Kolb-Archive.digest.vol-fb

August 25, 2004 - September 20, 2004



      
         You will learn a lot along the way. If you can spent a bit working on
      it most days, then you can build it in a few months. Mostly assembly
      work. A wing can be put together in an couple of 8 hour days once you get
      the hang.  Build the tail feathers first. You will find the cheap screw
      ups to be had back there!! :-)   Two leveled  and very sturdy saw horses
      are all that is needed to build a first class wing. 
      
         When Fireflyers say "you are really going to like it"--they are
      telling you as much as is  wise to print on the net!! :-)    Herb 
      
      ps come to the fly in next month and watch and listen. You will not hear
      a negative word said about Kolbs  and you will meet some first class
      folks ! 
      
      
       writes:
      > 
      > 
      > 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
      > 
      > 
      >
      =
      >
      =
      >
      =
      >
      =
      > 
      > 
      > 
      > 
      > 
      > 
      
      
      
________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Firefly
Date: Aug 25, 2004
Joel... The firefly is about as easy to build as anything I have seen....I got a partial built.(empennage done to covering)in october..had to tear apart and redo everything, and still was ready to paint by the 1st of the year....spent 2 days every weekend...and 2 or 3 eves a week in the shop.....it just goes really fast. here is a link to my builder site. Don Gherardini FireFly 098 http://www.geocities.com/dagger369th/my_firefly.htm ________________________________________________________________________________
Date: Aug 25, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Firefly
>A couple of questions for any out there who have experience building a >Firefly: Joel, >- What is a realistic build time for the Firefly? It took me almost two years to get mine ready to fly. A lot of time was spent trying to figure out how to keep strength up and weight down. I build a paint room, and a false wall on which to build the wings. I was too old to lean over or crawl under to pop rivet the wings. >- What have you liked and/or disliked about the Firefly? With a little tuning, the FireFly is a fantastically fun plane to fly any time of the day when the winds are below 20 mph. Four complaints. 1) Construction instructions did not mention landing wheel camber. Took me a while to figure out why the FireFly was so sensitive on the ground and what to do to correct it. 2) Fifteen inch chord ailerons were impossible. I changed to nine inch chord ailerons, and drilled extra holes in the lower aileron "Tee" bar to limit aileron travel to 20 degrees. It changed the ailerons from impossible to move at cruise to two fingers on the stick light. After I added another 3/4 inch of streamlining to the ailerons they have moved back toward the heavy side. 3) The front seat tube is too high and it cuts into the bottom of your legs. To get around this I took the seat bottom loose from the rear lower seat cross tube and made a true sling seat. This and padding has helped a lot. 4) Flaperon handle and original de dent system was impossible to use with twin shoulder straps or five point belts. >- What was the most difficult part of the building process? Building flat wing panels. Using the wall and a tygon tube water level, I could level the main spar tube on the wall. Used three plumb bobs. One keeps the steel rib true and the other two maintain wing flatness over the leading and trailing edge wing tubes. Rigging the wings to the fuselage. Made an eight column water level out of tygon tubing so that there would be a column mounted on each outer and inner wing corner. All tubes were connected to a bucket. By raising and lowering a bucket one could move the water in all the tubes at the same time. A plumb bob was used to vertically true up the cage. The outer wing panels were adjusted until the front of the wing was true from side to side and from front to back with the desired dihedral, and with the distance from the tail post to the outer rear wing tip measuring the same. At this point the hole for the wing spar pin was marked for drilling. To save weight and reduce a little drag, I butt fitted all 5/16 diameter tubes. This made it a little more difficult to build flat ailerons. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Firefly
Date: Aug 25, 2004
Joel I built a MKIII but the construction is the same but take slightly longer. The work shops at Oshkosh are great and will get you through the construction process. The instructions that come with the plane are good and we are always here if you have any questions. I set a goal of 1 hour per day (averaged fairly close) and had the plane ready in two years. My non standard engine added another year but the standard engine packages are a easy bolt on operation. You are the variable on the building time. Some builders will be flying in a few months, most in a year or two. There is a vocal one in our group that that has been building for what 8 years and you will be done before he is. The main trick is to follow the plans and don't make improvements. Ok everyone makes improvements just don't get carried away with it. If you are considering a C150 why not a two place Kolb? The C150 is a bit faster, can be purchased for less than a kit, is a very dull flying airplane, and like all general aviation airplanes will cost you a bundle at each annual. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Etheridge, Joel" <Joel.Etheridge(at)fmr.com> Subject: Kolb-List: Firefly > > 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! > ________________________________________________________________________________
Subject: Firefly
Date: Aug 25, 2004
From: "Etheridge, Joel" <Joel.Etheridge(at)fmr.com>
Hey Don, I looked at all the photos on your website...Great work! -----Original Message----- From: Don Gherardini [mailto:donghe@one-eleven.net] Subject: Re: Kolb-List: Firefly <donghe@one-eleven.net> Joel... The firefly is about as easy to build as anything I have seen....I got a partial built.(empennage done to covering)in october..had to tear apart and redo everything, and still was ready to paint by the 1st of the year....spent 2 days every weekend...and 2 or 3 eves a week in the shop.....it just goes really fast. here is a link to my builder site. Don Gherardini FireFly 098 http://www.geocities.com/dagger369th/my_firefly.htm == == == == ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Dacron sail-repair tape
Date: Aug 25, 2004
It has its own adhesive. Dave Paule Boulder, CO ============= Bruce Harrison wrote: > Does this have its own adhesive, or do you poly-tak it to the wing? > >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. ________________________________________________________________________________
From: "Vic" <vicw(at)vcn.com>
Subject: Re: Kolb-List Digest: 35 Msgs - 08/24/04
Date: Aug 25, 2004
This came from USUA: When the USUA 3rd Party Insurance Program was announced In December 2003, only USUA registered airmen and vehicles were recognized as eligible. This is no longer the case. As a result of ongoing dialog with First Flight Insurance Group, USUA members who hold Ultralight Pilot or BFI registrations with ANY FAA RECOGNIZED ULTRALIGHT AIRMEN REGISTRATION PROGRAM (USUA, EAA, ASC), and/or have registered their ultralights with any said group, are now eligible for the USUA 3rd party insurance program with NO ADDITIONAL RE-REGISTRATION WITH USUA REQUIRED. Additionally, USUA members who are FAA registered Sport Pilots flying FAA registered Light Sport Aircraft under 992 lbs gross weight, with a power off stall speed which does not exceed 35 knots (40 mph), are eligible for this policy as well. Vic ________________________________________________________________________________
Date: Aug 25, 2004
From: "Wayne F.Wilson" <wfwilson1(at)yahoo.ca>
Subject: Waynes first flight
Thanks guys for all the comments. Paul I was suprised when I say them on list. John Cooley is correct I am the guy from Canada who bought John R's slingshot airframe. I can confirm what John said about all the engine discussion. I had numerous conversations with John R. and he said the Slingshot with the 582 is more fun than with the 912. I have never flown with a 912 but I can certainly say the 582 is a blast. Regards Wayne ________________________________________________________________________________
Date: Aug 25, 2004
From: "Wayne F.Wilson" <wfwilson1(at)yahoo.ca>
Subject: Waynes first flight
Hi again I forgot to mention the comments on the strip that is WOODY'S (Dick Wood) grass strip. We have a total of five Kolbs at his strip. Thank goodness for folding wings. The strip is east west and in great shape. 1 twinstar (Dicks) 1 Custom Mark X (Dicks) 1 Mark 111 (Andys) 1 Mark 111 (belongs to a group RAA) 1 Slingshot Mine Regards Wayne ________________________________________________________________________________
From: "Richard Swiderski" <swiderski(at)isp.com>
Subject: Re: Sprag Clutch
Date: Aug 25, 2004
Rick, I hope it works well too. I sure can't say it will not work. I do know 2 big companies that used them in planetary configurations & they failed after a couple hundred hours on one & fifty on the other. There were hundreds of the 1st & a few of the second, both were discontinued. Its an attractive solution that I also almost used on a twin engine 377, single shaft setup on my old UltraStar. They obviously work well for a short time, and if designed properly, they may very well work reliably for extended periods. In my limited experience, sprag clutch dampening has at least shown itself to be easily over estimated in its load capacity and/or longevity. All the time proven designs I can think of use rubber donuts, with the exception of the Rotax B drive which uses a friction/rubbing method. Are there any high time redrives on the market that use sprag clutches for vibrational dampening? ...Richard Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard & Martha Neilsen Subject: Kolb-List: Re: Sprag Clutch 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: Gene Ledbetter <gdledbetter(at)earthlink.net>
Subject: Bookbinding tape gap seal
Date: Aug 25, 2004
Kolbers, My Firefly will be 3 years old in November, was built by Brian when he was at LIghtspeed and he used 3M Bookbinding Tape for the Flaperon Gap Seals. Recent inspection revealed that the tape has finally failed and needs to be replaced. I was so pleased with the simplicity and performance of that system that I will be replacing the gap seal with the same bookbinding tape. I did a Google search and have found the 2" tape for $5.89 for a 15 yard roll at the following url: http://www.dickblick.com/zz230/21/products.asp?param=0&ig_id=2531 Thought this might be of interest. Gene Firefly 272 hrs ________________________________________________________________________________
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Date: Aug 25, 2004
Subject: Airworthiness inspection
Hey Guys, Well, I took the papers and personaly delivered them two weeks ago , so if anything was wrong it could be straightened out right then... They said things looked good , so I was waiting for the guy to tell me when he was coming to inspect.........Finally I called him , he said some paper work was wrong, didn't they call you.......NOOOOO..... Does this sound right....He wants to do the W/B with a "standard" pilot weight of 170 lbs ????? I told him I weigh 190 (minimum) and that this is not a rental aircraft , The only person flying it will be me. He also said....BATHROOM SCALES???? ( 5 ) And I'm suppose to also turn in a 40 hr flight test plan... Any of this sound right to you guys ??? Hope someone has some HELPFUL answers....Mike -- ________________________________________________________________________________
Date: Aug 25, 2004
From: possums <possums(at)mindspring.com>
Subject: Re: Airworthiness inspection
At 05:18 PM 8/25/2004, you wrote: > > Hey Guys, > > > And I'm suppose to also turn in a 40 hr flight test plan... > > Any of this sound right to you guys ??? http://www.faa.gov/certification/aircraft/av-info/dst/amateur/ac90-89a.pdf ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: FireFly Preflight, FireFly Operation
Date: Aug 25, 2004
Mike P. asked for input on preflight checklist for FireFlys a few weeks ago and I sent these to him. Maybe others can use them too. Duane the plane Mitchell, Tallahassee, FL Mk3/912 ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Airworthiness inspection
Date: Aug 25, 2004
Mike The inspector can do pretty much what they feel is necessary. The inspector I had did almost nothing. The FAA uses 170 lbs as the standard weight for calculating weights for airliners but for our planes that makes no sense. Don't argue with him give him the W& B for 170lbs but I would figure the minimum weight for aft CG and the maximum pilot weight for the forward CG or maximum pilot weight for maximum gross weight if it is less than the forward CG weight. Also check these CG ranges with full and no fuel. Check the weight and balance calculations for a Cessna or Piper they give you the forward and aft CGs and the moments for passengers, luggage, and fuel that you use to determine if the result is within CG. There is nothing about a 170 lb body. I wouldn't have told him I used bathroom scales but since you did, explain that there are all kinds of bathroom scales and you used the high accuracy balance beam scales. Or you calibrated the spring scales with a similar known weight just before you used them. You did it this way didn't you? Hey the guy sounds like he may be trying to do it right. After all this is can be a dangerous sport and the most dangerous time is on that first flight. You need to have a plan. Most of us didn't have to give the inspector a copy of our plan but it should be well thought out. Hopefully your inspector will give you tips to improve on it. I only had to draw a circle on a map to document were I would be flying. Hope this helps. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Mike Pierzina" <planecrazzzy(at)lycos.com> Subject: Kolb-List: Airworthiness inspection > > Hey Guys, > Well, I took the papers and personaly delivered them two weeks ago , so if anything was wrong it could be straightened out right then... > They said things looked good , so I was waiting for the guy to tell me when he was coming to inspect.........Finally I called him , he said some paper work was wrong, didn't they call you.......NOOOOO..... > > Does this sound right....He wants to do the W/B with a "standard" pilot weight of 170 lbs ????? I told him I weigh 190 (minimum) and that this is not a rental aircraft , The only person flying it will be me. > > He also said....BATHROOM SCALES???? ( 5 ) > > And I'm suppose to also turn in a 40 hr flight test plan... > > Any of this sound right to you guys ??? > > Hope someone has some HELPFUL answers....Mike > > > -- > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Sprag Clutch
Date: Aug 25, 2004
Richard You have got me thinking. I have read a article about not using sprag clutches due to reliability reasons but it was written by someone that doesn't sell them so I figured they might not be very objective? I have been enough of a test pilot all ready and don't feel I need to do any more. If I go with that option it will be only after there has been considerable testing "by someone else". My redrive builder has another less risky option that they are also pursuing or I will just go to a two bladed wood prop. I really didn't want to go back to a wood prop but? I have a working solution now but I would like it smoother. I don't have to do anything now and I don't want to create problems. Decisions decisions. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Richard Swiderski" <swiderski(at)isp.com> Subject: RE: Kolb-List: Re: Sprag Clutch > > Rick, > > I hope it works well too. I sure can't say it will not work. I do > know 2 big companies that used them in planetary configurations & they > failed after a couple hundred hours on one & fifty on the other. There were > hundreds of the 1st & a few of the second, both were discontinued. Its an > attractive solution that I also almost used on a twin engine 377, single > shaft setup on my old UltraStar. They obviously work well for a short time, > and if designed properly, they may very well work reliably for extended > periods. In my limited experience, sprag clutch dampening has at least > shown itself to be easily over estimated in its load capacity and/or > longevity. All the time proven designs I can think of use rubber donuts, > with the exception of the Rotax B drive which uses a friction/rubbing > method. Are there any high time redrives on the market that use sprag > clutches for vibrational dampening? ...Richard Swiderski > > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard & Martha > Neilsen > To: kolb-list(at)matronics.com > Subject: Kolb-List: Re: Sprag Clutch > > > > 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> > To: > 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: "Dave & Eve Pelletier" <pelletier(at)cableone.net>
Subject: Wing Fold Tube
Date: Aug 25, 2004
Guys, County Engineers around here have done a real good job of designing lots of washboards for our many unimproved roads. These raise havoc with trailered Kolbs. I have supported the wings a number of ways, but it did happen - the wing fold tube coming out of the boom tube broke. I had it welded by a real good welder and we matched the break points and put it back together exactly as it broke, hoping everything would match up. It doesn't. Though everything looks the same, the tube now seems to be about 1/2 inch too far forward. I've pried, cussed, pushed, etc, and was finally able to match the wing tube to the boom tube by removing one rivet and really pushing forward on the wing. This ain't a good way to go. Any ideas???? AzDave ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Bookbinding tape gap seal
Date: Aug 26, 2004
Office Depot has the same thing for $4.35. http://www.officedepot.com/txtSearchDD.do?uniqueSearchFlagtrue&searchTxtbook+tape Thom in Buffalo ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: Wing Fold Tube
Date: Aug 26, 2004
-----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dave & Eve Pelletier Subject: Kolb-List: Wing Fold Tube since the tail wheel is not supposed to be used to support the folded airplanes weight during trailering and you need a pylon to support the tail boom you might as well have the pylon line up with the wing fold supports as well and attach the wings to it, and not use the wing fold bar in the tail boom at all. I do not even plan on installing the thing in my tail boom as I don't like the idea of putting a big hole in that part. ________________________________________________________________________________
From: "David Paule" <dpaule(at)frii.com>
Subject: Re: Firefly
Date: Aug 26, 2004
Once completed, the Firefly will be a MUCH different airplane than the Cessna 150. The Cessna will be better for traveling places as it's faster, carries more and can carry a friend. The Firefly will have a lot better visibility, use a considerably shorter airfield, and be a lot more fun. The two planes are intended for totally different purposes. Before making the decision, it might be a good idea to figure out what you want a plane for.... and if the answer is simply that you want to build one, that's an excellent reason all by itself. Once built, though, it will forever have certain characteristics. It'll always be a slow one-seater with great visibility and excellent short-field performance. It'll never be a fast two or four seater, not that a Cessna 150 is all that fast. Dave Paule Boulder, CO FS II Cessna 180 >> 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<< ________________________________________________________________________________
From: "boyd young" <by0ung(at)brigham.net>
Subject: kolb oil lines
Date: Aug 26, 2004
. This is the 1st motor I've had with oil injection. I can see oil spurting into the lines exiting the pump, but the lines to the carbs never fill completly. Is this normal? are you sure the oil lines where they enter the carbs are not pluged? and the pump is putting oil in the lines only to have the airpressure in the lines push it back into the pump. boyd ________________________________________________________________________________
