Kolb-Archive.digest.vol-fa

August 01, 2004 - August 25, 2004



      >thick?   Thanks.
      >Terry Davis, FS 2, Eastern Oregon
      >
      >
      
      
      
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Date: Aug 01, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: FireFly Parts for Sale
Folks, I have an extra FireFly (single) gear leg and nose cone for sale. These are new, unused. FireFly Gear Leg (1): $60 FireFly Nose Cone: $150 Shipping Additional from 75023. Email me direct if interested or have any questions. Thanks jerb mailto:ulflyer(at)verizon.net ________________________________________________________________________________
Date: Aug 01, 2004
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: RE: Quick disconnects
At 04:01 PM 8/1/2004, you wrote: > >Hi Robert, > The reason I separated the quick disconnect was because it > wasn't working...the fuel was only pulling from "one" tank... > When I pushed the button to separate them, that's when the guts flew > out... I'm going to return them because I don't want it to SUPRISE me > down the road (SKY?) like running out of fuel with 5 gals left... > > Think about it, what good is a Quick disconnect if you better > not disconnect it... especialy at $16 ea...I have two sets, I had planned > to buy two more (vents)...not any more! > > Gotta Fly... > Mike in MN > > Oh yeah, did I mention my plane is in Sept issue of KITPLANES Only 4 or 5 times! :-) Cool looking flying carpet ya got there! Wish I had one just like it! My experience with the quick disconnects was that when I put them together, they worked. But when I started fooling with them, they often got messed up in one way or another. So, I ended up keeping them in place, but I only rarely disconnected them... and when I did, I was VERY careful. I, too, was disappointed in their lack of robustness... quite contrary to how you'd think they'd be. -- R ________________________________________________________________________________
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: Firefly update
Date: Aug 02, 2004
Mornin' Kolbers, Sorry I haven't been in contact lately. I've been in Louisianna for most of the last two months fixin broke helicopters. Anyway, I finally got the new 600x6 tires mounted and MAN, what a difference! Anybody who's running the 400x6 on a Firefly should get rid of them and go up in size. It tracks 1000x better. I have no problem holding a line, tail up or down. With the 400x6 tires it was darn near dangerous on pavement.I would've flown it this morning, but there was some weather moving in and I didn't want to get caught in the wind on my first flight. I'll try again every day before work. Hopefully my next post will be about my first flight in the Fly. Oh yeah, jerb what are you doing selling Firefly parts? Were you holding out on me? I'll probably take you up on that gear leg if you haven't sold it yet. Talk to yall later. Guy Morgan (FlyGuy, Galveston, TX) Discover the best of the best at MSN Luxury Living. ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Broken VW Powered MKIIIc
Date: Aug 02, 2004
I got 10 miles from home last night from Oshkosh and had to do a forced landing. It looks like the reduction drive adapter broke causing the drive belts to fall off. In the confusion of trying to regain thrust I think I overreved the motor. The landing was uneventful. I will send a photo. I landed in a bean field then rolled up on to a lawn within 100 ft of a intersection with road signs. We had just talked about this at Oshkosh. I used flaps to make the field then put them up for landing. I planted the tail wheel and it stayed down through roll out. Nothing but the engine, redrive, and my pride is broken. Going to retrieve the plane this morning. Rick Neilsen ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 02, 2004
Subject: Re: Dave's Lindy
A big round of applause goes to Dave Willingham for hisFirestar. He won a Silver Lindy, a Reserve Grand Champion at last nights awards at Airventure 2004. CONGRATS DAVE, Steve Boetto N272SB ________________________________________________________________________________
From: "boyd young" <by0ung(at)brigham.net>
Subject: center stick interference
Date: Aug 02, 2004
<<<<< 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 >>>> what i have done is to shorten the throttle lever aprox, 2 inches or so.... in over 250 hours i have had no problems. on cross country trips i am thinking that a dual stick would be good... that way you could easily switch hands. boyd ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Broken VW Powered MKIIIc
Date: Aug 02, 2004
I'm glad everything worked out OK for you, Rick. How many hours are on your redrive ?? Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> Subject: Kolb-List: Broken VW Powered MKIIIc > > I got 10 miles from home last night from Oshkosh and had to do a forced > landing. It looks like the reduction drive adapter broke causing the drive > belts to fall off. In the confusion of trying to regain thrust I think I > overreved the motor. The landing was uneventful. I will send a photo. I > landed in a bean field then rolled up on to a lawn within 100 ft of a > intersection with road signs. We had just talked about this at Oshkosh. I > used flaps to make the field then put them up for landing. I planted the > tail wheel and it stayed down through roll out. Nothing but the engine, > redrive, and my pride is broken. > > Going to retrieve the plane this morning. > > Rick Neilsen > > ________________________________________________________________________________
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: First flight!!!!!
Date: Aug 02, 2004
I did it! The thunder clouds moved on and there was only a 4mph wind so I went for it. Took off and flew down the beach for a bit till I stopped shakin then headed back for the field. I greased my first landing and stopped to put on some fuel 'cause I spent about 10 minutes idling/taxiing beforehand getting up my nerve. Got some gas and went out again for a little longer. Was a little bumpy the second time and the landing was a little rougher. The Fly handles like a dream and wants to bust Vne constantly. Cruises 70 mph at about 5400rpm. I do have one problem that concerns me, though. I can't stay in the 4400-4900 rpm range for more than a few seconds and the EIS light starts flashing at me. My EGT climbs rapidly in that range, which unfortunately is the range I'd like to be in to carry power into my landing. What can I do to fix it? I better get home. The Mrs. is already starting to say I spend too much time with my new mistress. I wil l be workin on my honey-do list with a grin on my face, though. Later. Guy Morgan Galveston, TX Firefly driver ________________________________________________________________________________
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: Wheels
Date: Aug 02, 2004
Hey Herb, that was me. I have 6in wheels on my Fly, but they had 400x6 tires on them. I went up to the 600x6 tires and it made a world of difference. I got em from Aircraft Spruce under the Ultralight Tires section. With the 400x6's on there, as soon as you made any power change, she wanted to veer off one way or the other, and she wanted to do it NOW. That made me more than a little nervous about flying and landingher, as I have no taildragger time. With the 600x6's that problem is all but gone. It doesn't actmuch differenttaxiing, or landing,than the Challenger II thatI took my lessons in or the Sprint MXII I rented a few time. It's alot different in the air though (in a good way), but that has nothing to do with the tires, and everything to do with it being an awesome aircraft. Guy Morgan Galveston, TX Firefly driver ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: First flight!!!!!
Date: Aug 02, 2004
-first flight and down the beach no less. -at which point the world's troubles disappear. congratulations. -BB On Aug 2, 2004, at 12:17 PM, Guy Morgan wrote: > > > I did it! > Galveston, TX Firefly driver > > > > > _- > ======================================================================= > _- > ======================================================================= > _- > ======================================================================= > _- > ======================================================================= > > > > ________________________________________________________________________________
From: kkorenek(at)comcast.net
Subject: High EGT's
Date: Aug 02, 2004
Guy, Before you go messing with changing the jets or changing the needle positions, think about adding just a bit of pitch. Take a survey of temperatures vs RPM from idle thru WOT (wide open throttle) and see where the temps fall. If you are a bit high - but under 1200, at your desired rpm range, then just add a little pitch. More pitch makes cruise MPH a bit higher and loads up the engine which in turn lowers EGT. My Firestar EGT was a bit high, I raised the needle to add richness and the EGT's went down. But, the fuel burn went way up! I put the needle back in it's original position and added pitch. For me, each degree of pitch lowered EGT by 75 degres and added 5 MPH and lowered fuel burn a little. the only drawback is a little less climbout. My FS was pitched for 6250 WOT climbout at 50 MPH and straight and level WOT was just short of 6500 RPM and 85 MPH. The EGT's were 1100 range with 1150 MAX. CHT ran 225 with 280 the highest I ever saw. As I recall, Jerry Biddle had all the numbers in acceptable range while flying around here, so I wouldn't try to make a drastic change all at once. Oh, by the way, if you are at 240 pounds, then by all means, get the larger gear legs. I'm at 250 and bent the lighter leg on my 3rd landing- wasn't all that hard, either. I changed to the bigger legs and bent one of those, too. My airframe started out as a FireStar 1 and I converted it to an FS II with a 503, and 7 rib wings. Anyway, I always landed with some power and smooth landings were almost a given. Good luck. Ken -------------- Original message -------------- > > > I did it! The thunder clouds moved on and there was only a 4mph wind so I went > for it. Took off and flew down the beach for a bit till I stopped shakin then > headed back for the field. I greased my first landing and stopped to put on some > fuel 'cause I spent about 10 minutes idling/taxiing beforehand getting up my > nerve. Got some gas and went out again for a little longer. Was a little bumpy > the second time and the landing was a little rougher. The Fly handles like a > dream and wants to bust Vne constantly. Cruises 70 mph at about 5400rpm. I do > have one problem that concerns me, though. I can't stay in the 4400-4900 rpm > range for more than a few seconds and the EIS light starts flashing at me. My > EGT climbs rapidly in that range, which unfortunately is the range I'd like to > be in to carry power into my landing. What can I do to fix it? I better get > home. The Mrs. is already starting to say I spend too much time with my new > mistress. I wil > l be workin on my honey-do list with a grin on my face, though. Later. > > > Guy Morgan > > > Galveston, TX Firefly driver > > > > > > > > Guy, Before you go messing with changing the jets or changing the needle positions, think about adding just a bit of pitch. Take a survey of temperatures vs RPM from idle thru WOT (wide open throttle) and see where the temps fall. If you are a bit high - but under 1200, at your desired rpm range, then just add a little pitch. More pitch makes cruise MPH a bit higher and loads up the engine which in turn lowers EGT. My Firestar EGT was a bit high, I raised the needle to add richness and the EGT's went down. But, the fuel burn went way up! I put the needle back in it's original position and added pitch. For me, each degree of pitch lowered EGT by 75 degres and added 5 MPH and lowered fuel burn a little. the only drawback is a little less climbout. My FS was pitched for 6250 WOT climbout at 50 MPH and straight and level WOT was just short of 6500 RPM and 85 MPH. The EGT's were 1100 range with 1150 MAX. CHT ran 225 with 280 the highestI ever saw. As I recall, Jerry Biddle had all the numbers in acceptable range while flying around here, so I wouldn't try to make a drastic change all at once. Oh, by the way, if you are at 240 pounds, then by all means, get the larger gear legs. I'm at 250 and bent the lighter leg on my 3rd landing- wasn't all that hard, either. I changed to the bigger legs and bent one of those, too. My airframe started out as a FireStar 1 and I converted it to an FS II with a 503, and 7 rib wings. Anyway, I always landed with some power and smooth landings were almost a given. Good luck. Ken -------------- Original message -------------- -- Kolb-List message posted by: "Guy Morgan" I did it! The thunder clouds moved on and there was only a 4mph wind so I went for it. Took off and flew down the beach for a bit till I stopped shakin then headed back for the field. I greased my first landing and stopped to put on some fuel 'cause I spent about 10 minutes idling/taxiing beforehand getting up my nerve. Got some gas and went out again for a little longer. Was a little bumpy the second time and the landing was a little rougher. The Fly handles like a dream and wants to bust Vne constantly. Cruises 70 mph at about 5400rpm. I do have one problem that concerns me, though. I can't stay in the 4400-4900 rpm range for more than a few seconds and the EIS light starts flashing at me. My EGT climbs rapidly in that range, which unfortunately is the range I'd like to be in to carry power into my landing. What can I do to fix it? I better get home. The Mrs. is already starting to say I spend too much time with my new mistress. I wil l be workin on my honey-do list with a grin on my face, though. Later. Guy Morgan Galveston, TX Firefly driver ================== ________________________________________________________________________________
From: kkorenek(at)comcast.net
Subject: High EGT's
Date: Aug 02, 2004
Guy, Before you go messing with changing the jets or changing the needle positions, think about adding just a bit of pitch. Take a survey of temperatures vs RPM from idle thru WOT (wide open throttle) and see where the temps fall. If you are a bit high - but under 1200, at your desired rpm range, then just add a little pitch. More pitch makes cruise MPH a bit higher and loads up the engine which in turn lowers EGT. My Firestar EGT was a bit high, I raised the needle to add richness and the EGT's went down. But, the fuel burn went way up! I put the needle back in it's original position and added pitch. For me, each degree of pitch lowered EGT by 75 degres and added 5 MPH and lowered fuel burn a little. the only drawback is a little less climbout. My FS was pitched for 6250 WOT climbout at 50 MPH and straight and level WOT was just short of 6500 RPM and 85 MPH. The EGT's were 1100 range with 1150 MAX. CHT ran 225 with 280 the highest I ever saw. As I recall, Jerry Biddle had all the numbers in acceptable range while flying around here, so I wouldn't try to make a drastic change all at once. Oh, by the way, if you are at 240 pounds, then by all means, get the larger gear legs. I'm at 250 and bent the lighter leg on my 3rd landing- wasn't all that hard, either. I changed to the bigger legs and bent one of those, too. My airframe started out as a FireStar 1 and I converted it to an FS II with a 503, and 7 rib wings. Anyway, I always landed with some power and smooth landings were almost a given. Good luck. Ken -------------- Original message -------------- > > > I did it! The thunder clouds moved on and there was only a 4mph wind so I went > for it. Took off and flew down the beach for a bit till I stopped shakin then > headed back for the field. I greased my first landing and stopped to put on some > fuel 'cause I spent about 10 minutes idling/taxiing beforehand getting up my > nerve. Got some gas and went out again for a little longer. Was a little bumpy > the second time and the landing was a little rougher. The Fly handles like a > dream and wants to bust Vne constantly. Cruises 70 mph at about 5400rpm. I do > have one problem that concerns me, though. I can't stay in the 4400-4900 rpm > range for more than a few seconds and the EIS light starts flashing at me. My > EGT climbs rapidly in that range, which unfortunately is the range I'd like to > be in to carry power into my landing. What can I do to fix it? I better get > home. The Mrs. is already starting to say I spend too much time with my new > mistress. I wil > l be workin on my honey-do list with a grin on my face, though. Later. > > > Guy Morgan > > > Galveston, TX Firefly driver > > > > > > > > Guy, Before you go messing with changing the jets or changing the needle positions, think about adding just a bit of pitch. Take a survey of temperatures vs RPM from idle thru WOT (wide open throttle) and see where the temps fall. If you are a bit high - but under 1200, at your desired rpm range, then just add a little pitch. More pitch makes cruise MPH a bit higher and loads up the engine which in turn lowers EGT. My Firestar EGT was a bit high, I raised the needle to add richness and the EGT's went down. But, the fuel burn went way up! I put the needle back in it's original position and added pitch. For me, each degree of pitch lowered EGT by 75 degres and added 5 MPH and lowered fuel burn a little. the only drawback is a little less climbout. My FS was pitched for 6250 WOT climbout at 50 MPH and straight and level WOT was just short of 6500 RPM and 85 MPH. The EGT's were 1100 range with 1150 MAX. CHT ran 225 with 280 the highestI ever saw. As I recall, Jerry Biddle had all the numbers in acceptable range while flying around here, so I wouldn't try to make a drastic change all at once. Oh, by the way, if you are at 240 pounds, then by all means, get the larger gear legs. I'm at 250 and bent the lighter leg on my 3rd landing- wasn't all that hard, either. I changed to the bigger legs and bent one of those, too. My airframe started out as a FireStar 1 and I converted it to an FS II with a 503, and 7 rib wings. Anyway, I always landed with some power and smooth landings were almost a given. Good luck. Ken -------------- Original message -------------- -- Kolb-List message posted by: "Guy Morgan" I did it! The thunder clouds moved on and there was only a 4mph wind so I went for it. Took off and flew down the beach for a bit till I stopped shakin then headed back for the field. I greased my first landing and stopped to put on some fuel 'cause I spent about 10 minutes idling/taxiing beforehand getting up my nerve. Got some gas and went out again for a little longer. Was a little bumpy the second time and the landing was a little rougher. The Fly handles like a dream and wants to bust Vne constantly. Cruises 70 mph at about 5400rpm. I do have one problem that concerns me, though. I can't stay in the 4400-4900 rpm range for more than a few seconds and the EIS light starts flashing at me. My EGT climbs rapidly in that range, which unfortunately is the range I'd like to be in to carry power into my landing. What can I do to fix it? I better get home. The Mrs. is already starting to say I spend too much time with my new mistress. I wil l be workin on my honey-do list with a grin on my face, though. Later. Guy Morgan Galveston, TX Firefly driver ================== ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Broken VW Powered MKIIIc
Date: Aug 02, 2004
HOLY COW RICK! Glad you are ok and the bird is too.....missed you somehow at oshkosh....I came home last nite also. BTW...good thing those beans were not Illinois beans!....they are about 4 ft high here now and and thick as fur with the rain we have had! Don Gherardini OEM.Sales / Engineering dept. American Honda Engines Power Equipment Company CortLand, Illinois 800-626-7326 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Broken VW Powered MKIIIc
Date: Aug 02, 2004
Just got the plane home. I'm going to take a few days before I start fixing it. The beans were maybe 8-10 inches tall. I was able to put it down so that the main gear didn't touch the plants. The reduction drive is the Valley Engineering drive and the supplier for Great Plains. They said that I was the first to use anything other than a 2 blade wood prop. They are really good people and they should be able to put a gusset on the part to stop the flexing. To look a the part I never would have guessed it would have broken there but there is allot of force from gyroscopic effect when you are bouncing around in rough air. The drive had app. 100 hours on it. And yes Scott and John I do fly when its bumpy just not ANY more than I have to. Rick Neilsen Broken Redrive VW powered MKIIIc ----- Original Message ----- From: "Larry Bourne" <biglar(at)gogittum.com> Subject: Re: Kolb-List: Broken VW Powered MKIIIc > > I'm glad everything worked out OK for you, Rick. How many hours are on your > redrive ?? Lar. > > Larry Bourne > Palm Springs, CA > Building Kolb Mk III > N78LB Vamoose > www.gogittum.com > > ----- Original Message ----- > From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> > To: > Subject: Kolb-List: Broken VW Powered MKIIIc > > > > > > > I got 10 miles from home last night from Oshkosh and had to do a forced > > landing. It looks like the reduction drive adapter broke causing the drive > > belts to fall off. In the confusion of trying to regain thrust I think I > > overreved the motor. The landing was uneventful. I will send a photo. I > > landed in a bean field then rolled up on to a lawn within 100 ft of a > > intersection with road signs. We had just talked about this at Oshkosh. I > > used flaps to make the field then put them up for landing. I planted the > > tail wheel and it stayed down through roll out. Nothing but the engine, > > redrive, and my pride is broken. > > > > Going to retrieve the plane this morning. > > > > Rick Neilsen > > > > > > ________________________________________________________________________________
From: "KolbDriver" <KolbDriver(at)bellsouth.net>
Subject: Re: interference
Date: Aug 02, 2004
Bob, I shortened my throttle lever. Steven G. ----- Original Message ----- From: "robert bean" <slyck(at)frontiernet.net> Subject: Kolb-List: interference > > 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 > > ________________________________________________________________________________
Date: Aug 02, 2004
From: Terry <tkrolfe(at)usadatanet.net>
Subject: Congratulations!
Guy, Great news, there's another FireFly in the air! Bet you can't wipe the smile off your face yet. Good for you and I know there are many hours of great flying ahead for you! It just keeps getting better. Fly safe, Terry - FireFly #95 ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: The Dallas Jabi is ali e!!!
Date: Aug 02, 2004
I fired up the Jabiru I bought from list member Dallas Shepard today. WOW!!! I have a 2 blade Sinsnech (?) prop on it. It is a lot more powerfull than I had thought. Good thing my foot was caught and crushed under the wheel or it would have taken off without me. As it was it merely blew over my big old electric barbeque that was 20 ft. behing the tail. Haven't gone to full speed yet either. A few minor checks and tweaks and it should be flying time. I was told to expect marginally better performance than a 582. From that short run up I have my doubts. I think it will be a lot better. Perhaps it is because of the prop. I know every body praises warp and IVO but technically I think a well designed wood prop should out perform a one size fits all prop. I have been flying Warps exclusively for over 10 years. I was supposed to have a list member visit this weekend to witness the event. What happened? ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Broken VW Powered MKIIIc
Date: Aug 03, 2004
I'm sorry to hear of your little problem, but congratulations on your excellent field-picking skills and forced landing. You did a superb job. With Big Hammer, my Cessna Skywagon, I use flaps on the approach and flare, and touchdown, and retract them immediately upon tire contact. That forces the plane to stay on the ground. In some instances during the flare, I'll retract them to force a touch-down at a particular location. Can you discuss the retraction of the flaps for landing further? Thanks! Dave Paule FSII that I still haven't flown Cessna 180 Big Hammer ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: The Dallas Jabi is ali e!!!
Date: Aug 03, 2004
----- Original Message ----- From: "woody" <duesouth(at)govital.net> Subject: Kolb-List: The Dallas Jabi is ali e!!! > > I fired up the Jabiru I bought from list member Dallas Shepard today. > WOW!!! Great news Woody! After seeing Luray Weacters Jab powered Slingshot at the Fathers day fly-in, I am waiting with baited breath to hear your Mk-3s performance numbers. Keep us posted. Denny Rowe, Mk-3,690L-70 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Broken VW Powered MKIIIc
Date: Aug 03, 2004
David / All I had just dropped down to 1800ft MSL to stay under Lansing's air space so when the redrive broke I didn't have long or many choices so it was partly dumb luck. If you have a lot of altitude you can waste allot of time and altitude looking for the best place to land. I had two choices and the one I took was dead ahead within gliding range. I was also flying into the wind, I figure I'm a good pilot I almost always fly into a head wing. As for using flaps in a engine out. I normally carry a some small amount of power and one notch of flaps when I land because I haven't honed the skill of zero power with flaps landing "yet". As I get better I carry less and less power. The GA aircraft that I was trained on can float in ground effect for hundreds of feet with no power and flaps. Our Kolbs float tens of feet in ground effect with no power and one notch of flaps. And MUCH less with full flaps. When I had the forced landing I used the flaps to get me to the landing spot I wanted, kind of like a negative throttle. At app. 100ft I raised the flaps so that I would have some float in ground effect. With no flaps I had the time to flare and bleed off air speed inches from the ground. I may have even snagged a few beans with my tail wheel. Then I was able to do a very gentle touch down in the bean field. The net effect is very similar to the power on full flaps soft field landing they teach for GA aircraft. Hope this helps. This may not be the best way to handle a forced landing but it worked for me. Now how would you all (sorry I have been hanging around a Texan too much) handle a corn field, landing in trees, or on water (without floats)? I feel real lucky it failed were it did. Rick Neilsen Broken Redrive VW powered MKIIIc ----- Original Message ----- From: "David Paule" <dpaule(at)frii.com> Subject: Kolb-List: Re: Broken VW Powered MKIIIc > > I'm sorry to hear of your little problem, but congratulations on your > excellent field-picking skills and forced landing. You did a superb job. > > With Big Hammer, my Cessna Skywagon, I use flaps on the approach and flare, > and touchdown, and retract them immediately upon tire contact. That forces > the plane to stay on the ground. In some instances during the flare, I'll > retract them to force a touch-down at a particular location. > > Can you discuss the retraction of the flaps for landing further? Thanks! > ________________________________________________________________________________
From: "Keith Kellogg" <kloggs(at)comcast.net>
Subject:
Date: Aug 03, 2004
Last week I purchased a Kolb Mark III Classic that was built by an AP Mechanic in Sparta MI for his son who rarely flew it. It is a beautiful plane that won Grand Champion at Oshkosh in 92 and looks like the day it was built. I live West of Chicago and plan on keeping the plane at Cushing Fld. I am a private pilot with about 50 hours of taildragger experience. Unfortunately the guy who built the Kolb has limited experience in it so I am looking for someone to check me out in it or give me some experience in their Kolb. Is their anyone in the IL, WI, MI area who can assist me in getting some experience? The plane is still in Sparta which is about 200 miles north of where I live. I haven't decided if I will fly it down or trailer it. Would like to fly it but I want to make sure I am comfortable with it before I do. That leads to my second question, does anyone in this area have a trailer that I could rent should I decide to trailer it home? Any advice/assistance that can be provided will be greatly appreciated. Thanks. Keith Kellogg Warrenville, IL ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Broken VW Powered MKIIIc
Date: Aug 03, 2004
Many thanks for the helpful instruction. Although my Firestar II (that I bought used and flying but haven't flown yet) doesn't have flaps, this does help me understand the different aspects of these airplanes from my heavier and faster Skywagon. It's much appreciated. Thanks again, Dave Paule Boulder, CO ========= Rick Neilsen wrote: As for using flaps in a engine out. I normally carry a some small amount of power and one notch of flaps when I land because I haven't honed the skill of zero power with flaps landing "yet". As I get better I carry less and less power. The GA aircraft that I was trained on can float in ground effect for hundreds of feet with no power and flaps. Our Kolbs float tens of feet in ground effect with no power and one notch of flaps. And MUCH less with full flaps. When I had the forced landing I used the flaps to get me to the landing spot I wanted, kind of like a negative throttle. At app. 100 ft I raised the flaps so that I would have some float in ground effect. With no flaps I had the time to flare and bleed off air speed inches from the ground. I may have even snagged a few beans with my tail wheel. Then I was able to do a very gentle touch down in the bean field. The net effect is very similar to the power on full flaps soft field landing they teach for GA aircraft. ________________________________________________________________________________
From: "Keith Kellogg" <kloggs(at)comcast.net>
Subject: New Kolb Mark III Owner in Illinois
Date: Aug 03, 2004
Last week I purchased a Kolb Mark III Classic that was built by an AP Mechanic in Sparta MI for his son who rarely flew it. It is a beautiful plane that won Grand Champion at Oshkosh in 92 and looks like the day it was built. I live West of Chicago and plan on keeping the plane at Cushing Fld. I am a private pilot with about 50 hours of taildragger experience. Unfortunately the guy who built the Kolb has limited experience in it so I am looking for someone to check me out in it or give me some experience in their Kolb. Is their anyone in the IL, WI, MI area who can assist me in getting some experience? The plane is still in Sparta which is about 200 miles north of where I live. I haven't decided if I will fly it down or trailer it. Would like to fly it but I want to make sure I am comfortable with it before I do. That leads to my second question, does anyone in this area have a trailer that I could rent should I decide to trailer it home? Any advice/assistance that can be provided will be greatly appreciated. Thanks. Keith Kellogg Warrenville, IL ________________________________________________________________________________
From: "Edward Chmielewski" <edchmiel(at)mindspring.com>
Subject: Re:
Date: Aug 03, 2004
Hi Keith, As far as trailering, I rented a 26' box Ryder truck when I bought my used MkII a few years ago. It fit in kitty-corner. Use plenty of tie-down straps. Tied the wings to the sides of the box with 2 sheets of insulation board in between. Seeing as it's in Sparta, maybe Rick Neilsen could fly with you. I hear he's not busy for a few weeks..... (Sorry, Rick. I know you'll have it airborne in no time.) Ed in JXN MkII/503 ----- Original Message ----- From: "Keith Kellogg" <kloggs(at)comcast.net> Subject: Kolb-List: > > Last week I purchased a Kolb Mark III Classic that was built by an AP > Mechanic in Sparta MI for his son who rarely flew it. It is a beautiful > plane that won Grand Champion at Oshkosh in 92 and looks like the day it was > built. I live West of Chicago and plan on keeping the plane at Cushing Fld. > > I am a private pilot with about 50 hours of taildragger experience. > Unfortunately the guy who built the Kolb has limited experience in it so I > am looking for someone to check me out in it or give me some experience in > their Kolb. Is their anyone in the IL, WI, MI area who can assist me in > getting some experience? The plane is still in Sparta which is about 200 > miles north of where I live. I haven't decided if I will fly it down or > trailer it. Would like to fly it but I want to make sure I am comfortable > with it before I do. That leads to my second question, does anyone in this > area have a trailer that I could rent should I decide to trailer it home? > > Any advice/assistance that can be provided will be greatly appreciated. > > Thanks. > > Keith Kellogg > Warrenville, IL > > ________________________________________________________________________________
From: "Giovanni Day" <gde01(at)bellsouth.net>
Subject: New Kolb Mark III Owner in Illinois
Date: Aug 03, 2004
Keith, Congrats on your purchase. Send us some photos when you can. What motor is on this plane? I think you can get transition time with Brian in the factory plane for a good price. I would get checked out and fly it home to avoid any potential damage. It will be more fun that way anyhow. :) Giovanni MKIIIC 80566/ First wing on the bench to start covering. -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Keith Kellogg Subject: Kolb-List: New Kolb Mark III Owner in Illinois Last week I purchased a Kolb Mark III Classic that was built by an AP Mechanic in Sparta MI for his son who rarely flew it. It is a beautiful plane that won Grand Champion at Oshkosh in 92 and looks like the day it was built. I live West of Chicago and plan on keeping the plane at Cushing Fld. I am a private pilot with about 50 hours of taildragger experience. Unfortunately the guy who built the Kolb has limited experience in it so I am looking for someone to check me out in it or give me some experience in their Kolb. Is their anyone in the IL, WI, MI area who can assist me in getting some experience? The plane is still in Sparta which is about 200 miles north of where I live. I haven't decided if I will fly it down or trailer it. Would like to fly it but I want to make sure I am comfortable with it before I do. That leads to my second question, does anyone in this area have a trailer that I could rent should I decide to trailer it home? Any advice/assistance that can be provided will be greatly appreciated. Thanks. Keith Kellogg Warrenville, IL == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: Re: Broken VW Powered MKIIIc~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
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From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
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From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
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From: "Lanelle Freeman" <lanny1(at)gbronline.com>
Subject: Re: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
----- Original Message ----- From: "Christopher Armstrong" <tophera(at)centurytel.net> Subject: Please confirm: Kolb-List: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > This party uses an anti-spam filter. See http://www.spamavenger.com for > details. > > If you are not a spammer, just click 'Reply' and 'Send'. Your original > message and future messages to this party will be delivered. > > IF YOU ARE A SPAMMER, DO NOT REPLY. YOU MAY BE BLACKLISTED. > > ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
-----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Christopher Armstrong Subject: Please confirm: Kolb-List: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ This party uses an anti-spam filter. See http://www.spamavenger.com for details. If you are not a spammer, just click 'Reply' and 'Send'. Your original message and future messages to this party will be delivered. IF YOU ARE A SPAMMER, DO NOT REPLY. YOU MAY BE BLACKLISTED. ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
-----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Christopher Armstrong Subject: Please confirm: Kolb-List: ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ This party uses an anti-spam filter. See http://www.spamavenger.com for details. If you are not a spammer, just click 'Reply' and 'Send'. Your original message and future messages to this party will be delivered. IF YOU ARE A SPAMMER, DO NOT REPLY. YOU MAY BE BLACKLISTED. ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: Re: Broken VW Powered MKIIIc~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
-----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Christopher Armstrong Subject: Please confirm: Kolb-List: Re: Broken VW Powered MKIIIc~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ This party uses an anti-spam filter. See http://www.spamavenger.com for details. If you are not a spammer, just click 'Reply' and 'Send'. Your original message and future messages to this party will be delivered. IF YOU ARE A SPAMMER, DO NOT REPLY. YOU MAY BE BLACKLISTED. ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
-----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Lanelle Freeman Subject: Re: Please confirm: Kolb-List: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ ----- Original Message ----- From: "Christopher Armstrong" <tophera(at)centurytel.net> Subject: Please confirm: Kolb-List: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > This party uses an anti-spam filter. See http://www.spamavenger.com for > details. > > If you are not a spammer, just click 'Reply' and 'Send'. Your original > message and future messages to this party will be delivered. > > IF YOU ARE A SPAMMER, DO NOT REPLY. YOU MAY BE BLACKLISTED. > > ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > ________________________________________________________________________________
From: "Jimmy" <jhankin(at)planters.net>
Subject: Re: Broken VW Powered MKIIIc~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
________________________________________________________________________________
From: "Jimmy" <jhankin(at)planters.net>
Subject: Re: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
________________________________________________________________________________
From: HGRAFF(at)aol.com
Date: Aug 03, 2004
Subject: Re: New Kolb Mark III Owner in Il~czid=5e6135cdc56...
