in that aircraft.
>
>
> * Powered parachutes are divided into "land" and "sea" classes.
>
>
> * Pilots will be allowed to take a practical test (flight test) in a
> single
> seat LSA. The examiner will observe him from the ground. The pilot
> will have
> a "single-seat" limitation on his certificate.
>
>
> * Sport pilots will have to take a biennial flight review (BFI). A
> pilot
> with a "single-seat" limitation will still have to take a BFI, and he
> will
> have to take it in a two seat LSA.
>
>
> * The "driver's license medical" is not as liberal as many people
> thought
> it would be. If you have failed your aviation medical exam, you
> cannot fly
> with just a driver's license. If you lose your driver's license for
> any
> reason (like failure to have insurance) you cannot fly an LSA (unless
> you
> get a third class medical.) If your doctor tells you that you can't
> operate
> a motor vehicle (vision impairment, taking prescription drugs, etc.)
> you
> cannot fly an LSA.
>
>
> * A sport pilot may not fly above 10,000 feet MSL. He cannot fly
> above
> 10,000 feet even to cross over high terrain. (If you live near
> Denver, you
> won't be able to fly more than 5,000 feet AGL.)
>
>
> * A sport pilot must have at least 3 miles visibility to fly.
>
>
> * No night flying.
>
>
> * No towing.
>
>
> * You cannot demonstrate LSA for sale if you are a "salesman." (The
> definition of a "salesman" is not given.)
>
>
> * A sport pilot may fly in airspace where radio control is required,
> but
> only with additional training and a logbook endorsement.
>
>
> * Although an LSA is allowed to have a top speed (in level flight)
> of 120
> knots, a sport pilot must have additional training and a logbook
> endorsement
> to fly an LSA with a level flight speed of more than 87 knots.
>
>
> LSA MAINTENANCE
>
>
> * On "Special" LSA (those LSA delivered "turn-key" flyable by the
> manufacturer,) you are only allowed to do "preventative maintenance",
> and
> only if you are the owner of the Special LSA. (Preventive maintenance
> options are listed in FAR Part 43, Appendix "A".) If you want to do an
> annual inspection you must attend a 16-hour maintenance course. The
> 16-hour
> course only allows you to inspect your airplane for defects, it does
> not
> allow you to perform maintenance on the airplane.
>
>
> * If you want to do actual maintenance on the aircraft, you must
> attend a
> maintenance course of 80 hours for gliders and lighter-than-air
> aircraft,
> 120 hours for airplanes and 104 hours for weight-shift (trikes) and
> powered
> parachutes. (The original NPRM proposed 80 hours.) Maintenance
> students must
> pass a maintenance knowledge test with a score of at least 80%.
>
>
> An applicant for an LSA repairman certificate must take a
> maintenance
> course for each class of LSA
>
>
> * LSA will be subject to Airworthiness Directives ("AD") notices
>
>
> * Maintenance must be performed in accordance with the general
> aviation
> standards of FAR Part 43.
>
>
> * There can be no alternations made to an LSA unless it is approved
> by the
> manufacturer or the FAA.
>
>
> LSA EQUIPMENT
>
>
> * All two-seat LSAs must have an ELT.
>
>
> * LSA will be required to have a transponder to fly within Class B
> and
> Class C airspace, and the Class B "Mode C veil."
>
>
> * LSA must comply with FAR 91.213 (Inoperative Equipment) also known
> as the
> "Minimum Equipment List." This means that if you're on a cross-country
> flight and your tachometer breaks, you cannot fly home until it's
> fixed.
>
>
> ULTRALIGHT TRAINING
>
>
> * The two-seat ultralight Exemption for ultralight training will
> expire on
> January 31, 2008. After then, ultralight BFIs and AFIs will cease to
> exist.
>
>
> * All "fat" single seat ultralights and all two-seat ultralight
> trainers
> must be FAA inspected and converted to "experimental" LSA by August
> 31,
> 2007. (Apparently, if an ultralight trainer is not converted by
> August 31,
> 2007 it may still be used as an ultralight trainer until January 31,
> 2008,
> after which it must be junked.)
>
>
> * After an ultralight trainer is converted to an experimental LSA a
> Sport
> Pilot Instructor may use the converted experimental LSA as a Sport
> Pilot
> trainer (for compensation) until September 1, 2009.
>
>
> * An ultralight pilot must register with a national ultralight
> organization
> (ASC, EAA, USUA) by September 1, 2004 if he wants to have his
> ultralight
> flight time to count toward his sport pilot license. He must then
> take his
> Sport Pilot practical test by January 31, 2007.
>
>
> * Prospective LSA examiners who inspect and issue experimental LSA
> airworthiness certificates (DPEs) must attend a three-day FAA course.
>
>
> SPORT PILOT TRAINING
>
>
> * Prospective Sport Pilot Examiners must attend a 5-day FAA course.
>
>
> * Sport pilot instructors must have 150 hours of flight time.
>
>
> A sport pilot must be at least 17 years old, an Sport Pilot
> instructor 18
> years.
>
>
> This an abbreviated summary of the minimum required flight
> experience to
> be a sport pilot:
>
>
> Airplane: 20 hours total, 75 mile solo cross country
>
> Glider: 10 hours total
>
> Gyroplane: 20 hours total, 50 mile solo cross country
>
> Powered parachute: 12 hours total, 10 mile solo cross country
>
> Weight shift (trike): 20 hours total, 50 miles solo cross country
>
>
> This an abbreviated summary of the minimum required flight
> experience to
> be a private pilot weight shift or powered parachute:
>
>
> Powered parachute:: 25 hours total, including 3 hours of night
> flight, and a
> 25 mile solo cross country
>
>
> Weight-shift: 40 hours total, including 3 hours of night flying with
> a 75
> mile night cross country, and a 100 mile solo cross country
>
>
> Summary of sport pilot instructor requirements:
>
> --18 years of age
>
> --Knowledge exams on aeronautics and fundamental of instruction
>
> --Practical test
>
> --Have a sport pilot certificate or higher rating. A sport pilot
>
> instructor may teach private pilot weight-shift or private pilot
>
> powered parachute if the sport pilot instructor has at least a
>
> private pilot rating himself.
>
> --Required flight time:
>
> Airplane: 150 hours total time, 25 hours of cross
> country
>
> time
>
> Glider: 25 hours flight time
>
> Gyroplane: 125 hours flight time (at least 50 hours in a
>
> gyroplane) and 10 hours cross country
>
> Weight-shift: 150 hours total (50 in weight-shift,) 25 hours
>
> cross country
>
> Powered parachute: 100 hours total (50 in a powered parachute,)
> 15
>
> hours cross country
>
> --5 hours in the same make and model "set"
>
> --The sport pilot instructor must renew his instructor's
> certificate
>
> every two years, just as a general aviation instructor must do
>
> --an ultralight instructor must transition to sport pilot
> instructor
>
> by January 31, 2008 if he wants credit for his ultralight flight
>
> time
>
>
> MISCELLANEOUS
>
>
> * In the original Sport Pilot NPRM the FAA estimated the cost of
> implementing Sport Pilot (to the government and to the pilot
> community) to
> be $40.3 million dollars. After the OMB said that the FAA's economic
> figures
> were hogwash, the FAA went back to the ouiji board and revised their
> estimate of the cost of Sport Pilot to $221 million!
>
>
> Deadlines to remember:
>
>
> September 1, 2004 Effective date of the Sport Pilot rule. Deadline
>
> for an ultralight pilot to register with a
> national
>
> ultralight organization in order to have his
>
> ultralight flight time count toward his sport
> pilot
>
> certificate
>
>
> August 31, 2005 Deadline for recreational pilots and higher
>
> rated pilots to acquire the necessary flight
>
> time to apply for a category and class rating
>
> limited to a specific make and model of
>
> experimental aircraft
>
>
> January 31, 2007 Deadline for an ultralight pilot to take his sport
>
> pilot practical test if he wants his ultralight
>
> flight time to count toward his required sport
>
> pilot flight experience
>
>
> August 31, 2007 Last day that an experimental certificate will be
>
> issued to a "fat" ultralight or two-seat trainer
>
>
> January 31, 2008 Deadline for an ultralight instructor to take the
>
> practical test for sport pilot instructor and
> still
>
> receive credit for his ultralight instructing
>
> experience
>
>
> January 31, 2008 Ultralight two-seat training exemption expires
>
>
> September 1, 2009 Last day to be able to use an ultralight converted
>
> to an experimental LSA as a sport pilot trainer
> for
>
> compensation
> --- End forwarded message ---
>
>
> http://us.click.yahoo.com/Z1wmxD/DREIAA/yQLSAA/jrDrlB/TM
>
>
> <*> To visit your group on the web, go to:
> http://groups.yahoo.com/group/carolinasportflyers/
>
> <*> To unsubscribe from this group, send an email to:
> carolinasportflyers-unsubscribe(at)yahoogroups.com
>
> http://docs.yahoo.com/info/terms/
>
>
>
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | In Flight "Adjustable" |
Guys,
I'm sure that was suppose to be "in-flight Adjustable propeller"
Gotta Fly...