Date: Aug 26, 2004
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Fuel transfer
As I've gotten older, I have a nagging concern about transferring fuel from a plastic storage container into a plastic tank on the plane. I am not at ease with my efforts to avoid static sparks. What methods are you guys using that you think gives good grounding under those conditions, using a pump transfer instead of pouring from one to the other, which of course can also generate static sparks. Any thoughts? Ray ________________________________________________________________________________
Date: Aug 26, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Fuel transfer
First thing is try never to refuel in the Hangar - if something happens everything in that hangar and adjoining units are roasties. jerb > >As I've gotten older, I have a nagging concern about transferring fuel >from a plastic storage container into a plastic tank on the plane. I am >not at ease with my efforts to avoid static sparks. What methods are you >guys using that you think gives good grounding under those conditions, >using a pump transfer instead of pouring from one to the other, which of >course can also generate static sparks. Any thoughts? > Ray > > ________________________________________________________________________________
Date: Aug 26, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Fuel transfer
> >As I've gotten older, I have a nagging concern about transferring fuel from a plastic storage container into a plastic tank on the plane. I am not at ease with my efforts to avoid static sparks. What methods are you guys using that you think gives good grounding under those conditions, using a pump transfer instead of pouring from one to the other, which of course can also generate static sparks. Any thoughts? > Ray, I used a transfer pump but I got so I could not carry full five gallon cans of gas. Moved to plastic 2.5 gallon cans and I found I can pour from them directly into the tank. The trick is to ground your self to the plane before beginning the pour. I pick up the can in my left hand and take a hold of the upper cabane on the left side of the FireFly with my right hand. This grounds me to the plane and the can of gas at the same time. Then I put my right hand on the bottom of the can to begin the pour. I hope this helps. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: Fuel transfer
Date: Aug 26, 2004
I purchased a Gas Caddy from Todd Enterprises, it's a 28 gallon rolling tank with Underwriter's Lab approval. I bought the rotary pump option as well. The tank comes with a filler hose. I simply make sure that the hose spout is well in contact with the tank mouth. I fill the Gas Caddy from plastic cans that I use to bring the gas to the airport. This is done outside and using a Mr Funnel. I have a wire attached from the funnel to the pump during this. -Ken Fackler Kolb Mark II / A722KWF Rochester MI ----- Original Message ----- From: "ray anderson" <rsanoa(at)yahoo.com> Subject: Kolb-List: Fuel transfer > > As I've gotten older, I have a nagging concern about transferring fuel from a plastic storage container into a plastic tank on the plane. I am not at ease with my efforts to avoid static sparks. What methods are you guys using that you think gives good grounding under those conditions, using a pump transfer instead of pouring from one to the other, which of course can also generate static sparks. Any thoughts? > Ray > > ________________________________________________________________________________
Date: Aug 27, 2004
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Fuel transfer
Thanks guys. Some good advise and information there. I've gotten by for a long time with the common plastic to plastic pouring, but there have been some reports of tragic happenings with this , particularly with lawnmowers, and even occasionally a boat incident. I've just suddenly gotten it on my mind. Forums like this are worth their weight in gold, so to speak. Or a life. --------------------------------- ________________________________________________________________________________
From: "Kelvin Kurkowski" <kkurkow(at)chase3000.com>
Subject:
Date: Aug 27, 2004
(not processed: message from trusted or authenticated source) > >The Lord has a way of revealing those of us who really know him, and those > >that don't! Think about it! Kerry gave a big speech last week about how > >his faith is so "important" to him. In this attempt to convince the > >American people that we should consider him for president, he > >announced that his favorite Bible verse is John 16:3. > >Of course the speech writer meant John 3:16, but nobody in the Kerry camp > >was familiar enough with scripture to catch the error. And do you know > >what > >John 16:3 says? > > > >John 16:3 says; "They will do such things because they have not known the > >Father or me." > > > >The Spirit works in strange ways. > >Pass it on VOTE, VOTE, VOTE!! ________________________________________________________________________________
From: "Edward Chmielewski" <edchmiel(at)mindspring.com>
Subject: Re:
Date: Aug 31, 2004
Kel, Please. I don't subscribe to this list to be preached to or told how to vote. I have a wife for that! Ed in JXN MkII/503 ----- Original Message ----- From: "Kelvin Kurkowski" <kkurkow(at)chase3000.com> Subject: Kolb-List: > > > >The Lord has a way of revealing those of us who really know him, and > those > > >that don't! Think about it! Kerry gave a big speech last week about how > > >his faith is so "important" to him. In this attempt to convince the > > >American people that we should consider him for president, he > > >announced that his favorite Bible verse is John 16:3. > > >Of course the speech writer meant John 3:16, but nobody in the Kerry camp > > >was familiar enough with scripture to catch the error. And do you know > > >what > > >John 16:3 says? > > > > > >John 16:3 says; "They will do such things because they have not known > the > > >Father or me." > > > > > >The Spirit works in strange ways. > > >Pass it on VOTE, VOTE, VOTE!! > > > > > > > ________________________________________________________________________________
From: "richard swiderski" <swiderski(at)isp.com>
Subject: Test/New Address
Date: Aug 27, 2004
Listers, This is testing my new dsl connection & new address. Please note if anyone wants to contact me off list my new email is rswiderski(at)earthlink.net Richard Swiderski Do not achive ________________________________________________________________________________
From: snuffy(at)usol.com
Subject: Re: Fuel transfer
Date: Aug 28, 2004
> trouble of grounding everything that you think is right and have a fire > because of it, Would really suck. I don't ground as of yet but it wouldn't > be an 18" rod. They will do absolutely nothing in dry ground. Might as well > just step on the wire. With a 6' rod you could most likely make to some > ground moisture. It ain't about grounds it's about a difference in potential between the fuel tank and the filling container. If you short circuit those together, no difference can exist and no spark can occur. If you want to run the short ciircuit or very low impedance path through the ground be my guest. Kirk Do not archive ________________________________________________________________________________
From: "Jon Croke" <jon(at)joncroke.com>
Subject: Deep Inside Rotax Video
Date: Aug 28, 2004
This is an advertisement (Kolb related, tho!) so be warned that this will be my only posting of this matter! (as per Matt's guidelines) My little production company has just finished another film entitled 'Deep Inside your Rotax 2 Cycle Engine' We were fortunate enought to contract the services of a Rotax repair station to produce this DVD which displays and explains a 2 cycle engine disassembly and inspection. Probably has the most complete carburetor overhaul demonstration I've ever seen! The website www.HomebuiltHELP.com has all the info (lots of pictures) on this 2 hr movie and I wont talk price here, but it is quite reasonable. I am looking for feedback as soon as possible (this is HOT off the presses) and for anyone that purchases a copy and provides me with a review (email OK) before the end of next month (September) I will send a free copy of the Sun n Fun airshow 2004 DVD (with all of the Kolbs flying) that we made earlier this year. (If you already own that, then I'll just refund your original purchase price for that!) One of the many things I learned during filming of this project was the impact that MOISTURE has on the insides of the engine... I never took seriously the covering of the air filters and exhaust port while in storage.... but after witnessing the crank inspection during this disassembly... it is quite clear that you may want to give this some thought. (free pics of this on the website). I have more repsect now for those 150 hr inspections! Jon FSII ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Forced Landings
Date: Aug 28, 2004
Duncan asked why I retracted the flaps just before my forced landing and I never responded. My theory is that most of us normally carry some power all the way into landing. In a forced situation the no flap landing is closer to a normal flaps with power landing. Yes as we you get more proficient it might be best to all our normal landings with flaps and no power? I figure it is best to do your forced landing as close to normal as possible. Also it takes a really deft hand to rotate at the right split second to get a good landing with no power and some/full flaps. In a forced landing situation most of us are already stressed and don't need to add to it the need for such precise timing for rotation. The idea is that with no flaps you will have some float time so that you can grease it in with the tail touching just before the main gear. You do have a slightly higher landing speed but in a my forced landing situation I think I was able to slow the plane down more than I would have been able to if I had left the flaps on. Again my technique is use flaps to make the field or landing spot then retract them all the way for landing. Hey it worked for me! My $.02 worth Rick Neilsen Redrive VW powered MKIIIc ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Aug 28, 2004
Subject: Re: Forced Landings
In a message dated 8/28/2004 3:22:21 PM Eastern Standard Time, NeilsenRM(at)comcast.net writes: In a forced landing situation most of us are already stressed and don't need to add to it the need for such precise timing for rotation. The idea is that with no flaps you will have some float time so that you can grease it in with the tail touching just before the main gear. You do have a slightly higher landing speed but in a my forced landing situation I think I was able to slow the plane down more than I would have been able to if I had left the flaps on. Again my technique is use flaps to make the field or landing spot then retract them all the way for landing. Hey it worked for me! My $.02 worth Rick Neilsen Redrive VW powered MKIIIc For a glider pilot, the same technique is used, only every time, ....to use the spoilers to drop out of the sky to where you want ot be just above the ground, then get rid of them just before actual touchdown. Flaps are a slightly less effective form of spoilers...both create turbulence and drag and cause a greater angle of declination once a stable speed is achieved. George Randolph the ol glider pilot ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Mk3/912 flight test
Date: Aug 28, 2004
'Rolled her out just as the sun came up. OAT85 Deg., humidity ~ 85 %, dead calm, patchy ground fog, no ceiling. Previous entry in flight test log reminded me that my max rpm only of 4,800 was well below the 5,500 cruise max and that I had cranked in two more degrees of pitch. 'Love that IVO. I toped off the fuel tanks, did my check list preflight and strapped in. By this time my main wind shield had fogged up and I had to get out and clear it before start up. I had the whole airport to myself so I just taxied out, checked for local traffic and departed for the my favorite test area. Used John H's advice not to use full throttle until she lifts off. It worked perfectly. I increased the throttle to max during climb-out and she went to 1000'/min @ ~ 55 mph. I am sure she could do better but today's test objective was to record speed @ various rpm settings so I leveled off for a slow climb to 2,000' and made for the test area. At the test area I made eight runs in both directions recording rpm, IAS and GPS speed. The resulting values ranged from 60 mph @ 4400 rpm, to 80 mph @ 5410 rpm (max). Based on these results I should increase my prop pitch up ~ one Deg. and fly one more verification test. The use of my GPS in this test also verified the accuracy of the IAS/ROC static system. With the turn testing behind me and airspeed tests nearly complete I'll be looking forward to stall/glide testing next. This flight was also gave me a chance to see if she could be made to fly hands-off. At 4400 rpm using the Kolb pitch trim, the John H. rudder tab and the bungy aileron trim she would do it for a while but still needed an occasional nudge. 'Need to try it again after the prop pitch is increased. When I got back to the airport I did two touch-and-goes then landed and started on my log book entries. Post-flight inspection showed no oil or coolant leakage at the engine or on tail surfaces, prop movement detectors were tight and fuel consumption was normal. Duane the plane Mitchell, Tallahassee, FL, Mk3/912, FireFly/enclosed trailer for sale ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Re: Mk3/912 flight test
Date: Aug 28, 2004
Beauford, It is always great to hear from you. I always read your posts and they always make me think or laugh or both. I am also looking at the Kolb gathering next month but as you well know it is a lo-o-ong ride up there. I am even thinking about flying to Cincinnati ($227) and riding down from there with Gene Ledbetter. Ideas? Are you going to make it to Sebring in Oct? 'Looks like they might be some competition to Lakeland before long. Unless I get about 30 hours on my plane in the next month or so I will still be restricted to my home area. Duane Mitchell ________________________________________________________________________________
From: "Duncan McBride" <duncanmcbride(at)comcast.net>
Subject: Re: Forced Landings
Date: Aug 29, 2004
The key is to make the emergency landing just like every other landing you have been making for the last few years. If you work the flaps on the approach and retract them when you have made the spot, then an emergency landing should follow the same routine. Richard's successful outcome proves this method. ----- Original Message ----- From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> Subject: Kolb-List: Forced Landings > > Duncan asked why I retracted the flaps just before my forced landing and I never responded. > > My theory is that most of us normally carry some power all the way into landing. In a forced situation the no flap landing is closer to a normal flaps with power landing. Yes as we you get more proficient it might be best to all our normal landings with flaps and no power? I figure it is best to do your forced landing as close to normal as possible. Also it takes a really deft hand to rotate at the right split second to get a good landing with no power and some/full flaps. In a forced landing situation most of us are already stressed and don't need to add to it the need for such precise timing for rotation. The idea is that with no flaps you will have some float time so that you can grease it in with the tail touching just before the main gear. You do have a slightly higher landing speed but in a my forced landing situation I think I was able to slow the plane down more than I would have been able to if I had left the flaps on. > > Again my technique is use flaps to make the field or landing spot then retract them all the way for landing. Hey it worked for me! > > My $.02 worth > > Rick Neilsen > Redrive VW powered MKIIIc > > ________________________________________________________________________________
From: "garvelink" <link(at)cdc.net>
Subject: Re: Forced Landings
Date: Aug 29, 2004
I would like to clarify something. I am a pivate pilot with about 120 hrs of time just enought to be dangerous. I recall in traning that to take your flaps off could be very dangerous close to the ground at least in a 150 or 172.. the reason being is that the plane will fly at a slower speed with flaps on and when you talk them off you could induce a stall. Steve Garvelink ----- Original Message ----- From: "Duncan McBride" <duncanmcbride(at)comcast.net> Subject: Re: Kolb-List: Forced Landings > > The key is to make the emergency landing just like every other landing you > have been making for the last few years. If you work the flaps on the > approach and retract them when you have made the spot, then an emergency > landing should follow the same routine. Richard's successful outcome proves > this method. > > > ----- Original Message ----- > From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> > To: > Subject: Kolb-List: Forced Landings > > > > > > > Duncan asked why I retracted the flaps just before my forced landing and I > never responded. > > > > My theory is that most of us normally carry some power all the way into > landing. In a forced situation the no flap landing is closer to a normal > flaps with power landing. Yes as we you get more proficient it might be best > to all our normal landings with flaps and no power? I figure it is best to > do your forced landing as close to normal as possible. Also it takes a > really deft hand to rotate at the right split second to get a good landing > with no power and some/full flaps. In a forced landing situation most of us > are already stressed and don't need to add to it the need for such precise > timing for rotation. The idea is that with no flaps you will have some float > time so that you can grease it in with the tail touching just before the > main gear. You do have a slightly higher landing speed but in a my forced > landing situation I think I was able to slow the plane down more than I > would have been able to if I had left the flaps on. > > > > Again my technique is use flaps to make the field or landing spot then > retract them all the way for landing. Hey it worked for me! > > > > My $.02 worth > > > > Rick Neilsen > > Redrive VW powered MKIIIc > > > > > > ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Forced Landings
Date: Aug 29, 2004
Stall is a function of angle of attack(AOA) and airspeed is just a proxy for AOA. If you are in a good landing AOA for a Kolb, you are not near stall AOA, with or without flaps. Conversely, if you are anywhere near stall AOA(w/ or w/o flaps) near the ground you are going to land tail wheel first, and probably hard. C-150s and most tricycle gear GA airplanes are not configured like this, so what you said about the C-150 is indeed valid for those types of planes. This is reason enough for a GA pilot (no matter how many hours logged) to get transition training or at lest some very good coaching and guidance before soloing a Kolb. Blindly applying GA style TO/landing techniques to Kolbs or other UL type aircraft can be hazardous. Neither is difficult but they are just different.The more different kinds of aircraft one flies the better able he is able to quickly and safely transition from one to another. Thom in Buffalo ________________________________________________________________________________
Date: Aug 29, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Forced Landings