In a message dated 8/3/2004 6:49:26 PM Eastern Daylight Time, lanny1(at)gbronline.com writes: Kolb-List message posted by: "Lanelle Freeman" ----- Original Message ----- From: "Christopher Armstrong" <tophera(at)centurytel.net> Subject: Please confirm: Kolb-List: New Kolb Mark III Owner in Il~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > This party uses an anti-spam filter. See http://www.spamavenger.com for > details. > > If you are not a spammer, just click 'Reply' and 'Send'. Your original > message and future messages to this party will be delivered. > > IF YOU ARE A SPAMMER, DO NOT REPLY. YOU MAY BE BLACKLISTED. > > ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > My Reply ________________________________________________________________________________
From: Plancraz2020(at)aol.com
Date: Aug 03, 2004
Subject: Re: Broken VW Powered MKIIIc~czid=5e6135cdc56f...
________________________________________________________________________________
Date: Aug 03, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Broken VW Powered MKIIIc
Rick, I recall reading a short write up a few years ago in back page of EAA Experimenter. It specifically advised owner of VW engines not to run any form of composite prop as it developed some form of harmonics causing the crank to break near so many hours in service. Anybody got a reference index to the magazine, might be listed on it. jerb > > >Just got the plane home. I'm going to take a few days before I start fixing >it. > >The beans were maybe 8-10 inches tall. I was able to put it down so that the >main gear didn't touch the plants. > >The reduction drive is the Valley Engineering drive and the supplier for >Great Plains. They said that I was the first to use anything other than a 2 >blade wood prop. They are really good people and they should be able to put >a gusset on the part to stop the flexing. To look a the part I never would >have guessed it would have broken there but there is allot of force from >gyroscopic effect when you are bouncing around in rough air. The drive had >app. 100 hours on it. And yes Scott and John I do fly when its bumpy just >not ANY more than I have to. > >Rick Neilsen >Broken Redrive VW powered MKIIIc > >----- Original Message ----- >From: "Larry Bourne" <biglar(at)gogittum.com> >To: >Subject: Re: Kolb-List: Broken VW Powered MKIIIc > > > > > > I'm glad everything worked out OK for you, Rick. How many hours are on >your > > redrive ?? Lar. > > > > Larry Bourne > > Palm Springs, CA > > Building Kolb Mk III > > N78LB Vamoose > > www.gogittum.com > > > > ----- Original Message ----- > > From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> > > To: > > Subject: Kolb-List: Broken VW Powered MKIIIc > > > > > > > > > > > > I got 10 miles from home last night from Oshkosh and had to do a forced > > > landing. It looks like the reduction drive adapter broke causing the >drive > > > belts to fall off. In the confusion of trying to regain thrust I think I > > > overreved the motor. The landing was uneventful. I will send a photo. I > > > landed in a bean field then rolled up on to a lawn within 100 ft of a > > > intersection with road signs. We had just talked about this at Oshkosh. >I > > > used flaps to make the field then put them up for landing. I planted the > > > tail wheel and it stayed down through roll out. Nothing but the engine, > > > redrive, and my pride is broken. > > > > > > Going to retrieve the plane this morning. > > > > > > Rick Neilsen > > > > > > > > > > > > ________________________________________________________________________________
Date: Aug 03, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Loose fitting
> >Jack, > > >Then again, maybe I'm misreading what the problem is! > Terry There are three joints that cause the problem. The 1/2 inch hole in the cage swivel or rotating joint, the 5/16 inch holes through the two swing joints that connect the rotating joint to the wing, and the distance the swing joints can travel up and down the pins between the inner and outer parts of the clevis all had excessive clearance. It is the accumulation of all these clearances that lead to the 1/8 inch travel. Originally, I had filed the inner swing joint so there was no clearance between it and the clevis that went over it. But the hole was large and I was able to slip a 0.001 thick shim inside the bore and still get the pin through. But the middle joint, as received, had a large clearance along the pin between the inner part and the clevis. I had the parts powder coated which helped to close the gap but the surfaces were not truly parallel and so there was point contact between them. Powder coating will not take these loads and due to vibration the powder coating quickly wore away. By removing the remaining powder coatings on the mating surfaces and installing shim washers, I was able to get rid of all slop up and down the pins. This left the clearance in the pin holes. All pin holes were shimmed with 0.004 thick stock. The compression washer on the cage swivel or rotating joint was used to prevent vibration from causing wear between the nut and the cage to the swivel backing plate. The "O" rings make good compression springs, and I hope to never have to ever adjust the nut again. It is easy to assemble but a bear to disassemble for adjustment. Is this a permanent fix? I don't know. I will have to wait about 150 hours to find out. I hope this is a little clearer. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Mk3/912 Test Flight Report
Date: Aug 03, 2004
"Took 7078A up for further testing this AM. The OAT read 80 Deg at 8 AM and the air was wringing wet but she ignored all of that and we went to work on expanding the envelope. Climbed to 2000' over the airport and headed East about five miles to an area where there are some fair sized pastures, just in case. Before leaving the hangar the strut fairings were set at ~15 Deg off level with bottom of wing in an attempt to correct left roll tendency (Left up/right down). The folks who said that would not help were right, there was no noticeable difference. EGT, CHT, Oil T and Oil P were all normal. Did a dozen eights over a highway at increasing angle of turn up to ~30 Deg. Control was firm throughout these maneuvers. Attempted power-on stall to about 45 MPH. Lots of mush but no stall or tendency to fall off on either wing. Stall testing will be the primary objective of the next flight. 'Did a low pass over the runway then back to the pattern for a full stop landing. The landing was long and probably an "8" because I'm still getting use to sitting so close to the runway when she finally touches down . Post-test exam showed no oil or coolant leaks, the wing gap cover holding tight, prop blade movement detectors all in place. I cranked in another half degree of prop pitch based on ground observers reports and the fact that my engine T's were on the low side even in climb out. My testing will have to wait while I am traveling to Columbia SC for a wedding on the 11th and on to the Akron OH area for a week with the next generation. Thanks to those who have responded to my previous posts. It is good to know someone is out there. Duane the plane Mitchell, Tallahassee, FL, Mk3/912, Firefly w/Trailer for sale. ________________________________________________________________________________
From: "Jim & Mona" <mbennet5(at)columbus.rr.com>
Subject: Re: ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
----- Original Message ----- From: "Christopher Armstrong" <tophera(at)centurytel.net> Subject: Please confirm: Kolb-List: ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > This party uses an anti-spam filter. See http://www.spamavenger.com for > details. > > If you are not a spammer, just click 'Reply' and 'Send'. Your original > message and future messages to this party will be delivered. > > IF YOU ARE A SPAMMER, DO NOT REPLY. YOU MAY BE BLACKLISTED. > > ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > ________________________________________________________________________________
From: <redbaron2010(at)adelphia.net>
Subject: Re: ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~
Date: Aug 03, 2004
> > From: "Christopher Armstrong" <tophera(at)centurytel.net> > Date: 2004/08/03 Tue PM 06:52:02 EDT > To: > Subject: RE: Please confirm: Kolb-List: ~czid=5e6135cdc56faef0d253b28b929c766a~kolb-list(at)matronics.com~ > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Broken VW Powered MKIIIc
Date: Aug 03, 2004
Jerb You are absolutely right on most of this but the advise pertains to direct drive VW engines. I had one of those and had a wood prop on it. The feeling is that the belt drive provides enough absorbsion of the harmonics that it isn't a problem. There isn't a lot of experience yet so I'm sort of a test pilot in this area. It is fairly smooth but I was reminded a few days ago just how smooth a VW is with no prop. Rick Neilsen Broken Redrive VW powered MKIIIc ----- Original Message ----- From: "jerb" <ulflyer(at)verizon.net> Subject: Re: Kolb-List: Broken VW Powered MKIIIc > > Rick, > I recall reading a short write up a few years ago in back page of EAA > Experimenter. It specifically advised owner of VW engines not to run any > form of composite prop as it developed some form of harmonics causing the > crank to break near so many hours in service. ________________________________________________________________________________
Date: Aug 03, 2004
From: owner-kolb-list-server(at)matronics.com
________________________________________________________________________________
Date: Aug 03, 2004
Subject: [ Dennis Kirby ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Dennis Kirby Subject: BRS Internal Installation in a Mark-3 http://www.matronics.com/photoshare/dennis.kirby@kirtland.af.mil.08.03.2004/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: "Giovanni Day" <gde01(at)bellsouth.net>
Subject: MKIII 912 installation
Date: Aug 03, 2004
Hello all, I am having trouble finding a suitable mounting system for the oil tank on my 912 powered MKIII. Any photos and or ideas would be very helpful. Thanks Giovanni ________________________________________________________________________________
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: Re: Wheels
Date: Aug 04, 2004
Herb, The rims are the one piece steel rims. The brakes are the band type, with heel levers but I don't know the brand right off hand. Jerb should know. Guy Guy Thanks. found them. Who's rims and brakes are you using? Herb ________________________________________________________________________________
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: First flight! Thanks everyone
Date: Aug 04, 2004
Thank you Kolbers for all the help. Next time I fly, I'll get a detailed list of where the temps are at different power settings and attitudes.I will probably try adding a little pitch to the prop for my EGT problem. First, I'm gonna change the left gear leg though, maybe the right one too, as it looks like I may have sprung 'em a little. I must have done it on my 1st landing, because my second takeoff was alot more difficult. I got the tailwheel up and she took off hard to the right and I had to back off the throttle and straighten up again. The first takeoff I had no problem. There was little to no wind. Weird, 'cause I felt like the first landing was a near perfect 3 point stall. It didn't feel hard at all. Of course, there was alot going on in my mind at the time :) I just wanted to thank everyone again for all the encouragement and help. I sure feel alot better getting that first landing under my belt. Turns out that the takeoffs w ere more difficult. She felt like she was on a rail when I landed. Gotta go earn a living. Guy Morgan, Galveston, TX Firefly driver Discover the best of the best at MSN Luxury Living. ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: Anti-Chafe Tape
Date: Aug 04, 2004
OK that was a smart A$$ response... mostly because I haven't covered my plane yet. I was at the covering workshop at Oshkosh last week. Very interesting, learned a bit on how to do this stuff. Said hi to Jim and Dondi at the booth. Generically speaking; The ends of tubes, over rivet heads, over tight curves, corners and edges. If there is structure under the fabric, that it is not attached to, but is close enough to that it might touch if it is being vibrated is one that I have heard can cause wear in fabric that most people forget. Hopefully the Guys with tons of flight hours will answer this, they have seen the places that have worn that they didn't expect and didn't put the anti-chafe on themselves. If you have the Stits (polyfiber) covering manual they go into this, and everything in some detail. ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: New Kolb Mark III Owner in Illinois
Date: Aug 04, 2004
Ok guys I have agreed to check Keith out in his new bird. I need some advice. The plane has a 503 with a empty weight of around 480lbs with 430lbs of passengers and 60 lbs of fuel how is this going to fly. I don't know any thing about 2 strokes so what RPMs, CHT, and EGT numbers should I be watching for? Also when he flies home will he be able to premix oil with 100LL. Rick Neilsen ----- Original Message ----- From: "Keith Kellogg" <kloggs(at)comcast.net> Subject: Kolb-List: New Kolb Mark III Owner in Illinois > > Last week I purchased a Kolb Mark III Classic that was built by an AP > Mechanic in Sparta MI for his son who rarely flew it. It is a beautiful > plane that won Grand Champion at Oshkosh in 92 and looks like the day it was > built. I live West of Chicago and plan on keeping the plane at Cushing Fld. > > I am a private pilot with about 50 hours of taildragger experience. ________________________________________________________________________________
Date: Aug 04, 2004
From: dama(at)mindspring.com
Subject: Re: New Kolb Mark III Owner in Illinois
Just remeber that a 503 powered 2 seater is not over powered by any stretch, especially in the summer...! Kip FS II ATL -----Original Message----- From: Richard & Martha Neilsen <NeilsenRM(at)comcast.net> Subject: Re: Kolb-List: New Kolb Mark III Owner in Illinois Ok guys I have agreed to check Keith out in his new bird. I need some advice. The plane has a 503 with a empty weight of around 480lbs with 430lbs of passengers and 60 lbs of fuel how is this going to fly. I don't know any thing about 2 strokes so what RPMs, CHT, and EGT numbers should I be watching for? Also when he flies home will he be able to premix oil with 100LL. Rick Neilsen ----- Original Message ----- From: "Keith Kellogg" <kloggs(at)comcast.net> Subject: Kolb-List: New Kolb Mark III Owner in Illinois > > Last week I purchased a Kolb Mark III Classic that was built by an AP > Mechanic in Sparta MI for his son who rarely flew it. It is a beautiful > plane that won Grand Champion at Oshkosh in 92 and looks like the day it was > built. I live West of Chicago and plan on keeping the plane at Cushing Fld. > > I am a private pilot with about 50 hours of taildragger experience. ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Headroom?
Date: Aug 04, 2004
Greetings, Well, it's taken quite a few years, but I finally regret selling my Slingshot. Maybe Richard will sell it back to me since he STILL hasn't got that Geo engine finished :-) It's good to see some of the "old timers" still around the list. I'm currently shopping for either another Kolb, or perhaps a Rans of some type, purely as a local fun type plane. Single place is fine, and cheaper is better than expensive, and using a 503 would be a bonus. Kolb will be an easy choice, if I can resolve some headroom issues. When I bought the SS kit at SNF about 100 years ago, I sat in a FS-II, and recall that my head hit the gap seal. Has anything been done in the last 6-7 years to increase the headroom in the FS-II ? I don't believe the FF existed at the time, or if it did, I have no recollection of sitting in one. How is the headroom in the current FF, and how does it compare with the current FS-II? The SS had a great canopy arrangement, but it also meant that the wings were harder to fold without assistance. I've watched over the years as the SS was replaced by the Kolbra. I can't say the Kolbra canopy is the best looking I've seen, but it certainly does look functional, if it has as much headroom as it appears. The Mark-III was always fine in the headroom department, but I'm afraid that both the Mark-III and Kolbra are bigger, and more expensive than what I want. They'd be better as an only plane, but I have an RV-3 as my primary plane. So, what's the headroom situation out there. Anyone have an original SS airframe or kit laying around? Thanks, Rusty Navarre, FL SlingShot (sold) RV-8 (sold) RV-3B w/Mazda 13B rotary engine (flying- zoom zoom ) Airbike project (selling because I decided I want something else) ________________________________________________________________________________
Date: Aug 04, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: First flight! Thanks everyone
> > >Thanks Jack. I don'thave any experience flying w/flaps or flaperons, so I think I'll get some more practice without 'em first.What do you do different with a notch of flaperons on landing?I'm ordering a couple of gear legs today. Ed Diebel came down yesterday to look at my Firefly and he mentioned that you had a method for straightening gearlegs. I think it was you he was talking about. I went through the slideshow on your site and didn't see anything. My current gear is only slightly sprung with negative camber on both sides. I think I should be able to straighten them once without harming anything. I think some positive camber (wheels tilted out at the tops, as viewed from the front) would be the way to go, so when I sit in it they tilt towards vertical. > > Guy, You can seem my flaperon handle set up at: http://www.thirdshift.com/jack/firefly/firefly21.html I used washers on the handle pivot bolt so that it holds or springs the lever over firmly toward the 5/16 inch OD tubing. I can bump the handle up a little out of the "Off" locating notch. The friction in the system is great enough that the handle will not slide over the tube when outside a slot or notch while taxiing or in the air. If you keep the stick back on takeoff, you keep the tail wheel planted and in doing so it is easier to keep the FireFly straight than letting the tail come up depending entirely on the rudder. The other advantage is that you get all wheels off the ground at a lower speed, so that front wheel camber and alignment problems no longer have any effect. On landing and with mis aligned main gear it is important to get the tail wheel down first or at the same time as the main gear so you do not have to rely solely on the rudder. Up to this point I have been lucky and I have not bent a gear leg. Some time ago, I did put up a response on the List on how to adjust main gear camber. I pulled it up out of the achives for you. ***************************************************************** Match: #2 Message: #21144 Date: Apr 29, 2001 From: Jack & Louise Hart <jbhart(at)ldd.net> Subject: Re: INSTALLING NEW LANDING GEAR > >When installing new landing gear, what is the best way of lining the >wheel and axle bracket up where the wheel will track straight?? > For my Firefly, I used a different approach than has been described. I slipped the legs into the sockets, drilled the hole through the leg, inserted the bolt, screwed on and tightened the nut. Then I slipped the axle and gear bracket onto the bottom of the legs. Next I slide the wheels onto the axles. (I used the four inch wheels and the axles are 3/4 inch tubes.) To keep everything straight, I constructed a two by four cage so that I could keep the wheels parallel to each other and the fuselage center line. I actually clamped the wheels to the two by fours to guarantee they stayed in alignment as I drilled the hole through the steel tube bracket and the aluminum leg. The bolt was passed through the hole and the nut screwed on and tightened. By doing this you can be sure that your wheels have no toe in or out. But this does not guarantee that the wheel camber (sidewise tilt of the wheel) is correct. In my case, I did not adjust the camber for some time, and I found my Firefly to be very squirrelly on the ground (I fly off a concrete strip). To adjust the camber, I placed four 50 pound bags of child's play sand in the seat because I weigh 200 pounds and the gas tank was full. Next I rolled the plane forward and backward a few inches to let the landing gear flex and find its normal loaded position. Using a torpedo level vertically across the outside of the wheel I checked the camber. I found that both of my wheels were tilted in at the top. To adjust the camber, I slipped off the wheel and placed the axle on a six inch square block of wood, so that most of the axle portion was exposed over the edge. Then I slipped a six foot piece of one inch galvanized water pipe over the axle and bent the axle down just a little bit. Then the wheel was replaced, the plane rolled back and forth, etc. and the process repeated until the outside top of the wheel was out about 1/16 of an inch out more than at the bottom. The above takes some time, but the results are well worth it. By doing so, the gear is set for its normal maximum weight takeoff condition. I have found that all of the unexpected darting side to side while taxiing or taking off and landing in cross winds has disappeared. Just slight rudder movements keep it straight. ********************************** I hope this helps. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: New Kolb Mark III Owner in Illinois
Date: Aug 04, 2004
----- Original Message ----- From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> Subject: Re: Kolb-List: New Kolb Mark III Owner in Illinois > > Ok guys I have agreed to check Keith out in his new bird. I need some > advice. The plane has a 503 with a empty weight of around 480lbs with 430lbs > of passengers and 60 lbs of fuel how is this going to fly. I don't know any > thing about 2 strokes so what RPMs, CHT, and EGT numbers should I be > watching for? Also when he flies home will he be able to premix oil with > 100LL. > > Rick Neilsen Rick, The Mk-3 will be pretty sluggish on climb with that engine and load, climb rpms should be close to 6200, cruise rpms will probably be around 5800, hopefully a little lower. Max CHT on the 503 is 400 degrees but you should not get any where near that if the fan belts tight. :-) EGT max should be in the mid range and should be 1100 to 1150 degrees, red line EGT is 1200 degrees (you should not see that though) and at full throttle they should drop down to 1000 to 1100 degrees. I have a friend that runs 100LL exclusively in his 503 powered Hurricane and has never had a problem, take a spare set of gapped plugs for the trip just in case. Good luck, Denny Rowe, Mk-3, 2SI 690L-70, Loehle Sport Parasol 503 ________________________________________________________________________________
From: "boyd young" <by0ung(at)brigham.net>
Subject: add up price
Date: Aug 04, 2004
<<<<< Hey Guys, I added my receipts for my Firestar II today.... EIS , GPL , miZer , Transponder , Icom Nav/Com w/intercom , GPS Airmap 100 , plus Taxes ....I've got $19,000.00 in it...and I don't have a BRS... Holy ... COW! I still need to buy insurance and make a trailer... I didn't realize I was having SO MUCH FUN !!! Gotta Fly... Mike in MN >>>>>> the only mistake you made is adding it all up...... it is more fun if you dont know. boyd ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 04, 2004
Subject: Re: Headroom?
In a message dated 8/4/2004 12:55:20 PM Eastern Standard Time, 13brv3c(at)bellsouth.net writes: Airbike project (selling because I decided I want something else) Give details, please. Howard Shackleford FS II SC ________________________________________________________________________________
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Re: New Kolb Mark III Owner in Illinois
Date: Aug 04, 2004
Premixing oil with 100LL works, one of my flying buddies does it regularly in his Firestar. I dunno about the gross weight, but it sure sounds like you're over the edge, particularly on a high DA day. -Ken ----- Original Message ----- From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> Subject: Re: Kolb-List: New Kolb Mark III Owner in Illinois > > Ok guys I have agreed to check Keith out in his new bird. I need some > advice. The plane has a 503 with a empty weight of around 480lbs with 430lbs > of passengers and 60 lbs of fuel how is this going to fly. I don't know any > thing about 2 strokes so what RPMs, CHT, and EGT numbers should I be > watching for? Also when he flies home will he be able to premix oil with > 100LL. > > Rick Neilsen > > ----- Original Message ----- > From: "Keith Kellogg" <kloggs(at)comcast.net> > To: > Subject: Kolb-List: New Kolb Mark III Owner in Illinois > > > > > > Last week I purchased a Kolb Mark III Classic that was built by an AP > > Mechanic in Sparta MI for his son who rarely flew it. It is a beautiful > > plane that won Grand Champion at Oshkosh in 92 and looks like the day it > was > > built. I live West of Chicago and plan on keeping the plane at Cushing > Fld. > > > > I am a private pilot with about 50 hours of taildragger experience. > > ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Aug 05, 2004
Subject: Re: First flight! Thanks everyone
In a message dated 8/4/04 12:47:16 PM Central Standard Time, jbhart(at)ldd.net writes: Jack, This method worked for me, but , will it work on the Firestar axle fittings? That is what Guy has on his Firefly. I think they are a little heavier, With a 5/8" steel rod. I did not know if you were aware of that. I guess he really needs to put a straight edge on it to see if there is a problem with the legs being bent. Ed ( in Houston) << most of the axle portion was exposed over the edge. Then I slipped a six foot piece of one inch galvanized water pipe over the axle and bent the axle down just a little bit. Then the wheel was replaced, the plane rolled back and forth, etc. and the process repeated until the outside top of the wheel was out about 1/16 of an inch out more than at the bottom. The above takes some time, but the results are well worth it. By doing so, the gear is set for its normal maximum weight takeoff condition. I have found that all of the unexpected darting side to side while taxiing or taking off and landing in cross winds has disappeared. Just slight rudder movements keep it straight. ********************************** I hope this helps. Jack B. Hart FF004 Jackson, MO >> ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Headroom?
Date: Aug 05, 2004
Rusty, THe headroom in a firefly is pretty low...I am 5'10 3/4 and my headset rubbed the underside of the gap cover when I put a pad in the seat, which was pretty necessary for me with the sling seat. (made my butt ache)... I replaced that gap cover with a fabricated one with no "Bottom"...so I gained the thicknes of the wing in headroom...so it is very satisfactory. There are pics somewhere on the website below of the modified gap cover. Don Gherardini FireFly 098 http://www.geocities.com/dagger369th/my_firefly.htm ________________________________________________________________________________
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Michigan Fall Color Thumb Tour
Date: Aug 05, 2004
For any pilots on the list interested in participating, the Greater Thumb Ultralight Flyers (GTUF) is hosting another Thumb Tour on September 18. The route begins at Kirk (Snuffy) Smith's field near Columbiaville and encompasses an estimated 240 mile loop up and around the so-called Thumb of Michigan. A fuel truck will be following the tour and there will be a pizza lunch at Bad Axe. The thumb area is always very pretty country to fly over, the coastline time will be grand, and with any luck, the fall colors should be lovely. For more information, please go to this website: http://www.staliteaviation.com And then click on the GTUF button. Alternatively, you may contact me directly off-list at: kfackler(at)ameritech.net -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Headroom?
Date: Aug 05, 2004
Hi Don, Thanks for the message. I'm thinking that I'd have to do something similar with the gap seal in either a FF or a FS. Is that your plane in the link? Man, what paint job! Unfortunately, it looks like there were links to pics at the bottom of the page, but they don't seem to work. If you can find a link to the modified gap seal pic, I'd like to see what you did. Thanks, Rusty (deciding what to build is half the fun) ------------------------------ Rusty, THe headroom in a firefly is pretty low...I am 5'10 3/4 and my headset rubbed the underside of the gap cover when I put a pad in the seat, which was pretty necessary for me with the sling seat. (made my butt ache)... I replaced that gap cover with a fabricated one with no "Bottom"...so I gained the thicknes of the wing in headroom...so it is very satisfactory. There are pics somewhere on the website below of the modified gap cover. Don Gherardini FireFly 098 http://www.geocities.com/dagger369th/my_firefly.htm ________________________________________________________________________________
Date: Aug 05, 2004
From: Mark Anliker <manliker(at)uiuc.edu>
Subject: High EGT's on 447's
Guy and others with 447's: Ultraflight radio is a web based weekly radio show. On Tuesday's show, there was a good segment on high mid-range EGT's on 447's. Go to the link given below for Tuesday's (8-3-04) show, and listen to the segment with Tom Olenik (of Olenik Aviation). His gives good advice for a fix that is specific to 447's. http://www.ultraflightradio.com/index.html Mark Anliker Sadorus, IL ________________________________________________________________________________
From: "Frank Reynen" <frank_reynen(at)ix.netcom.com>
Subject: Re: MKIII 912 installation
Date: Aug 05, 2004
Hi Giovanni, I am probably the only one that installed the carbs on the backside of the 912 and mounted the oiltank behind and under the engine . But I have more than 350 hrs on this system and have always had good oil pressure and monitore with EIS. I keep the oil level a little higher in the tank to offset the lower location since it is a little out of the Rotax specs. See my webside and follow directions to the tech page and a picture of the 912 engine and oiltank below will give you some idea. www.webcom.com/reynen Frank Reynen MKIII /912@ 834 hrs on Lotus floats > Hello all, > > I am having trouble finding a suitable mounting system for the oil tank > on my 912 powered MKIII. Any photos and or ideas would be very helpful. > Thanks > > Giovanni > > ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: BRS Installation in a Mark-III
Date: Aug 05, 2004
<< Dennis: How do you route the bridle for the 'chute so that the MK III remains near upright under the canopy? It's not real obvious from the pic. Thanks, George Alexander >> George, and Kolb Gang - The bridle exits the plane from the bottom, directly beneath the Softpack. From there, it is routed aft, along the bottom longeron (on the aircraft exterior) to the aft part of the cage. Then up, following the aftmost vertical cage member to the gap seal region and then forward, to finally attach to the 2-inch main tube at the top of the cabin, right at the CG. Incidently, the bridle is routed around the OUTSIDE of the aileron bellcrank, in order that the bridle remain clear (and to the exterior) of the aileron p/p tubes. Result is a clear, unobstructed path for the bridle to "unzip" from the aircraft exterior, in the event the BRS is deployed. (I guess another photo or two on Photoshare would have presented a clearer picture of the setup - sorry! I'll take some more pictures and post 'em in the near future.) Dennis Kirby Verner, Powerfin-72 Cedar Crest, NM ________________________________________________________________________________
From: "Giovanni Day" <gde01(at)bellsouth.net>
Subject: MKIII 912 installation
Date: Aug 05, 2004
Frank, Very interesting setup. I was under the impression that the oil tank HAD to be higher than that to work properly. What information gave you the idea this tank location would work? Giovanni MKIII/912 890566 covering the wings and making a terrible job of it. --> Hi Giovanni, I am probably the only one that installed the carbs on the backside of the 912 and mounted the oiltank behind and under the engine . But I have more than 350 hrs on this system and have always had good oil pressure and monitore with EIS. I keep the oil level a little higher in the tank to offset the lower location since it is a little out of the Rotax specs. See my webside and follow directions to the tech page and a picture of the 912 engine and oiltank below will give you some idea. www.webcom.com/reynen Frank Reynen MKIII /912@ 834 hrs on Lotus floats > Hello all, > > I am having trouble finding a suitable mounting system for the oil > tank on my 912 powered MKIII. Any photos and or ideas would be very > helpful. Thanks > > Giovanni > > == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
Subject: 912 exhaust
From: Erich_Weaver(at)URSCorp.com
Date: Aug 05, 2004
08/05/2004 12:14:06 PM Kolb fans: I came across the following web site in my search for solutions to cracking in my rotax 912 exhaust system that I thought was worth sharing: http://www.rick-thomason.com/ste_003.htm It seems to me that this exhaust system would have significantly less potential for cracking given its size and design. If anybody has experience or further information, please pass it on. I also understand that TNK has their own prototype 912 exhaust system, possibly exhibited at OshKosh, but I havent seen any pictures yet. Anybody happen to catch a glimpse? In the meantime, I have sent in my gearbox to have the centrifugal clutch installed that now comes standard on any new 912 engine. Kerry at Lockwood indicated to me that the new clutch would help dampen harmonic vibration at cruise speeds as well as the rough running at start up. Its not clear to me how that is accomplished, but I figure the clutch is a plus for the engine even if it doesnt fix my problem (there's got to be a reason why they no longer sell the engine without the clutch!). regards Erich Weaver ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 05, 2004
Subject: Re: 912 exhaust
In a message dated 8/5/2004 12:14:28 PM Eastern Standard Time, Erich_Weaver(at)URSCorp.com writes: > I also understand that TNK has their own prototype 912 exhaust system, > possibly exhibited at OshKosh, but I havent seen any pictures yet. Anybody > happen to catch a glimpse? > > Yes Erich, TNK does have a new exhaust system for the 912. They ran it at SNF 2004 and also at OSH 2004. It is very compact and not prone to stress because it is a split system. It does not seem to have any power loss and has a nice sound. I will try to post a picture. It sells for $895.00 Steve Boetto mkiii ________________________________________________________________________________
From: "Giovanni Day" <gde01(at)bellsouth.net>
Subject: 912 exhaust
Date: Aug 05, 2004
Erich, I had a friend take a photo of the extra and have a nice photo. Here is a link. http://216.77.188.54/coDataImages/p/Groups/200/200609/folders/161503/117 4116IMAG0008sm.JPG 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 Erich_Weaver(at)URSCorp.com Subject: Kolb-List: 912 exhaust Kolb fans: I came across the following web site in my search for solutions to cracking in my rotax 912 exhaust system that I thought was worth sharing: http://www.rick-thomason.com/ste_003.htm It seems to me that this exhaust system would have significantly less potential for cracking given its size and design. If anybody has experience or further information, please pass it on. I also understand that TNK has their own prototype 912 exhaust system, possibly exhibited at OshKosh, but I havent seen any pictures yet. Anybody happen to catch a glimpse? In the meantime, I have sent in my gearbox to have the centrifugal clutch installed that now comes standard on any new 912 engine. Kerry at Lockwood indicated to me that the new clutch would help dampen harmonic vibration at cruise speeds as well as the rough running at start up. Its not clear to me how that is accomplished, but I figure the clutch is a plus for the engine even if it doesnt fix my problem (there's got to be a reason why they no longer sell the engine without the clutch!). regards Erich Weaver == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
Date: Aug 05, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Headroom?