Mike
SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Bryan,
Thanks for the info - well done.
It looks like all but jets are to be "grounded" if this is correct:
* LSA cannot have an in-flight propeller or retractable gear.
Personally, I like to keep my prop when I/m flying :-).
Jim
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Corrected - Source for Slip/Compass Indicator |
All,
Any one seen these being sold by a company in the US?
jerb
http://www.bmaa.org/classified.asp?AdvertID=652
________________________________________________________________________________
| From: | "Ron or Mary Payne" <whyme(at)vci.net> |
| Subject: | Re: Fw: [carolinasportflyers] Summary of the Sport Pilot Rule |
I have been waiting for this SP thing for a long time. It is hard to
understand all the new rules but it appears to me that about the only
advantage is in the medical requirements. It seems that in the other areas
such as annual inspections, bi-annual reviews, when and where you can fly
etc, it is more complicated than even a privite pilot flying a certified
aircraft. I have been taking my bi-annual checks in a Cessna 172. It now
appears that I would have to find a CFI certified in a Kolb type of aircraft
It has just about convinced me that I will leave flying and stick with my
boat and motorcycle. This will mean that my FireStar will be available for
sale. 503 DCDI, IVO three blade prop, EIS, BRS, strobes, ELT, electric
start, Hot Box, and all the usual instruments. Kit purchesd new from Kolb
about 4 years ago and completed 2 years ago. Only about 10 hrs flying time.
Located in West Kentucky just out of Paducah, Ky. Any one interested,
contact me off list.
Ron Payne
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
| Subject: | Re: In Flight "Adjustable" |
Mike,
I realize that - I was just kidding! :-).
Jim
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Kolb-List: In Flight "Adjustable"
>
> Guys,
> I'm sure that was suppose to be "in-flight Adjustable propeller"
>
> Gotta Fly...
> Mike
>
>
> SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
> Bryan,
>
> Thanks for the info - well done.
>
> It looks like all but jets are to be "grounded" if this is correct:
> * LSA cannot have an in-flight propeller or retractable gear.
>
> Personally, I like to keep my prop when I/m flying :-).
>
> Jim
>
> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>
>
> My Web Site:
> http://www.geocities.com/planecrazzzy/Planecrazzzy.html
>
>
> Sometimes you just have to take the leap
> and build your wings on the way down...
> Gotta Fly...
>
>
> --
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Ted, all
There are hoops to jump thru, restrictions and new requirements but you can
still fly. Those of you that have been stretching the ultralight rules will
have to follow fewer regulations than the rest of us have had to. They also,
have allowed experience to be transferred to the SPL license. When I got my
private license I got zero credit for my ultralight experience. As for
registration of your airplanes the FAA knows that these planes will not be
scrapped. There will be options to register existing planes as sport planes
and/or experimental. I have to believe that the rules to register these
illegal planes will be relaxed a bit to get them registered in the grace
period. There is little or no charge to get the planes registered. As usual
the adherence to regulations will vary according to who and what office
processes the registration. If you register your plane as a experimental and
are the builder you have the option to get authorization to maintain the
airplane yourself.
I will be asking questions at Oshkosh this year.
Good Luck
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Ted Cowan" <tcowan1917(at)direcway.com>
Subject: Kolb-List: spl
>
> am I reading this correct? A single seat flyer gets his endorsement
having
> an examiner (whoever or whatever that will be) watch him fly and then have
> to take a biannual in a two seat? what idiot figured that one out. looks
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Hey almost forgot!
Do we want to plan a (want to be, builder, flyer) get-together daily at the Kolb
exhibit in the ultralight area? How about 8 AM or just after the morning fly?
Seems like we did 11 AM last year and there seemed to something happening elsewhere
at that time and it was HOT.
Also who is attending?
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | Jimmy <jhankin(at)planters.net> |
| Subject: | Elevator movement |
Jack or any other Firefly flier.
Could someone with a Firefly tell me how many degrees of movement that they have
on their horizontal elevator, full up and full down, from the center position.
When moving the flap lever, how much movement is there, measuring at the trailing
edge of the flap, when moving from the first position to the third position.
Also what is the angle of the main boom when in level flight.
Jimmy Hankinson
912-863-7384
Rocky Ford, Ga. 30455
jhankin(at)planters.net
Kolb Firefly/447/275 hrs
Local field, Pegasus/2000/Grass
Airport JYL/Sylvania, Ga.
________________________________________________________________________________
| Subject: | Re: Oshkosh 2004 |
NeilsenRM(at)comcast.net>
Hey almost forgot!
Do we want to plan a (want to be, builder, flyer) get-together daily at the
Kolb exhibit in the ultralight area? How about 8 AM o..........
I plan to be at the booth everyday, all day.
Steve Boetto
Kolb Amphib project
MKIIIC N272SB
Picked up kit #2 at Kolb
________________________________________________________________________________
| Subject: | Re: Oshkosh 2004 |
Mr.Neilson,
I am not certain what official duties I will draw manning the various Honda
Booths at Oshosh..however I will be there, and I have requested thurs and
fri for -"off duty days"...and of course..I too would like to see and chat
with fellow "kolb benders".....at the show! Course....maybe the fellas I
need to chat with are the Kolber flyers....who have managed to keep theirs
straight!
Looking forward to seeing you again Richard!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Elevator movement |
>
>Jack or any other Firefly flier.
>
>Could someone with a Firefly tell me how many degrees of movement that they have
on their horizontal elevator, full up and full down, from the center position.
>
>When moving the flap lever, how much movement is there, measuring at the trailing
edge of the flap, when moving from the first position to the third position.
>
>Also what is the angle of the main boom when in level flight.
>
>Jimmy Hankinson
Jimmy,
My elevator moves 20 degrees up or down from the neutral position.
I have no idea on the flaps. I will be gone for the rest of the week, but
I will measure the angle when I get back.
All the angles on my FireFly can be seen on the very bottom of:
http://www.thirdshift.com/jack/firefly/firefly.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Fw: [carolinasportflyers] Summary of the Sport Pilot Rule |
Ron, I don't think it's gonna be that bad pard hang in there till the dust
clears.
Bryan Green Elgin SC
Firestar I 19LBG 377 BRS
----- Original Message -----
From: "Ron or Mary Payne" <whyme(at)vci.net>
Subject: Re: Kolb-List: Fw: [carolinasportflyers] Summary of the Sport Pilot
Rule
>
> I have been waiting for this SP thing for a long time. It is hard to
> understand all the new rules but it appears to me that about the only
> advantage is in the medical requirements. It seems that in the other
areas
> such as annual inspections, bi-annual reviews, when and where you can fly
> etc, it is more complicated than even a privite pilot flying a certified
> aircraft. I have been taking my bi-annual checks in a Cessna 172. It now
> appears that I would have to find a CFI certified in a Kolb type of
aircraft
> It has just about convinced me that I will leave flying and stick with
my
> boat and motorcycle. This will mean that my FireStar will be available
for
> sale. 503 DCDI, IVO three blade prop, EIS, BRS, strobes, ELT, electric
> start, Hot Box, and all the usual instruments. Kit purchesd new from Kolb
> about 4 years ago and completed 2 years ago. Only about 10 hrs flying
time.
> Located in West Kentucky just out of Paducah, Ky. Any one interested,
> contact me off list.
>
> Ron Payne
>
>
________________________________________________________________________________
| From: | Jim Clayton <jspc78(at)yahoo.com> |
| Subject: | Re: Oshkosh 2004 |
Greeting everyone,
I'm almost finished with the first wing, and so it
looks like the plane won't be finished in time to make
it to Oshkosh this year ;-) All this alodyning and
epoxy painting takes a long time!