> >This is certainly true in many aircraft, such as Kolbs which cannot be landed at stall angle of attack without hitting the tail hard first. > Thom, & FireFlyers From my one bean field engine out landing experience, it was not a bad thing that the tail wheel hit first. You want to spill off as much speed as possible before touching down. By touching the FireFly tail wheel first you off load about sixty pounds from the main gear and the wing. With small wheels this can make a difference between the wheels floating or digging into soft dirt. Modification of the FireFly flaperon activation lever and de dent system allows the setting of any desired flaperon angle. I have found that 4-5 degrees of flaperon lets the FireFly three point. It rotates nicely and gives sufficient ground effect float time to get it on down before the speed spills to where the mush starts. IMHO - If one practices high energy approaches to and low energy landings through ground effect, you can minimize the landing gear loads. This may not be so important on improved landing strips, but it can prevent or reduce damage from landing on unimproved strips. One can lower the landing speed by touching the tail wheel first. You can check this out for your self by using a long runway on a calm wind day. On take off and with no flaperons, hold the stick back against the stop, and slowly advance the throttle. Watch the airspeed indicator. At some point the wing will generate sufficient lift for the plane to fly in ground effect. Note the airspeed. Then reduce the throttle a little and pull back on the stick until the tail wheel is on the runway. Note the airspeed. While maintaining the stick back against the stop, reduce the throttle a little more and watch the airspeed. Keep doing this until the wing can no longer maintain the weight. You will find you can fly the FireFly at a slower speed with the tail wheel planted than when it lifted off. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Forced Landings
Date: Aug 29, 2004
<> Hi All, I agree with the first part of this. The problem is that from 1000 or 1500 ft, which is the usual cruise level, you are under pressure. First there are the few seconds of utter disbelief when silence falls, then the frantic pushing the nose down as the speed decays and the recovery to best glide speed. Then pick your field. I forget the mnemonic now but size, surface and slope come into it then wind direction. If you have time, cattle, which will eat an unattended a/c ( they love the dope), access, in case you have to trailer out. Habitation, in case you roll it into a ball and have to be retrieved from the wreck. Of course in theory one should always have an emergency field picked out, but how many of us actually do so? If you can get the flaps down and therefore cut your landing speed so much the better, but the difference in stalling speed is only likely to be around 5 knots so it is not crucial. Playing with the flaps to position yourself on the approach is something I am going to have to learn when I get my Kolb. My Challenger will sideslip like a banshee and if you are high just crossing the controls will take care of it.Recovery is automatic by centreing the controls. ( A requirement with our section `S`) Because of the lack of side windage this won`t work with a Kolb. Twice I have lost power in the Challenger because the toothed belt drive between the Rotax and the prop suddenly shed its teeth. This left the engine screaming, a smooth belt and a rapidly reducing airspeed. The first time I was at around 800ft and plonked her down much too fast but safe. The second time I was already suspicious that something was going wrong and I was about 3 fields out at about 250 ft on the approach when it let go. No time for thought. The field on the nose has GOT to be the one. Very rough field, full of cows but again, safely down with nothing broken. I don`t think that playing with the flaps in the last few feet in an option. You will generally be too busy. Safe flying Pat pj.ladd(at)btinternet.com --- ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Forced Landings
Date: Aug 29, 2004
garvelink/all When you reduce the amount of flaps you effectively decrease the angle of attack of the wing. In most airplanes the decreased angle of attack is enough that the wing will not stall because of the higher stall speed even if you are close to stall. Remember it isn't just air speed that causes the stall it is angle of attack. Reducing flaps feels like you are adding power but watch out as you reduce flaps, you will get a pitch up trim change which could lead to a stall. I don't remember exactly what I did but as some one pointed out you want to raise the flaps at 100 ft or more so that you will be able to stabilize you approach. Also you really don't want to be close to stall on you approach to landing anyway. Again set it up so that you land just like you always do. If you do all you landings full flaps with zero power then disregard this advise. I didn't plan it this way but when I got the tail wheel down first I felt the beans grabbing the tail like a arresting hook on a carrier. Again my $.02 worth. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "garvelink" <link(at)cdc.net> Subject: Re: Kolb-List: Forced Landings > > I would like to clarify something. I am a pivate pilot with about 120 hrs > of time just enought to be dangerous. I recall in traning that to take your > flaps off could be very dangerous close to the ground at least in a 150 or > 172.. the reason being is that the plane will fly at a slower speed with > flaps on and when you talk them off you could induce a stall. > ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Aug 29, 2004
Subject: Broken plane
Went out to our small field in the Catskill mts to fly on Sunday and found a broken Rans S 12 in one of the hangars. When I asked around , as to what had happened, I found out that it belonged to a group flying up from VA. to a fly-in at Edenburg NY. This plane had fueled up and was taking off and at 45 mph (when it normally left the ground) the tail section started flexing up & down and it didn't seem to want to fly. Thank God he was only about 4' up when the boom broke off where it connects to the rear of the cage. The first also that I've seen Warp drive blades sheared off. This plane had a little over 1100 hrs. on it. Myself, flying a MK3 which also has a boom configuration was very interested as to what caused this failure. I took some photos and looked very close. Having built my plane, I know how that area is reinforced with the "h section" at that point. It appeared the S12 had a totally different set up. It looked like one tube went from behind the seats to the rear of the cage and the tail boom itself slid over top of that tube 4 or 5" as it entered the rear of the cage and stopped at that point. Then there were some external brackets which secured it. It seems that using 2 tubes which joined together at at some point would always have stress at that point ? I'm glad we have a strong "h section" at that point and also one tube from the tail to the socket behind the seats. If you know anyone with a Rans S12, Please have them check this point for any signs of cracking or stress. Fly Safe Bob Griffin ________________________________________________________________________________
From: robert bean <slyck(at)frontiernet.net>
Subject: Re: Broken plane
Date: Aug 29, 2004
The idea of telescoping one tube within another is ok as long as the juncture is tapered. The end of at least one of them would have to be cut at a double angle, preferably with a rounded-off end. (durn electrical storms approaching again, time to unplug) -BB. MkIII, N3851E, VERY low time, covered with pigeon resistant tarps On 29, Aug 2004, at 1:47 PM, Airgriff2(at)aol.com wrote: > > Went out to our small field in the Catskill mts to fly on Sunday and > found a > broken Rans S 12 in one of the hangars. When I asked around , as to > what had > happened, I found out that it belonged to a group flying up from VA. > to a > fly-in at Edenburg NY. This plane had fueled up and was taking off and > at 45 mph > (when it normally left the ground) the tail section started flexing up > & down > and it didn't seem to want to fly. Thank God he was only about 4' up > when the > boom broke off where it connects to the rear of the cage. The first > also that > I've seen Warp drive blades sheared off. This plane had a little over > 1100 > hrs. on it. Myself, flying a MK3 which also has a boom configuration > was very > interested as to what caused this failure. I took some photos and > looked very > close. Having built my plane, I know how that area is reinforced with > the "h > section" at that point. It appeared the S12 had a totally different > set up. It > looked like one tube went from behind the seats to the rear of the > cage and the > tail boom itself slid over top of that tube 4 or 5" as it entered the > rear of > the cage and stopped at that point. Then there were some external > brackets > which secured it. It seems that using 2 tubes which joined together at > at some > point would always have stress at that point ? I'm glad we have a > strong "h > section" at that point and also one tube from the tail to the socket > behind the > seats. If you know anyone with a Rans S12, Please have them check this > point > for any signs of cracking or stress. > Fly Safe > Bob Griffin > > > _- > ======================================================================= > _- > ======================================================================= > _- > ======================================================================= > _- > ======================================================================= > > > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Mk3/912 flight test
Date: Aug 29, 2004
This flight was also gave me a chance to see if she could be made to fly hands-off. At 4400 rpm using the Kolb pitch trim, the John H. rudder tab and the bungy aileron trim she would do it for a while but still needed an occasional nudge. 'Need to try it again after the prop pitch is increased. | Duane the plane Mitchell, Tallahassee, FL, Mk3/912, FireFly/enclosed trailer for sale Duane/All: If your MKIII is built according to plans, she will never fly hands off for more than a few seconds at a time. It is an unstable aircraft and must be flown all the time. I like that way. Would have a hard time staying awake is I could set my MKIII up and let it fly on course, hands off. When I trimmed out, I am looking for neutral stick pressure only, flying straight and level. Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 29, 2004
The glide was only a little steeper than at idle, but the silence was a bit shocking for a none glider pilot used to the confidence inspiring Rotax hum. | Thom in Buffalo Thom/All: Seems your airplane flies differently than most of the Kolbs I have flown dead stick. Normally, glide is greatly increased with dead stick over gliding with engine and prop turning at idle rpm. Doesn't the idling prop act similar to a very large disc being pulled through the air? acting like a big air brake? Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 29, 2004
| You will find you can fly the | FireFly at a slower speed with the tail wheel planted than when it lifted | off. | | Jack B. Hart FF004 Jack/All: Don't you lose pitch control once the tail wheel is on the ground? If you have the mains in the air and the tail wheel on the ground during landing, don't the wings stall and plop the mains down pretty hard? john h ________________________________________________________________________________
Date: Aug 29, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Forced Landings
> > >| You will find you can fly the >| FireFly at a slower speed with the tail wheel planted than when it >lifted >| off. >| >| Jack B. Hart FF004 > >Jack/All: > >Don't you lose pitch control once the tail wheel is on the ground? > >If you have the mains in the air and the tail wheel on the ground >during landing, don't the wings stall and plop the mains down pretty >hard? > >john h > John, & FireFlyers With the tail wheel touching and spilling off or maintaining speed with the FireFly in ground effect, one does not have to worry about pitch control. There is plenty of aileron control, and with the tail wheel touching there is no problem keeping it straight. Pitch is controlled by speed/throttle position. If the nose gets a little higher than your liking, you can let the stick go forward and bring the tail up into ground effect too, or you can back off the throttle a little. If you don't, the FireFly will accelerate like crazy. On deceleration, the mains may drop at most a foot, but the wing is still providing some lift so the wheels do not hit hard. The VG's may be helping some too. Adding about four to five degrees of flaperon gets rid of the plop. If you have access to a hard surface runway, you should try it out on a low wind day. With a little practice, you should be able to fly the length of the runway in ground effect with the tail wheel on the runway. It gives you a super feel of how your plane reacts in and the importance of ground effect. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 29, 2004
| If you have access to a hard surface runway, you should try it out on a low | wind day. With a little practice, you should be able to fly the length of | the runway in ground effect with the tail wheel on the runway. It gives you | a super feel of how your plane reacts in and the importance of ground effect. | | Jack B. Hart FF004 Jack/All: I would like to see this flight maneuver demonstrated. Do not think I have ever seen anything like it done before. How does this maneuver improve the quality of a forced landing if it is done with power in the demonstration and the forced landing is done with dead stick? I know the tail wheel has a lot of braking power when landing in deep soft sand, as I recently did on the Arctic Ocean. Felt like a drag chute being deployed. I also remember landing on a baseball diamond in Bradford, NY, with the Firestar, in 1989, while attending the Ultralight Flight Farm Flyin in Monterey, NY. The weeds were high right up to the edge of the ball diamond. As soon as the tail wheel got down in them, the FS stopped. Would do the same thing on takeoff should the tail wheel in caught in the weeds after take off roll on the ball diamond. BTW: Bert Howland and I had breakfast and coffee every monring at the little service station/cafe by the ball diamond. Bert landed his H2 Honey Bee right behind me. Flying the factory Firefly at Sun and Fun and Oshkosh for several years, I find that most of my landings are tailwheel first. Almost impossible for me to do any kind of flare without hitting the tailwheel first. However, as soon as the wing stalled, the mains would plop down rather sharply. Really do not know whether or not I was getting much braking effect out of the tail wheel. I do know it was hard to get the Firefly to stop flying in the gusty wind conditions we usually have at Lakeland. I normally flew it without flaperons. I found the flaperons to be only slightly effective, and decreased aileron control somewhat in windy conditions. Now I am talk ing about rather gusty, strong cross winds, and turbulence created by Mother Nature and also the multitude of other single and two place ULs and light planes that are constantly landing and taking off at Sun and Fun's Paradise City. If you have flown down at Sun and Fun when the traffic gets heavy, you know what I mean. I much prefer the flap system on my MKIII. Take care, john h ________________________________________________________________________________
Date: Aug 30, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Forced Landings
> >How does this maneuver improve the quality of a forced landing if it >is done with power in the demonstration and the forced landing is done >with dead stick? > John, & FireFlyers, The point is that if one touches the tail wheel first you are reducing (in my case) wing loading by about 10%. This means the wing will keep the main wheels off until the ground until it slows to the point where it can not support the remaining 90%. Therefore the main wheels will touch down at a slower forward speed than the tail wheel. The principle is the same whether there is power available or not. The demonstration is something anyone can attempt. All one has to do with the stick back against the stop is to keep teasing the throttle until the plane gets light, and then finally the next tease will cause the main gear to lift off. There will be enough aileron and rudder control to keep the wings level and to steer it straight down the runway. The teasing is important, because if you advance the throttle too quickly, the wing will want to pop up. As one eases the throttle back, the main gear will settle back onto the runway. It is important to do this on a hard surface runway so that rolling resistance is minimal. As I have written before, if one gets uncomfortable they can let the stick go forward and add throttle, or they can close the throttle and let the main gear come back down. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: Aug 30, 2004
From: Earl & Mim Zimmerman <emzi(at)supernet.com>
Subject: Re: Forced Landings
Thom Riddle wrote: Compared to that 701, the FireStar is a glider! I have flown your firestar and it is a glider compared to the other kolbs that I have flown! Much more so than the wider two seaters. ~ Earl Z. P.S. By the way do you still have it, or did you get it sold? ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Flight test report with no testing to report
Date: Aug 30, 2004
| On final I reduced throttle to idle and set up for a touchdown on the numbers. Surprise, the engine died. When I saw that I was a teensy bit low habit forced me to give the throttle a nudge and she roared to life. The 912 is so quiet at idle I just thought she died. Vastly different from my FireFly. | Duane the plane Mitchell, Tallahassee, FL Mk3/912, FireFly for sale Duane/All: Do you use steam gauges or the digital system that most use? I am old fashion and still got those old steam gauges. Part of my landing procedure is scanning airspeed and rpm. I like to keep engine rpm a tad over idle, just in case it should go belly up on me on short final and I am not quite as high as I would like to be. Take care, john h PS: I thought maybe the preacher put a hex on your Rotax cause you were not in church. ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Forced Landings
Date: Aug 30, 2004
Earl Z. I've had lots and lots of emails and phone calls but no one has come to see it yet. So, it is still available. Thom in Buffalo ________________________________________________________________________________
From: Gene Ledbetter <gdledbetter(at)earthlink.net>
Subject: SE Ohio Kolb Viewed
Date: Aug 30, 2004
I was playing golf this afternoon with my new wife and friends (only the 4th time I've ever been on a golf course) when someone flying a Kolb was circling the area. It looked like a Firestar and I was wondering if anyone knew who might be flying in the Mt. Orab area of SE Ohio. I will soon be moving my Firefly from its hangar in Waynesville, OH to a small Ultralight airfield near Owensville which is only 17 miles from my new condo versus 43 miles to Waynesville and since this is in the same area, I would really like to know who might be a Kolb pilot in this area. Gene Ledbetter Firefly - 272 hrs ________________________________________________________________________________
From: "Guy and Jodi Swenson" <guyandjodi(at)bvillemn.net>
Subject: Re: Forced Landings
Date: Aug 30, 2004