> >Hi Don, > >Thanks for the message. I'm thinking that I'd have to do something similar >with the gap seal in either a FF or a FS. Is that your plane in the link? >Man, what paint job! Unfortunately, it looks like there were links to pics >at the bottom of the page, but they don't seem to work. If you can find a >link to the modified gap seal pic, I'd like to see what you did. > >Thanks, >Rusty (deciding what to build is half the fun) > Rusty, I am just six foot but short in the legs. My head bumped the gap seal bottom surface. I released the seat from the rear lower cross tube and turned the seat into a true sling seat. This let my cheeks slide down and forward and raised my knees to clear the front cross tube and to get my feet on the rudder pedals and it keeps my head away from the gap seal. With a thin pad under my cheeks, it is very comfortable. It took a little while to get used of my rear swinging a little side to side but now I am used to it. There is a side benefit to this seat arrangement in that you can easily get to everything below and behind the seat. It makes it much easier to poar gas into the take directly from the can because you can pull the seat back forward. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Headroom?
Date: Aug 05, 2004
I am just six foot but short in the legs. My head bumped the gap seal bottom surface. I released the seat from the rear lower cross tube and turned the seat into a true sling seat. ------------------------- Hi Jack, I've suspected there was a certain amount of room to be gained by modifying the seat, but this is certainly the simplest way to do it. I figure you can only lower it so much, before you start hitting something underneath, but every inch counts. Best thing to do would be to go sit in one, and in a couple months, I could probably trust the RV-3 to take me up to London in about 2-1/2 hours. In the mean time, maybe I can find a plane locally to look at. Anyone near Pensacola FL? Anyone planning to go to SERFI in Evergreen, AL around the first of Oct? Thanks for the message. Rusty ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: 4AO84 (was Headroom?)
Date: Aug 05, 2004
Airbike project (selling because I decided I want something else) Give details, please. Howard Shackleford FS II SC ------------------ I just realized where I saw your name- the surplus engine group. Are you putting a 4AO84 engine on your FS-II? Cheers, Rusty (sold mine) ________________________________________________________________________________
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Date: Aug 05, 2004
Subject: GPS-GS-Airmap100
Hey guys, My first message got lost...here we go again , I bought the Airmap 100 , back when people on the list said they were on sale for $225. , It sat around for 11 months and finally I took it with me on a road trip just to check it out.... The ground speed was reading 10mph too slow....I called Lowrance and I sent it to them...they replaced it. I check out the NEW one and it is also 10mph TOO SLOW. My Lowrance "Eagle" works just fine , Lowrance is sending me a Fed-X slip to ship this other one back.... I was just wondering if any of you other guys that bought the Airmap 100 has ever checked the GS. And where it's "OFF" is right in the cruise range of the Firestar 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: "RD" <13brv3c(at)bellsouth.net>
Subject: GPS-GS-Airmap100
Date: Aug 05, 2004
I check out the NEW one and it is also 10mph TOO SLOW. My Lowrance "Eagle" works just fine , Lowrance is sending me a Fed-X slip to ship this other one back.... ----------------------- I know this is probably a silly question, and something you've checked, but is there any change the Airmap is reading in knots, rather than mph? I can't help but ask, since 65 kts is 75 mph. Rusty (new again) ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Headroom?
Date: Aug 05, 2004
Thanks Don. The direct link worked perfectly. Very descriptive pics too. Nice job! Rusty (XM weather now online) ________________________________________________________________________________
Date: Aug 05, 2004
From: Ken korenek <kkorenek(at)comcast.net>
Subject: Re: GPS-GS-Airmap100
What are you checking the GPS speed against? What is your speed standard? Before you can say a GPS speed is low, you have to KNOW EXACTLY how fast you are really going. If you're checking it against a car speedometer, you better find a cop on radar and let him calibrate your speed. Just asking some basic questions... It is very difficult for the speed readings on a GPS to be off. If it's malfunctioning to the point that the speed is wrong, then a whole lot of other functions are not working either. Ken Mike Pierzina wrote: > >Hey guys, > My first message got lost...here we go again , > > I bought the Airmap 100 , back when people on the list said they were on sale for $225. , It sat around for 11 months and finally I took it with me on a road trip just to check it out.... > The ground speed was reading 10mph too slow....I called Lowrance and I sent it to them...they replaced it. > I check out the NEW one and it is also 10mph TOO SLOW. My Lowrance "Eagle" works just fine , Lowrance is sending me a Fed-X slip to ship this other one back.... > I was just wondering if any of you other guys that bought the Airmap 100 has ever checked the GS. And where it's "OFF" is right in the cruise range of the Firestar > >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: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Re: High EGT's on 447's
Date: Aug 05, 2004
Thanks for the link to Ultraflight radio. I enjoyed the talk by Tom about the 447. I also had the same problem with a hot spot in the midrange of the 447. There was no one to talk to about the problem, but what I did was to buy another needle from CPS. I do believe that it was a K type needle. That had a different taper to the midrange and solved the problem for me. Larry, Oregon ________________________________________________________________________________
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Date: Aug 05, 2004
Subject: Excuses
Well, In the book's examples...when the speed is nautical there's a "kn" after or below the number....It wasn't showing in the GS box that I was looking at that's why I figured it was statute... 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: HShack(at)aol.com
Date: Aug 05, 2004
Subject: Re: 4AO84 (was Headroom?)
In a message dated 8/5/2004 5:44:24 PM Eastern Standard Time, 13brv3c(at)bellsouth.net writes: I just realized where I saw your name- the surplus engine group. Are you putting a 4AO84 engine on your FS-II? Cheers, Rusty (sold mine) No, the FS II will still have my trusty 503. We are looking for a fuselage that we can adapt Himax wings & empennage & put the 084 on that. Maybe an Airbike...... Howard Shackleford FS II SC ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: GPS-GS-Airmap100
Date: Aug 06, 2004
Mike, I think I know what your speed problem is being caused by. Your Airmap comes with the default set to knots per hour, if you go into the setup menue and change it to MPH it will probably correct your error. Denny Rowe ________________________________________________________________________________
From: "Paul Petty" <lynnp@c-gate.net>
Subject: Re: 4AO84 (was Headroom?)
Date: Aug 06, 2004
Howard, Contact me off list. I have something you may be interested in..... pp ----- Original Message ----- From: <HShack(at)aol.com> Subject: Re: Kolb-List: 4AO84 (was Headroom?) > > In a message dated 8/5/2004 5:44:24 PM Eastern Standard Time, > 13brv3c(at)bellsouth.net writes: > I just realized where I saw your name- the surplus engine group. Are you > putting a 4AO84 engine on your FS-II? > > Cheers, > Rusty (sold mine) > > No, the FS II will still have my trusty 503. We are looking for a fuselage > that we can adapt Himax wings & empennage & put the 084 on that. Maybe an > Airbike...... > > Howard Shackleford > FS II > SC > > ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: GS - Airmap 100
Date: Aug 06, 2004
And of course you've checked that it's set to mph and not knots, right? Sorry, but I had to ask.... Dave Paule Boulder, CO Mike Pierzina wrote: Have any of you that own the Lowrance Airmap 100 checked your Ground Speed? I checked mine awhile back (before warranty expired) and the GS read 10mph SLOWER....after I sent it back they REPLACED it... I just checked out the new one they sent me and it's 10mph SLOWER TOO....I've gotta call them again, but I was wondering if any others read this way.... I have a Lowrance Eagle , and the GS is just fine on it. ________________________________________________________________________________
Date: Aug 06, 2004
From: possums <possums(at)mindspring.com>
Subject: SP/LSA
For those that don't want to read it all. Go to http://www.georgiasportflyers.com/ then to: <http://www.atlantaultralights.com/SPORTPILOT_files/Default.htm>Transitioning from Ultralights to Sport Pilot" ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: SP/LSA
Date: Aug 06, 2004
Hey I asked a few questions at Oshkosh last week on SP/LSA rules. For the current private pilot: We don't need to do anything, not even a note in our log book. We are licensed to fly all makes and models and we can get our biannual check ride in anything we are licensed for. If we choose to fly only the Sport Planes, which don't need to have a medical to be flown, we no longer need to get the 3rd class medical. Current Ultralight pilots that fly the 2 place ultralight airplanes: You will need to get the Sport Pilot license. Get the Sport Pilot CFI if you are going to do the training. Get your airplane registered as a Light Sport Plane or as a 51% experimental. The rules for the SP CFI will not be ready till next year so it is suggested that you not register the plane till after that point or you will not be able to train in it. My impression is that FAA is going to be very accommodating over the next few years to get illegal flyers and planes licensed. Afterwards I can only assume they will throw the book at anyone they catch. The repositionable landing gear for float planes: The guy I asked had a real problem defining this as apposed to retractable. The explanation I got was that they don't want the gear moved up and down very often. The gear can be retracted and lowered in the air. They just don't want it to become so routine that one might forget to lower or retract as needed. Rick Neilsen Broken Redrive VW powered MKIIIc ----- Original Message ----- From: "possums" <possums(at)mindspring.com> Subject: RE: Kolb-List: SP/LSA ________________________________________________________________________________
From: "Frank Reynen" <frank_reynen(at)ix.netcom.com>
Subject: Re: MKIII 912 installation
Date: Aug 06, 2004
Giovanni, The Rotax 912 installation manual issued 12-22-1994 indicates that the oil level in the tank has to be between 0 and -400 mm (up to 15.75 " below) measured from the propeller shaft C/L. Next time I am at the plane I will measure mine and let you know how much it is. Frank ----- Original Message ----- From: "Giovanni Day" <gde01(at)bellsouth.net> Subject: RE: Kolb-List: MKIII 912 installation > > Frank, > > Very interesting setup. I was under the impression that the oil tank HAD > to be higher than that to work properly. What information gave you the > idea this tank location would work? > > Giovanni > MKIII/912 890566 covering the wings and making a terrible job of it. > > > --> > > Hi Giovanni, > I am probably the only one that installed the carbs on the backside of > the 912 and mounted the oiltank behind and under the engine . But I have > more than 350 hrs on this system and have always had good oil pressure > and monitore with EIS. I keep the oil level a little higher in the tank > to offset the lower location since it is a little out of the Rotax > specs. See my webside and follow directions to the tech page and a > picture of the 912 engine and oiltank below will give you some idea. > www.webcom.com/reynen > > Frank Reynen MKIII /912@ 834 hrs on Lotus floats > > Hello all, > > > > I am having trouble finding a suitable mounting system for the oil > > tank on my 912 powered MKIII. Any photos and or ideas would be very > > helpful. Thanks > > > > Giovanni > > > > > > > == > direct advertising on the Matronics Forums. > == > == > == > > ________________________________________________________________________________
From: "Frank Reynen" <frank_reynen(at)ix.netcom.com>
Subject: Re: SP/LSA and amphibs
Date: Aug 06, 2004
Richard, I fly a MKIII with a retractable gear and I think that they dont want SP rated pilots to take off from land and "land" on water during a single flight operation and vise versa. This falls into the same catagory of complex flight operations such as inflight variable pitch propellers. If an SP takes-off from water he is to land back on water also. To specify that an SP is only legal to retract and lower landing gear while in the air is meaningless no matter how often (or not too often!) he does this. I think this guy did not explain this very well to you. Any thoughts on this? Frank Reynen MKIII/912 with amphib Lotus floats.(legal to raise and lower landing gear where and as often as I want!) ----- Original Message ----- > > The repositionable landing gear for float planes: > The guy I asked had a real problem defining this as apposed to retractable. > The explanation I got was that they don't want the gear moved up and down > very often. The gear can be retracted and lowered in the air. They just > don't want it to become so > routine that one might forget to lower or retract as needed. > > > Rick Neilsen > do not archive > > ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 06, 2004
Subject: Re: SP/LSA and amphibs
In a message dated 8/6/2004 7:03:06 PM Eastern Standard Time, frank_reynen(at)ix.netcom.com writes: > > Richard, > I fly a MKIII with a retractable gear and I think that they dont want SP > rated pilots to > take off from land and "land" on water during a single flight operation and > vise versa. > Frank, I think that you might be right, but, The ruling may allow for up to one cycle per flight. In other words you could take off on water and land on land, but you could not take off on land, retract, deploy, and land on land. (Geez, I sound like the FAA). But seriously, It looks like the ruling is to prevent increased peformance due to retracting gear. I will be watching this one closely, But as of now I have not gotten a good definition of the terms. My feeling is that if you go to the effort to get a sport pilot ticket and then get a seaplane endorsment you are pretty far along to a full pilot anyway. By the way, I still am not sure if you need a seaplane rating on an experimental if you build it yourself. Does anyone know the answer to that one? Steve Boetto MkIII back on hold again, Working on a new surprise for SNF 2005 ________________________________________________________________________________
Date: Aug 07, 2004
Subject: OSH 04
From: Scott Trask <sctrask(at)diisd.org>
(not processed: message from valid local sender) Hi Had a great time with Rick N. and John W. at OSH. this year. Glad to see everyone made it back ok. Especially Rick, good job on landing in the beans. The good Lord wants you to live to fly another day. Photos of John W. and Rick N. in route to OSH in photo share. Scott Trask IMT ________________________________________________________________________________
Date: Aug 07, 2004
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: SP/LSA and amphibs
At 08:39 PM 8/6/2004, you wrote: >By the way, I still am not sure if you need a seaplane rating on an >experimental if you build it yourself. Does anyone know the answer to that >one? The FAR says it's not required, but there is a LITTLE KNOWN "Advisory Circular" that came out some years ago that says it *IS* required. Chances are pretty good your local FAA guy doesn't know about the AC... so, quote the FAR and you might be okay! ;-) -- Robert ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Kolbra
Date: Aug 07, 2004
Greetings, Does anyone have a link to Kolbra pics? I'm probably more interested in completed pics, rather than construction. Also, does the Kolbra actually have as much headroom in the front seat as it looks like it does? My old SS had plenty of headroom, and it looks like the Kolbra is even better. I also like the way the pilot's head is in front of the wing, so there are no visibility obstructions. I don't really like what it will cost though :-) Also, can anyone confirm how the wing folding works. On the SS, you had to support the wing, while disconnecting the strut. In other words, you couldn't allow the wingtip to be lowered to the ground like you can on the FS and FF. Is the Kolbra like this to? Thanks, Rusty (getting in deep now) ________________________________________________________________________________
Date: Aug 07, 2004
Subject: [ Mark Hodgson ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Mark Hodgson Subject: More Brodhead 2004 http://www.matronics.com/photoshare/mhodgson@bu.edu.08.07.2004/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
Date: Aug 07, 2004
Subject: [ Keith Kellogg ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Keith Kellogg Subject: My new Kolb Mark III http://www.matronics.com/photoshare/kloggs@comcast.net.08.07.2004/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
Date: Aug 07, 2004
Subject: [ Scott Trask ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Scott Trask Subject: John W. , Rick N. in route to OSH http://www.matronics.com/photoshare/sctrask@diisd.org.08.07.2004/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: "George E. Thompson" <eagle1(at)commspeed.net>
Subject: Re: Kolbra
Date: Aug 07, 2004
John has lots of pictures of his. I am sure he would be glad to share. ----- Original Message ----- From: "RD" <13brv3c(at)bellsouth.net> Subject: Kolb-List: Kolbra > > Greetings, > > Does anyone have a link to Kolbra pics? I'm probably more interested in > completed pics, rather than construction. > > Also, does the Kolbra actually have as much headroom in the front seat as it > looks like it does? My old SS had plenty of headroom, and it looks like the > Kolbra is even better. I also like the way the pilot's head is in front of > the wing, so there are no visibility obstructions. I don't really like what > it will cost though :-) > > Also, can anyone confirm how the wing folding works. On the SS, you had to > support the wing, while disconnecting the strut. In other words, you > couldn't allow the wingtip to be lowered to the ground like you can on the > FS and FF. Is the Kolbra like this to? > > Thanks, > Rusty (getting in deep now) > > ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Kolbra
Date: Aug 07, 2004
There are a few pictures of the Kolbra on my website. The URL is listed in my signature block below. If you need to see a particular area or item on the Kolbra, I can probably get it for you. John Williamson Arlington, TX ------------------------- Hi John, Thanks. I surfed through your page the other day. Someone else sent me a great pic of you in flight, which showed the headroom situation pretty well. The missing piece of data is your height? If you don't mind saying, how tall are you? It looked like you had lots of headroom. I'm still curious if the wing folding is like the SS. In other words, you can't allow the wingtip to be lowered without crushing part of the frame. Thanks, Rusty ________________________________________________________________________________
Subject: Fort Nelson, BC
From: jhauck(at)elmore.rr.com
Date: Aug 08, 2004
------------------------------------------------ Search the web by email! mailto:www(at)web2mail.com adding your search to the subject line like this: search summer vacations ------------------------------------------------ Morning All: Sitting here in Fort Nelson, British Columbia, twitling my thumbs. Arrived here last night. Got fuel and lucked out to be the first to arrive, so..........I got the "crash pad" (free bed and bath). Only one available. Last time I came through here I missed it and slept on an old couch. Was getting my gear out of the airplane and noticed a distinct absence of air in the left main. Same tire I replaced the tube in at Knik River, early on in my flight. Long story short. Finally, got the wheel off with some borrowed tools, got the tube to town, and got a patch on it. Some friendly Canadians need several pats on the back for helping out a stranded Alabamian. Worked in their shop, at the airport, until very late, then surrendered to fatigue and anxiety, and called it a night. Had trouble getting the split rim, with spacer, reassembled. Waiting now for the gents from Ft Nelson to return to the airport this morning to finish getting the wheel and tire back together to continue flying back south and home to Alabama. Been a while since I had access to a computer. Since the last time, I have flown to Dawson City, Yukon Territory, Eagle Plains, YT, Fort McPherson, Northwest Territory, Inuvik, NT, Tuktoyaktuk, NT. Then.......back tracked to Dawson City and south to Whitehorse. RON'd Whitehorse and arrived here last night. Was a good flight yesterday, but alas, I am here until I can get the tire and wheel fixed and continue my flight. This flat could have happened at some lesser desireable places, i.e., sand and gravel bars, remote gravel strips, remote villages at near freezing temps. I am very grateful to be where I am in moderate temps, need a jacket on this morning. If I can get out of here by noon, I can be well into Alberta or maybe even Saskatchewan tonight. I plan to enter the States at Minot, ND, with a direct flight to Titus, Alabama. Today is Day 44. I am ready to head for the house. Take care, john h Fort Nelson, BC ________________________________________________________________________________
From: "Richard Swiderski" <swiderski(at)isp.com>
Subject: Wing Folding SlingShot
Date: Aug 08, 2004
Rusty, I stumbled upon an easy way to fold the SS wings, with no help. You use a telescoping tent pole modified so the top tip will fit into the tube that hangs down out of the bottom of the wing, the one that is used to hold the wing during transport. First, chock the wheels. Then, lay out the wing struts & put in the cage-side pins & gently allow the outside ends to hang down. Next, walk the wing out & swivel it into place as usual. Then pick up the tent pole & insert its tip into the support tube. The pole is adjusted to the height that will keep the wing at just below its normal height. Position the bottom of the pole so that it is about 10" behind the wing support tube & about 10" outside the wing support tube. This causes the wing to fall forward which of course it can't because its bottoming out on the cage. At this point, if you let go, the wing tip cannot fall down because the pole is holding it up, the wing can't fall forward, because the cage is holding it & the chocked wheels are holding the cage. Now you walk in front of wing & around pod & put the front pin in place. Then go back & finish by putting in the outside pin of the wing strut, by lifting the wing up a coupe inches, allowing the tent pole to fall out, & guide strut end into wing receiver & you are done! The one caveat here is that this doesn't work if wind conditions are such that the wing can lift up. Richard Swiderski SlingShot Greetings, (snip) Also, can anyone confirm how the wing folding works. On the SS, you had to support the wing, while disconnecting the strut. In other words, you couldn't allow the wingtip to be lowered to the ground like you can on the FS and FF. Is the Kolbra like this to? Thanks, Rusty (getting in deep now) ________________________________________________________________________________
Date: Aug 08, 2004
Subject: [ Mike Pierzina ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Mike Pierzina Subject: Narco 155 Transponder and AR 850 Alt Encoder http://www.matronics.com/photoshare/planecrazzzy@lycos.com.08.08.2004/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: "woody" <duesouth(at)govital.net>
Subject: The Jabi flyies!!!!
Date: Aug 08, 2004
Finally after a couple years I am back flying the Thunderbird (modified Mk 111). I did the last of the small details today and ran out of excuses not to fly. I adjusted the idle a bit and cursed the guy (and questioned the marital status of his parents) who designed the location of the idle adjust screw. A couple taxis down my strip showed everything running as it should with a little variation in the cht. Takeoff was uneventfull with me holding back a bit and climbing out at 600 fpm at 50 mph. I did not try for a full speed run yet as in my excitement I forgot to check what the operating numbers were for the engine. I found at 1800 rpm I could maintain 50/55 mph easily. However my cht readings were 100* apart. I flew around trying different speeds and directions to see if I could alter the situation. I could but not enough. Then I noticed the tach was reading lower than I had set it. Then it went to zero then it went back to normal then zero and so on for the remaining few minutes of flight. Landing was uneventfull. Reviewing the situation I made jumper cables so I could swap my cht gauges at the wiring harness. A few runs up and down the runway confirmed the sensors are at fault. Any ideas to find out which one is right? All flight numbers taken from standard gauges not vented to a static port. Engine numbers from an EIS unit. ________________________________________________________________________________
From: "Richard Swiderski" <swiderski(at)isp.com>
Subject: The Jabi flyies!!!!
Date: Aug 08, 2004
Woody, Stick each one in a small can of boiling water. They should then read 212 degrees F, assuming you are at sea level. ...Richard Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of woody Subject: Kolb-List: The Jabi flyies!!!! .....I made jumper cables so I could swap my cht gauges at the wiring harness. A few runs up and down the runway confirmed the sensors are at fault. Any ideas to find out which one is right? ________________________________________________________________________________
From: "Frank Reynen" <frank_reynen(at)ix.netcom.com>
Subject: Re: SP/LSA and amphibs
Date: Aug 08, 2004
Robert When I got my Experimental N-number registration and inspection prior to the 30 hr testflight stage as an amphib in 1991, the FAA inspector had checked my ratings and carried a print out to make sure that I had both the Land and Sea ratings before cutting me loose.So don't be to sure about this. Frank Reynen ---- Original Message ----- From: "Robert Laird" <rlaird(at)cavediver.com> Subject: Re: Kolb-List: SP/LSA and amphibs > > At 08:39 PM 8/6/2004, you wrote: > >By the way, I still am not sure if you need a seaplane rating on an > >experimental if you build it yourself. Does anyone know the answer to that > >one? > > The FAR says it's not required, but there is a LITTLE KNOWN "Advisory > Circular" that came out some years ago that says it *IS* required. Chances > are pretty good your local FAA guy doesn't know about the AC... so, quote > the FAR and you might be okay! ;-) > > -- Robert > > ________________________________________________________________________________
Date: Aug 08, 2004
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: SP/LSA and amphibs
At 04:47 PM 8/8/2004, you wrote: > >Robert >When I got my Experimental N-number registration and inspection prior to the >30 hr testflight stage as an amphib in 1991, > the FAA inspector had checked my ratings and carried a print out to make >sure that I had both >the Land and Sea ratings before cutting me loose.So don't be to sure about >this. That's why I said "might" ... With the FAA, as with the IRS, you can never be sure of anything, but you can usually be sure they'll "stick it to ya" if given half a chance. -- R ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Wing Folding SlingShot
Date: Aug 08, 2004
I stumbled upon an easy way to fold the SS wings, with no help. You use a telescoping tent pole modified so the top tip will fit into the tube that hangs down out of the bottom of the wing, the one that is used to hold the wing during transport. ---------------------- Hi Richard. I used to use a modified saw horse, but it would have been a lot harder to take with you in the plane :-) BTW, you're probably going to have to re-cover the plane due to old age before you get that Geo running :-) Cheers, Rusty (may just finish the Airbike) ________________________________________________________________________________
From: "Richard Swiderski" <swiderski(at)isp.com>
Subject: Electric Fue Pump Question
Date: Aug 08, 2004
Kolbers, Anyone know of an electric high pressure fuel pump that does not require a return fuel line? Typically that is how they cool themselves. I thought maybe there's one that starts & stops on demand. The reason I am asking is that I want to install a fuel monitoring gauge but they require an extra flow sensor for the return fuel flow & that adds $300 to the cost. Thanks, Richard Swiderski ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: The Jabi flies!!!!
Date: Aug 08, 2004
That would be okay but will be a pain in the butt trying to keep it wired to the EIS. Went flying again and I determined one sender is reading low. I had to have more than 100* on the cht. I checked and tightened all the EIS wires but still have the tach dying on me. I also can't get more than 2300 RPM reading on the tach on full power take off.. Should be 3300. I also climbed out at 900 fpm Still not pushing it. ----- Original Message ----- From: "Richard Swiderski" <swiderski(at)isp.com> Subject: RE: Kolb-List: The Jabi flyies!!!! > > Woody, > > Stick each one in a small can of boiling water. They should then > read 212 degrees F, assuming you are at sea level. ...Richard > Swiderski > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of woody > To: kolb-list(at)matronics.com > Subject: Kolb-List: The Jabi flyies!!!! > > .....I made jumper cables so I could swap my cht gauges at the > wiring harness. A few runs up and down the runway confirmed the sensors are > at fault. Any ideas to find out which one is right? > > ________________________________________________________________________________
Date: Aug 08, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: The Jabi flyies!!!!
CHT probes - try putting them in boiling water (212 degrees F). jerb > > Finally after a couple years I am back flying the Thunderbird (modified >Mk 111). I did the last of the small details today and ran out of excuses >not to fly. I adjusted the idle a bit and cursed the guy (and questioned the >marital status of his parents) who designed the location of the idle adjust >screw. A couple taxis down my strip showed everything running as it should >with a little variation in the cht. Takeoff was uneventfull with me holding >back a bit and climbing out at 600 fpm at 50 mph. I did not try for a full >speed run yet as in my excitement I forgot to check what the operating >numbers were for the engine. I found at 1800 rpm I could maintain 50/55 >mph easily. However my cht readings were 100* apart. I flew around trying >different speeds and directions to see if I could alter the situation. I >could but not enough. Then I noticed the tach was reading lower than I had >set it. Then it went to zero then it went back to normal then zero and so on >for the remaining few minutes of flight. Landing was uneventfull. Reviewing >the situation I made jumper cables so I could swap my cht gauges at the >wiring harness. A few runs up and down the runway confirmed the sensors are >at fault. Any ideas to find out which one is right? > All flight numbers taken from standard gauges not vented to a static >port. Engine numbers from an EIS unit. > > ________________________________________________________________________________
Date: Aug 08, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: The Jabi flies!!!!
Ouch, you didn't check your RPM at full power before doing a first flight. If it is as low as you have indicated, you may have just lucked out to make it around the field - same to make sure you wouldn't have over revved the engine just to make it around the field. Do you have an EIS that matching the "type" of engine your running and type and number of pulses it produces per revolution. Assuming you have one that will work for the Jabiru, you may need to set the number of pulses per revolution in the setup screen for it to read properly. jerb > >That would be okay but will be a pain in the butt trying to keep it wired to >the EIS. Went flying again and I determined one sender is reading low. I had >to have more than 100* on the cht. I checked and tightened all the EIS wires >but still have the tach dying on me. I also can't get more than 2300 RPM >reading on the tach on full power take off.. Should be 3300. I also climbed >out at 900 fpm Still not pushing it. > > >----- Original Message ----- >From: "Richard Swiderski" <swiderski(at)isp.com> >To: >Subject: RE: Kolb-List: The Jabi flyies!!!! > > > > > > Woody, > > > > Stick each one in a small can of boiling water. They should then > > read 212 degrees F, assuming you are at sea level. >...Richard > > Swiderski > > > > -----Original Message----- > > From: owner-kolb-list-server(at)matronics.com > > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of woody > > To: kolb-list(at)matronics.com > > Subject: Kolb-List: The Jabi flyies!!!! > > > > .....I made jumper cables so I could swap my cht gauges at the > > wiring harness. A few runs up and down the runway confirmed the sensors >are > > at fault. Any ideas to find out which one is right? > > > > > > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Electric Fue Pump Question
Date: Aug 09, 2004
If I remember right, you have a carburetor on your engine.........?? If so, you'd best check to see what fuel pressure you need. Typically, carbs only need a couple of psi. As I recall, I think my Baja Bug's Webers are seeing about 3 or 4 psi. High pressure pumps, such as I'm using for Vamoose' fuel injection give nearly 60 psi, and would pump your engine full of gas in a hurry. Fuel injection needs a return loop, far as I know, and carburetted engines don't............but I wouldn't put money against that. Any news on your re-drive yet ?? Sweaty Lar, cookin' in 112 in the shade. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Richard Swiderski" <swiderski(at)isp.com> Subject: RE: Kolb-List: Electric Fue Pump Question > > > Kolbers, > > Anyone know of an electric high pressure fuel pump that does not > require a return fuel line? Typically that is how they cool themselves. I > thought maybe there's one that starts & stops on demand. The reason I am > asking is that I want to install a fuel monitoring gauge but they require an > extra flow sensor for the return fuel flow & that adds $300 to the cost. > Thanks, Richard Swiderski > > ________________________________________________________________________________
From: "flykolb" <flykolb(at)carolina.rr.com>
Subject: Points or CDI?
Date: Aug 09, 2004
Kolbers, I have a Rotax 532 with point ignition and am thinking about going to CDI. One person recommends the switch and another says it would be a mistake, that points are more reliable than the aftermarket CDI. Any one with comments and/or experience with this? Jim Mark III ________________________________________________________________________________
From: Wm2335(at)aol.com
Date: Aug 09, 2004
Subject: Re: Points or CDI?
I am running a CDI conversion on my 83 t-bird.....After 3 failed in-flight ignition failures....the next time I will go back to points......Steve Beatty in Arizona is the one who has supplied my CDI....Japanese ignition.... By the way, all of the failures were internal at the coil......had to use the high heat locktite to install......Yes, it is still in there... John Williamson, I am still building Kolbra #4......Powdercoating complete...stay tuned...and thanks to Paul Petty for the pics.. Wayne McCullough ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: The Jabi flies!!!!