Sorry to miss you all this year. Have fun, and post
lots of stories and pictures when you return, ok?
Jim Clayton
California
Mark-3X, 912ULS, Building.....Planning to fly to Osh
next year!
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf
Of Richard &
Martha Neilsen
Subject: Kolb-List: Oshkosh 2004
Neilsen"
Hey almost forgot!
Do we want to plan a (want to be, builder, flyer)
get-together daily at the Kolb exhibit in the
ultralight area? How about 8 AM or just after the
morning fly? Seems like we did 11 AM last year and
there seemed to something happening elsewhere at that
time and it was HOT.
Also who is attending?
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
The NAS6605 series are indeed close-tolerance 160 ksi to 180 ksi (tension
strength) steel bolts. They are fine for tension or shear. The thread is
.3125-24 UNJF-3A.
These are excellent fasteners if that size and thread suits you. These are
considerably stronger than the 125 ksi AN5 bolts.
The -38 length is 2.844 inches long from under the head to the end of the
bolt. The grip length is 2.375 inches.
The "ma" is not noted in the specification. I don't know what that would be.
NAS6605-38 undrilled, nonlocking, cadmium plated.
NAS6605D38 drilled shank, undrilled head, nonlocking, cadmium plated.
NAS6605H38 drilled head, undrilled shank, nonlocking, cadmium plated.
NAS6605DH38 Drilled shank and head, nonlocking, cadmium plated.
Now that you've got the idea of how the descritive codes work:
L is for self-locking.
P is for self-locking, patch type.
C is for chromium plated.
If you plan to use these and need to drill them, it'll be hard. Email me
off-line and I'll send you the drilling specs.
Dave Paule
Boulder, CO
Used FSII that I haven't flown yet....
Regarding -
I have a dozen or so "NAS 6605-38 ma" bolts. These appear to be the correct
length
for mounting my 3-blade IVO prop to the 4" extension on my 912-UL engine.
These bolts have a dished-out center in the head and I suspect that they are
high
strength (~160K psi), close-tolerance bolts. They may be terrific for shear
applications but not recommended for tension applications like squeezing the
prop hub tightly in place but I may be wrong. I have tried to find them in
all
the standard handbooks with no luck. 'Hate to waste them.
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
I forgot to mention that there's a generous radius under the head of the
bolt. You MUST use countersunk washers to accomodate this.
Otherwise you'll drive yourself nuts waiting and listening for that "Bling!"
sound that the bolt head makes when it comes off.
Dave Paule
Boulder CO
FS II that I haven't flown yet.
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
Hi kolbers!
Dondi & I will be at Oshkosh again this year. We'll be manning both the Poly-Fiber
and the Randolph booths in exhibit building "A", so please stop in & say Hi!
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber, Ceconite & Randolph Distributors
(Toll Free) (877) 877-3334
Web Site: www.poly-fiber.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
1.9 DATE_IN_FUTURE_03_06 Date: is 3 to 6 hours after Received: date
Folks;
Just got off the phone with Bro John. He is in Dead Horse, Ak. Will fly to Narrow
on Monday. Plane and Pilot doing fine.
Jim Hauck
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
1.9 DATE_IN_FUTURE_03_06 Date: is 3 to 6 hours after Received: date
Folks, I should have said Barrow instead of Narrow, Too many thumbs on my typing
hand.
Jim Hauck
Do not Achieve
________________________________________________________________________________
| From: | PaulServaty(at)aol.com |
| Subject: | Re: Kolb-List Digest: 9 Msgs - 07/23/04 |
Fm: Paul _Servaty(at)aol.com_ (mailto:Servaty(at)aol.com)
Time 0900 7-24-04
Subj: 503DCDI OIl Inj. pum
Hi
Just did the 503 exchange with Lockwwod & have the oil inj: pump with
mounts & hardware for sale at $75.00 + shipping. Never used it is without
controls & oil resv.
_www.Paul_ (http://www.Paul) _Servaty@aol.com_ (mailto:Servaty@aol.com) or
1-301-769-2409
Fly Safe
Paul "OUTLAW" Servaty
DO NOT ARCHIEVE
________________________________________________________________________________
| Subject: | [ Will Tatham ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Will Tatham
Subject: Mark III Lift Handle and Dolly
http://www.matronics.com/photoshare/wmtatham@juno.com.07.24.2004/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| Subject: | [ Robert Mason ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Robert Mason
Subject: Gas tank and throttle
http://www.matronics.com/photoshare/masonclan@sbcglobal.net.07.24.2004/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| Subject: | Re: Rotax 912 UL Engine Temps / Flight testing. And a |
Little Update on John H.
| From: | jhauck(at)elmore.rr.com |
Use http://www.onspeed.com/?A=web2mail to transform dial up
connections to near broadband speed. Reccomended by Web2Mail
Hi Duane/Mark/Gang:
Been flying the 912 and 912ULS since Spring 1994. Never had an EGT to monitor
on either. Never had a problem with either (912 - 1135.0)(912ULS - 816.8) Seems
that is a little over 1951.8 hours. Perhaps I need to install one, but none
are available in Colville Village, Alaska, 48 sm NW of Deadhorse, AK. Population
2, with 1 giant Chesapeak Retriever, and 1 transient with Kolb MKIII.
I monitor eng oil temp/press, cyl head metal temp, and none of the other normal
two stroke vital signs. Seems if I leave the carbs alone, don't try to be more
intelligent than the engineers that designed and built the 912 series engines,
I have virtually no problems in any and all kinds of geographic locations
and weather conditions. To toot the 912 enthusiast horn, a most reliable engine
(until it quits/got my fingers crossed until I get back to Alabama). However,
in those hours I have had two engine failures with the 912 and none with the
912ULS. Both 912 engine failures were pilot error, i.e., contaminated fuel
and water (a lot) in the fuel.
Flew to Kaktovic (Barter Island) yesterday, about 120 sm east of Deadhorse and
the only village in NE Alaska on the North Slope, then back to Deadhorse for fuel
and on to Colville Village. Got here at the Helmericks yesterday about 1700
hours, 5 o'clock National Guard time. Will remain here until Monday morning,
then attempt to fly the 150 sm to Barrow. Will probably RON Barrow for a night
or two, then return to Helmericks, Deadhorse, and then south to Wiseman,
Bettles, and North Pole. After North Pole, will head south returning to the Lower
48 in Washington. Plan on stopping off at Arlington to see if I still remember
any of the folks there from 10 years ago, then to Klamath Falls, Oregon,
to visit Larry Kottrel, Nevada, Utah, Idaho, Colorado, and points east and south
to Alabama and my cow pasture and airstrip. Be home when I get there, hopefully
before the first snow.
Night before last I flew into Deadhorse in a T-shirt, as well as yesterday into
Helmericks. A big turn around in the weather today. Wind is howling and the
temps dropped from 75 to 50 as of several hours ago. Wind is out of the north,
right off the polar ice cap which is a couple miles off shore here. In Kaktovic
it was pushed up against the beach and the temps were 45F at noon on the
ground with strong winds out of the north.
This has been the best cross country I have ever made, so far. I hope and pray
that conditions and equipment, as well as this 65 year old pilot will continue
to perform as well as the airplane and engine.
I am 7,800+ sm and 104.2 flight hours into this trip. This is also the first day
of week 5 or day 29.
Take care,
john h
Colville Village, Alaska
MKIII - 2,162.7 hours
912ULS - 816.8 hours
Built 1991
First Flight March 1992
________________________________________________________________________________
| Subject: | Float flyer from Kolb |
Hey fellow Kolbers,
Here is the latest on the float project. Steve asked me to post it for all to see.