John, My MK III Xtra didn't glide better with the prop not spinning. Apparently, I too have one of those other type Kolbs. I have been more of a lurker that a participant for several years now but I recall a very controversial thread about doing dead landing practice with the engine idling vs.engine off. One of the claims made was there isn't much difference from an idling engine to a dead engine, so why shut down the engine just for practice! Other claims were the rotating prop acted as a big air brake and actually slowed you down. Well, I decided to try a little experiment this past June, while cruising around the patch I started thinking about that particular dead stick thread. So I climbed up to 5000 ft. AGL (over the runway of course) and pulled the throttle back to idle, it took normal forward stick pressure to maintain 60 mph with no flaps applied. Then I nervously shut off the motor. WOW! Apparently the idling prop is providing allot more thrust than originally thought. I couldn't believe how fast it lost airspeed, it took a hell of a lot of down elevator to get back to and hold 60 mph. (I realize that having a passenger with me would have changed the outcome due to the added wieght and more forward CG) I can't imagine what would have happened if I would have applied flap. I was already near max down elevator, and I felt like I was pointing straight down. I shot a couple of simulated landings to see how quickly airspeed would be lost during flare, not much time between flare-stall-drop. I learned (at least for my Xtra) that I will need to be right on the deck before I flare, not much glide after the flare. and I will not use any flap in an actual dead stick situation. I did't record any information other than I dropped 3000 ft in approximatly 1 min. hows that for a dead stick glide. I restarted the engine and made a normal landing. I think it's important that everyone find out how their individual Kolb reacts to a power out situation. Some people are more receptive to doing an actual dead stick than others, but I would certainly approach engine outs with caution until you know for sure how your bird will react. All Kolbs are not created equally, single seat, two seat, side by side, tandem, with or without a passenger, all of these factors can have a dramatic affect on how your light weight Kolb will react. I'm not trying to re-open a controversial subject, I just thought I would share my experiance and my opinion. Guy S. MK III Xtra ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: Forced Landings > > The glide was only a little steeper than at idle, but the silence was > a bit shocking for a none glider pilot used to the confidence > inspiring Rotax hum. > > | Thom in Buffalo > > Thom/All: > > Seems your airplane flies differently than most of the Kolbs I have > flown dead stick. Normally, glide is greatly increased with dead > stick over gliding with engine and prop turning at idle rpm. > > Doesn't the idling prop act similar to a very large disc being pulled > through the air? acting like a big air brake? > > Take care, > > john h > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 30, 2004
| John, | My MK III Xtra didn't glide better with the prop not spinning. | Apparently, I too have one of those other type Kolbs. | Guy S. Hi Guy/All: Reckon you have one of the other type Kolbs then. I wonder how a prop can produce thrust if the engine is turning at idle rpm, which is about 1,800 rpm for a 912 and a 3 blade Warp Drive at 50 to 60 mph, and about 2,500 rpm or so for a 582 at those same parameters, if I remember correctly? Maybe your engine idles much higher to produce thrust to match or exceed 50 or 60 mph. All I know is how it works for me. I readily use max flaps, 40 deg on my MKIII, when doing routine landings, and most especially if I am trying to stuff it into a very confined landing zone with no power. Flaps lower the stall speed, increase my rate of decent without significantly increasing airspeed, and will certainly help slow me down once it stalls on landing. Usually, a tiny bit of a flare will stop the decent and put it on the ground. If I never used my flaps, or seldom used them, I would not be able to fly safely with them. About the only time I don't use flaps is when I have a significant cross wind and there is a lot of turbulence near the ground. Besides, it is fun doing those super steep approaches. Maybe some of you have flown with me in the old factory MKIII, Fat Albert. I used to love to demonstrate normal MKIII approaches with full flaps at Lakeland. Would not start the decent until over the threshold at 300 to 400 feet. What a blast, especially the first time it is demonstrated. Dennis Souder showed me how it was done the first time I flew as a passenger in Fat Albert at Homer's place. We didn't land on the airstrip, but came in over a big oak on the north side of the hanger, landed to the south on the short taxiway before it connects to the main airstrip. Thought he was going to drill us right into the ground. To me, those flaps are super safety devices should I have an engine out and next to cram the MKIII in a tiny spot. It'll do it. Take care, john h ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Prop question
Date: Aug 30, 2004
Does anyone here own/use a prop called either the Hot Prop or the Kiev Prop? -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Re: Forced Landings
Date: Aug 31, 2004
Whoa! Near max down elevator in flight? That kind of condition seems reserved for only bringing the tailwheel up on takeoff and spin recovery. Just did a dead stick ride last night and it was almost hands off. Sounds odd, Guy... Kip http://www.springeraviation.net/ ----- Original Message ----- From: "Guy and Jodi Swenson" <guyandjodi(at)bvillemn.net> Subject: Re: Kolb-List: Forced Landings > > John, > My MK III Xtra didn't glide better with the prop not spinning. > Apparently, I too have one of those other type Kolbs. > > I have been more of a lurker that a participant for several years now but I > recall a very controversial thread about doing dead landing practice with > the engine idling vs.engine off. One of the claims made was there isn't much > difference from an idling engine to a dead engine, so why shut down the > engine just for practice! Other claims were the rotating prop acted as a big > air brake and actually slowed you down. > > Well, I decided to try a little experiment this past June, while cruising > around the patch I started thinking about that particular dead stick thread. > So I climbed up to 5000 ft. AGL (over the runway of course) and pulled the > throttle back to idle, it took normal forward stick pressure to maintain 60 > mph with no flaps applied. Then I nervously shut off the motor. WOW! > Apparently the idling prop is providing allot more thrust than originally > thought. I couldn't believe how fast it lost airspeed, it took a hell of a > lot of down elevator to get back to and hold 60 mph. (I realize that having > a passenger with me would have changed the outcome due to the added wieght > and more forward CG) I can't imagine what would have happened if I would > have applied flap. I was already near max down elevator, and I felt like I > was pointing straight down. I shot a couple of simulated landings to see > how quickly airspeed would be lost during flare, not much time between > flare-stall-drop. I learned (at least for my Xtra) that I will need to be > right on the deck before I flare, not much glide after the flare. and I will > not use any flap in an actual dead stick situation. I did't record any > information other than I dropped 3000 ft in approximatly 1 min. hows that > for a dead stick glide. I restarted the engine and made a normal landing. > > I think it's important that everyone find out how their individual Kolb > reacts to a power out situation. Some people are more receptive to doing an > actual dead stick than others, but I would certainly approach engine outs > with caution until you know for sure how your bird will react. All Kolbs are > not created equally, single seat, two seat, side by side, tandem, with or > without a passenger, all of these factors can have a dramatic affect on how > your light weight Kolb will react. > > I'm not trying to re-open a controversial subject, I just thought I would > share my experiance and my opinion. > > Guy S. > MK III Xtra > > ----- Original Message ----- > From: "John Hauck" <jhauck(at)elmore.rr.com> > To: > Subject: Re: Kolb-List: Forced Landings > > > > > > The glide was only a little steeper than at idle, but the silence was > > a bit shocking for a none glider pilot used to the confidence > > inspiring Rotax hum. > > > > | Thom in Buffalo > > > > Thom/All: > > > > Seems your airplane flies differently than most of the Kolbs I have > > flown dead stick. Normally, glide is greatly increased with dead > > stick over gliding with engine and prop turning at idle rpm. > > > > Doesn't the idling prop act similar to a very large disc being pulled > > through the air? acting like a big air brake? > > > > Take care, > > > > john h > > > > > > ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Prop question
Date: Aug 31, 2004
posted by: "kfackler" > > Does anyone here own/use a prop called either the Hot Prop or the Kiev Prop? > > -Ken Fackler > Kolb Mark II / A722KWF > Rochester MI > > > Ken, I do not own a Hot Prop but met a fellow in Virginia that had one on his Rans S-12. (582 power I think) He had replaced a three blade IVO with the three blade Kiev, said it was way quieter and that he picked up a ton of performance. If you want his number, I could dig it up for ya. Denny Rowe ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Forced Landings
Date: Aug 31, 2004
My FS 377 w/ 60" prop idling at say 2500 rpm has a tip speed of 173mph rotationally plus the forward speed of say 50 on approach. At 12 degrees(at tip) of pitch (40" for this prop) you can be certain that the tip and the slower moving but higher pitched portions of the prop are indeed producing thrust. Just image this prop is simply an airfoil moving thru the air at these speeds and try to imagine it NOT producing thrust at these angles of attack. I'll bet Jack Hart could do the trigonometry for us or use his handy dandy prop program and tell you how much thrust we could expect in these situation. How about it Jack? Thom ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Forced Landings
Date: Aug 31, 2004
Hey Guys Don't forget that those numbers you all are throwing around are engine RPMs not prop RPMs. It seems like I have seen some manuals in the general aviation airplanes that referenced a higher decent rate with a wind milling prop than with it stopped. These things are from unbiased instrumented tests. In my case the belts came off my prop and the prop was free wheeling so it might have had less resistance than even a stopped prop? Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Thom Riddle" <jtriddle(at)adelphia.net> Subject: Re: Kolb-List: Forced Landings > > My FS 377 w/ 60" prop idling at say 2500 rpm has a tip speed of 173mph rotationally plus the forward speed of say 50 on approach. At 12 degrees(at tip) of pitch (40" for this prop) you can be certain that the tip and the slower moving but higher pitched portions of the prop are indeed producing thrust. Just image this prop is simply an airfoil moving thru the air at these speeds and try to imagine it NOT producing thrust at these angles of attack. I'll bet Jack Hart could do the trigonometry for us or use his handy dandy prop program and tell you how much thrust we could expect in these situation. How about it Jack? ________________________________________________________________________________
Date: Aug 31, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Forced Landings
> >My FS 377 w/ 60" prop idling at say 2500 rpm has a tip speed of 173mph rotationally plus the forward speed of say 50 on approach. At 12 degrees(at tip) of pitch (40" for this prop) you can be certain that the tip and the slower moving but higher pitched portions of the prop are indeed producing thrust. Just image this prop is simply an airfoil moving thru the air at these speeds and try to imagine it NOT producing thrust at these angles of attack. I'll bet Jack Hart could do the trigonometry for us or use his handy dandy prop program and tell you how much thrust we could expect in these situation. How about it Jack? > >Thom > Thom, I put your numbers in the AeroDesign Propeller Selector software. Assuming a 2.58 gear box ratio, your propeller is going to be turning 969 rpm. Under these conditions, the program says that the propeller is developing eleven pounds of negative thrust or drag. If you increase propeller rotation to 1118 rpm or engine speed to 2890 rpm, the propeller will produce zero thrust. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: 912UL vs 912ULS for SS engine
Date: Aug 31, 2004
Greetings, I'm still looking into the engine choice for my latest SS project, and have a few questions about the 912 series. Is either engine considered "better" than the other? It seems like I read (maybe from John H) that the 912S engine was completely redesigned based on experience with the 912. If that's true, you would think that it would be considered the better engine. It looks to me like the 912 will run on 87 octane fuel, but the 912S needs premium. Is that true? For as little as I'd burn in the SS, the cost isn't that big of a factor. However, I plan to install a fuel tank/pump in my truck to use for the RV-3, which runs on regular 87 octane. If both planes used the same fuel, that would be a bonus. Is the TBO the same on both the 912 and 912S? Seems like I read it was 1500 hours, but I can't find that on the Kodiak page. The 912 is plenty of engine for a SS, but if the 912S is that much better, it would probably be worth the extra money. Thanks, Rusty ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 31, 2004
| I put your numbers in the AeroDesign Propeller Selector software. Assuming | a 2.58 gear box ratio, your propeller is going to be turning 969 rpm. Under | these conditions, the program says that the propeller is developing eleven | pounds of negative thrust or drag. | | If you increase propeller rotation to 1118 rpm or engine speed to 2890 rpm, | the propeller will produce zero thrust. | | | Jack B. Hart FF004 | Jackson, MO Morning Jack B/Thom/Gang: Even I can understand that, plus what the airplanes tell me when I am flying them. Thanks for the info, Jack. Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004, Part 1
Date: Aug 31, 2004
Morning Gang: Due to the generosity of Paul Petty, I now have some room to work with my pictures from the latest flight to Alaska. I will try and be brief in explaining these pictures so you all can get a chance to see them. Then..........I have to make myself sit down and start working on some articles, and probably a slide show to go along with a little chat to share with folks about the flight. What better way to celebrate 20 years of ultralight flying, especially cross country flying, than pack the old Kolb Mark III, rob the credit union, and head out for Alaska for the third time in the same old airplane. Everything is loaded on board the Kolb Mark III, Miss P'fer. I am ready to go except for putting the little Nissan under the shed: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0515.jpg The only folks there to see me off are the cows. They like to hang around and watch what I am doing to the airplane. http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0516.jpg I solo'd my Kolb Ultrastar here, Summer 1984. Was my first solo in a fixed wing aircraft: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0517.JPG These young whipper snappers and I always play a game together when it is time to taxi and takeoff. If I am patient, I usually win. However, I still have to keep a wary eye out for the old and well as the young ones. Never know what a silly bovine is going to do: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0518.JPG Doesn't take long to fly to the Mississippi River, a stepping stone for a flight to Denver: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0522.JPG I fly low, especially in the plains. Therefore, I don't miss much under my flight path, like this herd of Long Horns somewhere in Kansas: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0525.JPG Somewhere east of Denver, a solitary church and cemetary among endless miles of prairie: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0527.JPG I spent the night in Denver. Next morning found me climbing out to the west towards Leadville, CO, highest airport in the North American Continent. As I pass this ruggedly handsome mountain with fresh snow in June, I am climbing through 12,000 feet to eventually level off at 13,000 feet above sea level: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0552.JPG I was surprised when I first saw Leadville Airport, 9,927 feet above sea level. I expected a strip hanging on the side of a ragged mountain. I'm on left base for for 34, all 6,400 feet of it: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0557.JPG Miss P'fer has been topped off with 100LL and waits patiently to do my bidding. Even at nearly 10,000 feet ASL the mountains surrounding the airfield are high and magnificent. This little airplane never hesitated to do what needed to be done the entire 180.0 hour flight, except when she got a couple flat tires: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0560.JPG Weather is always a serious factor when cross country flying. I land at a little airstrip on the Colorado/Wyoming border to wait out thunder storms to the NW. Nothing here but the wind. Gave me a chance to relax, catch up on my log books, and sort things out in my head for the next leg of the flight: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0571.JPG We get a chance to see things ordinary people do not get to see, like this huge open pit strip mine east of Rock Springs, Wyoming. Check out the size of the front end loader and the Cat to the rear of the shovel. The Cat is probably a D10, D11, or a D12: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0576.JPG ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004 Part 1 (cont)
Date: Aug 31, 2004
Hi Everybody: I screwed up. Inadvertently hit the dad gummed send key again, and fired off the first part of this post. Last pic was of the big shovel at the coal mine east of Rock Springs, WY. I landed at the local airport, probably a WWII Army Airbase. Got me some fuel, ate an MRE for lack of anything better, and started making preparations for bedding down for the night. Was promtly told I could not sleep in a hanger, in the FBO, or under the wing of my airplane. In fact, I could not stay on the airport after 2300 hours. Had something to do with Homeland Security and a teenie weenie airline twin that was going to be parked on the ramp all night. OK, so now it is getting very close to O'dark thirty. What to do? Young man tells me there are motels in town. I told him that was not in my budget. Got back in the MKIII and headed for Fort Bridger, some 65 miles west on the Utah border. Once I got in the air and settled down I checked nearest airports and came up with Green River Galactic Airport, only 20+ miles west. Oh boy, I can get in there before dark. Turns out this is a 5,800 ft gravel strip on top of a mesa. Nothing there but gravel. This pic was taken the morning after a good night's sleep on the strip. No one for miles around. Certainly no air traffic during the night or the next morning. A couple guys from the town of Rock Springs Utility Department dropped by to say hi. Gave me a ride to town to get some hot coffee. Always good folks around: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0577.JPG The dessert is green. Signs of recent heavy rains in a normally very dry area. I spent the first three days of the flight dodging thunderstorms and rain showers. We are heading north from Rock Springs, WY, to Big Piney, WY: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0584.JPG Same leg: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0589.JPG That's Big Piney Airport out there. One of my good buddies from Jump School, Fort Campbell, Kentucky, 1958, used to live here. Unfortunately, he died several years ago before I could make contact with him: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0590.JPG We climb out of Big Piney, WY, heading for Rigby, Idaho. Those big snow capped mountains out there to the NW have gotten to be climbed in order to get there. Miss P'fer gladly accepts the challenge. The spots on the pictures are bugs bodies after impact with the Lexan: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0591.JPG Beautiful country! We have been climbing since we departed Big Piney. We still have to top 10,000 feet to get through this valley and over the Continental Divide: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0597.JPG Climbing through 9,400 feet, the flight path follows the valley with a turn to the right and then over the top: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0601.JPG We make the altitude to get over the top only to find the Rockies go on forever. We have a beautiful country: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0605.JPG Alpine Lake, WY. Notice the old road running into the lake prior to the completion of the dam. This is the headwaters of the South Fork of the Snake River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0611.JPG I think this is a cut throat. My buddy and I spent two days