Date: Aug 09, 2004
I did not do a full power runup but I had more than adequate power. It took a couple hundred feet to take off and climbed at 900 fpm. I would have noticed if I had less than adequate power well before takeoff. I was not worried about getting around the patch. The EIS came with the engine and Dallas Sheppard had them running together. The wood (non adjustable) prop came off a Jabi and was mounted on a Titan Are you on line Dallas ?? ----- Original Message ----- From: "jerb" <ulflyer(at)verizon.net> Subject: Re: Kolb-List: The Jabi flies!!!! > > Ouch, you didn't check your RPM at full power before doing a first > flight. If it is as low as you have indicated, you may have just lucked > out to make it around the field - same to make sure you wouldn't have over > revved the engine just to make it around the field. > Do you have an EIS that matching the "type" of engine your running and type > and number of pulses it produces per revolution. Assuming you have one > that will work for the Jabiru, you may need to set the number of pulses per > revolution in the setup screen for it to read properly. > jerb > > ________________________________________________________________________________
From: "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com>
Subject: Points or CDI?
Date: Aug 09, 2004
The biggest deal about going to an aftermarket mod like that is that you will be throwing the most valuable part of owning a Rotax out the window. The biggest advantage of the Rotax engine is the support network, but the support networks mostly will not support an engine that has had such a conversion. Its just like owning a snowmobile conversion engine at that point as far as the support network goes. 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 flykolb Subject: Kolb-List: Points or CDI? Kolbers, I have a Rotax 532 with point ignition and am thinking about going to CDI. One person recommends the switch and another says it would be a mistake, that points are more reliable than the aftermarket CDI. Any one with comments and/or experience with this? Jim Mark III ________________________________________________________________________________
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: lb-List:447 high EGT
Date: Aug 09, 2004
Hey Kolbers. Has anyone tried the fix that Tom Olenik talks about on UFRadio for the 447 high EGT's? I think I'm gonna try it, but I need some more info. What type of lapping compound do you use? Did the fix help for the mid-range high EGT? I'm a turbine guy by trade and don't have much recip experience, so I'm leary of doing this. Don't want to screw anything up on my baby. Guy Morgan Galveston, TX Firefly ________________________________________________________________________________
From: Icrashrc(at)aol.com
Date: Aug 09, 2004
Subject: Storing a Rotax 2 stroke
How long can a new in the crate Rotax 447 be safely stored? I'm thinking a garage in northern Indiana, not a swamp in Florida. :-) Thanks, Scott Thompson ________________________________________________________________________________
From: "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com>
Subject: : Kolb-List:447 high EGT
Date: Aug 09, 2004
Here is the feedback from the person who called into the radio show: "Tom, In case you didn't notice when I talked to you about this the other day, I was just a bit skeptical. My thoughts on this were what kind of voo doo crap is this? I tried it yesterday, and after a bit of rubbing, the temps still shot up, but not as fast, so I said hmmn, this might work. It was so windy though that I decided to finish another day. Today, I took the jet needle out, rubbed on it some more, put it back in & tried it, and the temps were OK. Still went into the mid 1100 range, (1140-1150) so I saw that it worked. Amazing to me anyway that something like that would solve it. Thanks. Regards, Phil" 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 Guy Morgan Subject: Kolb-List:447 high EGT Hey Kolbers. Has anyone tried the fix that Tom Olenik talks about on UFRadio for the 447 high EGT's? I think I'm gonna try it, but I need some more info. What type of lapping compound do you use? Did the fix help for the mid-range high EGT? I'm a turbine guy by trade and don't have much recip experience, so I'm leary of doing this. Don't want to screw anything up on my baby. Guy Morgan Galveston, TX Firefly ________________________________________________________________________________
Date: Aug 09, 2004
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Points or CDI?
I have used both the stock point ignition and the aftermarket unit by Airscrew Performance on a 532, here is my opinion, for what it's worth. The stock point ignition is good, but be very careful where you get the points from. I got one set of points from Airstar Discount Sales and the premature wear was incredible, the engine actually lost power during the course of the day. Unfortunately, this was in the middle of a cross country from Tennessee to Oshkosh. Ever try to reset your only set of points on a Kolb pusher at noon in the Illinois sun? Leaning across the top of the wing? Trying to see into the bowels of the magneto through the flywheel cutouts? Whee... I occasionally use non-aircraft parts like gaskets and such from SeaDoos and SkiDoos in my engines, but some things should never be substituted, and only come from reliable sources, learned that one the hard way. Aside from that, points were reliable. The ignition from Airscrew Performance worked as advertised, it had a glitch one year, developed a very slight misfire. Took several phone calls, but Steve Beatty was able to troubleshoot the system long distance and come up with a simple fix. Bottom line, go with the advice from Tom Olenik, if I had it to do over, I would probably keep the stock ignition because it is such a known quantity and very easy to trouble shoot. One thought - the coil wiring hookup on the 532 points ignition is opposite from the way the 377, 447 and 503 are wired, be careful using generic Rotax ignition wiring diagrams. It will run wired backwards, but not very well, just enough to go sick at the wrong time and almost kill you. Guess how I know this? Be sure you follow a wiring hookup diagram specific to the 532. Richard Pike MKIII N420P (420ldPoops) > >Kolbers, > >I have a Rotax 532 with point ignition and am thinking about going to CDI. >One person recommends the switch and another says it would be a mistake, >that points are more reliable than the aftermarket CDI. Any one with >comments and/or experience with this? > >Jim >Mark III > > ________________________________________________________________________________
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Re: : Kolb-List:447 high EGT
Date: Aug 09, 2004
What exactly IS the fix that we're discussing here? I have no problems with temps myself but I know a couple of guys who do. -Ken Fackler ----- Original Message ----- From: "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com> Subject: RE: Kolb-List:447 high EGT > > Here is the feedback from the person who called into the radio show: > > "Tom, > In case you didn't notice when I talked to you about this the other day, I > was just a bit skeptical. My thoughts on this were what kind of voo doo crap > is this? > I tried it yesterday, and after a bit of rubbing, the temps still shot up, > but not as fast, so I said hmmn, this might work. It was so windy though > that I decided to finish another day. Today, I took the jet needle out, > rubbed on it some more, put it back in & tried it, and the temps were OK. > Still went into the mid 1100 range, (1140-1150) so I saw that it worked. > Amazing to me anyway that something like that would solve it. Thanks. > Regards, > Phil" > > 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 Guy Morgan > To: kolb-list(at)matronics.com > Subject: Kolb-List:447 high EGT > > > Hey Kolbers. Has anyone tried the fix that Tom Olenik talks about on UFRadio > for the 447 high EGT's? I think I'm gonna try it, but I need some more info. > What type of lapping compound do you use? Did the fix help for the mid-range > high EGT? I'm a turbine guy by trade and don't have much recip experience, > so I'm leary of doing this. Don't want to screw anything up on my baby. > > > Guy Morgan > > > Galveston, TX Firefly > > ________________________________________________________________________________
Date: Aug 09, 2004
From: Richard Pike <richard(at)bcchapel.org>
Subject: 582 on a FSII???
Got a question for some FSII owners - or anybody else who knows more than I do (Don't everybody answer at once!!) Just had an offer to swap a low time 582 for the 503 we are putting on the FSII we are building. Given that we will not use the excess horsepower in a stupid way, and that we might have some minor weight and balance considerations, are there any structural or other reasons that would make this swap a bad idea? Thanks, Richard Pike MKIII N420P (420ldPoops) ________________________________________________________________________________
From: "flykolb" <flykolb(at)carolina.rr.com>
Subject: Re: Points or CDI?
Date: Aug 09, 2004
Thanks to Richard, Wayne, and Tom for your replies. I think I will stick with the points system! Jim ----- Original Message ----- From: "Richard Pike" <richard(at)bcchapel.org> Subject: Re: Kolb-List: Points or CDI? > > I have used both the stock point ignition and the aftermarket unit by > Airscrew Performance on a 532, here is my opinion, for what it's worth. > > The stock point ignition is good, but be very careful where you get the > points from. I got one set of points from Airstar Discount Sales and the > premature wear was incredible, the engine actually lost power during the > course of the day. Unfortunately, this was in the middle of a cross country > from Tennessee to Oshkosh. Ever try to reset your only set of points on a > Kolb pusher at noon in the Illinois sun? Leaning across the top of the > wing? Trying to see into the bowels of the magneto through the flywheel > cutouts? Whee... I occasionally use non-aircraft parts like gaskets and > such from SeaDoos and SkiDoos in my engines, but some things should never > be substituted, and only come from reliable sources, learned that one the > hard way. > Aside from that, points were reliable. > The ignition from Airscrew Performance worked as advertised, it had a > glitch one year, developed a very slight misfire. Took several phone calls, > but Steve Beatty was able to troubleshoot the system long distance and come > up with a simple fix. > > Bottom line, go with the advice from Tom Olenik, if I had it to do over, I > would probably keep the stock ignition because it is such a known quantity > and very easy to trouble shoot. > > One thought - the coil wiring hookup on the 532 points ignition is opposite > from the way the 377, 447 and 503 are wired, be careful using generic Rotax > ignition wiring diagrams. It will run wired backwards, but not very well, > just enough to go sick at the wrong time and almost kill you. Guess how I > know this? Be sure you follow a wiring hookup diagram specific to the 532. > > Richard Pike > MKIII N420P (420ldPoops) > > > > > >Kolbers, > > > >I have a Rotax 532 with point ignition and am thinking about going to CDI. > >One person recommends the switch and another says it would be a mistake, > >that points are more reliable than the aftermarket CDI. Any one with > >comments and/or experience with this? > > > >Jim > >Mark III > > > > > > ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Electric Fue Pump Question
Date: Aug 09, 2004
No, I have multi-port injection & need a regulated 38 psi constant pressure. I too have never seen an on-demand high pressure fuel pump, but I am still hoping! ------------------ Hi Richard, A guy on the rotary list mentioned that some new cars are coming with returnless injection systems. We also wondered what sort of pump they were using, but never found any details. There are a few folks who are not returning fuel to the tank, but instead to a small header tank that's ahead of the EFI pump. This has it's own drawbacks from a standpoint of heat buildup, particularly on tightly cowled planes, but is sometimes the lesser evil when compared to running a line all the way back to the tank. These folks can use one flow sensor in the line from the tank, before the header tank. Finally, if you know someone who's a wiz with electronics, you can do what Tracy Crook does with his engine monitor (EM-2). Rather than using flow sensors, you measure the pulse width of the injectors, and calculate the flow from that. Once you tweak it in, it's remarkably accurate. Cheers, Rusty (used to have a SS, sniff, sniff) PS- feeling sorry for me yet :-) ________________________________________________________________________________
From: "Dan Charter" <lndc(at)fnbcnet.com>
Subject: Re: Points or CDI?
Date: Aug 09, 2004
Points will normally get you home or to a safe landing area if something goes bad. When a CDI goes bad, You're going to land right then. Do not archive. Dan Charter ----- Original Message ----- From: "Richard Pike" <richard(at)bcchapel.org> Subject: Re: Kolb-List: Points or CDI? > > I have used both the stock point ignition and the aftermarket unit by > Airscrew Performance on a 532, here is my opinion, for what it's worth. > > The stock point ignition is good, but be very careful where you get the > points from. I got one set of points from Airstar Discount Sales and the > premature wear was incredible, the engine actually lost power during the > course of the day. Unfortunately, this was in the middle of a cross country > from Tennessee to Oshkosh. Ever try to reset your only set of points on a > Kolb pusher at noon in the Illinois sun? Leaning across the top of the > wing? Trying to see into the bowels of the magneto through the flywheel > cutouts? Whee... I occasionally use non-aircraft parts like gaskets and > such from SeaDoos and SkiDoos in my engines, but some things should never > be substituted, and only come from reliable sources, learned that one the > hard way. > Aside from that, points were reliable. > The ignition from Airscrew Performance worked as advertised, it had a > glitch one year, developed a very slight misfire. Took several phone calls, > but Steve Beatty was able to troubleshoot the system long distance and come > up with a simple fix. > > Bottom line, go with the advice from Tom Olenik, if I had it to do over, I > would probably keep the stock ignition because it is such a known quantity > and very easy to trouble shoot. > > One thought - the coil wiring hookup on the 532 points ignition is opposite > from the way the 377, 447 and 503 are wired, be careful using generic Rotax > ignition wiring diagrams. It will run wired backwards, but not very well, > just enough to go sick at the wrong time and almost kill you. Guess how I > know this? Be sure you follow a wiring hookup diagram specific to the 532. > > Richard Pike > MKIII N420P (420ldPoops) > > > > > >Kolbers, > > > >I have a Rotax 532 with point ignition and am thinking about going to CDI. > >One person recommends the switch and another says it would be a mistake, > >that points are more reliable than the aftermarket CDI. Any one with > >comments and/or experience with this? > > > >Jim > >Mark III > > > > > > ________________________________________________________________________________
From: "Giovanni Day" <gde01(at)bellsouth.net>
Subject: 582 on a FSII???
Date: Aug 09, 2004
Richard, IMHO, the most obvious time your airframe could suffer damage from the 582 is during the startup phase. Most people who have owned a 582 know there is a time when the engine first starts up that it will vibrate bad. It will do this until you increase the RPMs enough to "break through" this vibration. Once it starts, it will idle back down without it. I read once that is was due to feedback in the B gear box. I really do not know. I am not sure if the C and E boxes do this as they have a rubber vibration dampener. As I said IMHO. Giovanni Day MKIII 912/N-80566 -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike Subject: Kolb-List: 582 on a FSII??? Got a question for some FSII owners - or anybody else who knows more than I do (Don't everybody answer at once!!) Just had an offer to swap a low time 582 for the 503 we are putting on the FSII we are building. Given that we will not use the excess horsepower in a stupid way, and that we might have some minor weight and balance considerations, are there any structural or other reasons that would make this swap a bad idea? Thanks, Richard Pike MKIII N420P (420ldPoops) == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Electric Fue Pump Question
Date: Aug 09, 2004
> into the air by Big Lar. I've beat him 3 times, 4 if you count the Jabi conversion. After awhile its just not fun anymore. Where's the challenge :) ________________________________________________________________________________
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Fw: Storing a new 447
Date: Aug 09, 2004
I asked a friend of mine about this who is an Authorized Rotax Repair Station and very well thought of in these parts as "one smart guy." Here's his answer: ----- Original Message ----- From: S.A. Subject: Re: Storing a new 447 In the house would be better for it. Closet floor or such. He would be good to store it for a couple years, down side is the warranty. If the engine is not used they will extend it like to I think 18 months. Steve ----- Original Message ----- From: Fackler, Ken To: Adamczak, Steve Sent: Monday, August 09, 2004 11:15 AM Subject: Storing a new 447 A guy on the Kolb list is considering the engine exchange for his 447 but wants to know how long a new one in the shipping crate can be safely stored. The environment is a garage in Northern Indiana. Got any thoughts? -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
From: "Richard Swiderski" <swiderski(at)isp.com>
Subject: 582 on a FSII???
Date: Aug 09, 2004
Giovanni, My 582 with B drive did not go thru the vibration shaking stage on startup. The reason (I believe) is that it was a conversion from a SeaDoo watercraft. On that engine, Rotax used the Nipendenso ignition system. It has a timing curve built in where the ignition timing is retarded at lower rpms & only goes to full advance later. All or most Rotax/Bombardeer engines use Nipensenso. For unknown reasons (probably for same reason they switched to Bing Carbs-- because Micuni ,?spelling?, refused to sell their carbs for aircraft use.)their aircraft engines use Ducati which does not have a timing curve. All the aircraft Rotax versions only fire at full advance, that is why they have the shakes at startup & shutdown. Airscrew Performance's conversion throws out the Ducati & replaces it with Nipendenso for that reason. The bigger rotaxes & the big bore 277 are harder hitting. I agree the rubber dampner should lesson the effect. ...Richard Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Giovanni Day Subject: RE: Kolb-List: 582 on a FSII??? Richard, IMHO, the most obvious time your airframe could suffer damage from the 582 is during the startup phase. Most people who have owned a 582 know there is a time when the engine first starts up that it will vibrate bad. It will do this until you increase the RPMs enough to "break through" this vibration. Once it starts, it will idle back down without it. I read once that is was due to feedback in the B gear box. I really do not know. I am not sure if the C and E boxes do this as they have a rubber vibration dampener. As I said IMHO. Giovanni Day MKIII 912/N-80566 ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 09, 2004
Subject: Re: 582 on a FSII???
In a message dated 8/9/2004 9:21:46 PM Eastern Standard Time, richard(at)bcchapel.org writes: Good point. This 582 has an E box, but I will still keep the idle set up high, and use a lightweight prop. Richard pike MKIII N420P (420ldPoops) Depending on how much the pilot weighs, the FS II does not like much more than 105 lbs on the engine mount. E box means electric start? The E box, starter, radiator & coolant might affect your weight & balance adversely. Maybe you could weigh everything before you put it on. Howard Shackleford FS II SC ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 09, 2004
Subject: Re: 582 on a FSII???
In a message dated 8/9/2004 11:05:25 PM Eastern Standard Time, swiderski(at)isp.com writes: IMHO, the most obvious time your airframe could suffer damage from the 582 is during the startup phase. Most people who have owned a 582 know there is a time when the engine first starts up that it will vibrate bad. It will do this until you increase the RPMs enough to "break through" this vibration. Once it starts, it will idle back down without it. I read once that is was due to feedback in the B gear box. I really do not know. I am not sure if the C and E boxes do this as they have a rubber vibration dampener. As I said IMHO. If you had a C box instead of an E, you could install the clutch which gives very smooth startups (even with the Ducatti ignition). Howard Shackleford FS II SC ________________________________________________________________________________
From: "Neitzel" <neitzel(at)nnex.net>
Subject: ANTI CHAFE TAPE
Date: Aug 10, 2004
A few days ago there was a question about where to put the anti-chafe tape on wings. In addition to all the places mentioned, I put a piece across the top of each gusset on the wing ribs. There is a sharp edge on those gussets that could cause problems. Dick Neitzel N961WB Mark III Classic ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 10, 2004
Subject: Re: : Kolb-List:Firefly on Floats
I have had several request for a straight float (no wheels) configuration for a Firefly that is still within part 103 weight limitations. The FAA only allows a total of 60 lbs for this addition. I have done the preliminary calculations and I believe that it can be done. I have already started on this project so if anyone has any interest Or ideas I would be happy to hear them. Steve Bote ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: the challenge
Date: Aug 10, 2004
Not sure about that part about the "unique" mind.............?? Hmmm............?? Mercy, I hope it doesn't go into the next decade. This'n's been bad enuf. Think I'll go fishin' instead. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Richard Swiderski" <swiderski(at)isp.com> Subject: RE: Kolb-List: the challenge > > INSIDE SCOOP ON Big Lar: > > Ok guys, I found out what the problem is with Big Lar. He holed up > at my place a couple of days last month & I got a peek into his shall we > say, "unique" mind. The plane fact is that he knows too much about too many ________________________________________________________________________________
Date: Aug 11, 2004
From: Ted Cowan <tcowan1917(at)direcway.com>
Subject: mid range heat
well, I solved the mid range problems with my 447s a long time ago. many wont agree with my method but it works great. I simply took a needle that was supposed to be on a 582 and put it in the single carb on the 447. solved the problem. I would have to pull the carb to check the needle number if you need it. It has a different shape in the center of the needle than the one recommended for the 447 and is a little bit thicker I believe. Would have to check the difference again. I use the mid notches and it stays in the 1100-1150- range throughout the year. no problemo. ted cowan. I have my wonderful Kolb Firestar for sale yet and have lowered the price to accomodate the times. All the info on it can be found at: www.homestead.com/southernflyers including the building stage. It will make a wonderful plane for some lucky person. Will negotiate the price. Ted ________________________________________________________________________________
Date: Aug 11, 2004
From: Terry <tkrolfe(at)usadatanet.net>
Subject: Re: mid range heat
Ted Cowan wrote: > > well, I solved the mid range problems with my 447s a long time ago. many > wont agree with my method but it works great. I simply took a needle that > was supposed to be on a 582 and put it in the single carb on the 447. > solved the problem. I would have to pull the carb to check the needle > number if you need it. It has a different shape in the center of the needle > than the one recommended for the 447 and is a little bit thicker I believe. > Would have to check the difference again. I use the mid notches and it > stays in the 1100-1150- range throughout the year. no problemo. ted cowan. > > Ted, I was wondering how long it would be before your responded to the thread on mid range carb problems. I took your advice two years ago and have been using that needle ever since, year round in my 447 on my FireFly. Got a couple of my friends to use it also. The number is 11G2 for the needle. So you see, some of us out there were listening! Terry - FireFly #95 P's. Sorry your giving up your Baby. ________________________________________________________________________________
From: Gene Ledbetter <gdledbetter(at)earthlink.net>
Subject: Re: mid range heat
Date: Aug 11, 2004
Ted, Based on your recommendation, I have been using the 11G2 needle in my 447 which solved my heating problems also. It works rather well since I've put about 250 hrs on the engine with this needle and I have had no concerns about overheating as long as I adjust appropriately for the cooler winter weather in Ohio. Gene On Aug 11, 2004, at 9:11 AM, Terry wrote: > > Ted Cowan wrote: > >> >> well, I solved the mid range problems with my 447s a long time ago. >> many >> wont agree with my method but it works great. I simply took a needle >> that >> was supposed to be on a 582 and put it in the single carb on the 447. >> solved the problem. I would have to pull the carb to check the needle >> number if you need it. It has a different shape in the center of the >> needle >> than the one recommended for the 447 and is a little bit thicker I >> believe. >> Would have to check the difference again. I use the mid notches and >> it >> stays in the 1100-1150- range throughout the year. no problemo. ted >> cowan. >> >> > > Ted, > > I was wondering how long it would be before your responded to the > thread on mid > range carb problems. I took your advice two years ago and have been > using that > needle ever since, year round in my 447 on my FireFly. Got a couple > of my > friends to use it also. The number is 11G2 for the needle. > > So you see, some of us out there were listening! > > Terry - FireFly #95 > > P's. Sorry your giving up your Baby. > > > _- > ======================================================================= > _- > ======================================================================= > _- > ======================================================================= > _- > ======================================================================= > > > > ________________________________________________________________________________
From: Icrashrc(at)aol.com
Date: Aug 12, 2004
Subject: Storing a new 447
Thank you. That was exactly what i needed to know. From: "Fackler, Ken" <kfackler(at)ameritech.net> Subject: Kolb-List: Fw: Storing a new 447 I asked a friend of mine about this who is an Authorized Rotax Repair Station and very well thought of in these parts as "one smart guy." Here's his answer: ----- Original Message ----- From: S.A. Subject: Re: Storing a new 447 In the house would be better for it. Closet floor or such. He would be good to store it for a couple years, down side is the warranty. If the engine is not used they will extend it like to I think 18 months. Steve =A0 ----- Original Message ----- =A0 From: Fackler, Ken =A0 To: Adamczak, Steve =A0 Sent: Monday, August 09, 2004 11:15 AM =A0 Subject: Storing a new 447 =A0 A guy on the Kolb list is considering the engine exchange for his 447 but wants to know how long a new one in the shipping crate can be safely stored. The environment is a garage in Northern Indiana. =A0 Got any thoughts? =A0 -Ken Fackler =A0 Kolb Mark II / A722KWF =A0 Rochester MI ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 12, 2004
Subject: d: Kolb-List:Firefly on Floats
From: N27SB(at)aol.com Date: Thu, 12 Aug 2004 12:20:53 EDT Subject: Re: Kolb-List:Firefly on Floats Topher, This is a twin float project, I have two friends that also like a mono, but, my preference is floats. I like the ability to walk on the floats and stay out of the water. I also like the look of a float plane and IMHO monos with sponsons have more drag and the sponsons get in the way. As to your question in regard to the MKIII amphib used as a mono, You could make it work, but the track width of the wheel would be too narrow. If you wanted to go that way then I would suggest the full lotus mono. It's been done and it works. The toughest part about mixing Fireflys and water is to keep the weight down to under 60 lbs. That is the max that the part 103 gives. I am already started on the Firefly Float conversion so give a yell if you have any questions. Steve Boetto MKIII on hold Floatfly in the works Topher, This is a twin float project, I have two friends that also like a mono, but, my preference is floats. I like the ability to walk on the floats and stay out of the water. I also like the look of a float plane and IMHO monos with sponsons have more drag and the sponsons get in the way. As to your question in regard to the MKIII amphib used as a mono, You could make it work, but the track width of the wheel would be too narrow. If you wanted to go that way then I would suggest the full lotus mono. It's been done and it works. The toughest part about mixing Fireflys and water is to keep the weight down to under 60 lbs. That is the max that the part 103 gives. I am already started on the Firefly Float conversion so give a yell if you have any questions. Steve Boetto MKIII on hold Floatfly in the works ________________________________________________________________________________
From: "Doug Lawton" <skyrider2(at)earthlink.net>
Subject: Prayers Are With Ya'll In Tampa Area Beauford !!!
Date: Aug 12, 2004
Hunker down and hang on Beauford. We're praying for all ya'll in the path of Charlie. Have you got a place to hide the Kolb & trailer that'll be safer than at the airfield? Fingers are crossed too, Doug Lawton NE Georgia & Whitwell TN ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: More Jabi time
Date: Aug 12, 2004
I just got back from 1.1 hrs flying the new Jabi. John Williamson gave me some good points about the Jabi and the EIS. I swapped the alternator wires at the recifier and changed a setting in the EIS unit itself and i now have no problem with the Tach. Heat was a worry though. CHT was around 265 Book says around 300 is okay. On climb out the egt was up to 1400. Backing off the throttle fixed that but it was scary. I looked through all my books but I can't find what the max egt temp should be. Can anyone help me. 2400 rpm holds 65 mph pretty good. Still climbing out at 900 fpm. I leave the ground at 35 mph with my new airfoil. I used about 2 1/2 gallons today. Just like the book says WOW. ________________________________________________________________________________
From: "Jim Baker" <jlbaker(at)telepath.com>
Date: Aug 12, 2004
Subject: Re: More Jabi time
> On climb out the egt was up > to 1400. Backing off the throttle fixed that but it was scary. I > looked through all my books but I can't find what the max egt temp > should be. Can anyone help me. Gonna need instrumentation to tell that. Do you have the pressure compensating carb or some other? If you had an Aerocarb you'd have the option of a mixture control and then things get simpler....either rich-of-peak by 25-50, lean-of-peak by 10-20, or peak.....works out to what you're comfortable with. 1400 on a four stroke at cruise would be about right.....I'd rather see 1200 or less (altitude dependent) at high power settings/climb out/low cooling. Jim Baker 580.788.2779 '71 SV, 492TC Elmore City, OK ________________________________________________________________________________
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: Re: Prayers Are With Ya'll In Tampa Area Beauford !!!
Date: Aug 13, 2004
Thankee, Doug... appreciate the concern... Went down to the Manatee strip 2 miles off the bay this morning and screwed the Firefly trailer down as best I could... Have a 4 foot auger-type mobile home anchor on each corner of it... Chains, secured with 9/16th bolts to hold each corner to the anchors....I dropped the chassis of the trailer down as low as possible in an attempt to prevent the wind from getting under it... The airstrip is at 26 feet MSL....could flood, but not likely... Right now they say the surge is expected to get to 14 feet above MSL, plus whatever wave action may be atop that... should not get to the tiedown. Inside the trailer, I secured the Firefly with ratchet straps to nest it into the tailboom cradle and the bolted-down angle iron chocks for the wheels... I cradled the folded wing leading edges in a ratchet strap with carpet padding to unload the wing bracket on the tailboom... I estimate that the airplane would probably survive an upset of the trailer onto it's side... if the trailer tumbles multiple times, it'll all be junk by midnight tomorrow... I thought about bringing the trailer back to my driveway here in Brandon, about 7 miles inland off the bay... but I had no way to secure it to the ground, or anything else around it... Lots of big trees and vehicles here in the driveway area... they are saying we can expect to have have sustained 110 with gusts to as high as 130 here in Brandon by Friday at 1900, so I didn't want anything the size of that trailer loose in the area of the house and cars... Had other family members to help and worry about this afternoon, so didn't have any additional time for the Kolb... Beautiful evening outside right now... stars and deathly calm... tomorrow will likely be considerably more entertaining... Best Regards, Beauford ----- Original Message ----- From: "Doug Lawton" <skyrider2(at)earthlink.net> Subject: Kolb-List: Prayers Are With Ya'll In Tampa Area Beauford !!! > > Hunker down and hang on Beauford. We're praying for all ya'll in the path > of Charlie. > > Have you got a place to hide the Kolb & trailer that'll be safer than at the > airfield? > > Fingers are crossed too, > > Doug Lawton > NE Georgia & Whitwell TN > > ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Aug 13, 2004
Subject: Re: Oshkosh 2004/Alaska 2004
> > >> Got home to Gantt International Airport about 1300 today. Will share >> more about the trip when I get organized and rested up a bit > Welcome home John. Glad your trip went well. Must feel really good landing on your home field after all that. Bob Griffin do not archiev ________________________________________________________________________________
Subject: Firestar cage
From: Dwight.Kottke(at)hti.htch.com
Date: Aug 13, 2004
10:37:18 AM, Serialize complete at 08/13/2004 10:37:18 AM, Itemize by SMTP Server on HUDOMGW1/HTI(Release 6.5.2|June 01, 2004) at 08/13/2004 10:37:26 AM, Serialize by Router on HUDOMGW1/HTI(Release 6.5.2|June 01, 2004) at 08/13/2004 10:37:30 AM, Serialize complete at 08/13/2004 10:37:30 AM Does anyone out there have an Original Firestar I cage they want to sell?? ________________________________________________________________________________
Subject: Firestar cage
From: Dwight.Kottke(at)hti.htch.com
Date: Aug 13, 2004
11:20:03 AM, Serialize complete at 08/13/2004 11:20:03 AM, Itemize by SMTP Server on HUDOMGW1/HTI(Release 6.5.2|June 01, 2004) at 08/13/2004 11:20:11 AM, Serialize by Router on HUDOMGW1/HTI(Release 6.5.2|June 01, 2004) at 08/13/2004 11:20:14 AM, Serialize complete at 08/13/2004 11:20:14 AM Does anyone out there have an Original Firestar I cage they want to sell?? ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 13, 2004
Subject: Shack's Firestar II is airborne again!!