Planning on working on Ms. Dixie all day today:-)
http://www.c-gate.net/~ppetty/photos/KOLB.jpg
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
| From: | "boyd young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 11 Msgs - 07/24/04 |
________________________________________________________________________________
| Subject: | trimming for torque |
| From: | Erich_Weaver(at)URSCorp.com |
07/25/2004 01":54:03.PM(at)matronics.com,
MIME-CD complete at 07/25/2004 01:54:03.PM(at)matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
07/25/2004 01:53:02.PM(at)matronics.com
Duane the plane:
I am a little surprised to hear that your mrk 3 with 912 has right turning
tendencies, only because mine does the opposite - left turning. Seem to
remember hearing of left turning tendencies from others as well, perhaps
partly due to most of us flying solo in the left seat. Presumably you would
have an even bigger issue with a right seat passenger along. I lived with
the left turn for a long time and then finally simply wrapped a bungy
around the stick and over to the right side because that was the easiest
solution and also allows for some in-flight adjustment. Aileron trim tabs
are perfectly fine as well, and are suggested within the old Kolb manual.
regards,
Erich Weaver
________________________________________________________________________________
| Subject: | flexible exhaust system |
| From: | Erich_Weaver(at)URSCorp.com |
07/25/2004 04":28:25.PM(at)matronics.com,
MIME-CD complete at 07/25/2004 04:28:25.PM(at)matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
07/25/2004 04:27:23.PM(at)matronics.com
I continue to be plagued by cracked pipes on the Titan 912 SS exhaust
system. The cracks are typically occurring within the short segment right
near the cylinder heads. This portion of the pipes is somehwat thinner wall
material than the rest of the pipes and is essentially an adapter to allow
mating with the Rotax engine. I can only assume that that since the pipes
are obviously held in a fixed position here, the rest of the exhaust system
is flexing and vibrating enough to cause the failures. Ive welded the
cracks, but I think they have become work hardened and brittle. Besides,
Im ready to move on to a longer term solution.
Spent some time on the internet this morning and found several companies
that make metal bellows for isolation of vibration and flexibility. These
are essentially what you see on a flexible drinking straw - a corrugated
section that allows some movement in the tubing. At least a few companies
indicate that they are applicable to exhaust systems, although Im not sure
how many would be willing to put them on aircraft.
Many of the same companies also manufacture various forms of flexible steel
hose. As far as I can tell, thesare not just steel braids around an
interior rubber hose, but high tech steel throughout, for carrying nasty
hot fluids.
Any of you scientists/engineers out there have any thoughts abuout the use
of metal bellows or steel hose in an exhaust system? Why are exhaust pipes
rigid instead of flexible? Seems like a short section of either hose or
bellows would do a lot for vibration isolation. Then again, I cant recall
ever seeing either on an airplane, and I cant be the first to think of
this. Somebody tell me why Im nuts. Cost? Well, ok, but the titan system
is now $1,000 and thats not working for me.
regards,
Erich Weaver
________________________________________________________________________________
| Subject: | flexible exhaust system |
| From: | Erich_Weaver(at)URSCorp.com |
07/25/2004 04":30:16.PM(at)matronics.com,
MIME-CD complete at 07/25/2004 04:30:16.PM(at)matronics.com,
Serialize by Router on SMTP102/URSCorp(Release 5.0.11 |July 24, 2002) at
07/25/2004 04:29:10.PM(at)matronics.com
I continue to be plagued by cracked pipes on the Titan 912 SS exhaust
system. The cracks are typically occurring within the short segment right
near the cylinder heads. This portion of the pipes is somehwat thinner wall
material than the rest of the pipes and is essentially an adapter to allow
mating with the Rotax engine. I can only assume that that since the pipes
are obviously held in a fixed position here, the rest of the exhaust system
is flexing and vibrating enough to cause the failures. Ive welded the
cracks, but I think they have become work hardened and brittle. Besides,
Im ready to move on to a longer term solution.
Spent some time on the internet this morning and found several companies
that make metal bellows for isolation of vibration and flexibility. These
are essentially what you see on a flexible drinking straw - a corrugated
section that allows some movement in the tubing. At least a few companies
indicate that they are applicable to exhaust systems, although Im not sure
how many would be willing to put them on aircraft.
Many of the same companies also manufacture various forms of flexible steel
hose. As far as I can tell, thesare not just steel braids around an
interior rubber hose, but high tech steel throughout, for carrying nasty
hot fluids.
Any of you scientists/engineers out there have any thoughts abuout the use
of metal bellows or steel hose in an exhaust system? Why are exhaust pipes
rigid instead of flexible? Seems like a short section of either hose or
bellows would do a lot for vibration isolation. Then again, I cant recall
ever seeing either on an airplane, and I cant be the first to think of
this. Somebody tell me why Im nuts. Cost? Well, ok, but the titan system
is now $1,000 and thats not working for me.
regards,
Erich Weaver
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
| Subject: | Re: flexible exhaust system |
Eric,
A friend of mine had the same problem with his 912. He solved it with the
new Ball Joint Conversion Kit, p. 129 of the CPS 2004 catalog. Cost $29.95.
Jim
Mark III
Charlotte, NC
----- Original Message -----
From: <Erich_Weaver(at)URSCorp.com>
5.0.11 |July 24, 2002" <"Serialize by Router on SMTP102/URSCorp at
07/25/2004 04:27:23.PM"@matronics.com>
Subject: Kolb-List: flexible exhaust system
>
>
> I continue to be plagued by cracked pipes on the Titan 912 SS exhaust
> system. The cracks are typically occurring within the short segment right
> near the cylinder heads. This portion of the pipes is somehwat thinner
wall
> material than the rest of the pipes and is essentially an adapter to allow
> mating with the Rotax engine. .
>
> >
> regards,
> Erich Weaver
>
>
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
The latest, postmarked Sun 2131 Z
Morning Bob:
Thanks for the note. Always good to hear from you.
Tell Jo hello for me and give her a hug too, a big one. :-)
I am not superstitious, except on the chance something may go wrong,
hehehe. [ I wrote that I wouldn't wish him good luck, just good skill--bn]
Great flight so far. So much different from previous flights of "push"
to get back to Oshkosh. This one has been
more leisure flying to places I would never take the time to visit
because of the time factor. I can stay a day or
two in one place to rest up and regroup, as I am doing here with the
Helmericks at Colville Village. What great
folks they are. Coming here again was like coming home. Same way I
feel when I go to my friend JD Smith's in
North Pole. When I ask if I am going to be in the way, his two sisters
from Alabama were visiting when I arrived, he
replies with, "no sweat, we'll just hang you on a nail." Or, "Don't
worry, you are just family." I take that as a great
compliment from an old retired Army CW4 Army Aviator. He is Cherokee
Indian from Hartselle, Alabama, as are
his sisters.
From the second story window, here in the Helmerick's home, I can see
the Polar Ice Cape pushed up against the
sand bars of the Colville River Delta. I have dined on freshly smoked
white fish and arctic char. Munched on
smoked caribou. Roamed around this island they call home with the
biggest Chesapeak Retriever I have ever seen.
I can not go out the door without my brown giant of a buddy, Toby. He
doesn't know the Colville River is ice cold.
Loves to retrieve sticks I throw in the water for him.
Tomorrow will head on out to Barrow, weather permitting. Hope to spend
a few days there, if I can may local
contact with Eskimos, not tourist guides.
Soon will be time to head on back south. I will be glad to get home
again, but extremely sad to leave the North
Slope and the rest of Alaska, YT, BC, that I love so much.
When I talked to JD on the phone the other night, they were having a
tremendous thunderstorm in North Pole.
Hope that it spread far enough to put out some of the fires. If the
smoke is gone, and the weather is good, will
still attempt to fly to Inuvik, Northwest Territory, and the
northernmost village about 80 miles north on the
coast. Then it will be time to head for the house.
Thanks again for writing,
john h
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
John H. reported at 0500Z from Colville Village (east of Prudhoe Bay) :
Hi Bob:
I sent an email about Titan exhaust systems and the good luck I have had
with them to the Kolb List this morning.
Do not remember if it came through the List or not. Mind and memory
both slipping. hehehe
Jim's Super Cub is in maintenance in Fairbanks. He had a bird survey to
do, Snow Geese, here in the oil field. I
volunteered to fly him for three hours this afternoon, covering aprx'ly
250 miles of tundra and water on the coast
and a few miles inland. This left Jim free to do the photo taking and
counting without the added responsibility of
flying the airplane.
BTW: I flew it in T-shirt. However, out of the sun it got a little
cool, and out of the airplane in the 20 to 30 mph
wind, it got really cold.
Tonight for supper I had musk ox steak and caribou tenderloin. Both delicious.
What a terrific opportunity this has been to experience the lifestyle of
such wonderful people.