fishing the Snake River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0622.JPG My buddy, Bob Marler, fishing the Snake River. Last time I saw Bob was 40 years ago in Officer Candidate School, Fort Benning, Georgia. Neither of us had changed a bit over those short 40 years: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0624.JPG Another fisherman on the Snake River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0630.JPG After a couple days in Rigby, ID, it is time to continue on to Alaska. Looking south over the South Fork of the Snake River, on the way to the west side of the Grand Tetons: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0706.JPG That's the little town of Driggs, ID, between me and the Grand Tetons: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0709.JPG These mountains have always been some of my favorites because they look like mountains should look. You will notice reflections from inside the doors and windshield of the MKIII, along with the usual bug spatters and rain, reproduced on my pictures. I used to worry about those factors, but now I accept them as what I "truely" saw on my trip: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0715.JPG More of the same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0722.JPG Lakes are still frozen up here, about 11,000 feet ASL: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0728.JPG That's Lake Jackson over on the east side of the Grand Tetons and Jackson Hole, WY: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0729.JPG No place for an engine failure: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0736.JPG West of Yellowstone National Park is a 4,000 ft emergency airstrip, Henrys Lake. Had to make an emergency landing here. Thank goodness there was an outhouse and lots of toilet paper readily available: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0739.JPG Flying west along the Continental Divide, Upper Red Rock Lake, Montana. Had a ball low leveling through this long valley. Saw lots of eagles and ducks. The eagles were there to dine on the ducks in the Red Rock River. When I landed at Salmon, Idaho, I discovered I had flown right through a bird preserve. Do you think the Feds are still looking for me? http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0746.JPG Had to take a quick break at the 7,000 ft airstrip at Dell, ID. This new asphalt strip is on an old WWII Army Airfield. There were two sets of these remote controlled security cameras on each side the parking apron: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0753.JPG Also a big Gulf Stream sitting there with a cowboy in a 4WD pickup parked just to the rear of it. Asked him is this was Turner country. He just grunted. Never would answer any questions about Ted Turner, the Gulf Stream, or the price of rice in China: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0754.JPG Landed at Hamilton, Montana, with a healthy appetite. Found an airport cafe. Was 10 minutes late. They closed at 1400 and it was 1410. They were not concerned that I was hungry, had flown all the way from Alabama in a dinky little homebuilt. They told me they had just opened the cafe a few days ealier. I wished them good luck, got back in Miss P'fer and continued flying toward Whitefish, MT: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0786.JPG Polson Airport, MT. This picture does not do this airport justice. It was a beautiful sight: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0786.JPG This is Valkarie, Tom and Betty Kuffle's dog. She, along with Tom and Betty, crashed in Lost Trail Pass, ID, last April. She is laying next to Tom's bed at the Kuffle residence in Whitefish: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0792.jpg Val is taking good care of Tom and Betty. They were terrific hosts during my visit, despite recovering from serious injuries as the result of the crash of the Prospector: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0794.JPG Glacier Park International Airport and the environment Miss P'fer operated in. We were waiting to take the active for departure to Eureka, MT, and then over the border and into Cranbrook, British Columbia: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0794.JPG Looking north of Whitefish and the pass that leads to Glacier National Park and the Highway to the Sun. Again, weather is always a serious factor when flying cross country: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0799.JPG Times a wasting and I got chores to do. Soon as I get a minute I'll continue with the flight to Alaska. Next installment is the leg to Canada. Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 912UL vs 912ULS for SS engine
Date: Aug 31, 2004
Rusty/All: Both engines are good engines. The 912ULS is a redesigned, updated, huskier engine from the cases up. Both engines would be good engines for installation on a SS. The major advantages of the 912 over the 912ULS is: 912 uses 87 oct fuel. 912ULS uses minimum of 91 oct. 912 spark plug life is 200 hrs. 912ULS is 100 hrs. My 912 burned 4 gph at 5,000 rpm cruise. My 912ULS burns 5 gph 5,000 rpm cruise. The 912 will be cheaper to operate. Got to pay for those extra horses for the 912ULS. john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Alaska 2004 Part 1 (cont)(correction)
Date: Aug 31, 2004
Hi Folks: Duplicated a pic on the last post: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0788.JPG The above is Polson Airport, MT. john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 31, 2004
| Back in Feb when I "landed long on a short runway," (which also had a | downhill slope) besides a severe case of dumbness on my part, my problem was | floating, floating, floating. | AzDave Hi Arizona Dave/All: One way to stop the aircraft from floating is push the stick forward until the mains contact the ground. Then apply brakes. john h ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Forced Landings
Date: Aug 31, 2004
Dave/all Yes under some conditions an idling engine will provide some thrust. Get yourself a portable air speed indicator and get as close as you dare to the windy side of your prop when the engine is idling. What is that air/wind speed, add some to the result just because. If you are flying faster than that speed you will not get any thrust. If you are flying slower or stopped you will get some thrust. For most of us depending on idle RPMs, reduction ratio, and prop pitch you will not see any thrust from a idling engine in the air. Also the thrust isn't linear by RPM. My $.02 worth. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Dave & Eve Pelletier" <pelletier(at)cableone.net> Subject: Re: Kolb-List: Forced Landings > > Guy, > > After I completed my BFI training, I told myself that I wouldn't take up > a passenger until I had done at least six dead stick (power off) landings, > which I did. Each time, I landed hard but not hard enough to bend the gear. > (I do that regularly with power.) It sure seems to me that there is a lot > less thrust than with the engine idling. > > Back in Feb when I "landed long on a short runway," (which also had a > downhill slope) besides a severe case of dumbness on my part, my problem was > floating, floating, floating. Afterwards, a very experienced pilot asked me > what my idling rpm was - I answered about 2000 rmp. Then she asked what my > full power rpm was - I answered about 6500 rpm. She then asked if I > realized that since idling is about 1/3 of the full power rpm, would it be > fair to assume that at idle rpm, I am still generating 1/3 of full power > thrust? > > ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: Forced Landings
Date: Aug 31, 2004
This would be true if the propeller behaved the same in still air as it does in moving air, which it doesn't, but generally speaking the idling engine has a fair bit less drag then a wind milling prop, so a dead stick landing is quite a bit different then a idling landing. Having been through this for real once I can tell you that it is true. Planes come down a lot faster with the prop being driven by the wind then they do when they are being driven by an engine. If you want to come down fast and there is no penalty in loosing power shutting it down is a valid thing to do. (slipping or flaps are a better Idea cause you can change your mind about them, restarting the engine is always a maybe! -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard & Martha Neilsen Subject: Re: Kolb-List: Forced Landings Dave/all Yes under some conditions an idling engine will provide some thrust. Get yourself a portable air speed indicator and get as close as you dare to the windy side of your prop when the engine is idling. What is that air/wind speed, add some to the result just because. If you are flying faster than that speed you will not get any thrust. If you are flying slower or stopped you will get some thrust. For most of us depending on idle RPMs, reduction ratio, and prop pitch you will not see any thrust from a idling engine in the air. Also the thrust isn't linear by RPM. My $.02 worth. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Dave & Eve Pelletier" <pelletier(at)cableone.net> Subject: Re: Kolb-List: Forced Landings > > Guy, > > After I completed my BFI training, I told myself that I wouldn't take up > a passenger until I had done at least six dead stick (power off) landings, > which I did. Each time, I landed hard but not hard enough to bend the gear. > (I do that regularly with power.) It sure seems to me that there is a lot > less thrust than with the engine idling. > > Back in Feb when I "landed long on a short runway," (which also had a > downhill slope) besides a severe case of dumbness on my part, my problem was > floating, floating, floating. Afterwards, a very experienced pilot asked me > what my idling rpm was - I answered about 2000 rmp. Then she asked what my > full power rpm was - I answered about 6500 rpm. She then asked if I > realized that since idling is about 1/3 of the full power rpm, would it be > fair to assume that at idle rpm, I am still generating 1/3 of full power > thrust? > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 31, 2004
| Planes come down a lot faster | with the prop being driven by the wind then they do when they are being | driven by an engine. If you want to come down fast and there is no penalty | in loosing power shutting it down is a valid thing to do. Topher Toper/All: Most of our little airplanes are gearbox driven. Neither the two stroke or the 4 stroke Rotax engines will windmill. In air starts by windmilling the prop won't work. When the prop is stopped, it is a true dead stick. Rather than shutting the engine down to increase descent, why not put the airplane into a spin. Most Kolbs will spin right up with the prop stopped. The original Firestar would only do 1/2 turn with idling engine, but would wrap it right up from now on with dead stick. Ultrastar would spin on a dime, dead stick or running. Recovery from a spin in a Kolb is quick with relaxed controls and a little forward stick. Most all Kolbs are pretty draggy. Chop power, push the nose over, hold 75 or 80 mph, and it will rapidly descend. With dead stick in a 90 deg dive, my original Firestar would just bump 90 mph indicated, which was enough to do a nice engine off symetrical loop with neutral g's on top. :-) Take care, john h PS: Heading for the airstrip to stick new brake linings and wheels back on my MKIII. Hopefully, these tubes will do better than the last ones. I never did find aircraft grade tubes with a 90 deg valve stem, so am going with what MATCO provides, Cheng Shin 800X6 specials................................ ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004 Part II
Date: Aug 31, 2004
Good Evening All: Time to depart the Whitefish, MT, area and head out for Canada. This was my farewell view of a beautiful little Montana town: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0802.JPG Cranbrook, British Columbia, was my first landing in Canada: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0808.JPG Not a bad place to wait for Customs Clearance, the parking apron in front of Canadian Customs at Cranbrook: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0810.JPG After topping off with fuel, I flew up the Columbia River Trench on my way to Prince George: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0832.JPG It kept on getting better the further north I flew: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0833.JPG And even better: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0844.JPG ________________________________________________________________________________
Date: Aug 31, 2004
From: Earl & Mim Zimmerman <emzi(at)supernet.com>
Subject: 582 Timing Question
Ok rotax repairman and engine goorou guys I got my bullet proof vest on now, so here goes with my question. I have a 582 (Grey Head) that has a bad pickup coil (old style). The new style that I have on order has slotted mounting holes to allow for pres ice timing adjustment. The specs. call for the timing to be set at .076-.078 BTDC. Any experts out there have an opinion about how much the 582 is detuned by timing? Can I advance it some without harming it or causing detenation? And does this figure include the compensation for the spark plug angle when reading the dial indicator? Any opinions or comments are welcome. ~ Earl ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: Forced Landings
Date: Aug 31, 2004
John, I thought you added the clutch to your gearbox to eliminate the startup shaking... if you did I find it hard to believe that it doesn't windmill fairly easily. When I flew with a clutched belt drive all those years the prop windmilled at anything below clutch engagement rpm, and you could dive that plane near straight down and never get above 70 mph... damn near a parachute. Have you gone power off since (if) you added the clutch? IF not you might want to try it, you may find your plane handles a bit different then before the clutch. If you didn't ever add the clutch then "NEVER MIND" topher -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Hauck Subject: Re: Kolb-List: Forced Landings | Planes come down a lot faster | with the prop being driven by the wind then they do when they are being | driven by an engine. If you want to come down fast and there is no penalty | in loosing power shutting it down is a valid thing to do. Topher Toper/All: Most of our little airplanes are gearbox driven. Neither the two stroke or the 4 stroke Rotax engines will windmill. In air starts by windmilling the prop won't work. When the prop is stopped, it is a true dead stick. Rather than shutting the engine down to increase descent, why not put the airplane into a spin. Most Kolbs will spin right up with the prop stopped. The original Firestar would only do 1/2 turn with idling engine, but would wrap it right up from now on with dead stick. Ultrastar would spin on a dime, dead stick or running. Recovery from a spin in a Kolb is quick with relaxed controls and a little forward stick. Most all Kolbs are pretty draggy. Chop power, push the nose over, hold 75 or 80 mph, and it will rapidly descend. With dead stick in a 90 deg dive, my original Firestar would just bump 90 mph indicated, which was enough to do a nice engine off symetrical loop with neutral g's on top. :-) Take care, john h PS: Heading for the airstrip to stick new brake linings and wheels back on my MKIII. Hopefully, these tubes will do better than the last ones. I never did find aircraft grade tubes with a 90 deg valve stem, so am going with what MATCO provides, Cheng Shin 800X6 specials................................ ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004 Part II (cont)
Date: Aug 31, 2004
OK Gang: I screwed up again and hit the send key. Sorry. The scenery got better and better, but forced landing areas did not. There weren't any. When I committed to fly this route, the shortest route, I knew how serious a good dependable airplane and engine was: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0845.JPG I landed at Golden, BC, for fuel and a short break, Valemount, BC, and McBride, BC, before finally landing at Prince George, BC: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0845.JPG Doesn't look like it, but I got weathered in here for two days and nights. Luckily, I discovered the Prince George Flying Club House on the other side of the airport. The little sign on the left of the railing says, "Travelers Welcome": http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0859.JPG After leaving Prince George I headed west and north for Smithers. Beautiful scenery, while flying low level, even though the weather was slowly deteriorating, and the tempereature was dropping: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0859.JPG I made Smithers, BC, and had a char grilled hamburger, refueled and got ready to head out into some real "sparsely populated" country: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0880.JPG This is the Stewart-Cassiar Highway on the right, and I can not remember the name of the river that parallels it: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0881.JPG If I could get fuel at Meziadin Lake, I would be able to fly to Stewart, BC, and Hyder, Alaska, a 40 mile spur off the highway. I decided to check out the gas pump at the lumber company store. There was a gravel strip across the highway. I had landed there three years ago on my return from Barrow, Alaska: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0896.JPG After I landed at the gravel strip, I walked across the highway and asked the lady at the store if I could taxi my airplane over and get fuel. She said, "By all means, yes!" "People do it all the time". Nice to fly in a friendly atmosphere like this: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0886.JPG Times like this I can mix 87 octane auto fuel with the 100LL in the airplane, and continue to keep the overall octane above the required 91 octane for the Rotax 912ULS engine: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0888.JPG With a belly full of car gas, and my belly full of a candy bar and Coke, we get ready to take off and head north: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0890.JPG This is Meziadin Lake, like a scene out of a fairy tale. I will fly the length of the lake, then keep on going into an extremely tight valley that will lead me to Stewart, BC, and Hyder, Alaska: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0901.JPG We fly by Bear Glacier, right on the road to Stewart: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0908.JPG I had my doubts that I could make it all the way into Stewart, where the airstrip is located. I also doubted that I would be able to fly up the Salmon Glacier and the Granduc Copper Mine: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0909.JPG I kept pushing on, hoping the weather did not close in behind me, preventing me from continuing north after my short visit. Then..........there it was. The little village of Stewart, BC, the airstrip, and the Portland Canal: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0911.JPG Again................., it still keeps getting better: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0914.JPG And better: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0915.JPG Rafting up timber in the Portland Canal: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0917.JPG I turned the corner and flew up the Salmon River Valley: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0922.JPG The foot of the Salmon Glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0925.JPG More: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0929.JPG Needless to say, I was sitting on the edge of my seat during this flight. Fantastic!!!: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0932.JPG Looking on up Salmon Glacier until it disappears into the clouds: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0936.JPG Old mine shaft on the side of the mountain: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0939.JPG The Granduc Copper Mine was closed in 1984, but the old company airstrip is still in good enough shape for Miss P'fer to do her thing: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0943.JPG In north country there is always beauty: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0944.JPG All alone on the Granduc airstrip: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0946.JPG Glaciers everywhere: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0953.JPG More glaciers: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0955.JPG And more: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0957.JPG Remnants of the Granduc: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0959.JPG Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0960.JPG Flying back to the Salmon Glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0963.JPG Then a right turn and fly right up the glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0968.JPG It is huge and steep. The camera can not present to the viewer the immense size of this glacier, the 5th largest in the world: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0972.JPG Rather than take a chance on getting caught in the weather, I turn around and head back down the glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0974.JPG It makes a nice sweeping turn towards Hyder: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0976.JPG Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0978.JPG Heading down off the mountain: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0980.JPG Got my eye on the reduced visibility. This is no place to place with clouds and fog: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0982.JPG The remnants of snow that fell thousands of years ago: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0983.JPG Continuing to fly down off the mountain and the glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0984.JPG The southernmost village in Alaska, Hyder: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0987.JPG More Hyder: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0988.JPG Left base and final for Stewart Airport: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0990.JPG On the ground at Stewart Airport: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0996.JPG Always wondered how those NW log truck drivers got the trailers piggy backed on the trucks: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0998.JPG This is how they do it. Was sitting in Miss P'fer getting ready to takeoff when I shot these pics: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0999.JPG I'll shut this part of my trip down for the night. Try to get more up when time permits. Take care, john h titus, alabama ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Forced Landings