It's been about 6 weeks since my gear leg sockets broke, & today, she flew again. Replaced the cage, re-covered part of the left wing, installed full empennage from another FS II, all new landing gear, new power distribution & switch panel, total re-wire, powder-coated cage, tail boom, & lift struts, new carpet, new fuel system, new Lexan windshield, & my gorgeous Aerothane paint job. If you want to see before & after photos, please visit our website at www.trentonflyers.com & click on "bulletin board" & scroll down. Howard Shackleford FS II SC ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 14, 2004
Subject: Re: Another Kolb Takes Flight/HURRICANE CHARLIE
________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 14, 2004
Subject: Re: Another Kolb Takes Flight/HURRICANE CHARLIE
My kolb almost took flight early, while in the garage. saw the eye come right over the house. winds in exess of 100 at orlando int. hope everone else did fine. no major damage, but probably no power for days. sorry about the text but typing by feel. able to get out via nextel wireless card. gonna be a mess down here for a while. worst storm i ever saw. the house shook for 20 minuts. steve boetto in the dark ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: Another Kolb Takes Flight/HURRICANE CHARLIE
Date: Aug 14, 2004
Glad to hear your ok Steve maybe we will hear something from Beauford soon. Bryan Green Elgin SC Firestar I 19LBG 377 BRS ----- Original Message ----- From: <N27SB(at)aol.com> Subject: Re: Kolb-List: Another Kolb Takes Flight/HURRICANE CHARLIE > > My kolb almost took flight early, while in the garage. saw the eye come right > over the house. winds in exess of 100 at orlando int. hope everone else did > fine. no major damage, but probably no power for days. sorry about the text > but typing by feel. able to get out via nextel wireless card. gonna be a mess > down here for a while. worst storm i ever saw. the house shook for 20 minuts. > > steve boetto > in the dark > > ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Aug 14, 2004
Subject: Re: Another Kolb Takes Flight/HURRICANE CHARLIE
In a message dated 8/14/2004 6:37:03 AM Eastern Standard Time, N27SB(at)aol.com writes: My kolb almost took flight early, while in the garage. saw the eye come right over the house. winds in exess of 100 at orlando int. hope everone else did fine. no major damage, but probably no power for days. sorry about the text but typing by feel. able to get out via nextel wireless card. gonna be a mess down here for a while. worst storm i ever saw. the house shook for 20 minuts. steve boetto in the dark Praise the lord you are still vertical, Steve...and you survived the 100 mph winds...Wow!! George Randolph from The Villages....workin on my trailer in Ohio right now ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Another Kolb Takes Flight
Date: Aug 14, 2004
Congrats Jim! Glad it all went well. You must have built it right! Cheers, Rusty (Maybe a second SS in the works) DNA PS- It's hard to believe there was anyone still building (or alive for that matter) who remembered my web page :-) ________________________________________________________________________________
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: FireFly Status - Manatee Airport
Date: Aug 14, 2004
Kolbers: Looks like Airport Manatee got by with a near miss last evening... The Firefly trailer shifted around a little, but the chassis tiedowns held... The storm turned about 2 hours prior to hitting the Bay... center of the track just clipped the extreme southeast corner of Manatee county, opposite the airport which is at the northwest corner... winds on the airport were only about 35 to 45 mph and blowing offshore, so Tampa Bay did not come in to flood the airport... Not so lucky further south 2 counties... Heavy damage at a number of airports... most notably Charlotte County / Punta Gorda airport...destroyed hangars, stacked up airplanes... also Polk County adjacent to us on the east...Lake Wales and Wachula airports had serious damage... Will be interesting to see what happens to insurance rates... Many thanks to those of you who sent notes of concern... Regards, Beauford FF 076 Brandon, FL ________________________________________________________________________________
From: "Dave & Eve Pelletier" <pelletier(at)cableone.net>
Subject: Re: Shack's Firestar II is airborne again!!
Date: Aug 14, 2004
Congratulations...love the paint job and especially the arrow. AzDave ----- Original Message ----- From: <HShack(at)aol.com> Subject: Kolb-List: Shack's Firestar II is airborne again!! > > It's been about 6 weeks since my gear leg sockets broke, & today, she flew > again. > ________________________________________________________________________________
Date: Aug 14, 2004
Subject: [ Rick Neilsen ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Rick Neilsen Subject: Oshkosh 2004 http://www.matronics.com/photoshare/NeilsenRM@comcast.net.08.14.2004/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
Date: Aug 14, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: FireFly Flaperon Activation Lever Modification
FireFlyers, With full shoulder belts, I could not reach the flaperon knob. I modified the existing lever so that the knob is relocated in a position to correct the problem. You can see the mod on the bottom of: http://www.thirdshift.com/jack/firefly/firefly21.html Today I flew up to Ste. Genevieve for a little grass strip flyin along the Mississippi River. Could not stay long, and as I was waited for runway access, four Kolbs touched down right in front of me. Quite a sight. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: Aug 15, 2004
From: Bruce McElhoe <mcelhoe(at)cvip.net>
Subject: Re: : Kolb-List:Firefly on Floats
Steve, I'd like to hear about your progress with developing a float. I have a legal Firefly, and would like to keep it legal...with the added virtue of a float. I have too many projects now to take that project on myself. Though I have given it some thought and am experienced with fiberglass. I, too, think it could be done within 60 lbs with careful workmanship. Please let me know how you are doing. Regards, Bruce McElhoe FireFly #88 Reedley, California > > I have had several request for a straight float (no wheels) configuration for > a Firefly that is still within part 103 weight limitations. The FAA only > allows a total of 60 lbs for this addition. I have done the preliminary > calculations and I believe that it can be done. I have already started on this project > so if anyone has any interest Or ideas I would be happy to hear them. > > Steve Bote ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: intro test
Date: Aug 15, 2004
Hi all. I have been trying to post to this list without success for a couple of weeks. If I make it will some one please say `Hello` to a prospective Kolb xtra owner in the UK. Cheers Pat pj.ladd(at)btinternet.com --- ________________________________________________________________________________
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: Re: intro test
Date: Aug 15, 2004
Hello right back atcha, Patrick Ladd...! Looks like you finally made it...! Welcome to the Kolber's hangout.... we're happy to have your company... Regards from "near miss" Tampa Bay Florida.... Beauford FireFly # 076 ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Kolb-List: intro test > > Hi all. > I have been trying to post to this list without success for a couple of weeks. > If I make it will some one please say `Hello` to a prospective Kolb xtra owner in the UK. > > Cheers > > Pat > pj.ladd(at)btinternet.com > > > --- > > ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 15, 2004
Subject: Re: : Kolb-List:Firefly on Floats
I am sure that we have a nice solution, but we have to build a firefly from scratch as the test bed. I may try to find one and start from there, but it has to be a factory Quick build. I will post progress as we go. If anyone knows of a quickbuild let me know. When complete we will have a bolt on tested solution with factory parts steve boetto cuttin trees and fillin generators ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: intro test
Date: Aug 15, 2004
Hello Pat looks like you got through at last welcome to the list. Do not archive Bryan Green Elgin SC Firestar I 19LBG 377 BRS ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Kolb-List: intro test > > Hi all. > I have been trying to post to this list without success for a couple of weeks. > If I make it will some one please say `Hello` to a prospective Kolb xtra owner in the UK. > > Cheers > > Pat > pj.ladd(at)btinternet.com > > > --- > > ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Kolbra speed, Jabiru price
Date: Aug 15, 2004
Greetings, I'm still shopping for a next project, and have a couple Kolbra questions. What cruise speed do you realistically get with a Kolbra, using an 80 hp engine? The TNK site lists the cruise at 85 mph, but that seems kinda low for that much power. They also list only 1100 fpm climb solo with the Jabiru. That seems low as well. Also, what's the real cost of a Jabiru 2200 (80 HP)? I've seen them for about $10K, but wonder what else is needed. For example, the HKS "only" costs about $6500, but you end up adding $1500-$2000 to get the rest of the stuff that goes with it (exhaust, oil tanks, cooler, etc). Thanks, Rusty (leaning toward another SS) ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: intro test
Date: Aug 16, 2004
Hi, all I finally made it. Thanks to everyone who posted welcome messages. Although I have been unable to post I have been receiving posts for a fortnight. (Thats two weeks ) so I feel that I have already met some of you. You inhabit a very different world in the US and I don`t mean just the weather. The things which you seem able to do to your a/c would constitute a major mod. here in the UK and would require official approval, which in general is a long process. On the other hand the introduction of `Section S` has laid down some pretty tight parameters regarding construction and the establishment of what constitutes a `microlight`(as we call them) are now agreed (pretty well) throughout Europe.. The main limiting factors are MAUW, low stalling speed and low wing loading. The best move has been the acknowledgment that pilots who generally fly VFR do not need to be of astronaut standard medically. The requirement that pilots need an annual medical by an `approved` medical examiner (Cost from 150) has been changed and now if you can pass the medical requirement for a Class 2 ( generally small vans) drivers license you can get signed off by your own doctor. Cost around 15. As instructed, here is a potted history. I learned to fly in gliders harrumped years ago, going solo in a copy of a 1930 German open cockpit machine and ending with a 19 metre wingspan plastic hot ship. Broke my leg hang gliding. Learned microlighting in a Quicksilver, bought a Thruster, the most prolific type in the UK, built a Challenger in 91 which I still fly but have been flying one of the new breed hot ship for the last year. A `Eurostar`. Two seat side by side, fully enclosed canopy, all metal low wing machine with a Rotax 912. Easy cruise at 100 mph at 11 litres per hour with 2 up.Along the way I have acquired some time, strictly P2, in Tiger Moths, Piper Colt, Harvards (T6 to you) and a whole glorious hour in the Mustang `Crazy Horse` at Kissimmee. I have recently sold my share in the Eurostar to my partner and last night I put down a deposit on Classic111 Extra. with a Jabiru. This combination has not yet been `approved` so info is a little scarce. Anyone with experience of the Xtra with the Jabi who can supply me with some actual performance figures, please do so. I shall be very grateful. Subject to my dealer getting a couple more orders to make up a three ship crate for shipping to the UK and no unforseen problems with `approvals` I hope to be flying the Kolb in the Spring. I did actually fly the dealers Xtra with a 582 and liked very much the good visibility which I am used to in gliders and the Challenger. Found the ailerons VERY heavy. Is this a Kolb characteristic or just the Classic? I promise to keep later posts to a more reasonable length. Great to be among you Pat (By the way, I shall be 75 at the end of the month) pj.ladd(at)btinternet.com --- ________________________________________________________________________________
Date: Aug 16, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: intro test - Heavy Ailerons
...................... >I did actually fly the dealers Xtra with a 582 and liked very much the good >visibility which I am used to in gliders and the Challenger. Found the >ailerons VERY heavy. Is this a Kolb characteristic or just the Classic? > >I promise to keep later posts to a more reasonable length. > >Great to be among you > >Pat (By the way, I shall be 75 at the end of the month) > Pat, It is not an Xtra, but if you would like to see how FireFly heavy ailerons were made finger light, take a look at: http://www.thirdshift.com/jack/firefly/firefly26.html With these modifications and VG's it is a delight to fly any time one open the hangar doors. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject:
Date: Aug 16, 2004
Hi all Sorry that I have made a mess of this and my main post has been sent as an attachement. Will try to do better! Cheers, Pat pj.ladd(at)btinternet.com --- ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: intro test
Date: Aug 16, 2004
Are you buyinf a classic or an extra? I just started flying the Jabi on a classic but my aiorfoil is different so It will give different results. Ailerons are heavy on the Mk111's and you will also find the aircraft wants to turn left. You get used to it. If you are used to a Challenger the Kolb is going to be a pleasant surprise. Very stable and it goes straight through the air without wandering around like the Challenger. ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Re: Kolb-List: intro test > > Hi, all > I finally made it. Thanks to everyone who posted welcome messages. Although > I have been unable to post I have been receiving posts for a fortnight. > (Thats two weeks ) so I feel that I have already met some of you. > > You inhabit a very different world in the US and I don`t mean just the > weather. The things which you seem able to do to your a/c would constitute a > major mod. here in the UK and would require official approval, which in > general is a long process. > On the other hand the introduction of `Section S` has laid down some pretty > tight parameters regarding construction and the establishment of what > constitutes a `microlight`(as we call them) are now agreed (pretty well) > throughout Europe.. > The main limiting factors are MAUW, low stalling speed and low wing loading. > The best move has been the acknowledgment that pilots who generally fly VFR > do not need to be of astronaut standard medically. The requirement that > pilots need an annual medical by an `approved` medical examiner (Cost from > 150) has been changed and now if you can pass the medical requirement for a > Class 2 ( generally small vans) drivers license you can get signed off by > your own doctor. Cost around 15. > > As instructed, here is a potted history. > I learned to fly in gliders harrumped years ago, going solo in a copy of a > 1930 German open cockpit machine and ending with a 19 metre wingspan plastic > hot ship. Broke my leg hang gliding. Learned microlighting in a Quicksilver, > bought a Thruster, the most prolific type in the UK, built a Challenger in > 91 which I still fly but have been flying one of the new breed hot ship for > the last year. A `Eurostar`. Two seat side by side, fully enclosed canopy, > all metal low wing machine with a Rotax 912. Easy cruise at 100 mph at 11 > litres per hour with 2 up.Along the way I have acquired some time, strictly > P2, in Tiger Moths, Piper Colt, Harvards (T6 to you) and a whole glorious > hour in the Mustang `Crazy Horse` at Kissimmee. > I have recently sold my share in the Eurostar to my partner and last night I > put down a deposit on Classic111 Extra. with a Jabiru. > This combination has not yet been `approved` so info is a little scarce. > Anyone with experience of the Xtra with the Jabi who can supply me with some > actual performance figures, please do so. I shall be very grateful. > Subject to my dealer getting a couple more orders to make up a three ship > crate for shipping to the UK and no unforseen problems with `approvals` I > hope to be flying the Kolb in the Spring. > I did actually fly the dealers Xtra with a 582 and liked very much the good > visibility which I am used to in gliders and the Challenger. Found the > ailerons VERY heavy. Is this a Kolb characteristic or just the Classic? > > I promise to keep later posts to a more reasonable length. > > Great to be among you > > Pat (By the way, I shall be 75 at the end of the month) > > pj.ladd(at)btinternet.com > > > --- > > ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Nice Week End
Date: Aug 16, 2004
> > Flew about 2.5 hours and it made me a believer in tapering the propeller > tips. I remember the thread on the tips but I forget which way you tapered them. Is The trailing edge shorter now or the leading edge. ________________________________________________________________________________
Date: Aug 16, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Nice Week End
> >> >> Flew about 2.5 hours and it made me a believer in tapering the propeller >> tips. > > I remember the thread on the tips but I forget which way you tapered >them. Is The trailing edge shorter now or the leading edge. > > Woody, The leading edge is shorter so that it keeps the tip vortex from developing. Take a peek on the bottom of: http://www.thirdshift.com/jack/firefly/firefly100.html Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: intro test
Date: Aug 17, 2004
What part of the UK do you hail from>> Hi Thom, a long way from Carlisle. I live near Bath. 25 miles from Stonehenge. Every American seems to know where that is. A small town on the edge of the Cotswolds, very pretty and fjull of tourists. Cheers Pat --- ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 17, 2004
Subject: Re: "New" Firefly for sale message of Sat, 7 Aug
2004 ... Thanks guys for the lead, right now I am just trying to get things running down here. Still now power and gas has been scarce and limited internet. Does anyone know if it was a factory quickbuild? Thanks Steve Boetto ________________________________________________________________________________
Date: Aug 17, 2004
Subject: Firefly Washers
From: herbgh(at)juno.com
Fireflyers Cannot quite fatom the number and type of washers under the engine mounting plate and between the plate and the engine. One view is from the rear and the other is from the side! The book does not say. The fly is nearly all painted and the tail has been mounted. Going to install the engine tomorrow and the seat sling and give it a sit test!! I will fly it in all insignia white and add some trim later this fall. What are you guys using to bore the instrument holes? Yeah! I know!! Hole saws!!:-) Is that right? Herb ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Firefly Washers
Date: Aug 17, 2004
Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: <herbgh(at)juno.com> Subject: Kolb-List: Firefly Washers > > Fireflyers > > > What are you guys using to bore the instrument holes? Yeah! I know!! > Hole saws!!:-) Is that right? Herb > > > Yup............and a small drum sander on a drill to polish them to final size. Lar. > > ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Wing angle adjustment
Date: Aug 17, 2004
'Dropped by the New Kolb Co. on my way home to yesterday. I wanted to buy another one of those universal joints that connects the drag strut to the top of the fuselage cage. I wanted it to see if I could drill the holes off-center and use it to take the left roll tendency out of my Mk3. Linda took me to the shop area where Donnie and one of the welders showed me a replacement swivel (cage side of UV) that had been made for this exact purpose. This part has an extra wide span so that the drag strut side (and the trailing edge of the wing) could be raised or lowered. The range of the adjustment appears to be ~ one full inch. I'm going to think about this for a while before I test it. It could solve the problem at the cost of making her crab through the air. My next flight will be to test the effect of adjusting the left flap down ~ 3 degrees. I know the flaps do not have the leverage that the ailerons have for turning the plane but using the ailerons also lowers the flap control tube and increases the drag on the left wing. This is a variable force vs effect problem that will be best solved by tests of incremental adjustments. I will give her a try tomorrow and report the results later. Duane the plane Mitchell, Tallahassee, FL Mk3/912 (No damage from Charley). ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 17, 2004
Subject: Re: Mk III Engine Swap- 582 to 912S
We are just about to order a new 912S with mounting kit from TNK to swap for a 582 on a friend's float plane, Mk III. Are there any pitfalls to watch out for? Can I assume this will come with some instructions? What prop would work best for float operations [Warp Drive]? And the proper gearbox ratio? Howard Shackleford FS II SC ________________________________________________________________________________
Date: Aug 17, 2004
Subject: Re: Firefly Washers
From: herbgh(at)juno.com
Lar sounds good to me. Thanks Herb writes: > > > > Larry Bourne > Palm Springs, CA > Building Kolb Mk III > N78LB Vamoose > www.gogittum.com > > ----- Original Message ----- > From: <herbgh(at)juno.com> > To: > Subject: Kolb-List: Firefly Washers > > > > > > Fireflyers > > > > > > What are you guys using to bore the instrument holes? Yeah! I > know!! > > Hole saws!!:-) Is that right? Herb > > > > > > Yup............and a small drum sander on a drill to polish them > to final > size. > Lar. > > > > > > > = > = > = > = > > > > > > ________________________________________________________________________________
Date: Aug 17, 2004
From: possums <possums(at)mindspring.com>
Subject: Re: Sheet Metal Leading Edge
At 09:10 PM 8/17/2004, you wrote: > >When I started Vamoose, lo these many years ago, I wanted to use the >aluminum under the fabric on the leading edges. Many people, including, as >I recall, Dennis Souder recommended against it - so I didn't do it. Match: #12 Message: #5634 From: <mailto:DLSOUDER(at)aol.com>DLSOUDER(at)aol.com Date: Jul 19, 1998 Subject: <http://www.matronics.com/searching//searching/getmsg_script.cgi?INDEX=7691037?KEYS=aluminum_leading?LISTNAME=Kolb?HITNUMBER=12?SERIAL=19235828874?SHOWBUTTONS=NO>Re: Metal Leading Edges Dear Kolbers: A couple thoughts on leading edge wraps. A leading edge wrap makes more sense when it is acting as a torsion member (as it is in the Titan wings). The Titan wing has a built up C channel main spar to carry the bending loads and the leading edge wrap (around foam) to complete the D section. Without the leading edge wrap the Titan wing would lack torsional stiffness. Kolb uses a large dia wing spar to gain torsional strength, so the extra weight of the leading edge wrap would be essentially excess weight because it would be a redundant structure. For just the 16 wrap (11 ft x .016) you gain 6.75 lb. for both wings for a FireStar. A Mark 3 would be heavier. We spend a lot of effort to save even a pound or two, so we view 6.75 lb. as a lot of weight. There have been studies done on the variation in thickness with the starved horse wings and they show no appreciable difference in performance. I have heard that some Challengers have tried leading edge wrap and the results were not as good as the standard ribs. Therefore as far as performance, you will loose with a leading edge wrap because the extra weight will be felt in take-off and climb performance, and stall, etc. For those who prefer the appearance of a solid leading edge wrap, I have no argument, beauty is in the eye of the beholder. Our experience is that it is also more work to cover an aluminum leading edge wrap with fabric than simply to install the fabric with no aluminum. If anyone has an more specific data on leading edge wraps, I would like to hear from them. Dennis Souder Pres Kolb Aircraft ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Aug 17, 2004
Subject: Wing drag strut & end fitting loose
Kolb builders, I am rebuilding an original FireStar 5 rib wing. The wings have been unfolded and folded for every flight. The universal joint steel fitting, that is inserted into the aluminum drag strut, is a loose fit. Does anyone know of a good way to fix this? The drag strut assembly consists of two aluminum tubes. The outer tube is 1.000 OD X .058 wall, which gives an ID of .884. The inner tube is .875 OD X .058 wall. These two fit relatively snug, one inside of the other, even though there is a clearence of .009 (.884 minus .875). A row of pop rivets helps to keep it snug. However, the steel fitting, which is .750, fits quite loosely into the inner aluminum tube which has an ID of .759 A similar clearence of .009, but perhaps because it is short, it doesn't have as much support and thus is a looser fit. All of the above assembly fits through a short steel sleeve or collar (tube), that is welded onto the steel root rib, and a 1/4 inch bolt goes through all the pieces. All of the bolt holes appear to be ever so slightly egg shaped and the bolt itself shows signs of wear, with small grooves where it contacts the drag strut fitting inside. The accumulation of all these little clearences seems to add up to a very sloppy fit. A new bolt helps some and maybe some shim stock would help to snug it up. Would like to know what others may have done to fix this problem. Bill Varnes Original FireStar Audubon, NJ ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Sheet Metal Leading Edge
Date: Aug 17, 2004
The man himself. Good to hear from you Dennis, and glad you're still keeping an eye on things. Lar. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "possums" <possums(at)mindspring.com> Subject: Re: Kolb-List: Sheet Metal Leading Edge > > At 09:10 PM 8/17/2004, you wrote: > > > >When I started Vamoose, lo these many years ago, I wanted to use the > >aluminum under the fabric on the leading edges. Many people, including, as > >I recall, Dennis Souder recommended against it - so I didn't do it. > > > Match: #12 > Message: #5634 > From: <mailto:DLSOUDER(at)aol.com>DLSOUDER(at)aol.com > Date: Jul 19, 1998 > Subject: > <http://www.matronics.com/searching//searching/getmsg_script.cgi?INDEX=76910 37?KEYS=aluminum_leading?LISTNAME=Kolb?HITNUMBER=12?SERIAL=19235828874?SHOWB UTTONS=NO>Re: > Metal Leading Edges > > > Dear Kolbers: > > A couple thoughts on leading edge wraps. A leading edge wrap > makes more > sense when it is acting as a torsion member (as it is in the Titan wings). > The Titan wing has a built up C channel main spar to carry the bending > > Dennis Souder > Pres Kolb Aircraft > > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Wing drag strut & end fitting loose
Date: Aug 17, 2004
Didn't someone have a similar problem a short time ago ?? Seems like he went thru quite a time with shim stock, etc. Without being there to see it, and thinking about the way my Mk III is set up, seems like you could open the bolt holes up (carefully) with a file to the next size, and use a new bolt for a good fit. If there's enuf meat around the existing holes, just drill 'em to the next size. The loose fitting ?? Dunno.......?? One thing I did do on the trailing edge pivot point, was to install a thin nylon washer between the components to act as a "bearing," and then snugged the bolt down pretty good. It's not difficult to fold the wings, and it sure don't rattle. ('Course, it hasn't flown yet either :-) )(But we clooooose..............! ! ! ) Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: <WhiskeyVictor36(at)aol.com> Subject: Kolb-List: Wing drag strut & end fitting loose > > Kolb builders, > > > All of the bolt holes appear to be ever so slightly egg shaped and the bolt > itself shows signs of wear, with small grooves where it contacts the drag strut > fitting inside. The accumulation of all these little clearences seems to add > up to a very sloppy fit. > > A new bolt helps some and maybe some shim stock would help to snug it up. > Would like to know what others may have done to fix this problem. > > Bill Varnes > Original FireStar > Audubon, NJ > > ________________________________________________________________________________
From: PaulServaty(at)aol.com
Date: Aug 18, 2004
Subject: Re: Kolb-List Digest: 24 Msgs - 08/17/04
Fm:PaulServaty(at)aol.com To:Bill Varnes Subj: Wing drag strut &loose end fittings Fellow Kolbers I also had 1 wing drag strut fitting loose on my 1987 FS KX . Installed 3" insp. ring cover at bottom rear corner to remedy. I used hardware store 2" wide adhesive backed aluminum tape to wrap around fitting. It about .0025 inch thick - 400 hours since fix. also used it to shim slightly loose tailwheel alum. dowel into fuselage. Another subject: Look up _www.aero-sports.com/bb_ (http://www.aero-sports.com/bb) "news" "custom u/l scale models" for a model you can get of your Kolb. The detail on mine is awesome. Expect a 2 to 4 month building and shipping as Liberty Ships travel slower tahn Kolbs Fly Safe Paul "OUTLAW" Servaty ________________________________________________________________________________
From: "Bruce Harrison" <firestarii(at)hotmail.com>
Subject: 2004 FS II First flights
Date: Aug 18, 2004
Just wanted to add to the list of first flights this fall. Over the past few Saturdays I have been crow-hopping and finally flight testing my new FSII. I have a 503 SCDCDI and 66" two-blade IvoProp. So far with about 1.5 hours of time on the new airframe I am happy with performance, but I'm still sorting out the trim. It wants to climb in pitch and has a slight tendency to wander to the right. I will be working on that stuff. Due to shipping delays/Oshkosh, I did not receive the nose cone in a timely fashion. So I went ahead and rigged up a temporary instrument panel so I could have my engine instruments and airspeed indicator. It worked very well. Now I have the cone and will be taking time out from flying to finish the nose and install a windscreen. In case you ever wondered, it flies fine without the cone or lexan. Also I have no gap seal installed at the moment. Can anyone suggest where I can get the book-binding tape to seal the aileron gaps? I guess I need about 12 feet of the two sizes of tape. pics at this link: http://www.scttf.org/New/members/BruceHarrison.htm Get ready for school! Find articles, homework help and more in the Back to ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: 2004 FS II First flights
Date: Aug 18, 2004
----- Original Message ----- From: "Bruce Harrison" <firestarii(at)hotmail.com> Subject: Kolb-List: 2004 FS II First flights > > Just wanted to add to the list of first flights this fall. Over the past few Thanks for the post and pics Bruce. Bryan Green Elgin SC Firestar I 19LBG 377 BRS > > ________________________________________________________________________________
From: "James and Cathy Tripp" <jtripp(at)elmore.rr.com>
Subject: Gearbox Leak
Date: Aug 18, 2004
Hello Listers, Have any of you who have a "B" gearbox had problems with leaking oil? Mine is leaking from somewhere but I can't really tell where. After flying, there's a small puddle of mostly clear oil on the right rear motor mount that appears to be coming from somewhere on the gearbox. It's not much but enough to puddle about the size of a half dollar. When I remove the lower plug to check the oil level, I'm still getting oil to come out of the plug opening. The engine and gearbox are new with 10 hours of run time. I don't think it is coming from the crankcase because of the clear color and my CHTs and EGTs are within limits. Any ideas? James Tripp, FSII, 40 Hour Test Phase ________________________________________________________________________________
Date: Aug 18, 2004
Subject: Re: Gearbox Leak
From: ul15rhb(at)juno.com
James, It's coming out of the drain plug. Mine did the same thing for a long time. It quit when I torqued the drain plug probably more than I should have. Be careful of the aluminum threads in the gearbox. Torque too hard and you will be buying a new gearbox. You might try some gasket sealer on the plug. Ralph Original Firestar 17 years flying it writes: > > > Hello Listers, > Have any of you who have a "B" gearbox had problems with leaking > oil? Mine is leaking from somewhere but I can't really tell where. > After flying, there's a small puddle of mostly clear oil on the > right rear motor mount that appears to be coming from somewhere on > the gearbox. It's not much but enough to puddle about the size of a > half dollar. When I remove the lower plug to check the oil level, > I'm still getting oil to come out of the plug opening. The engine > and gearbox are new with 10 hours of run time. I don't think it is > coming from the crankcase because of the clear color and my CHTs and > EGTs are within limits. Any ideas? > > James Tripp, FSII, 40 Hour Test Phase > > > = > = > = > = > > > > > > ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 19, 2004
Subject: Re: Gearbox Leak
In a message dated 8/18/2004 10:42:57 PM Eastern Standard Time, jtripp(at)elmore.rr.com writes: The engine and gearbox are new with 10 hours of run time. I don't think it is coming from the crankcase because of the clear color and my CHTs and EGTs are within limits. Any ideas? Maybe it's coming from the carb's air cleaner[s]....... Howard Shackleford FS II SC ________________________________________________________________________________
From: "Jon Croke" <jon(at)joncroke.com>
Subject: Re: Gearbox Leak
Date: Aug 18, 2004
and another possibility... there should be a thin aluminum washer under that drain bolt... they commonly fall off undetected when changing oil... if missing, then ...... there you go! Jon > James, > > It's coming out of the drain plug. Mine did the same thing for a long > time. It quit when I torqued the drain plug probably more than I should > have. Be careful of the aluminum threads in the gearbox. Torque too hard > and you will be buying a new gearbox. You might try some gasket sealer on > the plug. > > Ralph > Original Firestar > 17 years flying it > > > writes: > > > > > > Hello Listers, > > Have any of you who have a "B" gearbox had problems with leaking > > oil? Mine is leaking from somewhere but I can't really tell where. > > After flying, there's a small puddle of mostly clear oil on the > > right rear motor mount that appears to be coming from somewhere on > > the gearbox. It's not much but enough to puddle about the size of a > > half dollar. When I remove the lower plug to check the oil level, > > I'm still getting oil to come out of the plug opening. The engine > > and gearbox are new with 10 hours of run time. I don't think it is > > coming from the crankcase because of the clear color and my CHTs and > > EGTs are within limits. Any ideas? > > > > James Tripp, FSII, 40 Hour Test Phase > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "KolbDriver" <KolbDriver(at)bellsouth.net>
Subject: Re: Wing angle adjustment
Date: Aug 19, 2004