Take care,
john h
Colville Village, Alaska (population 2 + very large dog bn)
________________________________________________________________________________
| From: | herbgh(at)juno.com.0.8.MANY_EXCLAMATIONS.Subject.has.many.exclamations |
has many exclamations
Group
Searching around for fabric rivets; I notice that FPC corp(1
-800-860-3838) manufacturers an all aluminum rivet pn ADALF42 ,size:
1/8 with a grip range of .031 to ,125 with an .374 head. Looks to be
what I need. Anyone know where to buy this particular brand? I notice
that one of their retailers is True Value Hardware stores. Looking at a
store in Tenn; I notice that they do not seem to carry that particular
rivet. Herb
Interestingly, Aircraft Spruce does not carry them any more. I guess
that Kolb is the only plane that uses them and Jim and Dondi are the only
ready suppliers?
Also--Thanks to Ron Payne, I have solved my elevator problem. I
mounted both elevator pulleys in a bracket that I attached to the
aileron torque tube at the rear bolt which holds the universal joint.
This gave me fairly good symmetry such that the cables retain nearly the
same tension while the stick is moved from side to side. It also solves
the pulley/cable chaffing problem buy reducing the angle of the cable as
it enters the pulley. . All on my Firefly. Sn 032 with the new style
stick.
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Suck You-In Message to Install Trojan |
Hey folks especially those weak in computer and internet savvy,
Today I received an email message with an attachment addressed to the email
address I use for participation on various the mail list which I belong.
The message was well written appearing as if originated from my internet
service provider (ISP) stating that my account had been used to sent a huge
amount of junk mail and suggested my computer was compromised and now runs
a Trojan proxy server. They cleverly try to get you to open the attachment
(letter.scr) which if actually run would install a Trojan on your
PC. Note, Norton Internet Security Anti-Virus detected the attachment as
containing a Trojan.
If you get messages of this nature and are not sure, contact your ISP
before running anything. Normally I wouldn't post this but it was so well
done it could very easily suck a person in to doing it.
jerb
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Rivets! Rivets! |
Are you sure Aircraft Spruce doesn't carry fabric rivets any more - In my
2001/2002 catalog there in the fabric section with rib stitching needles,
inspection hole rings and covers, etc. - look for rivets, fabric in the
index.
jerb
>MANY_EXCLAMATIONS Subject has many exclamations
>
>Group
> Searching around for fabric rivets; I notice that FPC corp(1
>-800-860-3838) manufacturers an all aluminum rivet pn ADALF42 ,size:
>1/8 with a grip range of .031 to ,125 with an .374 head. Looks to be
>what I need. Anyone know where to buy this particular brand? I notice
>that one of their retailers is True Value Hardware stores. Looking at a
>store in Tenn; I notice that they do not seem to carry that particular
>rivet. Herb
>
> Interestingly, Aircraft Spruce does not carry them any more. I guess
>that Kolb is the only plane that uses them and Jim and Dondi are the only
>ready suppliers?
>
> Also--Thanks to Ron Payne, I have solved my elevator problem. I
>mounted both elevator pulleys in a bracket that I attached to the
>aileron torque tube at the rear bolt which holds the universal joint.
>This gave me fairly good symmetry such that the cables retain nearly the
>same tension while the stick is moved from side to side. It also solves
>the pulley/cable chaffing problem buy reducing the angle of the cable as
>it enters the pulley. . All on my Firefly. Sn 032 with the new style
>stick.
>
>
________________________________________________________________________________
| Subject: | Re: the floats/ John H report |
________________________________________________________________________________
| Subject: | Re: the floats/ John H report |
Sorry, long day,
WE heard from John today, he is leaving Barrow, and headed for Deadhorse, if
he cant' make it that far he will stap at Helmerich.
Set up for the show is done and eveyone beat.
Homer saw the float setup today and was very pleased.
Sounds like the winter is closing in and John is heading home
steve b
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: trimming for torque |
In a message dated 7/26/04 6:58:05 PM Eastern Daylight Time,
muso2080(at)yahoo.com writes:
> should I put the the permanent trim on the right aileron with the angle up
> or on the left aileron with the angle down?
Steve,
It doesn't matter which aileron you put the trim tab on. However, the angle
needs to be just the opposite from your explanation. To correct a left
turning tendancy, do this:
On the right aileron, bend the tab "Down". This will force the aileron up,
making the wing go down and the plane turn right.
On the left aileron, bend the tab "Up". This will force the aileron down,
making the wing go up and again, the plane turn right.
In case you need to trim the elevator, do this:
A tab bent "Down", will force the elevator up, which will cause the nose of
the plane to go Up.
A tab bent "Up", will force the elevator down, which will make the nose of
the plane go Down.
Rudder Trim, as viewed from the rear of the plane:
Bend the tab to the Left, the rudder is forced to the right.
Bend the tab to the right, the rudder is forced to the left.
Bill Varnes
Original FireStar
Audubon, NJ
________________________________________________________________________________
| Subject: | Re: trimming for torque |
In a message dated 7/26/2004 10:51:05 PM Eastern Standard Time,
WhiskeyVictor36(at)aol.com writes:
On the right aileron, bend the tab "Down". This will force the aileron up,
making the wing go down and the plane turn right.
On the left aileron, bend the tab "Up". This will force the aileron down,
making the wing go up and again, the plane turn right.
IMHO, put it on the right aileron. If you put it on the left one, the tab is
in turbulent "dirty" air & will be less effective. We did this mod. on a FS
II & it worked great.
Reflexing the ailerons up a little works great to stop a the nose from
dropping.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Elevator movement |
>Date: Thu, 22 Jul 2004 18:18:49 -0500
>Jimmy,
>
>My elevator moves 20 degrees up or down from the neutral position.
>
>I have no idea on the flaps. I will be gone for the rest of the week, but
>I will measure the angle when I get back.
>
>All the angles on my FireFly can be seen on the very bottom of:
>
>http://www.thirdshift.com/jack/firefly/firefly.html
>
>Jack B. Hart FF004
>Jackson, MO
>
>
Jimmy,
I measured the aileron angle change for full flaperon extension. It came
out to be 23 degrees relative to the bottom of the wing.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)carolina.rr.com> |
Kolbers,
I will be visiting in the Detroit area (Southfield) this weekend. Any Kolbs I can
look at in the area?
Jim Minewiser
Mark III
Charlotte, NC
________________________________________________________________________________
| Subject: | Re: trimming for torque |
In a message dated 7/27/2004 2:11:32 PM Eastern Standard Time,
muso2080(at)yahoo.com writes:
Thanks guys for setting me straight on the trim. My tab will be permanent
(although bendable for fine tune). I will put it on the right aileron bent
down. Does it need to be in any particular place on the aileron
(outboard...inboard)?
We pretty much centered ours on the aileron. Seems to me it was about 12" X
4".
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
Hop the border and we can show you a Mk3, a highly modified mk3 an
original Twinstar and a slingshot all at my airstrip. The Jabi on my
modified mk 3 is installed and awaiting a final check and oil change before
I fire it up for the first time..
----- Original Message -----
From: "flykolb" <flykolb(at)carolina.rr.com>
Subject: Kolb-List: Detroit
>
> Kolbers,
>
> I will be visiting in the Detroit area (Southfield) this weekend. Any
Kolbs I can look at in the area?
>
> Jim Minewiser
> Mark III
> Charlotte, NC
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: From Mouse to Moose.... |
Moosesky...............?? Russian Moose ?? :-) There is NOTHING
happening to that thing till the weather cools - a bunch. I'm a prisoner in
my house here. Pheeee-eeeeww ! ! !
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Subject: Kolb-List: From Mouse to Moose....
>
> Hey Big Lar,
> You gonna take that??? I think you should put that mouse in
the SKY and make a MOOSE outa of it....He he he
>
> Gotta Fly...
> Mike in MN
>
>
> SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
> i think non flying mooses are a dime a dozen..... at least a dime a six
> pack.... not get that thing flying and it may be another story.
>
> boyd
> >
________________________________________________________________________________
| From: | "Ronnie Wehba" <rwehba(at)cox.net> |
| Subject: | Re: From Mouse to Moose.... |
Hi larry, really sorry I missed you this trip,we finally got RAIN!! this
week , I think ,it is that wet stuff from them thar clouds???hope you had a
great trip.
ronw in tx.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: From Mouse to Moose....
>
> Moosesky...............?? Russian Moose ?? :-) There is NOTHING
> happening to that thing till the weather cools - a bunch. I'm a prisoner
in
> my house here. Pheeee-eeeeww ! ! !
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
> To: "z Kolb-List"
> Subject: Kolb-List: From Mouse to Moose....
>
>
> >
> > Hey Big Lar,
> > You gonna take that??? I think you should put that mouse in
> the SKY and make a MOOSE outa of it....He he he
> >
> > Gotta Fly...