Date: Aug 31, 2004
| I thought you added the clutch to your gearbox to eliminate the startup | shaking... | topher Topher/All: I upgraded to the slip clutch, which is standard equipment on current 912ULS engines. It is not the centrifugal clutch that is used by some on two strokes. It does not disconnect the prop from the gear box. When my engine is shut down in flight, the prop stops. I have a good friend who is recovering from a broken back, due primarily to a crash caused by a centrifugal clutch on a new aircraft he was selling. During a rapid decent at idle power, the engine died. What happened was the clutch released because of the slow idle, then the engine died. Normally, without the centrifugal clutch the engine would have continued to run at closed throttle because of some help from the slip stream. If I was going to fly another two stroke, I would not fly with a centrifugal clutch. I am not saying they are bad, I am simply expressing my own preferences. john h ________________________________________________________________________________
From: "Edward Chmielewski" <edchmiel(at)mindspring.com>
Subject: Re: Forced Landings
Date: Sep 01, 2004
Topher/Kolbers, For coming out of the sky quickly, the windmilling prop generally provides the most drag. The stopped engine/prop has the least drag, except the idling engine MAY have less drag depending on RPM vs. airspeed. At some RPM the idling engine reaches a minimum drag point above which it provides thrust, below which it creates drag. This varies with aircraft type, prop, etc. Must get beer now. Head hurts. Ed in JXN MkII/503 ----- Original Message ----- From: "Christopher Armstrong" <tophera(at)centurytel.net> Subject: RE: Kolb-List: Forced Landings > > This would be true if the propeller behaved the same in still air as it does > in moving air, which it doesn't, but generally speaking the idling engine > has a fair bit less drag then a wind milling prop, so a dead stick landing > is quite a bit different then a idling landing. Having been through this > for real once I can tell you that it is true. Planes come down a lot faster > with the prop being driven by the wind then they do when they are being > driven by an engine. If you want to come down fast and there is no penalty > in loosing power shutting it down is a valid thing to do. (slipping or > flaps are a better Idea cause you can change your mind about them, > restarting the engine is always a maybe! > ________________________________________________________________________________
Date: Sep 01, 2004
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: 582 Timing Question
Comments but nothing conclusive follows: When bad points on my 532 caused the timing to retard, the engine ran smoother but with less power. The 532 was an oddball compared to the other Rotax two-strokes because it required 91 octane fuel. Anyway, I would not go retarded at all. (some think I already am - doh) Both the 532 and the 582 specify ignition at 18 deg before tdc. A friend who has kept good records on his 582 shows 132 psi on a compression test, with a good running engine. My 532 would average about 170 psi on a compression test, so I guess that was why it wanted 91 octane, but I can't imagine why it had such a higher reading. Years ago I had a Suzuki 500cc twin and if the points/timing was off any, smoothness went out the window. But if you had it spot on, you could tell, smooth as glass. It did not seem to run better when advanced beyond factory specs. I think that if you could get both cylinders firing exactly at 18 degree before tdc, you would improve smoothness and longevity more than power. Of course, you could try throwing some 89 or 91 octane in it and bump it up a couple degrees and see what happened. Maybe even practice one of those forced landings that folks on the list have been discussing lately... Some interesting thought to add to the mix here - http://www.groupk.com/docstech.htm Richard Pike MKIII N420P (420ldPoops) > >Ok rotax repairman and engine goorou guys I got my bullet proof vest on >now, so here goes with my question. I have a 582 (Grey Head) that has a >bad pickup coil (old style). The new style that I have on order has >slotted mounting holes to allow for pres ice timing adjustment. The >specs. call for the timing to be set at .076-.078 BTDC. Any experts out >there have an opinion about how much the 582 is detuned by timing? Can I >advance it some without harming it or causing detenation? And does this >figure include the compensation for the spark plug angle when reading >the dial indicator? Any opinions or comments are welcome. ~ Earl > > ________________________________________________________________________________
Subject: Hauck's Alaska photos
From: Erich_Weaver(at)URSCorp.com
Date: Sep 01, 2004
09/01/2004 12:52:57 PM Absolutely beautiful John. My favorite shot is http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF0739.JPG Erich Weaver ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Re:Mk3/912 flight test report
Date: Sep 01, 2004
Bob B. and all, 'Tried my first power-on stall Tues. I could feel her falling (ROC100' fpm) before she broke but when she broke there was no doubt she had stopped flying. A lot more abrupt than the FireFly. I was tap dancing on the peddles and she started lurching to one side then the other but finally went straight ahead. This was the first test and I did not have time to confirm this behavior. I suspect that it could be that even with my added nose weight she is still right up against the aft CG. I plan to try again tomorrow AM. I will have to quit early and head for the coast to pull my boat out of the water to protect it from Frances. This time I am going to keep it out until the season is over so that I won't have to worry about it if I am traveling when the next one hits. Be careful up there, Duane ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: 912UL vs 912ULS for SS engine
Date: Sep 01, 2004
Thanks for the comments John. At the moment, there's only about $1300 difference between the two. I think I'd be happy with the 912, but it would be hard to resist paying the extra money for another 20 HP. When it comes right down to it, I'm still going to have a hard time writing a check for $15K for a 100 HP engine. Rusty (still enjoying the Alaska pics) ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: 912UL vs 912ULS for SS engine
Date: Sep 01, 2004
| I think I'd be happy with the 912, but it would | be hard to resist paying the extra money for another 20 HP. | Rusty (still enjoying the Alaska pics) Rusty/Gang: Actually, unless you run an inflight adjustable prop, you will only realize 95 or those 100 hp. The 912ULS produces 100 hp at 5,800 rpm for 5 minutes max. At max continuous rpm of 5,500 it produces 95 hp, but can produce that 95 horses all day long, or as long as you feed it. :-) john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re:Mk3/912 flight test report
Date: Sep 01, 2004
I was tap dancing on the peddles and she started lurching to one side then the other but finally went straight ahead. This was the first test and I did not have time to confirm this behavior. I suspect that it could be that even with my added nose weight she is still right up against the aft CG. I plan to try again tomorrow AM. | Duane Hi Duane/All: Interesting flight report. Don't know that I understand "lurching to one side then the other" though. Do you mean she was rolling (dropping one wing and then the other)? If so, that can be corrected with aileron. Rudder doesn't do much for the MKIII, or any other Kolb, for that matter. Do you think, even though your MKIII drops its nose voluntary in a power on or power off stall, it still has an aft cg problem? I am in the process of finalizing the installation of a Maule Tundra Tailwheel on my MKIII. Weighs 9.2 lbs. Am interested to see what will happen during stall testing, but I betcha she will drop her nose in a heart beat. Last time I did stall testing, just prior to Alaska 2004, with the Maule solid 6" tailwheel, weighs 6.2 lbs (or something close to that), she never hesitated to drop that nose. No indication of hesitating, wanting to tail slide, or anything else that might indicate a tail heavy configuration (aft cg). My FS and MKIII are amazing flying machines. Never seen airplanes that have such wide cg. Doesn't take a lot of imagination and planning to load her up and take off. Take care, john h ________________________________________________________________________________
From: "Rick Pearce" <rap(at)isp.com>
Subject: Christmas in Sept
Date: Sep 01, 2004
I just got a really big wooden box today and it was just like Christmas opening up #2 kit for my MK3 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004 Part III
Date: Sep 01, 2004
Hi Everybody: Yesterday I left off while I spent a few minutes on the ground on the Stewart, BC, airport. I had miles to go and hours to fly, so hopped back in the MKIII and headed back up the road towards Lake Meziadin and the Stewart-Cassiar Hwy. Way down in the bottom of the valley is the road to Stewart-Hyder and the Bear River, run off from the Bear Glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1006.JPG These pictures do not do the actual terrain justice, but they are the next best thing to sitting in the cockpit of my little Kolb Mark III: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1007.JPG Decided to fly over to the north side of the valley and explore the big ice field up on top the mountains: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1008.JPG How small these big mountains and all that ice and snow make one feel up here in a small homebuilt airplane. I was in a continuous state of awe throughout most of this flight: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1010.JPG Whipped cream under Miss P'fer's wing: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1011.JPG More of the road and river in the valley, plus the glaciated lake in the center of the picture is Bear Lake: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1016.JPG Glaciers everywhere coming out of the clouds and the mountains: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1017.JPG Fresh July snow on the peak in front of me, and Lake Meziadin out on the horizon: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1019.JPG Bear Glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1020.JPG Is this place for real? http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1024.JPG Out of the mountains and up the valley, north towards Dease Lake: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1027.JPG More of the same interesting landscape: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1029.JPG Makes flying worthwhile: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1030.JPG I was blessed with some beautiful weather phenomena and light: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1032.JPG Took a short break at Bob Quinn Airstrip and watched a Bell Jet Ranger work out with a long line and a sling load: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1038.JPG Continued on up the highway, planning to refuel at Dease Lake and fly on to Watson Lake for the night. Well.............., I didn't quite make it. Twenty-three miles south of Dease Lake is the last mountain pass to negotiate. I couldn't negotiate it. Low ceiling was 1,000 feet lower than the altitude needed to fly the pass. Turned around, flew back down the highway until I found a turn out, then landed on the highway and pulled off into the turn out: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1041.JPG It was raining, wet and muddy, but I was on the ground safe and sound. Pulled out the Iridium Satelite Telephone, called Whitehorse FSS and closed my flight plan. Then gave Nell a call to let her know where I was and that I was ok. Then I put up my tent, crawled in my sleeping bag and crashed. There was a mountain stream next to my camping spot, so I had a serenade all night long of rushing water. Next morning looked no better than the night before: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1043.JPG My favorite norther wild flower, fire weed: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1046.JPG Finally, the weather lifted, some road gang gals brought me 26 liters of 87 octane fuel, and I headed for Dease Lake. I refueled here three years ago on my way south. Some of the lakes are quite striking: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1046.JPG I messed around and did not get around to pulling out the pack stove and boiling some water for coffee. By the time I was about half way between Dease Lake and Watson Lake, I acquired a terrific "hang over" type head ache. I was experiencing caffeine withdrawal. Didn't think I was going to make it to Watson Lake. It was rough and it got hotter. The air was filled with smoke from the forrest fires and my head hurt. When I got to Watson Lake, I immediately taxied over to the camping area and started boiling water for coffee. After four big cups of Folgers coffee bag strong coffee, my headache started subsiding. Thank God! http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1046.JPG Typical trafffic into and out of Watson Lake, Yukon Territory: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1065.JPG How's that for a husky picnic table? I placed my coffee cup on the left hand corner of the table to give you an idea of how huge this thing really is: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1066.JPG The covered pavillion on the right, orange cover over the firewood pile, water faucet for drinking water, what else does a happy airplane camper need? Oh yea, there is an out house. There is a nice large wood stove under the pavillion to keep warm and to cook on. You can set up your tent inside and it will be dry in the morning when you get ready to pack up and take off. I have been through here many times, but have never been here when it was time to drag out the sleeping bag. One of these days I want to camp out under the pavillion: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1069.JPG A classic Far North airport. Notice the two men on top of the tower. The FSS is no longer operating, but there is a weather monitor on duty to open and close flight plans: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1070.JPG Remember I said there was smoke? Lot's of smoke near Rancheria, YT. That is the Alaska Highway under the nose: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1071.JPG This is what it is like flying in the vicinity of the forrest fires: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1074.JPG Fires burning: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1076.JPG http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1077.JPG Swan Lake: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1078.JPG Beauty can be found everywhere, even in the smoke: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1080.JPG I see Whitehorse International Airport out there. Will soon be getting some hot chow and hopefully, a hot shower and a warm bed to sleep in: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1082.JPG I fly over the Yukon River while on right base to final into Whitehorse: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1083.JPG Turning final into Whitehorse: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1085.JPG Miss P'fer is full of fuel and waiting for take off in the morning. Behind her is the Shell fueler. Upstairs is about a half dozen rooms, a couple baths, a pilots lounge, washer and dryer. Cost is about $38.00 CDN a night. A good buy: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1086.JPG Miss P'fer and friends by the Whitehorse control tower. This was about 2300 hours on an overcast evening: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1087.JPG Next morning we land at Haines Junction to take a break. Liable to interact with all kinds of transportation in the far north: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1089.JPG Kluane Lake, YT: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1093.JPG More Kluane Lake: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1096.JPG Sheep Mountain on the left. Name implies there a Dahl Sheep on the mountain, and there are. I saw several herds, but did not take time to try and get pictures of them: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1098.JPG Another good place to take a break. By 2100 hours that night, I was at Bradley Sky Ranch, North Pole, Alaska. But that is a story and pictures for another day. Good night, john h http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1080.JPG ________________________________________________________________________________
Date: Sep 02, 2004
From: "Monte Evans" <monte(at)monteevans.com>
Subject: Re: Alaska 2004 Part III
Hello John, Just wanted to add my thanks for all the wonderful pictures of your Alaska trip. I looked at them all yesterday, then had to show my wife all of them last evening. We are lucky to live in this great country. Take care. Monte $0 Web Hosting with up to 120MB web space, 1000 MB Transfer 10 Personalized POP and Web E-mail Accounts, and much more. Signup at www.doteasy.com ________________________________________________________________________________
Date: Sep 02, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Three Blade Prop & FireFly Noise Reduction
Kolbers, I mounted a third blade on the propeller, and I got another one db reduction in noise. I took some clean air data yesterday, and it looks pretty good. If you are interested, you can read some more about it at: http://www.thirdshift.com/jack/firefly/firefly111.html It really changed the sound characteristics. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Database updates...