Duane, I fabricated a similar swivel when I was trimming my plane. I am not sure what the factory's part looks like but mine only has 1/4" adjustment. It did the trick though. If you would like photos I think I could dig up a couple. Steven Green > 'Dropped by the New Kolb Co. on my way home to yesterday. I wanted to buy another one of those universal joints that connects the drag strut to the top of the fuselage cage. I wanted it to see if I could drill the holes off-center and use it to take the left roll tendency out of my Mk3. > > Linda took me to the shop area where Donnie and one of the welders showed me a replacement swivel (cage side of UV) that had been made for this exact purpose. This part has an extra wide span so that the drag strut side (and the trailing edge of the wing) could be raised or lowered. The range of the adjustment appears to be ~ one full inch. > > I'm going to think about this for a while before I test it. It could solve the problem at the cost of making her crab through the air. > > My next flight will be to test the effect of adjusting the left flap down ~ 3 degrees. I know the flaps do not have the leverage that the ailerons have for turning the plane but using the ailerons also lowers the flap control tube and increases the drag on the left wing. This is a variable force vs effect problem that will be best solved by tests of incremental adjustments. I will give her a try tomorrow and report the results later. > > Duane the plane Mitchell, Tallahassee, FL Mk3/912 (No damage from Charley). > > ________________________________________________________________________________
From: "boyd young" <by0ung(at)brigham.net>
Subject: kolb
Date: Aug 18, 2004
'Dropped by the New Kolb Co. on my way home to yesterday. I wanted to buy another one of those universal joints that connects the drag strut to the top of the fuselage cage. I wanted it to see if I could drill the holes off-center and use it to take the left roll tendency out of my Mk3. i did this when i first built... when i rebuilt i put on a trim tab..... before you do it first set the wing up and go fly.... while going straight and level check the ailerons and flaps for being in a straight line..... if they are put on a trim tab or a bunge cord to hold it there...... mine were straight when flying straight and when i put on the offset universal joints they were deflected opposite..... the plane flew hands off but the ailerons looked crooked.... if i havent made sence let me know and i will spend more time to explain. boyd ________________________________________________________________________________
From: "boyd young" <by0ung(at)brigham.net>
Subject: Wing drag strut &loose end fittings
Date: Aug 19, 2004
my fix was to mix up some epoxy glue, bursh it on the mating surfaces then assemble and bolt into place. i hope i never need to disasemble the part. boyd ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: kolb
Date: Aug 19, 2004
Mine flys fine with a trim tab. Bryan Green Elgin SC Firestar I 19LBG 377 BRS ----- Original Message ----- From: "boyd young" <by0ung(at)brigham.net> Subject: Kolb-List: kolb > > > 'Dropped by the New Kolb Co. on my way home to yesterday. I wanted to buy another > one of those universal joints that connects the drag strut to the top of the > fuselage cage. I wanted it to see if I could drill the holes off-center and > use it to take the left roll tendency out of my Mk3. > > > i did this when i first built... when i rebuilt i put on a trim tab..... > > before you do it first set the wing up and go fly.... while going straight and level check the ailerons and flaps for being in a straight line..... if they are put on a trim tab or a bunge cord to hold it there...... > > mine were straight when flying straight and when i put on the offset universal joints they were deflected opposite..... the plane flew hands off but the ailerons looked crooked.... > > if i havent made sence let me know and i will spend more time to explain. > > boyd > > ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: book binding tape
Date: Aug 19, 2004
try this linkhttp://www.americanprintingequipment.com/bookbindingtape.htm Bryan Green Elgin SC Firestar I 19LBG 377 BRS ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: book binding tape
Date: Aug 19, 2004
Or this one http://www.librarysuppliers.com/shop/subcategory68.html Bryan Green Elgin SC Firestar I 19LBG 377 BRS ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Slingshot repeat offender
Date: Aug 19, 2004
Well, it's official. I just ordered another SS kit a few minutes ago, so it looks like I get to build another one :-) As some of you know, I build the first SS that Kolb sold (SS-003), and eventually sold it to Richard when I felt the need for speed, and built an RV-8. After a couple RV's (keeping my current rotary powered RV-3), I decided that I still wanted something slower, for local flying. The RV is great for speed and power, but just not the best choice for local cruising. First, I bought an Airbike project, and have everything I need to finish the airframe, but I finally decided that I just didn't want to build the wood wings, and probably didn't want something that open. It's for sale if anyone wants it. I've recently considered virtually everything available, and I just kept coming back to the SS. The Kolbra was tempting, but I just don't need a full rear seat. I also like the extra performance of the SS, along with the ability to use any engine, from the 503 to a 912ULS. The plane is more compact, so it will fit in the hanger better, and the airframe is strong as an ox. The engine choice is undecided, aside from not planning to use a 2-stroke. The current thoughts are the HKS, 912ULS (John Hauck's personal favorite), or perhaps a single rotor Mazda concoction (trying hard to resist). Plenty of time to decide. Cheers, Rusty (new builder again) ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 19, 2004
Subject: Re: Slingshot repeat offender
In a message dated 8/19/2004 12:14:36 PM Eastern Standard Time, 13brv3c(at)bellsouth.net writes: First, I bought an Airbike project, and have everything I need to finish the airframe, but I finally decided that I just didn't want to build the wood wings, and probably didn't want something that open. It's for sale if anyone wants it. Where & how much? Howard Shackleford FS II SC ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Hurricane
Date: Aug 19, 2004
Has anyone heard from Duncan McBride since the hurricane? Rick Neilsen Redrive VW powered MKIIIc Do Not Archive ________________________________________________________________________________
From: "Duncan McBride" <duncanmcbride(at)comcast.net>
Subject: Hurricane Charley report
Date: Aug 19, 2004
Hey guys, In June I was able to sublease a hanger at Charlotte County Airport. I was really happy to get the Mark III inside during the South Florida Summer, it's really a hothouse down here, and hard on metal airplanes. I haven't been flying so much either in the heat, so it was really nice to have the plane stay clean when I couldn't get out to the field every weekend. So much for good plans. You probably know Charlotte County was right in the path of Hurricane Charley. I live in Fort Myers, 20 miles south, and I lost power from Friday until Monday evening. Saturday I was scurrying around finding ice for my mom and dad and my fiance and her three girls. I just assumed the plane was safe in its hangar. Sunday morning I was setting up mom and dad with a Coleman stove to make coffee, a top priority, when Barb calls to tell me the Sunday paper had a story about how the airport suffered major damage, hangars down and planes piled up like broken toys. My dad and I drive up to the airport and its just terrible. From a distance I could see the big commercial hangars and they were all damaged. The terminal had lost its roof. The biggest hangar on the field usually housed three or four big bizjets, and it was flat on the ground. Gone. The saddest thing was a DC-3 on one collapsed gear leg, the vertical tail in tatters, pushed up against a pile of sheet metal. Just about made you cry. My T-hangar was in the third row from the entrance and I couldn't see it from where we had to wait. The first row was total devastation. The hangar doors had been ripped off down the whole line and the planes inside tossed around in the hangars like somebody was stirring ice tea. Half the hangars lost their roof as soon as the doors were gone and in those the planes had been ripped out and blown down the field. I was going crazy but we had to wait for the governer's helicopter to take off. He was showing the president around, who had taken off a few minutes before we arrived. Finally they let us through and we could drive onto the field. Another big hanger that normally held six or seven singles in various states of repair was half torn to bits, most of the bits sitting on top of dented up airplanes. Balls of aluminum the size of Volkswagons that used to be Mooneys, Cessnas and Pipers were scattered around the ramp and down the taxiways. A few planes had been blown out into the field and were upside down in the grass. I was getting ready for the worst as I drove around the wreckage to get to my hangar. It could have been worse. The doors had fallen in on either side of the fuselage and broken both wings. The wings and control surfaces were a total loss. The fuselage and tail are ok. I need a new nose cone where the door scraped off the tip, and there is a bent rib in an elevator to fix. It'll fly again. Which is a lot more than you could say about a lot of the planes out there. I'm kind of depressed and grateful at the same time. Bummer. I spent Sunday getting the wings off and trailering the fuselage home. Spent Monday at general post-hurricane survival, Tuesday salvaging the strobes and power supplies from the wings and Wednesday taking my future stepdaughter to Gainesville to start at UF. Today after work I finished up at the airport. I just got home tonight from hacksawing out the hardware I could salvage, the aileron counterweights and control horns. I didn't get my internet connection back up until last night, and this is the first chance I've had to post a message. I'll check with TNK about a partial kit - there is a guy on Barnstormers with a partially completed Kit #1 I'll ask about. If anyone knows of a #1 kit sitting around that someone has lost interest in, I'm in the market. I took a bunch of pictures of the wreckage at the airport, it is really incredible what the storm did. When I get the time I'll put them up on my website and post the address to the list. I don't think 319DM will be flying in time for the Kolb reunion, but we'll be thinking of you all, down here in sunny tropical Southwest Florida. ( I won't even start on the poor woman who got bit by the alligator....) I'm starting to work up some enthusiasm for rebuilding. It's slow, but it will come. Fly safe, and tie 'em down tight, Duncan McBride 319DM, Twinstar Mk III ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: Hurricane Charley report
Date: Aug 19, 2004
Man that is terrible news, but like you said it could have been worse. Clad to hear you willl be able to put it back together. Hope your insurance covers it all. Topher ________________________________________________________________________________
Subject: Rusty building again, comparing engines
From: Jim Gerken <gerken(at)us.ibm.com>
Date: Aug 20, 2004
07:04:32 AM >I've recently considered virtually everything available, and I just kept >coming back to the SS. The Kolbra was tempting, but I just don't need a full >rear seat. I also like the extra performance of the SS, along with the >ability to use any engine, from the 503 to a 912ULS. The plane is more >compact, so it will fit in the hanger better, and the airframe is strong as >an ox. The engine choice is undecided, aside from not planning to use a >2-stroke. The current thoughts are the HKS, 912ULS (John Hauck's personal >favorite), or perhaps a single rotor Mazda concoction (trying hard to >resist). Plenty of time to decide. >Cheers, >Rusty (new builder again) Rusty, if the HKS is being considered, add the R100 BMW to the list. The R100 will make about as much power as a 582, weigh just a bit more (very close if you are comparing 582 with electric start and battery), and cost about $3500 installed (I machined the adapting components, bought a brand new "C" box, and paid $1100 for the engine with tach, and I spent less than $3000 total to complete it). Dual ignition can be done for a small additional cost, I have not felt the need to do so. Mine is on a Mkiii classic, and everytime I fly I wish it was a SS instead. Jim Gerken ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Rusty building again, comparing engines
Date: Aug 20, 2004
Rusty, if the HKS is being considered, add the R100 BMW to the list. Jim Gerken ----------------------- Hi Jim, I'll consider most anything at this stage, but I'm really trying hard to talk myself into spending the bucks for a 912ULS. If you have any pics of your engine, how about emailing them to me at the address below. It's DSL, so size doesn't matter (now where have I heard that before...). Thanks, Rusty (engine shopping) 13brv3c(at)bellsouth.net ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: bookbinding tape
Date: Aug 20, 2004
I just ordered two rolls of dacron sail-repair tape from APS, (800) 729-9767, for $4.15 each. They are 2" x 15'. APS is a sailboat supply shop. Dave Paule Boulder, CO FS II that I haven't flown yet and yes, a sailboat, too. ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Rusty building again, comparing engines
Date: Aug 20, 2004
----- Original Message ----- From: "RD" <13brv3c(at)bellsouth.net> Subject: RE: Kolb-List: Rusty building again, comparing engines > > Rusty, if the HKS is being considered, add the R100 BMW to the list. > > Jim Gerken > Rusty Also you should consider the Jabiru 2200, Luray W from York PA has one on his Slingshot with a 64 inch Tennessee prop and says it will top out at 102mph. There seems to be quite a few on Mk-3s also with pretty happy owners. There is no cleaner installation for a Kolb than the Jabiru, no extra plumbing or rads. In addition to the R100 BMW, there is also an 1150 or 1100 conversion out there that has a little more power, check Barnstormers.com by typing in BMW. But if you see a good deal on a used Jabiru 2200 just remember, its MINE MINE, ALL MINE, to quote Daffy Duck. :-) So many choices, not enough money. :-( Denny Rowe, Mk-3, 2SI 690L-70, PA ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Rusty building again, comparing engines
Date: Aug 20, 2004
Denny R/Gang: Before one starts mounting direct drive Jabiru engines on their MKIII's, SS"s, and Kolbra's, one might want to check with List member John Williamson. John has a lot of experience flying his Kolbra powered with the Jabiru direct drive engine. I know, from several days flying escort to John, that the Jabiru is not an exciting engine on a Kolb. Take off and climb performance are marginal. However, once John got her wound up and cruising, she would fly as fast or faster than my MKIII powered by the 912ULS. Again, from experience flying John's wing, or trying to catch up with him during this past flight to MV, the 912ULS produced a combination that outclimbed, outcruised, and outran my MKIII. We could argue a weight difference, but only guessing, my MKIII loaded with 25 gal of fuel and all the gear I carry, probably weighs more than John's rig. I don't know that Rusty has flown a SS with a 582 or a 912 or 912ULS, but if he did, he would most likely notice the tremendous difference in performance over the 503. However, a direct drive Jabiru, Subaru, and 503 will make a mediocre performer out of a SS. Rusty should know. He tried to fly his first SS with a 503. First thing he did after initial flights was try to figure out how to get more power out of the 503. I am sure I do not look at Kolbs like many of you other Kolbers. My impression of the Kolb is a "super" STOL heavy hauler with respectable cruise. Not an airplane that will spend its life flying off a 3,000 ft paved strip from point A to point B and back. I know 912's and 912ULS's are expensive to purchase, but they deliver what you pay for: power, reliability, low maintenance, and low operating cost. The type of sport we are engaged in is hazardous. The air is thin, gravity is strong, and the ground is hard. A lot of ways out their to lose our airplanes and our lives. After flying the 912/912ULS for more than 10 years and 2,025.0 hours, I have become accustomed to an engine that has been there to get me home every time, except, of course, the two times I fed it water and highly contaminated fuel. Not the engine's fault for not running, but the pilot's fault for not taking a fuel sample after refueling. It did get me home, both times, after changing fuel filters, and in the case of water, pumping and draining the fuel system until I had purged all the water. We do not know, on the Kolb List, how the two BMW's are performing, unless some discussion was done while I was out of the circuit. I certainly have nothing against BMW engines. In fact, I am shopping for an R1150GS Adventure or an R1200GS Adventure to make an Alaska/Canada ride on, one of these days before I get too old to do it. As for Corvairs, I am sure they are great engines, but I for one, will stick to my tried and proven Rotax 912/912ULS. Same goes for Geo/Suzuki (can't leave Bob B out of this, hehehe). My message is not to discourage anyone from experimenting with any kind of engine to power their Kolbs. I am only expressing my own experience and desires. I think each and every member of the Kolb List has that right, to share the way they feel about their own equipment. Take care, john h ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Rusty building again, comparing engines
Date: Aug 20, 2004
John, I agree with all your comments 100%, no doubt the 912 is the strongest most proven Kolb powerplant. I like the Jabiru because of the light weight and clean simplicity of the installation. Its good to hear how Johns Kolbra had such a nice cruise with the Jab but of course the Kolbra would be a lot cleaner bird than our Mk-3s. If I recall correctly, John W ran a 58 inch blade on his Jabiru, this no doubt was not the optimum climb prop for a Kolb installation. Most folks I have heard from with Jabiru 2200 on Kolbs are running 62 or 64 inch diameter props. My friend Luray replaced his 690L-70 on his Slingshot with a 2200 and a 64 inch wood prop, I'll double check with him to get all the numbers, but If I recall correctly he said he was getting over 1000fpm climb and the top speed was over 100mph. Also know of a couple Mk-3s running 62 and 64 inch props that say they love the 2200. Of course with the faster turning prop, the noise will be worse than a 912, but all and all these guys love the simple clean light Jabiru. On another note, you guys who don't live in western PA should count yourselves lucky, this summer has been a total wash! Rain that will not end day after freaking day. I have never seen two summers as wet and cold as our last two, it really has depressed the crap out of this flyer. On top of this, the last two winters have been as cold and severe as any in my 37 years, ARGH! OK, thats enough venting for one day, fly safe everyone. Denny Rowe, Mk-3, 690L-70, PA ________________________________________________________________________________
Date: Aug 20, 2004
From: Jim Clayton <jspc78(at)yahoo.com>
Subject: Rusty building again, comparing engines
John H, Denny R/Gang, I have the same vision John H. does for the Kolbs, and that drives my choice of engine. John said: "My impression of the Kolb is a "super" STOL heavy hauler with respectable cruise. Not an airplane that will spend its life flying off a 3,000 ft paved strip from point A to point B and back." So what we are talking about is a plane that can carry near (or better than!) it's own weight out of amazingly short strips and cruise fast enough to get the job done. The Kolbs are certainly no RV-x hot rod, but then as John points out, they don't need 3000 ft. of runway either. For this mission, an engine that produces high thrust at lower airspeeds is best. The easiest way to produce high thrust at low speeds is to have a large diameter (area) propeller turning at low rpm's. Propeller speed reduction units (PSU) in front of a piston engine are a proven combination because piston engines are happiest at higher rpm's than is optimum for big propellers. A direct drive engine is going to turn the propeller at higher rpms and so the diameter will need to be reduced to keep the tip speed below the limit. What are smaller propellers good at? Going fast! At higher airframe airspeeds the smaller diameter propeller will more efficiently produce thrust making your RV-x or Glassair go very fast, but they are runway gobblers by Kolb standards! In a Kolb, we will never go real fast due to the wing design etc. This will always be a high lift, low speed plane. For my mission, an engine that creates most of it's thrust at high airspeeds will only work best for the top 4 or 5 mph of a Kolb's speed range, and do less efficiently in the lower speeds of the flight envelope. In deference to the many, great, direct-drive Kolbs with perfectly happy owners out there, this is my mission I am discussing, and anyone considering engines must first chose the mission, then chose an engine that will meet that mission. I hope this helps give a framework to consider what kind of engine you will be most happy with. -Jim Jim Clayton California Mark-3X, 912ULS.....Building Website with pictures coming soon ________________________________________________________________________________
From: "Jon Croke" <jon(at)joncroke.com>
Subject: Firestar For sale
Date: Aug 20, 2004
Boy, there seems to be a lot of Firestars for sale... Well, I've added mine to the fold, and priced it better than the rest (!) To save bandwith, all the details are on my site at www.joncroke.com Why (?) I need the $$ for a 912 for my 'other' project..... (does it seem that all your airplane money eventually ends up in Rotax's hands, one way or another?) Jon near Green Bay, Wi N701US ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Rusty building again, comparing engines
Date: Aug 20, 2004
Interesting discussion. First, I'd like to say that John H could save himself some typing if he'd just put that 503 crap in his signature :-) Yes, I had a 503, and wasn't happy with the lack of performance. In reality, it was OK, but not what the SS deserved. Jim makes a good point about gear drives, for climb vs. speed. Of course if you have a high rpm engine, you can have both :-) I can't really see ever cruising at more than 90 mph or so with the SS, so high speed certainly isn't needed. I'd rather have the thrust for short field work, and climb, so I'm pretty much ruling out direct drives. One of the other problems mentioned about the Jabiru was the lack of cooling with slow planes. I've heard it's a fantastic engine, but not necessarily for slow, pusher style planes. Also, it's almost as expensive as the 912ULS, so why not take the extra power. If I had to decide right now, I'd bust open the piggy bank, and order a 912ULS. I honestly believe I'd still have my original SS if I had a 912 on it. Live and learn. I'm looking forward to building another one, so it's no big loss though. Finally, now that I've thought about it some more, the only "conversion" I'm going to consider is the single rotor Mazda. I love rotary engines, and already trust one with my life. The conversion would be a lot of work though, since it's not a normal engine configuration. There's plenty of power, more than 100 HP if desired, but the weight is probably a bit more than a 912. The main drawback to the single rotor is that I already have a seemingly full time engine project with the rotary RV-3, and I really want something I can just bolt together and fly. TNK sells everything you need to do just that with a 912ULS, so it's really the leading choice, though painful to purchase. Thanks for all the comments. Rusty (bring on kit#1) ________________________________________________________________________________
Date: Aug 20, 2004
From: "Bob N." <ronoy(at)shentel.net>
Subject: free mags
I'm putting this on the Kolb list first. Due to some pressure, mainly from The War Department, and the Grim Reaper, I want to get rid/giveaway a large pile of Ultralight Flying! mags, dating from late '95 to early '03. Pile is maybe two feet high, weight unknown. I'll give them to anyone, free (as in a Free Gift) if the recipient pays the freight/UPS. In fact, I'll send first and wait for the UPS repayment. I surely dislike just taking them to the dump. Lemme know. If no offers, I'll go to FLY-UL. Bob N. http://www.angelfire.com/rpg/ronoy ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Fw: making your own parts
Date: Aug 20, 2004
I'm on another List for Farrier-designed trimaran sailboats. This was posted on it today. I'm forwarding it to this List in the event anyone is interested. I don't know of the outfit and so this is for whatever it might be worth. They do have a free CAD program, though. If you want to read about some very interesting sailboats, try www.f-boat.com. I have one of these boats, a Corsair F-27, and it fully lives up to its reputation. The boat folds and is roughly the size of one of the trailers that you use for your Kolb. Unfolded, it's 27 feet long, 19 feet wide, and the mast is 37 feet long. Dave Paule Boulder, CO > For all you gadgeteers and home boat builders out there, I recently > read about this website that might come in handy. > > www.emachineshop.com > > It allows you to draw (right on the website), and have built, > anything you want at reasonable prices. > > I am not afilliated in any way shape or form with this company...it > just sounded like a good place to have custom stuff made (like > autopilot brackets and mounting hardware). ________________________________________________________________________________
From: ElleryWeld(at)aol.com
Date: Aug 20, 2004
Subject: Re: one for the home team
I live in Maine and this is my first year with a Kolb Firestar and I have been going to a different Fly-in every weekend and have been getting many compliments on it and I will say it is a performer but I am looking at making it quieter in the cockpit and maybe even give me a bit more cruse speed I am running a 66" 32 pitch wood prop on a 447 rotax I think I need more pitch on the prop to keep the rpm down to 6000 even though I do not run it at the limit it will go to, if I change the pitch I should get better cruse speed any suggestions on what pitch to get? for a better cruse speed and any ideas on what to do to eliminate some noise? Ellery in Maine Time flies when your having fun We will be ice fishing in no time ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re: free mags
Date: Aug 20, 2004
Bob N.; A fellow by the name of Scott Perkins, on another list ( http://vula.org ) called Vintage Ultralights, is a ravenous collector of pictures and such and I think he would be very happy to take the mags off your hands (just a guess on my part). I think you could contact him through the link above. Good luck, George Bass P. O. Box 770 Camp Verde, AZ 86322 USUA #30899 --- ________________________________________________________________________________
From: "Dan Charter" <lndc(at)fnbcnet.com>
Subject: Re: one for the home team
Date: Aug 21, 2004
What's your rpm at WOT now? My Firestar is currently set up for 6000 at 50 on climb out with a 377. I'll cruise between 50/55 at 4650. It sips the fuel at that speed and my flying buddy's Himax likes 50 mph but he's running 5000 at 3 gal an hour, I'm under 2 an hour. The more prop speed at take off will give you better climb out. If I adjust my 2 blade Ivo to 6500 at a 40 mph climb out it's a rocket but my cruise R's will be higher of course. Do nor archive. Dan Charter Firestar 1 ----- Original Message ----- From: <ElleryWeld(at)aol.com> Subject: Re: Kolb-List: one for the home team > > I live in Maine and this is my first year with a Kolb Firestar and I have > been going to a different Fly-in every weekend and have been getting many > compliments on it and I will say it is a performer but I am looking at making it > quieter in the cockpit and maybe even give me a bit more cruse speed I am > running a 66" 32 pitch wood prop on a 447 rotax I think I need more pitch on the > prop to keep the rpm down to 6000 even though I do not run it at the limit it > will go to, if I change the pitch I should get better cruse speed any > suggestions on what pitch to get? for a better cruse speed and any ideas on what to do > to eliminate some noise? > > > Ellery in Maine > Time flies when > your having fun > We will be ice > fishing in no time > > ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: , comparing engines
Date: Aug 21, 2004
Take off and climb are marginal??? How big are your margins? I suppose the 20 hp less helps compared to a 912. > > I know, from several days flying escort to John, that the Jabiru is > not an exciting engine on a Kolb. Take off and climb performance are > marginal. However, once John got her wound up and cruising, she > would fly as fast or faster than my MKIII powered by the 912ULS. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: More Jabiru jabber
Date: Aug 21, 2004
| Fuel burn is around 2 1/2gallons /hr. That was with 3 takeoff | and landings and a cruise rpm of 2400. Easy climb out is 900 fpm. Keep in | mind I have done several modifications to this aircraft so your results may | vary. Woody Hi Woody/Gang: You will probably get a more realistic fuel burn when you do your first cross country flight. I have found that flying Kolbs in the traffic pattern usually results in much lower fuel burn than actual cross country flying. Your Thunderbird could hardly be called a MKIII, with the drastic changes made to the wings. Will be interesting to compare performance between your wing and a standard MKIII wing. Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: , comparing engines
Date: Aug 21, 2004
| Take off and climb are marginal??? How big are your margins? I suppose the | 20 hp less helps compared to a 912. Woody Woody/Gang: Take off and climb performance with the Jabiru powered Kolbra of John Williamson was marginal during the three days that we cross country'd together in 2003. You have to remember, we were both heavily loaded in a serious long cross country configuration. Performance is reduced quite a bit in both aircraft when they are loaded up. After flying my MKIII for 48 days loaded to max gross weight, I was pleasantly surprised at what a sky rocket Miss P'fer became the first time I flew here empty with 10 gal of fuel on board. Actually, there is only 15 hp difference between my 912ULS and the 80 hp Jabiru. The only way to get 100 hp out of the 912ULS is turn it 5,800 rpm (limited to 5 minutes). Since I have a ground adjustable prop, I prop my engine to turn 5,500 rpm (max continuous power) which produces 95 hp. I don't think it was the 15 hp difference that made that much difference between take off and climb performance. Last year I was running a 70" 3 blade Warp Drive Prop. John was running a 58" 2 blade Warp. Makes a lot of difference how the power is transmitted. Again, I am not saying the Jabiru is a bad engine. I am saying engines with reduction drives swinging larger diameter multibladed props perform much better on a Kolb than a direct drive engine swinging a small two blade prop. I wonder why John W pulled the Jab off and installed a 912ULS on his Kolbra? john h ________________________________________________________________________________
From: "Olenik Aviation" <olenik-aviation(at)buyitsellitfixit.com>
Subject: , comparing engines
Date: Aug 21, 2004
Yes, the prop makes a big difference. It's not HP that moves the aircraft. You can have all the HP in the world and it doesn't mean anything if its not converted to thrust. I've made a 75% increase in climb performance before on certain aircraft by simply going to a different prop on the same engine. The Jabiru's weakness seems to be that it is a direct drive engine that turns up to 3300 RPM to get 80 HP. That limits the prop to a pretty small prop which is good for faster planes or for cruise, but not ideal for climb performance. That prop is most likely stalling until you get some airspeed going. Tom Olenik Olenik Aviation - Supplying the lighter side of sport aviation. Level III Repair Station for Rotax Aircraft Engines Dealer for Summit Powered Parachutes http://www.buyitsellitfixit.com Toll Free: 877-AIR-MOTORS Buy from a dealer who can support what they sell...... (DO NOT USE THIS E-MAIL ADDRESS FOR DIRECT E-MAIL. WE WILL NEVER SEE IT. USE THE ABOVE CONTACT INFORMATION TO CONTACT US DIRECTLY) -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of John Hauck Subject: Re: Kolb-List: , comparing engines | Take off and climb are marginal??? How big are your margins? I suppose the | 20 hp less helps compared to a 912. Woody Woody/Gang: Take off and climb performance with the Jabiru powered Kolbra of John Williamson was marginal during the three days that we cross country'd together in 2003. You have to remember, we were both heavily loaded in a serious long cross country configuration. Performance is reduced quite a bit in both aircraft when they are loaded up. After flying my MKIII for 48 days loaded to max gross weight, I was pleasantly surprised at what a sky rocket Miss P'fer became the first time I flew here empty with 10 gal of fuel on board. Actually, there is only 15 hp difference between my 912ULS and the 80 hp Jabiru. The only way to get 100 hp out of the 912ULS is turn it 5,800 rpm (limited to 5 minutes). Since I have a ground adjustable prop, I prop my engine to turn 5,500 rpm (max continuous power) which produces 95 hp. I don't think it was the 15 hp difference that made that much difference between take off and climb performance. Last year I was running a 70" 3 blade Warp Drive Prop. John was running a 58" 2 blade Warp. Makes a lot of difference how the power is transmitted. Again, I am not saying the Jabiru is a bad engine. I am saying engines with reduction drives swinging larger diameter multibladed props perform much better on a Kolb than a direct drive engine swinging a small two blade prop. I wonder why John W pulled the Jab off and installed a 912ULS on his Kolbra? john h ________________________________________________________________________________
From: "Dan Cooper" <kcooper(at)ptd.net>
Subject: Welcome back Rusty!
Date: Aug 21, 2004
Rusty, Glad you would choose an SS again. I am currently in the fourth year of a three month build on my SS. Had some doubt about the high stall/wing loading and considered swapping for a FS again. This renewed vigor may get me back out in the shop....right after the new barn doors, shed roof... Dan Cooper (SS#17) ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Welcome back Rusty!
Date: Aug 21, 2004
| Had some doubt about the high stall/wing loading and considered swapping for a FS again. | | Dan Cooper (SS#17) Hi Dan/All: Don't let the little bitty 22' wing span of the SS intimidate you. The SS is really a typical flying Kolb with a terrific roll rate and a little higher top speed. I found it a fun airplane to fly, once I got over the sight of those tiny wings and miniature lift struts hanging out there. IIRC stall speed was right at 40 mph indicated clean, and about 35 or 36 mph with full flaperons. I was impressed. I got a chance to fly the old Kolb Factory SS at Sun and Fun some years ago with a passenger and commercial video camera. Guess the additional weight to be about 200 lbs. Was surprised to discover how well the SS flew with the 582 and this much weight. It actually felt more comfortable, although performance was degraded slightly. There is a huge cow pasture south of South Lakeland Airport. Loaded up with passenger and camera, we had a ball staying below tree top level flying inside the pasture. The SS did good. john h ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Welcome back Rusty!