> > Mike in MN
> >
> >
> > SNIP>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
> > i think non flying mooses are a dime a dozen..... at least a dime a
six
> > pack.... not get that thing flying and it may be another story.
> >
> > boyd
> > >
>
>
________________________________________________________________________________
| From: | William George <wgeorge(at)mountainmeadowranch.com> |
| Subject: | Re: Kolb-List Digest: Torque and "P" factor |
My colleague Dave has correctly stated the description of forces. I
would add perhaps one more.
The propeller swirl winds around and impacts the vertical stabilizer.
In a clockwise turning engine (viewed from the rear looking forward)
the swirl pushes the vertical stabilizer to the left. This cause the
nose to yaw right.
The ultimate effect of this was demonstrated one day when I had a
fairly strong crosswind from the right on takeoff with a passenger and
full tanks. This was with the 582 installed. I increased the throttle
at my normal rate and soon found that I had run out of left rudder and
the airplane was still turning right. I lowered the nose (raised the
tail) quickly and regained rudder authority. The solution was to
increase the throttle more gradually under those conditions, thus
getting aerodynamic breeze over the tail before the full force of prop
swirl.
Interestingly, the Verner 80 hp engine shows less of this tendency than
the 582 even though it has more power. I believe that this is due to
the fact that the Verner mounts several inches higher than the 582 and
less of the the prop swirl impacts the vertical stabilizer. Check the
vertical stabilizer for oil breather spattering and you will see that
nearly all of it is on the right side.
The Kolb requires left rudder on takeoff and climb. "P" factor
correction in a clockwise turning prop requires right rudder, a la GA
airplanes. Torque should be a non-issue in our Kolbs.
My two cents.
Bill George
Hawaii
Kolb Mk-3 Verner 1400 Powerfin
On Jul 28, 2004, at 8:56 PM, Kolb-List Digest Server wrote:
> Subject: Kolb-List: Torque and "P" factor
>
>
>
>
> There seems to be some confusion here regarding torque and p-factor.
> Torque shows
> up at high power settings with very powerful engines on single engine
> center
> line thrust aircraft. Although the torque effect shows up as a
> rolling tendency,
> the proper control response is opposite rudder. An example of an
> aircraft
> that had a lot of torque was the A-1. Smaller pilots had trouble
> controlling
> it on takeoff because of the extreme amount of rudder required to keep
> it
> straight on the runway. Also, in the air, a rapid increase of
> throttle would
> tend to roll the aircraft.
>
> P-factor is caused by the thrust line of the aircraft not being in
> exact line with
> the airflow (vertically). The prop sees a different angle of attack
> on each
> side of the propeller disk. This produces more thrust on one side of
> the center
> line of the propeller disk than the other. Again it is yaw that
> translates
> to roll, and the proper trim is with rudder. The fix is to rotate the
> engine
> a degree or two in azimuth on the motor mount in a direction to
> counter the
> yaw. Usually, the adjustment is made to eliminate the yaw at cruise
> power setting.
> There will still be some asymmetric thrust at takeoff and climb
> settings,
> but it is much less noticeable than with no correction.
>
> I'd say from the description here, the effect is P-factor rather than
> torque.
> I've made this engine mount adjustment with two previous ultralights,
> and plan
> on doing the same with my 503 powered Firestar 2 when I finish it.
>
> Put a yaw string on your aircraft, and first eliminate the roll using
> aileron.
> You will see that the yaw string is not straight. This is what you
> will get
> by trimming it wings level with an aileron tab - the plane will always
> be flying
> in a slight slip. Try it again using rudder to eliminate the roll.
> You'll
> see that the yaw string is straight (or nearly so). You can put a tab
> on the
> rudder, but when you reduce power the trimmed rudder will produce a
> slip in the
> opposite direction. However, if the engine is mounted with the thrust
> line
> slightly off zero degrees azimuth, when you reduce power, the change
> in yaw is
> self-correcting. This whole thing is a "head scratcher", but a few
> sketches
> on a piece of paper will make it more clear.
>
> Dave Bigelow
> Kamuela, Hawaii
> FS 2
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Cockpit Labeling |
Hey Guys,
I would like to have my cockpit switches and controls "labeled" with engraved
aluminum or plastic....
But, for now...to pass inspection, I've come up with an idea that is
an easy and cheap solution....and it's right at YOUR fingertips...
I went to one of the programs on my computer....one where I could change
the "font" size and I typed the label, printed it, Cut it,
and with some clear tape, I taped it where it need labeling...which "SEALED" the
paper from weather...Here's some examples:
<- Closed THROTTLE Open ->
EIS
Warning
MASTER
ON
OFF
<-Closed
C
H
O
K
E
Open->
When you change the Font size, you can also find one that makes the lettering
"fatter" too.
Gotta Fly...
Mike in MN
P.S. I customized my "CHEAP" EAA log book...I sent pictures to the Matronics....If
you can't wait,let me know and I'll send them to you direct...
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
1.9 DATE_IN_FUTURE_03_06 Date: is 3 to 6 hours after Received: date
Hi Folks;
Just got off the phone with Bro John. He is still at the Helmricks homestead and
weather permitting he will take off for Dead Horse today, refuel and head south
along the haul road.
Plane and pilot doing fine. Pilot put on his thermal long johns today, 34 deg.
Jim Hauck
________________________________________________________________________________
| 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: Customized Logbook
http://www.matronics.com/photoshare/planecrazzzy@lycos.com.07.29.2004/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: | "Denny Rowe" <rowedl(at)highstream.net> |
Kolbers,
Was thinking about heading out to East Palestine Ohio this afternoon to visit KXP
owner Jay Carter, but was unable to get in touch with him.
Instead I wound up following my friend Mike Newman (Hurricane 503) up to his inlaws
farm just south of Franklin PA.
They have 500 ft mowed at the top end of a big field, as the mowed strip ends at
a big barn and a hill there are no go arounds.
Linda and I followed Mike in and I pulled my first real Mk-3 full stall landing
from a couple feet up, we could have stopped in half the length. Pretty good
confidence booster. I guess the trick to getting the Mk-3 to full stall without
dragging the tailwheel is to do em a couple feet off the deck. All this time
I have been trying to greese it on and keep dragging the tail. :-)
We got back 15 minutes after sunset and almost needed the airport lights.
What a good time even though the vis was only about 4 milesLater,
Denny Rowe, Mk-3, 2SI 690L-70, Powerfin F model, 53.1 hrs, Leechburg, PA
________________________________________________________________________________
| From: | "J.L.Turner" <jimturner(at)mwt.net> |
| Subject: | Trailer For Sale |
I have a single axle trailer for sale. Overall length is 24' and the bed width
is 6'3". New tires, paint, lights, safety chains, wiring, deck, tongue jack.
It's an "open" trailer now, but easily "enclosed". Pictures & more info available.
$895
Jim Turner
jimturner(at)mwt.net
________________________________________________________________________________
| From: | "Terry Davis" <davistcs(at)eoni.com> |
| Subject: | Powerfin Pitch Setting |
Just got my Powerfin prop, a 60 inch 3 blade, and I need to set it up to do the
break-in on a squeakey new 503 DCDI w/ 2.58 B box. Can anybody out there tell
me what pitch angle or feeler guage thickness you used to get the static RPM
right on yours. It would sure be nice to get the pitch close to start with.
Also, did you use a spacer and if so how thick? Thanks.
Terry Davis, FS 2, Eastern Oregon
________________________________________________________________________________
| From: | "James and Cathy Tripp" <jtripp(at)elmore.rr.com> |
| Subject: | Re: Powerfin Pitch Setting |
Terry,
I have the same set up on my FS. I used .095 as recommended in the
instructions and found out I could only get 6100 RPM static. I used that to
run the break-in sequence. I have since adjusted to .115 and I'm still only
getting about 6350. I was hoping to get it to 6500 but I think I'll just
leave it at that setting until I do some test flying. First flight is yet to
happen but I'm close.
James Tripp, FSII, Alabama
----- Original Message -----
From: "Terry Davis" <davistcs(at)eoni.com>
Subject: Kolb-List: Powerfin Pitch Setting
>
> Just got my Powerfin prop, a 60 inch 3 blade, and I need to set it up to
do the break-in on a squeakey new 503 DCDI w/ 2.58 B box. Can anybody out
there tell me what pitch angle or feeler guage thickness you used to get the
static RPM right on yours. It would sure be nice to get the pitch close to
start with. Also, did you use a spacer and if so how thick? Thanks.