Date: Sep 02, 2004
Please let me know if you guys have any updates on your pilot and airplane info. Email me directly at dama(at)mindspring.com John and John, I may try and meet you in Rome. TNK flyin usually falls on my anniversary (and her birthday!) so I'll miss it again... Kip FS II ATL http://www.springeraviation.net/ ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Alaska 2004 Part III (corrections)
Date: Sep 02, 2004
Morning Gang: As usual, I made a few mistakes posting pics last night. Here are the corrections: | Finally, the weather lifted, some road gang gals brought me 26 liters | of 87 octane fuel, and I headed for Dease Lake. I refueled here three | years ago on my way south. | | Some of the lakes are quite striking: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1046.JPG Should be: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1061.JPG | I messed around and did not get around to pulling out the pack stove | and boiling some water for coffee. By the time I was about half way | between Dease Lake and Watson Lake, I acquired a terrific "hang over" | type head ache. I was experiencing caffeine withdrawal. Didn't think | I was going to make it to Watson Lake. It was rough and it got | hotter. The air was filled with smoke from the forrest fires and my | head hurt. When I got to Watson Lake, I immediately taxied over to | the camping area and started boiling water for coffee. After four big | cups of Folgers coffee bag strong coffee, my headache started | subsiding. Thank God! | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1046.JPG Should be: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1064.JPG Sorry about the inconvenience. I'll try to do better. john h ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re: Database updates...
Date: Sep 02, 2004
KIP; Casually mention to her that you think it might be nice to spend your anniversary weekend this year, AWAY from normal house & home things (that always get in the way of the celebration, right?). Gee, maybe you could find a motel way out in "LONDON". Who knew there would be 'some sort of convention' at the same time, going on there? Good Luck, George Bass P. O. Box 770 Camp Verde, AZ 86322 P.S.; I have a good attorney friend if you require one after the trip. --- ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Maule Tundra Tail Wheel
Date: Sep 02, 2004
Hi Folks: Got the Maule Tundra Tail Wheel installed last night early enough to do a test flight. Undoubtedly, I made it without crashing tail first into Mother Earth. It is a good feeling when you change, update, fix, improve, or whatever, test fly it and it performs much better than expected. The first thing I noticed when I started to taxi out for take off at my semi-rough grass strip was the great difference between the 8" pneumatic tail wheel and the 6" solid tail wheel. Even at the recommended 45 psi in the tail wheel tire, it was smooth and did not transmit all the little and big bumps and jars to the airframe. BTW: Here is what it looked like after I landed at 08A, Wetumpka Airport late this evening: http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2250.JPG http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2261.JPG http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2253.JPG http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2254.JPG http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2255.JPG http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2256.JPG http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2257.JPG http://home.elmore.rr.com/jhauck/Maule%20Tundra%20Tail%20Wheel/DSCF2258.JPG ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Sep 03, 2004
Subject: Re: Maule Tundra Tail Wheel
HI John, The Maule tailwheel looks great! Is it full swiveling? Also it looks like you have shortened your spring tube which it attaches to? Was the set up very expensive? Also put me down as another who appreciates the photos and info on your flight. Fly Safe Bob Griffin ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Database updates...
Date: Sep 03, 2004
John H and other early FireStar fliers, Just curious what TAS you guys fly/flew your 377 powered FS's. If I'm in a hurry I typically fly at 5,000 rpm which produces 65 mph IAS which is 60 mph TAS. It can fly a good bit faster but it is uncomfortably loud and thirsty. I average 2.2 gph at this cruise speed. Thom ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: biceps
Date: Sep 03, 2004
Bob, if you want power steering, you need a FireStar which has power steering as standard equipment. It is a two baby finger steering machine and the rudder really works. But that 377 is a gas hog at 2.2gph compared to your 2 gph :-) Thom ________________________________________________________________________________
Date: Sep 03, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Database updates...
No George, his head will be on a stick before the mornings over, to coincidental. Better to use the approach of going some where different and same time look for a faster two place traveling airplane. One there maybe get involved with the other folks and there wives and might turn her into wanting to go each year. Might open the door for short trip here and there in the future, women like to travel. jerb > >KIP; > >Casually mention to her that you think it >might be nice to spend your anniversary >weekend this year, AWAY from normal >house & home things (that always get in >the way of the celebration, right?). > >Gee, maybe you could find a motel way >out in "LONDON". Who knew there >would be 'some sort of convention' at >the same time, going on there? > >Good Luck, > >George Bass >P. O. Box 770 >Camp Verde, AZ >86322 > >P.S.; I have a good attorney friend if > you require one after the trip. > > >--- > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Database updates...
Date: Sep 03, 2004
| Just curious what TAS you guys fly/flew your 377 powered FS's. If I'm in a hurry I typically fly at 5,000 rpm which produces 65 mph IAS which is 60 mph TAS. It can fly a good bit faster but it is uncomfortably loud and thirsty. I average 2.2 gph at this cruise speed. | | Thom Hi Thom/All: I had one of the first 447 powered original FS's. In fact, Homer would not sell me a 447 with the kit, but shipped the 377 which I had to horse trade with Gerry Olenik, Green Sky, for the 447. Normal cruise rpm for the 447 was 5,800 rpm. Seemed this was the speed the engine and airplane wanted to fly. My FS was heavy, especially when loaded up for long cross country flights. I typically flew around 70 mph indicated. In order to get a more accurate cruise speed, I would have to dig out the old log books and see what I have entered in them. I found that my Cuyuna, the 447, and the 582, all ran well at 5,800 and 6,000 rpm. Anything much slower, in the older 2 strokes, and it would be getting into the area of "the pipe", about 5,300 to 5,500 rpm. In that area it would not settle down. RPM would wander up and down as it "got up on and off the pipe". Fuel burn on the 447 at 5,800 was 3.5 gph. The 582 at 5,800 rpm was 5 to 5.5 gph. Two stroke information is quickly fading for me. I flew my last 2 stroke Sep 1993, in my MKIII. Take care, john h ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Sep 03, 2004
Subject: Re: Frances, Here we go again
________________________________________________________________________________
From: N27SB(at)aol.com
Date: Sep 03, 2004
Subject: Re: Frances, Here we go again
It Looks like more Kolbs are in threat in FLA. Hurricanes seem to hate Kolb airplanes so hide em for the next couple of days, Better yet, maybe some of you guys in Ohio can flaunt yours and try to throw Frances off. Good luck every one in Fla. Steve Boetto ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Cruise with 377
Date: Sep 03, 2004
Thom, mines 60 tas at 5800 with a culver 66x28 prop (heavy plane and pilot) 2.5 gph. Hopefully by sometime in Oct. the rebuild will be done and I can get some new numbers. Bryan Green Elgin SC Firestar I 19LBG 377 BRS ________________________________________________________________________________
From: Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil>
Subject: Re: Alaska 2004 Part II (cont)
Date: Sep 03, 2004
Amazing pictures, John H ! Seeing at all that wilderness, river valleys and the glaciers that you flew over, without ANY trace of suitable landing sites, was giving me sweaty palms just sitting here in my comfy chair looking at the pictures on my computer! Beautiful sights. As you said, this type of flying demands that you have a reliable engine. Your trip chould be used as an advertisement for the reliability and durability of the Rotax-912. Those photos could likely be the only chance I'll ever get to see such fantastic scenery looking out the windshield of a Kolb. Thanks for sharing 'em with us! Dennis Kirby Mark-3, in Cedar Crest NM ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Maule Tundra Tail Wheel
Date: Sep 03, 2004
| The Maule tailwheel looks great! Is it full swiveling? Also it looks | like you have shortened your spring tube which it attaches to? Was the set up | very expensive? | | Bob Griffin Hi Bob G/: The Maule Tundra Tailwheel is full swiveling. It is very positive and breaks easily when it is supposed to. Amazing how much better the old MKIII handles and taxis now, compared to the Maule 6" solid and 8" older type pneumatic tailwheels. The swivel is mounted on a pair of tapered roller bearings with a friction dampner to prevent shimmy on pavement. It works great! I have been shortening the tailwheel strut for years. I feel the long standard struts are vulnerable to bending and failure. They ae also apt to get into the rudder on extra hard tailwheel landings. I do not have the measurements of the length I use on my airplane, but it is about 5 or 6 inches of tube exposed from the end of the strut socket. I use .120" 4130 heat treated to 48 RC. Mine was attached with two 3/16 bolts, but over the last 2,200+ hours and overe 5,500 T/O's and landings, the bolt holes had wallowed out a bit causing the wheel to lean a little off vertical. I drilled these holes out to 1/4. Richard Pike, it was a job, touch and go, but I got the heat treated strut drilled out without screwing it up. I spent $21.00 on some new cobalt bits stepped up from 3/16 to 1/4 and a lot of cutting oil. The tailwheel was a good buy compared to the equivalent Scott. About $500.00 less: http://www.aircraftspruce.com/catalog/lgpages/maule_tundra.php http://www.aircraftspruce.com/catalog/lgpages/scott3200tw.php Like I said last night, it sure makes one feel good when a project turns out much better than initially anticipated!!! Take care, john h ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: SS engine decision complete :-)
Date: Sep 03, 2004
Greetings, Well, after much thought, I decided the most logical decision was to get a 912S. Mind you this isn't just any 912S, but in fact, the one that's bolted to Bill Woods old plane :-) Yes, I'm buying Bill's old plane, and should be able to go get it next weekend. As much as I'd rather build, I just can't ignore the fact that I'll be saving well over $10 by buying this plane. It's also clear that my RV-3 will keep me busy for the rest of my life, so I'll never run out of things to tinker with. Cheers, Rusty (kit order cancelled) ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: SS engine decision complete :-)
Date: Sep 03, 2004
> > I'll be saving well over $10 by buying this plane. It's also clear that my > RV-3 will keep me busy for the rest of my life, Hey ten bucks is ten bucks if you want to wimp out on the building experience its a great deal ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Windmilling Prop
Date: Sep 03, 2004
| Most of us are flying with 2.58:1 reduction (or greater) gear boxes, so would probably have to be near red line to get the prop to windmill. | Dave Bigelow Dave B/All: Don't think it will windmill, at least mine wouldn't on the original FS with two blade wood Culver 66X32 in a 90 mph vertical dive. The 582 wouldn't windmill, neither will the 912, and for sure, the 10.5 to 1 compression in the 912ULS won't let it windmill either. Maybe stuck rings on both cylinders or pull the spark plugs out and she will wind mill, maybe. Take care, john h ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Cruise with 377
Date: Sep 04, 2004
Bryan, My 60" IVO is set at about 40" pitch (12 degrees at tip). It probably does not climb as well as yours but it cruises quietly and cheaply. It weighs 337lb. empty and my usual take-off weight with me and 10 gallons of fuel is close to 600lb. Thom ________________________________________________________________________________
Date: Sep 04, 2004
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Windmilling Prop
Interesting that you bring this up because I tried it about two weeks ago. MKIII, 582, 2.58:1 B box, 2 blade 68" Ivoprop. At 60 mph in a descent, went to idle, shut off the engine and adjusted descent angle to maintain 60 mph. The prop took about four or five seconds to slow down and stop but it definitely did stop. Lowered the nose and increased airspeed to 80 and the prop would slowly turn from one compression point to another but it would not windmill and never got anywhere close to anything that would restart the engine. Would have tried it at 90, but there was enough turbulence to make that unwise. A three blade prop or a different reduction ratio could possibly change the results. One way to get a prop to windmill would be to go from dual to single ignition and put a dirt bike compression release in one of the spark plug holes of each cylinder. Pulling the release would allow the engine to windmill and it could be restarted that way. That's probably not a way I would choose, but it would work. Richard Pike MKIII N420P (420ldPoops) > >I believe if you have enough airspeed, a gearbox equipped Rotax will >probably windmill. > > I have a number of hours in a DG-400 sailplane. It's equipped with a > retractable Rotax 503 engine with a 2:1 reduction belt drive. Normal > speed range is from about 45 to 110. When you shut the engine down (55 > mph or so), the prop continues to windmill, and you must use a brake to > stop the prop in a vertical position so the engine can be > retracted. When you extend the engine, the prop will start windmilling > again above 60 mph or so. > >Most of us are flying with 2.58:1 reduction (or greater) gear boxes, so >would probably have to be near red line to get the prop to windmill. I'm >pretty sure a manual pull start of the engine at 50 mph is considerably >easier than static on the ground. I'll check it out when I get my FS 2 in >the air. > >Dave Bigelow >Kamuela, Hawaii > > ________________________________________________________________________________
Date: Sep 04, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: wings wanted
Dan, Let me know what the results are. I just have a feeling he's not going to gain much. Having had flown our shorter wing FireFly and have flown my hangar partners N3-Pup with the 2 cylinder Global (1/2-VW like), I just don't think he's going to get the performance he thinks he will. He must be a shinny guy, if we got 150 ft/m climb we were getting into nose bleed territory. Now if your were to put on say a 377 or 447, or even better a 503, then you should see some worth while performance increase. The engine I thought that would have been just perfect for the N3 was the Thunderchief that Larry Israel was developing that involved conversion of a Citroen 4-stroke 2-cylinder engine to reduction drive unit with electric start & alternator. To bad he and his partner could not agree with each other to finish the project. jerb > >Anybody out there have a set of wings off a FS ll or mark ll, lll for >sale. I have a friend that wants to put a set of Kolb wings on his >Preceptor pup. He's looking for more climb. He's at about 250' per min. >with a half VW and won't change the engine to a more powerful 2 stroke. Do >not archive. >Dan Charter >FS 1 > > ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re: Picture test
Date: Sep 04, 2004
Mike; Agreed. A very nice picture. In case the dimensions given before were not what you expected, it is also 640 x 480 pixels. YMMV. That's what I got when I opened it. George Bass P. O. Box 770 Camp Verde, AZ 86322 USUA #30899 --- ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Sep 04, 2004
Subject: Re: wings wanted
In a message dated 9/4/04 8:27:21 AM Central Standard Time, kkorenek(at)comcast.net writes: << I have a really nice set of 5 rib wings. Only 30 hrs on 'em. Need to get rif of 'em. >> Ken, I wonder if they would fit a firefly. Just thinking out loud. They probably weigh just enough to make the total weight over 254, then I would have to worry about the sport pilot thingy. Ed (In Houston) ________________________________________________________________________________
Date: Sep 05, 2004
From: Ken korenek <kkorenek(at)comcast.net>
Subject: Re: wings wanted
Ed, I THINK they will fit the Firefly- I recall taking some measurements for a "Fly" owner some time ago and that the attach fittings mated, but the lift struts and aileron control tubes would have to be resized. For a FireStar, it is just a matter of bolting everything up with minor adjustment. Sure would like to find a happy home for these wings... Ken Korenek Arlington, Texas "Kolbless" with a Titan in the garage DAquaNut(at)aol.com wrote: > >In a message dated 9/4/04 8:27:21 AM Central Standard Time, >kkorenek(at)comcast.net writes: > ><< > I have a really nice set of 5 rib wings. Only 30 hrs on 'em. > > Need to get rif of 'em. > >> > > Ken, > I wonder if they would fit a firefly. Just thinking out loud. They probably >weigh just enough to make the total weight over 254, then I would have to >worry about the sport pilot thingy. > > Ed (In Houston) > > > > ________________________________________________________________________________
From: "Bob & Patti Pongracz" <bobnpatti(at)enter.net>
Subject: Off-list email
Date: Sep 05, 2004
0.00 DATE_IN_FUTURE_03_06 Date: is 3 to 6 hours after Received: date Dennis S - email me off list when you get a chance. Thanks, Bob P. Firefly ________________________________________________________________________________
Date: Sep 05, 2004
From: Land Shorter <landshorter2(at)yahoo.com>
Subject: New product announcement: affordable VG's
homebuilt-list(at)matronics.com, jabiru-list(at)matronics.com, kitfox-list(at)matronics.com, kolb-list(at)matronics.com, kr-list(at)matronics.com, l29-list(at)matronics.com, l39-list(at)matronics.com, lancair-list(at)matronics.com.1.00.SORTED_RECIPS.Recipient.list.is.sorted.by.address Hey folks, I double checked and Matt Dralle's earlier post says it's OK to post about new aviation products as long as the message doesn't come off as having a "flavor" of "traditional spam". Don't worry I'm not going to try to sell you anything that supposedly makes any of your body parts larger (or smaller) and this product is directly aviation related :) I'm just an airplane builder, owner, pilot, and aviation nut who wants to tell you where you can find more information about a great new product. I've been selling kits of vortex generators (VG's) for only $95 and my customers are telling me they really like the performance gains they're seeing. VG's are great for reducing stall speeds and allow you to land slower, shorter, and safer. I invite you to check out my site at www.landshorter.com and see what you think. My VG's can be quickly installed for testing using removable double-stick tape and come with a 100% money-back guarantee so why not try them out on your plane? You'll be really glad you did :) Thanks and let's keep 'em flying! Joa Harrison The VG Guy www.landshorter.com 1-877-272-1414 (toll free) --------------------------------- ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Michigan Flying Event