Date: Aug 21, 2004
Hi Dan, I'm glad to be back. It's funny, I've had this Airbike project ready to start for months, and just can't get interested in building it. Now that I finally decided to build another SS, I can't wait till it gets here. John's right about the SS flying qualities of course. I flew the Mk-III at the factory with Dan, and think the SS flies better, though with the same Kolb qualities. It's plenty forgiving, so don't let it intimidate you. 4 years!!! Will it help if I start taunting you :-) Let's see, how many Slingshots can I build in the time it takes Dan to build one :-) Cheers, Rusty (just trying to help Dan) ________________________________________________________________________________
Date: Aug 21, 2004
Subject: Re: free mags
From: "Joseph Brett Walmsley" <kitfox4(at)numail.org>
I would love to have them. If you let me know how much teh UPS or USPS is (slow boat). I will gladly send a check. Brett Walmsley 65 Woodmoor Dr. Newnan, GA 30263 770-254-9467 brettandsandy(at)numail.org Thanks > > I'm putting this on the Kolb list first. > > Due to some pressure, mainly from The War Department, and the Grim > Reaper, I want to get rid/giveaway a large pile of Ultralight Flying! > mags, dating from late '95 to early '03. Pile is maybe two feet high, > weight unknown. I'll give them to anyone, free (as in a Free Gift) if > the recipient pays the freight/UPS. In fact, I'll send first and wait > for the UPS repayment. I surely dislike just taking them to the dump. > > Lemme know. If no offers, I'll go to FLY-UL. > > Bob N. > > http://www.angelfire.com/rpg/ronoy > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Jabbyroo
Date: Aug 21, 2004
Snuffy/Gang: I don't know if you have seen Woody's "special" airfoil or not, but it certainly is not a Kolb wing and will produce results that shouldn't be compared to a standard Kolb wing. I think it is pretty obvious why John W went from a Jabiru to 912ULS, he wanted to out climb and out run me and my old MKIII. And that.............he certainly can do now. :-) Fuel burn on my airplane with 912 was: 5,000 rpm = 4.0 gph 5,200 rpm = 4.25 gph 5,400 rpm = 4.5 gph The above tests were conducted over many hours of cross country flights. I flew from Titus, Alabama, to OSH and returned at 5,400 rpm. This was 10 days after I returned from my 1994 flight around the US and up to Deadhorse, AK. Most of the 1994 flight was made at 5,200 rpm. The 912ULS results after 890.5 hours: 5,000 rpm = 5.0 gph 5,200 rpm = 5.2 to 5.3 gph These results, for the 912 were with a 70" 3 blade Warp Drive fast taper prop. For the 912ULS was with a 72" 3 blade Warp Drive fast taper prop. john h ________________________________________________________________________________
From: ElleryWeld(at)aol.com
Date: Aug 21, 2004
Subject: Re: one for the home team
I will do more testing in the morning and get all my specifics accurately recorded before I start telling anyone things that are not correct because I dont want a collection of props to hang on the shop wall at the prices of them Maine, Kolb Firestar Pilot Ellery Batchelder Jr. ________________________________________________________________________________
From: "Richard Swiderski" <swiderski(at)isp.com>
Subject: Slingshot repeat offender / engine choice
Date: Aug 21, 2004
Rusty, The HKS is overrated in hp & I believe would be unsuitable for SS. The single rotor rotary would probably be almost the weight of a twin as it would need a massive flywheel. My buddy who attempted your very idea hit a brick wall with that project. I too would love to have a rotary, all the auto versions are just too heavy. Looking for my redrive to arrive this weekend. I sure am excited to hear you are building a SlingShot! You sure did good on your first one. Richard Swiderski -----Original Message----- (snip)...The engine choice is undecided, aside from not planning to use a 2-stroke. The current thoughts are the HKS, 912ULS (John Hauck's personal favorite), or perhaps a single rotor Mazda concoction (trying hard to resist). Plenty of time to decide. Cheers, Rusty (new builder again) ________________________________________________________________________________
From: "Dan Charter" <lndc(at)fnbcnet.com>
Subject: Re: one for the home team
Date: Aug 21, 2004
You need only one good adjustable prop. I use an Ivo 62" 2 blade. It used to be a 3 blade but IMHO a 3 blade is too much weight for my 377. Do not archive Dan Charter ----- Original Message ----- From: <ElleryWeld(at)aol.com> Subject: Re: Kolb-List: one for the home team > > I will do more testing in the morning and get all my specifics accurately > recorded before I start telling anyone things that are not correct because I > dont want a collection of props to hang on the shop wall at the prices of them > > Maine, > Kolb Firestar Pilot > Ellery > Batchelder Jr. > > ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Slingshot repeat offender / engine choice
Date: Aug 21, 2004
The single rotor rotary would probably be almost the weight of a twin as it would need a massive flywheel. --------------------------- It certainly has a power to weight disadvantage if you use the stock parts as they are, but there's hope. I can name a few that are running now, and the best hope is being built by a guy named Richard Sohn. He says his engine is the same weight as a 912, but with more than 100 HP. I'm betting he'll be bringing it to Shady Bend (about 15 miles NE of cross city) at the end of October for Tracy Crooks fly-in. I plan to be there in the rotary RV-3. Thanks once again for the kind comments about my old SS. I'm really looking forward to putting together another one. I'm really trying to force myself to go with the 912ULS, so there will be no further wish for more performance. You can help by saying things like "the 912S is just too much power for a SS" :-) Cheers, Rusty (it'll still be tame by rotary RV-3 standards) ________________________________________________________________________________
From: "John Cooley" <johnc(at)datasync.com>
Subject: Slingshot repeat offender / engine choice
Date: Aug 21, 2004
Rusty, Glad to see you back on the list. I will try to help your dilemma some on engine choices. Last year a fellow in Georgia, John Russell, was selling his slingshot with a 912S. For some reason it wasn't selling even though the price seemed very reasonable and the plane was a work of art. He wound up parting the plane and engine out and sold the plane to a fellow in Canada and I bought the 912S, EIS, warp prop, and accessories for my MK III project I purchased from Jeremy Casey. John had originally installed a 582 on the Slingshot and then later sold it for the 912S. During the process of removing the engine our conversation naturally revolved around flying and engines etc. John made the statement that the Slingshot was more fun to fly with the 582 because of the lighter weight. I think he was referring to flying around the pea patch and not cross country when he made this statement. I think you said earlier you were looking for a fun plane to fly local with and I thought I would share this with you and add to the confusion. Later, John Cooley -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of RD Subject: RE: Kolb-List: Slingshot repeat offender / engine choice The single rotor rotary would probably be almost the weight of a twin as it would need a massive flywheel. --------------------------- It certainly has a power to weight disadvantage if you use the stock parts as they are, but there's hope. I can name a few that are running now, and the best hope is being built by a guy named Richard Sohn. He says his engine is the same weight as a 912, but with more than 100 HP. I'm betting he'll be bringing it to Shady Bend (about 15 miles NE of cross city) at the end of October for Tracy Crooks fly-in. I plan to be there in the rotary RV-3. Thanks once again for the kind comments about my old SS. I'm really looking forward to putting together another one. I'm really trying to force myself to go with the 912ULS, so there will be no further wish for more performance. You can help by saying things like "the 912S is just too much power for a SS" :-) Cheers, Rusty (it'll still be tame by rotary RV-3 standards) ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Slingshot repeat offender / engine choice
Date: Aug 21, 2004
Glad to see you back on the list. I will try to help your dilemma some on engine choices. ---------------- Thanks, but in what way do you figure this is helping :-) Repeat after me- "Don't get that 912S, it's just tooooo much power for a SS" :-) Seriously, I know the resale is bad on this type of plane, but hopefully, sport pilot will improve the situation a bit. One of the main reasons for considering the 912ULS is that it can power a wide range of very nice, sport pilot compatible planes. For now, it would be a hotrod in a SS, but later could be a modest engine in a true two place plane. The expense of the engine would pretty much force me to consider it a lifetime investment, which is about how long I'll be paying for it :-) Cheers, Rusty (don't let me sell this one) ________________________________________________________________________________
From: "garvelink" <link(at)cdc.net>
Subject: to kolb list re: thrust calculator
Date: Aug 22, 2004
All this talk about engines and thrust made me remember the free software that I downloaded from the below link. Apart from my ultrastar I fly electric radiocontroled aircraft. Barry has made available this thrust calculator that not only does small engines but also large ones. I think you may be interested in it. Steve Garvelink Barry's Radio control aircraft model aircraft page http://www.bmaps.net/ this will take you to the download page for the thrust HP software download. http://www.bmaps.net/software/goodies.html ________________________________________________________________________________
From: HShack(at)aol.com
Date: Aug 22, 2004
Subject: Re: Jabbyroo
In a message dated 8/21/2004 6:51:28 PM Eastern Standard Time, jhauck(at)elmore.rr.com writes: For the 912ULS was with a 72" 3 blade Warp Drive fast taper prop. John, what gearbox ratio do you have on the 912ULS? Have been unable to determine if there is more than one ratio available. Do you think your setup would work on a Mk III with floats? We are looking primarily for best take-off performance. Howard Shackleford FS II SC ________________________________________________________________________________
From: "Duncan McBride" <duncanmcbride(at)comcast.net>
Subject: Re: Hurricane Charley Guilt Report
Date: Aug 22, 2004
Funny thing, forty-four years ago I was living in Arcadia, about thirty miles north of here, when hurricane Donna came through and tore the county to pieces. We moved away and until now this area hasn't been hit again. I figured my return to south Florida was finally noticed. Yesterday I helped a guy a couple of hangars down move his Pietnpol out to Sundance Farms to get it repaired. They're cleaning up with a vengeance out at Charlotte County, and it's good to see whole airplanes tied down on the flightline. Everybody figures it must have been a tornado or two that came through the field. Thanks for all the kind words, guys. Hope to be flying again soon. Duncan ----- Original Message ----- From: "Richard Swiderski" <swiderski(at)isp.com> Subject: RE: Kolb-List: Hurricane Charley Guilt Report > > Duncun, > > > I have an admission of guilt to make. You see, this south Florida > mess from Charley is all my fault. > On the third hand, I was crying, because I knew deep down, it > would take me three weeks to put all my junk back where it belongs & also > rebuild my circus tent to deter the next Big One. Now you know guys. > > > Richard Swiderski > ________________________________________________________________________________
From: "Bill Woods" <kolbpilot(at)msn.com>
Subject: Slingshot with 912S
Date: Aug 22, 2004
Hi Rusty /all, I don't talk much but still monitor the list occasionally and can't help but to respond. I have a lot of friends on the list that know I built and flew a pretty nice SS w/912S. I flew it more than 200 hrs. before I parted with it for something more aerobatic. It was an awesome performer with more than 2000 fpm climb on cool mornings. It would cruise at 100 mph at about 75% power. I wouldn't try to talk you out of the 912S at all if it is in your budget. You won't be sorry. The guy who owns it now loves it but with that being said, he wants to sell it to purchase a Pitts. Seems everyone interested in a SS turns out to be high-performance minded to go faster and play a little harder. Sounds like you have already played hard and are ready to relax a little for now. I just completedan extensive overhaul and restoration of my Decathlon and been flying it again for about 2 weeks. Inverted maneuvers still make my blood bubble. Sorry to be so long winded bu t I haven't replied in a while. Thinking about bringing my Decathlon to the Kolb flyin this year to visit friends. I don't know how much my old SS is priced at but do know it only has around 220 hrs and still looks great. It won 2 outstanding lightplane awards at S-N-F among some pretty impressive competition. I could give him a call for pricing if you wish. I had over 35.000 invested so you could save about 10 to 15k on a new one.You will have over 15k in a new 912S with prop, exhaust and all accessories. For a few thousand more you could get the SS with it. Thanks, Bill Woods SS 912S N62BW Decathlon N53737 ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: Slingshot with 912S
Date: Aug 22, 2004
Good to hear from you Bill. I really appreciate the information, and it sounds like the 912S/SS is a great combo. I'd be interested in your old plane, except that the silly rules won't allow me to do the annual inspections on it, even though I had a repairman's certificate for another SS. If he has any interest in parting it out, I'd likely be interested in the engine, prop, etc. For that matter, if anyone knows of a used 912S in good shape, let me know. Cheers, Rusty ________________________________________________________________________________
Date: Aug 22, 2004
From: possums <possums(at)mindspring.com>
Subject: Re: Slingshot with 912S
At 09:10 AM 8/22/2004, you wrote: > > >Hi Rusty /all, > > >I don't talk much but still monitor the list occasionally and can't help >but to respond. I have a lot of friends on the list that know I built and >flew a pretty nice SS w/912S. I flew it more than 200 hrs. before I parted >with it for something more aerobatic. It was an awesome performer with >more than 2000 fpm climb on cool mornings. It would cruise at 100 mph at >about 75% power. http://www.matronics.com/photoshare/possums@mindspring.com.12.14.2001/index.html ________________________________________________________________________________
From: "Ron or Mary Payne" <whyme(at)vci.net>
Subject: Parts for sale
Date: Aug 22, 2004
I have the following items for sale. 503 DCDI electric start with less than 10 hours running time---3 blade IVO ground adjustable prop----BRS-VLS 750 lb model-----EIS with hotbox-----full swivel tail wheel------Kuntzleman strobes------Artex ELT-200series------FireStar cockpit cage with two 5 gallon fuel tanks, nose cone and all controls. The FireStar is now in flying condition but the EAA legal consul has advised against selling it as an aircraft due to liability risks. All items are in new condition with no damage. Located in West Kentucky. Anyone interested contact me off list. Ron Payne ________________________________________________________________________________
Date: Aug 22, 2004
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Ultra Star Owners Manual
Any one know where I can get a new or used copy of the Ultra Star Owners Manual? Please reply either on list or my e-mail --- rsanoa(at)yahoo.com Thanks. Ray --------------------------------- ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Jabbyroo
Date: Aug 22, 2004
| John, what gearbox ratio do you have on the 912ULS? Have been unable to | determine if there is more than one ratio available. Do you think your setup | would work on a Mk III with floats? We are looking primarily for best take-off | performance. | | Howard Shackleford Hi Shack: Gearbox ratio is 2.43 to 1 on the 912ULS. Don't think there is a choice of ratios for the 912ULS. 912 is 2.273 with the optional gears for a 2.43 ratio. I believe it would work. My buddy Frank Reyen has been flying floats with a 912 powered MKIII for years. His web site is: http://www.webcom.com/reynen/mark3.html Take care, john h ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Aug 22, 2004
Subject: electric trim motor
OK guys, I'm really going to pick your brain on this one. Back in 92 my mk3 cage went to Sharon PA to Jim Lee's to have the retractable gear, larger panel, dual throttle, electric trim and flaps, etc.installed. I believe the fellows name who did the work was "Guy". After 9 yrs of use, the small 12 volt motor which runs the elevator trim has quit. I would like to find out where I can get another one of these. I'm sure they were used on more planes than mine. Does anyone know what these little motors were used for so I can get one? They are about 7-8" long and about 1 1/2" round. Or does anyone know if I can contact Guy to ask him? One guy at my airport looked at it and said "oh, thats a linear actuator", but wasn't familiar with what it was used for. Thanks for any help in advance. Fly safe Bob Griffin ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re: Hurricane Charley Guilt Report
Date: Aug 22, 2004
Good idea on a title for MR. Swiderski. I've been thinking about something like that too, but, being only a 'lurker' here, I've been reluctant to submit. My thoughts lean more toward the classics and a more properly descriptive title. Something like: The Lightening (graying) Scribe of the Southern Landmass and Conqueror of the Wind Demon(s). Or we could just say we like his style, George Bass P. O. Box 770 Camp Verde, AZ 86322 USUA #30899 --- ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: the perfect airplane
Date: Aug 22, 2004
sucked ya in with that title.....the quest for the ideal ride never ends. A friend who helped me move my plane yesterday is on his 4th build, 5th plane. First it's too small, then too fast, now on a tiger cub project. Fortunately he's a machinist and enjoys the process. If i liked the aeronca so well why don't i have one now? the answer has to be, been there, done that. They are a trusty plane and you can flop them around in the sky without worry of something falling apart. The price of an annual is really a minor negative. $15,000 will buy a decent one, sport pilot ready. Building your own plane on the other hand is something better than just whipping out the old checkbook, an opportunity to put something of yourself into it. I've enjoyed the process. It has helped keep the gray matter atrophication rate to a slower pace and given me a chance to innovate that a certified airplane denies. My good brother helped me stick the wings back on today. It sure was a perfect flying day, crisp, clear, freshly mowed runway. ---soon. -BB do not archive ________________________________________________________________________________
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: French Terror Threat Levels
Date: Aug 22, 2004
----- Original Message ----- From: Beauford Subject: French Terror Threat Levels probably true... ________________________________________________________________________________
From: BMWBikeCrz(at)aol.com
Date: Aug 22, 2004
Subject: Kolb-List Digest:
I have a question Is there going to be a fly in at the KOLB factory this year ? Please Send details :-) Thanks ! Dave ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: , comparing engines
Date: Aug 22, 2004
The earlier discussion about reduction drive engines is right on. I don't know of too many other people that have flown a MKIIIc with the same engine both with a reduction drive and direct drive. The difference is startling. I got very close to twice the thrust with my reduction drive engine turning the same engine RPMs. I do need to qualify this at bit as the direct drive engine had a two blade 60" wood prop and it was too long for the 3500 takeoff RPMs. I would turn allot of horse power into noise. And yes the VW turns about the same RPMs as a Jabru which is not a surprise when you figure it was a updated design of a VW. I will also say that the 912 series of Rotax engines is the engine to have if you must have the most reliable engine on the market but the price is a bit daunting for some of us retired folks. As most of you know my VW let me down on the way back for Oshkosh this year but I'm not ready to give up on my goal of making the VW a good bargain priced option for the MKIII. We now know that with a heaver prop, the reduction drive needs a stronger attachment bracket. In the future the redrive will be supplied with the stronger bracket on all planes with the heaver props. Since the first one lasted almost 120 hours the fix shouldn't need to be too radical. They are also working on a sprag clutch which should make the engine much smoother. The sprag clutch is something they started on to smooth out the two cylinder VW reduction drive engines. I was reminded just how smooth and quiet a VW can be when the drive belts fell off. In fact it was so smooth I thought the engine had quit running which lead to me over revving it. I almost have the engine ready to remove from the plane for a rebuild but figured I would take a bunch of measurements and build a new engine mount. The new mount looks like it will be a few pounds lighter, have about a five inch lower thrust line and better handle the torque of the big redrive engine. Rick Neilsen Redrive VW powered MKIIIc ________________________________________________________________________________
Date: Aug 23, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: , comparing engines
So what goes with the redrive for the 2-cylinder VW? The sharp power pulses of the 4-stroke 2 banger are a real problem. Out side of the expensive HKS the closest and most promising thing I've seen running was the Citroen engine conversion being developed by Larry Israel formerly associated with Team Aircraft. It's too bad as Larry was making progress but lacked the capital needed to finish the development. It would have been a good engine for in the 40 HP range. jerb > > >The earlier discussion about reduction drive engines is right on. I don't >know of too many other people that have flown a MKIIIc with the same engine >both with a reduction drive and direct drive. The difference is startling. I >got very close to twice the thrust with my reduction drive engine turning >the same engine RPMs. I do need to qualify this at bit as the direct drive >engine had a two blade 60" wood prop and it was too long for the 3500 >takeoff RPMs. I would turn allot of horse power into noise. And yes the VW >turns about the same RPMs as a Jabru which is not a surprise when you figure >it was a updated design of a VW. > >I will also say that the 912 series of Rotax engines is the engine to have >if you must have the most reliable engine on the market but the price is a >bit daunting for some of us retired folks. As most of you know my VW let me >down on the way back for Oshkosh this year but I'm not ready to give up on >my goal of making the VW a good bargain priced option for the MKIII. We now >know that with a heaver prop, the reduction drive needs a stronger >attachment bracket. In the future the redrive will be supplied with the >stronger bracket on all planes with the heaver props. Since the first one >lasted almost 120 hours the fix shouldn't need to be too radical. They are >also working on a sprag clutch which should make the engine much smoother. >The sprag clutch is something they started on to smooth out the two cylinder >VW reduction drive engines. I was reminded just how smooth and quiet a VW >can be when the drive belts fell off. In fact it was so smooth I thought the >engine had quit running which lead to me over revving it. > >I almost have the engine ready to remove from the plane for a rebuild but >figured I would take a bunch of measurements and build a new engine mount. >The new mount looks like it will be a few pounds lighter, have about a five >inch lower thrust line and better handle the torque of the big redrive >engine. > >Rick Neilsen >Redrive VW powered MKIIIc > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: , comparing engines
Date: Aug 23, 2004
Jerb/all Valley Engineering makes the reduction drive and their web site is http://members.sockets.net/~ranchair/ Great Plains Aircraft sells the Valley redrive and the 2 cylinder VW engines. http://www.greatplainsas.com/ The sprag clutch will be part of the drive sprocket that mounts on the crankshaft. I'm told they are using a commercial sprag clutch that Valley will adapt to the drive sprocket. they expect to complete testing and have the clutch available next year. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "jerb" <ulflyer(at)verizon.net> Subject: Re: Kolb-List: , comparing engines > > So what goes with the redrive for the 2-cylinder VW? ________________________________________________________________________________
From: "Ron or Mary Payne" <whyme(at)vci.net>
Subject: Re: Parts for sale
Date: Aug 23, 2004
I would like to sell this project in one piece less wings and tail. Any one interested, contact me off list for a price or my home phone number. Ron Payne ----- Original Message ----- From: "Ron or Mary Payne" <whyme(at)vci.net> Subject: Kolb-List: Parts for sale > > I have the following items for sale. 503 DCDI electric start with less than 10 hours running time---3 blade IVO ground adjustable prop----BRS-VLS 750 lb model-----EIS with hotbox-----full swivel tail wheel------Kuntzleman strobes------Artex ELT-200series------FireStar cockpit cage with two 5 gallon fuel tanks, nose cone and all controls. The FireStar is now in flying condition but the EAA legal consul has advised against selling it as an aircraft due to liability risks. > > All items are in new condition with no damage. Located in West Kentucky. Anyone interested contact me off list. > > Ron Payne > > ________________________________________________________________________________
From: kkorenek(at)comcast.net
Subject: Re: Parts for sale
Date: Aug 23, 2004
I've got a really good set of 5 rib wings for a FireStar! Ken Korenek kkorenek(at)comcast.net -------------- Original message -------------- > > I would like to sell this project in one piece less wings and tail. Any > one interested, contact me off list for a price or my home phone number. > > Ron Payne > ----- Original Message ----- > From: "Ron or Mary Payne" > To: > Subject: Kolb-List: Parts for sale > > > > > > I have the following items for sale. 503 DCDI electric start with less > than 10 hours running time---3 blade IVO ground adjustable prop----BRS-VLS > 750 lb model-----EIS with hotbox-----full swivel tail wheel------Kuntzleman > strobes------Artex ELT-200series------FireStar cockpit cage with two 5 > gallon fuel tanks, nose cone and all controls. The FireStar is now in > flying condition but the EAA legal consul has advised against selling it as > an aircraft due to liability risks. > > > > All items are in new condition with no damage. Located in West Kentucky. > Anyone interested contact me off list. > > > > Ron Payne > > > > > > > > > > I've gota really good set of 5 rib wings for a FireStar! Ken Korenek kkorenek(at)comcast.net -------------- Original message -------------- -- Kolb-List message posted by: "Ron or Mary Payne" I would like to sell this project in one piece less wings and tail. Any one interested, contact me off list for a price or my home phone number. Ron Payne ----- Original Message ----- From: "Ron or Mary Payne" <WHYME(at)VCI.NET> To: Subject: Kolb-List: Parts for sale -- Kolb-List message posted by: "Ron or Mary Payne" I have the following items for sale. 503 DCDI electric start with less than 10 hours running time---3 blade IVO ground adjustable prop----BRS-VLS 750 lb model-----EIS with hotbox-----full swivel tail wheel------Kuntzleman strobes------Artex EL T-200series------FireStar cockpit cage with two 5 gallon fuel tanks, nose cone and all controls. The FireStar is now in flying condition but the EAA legal consul has advised against selling it as an aircraft due to liability risks. All items are in new condition with no damage. Located in West Kentucky. Anyone interested contact me off list. Ron Payne om/chat =========================================== ________________________________________________________________________________
From: kkorenek(at)comcast.net
Subject: Re: Parts for sale
Date: Aug 23, 2004
I've got a really good set of 5 rib wings for a FireStar! Ken Korenek kkorenek(at)comcast.net -------------- Original message -------------- > > I would like to sell this project in one piece less wings and tail. Any > one interested, contact me off list for a price or my home phone number. > > Ron Payne > ----- Original Message ----- > From: "Ron or Mary Payne" > To: > Subject: Kolb-List: Parts for sale > > > > > > I have the following items for sale. 503 DCDI electric start with less > than 10 hours running time---3 blade IVO ground adjustable prop----BRS-VLS > 750 lb model-----EIS with hotbox-----full swivel tail wheel------Kuntzleman > strobes------Artex ELT-200series------FireStar cockpit cage with two 5 > gallon fuel tanks, nose cone and all controls. The FireStar is now in > flying condition but the EAA legal consul has advised against selling it as > an aircraft due to liability risks. > > > > All items are in new condition with no damage. Located in West Kentucky. > Anyone interested contact me off list. > > > > Ron Payne > > > > > > > > > > I've gota really good set of 5 rib wings for a FireStar! Ken Korenek kkorenek(at)comcast.net -------------- Original message -------------- -- Kolb-List message posted by: "Ron or Mary Payne" I would like to sell this project in one piece less wings and tail. Any one interested, contact me off list for a price or my home phone number. Ron Payne ----- Original Message ----- From: "Ron or Mary Payne" <WHYME(at)VCI.NET> To: Subject: Kolb-List: Parts for sale -- Kolb-List message posted by: "Ron or Mary Payne" I have the following items for sale. 503 DCDI electric start with less than 10 hours running time---3 blade IVO ground adjustable prop----BRS-VLS 750 lb model-----EIS with hotbox-----full swivel tail wheel------Kuntzleman strobes------Artex EL T-200series------FireStar cockpit cage with two 5 gallon fuel tanks, nose cone and all controls. The FireStar is now in flying condition but the EAA legal consul has advised against selling it as an aircraft due to liability risks. All items are in new condition with no damage. Located in West Kentucky. Anyone interested contact me off list. Ron Payne om/chat =========================================== ________________________________________________________________________________
Date: Aug 23, 2004
Subject: Re: electric trim motor
From: "Joseph Brett Walmsley" <kitfox4(at)numail.org>
Contact Skystar. They have 2 they have used. One was for a trim tab (classic IV)and the other trimed the stab on the model 5... ________________________________________________________________________________
From: Kirby Dennis Contr ASC/TM <Dennis.Kirby(at)kirtland.af.mil>
Subject: Sprot Pilot and Rotax Engine Prices
Date: Aug 23, 2004
Kolb Friends - All the recent talk about Jabiru and Rotax-912 engines on Slingshots and such has brought up a question in my mind: What do you think the effect will be of the recently-approved Sprot Pilot rule on engine prices? Will the price of a new Jab or R-912 be cheaper next summer, or more expensive? I realize a big factor is supply vs. demand, but I can't figure out which way it will go. Any predictions? Dennis Kirby Mark-3, Verner, still wishing for a 912 in Cedar Crest, NM ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Barrow, Alaska
Date: Aug 23, 2004
Good Morning All: I visited Barrow, Alaska, for the second time in three years, in my Kolb Mark III. For some time I had wanted to land on the beach at the site where Will Rogers and Wiley Post were killed, 12 air miles south of the Barrow Airport. On my approach to Barrow I decided to go ahead and land, visit Barrow and Browersville, refuel, then fly south to the lagoon where they crashed and died in 1935, four years before I was born. I do not always make the best decisions. Flying down to the memorial site after refueling was one of them. First, it meant I was at max gross weight, minus a gal or two of fuel, when I attempted a beach landing. Second, by the time I did the beach landing, flew north back to Point Barrow for pictures, and finally started on my flight back to Colville Village and the Helmerick's, I had flown 43 miles worth of fuel that may have come in handy should I encounter weather on the 150 mile return flight. Oh well, I live and I continue to learn even though I am officially, by US Government descriptions, elderly. So........I said my goodbye's to the guys in the Barrow FSS, jumped into the faithful old Mark III, and flew down the beach, low level to the lagoon where Will Rogers and Wiley Post were killed. They were on a flight from Fairbanks to Barrow. The ice fog had pretty much obscured their route of flight. They were flying the coast north when they spotted people at a hunting camp on the lagoon. Wiley landed the airplane and asked directions to Barrow. He was told 15 miles up the beach. On takeoff from the lagoon, the airplane stalled, crashed, and killed both men. Here is what is left of the two monuments erected in their memory. Both monuments have been stripped of their bronze plaques, long ago, and vandalized. That is the lagoon in the background. http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20185.jpg Miss P'fer sits on the beach after a successful landing at max gross weight. The Arctic Ocean is on the right. The lagoon is on the left. I was standing in front of, south, the monuments. That little white thing in the grass in the middle of the picture is a whale skull. http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20186.jpg Miss P'fer waits on the beach to fly me several miles north of Point Barrow, then east to the Helmerick's. http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20188.jpg The monuments, what is left of them, are up on the dunes in front of the airplane. In front of the monument, to the south, the sand dunes were filled with skeletal remains of whales. This lagoon has been the site for eskimo hunting camps for many years. http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20189.jpg I landed on the beach to the north. Artic Ocean is on the left and the monuments are on the dunes on the right front. Notice how steep the slope of the beach is and how soft the sand is. There were also cantalope and basketball size rocks on top of the sand. These made my landing and roll out interesting. Did not want to break something here. Maybe this will give some of you, who doubt or do not understand, why my MK III has been modified to handle more weight and environments that would put a standard MK III on its nose. http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20190.jpg On the beach. http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20191.jpg Whale bone in foreground. Don't know what kind it was, but it was big! http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20194.jpg Soft sand. http://home.elmore.rr.com/jhauck/Alaska%202004/001.jpg Same. http://home.elmore.rr.com/jhauck/Alaska%202004/003.jpg This is what my approach to runway 06 at Barrow Airport looks like. The approach is made from over the Arctic Ocean. The village of Barrow is on the left. http://home.elmore.rr.com/jhauck/Alaska%202004/004.jpg Flying north up the beach towards Point Barrow. Downtown Barrow on the right. http://home.elmore.rr.com/jhauck/Alaska%202004/006.jpg These people love the water, although I did not see anyone swimming or sunbathing, or water skiing. http://home.elmore.rr.com/jhauck/Alaska%202004/011.jpg In the foreground behind the utility pole is an eskimo cemetary north of Barrow and Browerville on the way to Point Barrow. http://home.elmore.rr.com/jhauck/Alaska%202004/014.jpg ________________________________________________________________________________
From: "Frank Reynen" <frank_reynen(at)ix.netcom.com>
Subject: Re: Jabbyroo
Date: Aug 23, 2004
Howard,John, When I switched from the 582 to the 912ULS I found only a marginal improvement in take-off performance. The plane will not properly come up on the step with maximum trust of the 912. It wants to dig in and takes longer to get on the step compared to a more gradual increase in take-off power. I use about 5200 RPM to get on the step and then gradually increase to maximum power (5700RPM) to get to rotation speed at which time the eleavor has build up enough force to lift up the nose and unstick the floats. I have tried several different step positions but ended up right were I started from for all around best take-off with and without passenger. Maybe a more angled up position of the engine trust line may provide a better take-off such as used on the Grumman Goose. Frank Reynen MKIII @840 hrs > http://www.webcom.com/reynen/mark3.html ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: Jabbyroo > > | John, what gearbox ratio do you have on the 912ULS? Have been > unable to > | determine if there is more than one ratio available. Do you think > your setup > | would work on a Mk III with floats? We are looking primarily for > best take-off > | performance. > | > | Howard Shackleford > > Hi Shack: > > Gearbox ratio is 2.43 to 1 on the 912ULS. Don't think there is a > choice of ratios for the 912ULS. > > 912 is 2.273 with the optional gears for a 2.43 ratio. > > I believe it would work. My buddy Frank Reyen has been flying floats > with a 912 powered MKIII for years. His web site is: > > http://www.webcom.com/reynen/mark3.html > > Take care, > > john h > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Barrow, Alaska, Part II