> Terry Davis, FS 2, Eastern Oregon
>
>
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | FireFly Wing Swivel and Swing Joints & Noise Reduction |
Kolbers,
The pin and swivel holes in the wing swivel joints appear to be punched
rather than drilled and reamed. As result, there is excessive clearance
between the pins and the holes. Also close clearance between the nut and
the swivel joint is difficult to maintain. All of this clearance means that
the trailing edge of the wing can move, in my case, about 1/8th of an inch
up and down. I do not believe it is a problem except at engine idle when
everything gets to shaking.
To get rid of the clearances, I cut various thickness of brass shim stock
and inserted them into all pin holes to close up the gaps. 0.001 inch thick
stock was cut and inserted into the pin hole on the wing. 0.004 inch thick
stock was inserted in all 1/4 inch ID pin holes. In some cases the holes
were dressed out with a round file until the pins would pass through the
holes with the shims in place. These shims were held in place with acrylic
(crazy) glue and the protruding edges/ends dressed off with a file. The
same process was used to shim the 1/2 inch ID swivel pin hole except that
the shim was not dressed off flat on the nut side of the joint. The shim was
left protruding into the inner surface about 1/16th of an
inch.
To prevent the swivel joint wear, a one inch square compression washer was
made from 0.032 inch thick stock. On one side two nested "O" rings were
glued to the surface. After the swivel joint is slid into place the
compression washer is moved into place with the "O" ring surface facing the
joint. Then the brass side is greased and the nut is threaded on. I tighten
the nut to compress the "O" rings and until it was difficult rotating the
swivel by hand.
To keep the swing joints from sliding along the pins, paint and/or powder
coating is removed. 0.001 inch thick stock one inch OD washers were glued
(JB Weld) to the lowest inside surface. Then washers of various thicknesses
were used to fill the gap between the upper surfaces. I did not use any
washers between the clevis and the through hole on the wing. The end result
is that one can no longer lift the trailing edge of the wing, and the
FireFly is much quieter while taxiing.
One additional follow up note on the open cockpit noise reduction throat
microphone. What works well on the ground may not work well in the air. I
experienced feed back oscillation while trying to transmit in the air. I
have taken the whole works to a local electronics guru and he is trying to
solve the problem. I believe it is because the internal microphone does not
turn off when one plugs in an auxiliary system. When it gets solved I will
post a follow up.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| Subject: | Re: Mk3/912 Roll to the left |
| From: | jhauck(at)elmore.rr.com |
------------------------------------------------
Search the web by email! mailto:www(at)web2mail.com
adding your search to the subject line like this:
search summer vacations
------------------------------------------------
Duane the Plane/Gang:
I used a bungee to correct and adjust a slight tendancy for my airplane to roll
right. Shortly after the beginning of this flight, I removed the bungee as the
adverse roll problem had corrected its self.
I played with adverse yaw correction on my MKIII for many years. The final solution,
that works, is the large rudder trim tab I now have installed. It flys,
primarily, trimmed up in yaw at most power settings. The most important to
me, of course is cruise used for cross country flying, which I have done 120 hours
worth in the last 35 days. :-)
I am now at North Pole, Alaska. Have not decided whether I will fly down to Washington
State or take the short route home. After I rest up for a day or so
I will be in better shape to make that decision.
I flew in near freezing temps on the North Slope, yesterday, on my way back south.
As soon as I flew through Atigun Pass, the temps went from 37F to 60F. I
was then overdressed with thermal underwear and electric vest. hehehe
It is 60F in North Pole this afternoon. Am enjoying the cool air and dreading
the heat I will soon encounter in the south.
Time to change oil again in the 912ULS. Might take a look at spark plugs too.
Only 27 hours since new, but I either had some lead fouling or ice last night
between Bettles and North Pole. A little unnerving to feel the engine thump
the airframe a couple times when one is miles from the nearest road or adequate
landing area. Usually, when this happens, I go full power for a while with
carb heat on. This procedure usually clears up the engine, but still not a comfortable
feeling when it happens.
Take care,
john h
PS: I'll be glad to get the dimensions and application procedure I use to attach
the rudder trim tab.
BTW: I have found over the years, Kolbs are not rudder airplanes. They like and
use ailerons well. Also, if aileron control is lost, ability to control roll
is also lost. Keeping it under roll control with rudder is not possible for
more than a very short period. I, personally, would never try to land a Kolb
with rudder and without ailerons, unless it was my absolute last chance at survival.
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
John made a successful run from the North Slope to North Pole (near
Fairbanks) and will stay there with another old friend for a few days.
They are going to Fifth-Wheel to Valdez for a little salmon fishing from
shore. He may then continue with his original plans of flying back
through Washington State and Oregon, then through Nevada, Utah, and
Colorado, and home to Alabama. But maybe he'll go back north to Inuvik,
NWT to see territory he's never visited. He says "Once I am home safely
in Alabama, it is too late to fly to Inuvik."
Bob N.
http://www.angelfire.com/rpg/ronoy
________________________________________________________________________________
| From: | "Bob N." <ronoy(at)shentel.net> |
| Subject: | Re: Mk3/912 Roll to the left |
I think Bellanca tried ( late 20s) some really wide lift struts along
with his very wide fuselages to get added lift. Gotta research this
since am having trouble with onset of Oldtimer's Disease.
Bob N.
http://www.angelfire.com/rpg/ronoy Aug. story out tomorrow, July
to the shredder.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Here's a question directed at mkIII classic owners who still have the
original
center stick setup. After modifying mine last week to have a more
comfortable
grip location, I started wondering about the point where the control
stick
whacks the throttle. The plans call for 35 deg up and down motion.
Mine does that, if you don't consider the throttle....but at the point
of conflict
there are only a few degrees of up. -It's enough to fly but I don't
like it.
What I need are reports back on where you others have yours set up--
how many degrees up at the bump point?
I'm at the point where I'm considering welding up a whole new control
stick
to eliminate this situation altogether. -Thanks, BB do archive
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: interference |
> whacks the throttle. The plans call for 35 deg up and down motion.
> Mine does that, if you don't consider the throttle....but at the point
> of conflict
> there are only a few degrees of up. -It's enough to fly but I don't
> like it.
> What I need are reports back on where you others have yours set up--
> how many degrees up at the bump point?
Thanks, BB do archive
Bob,
I have the old Kolb center stick and center throttle set up on my Mk-3, and
my only change was to lower the knob on the throttle as much as possible by
cutting some of the threaded end off the throttle lever and screwing the
knob down all the way without the lock nut I think.
This gave me more back stick before it hits the throttle.
The next time I get out to the airport I'll try to check the elevator up
deflection at the interferance point and report back.
Take Care,
Denny Rowe
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: interference |
Why not move the throttle quadrant over to the left cockpit wall? That
solves several problems at once. CPS, Aircraft Spruce, Wicks all sell neat
little throttle quadrants for under $60. Then you will no longer need to
reach across yourself to work the throttle. And the passenger doesn't need
to reach it anyway. My throttle has been there since 96 and it is very
convenient.
Richard Pike
MKIII N420P (420ldPoops)
>
>Here's a question directed at mkIII classic owners who still have the
>original
>center stick setup. After modifying mine last week to have a more
>comfortable
>grip location, I started wondering about the point where the control
>stick
>whacks the throttle. The plans call for 35 deg up and down motion.
>Mine does that, if you don't consider the throttle....but at the point
>of conflict
>there are only a few degrees of up. -It's enough to fly but I don't
>like it.
>What I need are reports back on where you others have yours set up--
>how many degrees up at the bump point?
>I'm at the point where I'm considering welding up a whole new control
>stick
>to eliminate this situation altogether. -Thanks, BB do archive
>
>
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)lycos.com> |
| Subject: | Fuel ,Quick-Disconnects |
I think I'm talkin to myself on this list lately...
Anyway, Self...There I was...I started my engine yesterday with a few new
things that had been changed or added. My new fuel flow (miZer) was working
good, but sometimes it would read 25gph...??? (Jack???)
This morning I was in the garage putting stickers and warnings on,when I
noticed the fuel was only pulled from "one" tank...It worked fine before I put
on the "quick disconnects". So I pushed the button to disconnect it and the
guts FLEW out....I bought them from Aircraft Spruce(I'm sure they'll take them
back) for $16. ea , I was a little disapointed when I got them and finding out
they were made from plastic.