Date: Aug 23, 2004
Sorry folks. Hit the dad gummed wrong button and sent the first part of this msg out before I was finished. Continuing my flight north up the beach, that is a hunting village on the spit way out there. http://home.elmore.rr.com/jhauck/Alaska%202004/015.jpg Hunting camp. http://home.elmore.rr.com/jhauck/Alaska%202004/016.jpg Same up close. http://home.elmore.rr.com/jhauck/Alaska%202004/017.jpg Out at the end of this spit is the northern most point of the North American Continent, Point Barrow, Alaska. http://home.elmore.rr.com/jhauck/Alaska%202004/019.jpg Check it out gang. I am a long way from Titus, Alabama. Shot this one about two or three miles north of Point Barrow, Alaska, out over the Arctic Ocean. You can see I have already burned up 43 miles worth of fuel before. Heading is 099 deg and I am heading east for the Helmerick's. http://home.elmore.rr.com/jhauck/Alaska%202004/020.jpg I took a similar shot of Point Barrow from the north three years ago. This is the turn around point to head back home to Alabama. http://home.elmore.rr.com/jhauck/Alaska%202004/022.jpg BTW: I made it back to Helmerick's that night. It was late when I got there, but Teena Helmericks fixed me some left over caribou stew and a couple cups of hot coffee. Take care, john h Titus, Alabama Mark III N101AB ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Barrow, Alaska (correction)
Date: Aug 23, 2004
| Maybe this will give some of you, who doubt or do not | understand, why my MK III has been modified to handle more weight and | environments that would put a standard MK III on its nose. | | http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20190.jpg Hi All: The sentence above does not make much sense. It should have read: "Maybe this will give some of you, who doubt or do not understand, the reasons I have modified my MK III to handle more weight and operate off field environments that would put a standard MK III on its nose." Hope this explains a little better what I was trying to say. Thanks, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Jabbyroo
Date: Aug 23, 2004
| The plane will not properly come up on the step with maximum trust of the | 912. | It wants to dig in and takes longer to get on the step compared to a more | gradual increase in take-off power. | Maybe a more angled up position of the engine trust line may provide a | better take-off such as used on the Grumman Goose. | | Frank Reynen MKIII @840 hrs Hi Frank/All: Yes, this is a problem all suffer from when our airplanes are high mounted pushers. The first takeoff with the 912ULS was frightening because the MKIII seemed to be glued to the grass airstrip at full power. Coming back off the power Miss P'fer easily broke ground. At that time I came back on full throttle and continued my climb out. This is also the reason so many people are amazed that they have to hold so much aft stick and a lot of nose up trim. I found that shutting down the engine in flight my MKIII would fly trimmed out with no nose up trim. Increase power and down the nose goes again. Doing loops with the old Firestar and 447 were easier with half throttle than full throttle. At full power the top mounted pusher worked against the first part of the loop. Early on, with soft Lord Mounts, my Firestar would fly faster at partial power than at full power. By coming back on the throttle, then slowly increasing power I could then get the Firestar to fly at max speed. It is an undesireable characteristic that I have learned to live with since building and flying the FS and MKIII. The old Ultrastar was just the opposite because of the low mounted engine and prop. It wanted to get the nose up and off the ground quick. Yes, too much power on takeoff, whether water, snow, sand, mud, grass, or asphalt, lengthens rather than shortens takeoff roll. Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Barrow, Alaska, Part II
Date: Aug 23, 2004
| Great photos. Hope to see some more of the new areas you went and flew | around. | | | John Williamson John W/All: Doing my best. BTW, I refueled at Mexico, MO, and also had lunch in town. Did not take time to tour the Zenith facility which was located just to the rear of the FBO. Nice folks in Mexico, Mo, both the airport and in town. Think I'll go back again some time. That was my next to last fuel stop before I landed at Gantt IAP. By that time, I was counting off the miles and the minutes. I still had one more night out before I could crawl into my own bed. Take care, john h DO NOT ARCIVE ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Aug 23, 2004
Subject: Question for the list
In preparation to "shrink wrap" my firestar for the tow from Ohio to Fla. the question came up of which type of wrap do I want ....the "stretch" wrap or the "shrink" wrap. Some of you on the list have used this procedure for transporting in the past. Do you recall which type you used? Both I guess are clear plastic. George Randolph Firestar driver from The Villages ________________________________________________________________________________
Date: Aug 23, 2004
From: "Gary r. voigt" <johndeereantique(at)qwest.net>
Subject: Re: Question for the list
George, i think i was one of the first people to use this method...anyway...it does not matter that much which you use, i prefer the shrink wrap because i felt it did a good job in a med. mil. and got it in the 18" length and over-lapped 50 - 60% . good luck, Gary r. voigt ----- Original Message ----- From: <GeoR38(at)aol.com> Subject: Kolb-List: Question for the list > > In preparation to "shrink wrap" my firestar for the tow from Ohio to Fla. the > question came up of which type of wrap do I want ....the "stretch" wrap or > the "shrink" wrap. > Some of you on the list have used this procedure for transporting in the > past. Do you recall which type you used? Both I guess are clear plastic. > > George Randolph > Firestar driver from The Villages > > ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: Barrow, Alaska
Date: Aug 23, 2004
Wonderful pictures John. It's nice to see places you've never been and notice how, at the same time they are different and similar to the places we live. Bryan Green (Elgin SC) ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Kolb-List: Barrow, Alaska > > Good Morning All: > > I visited Barrow, Alaska, for the second time in three years, in my > Kolb Mark III. > > For some time I had wanted to land on the beach at the site where Will > Rogers and Wiley Post were killed, 12 air miles south of the Barrow > Airport. On my approach to Barrow I decided to go ahead and land, > visit Barrow and Browersville, refuel, then fly south to the lagoon > where they crashed and died in 1935, four years before I was born. > > I do not always make the best decisions. Flying down to the memorial > site after refueling was one of them. First, it meant I was at max > gross weight, minus a gal or two of fuel, when I attempted a beach > landing. Second, by the time I did the beach landing, flew north back > to Point Barrow for pictures, and finally started on my flight back to > Colville Village and the Helmerick's, I had flown 43 miles worth of > fuel that may have come in handy should I encounter weather on the 150 > mile return flight. Oh well, I live and I continue to learn even > though I am officially, by US Government descriptions, elderly. > > So........I said my goodbye's to the guys in the Barrow FSS, jumped > into the faithful old Mark III, and flew down the beach, low level to > the lagoon where Will Rogers and Wiley Post were killed. They were on > a flight from Fairbanks to Barrow. The ice fog had pretty much > obscured their route of flight. They were flying the coast north when > they spotted people at a hunting camp on the lagoon. Wiley landed the > airplane and asked directions to Barrow. He was told 15 miles up the > beach. On takeoff from the lagoon, the airplane stalled, crashed, and > killed both men. Here is what is left of the two monuments erected in > their memory. Both monuments have been stripped of their bronze > plaques, long ago, and vandalized. That is the lagoon in the > background. > > http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20185.jpg > > Miss P'fer sits on the beach after a successful landing at max gross > weight. The Arctic Ocean is on the right. The lagoon is on the left. > I was standing in front of, south, the monuments. That little white > thing in the grass in the middle of the picture is a whale skull. > > http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20186.jpg > > Miss P'fer waits on the beach to fly me several miles north of Point > Barrow, then east to the Helmerick's. > > http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20188.jpg > > The monuments, what is left of them, are up on the dunes in front of > the airplane. In front of the monument, to the south, the sand dunes > were filled with skeletal remains of whales. This lagoon has been the > site for eskimo hunting camps for many years. > > http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20189.jpg > > I landed on the beach to the north. Artic Ocean is on the left and > the monuments are on the dunes on the right front. Notice how steep > the slope of the beach is and how soft the sand is. There were also > cantalope and basketball size rocks on top of the sand. These made my > landing and roll out interesting. Did not want to break something > here. Maybe this will give some of you, who doubt or do not > understand, why my MK III has been modified to handle more weight and > environments that would put a standard MK III on its nose. > > http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20190.jpg > > On the beach. > > http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20191.jpg > > Whale bone in foreground. Don't know what kind it was, but it was > big! > > http://home.elmore.rr.com/jhauck/Alaska%202004/2004c%20194.jpg > > Soft sand. > > http://home.elmore.rr.com/jhauck/Alaska%202004/001.jpg > > Same. > > http://home.elmore.rr.com/jhauck/Alaska%202004/003.jpg > > This is what my approach to runway 06 at Barrow Airport looks like. > The approach is made from over the Arctic Ocean. The village of > Barrow is on the left. > > http://home.elmore.rr.com/jhauck/Alaska%202004/004.jpg > > Flying north up the beach towards Point Barrow. Downtown Barrow on > the right. > > http://home.elmore.rr.com/jhauck/Alaska%202004/006.jpg > > These people love the water, although I did not see anyone swimming or > sunbathing, or water skiing. > > http://home.elmore.rr.com/jhauck/Alaska%202004/011.jpg > > In the foreground behind the utility pole is an eskimo cemetary north > of Barrow and Browerville on the way to Point Barrow. > > http://home.elmore.rr.com/jhauck/Alaska%202004/014.jpg > > ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: J-3 versus Mk-3
Date: Aug 23, 2004
Kolbers, Put an hour on the Mk-3 last night followed by an hour in my buddies 85hp Cub. Both were great and puttering along at 2150 rpm in the Cub was very relaxing compared to the 5500 rpm 2SI banter at cruise. However, the climb rate and visibility afforded by my Mk-3 is, in the words of the old Kolb video, (unexcelled). Really, the cubs blind spots were mindboggling taxiing and in the air. Also the front seat was really cramped for my 6 foot frame and my feet did not fit to well between the rudder pedals and the diagonal braces on the floor. Man is a Cubs rudder responsive compared to my Mk-3, almost touchy! Anyway, I do love J-3s but I am not planning on trading my Kolb any time soon. Denny Rowe, Mk-3, 58 hrs. ________________________________________________________________________________
From: "KolbDriver" <KolbDriver(at)bellsouth.net>
Subject: Wing support
Date: Aug 24, 2004
Dave, Below is a link to some photos of my wing support. S. Green Thanks George! http://gtalexander.home.att.net/kolb_trailer.htm ________________________________________________________________________________
From: "Fackler, Ken" <kfackler(at)ameritech.net>
Subject: Re: J-3 versus Mk-3
Date: Aug 24, 2004
Denny, do I understand you have a 2si on your Mark III? What speed do you get from that and what prop do you use? -Ken Fackler Kolb Mark II / A722KWF Rochester MI ----- Original Message ----- From: "Denny Rowe" <rowedl(at)highstream.net> Subject: Kolb-List: J-3 versus Mk-3 > > Kolbers, > Put an hour on the Mk-3 last night followed by an hour in my buddies 85hp Cub. > Both were great and puttering along at 2150 rpm in the Cub was very relaxing compared to the 5500 rpm 2SI banter at cruise. > However, the climb rate and visibility afforded by my Mk-3 is, in the words of the old Kolb video, (unexcelled). > Really, the cubs blind spots were mindboggling taxiing and in the air. Also the front seat was really cramped for my 6 foot frame and my feet did not fit to well between the rudder pedals and the diagonal braces on the floor. Man is a Cubs rudder responsive compared to my Mk-3, almost touchy! > Anyway, I do love J-3s but I am not planning on trading my Kolb any time soon. > > Denny Rowe, Mk-3, 58 hrs. > > ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: J-3 versus Mk-3
Date: Aug 24, 2004
> Denny, do I understand you have a 2si on your Mark III? What speed do you > get from that and what prop do you use? > > -Ken Fackler > Kolb Mark II / A722KWF > Rochester MI > Ken, Yes, I run a 2SI 690L-70, I have a 68" three blade Powerfin F model prop that is set to just touch 6200 rpm at full power level flight. I seem to get 90mph in cool dry air but lately have only been getting a little over 82 mph, I am thinking its a humidity thing as I have been a little down on peak rpm lately. My biggest complaint with the 2SI so far is that it spits too much fuel back through the air filters, and the Bing carbs also seem to dribble fuel out the vents so you wind up with two cycle oil all over the engine and tail. I have a few ideas I want to try to eliminate this but have had too little time to work on the plane this year. Also, with the prop pitched like it is, it limits my take off and climb RPMs to 5700, thus solo climb is around 1000fpm and climb with two 195 pounders and 10 gallons of fuel is 600fpm at 50mph. Back when I had a little less pitch in the prop I was getting 200 fpm better climb across the board. I decided to trade off some climb in order to reduce the midrange EGTs by increasing the prop load on the engine. This has worked great and I now have 58hrs on the engine and airframe and am pretty happy with it. Sorry for the long winded reply, Denny Rowe, Mk-3, N616DR PS: I am pretty sure a narrower cord propeller would give me higher speeds, Powerfin is supposed to be developing a tapered blade and if I stick with this engine, I may try a set of those blades in the furure. ________________________________________________________________________________
From: "Bruce Harrison" <firestarii(at)hotmail.com>
Subject: Dacron sail-repair tape
Date: Aug 24, 2004
Does this have its own adhesive, or do you poly-tak it to the wing? >From: "David Paule" <dpaule(at)frii.com> >Reply-To: kolb-list(at)matronics.com >To: >Subject: Kolb-List: Re: bookbinding tape >Date: Fri, 20 Aug 2004 10:08:28 -0600 > > >I just ordered two rolls of dacron sail-repair tape from APS, (800) >729-9767, for $4.15 each. They are 2" x 15'. > >APS is a sailboat supply shop. > >Dave Paule >Boulder, CO >FS II that I haven't flown yet >and yes, a sailboat, too. > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: wings
Date: Aug 24, 2004
| i am trying to remember..... it seems that someone was going to raise the leading edge of their wing.... is this the plane with this wing mod? | | boyd Hi Boyd/All: The wing is Woody's. Do not know if he changed incidence or not, but he did do a drastic change of the airfoil, and I believe the bow tips. IIRC Woody's rib profile is very thick and blunt at the forward section. We are still waiting on a comprehensive report of its performance with the direct drive Jabiru. Take care, john h ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Aug 24, 2004
Subject: Firefly CG and W&B
Sorry to bring this whole weight and balance thing up again but, I am building my own Firefly to mount on straight floats and I am interested in anything anyone has to say about the ACTUAL location of their CG on a stock Firefly. That is to say, CG positon when AC is normally loaded and at normal flight attitude. If I can get a range of examples of what is currently flying out there I can come up with a configuration that will help everyone. It would also be help[full to know what the wing INCIDENCE is in relationship TO THE TAIL BOOM OR OTHER COMMON REFERENCE POINT. Steve Boetto part 103 legal Firefly on floats ________________________________________________________________________________
Subject: wing support
From: Erich_Weaver(at)URSCorp.com
Date: Aug 24, 2004
08/24/2004 12:05:25 PM Az Dave et al: I leave my wings attached and folded back on the pins during trailer trips. For extra support, I use two tie-down straps for each wing. One goes through the wing strut attachment point (with pin in place, but no strut obviously) and then up and around a few of the square tubing members that support the ceiling of the trailer. The second goes around the wing fold attachment pins and then up and around two or three of the ceiling supports. I also use tiedowns in the same way as above to secure the aileron and flap horns and stop the control surfaces from moving around during transport. With the heavy duty PVC saddle supporting the fuselage tube and tiedowns providing additional support for the wings, I havent had any travel problems. I do check everything a few miles after starting out and at every gas stop to make sure all is well. Keep a few rags and some duct tape handy to fix anything that can rub together. let me know if you need further info best regards Erich Weaver The MV troublemaker ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: More 912S SS questions
Date: Aug 24, 2004
Greetings, The first check is in the mail, and the second will be going off whenever TNK can get ready to build my cage. I'm spending a bit of time looking at engines, and the number one choice is probably the 912S. First questions- Does anyone know if a SS with a 912S will roll through a standard garage door? My SS with the 503 would just fit, but the oil inj tank, and BRS had to be removed. It seems like the 912S should be a little shorter since the pistons stick out to the sides, but it looks like it's about an inch taller. It also looks like it probably sits a little higher on the plane too, so perhaps the total height is more than an inch taller than the 503 was. Speaking of height, a 3 blade prop will also add some height problems. The Powerfin sight lists a 2 blade, 72 inch prop for the 912S, as well as 3 and 4 blade options in shorter lengths. Second question- What's the longest prop that can be used with the 912S on a SS? I'd like to stay with a 2-blade if possible, especially if it means the diff between being able to roll it in and out of the garage. 3rd question- Has anyone got insurance on their SlingShot, or any other Kolb for that matter. So far, my insurance agent isn't sure he'll be able to get anyone to underwrite it. All I really need is liability, primarily because it's required by the county for their hanger lease. Thanks, Rusty (engine scheming has begun) ________________________________________________________________________________
From: "Ian Heritch" <iheritch(at)satx.rr.com>
Subject: Re: More 912S SS questions
Date: Aug 24, 2004
My SS w/912 fit through the garage door sans the 3 blade prop. The EAA insurance through Falcon (866-647-4EAA) will happily insure your SS. Last year I paid $1,730 for $45,000 all risk basis, plus $1,000,000 liability. This year I am lowering the limit to $35,000 but have yet to receive the quote. Ian Heritch ----- Original Message ----- From: "RD" <13brv3c(at)bellsouth.net> Subject: Kolb-List: More 912S SS questions > > Greetings, > > The first check is in the mail, and the second will be going off whenever > TNK can get ready to build my cage. I'm spending a bit of time looking at > engines, and the number one choice is probably the 912S. > > First questions- Does anyone know if a SS with a 912S will roll through a > standard garage door? My SS with the 503 would just fit, but the oil inj > tank, and BRS had to be removed. It seems like the 912S should be a > little > shorter since the pistons stick out to the sides, but it looks like it's > about an inch taller. It also looks like it probably sits a little higher > on the plane too, so perhaps the total height is more than an inch taller > than the 503 was. > > Speaking of height, a 3 blade prop will also add some height problems. > The > Powerfin sight lists a 2 blade, 72 inch prop for the 912S, as well as 3 > and > 4 blade options in shorter lengths. Second question- What's the longest > prop that can be used with the 912S on a SS? I'd like to stay with a > 2-blade if possible, especially if it means the diff between being able to > roll it in and out of the garage. > > 3rd question- Has anyone got insurance on their SlingShot, or any other > Kolb > for that matter. So far, my insurance agent isn't sure he'll be able to > get > anyone to underwrite it. All I really need is liability, primarily > because > it's required by the county for their hanger lease. > > > Thanks, > Rusty (engine scheming has begun) > > > ________________________________________________________________________________
From: "Richard Swiderski" <swiderski(at)isp.com>
Subject: , comparing engines
Date: Aug 24, 2004
Rick & All, I've seen several redrives come out with sprag clutches initially & all that I know of, failed. I might be wrong, but it seems I read that sprags are not well suited for vibrational dampening, they need to be way over designed & become too heavy, or else they are short lived. My redrive came in Sunday & it competes for space with my custom oil pan. Oh well, such is life in the experimental lane. Richard Swiderski .......They are also working on a sprag clutch which should make the engine much smoother. The sprag clutch is something they started on to smooth out the two cylinder VW reduction drive engines. Rick Neilsen Redrive VW powered MKIIIc ________________________________________________________________________________
Subject: Re: More 912S SS questions
From: Dwight.Kottke(at)hti.htch.com
Date: Aug 24, 2004
03:56:02 PM, Serialize complete at 08/24/2004 03:56:02 PM, Itemize by SMTP Server on HUDOMGW1/HTI(Release 6.5.2|June 01, 2004) at 08/24/2004 03:56:11 PM, Serialize by Router on HUDOMGW1/HTI(Release 6.5.2|June 01, 2004) at 08/24/2004 03:56:16 PM, Serialize complete at 08/24/2004 03:56:16 PM 3rd question- Has anyone got insurance on their SlingShot, or any other Kolb for that matter. So far, my insurance agent isn't sure he'll be able to get anyone to underwrite it. All I really need is liability, primarily because it's required by the county for their hanger lease. RD, I have my Firestar insured with USUA they have a great insurance package for their members. Check them out. Dwight Kottke The Flying Farmer ________________________________________________________________________________
From: "RD" <13brv3c(at)bellsouth.net>
Subject: More 912S SS questions
Date: Aug 24, 2004
My SS w/912 fit through the garage door sans the 3 blade prop. The EAA insurance through Falcon (866-647-4EAA) will happily insure your SS. ---------------------- Thanks Ian (and also Dwight) for the insurance comments. I had full insurance on my original SS, so I figured it was possible. Insuring my rotary powered RV-3B was tough, but Scott "SkySmith" eventually got me taken care of. I take every opportunity to recommend him because of the effort he put into getting my rotary engine approved. Heck, a 912 should be easy :-) Also great to hear that the 912 will fit through the door. Is anyone running a 2 blade prop on their 912S? As I mentioned, Powerfin lists a 2 blade, 72" prop, which would solve the door issue. Ian, can you measure and see if a 72" prop will fit without hitting the tube? Thanks, Rusty (installing RV-3 butt cooler- tailpipe to direct exhaust aft of my seat) ________________________________________________________________________________
From: "Paul Petty" <Lynnp@c-gate.net>
Subject: Waynes first flight
Date: Aug 24, 2004
Kolbers, Wayne Wilson sent me some photos of his first flight and I thought I would share them with the group. http://www.c-gate.net/~ppetty/photos/IM001060.JPG http://www.c-gate.net/~ppetty/photos/IM001061.JPG http://www.c-gate.net/~ppetty/photos/IM001062.JPG http://www.c-gate.net/~ppetty/photos/IM001063.JPG http://www.c-gate.net/~ppetty/photos/IM001064.JPG Watch out on this one... Some scary looking fellow in it:-) http://www.c-gate.net/~ppetty/photos/IM001065.JPG http://www.c-gate.net/~ppetty/photos/IM001066.JPG Nice Job Wayne...Congrads Paul Petty Building Ms. Dixie Kolbra/912UL/Warp ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Waynes first flight
Date: Aug 24, 2004
On 24, Aug 2004, at 7:16 PM, Paul Petty wrote: > Kolbers, > Wayne Wilson sent me some photos of his first flight and I thought I > would share them with the group. > Real pretty airplane Wayne, that strip looked inviting too. -BB do not archive ________________________________________________________________________________
From: "wiserguy" <wiserguy(at)comcast.net>
Subject: Re: Barrow, Alaska, Part II
Date: Aug 24, 2004
John, Thanks for sharing your pictures of Alaska, you did a great job of sharing your journey with us all and your pics are fantastic. I hope some day to have the opportunity to do the same when it becomes possible for me to do so. I'm so dang proud of you, you inspire me to the utmost! Looking forward to more pics, take your time so you will not burn yourself out doing it. We will wait! your friend Bob Dalton Manteca, CA ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Kolb-List: Barrow, Alaska, Part II > > Sorry folks. Hit the dad gummed wrong button and sent the first part > of this msg out before I was finished. > > Continuing my flight north up the beach, that is a hunting village on > the spit way out there. > > http://home.elmore.rr.com/jhauck/Alaska%202004/015.jpg > > Hunting camp. > > http://home.elmore.rr.com/jhauck/Alaska%202004/016.jpg > > Same up close. > > http://home.elmore.rr.com/jhauck/Alaska%202004/017.jpg > > Out at the end of this spit is the northern most point of the North > American Continent, Point Barrow, Alaska. > > http://home.elmore.rr.com/jhauck/Alaska%202004/019.jpg > > Check it out gang. I am a long way from Titus, Alabama. Shot this > one about two or three miles north of Point Barrow, Alaska, out over > the Arctic Ocean. You can see I have already burned up 43 miles worth > of fuel before. Heading is 099 deg and I am heading east for the > Helmerick's. > > http://home.elmore.rr.com/jhauck/Alaska%202004/020.jpg > > I took a similar shot of Point Barrow from the north three years ago. > This is the turn around point to head back home to Alabama. > > http://home.elmore.rr.com/jhauck/Alaska%202004/022.jpg > > BTW: I made it back to Helmerick's that night. It was late when I > got there, but Teena Helmericks fixed me some left over caribou stew > and a couple cups of hot coffee. > > Take care, > > john h > Titus, Alabama > Mark III > N101AB > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Sprag Clutch
Date: Aug 24, 2004
Richard/All I certainly have my hopes up but I don't want to trade a silky smooth engine for a reliability problem. The vibration isn't bad, just not as smooth as a direct drive engine and certainly not as smooth as a free revving engine. Steve Bennet at Great Plains Aircraft was telling me at Oshkosh that one of his customers put a sprag clutch on his 2 cylinder VW and has had great success. There is company called Aerowing that is working on a sprag clutch that also serves as a 3 inch prop extension for Rotax pattern prop hubs. Also seems like there is a least one of the Subaru PSRU manufactures that uses a sprag clutch. The Valley guys seem to confident they can make it work, we will see. If they were that bad seems like all those people wouldn't spend all that time and money to make it work. Valley Engineering tells me that their wood props (they own the Culver Prop company) run real smooth on their VW redrives and has offered to "give me" one to try out. If this doesn't pan out I will take them up on it. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Richard Swiderski" <swiderski(at)isp.com> Subject: RE: Kolb-List: , comparing engines > > Rick & All, > > I've seen several redrives come out with sprag clutches initially & > all that I know of, failed. I might be wrong, but it seems I read that > sprags are not well suited for vibrational dampening, they need to be way > over designed & become too heavy, or else they are short lived. > My redrive came in Sunday & it competes for space with my custom oil > pan. Oh well, such is life in the experimental lane. > > Richard Swiderski > > > .......They are also working on a sprag clutch which should make the engine > much smoother. The sprag clutch is something they started on to smooth out > the two cylinder VW reduction drive engines. > > Rick Neilsen > Redrive VW powered MKIIIc > > ________________________________________________________________________________
From: "J carter" <cartejy@mtn-state.com>
Subject: Heat
Date: Aug 25, 2004
I have a very nice KXP 503 ....in East Central Ohio...any tips on how to get some heat in it for winter..it gets cold here in Ohio..any ideas ...as I get older my feet will get cold::rains in the summer most time...real cold in the winter just 70 miles downwind from lake erie at East Liverpool. thanks for any tips Jay Carter ________________________________________________________________________________
From: "Dennis Souder" <flykolb(at)pa.net>
Subject: Re: Slingshot repeat offender
Date: Aug 25, 2004
----- Original Message ----- From: "RD" <13brv3c(at)bellsouth.net> Subject: Kolb-List: Slingshot repeat offender > > Well, it's official. I just ordered another SS kit a few minutes ago, so it > looks like I get to build another one :-) > > As some of you know, I build the first SS that Kolb sold (SS-003), and > eventually sold it to Richard when I felt the need for speed, and built an > RV-8. After a couple RV's (keeping my current rotary powered RV-3), I > decided that I still wanted something slower, for local flying. The RV is > great for speed and power, but just not the best choice for local cruising. > > > First, I bought an Airbike project, and have everything I need to finish the > airframe, but I finally decided that I just didn't want to build the wood > wings, and probably didn't want something that open. It's for sale if anyone > wants it. > > I've recently considered virtually everything available, and I just kept > coming back to the SS. The Kolbra was tempting, but I just don't need a full > rear seat. I also like the extra performance of the SS, along with the > ability to use any engine, from the 503 to a 912ULS. The plane is more > compact, so it will fit in the hanger better, and the airframe is strong as > an ox. The engine choice is undecided, aside from not planning to use a > 2-stroke. The current thoughts are the HKS, 912ULS (John Hauck's personal > favorite), or perhaps a single rotor Mazda concoction (trying hard to > resist). Plenty of time to decide. > > Cheers, > Rusty (new builder again) > > ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Heat
Date: Aug 25, 2004
Take a look at the following website for how some do it on inverted 503 installations in Challengers. It may or may not work on a straight up engine. http://www.ultralightnews.com/features/chheater.htm Thom in Buffalo ________________________________________________________________________________
Subject: Firefly
Date: Aug 25, 2004
From: "Etheridge, Joel" <Joel.Etheridge(at)fmr.com>
Good Morning, I saw you guys talking so I thought what the heck...I'll jump in. I am in the process of buying an aircraft. I have narrowed it down to the Kolb Firefly or a C-150. I am really excited about the Firefly, but am really concerned about getting discouraged in the building process and not finishing. I am not a world class metal worker or mechanic. But I have done stuff like installing a new engine in my old pickup, always fixed my own vehicles, etc. I have never done any metal work and my fabric work has been limited to ordering the little Poly Fiber kit that Aircraft Spruce and Specialty sells to get an idea on how fabric covering works. I have been to Oshkosh for the last two years and gone through their metal workshop, their fabric workshop, and their welding workshop A couple of questions for any out there who have experience building a Firefly: - What is a realistic build time for the Firefly? - What have you liked and/or disliked about the Firefly? - What was the most difficult part of the building process? Your input appreciated! Joel Etheridge ________________________________________________________________________________
Date: Aug 25, 2004
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Plastic wrap and Point B
We just transported my Ultra Star 900 miles from MN to Tenn. on a flat bed trailer. Wings and fuselage were wrapped with stretch wrap bought at a Lowes type store. Approx. 18 inches wide, 1500 ft. roll for $7.95. A couple sheets of 1/4 in. thick foam, 4'x8' , bought at the same place, laid on the trailer bed. The wing panels were wrapped in movers blankets (U-Haul) and wrapped in the plastic wrap (Not too tight as it is stretchy) The two panels laid on top of each other with a couple of light wood frames between to separate them. Every thing securely lashed down and it arrived home safely. Cruised at 55-65. Had enough plastic wrap left over to wrap mashed potatoes and fish for 5 years. A word about John's description of his fabulous Alaska trip. He mentioned the Will Rogers/Wiley Post memorial and stated that the accident was a stall type event. If my old memory recalls correctly, and I remember the day and report of the accident, I believe they struck a partially submerged log or piece of timber with one of the pontoons on take off and the aircraft cartwheeled. Wiley, as you probably know, only had one eye and perhaps lack of perfect depth perception contributed. We'll never know. John, since you have a personal involvement in having viewed the scene of the accident, you might be interested to know that the wicker seat Will Rogers was sitting in at the time, is on display at the Stagger Wing Museum over in Tullahoma, TN. just a few miles from here. It was recovered from the wreckage by a coast guardsman, I believe, and one of his relatives gave it to John Parris to display in his Stagger Wing Museum at the Tullahoma Airport. I let the cat out of the bag mentioning I remember the day of the accident. I was about to make my first solo flight in a Curtiss Wright Jr. and anything aviation got my attention. ( I actually saw Lindberg fly the Spirit of St. Louis). And yes, I guess I'm probably the oldest Kolb driver around at 86. Built my first Ultra Star in 1983, and don't talk back to your elders! (your mama taught you that!) The Ultra Star was and is still the best overall design of the Kolb line !!! Homer did it right the first time or he wouldn't have released it. --------------------------------- ________________________________________________________________________________
Date: Aug 25, 2004
Subject: Re: Firefly
From: herbgh(at)juno.com
Joel Getting ready to shut down and go to the garage to work on my Firefly. I installed the nose pod ,seat belt and instruments yesterday. Working on the full enclosure today. My guess is that you are miles ahead of many who have successfully built Kolbs and other UL type planes. Matter of fact; I traded a beautiful Zmax for the Firefly project that I have been working on for about two months. The fellow who built, the max, had never done anything like it in his life. All of the glue joints were first class(that I could see:-) ) The engine and instruments were mounted very well. And ---most importantly--whether it flew or not---it had an excellent paint job!!:-) I was the test pilot and put about 70 hours on it before I traded it for the Firefly project that I am now working on. Word of caution--be careful when taking over a project. I spent the first month going backwards! If you chose the Fly; then think about the new "unofficial model" with the Firestar 'H section" and single ,streamlined, lift strutted wings. I saw that down at Brians quick build hanger at Chestnut Knolls Airpark . Really nice. And a big plus with Kolb--they , the factory guys--Donnie and Travis--are just great to work with. Same with Brian who answers technical questions. And his sidekick whose name escapes me. Randy?


August 01, 2004 - August 25, 2004

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