For 16 bucks I was expecting alittle better quality...
It's back to the original plumbing now, If I need to pull a tank I'll just fight
with the barbed fittings.
Fine tuning my IVO prop yesterday, I got it to hit 6100 rpm , So I set the
Jam Nut alittle extra snug....Ooops , Stripped the aluminum plate.
Gotta repair,
Mike in MN
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Rivets! Rivets! |
Herb,
How did you come out on your fabric rivets?
You sounded like you wanted to buy them from Aircraft Spruce but I would
think they would cost more from them than from Jim & Dondi - we need to
keep them in business after without orders coming in they wouldn't be
around long for us to consult regarding covering and painting issues.
jerb
>MANY_EXCLAMATIONS Subject has many exclamations
>
>Group
> Searching around for fabric rivets; I notice that FPC corp(1
>-800-860-3838) manufacturers an all aluminum rivet pn ADALF42 ,size:
>1/8 with a grip range of .031 to ,125 with an .374 head. Looks to be
>what I need. Anyone know where to buy this particular brand? I notice
>that one of their retailers is True Value Hardware stores. Looking at a
>store in Tenn; I notice that they do not seem to carry that particular
>rivet. Herb
>
> Interestingly, Aircraft Spruce does not carry them any more. I guess
>that Kolb is the only plane that uses them and Jim and Dondi are the only
>ready suppliers?
>
> Also--Thanks to Ron Payne, I have solved my elevator problem. I
>mounted both elevator pulleys in a bracket that I attached to the
>aileron torque tube at the rear bolt which holds the universal joint.
>This gave me fairly good symmetry such that the cables retain nearly the
>same tension while the stick is moved from side to side. It also solves
>the pulley/cable chaffing problem buy reducing the angle of the cable as
>it enters the pulley. . All on my Firefly. Sn 032 with the new style
>stick.
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> Available! |
| Subject: | Re: [ Mike Pierzina ] : New Email List Photo Share |
Available!
If you intend to N number your you should separate your airframe and engine
logs as the airframe log stays with the airframe and the engine log would
go with the engine if it is removed. This is the normal procedure with GA
aircraft and will carry over to the Light Sport category aircraft. The
same thing was highlighted at last years USUA meeting held at Sun & Fun.
jerb
>
>
>
>A new Email List Photo Share is available:
>
> Poster: Mike Pierzina
>
>
> Subject: Customized Logbook
>
>
>http://www.matronics.com/photoshare/planecrazzzy@lycos.com.07.29.2004/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: | Terry <tkrolfe(at)usadatanet.net> |
Jack,
I was really surprised at your last message about the swivel joint on
your wings being loose enough to move an 1/8". I know your FireFly is
an early one, but it's hard to believe they changed the hardware after
starting production. Mine is number 95 and there isn't any play in the
joint. I have it adjusted so that it is firm put still allows me to
pivot for folding. There isn't any movement at all in any position.
Just a thought, but do you think maybe they sent the wrong swivel joint
for your plane. Don't know if there is a difference between models or
not.
That's a lot of work you went to, to fix what isn't even a problem for
me and I haven't heard others commenting about. Might be interesting to
be able to get a new swivel and compare it to your old one.
Then again, maybe I'm misreading what the problem is!
Terry - FireFly #95
________________________________________________________________________________
| From: | Robert Laird <rlaird(at)cavediver.com> |
| Subject: | Re: Fuel ,Quick-Disconnects |
>
> This morning I was in the garage putting stickers and warnings
> on,when I noticed the fuel was only pulled from "one" tank...It worked
> fine before I put on the "quick disconnects". So I pushed the button to
> disconnect it and the guts FLEW out
Those little suckers are great once they are in place, but to remove and
replace them, I've found them to be quite fragile. I learned not to touch
them unless absolutely necessary. And, yes, I know, that seems to
contradict their purpose, but you can't argue with experience!
-- R
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: interference |
OK, here's the numbers, 22 degrees full down, 33 degrees full up, 9
degrees up when bumping the knob.
-The first easy cure, adjusting the link rod isn't available because
it's already screwed to the shortest
setting. I don't want to shorten the throttle lever itself because I
use it also to actuate my brakes.
Two bolts off and the stick will be on my bench, hacksaw a separation
just above the hinge joint,
weld in about 1-1/2" extension. This approach should also retain the
use of the recent grip mod.
I had long ago considered moving the throttle to the left but being
accustomed to an old side-by-side
taildragger with center throttle, decided to stick with that. My old
plane was green, slow,
and had the same N-number, N3851E. I should feel right at home. -BB
On Aug 1, 2004, at 8:39 AM, robert bean wrote:
>
>
________________________________________________________________________________
| From: | "garvelink" <link(at)cdc.net> |
| Subject: | ultrastar documentation |
looking for a manual anyone know of a manual that is for sale?
Steve Garvelink
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Powerfin Pitch Setting (Laser Method) |
That sounds simple and effective - much easier (and probably more accurate)
than the mirror/laser method I put on my website. Thanks.
Re-educated Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "dama" <dama(at)mindspring.com>
Subject: Re: Kolb-List: Powerfin Pitch Setting (Laser Method)
>
> I felt that the "feeler" method of pitching was a bit primitive so I
> incorporated a laser pointer to get the blades exactly at the same pitch.
> Here is my method if you are interested....
>
> I found a $16.00 laser pointer at Office Depot that has a flat side to it
> that will help if you can find that particular model. Using this method,
the
> objective will be to get all blades of the propeller blade at exactly the
> same pitch relative to each other. The result will likely be much more
> precise than the manufacturers methods. The overall pitch in terms of
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Fuel ,Quick-Disconnects |
Mike,
What are you using for quick disconnects - is there intended use for air or
fuel? Sky Sports used to sell some that are ok for fuel use, they had
plastic units and they had metal units. Like yours, they were not cheap
but did work. Hope their not the same ones. A link to their web site
follows below:
jerb
http://www.airstuff.com/index.html
https://www.ismi.com/airstuff/category.cfm?categoryid=273
>
> I think I'm talkin to myself on this list lately...
>
> Anyway, Self...There I was...I started my engine yesterday with a
> few new things that had been changed or added. My new fuel flow (miZer)
> was working good, but sometimes it would read 25gph...??? (Jack???)
>
> This morning I was in the garage putting stickers and warnings
> on,when I noticed the fuel was only pulled from "one" tank...It worked
> fine before I put on the "quick disconnects". So I pushed the button to
> disconnect it and the guts FLEW out....I bought them from Aircraft
> Spruce(I'm sure they'll take them back) for $16. ea , I was a little
> disapointed when I got them and finding out they were made from plastic.
> For 16 bucks I was expecting alittle better quality...
>
> It's back to the original plumbing now, If I need to pull a tank I'll
> just fight with the barbed fittings.
>
> Fine tuning my IVO prop yesterday, I got it to hit 6100 rpm , So I
> set the Jam Nut alittle extra snug....Ooops , Stripped the aluminum plate.
>
> Gotta repair,
> Mike in MN
>
>My Web Site:
>http://www.geocities.com/planecrazzzy/Planecrazzzy.html
>
>
>Sometimes you just have to take the leap
>and build your wings on the way down...
> Gotta Fly...
>
>
>--
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Powerfin Pitch Setting |
What does Kolb recommend for your aircraft model, engine, and
prop combination, i.e., the distance between the trailing edge of the
ailerons and tips of the prop. I know the IVO blades tend to flex that has
taken into consideration - Kolb had a distance recommendation when using
the IVO, not sure about the wood or Powerfin props. I would follow their
lead. Also according to Dennis when I purchased my FireFly, using the
recommended spacer produced a side benefit of a reduction in the prop
generated noise level but then there is a optimum limit to every thing as
other factors of stress and vibration from run out start ramping up on the
gear box as you increase the distance.
jerb
>
>Just got my Powerfin prop, a 60 inch 3 blade, and I need to set it up to
>do the break-in on a squeakey new 503 DCDI w/ 2.58 B box. Can anybody out
>there tell me what pitch angle or feeler guage thickness you used to get
>the static RPM right on yours. It would sure be nice to get the pitch
>close to start with. Also, did you use a spacer and if so how
June 28, 2004 - August 01, 2004
Kolb-Archive.digest.vol-ez