Date: Sep 05, 2004
Dear Fellow Kolbers: Once again the Greater Thumb Ultralight Flyers (GTUF) is planning a Round the Thumb trip. The date for this one is 9/18. If you're interested in joining us, please consult the following link: http://www.staliteaviation.com/gtuf/gtuf_menu.html -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Stall speed
Date: Sep 05, 2004
Hi Kolbers, My name is Mike Moulai or Kiwi for short, I am the UK/European distributor for Kolb aircraft and I am New to the Group. I have been flying for 11 years (microlights) and are a flying instructor and examiner, also a test pilot in the UK. At the moment the stall speed of the Xtra is 37kt at a weight of 431 Kg I need to get the stall speed down to 35 Kt or lower. I have temporarily lowered the take off weight to 405 Kg to enable us to gain approval, this gives a stall speed of 33.5Kt. I am looking at fitting a aluminium leading edge sheet to the wing prior to covering, this to increase the overall camber of the wing and doing so also smoothening the airflow over the wing and theoritically reducing the stall speed. Alternatively I have seen vortex generators made by the VG Guy which also are claimed to give the same result, I just think these may look a bit out of place. I would appreciate any comments. Regards Mike Silver Fern Microlights Ltd ________________________________________________________________________________
From: "bryan green" <lgreen1(at)sc.rr.com>
Subject: Re: Stall speed
Date: Sep 05, 2004
Mike I don't think you will lower stall speed by adding weight to the leading edge. If you only need a couple of knots lower weight or go with VG's. JMHO Bryan Green Elgin SC Firestar I 19LBG 377 BRS ----- Original Message ----- From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> Subject: Kolb-List: Stall speed > > Hi Kolbers, > My name is Mike Moulai or Kiwi for short, I am the UK/European distributor for Kolb aircraft and I am New to the Group. > I have been flying for 11 years (microlights) and are a flying instructor and examiner, also a test pilot in the UK. > At the moment the stall speed of the Xtra is 37kt at a weight of 431 Kg I need to get the stall speed down to 35 Kt or lower. I have temporarily lowered the take off weight to 405 Kg to enable us to gain approval, this gives a stall speed of 33.5Kt. > I am looking at fitting a aluminium leading edge sheet to the wing prior to covering, this to increase the overall camber of the wing and doing so also smoothening the airflow over the wing and theoritically reducing the stall speed. > Alternatively I have seen vortex generators made by the VG Guy which also are claimed to give the same result, I just think these may look a bit out of place. > > I would appreciate any comments. > > Regards Mike > Silver Fern Microlights Ltd > > ________________________________________________________________________________
From: WhiskeyVictor36(at)aol.com
Date: Sep 05, 2004
Subject: 377 powered FS's airspeed
In a message dated 9/3/04 8:36:41 AM Eastern Daylight Time, jtriddle(at)adelphia.net writes: > Just curious what TAS you guys fly/flew your 377 powered FS's. If I'm in a > hurry I typically fly at 5,000 rpm which produces 65 mph IAS which is 60 mph > TAS. It can fly a good bit faster but it is uncomfortably loud and thirsty. I > average 2.2 gph at this cruise speed. > > Thom/others I run my Original FireStar with 377 at 5000 RPM when cruising. I never checked or figured out what the TAS is, but I do use a GPS and on a calm day I get about 55 to 60 MPH GS. The ASI shows about the same speed. I sometimes find myself holding too much back pressure on the stick and slowing down due to not being up on the step (planing-like a boat on water). Then the ASI shows 50 MPH or less. I should install an elevator trim tab to stop doing this. My fuel burn at 5000 RPM on a trip nets 2 GPH. I have checked this many times and know it to be accurate. I have a Tenn prop 66 X 30 which is "thicker" than my buddys prop of same make and size. His 377 burns a lot more fuel on the same trip, but he is also following me and has to run at higher RPM's to keep up. We both have 3/4 full enclosures/windshields which helps with the speed. Bill Varnes Original FireStar 450 hrs Audubon, NJ ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Stall speed
Date: Sep 05, 2004
Mike, I made and put VGs on my FireStar and it lowered the stall speed about 3 mph from 31mph indicated to 28mph indicated at a flying weight of about 600 lb. However, this did nothing for landing speed or distance since the main gear is so short that most Kolbs landing in 3-point stance are nowhere near stall angle of attack. However, it did enable lift-off to occur about 2 mph slower than without the VGs. I am guessing that under power the airflow over the wing is enhanced compared to the idle throttle setting during landing. I later removed them because the stall, although slower was rather abrupt, unlike the very gentle stall without the VGs. If it had shortened landing speed or distance I probably would have left them on. Bottom line: VGs might lower your stall speed at gross weight to the UK limit. Only testing will tell. How do the UK authorities verify these speeds? On a one-on-one basis or a sample airplane that qualifies the whole lot? In any case how do they verify actual TAS vs. IAS? Thom Riddle Buffalo, NY ________________________________________________________________________________
Date: Sep 05, 2004
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Stall speed
Greetings Mike, I would suggest trying vortex generators, I have had excellent results. Check out my web site http://www.bcchapel.org/pages/0003/Vortex%20Generators.html Several people on this list have tried the aluminum leading edge, none have bragged about it later. I admit the vortex generators give the MKIII a real "porcupine" look, but pretty is as pretty does... Also, the ones that several of us are using are notably larger than the commercially available stick on ones, which makes them even more unsightly - but it sure does fly good and land slow. No opinion as to whether the smaller commercially available Lexan VG's will work as well. You will need to enhance the control authority of the horizontal tail/elevator once you add VG's to the wing, because the wing will now fly slower than the tail can handle, and you can shoot an approach too slow to flare if you have two full size people aboard. You might want to try making a bucketfull of the aluminum VG's and taping them in place, go fly it and see what you think. It won't cost you more than the price of lunch plus a few hours in the shop. If you don't like it, take them back off. Richard Pike MKIII N420P (420ldPoops) > > >Hi Kolbers, >My name is Mike Moulai or Kiwi for short, I am the UK/European distributor >for Kolb aircraft and I am New to the Group. >I have been flying for 11 years (microlights) and are a flying instructor >and examiner, also a test pilot in the UK. >At the moment the stall speed of the Xtra is 37kt at a weight of 431 Kg I >need to get the stall speed down to 35 Kt or lower. I have temporarily >lowered the take off weight to 405 Kg to enable us to gain approval, this >gives a stall speed of 33.5Kt. >I am looking at fitting a aluminium leading edge sheet to the wing prior >to covering, this to increase the overall camber of the wing and doing so >also smoothening the airflow over the wing and theoritically reducing the >stall speed. >Alternatively I have seen vortex generators made by the VG Guy which also >are claimed to give the same result, I just think these may look a bit out >of place. > >I would appreciate any comments. > >Regards Mike >Silver Fern Microlights Ltd > > ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Report from North Florida
Date: Sep 06, 2004
My Mk3 and FireFly are both in my hangar. These hangars are rated to withstand 105 mph winds. The FireFly trailer weighs only 1700 Lbs and has a huge side area which means there is a it could blow over in hurricane winds. It is parked between a big (empty) fuel tank and adjacent woods. It is tied down to three foot long stakes sledge-hammered into some tight soil. So far, so good but the worst of the storm is yet to come. Battened down and ready, Duane the plane, Tallahassee, FL, Mk3/912, FireFly/trailer for sale. ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: stall speeds Xtra
Date: Sep 06, 2004
Hi All, Thanks very much for the views about the stall speed. I think I will give VGs a go, if I can get the PFA to approve them. Failing that I will increase the flapperon area, I know this will make the controls heavier but I will taper them from the inboard end to the tip end, this should keep the feel about the same but when the flaps are deployed it will increase the camber over more of the wing and theoritically reduce the stall speed. We only have to prove one aircraft and then all others, provided they are the same will be approved. We have to do the stall speeds against a gps with a series of up and down wind runs at 2000 feet, then calculate the average. Regards Kiwi ________________________________________________________________________________
From: "Dan Charter" <lndc(at)fnbcnet.com>
Subject: Re: stall speeds Xtra
Date: Sep 06, 2004
I thought the VG's would keep the air attached to your wing better at a higher AOA at slower speeds. That would do me no good being my stick can't be in my lap upon landing now. That's unless I want to drag the tail wheel. I'm 3 point full stalling my firestar at 28 mph indicated. You could get a lower MCA but what else? I might be way off on this. Set me straight. Do not archive. Dan Charter Original FS 1 ----- Original Message ----- From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> Subject: Kolb-List: stall speeds Xtra > > Hi All, > Thanks very much for the views about the stall speed. > I think I will give VGs a go, if I can get the PFA to approve them. > Failing that I will increase the flapperon area, I know this will make the controls heavier but I will taper them from the inboard end to the tip end, this should keep the feel about the same but when the flaps are deployed it will increase the camber over more of the wing and theoritically reduce the stall speed. > > We only have to prove one aircraft and then all others, provided they are the same will be approved. > We have to do the stall speeds against a gps with a series of up and down wind runs at 2000 feet, then calculate the average. > > Regards Kiwi > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Stall speed
Date: Sep 06, 2004
| Hi Paul, It was not my decision, this was a mod that was imposed by the PFA | for UK approval as the .125 struts did not meet the negative load | requirements of -3g. | | Regards | Mike Hi Mike: Reference negative loads, was this decision made with jury struts installed on the lift struts? john h Titus, Al ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: stall speeds Xtra
Date: Sep 06, 2004
|That's unless I want to drag the tail wheel. | I'm 3 point full stalling my firestar at 28 mph indicated. | Dan Charter | Original FS 1 Dan/All: I remedied that back in 1987, on my original FS, with 35.5" 4130 gear legs shoved all the way up to the intersection of the gear leg sockets. Put the little FS in a perfect 3 pt stance for T/O and landing, helped overcome some of the typical FS noseover tendancy, and made it look purty too! Take care, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004 Part IV
Date: Sep 06, 2004
Hi All: Happy Labor Day. Wind blowing like crazy, torrential rains only minutes or hours away. Good time to get another part of my Alaska Flight Pics on line. This part covers the flight from Burwash Landing, on Kluane Lake, Yukon Territory to North Pole, AK, the down to Palmer and the Knik River. Burwash Landing is on a large beautiful natural lake between Haines Junction and Beaver Creek, Yukon Territory. I had been dreaming of a large Lake Trout lunch at this lodge since I took off from Whitehorse, YT, that morning. Nell and I had enjoyed lake trout steaks when we spent the night here, in the parking lot in the 5th wheel in 1997. Was a little disappointed when I was told, "No trout". Seems the local commercial fishermen had overfished the lake, the Canadian fish and game folks shut down commercial fishing for them. Well, if no trout, then how about a nice big fillet of halibut? We are fresh out...... How about a Burwash Burger and fries? OK: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20001.jpg This is the Weather Station at the airport at Burwash. This gentleman is typical of a lot of local folks at these little villages that man the weather stations, open and close flight plans, and keep us little airplane travelers aware of local weather conditions. This fella loaned me his truck to drive down to the lodge for lunch. BTW: These people are rapidly disappearing as automation takes over the air nav system in Canada: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20003.jpg I made it on into Alaska, only to find more smoke from the forrest fires. This shot was taken between Delta Junction and North Pole, AK: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20007.jpg My buddy JD Smith was at Bradley Sky Ranch, North Pole, AK, to pick me up. JD is a retired Army Chief Warrant Officer W4. He flew almost everything the Army had that would fly. He also flew the AH-1G Cobra in Vietnam, most noteworthy, Lam Son 719, into Laos. Still in the aviation business, JD is civilian airfield manager of Fort Wainwright Army Airfield, Alaska. JD was responsible for making my life a whole lot better in 2001 and again this year, while waiting weather, and smoke, to fly: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20017.jpg After 5 days at North Pole, the smoke got worse, I decided to fly to the Anchorage area and do some day flights. Jim Stocker, Knik River, AK, had invited me to spend time with him. I met Jim at the 912 School, South Mississippi Light Aircraft, Lucedale, MS, last February. Next photo taken near Cantwell, AK, of the big shovel at the coal mines in the mountains: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20023.jpg Not far south of Cantwell is Denali National Park, location of the highest mountain in the North American Continent, Denali or Mount McKinley, 20,320 feet ASL. This is the fourth time I have been to Alaska in the last 10 years and the first time the mountain has come out of hiding. Normally, Denali is only visible 25% of the time. The other 75% it is covered up with clouds. Denali generates its own weather system. This particular day the air is filled with smoke from the many forrest fires in the State and in Western Canada: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20031.jpg Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20035.jpg By this time I have climbed to over 10,000 feet ASL: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20036.jpg Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20038.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20041.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20044.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20045.jpg No way not to get excited, sit on the edge of your seat, and thoroughly enjoy the rugged magnificence of the Denali area. Believe me, there is not place to go in the event of a forced landing, except down. Not trying to be overly dramatic, just stating the facts. This was also one of those places that made me realize what a small speck my MKIII and I were on the face of this beautiful area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20046.jpg Approaching Denali: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20048.jpg No man's land: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20049.jpg Denali area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20050.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20051.jpg I think this is the Moose's Tooth: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20052.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg Denali: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20053.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20054.jpg Denali area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20055.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20063.jpg Some of the many glaciers: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg I was 50+ miles from Talkeetna, while soaring around Denali. With the aid of losing 10,000 feet of altitude and a little tailwind, I wa soon on the ground. Latitude 62 is a local hang out, bar and resturant. Good food and atmosphere. From Hudson's Air Service, at Talkeetna Airport, it is a short walk through the bush, across the railroad track, to the lodge: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20067.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20068.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20069.jpg Talkeetna Airport: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20073.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20074.jpg Between Talkeetna and Willow I saw a strange looking tower, off to the south, several miles from my flight path. Better get over there and see what it is: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20075.jpg Flew a couple orbits around it, and still don't know what it is: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20076.jpg When I got back up to the Fairbanks area, talked to a gentleman from that area. Said the cabin belonged to a lawyer in Anchorage. He got a little carried away with his simple observation deck. A view from Jim Stocker's house to his hanger and PA-12 Piper: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20077.jpg I took this picture because of the interesting design made by the rafters and the sun. However, I am glad I did now. I think this is the only picture I have of Jim's 912 powered Rans 912 powered bush plane. Notice the nice Alaska Tundra Tires. This is really a cool little airplane: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20079.jpg Jim and his PA-12, taxiing down the road to the gravel strip on the Knik River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20081.jpg ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004 Part IV
Date: Sep 06, 2004
Hi All: Happy Labor Day. Wind blowing like crazy, torrential rains only minutes or hours away. Good time to get another part of my Alaska Flight Pics on line. This part covers the flight from Burwash Landing, on Kluane Lake, Yukon Territory to North Pole, AK, the down to Palmer and the Knik River. Burwash Landing is on a large beautiful natural lake between Haines Junction and Beaver Creek, Yukon Territory. I had been dreaming of a large Lake Trout lunch at this lodge since I took off from Whitehorse, YT, that morning. Nell and I had enjoyed lake trout steaks when we spent the night here, in the parking lot in the 5th wheel in 1997. Was a little disappointed when I was told, "No trout". Seems the local commercial fishermen had overfished the lake, the Canadian fish and game folks shut down commercial fishing for them. Well, if no trout, then how about a nice big fillet of halibut? We are fresh out...... How about a Burwash Burger and fries? OK: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20001.jpg This is the Weather Station at the airport at Burwash. This gentleman is typical of a lot of local folks at these little villages that man the weather stations, open and close flight plans, and keep us little airplane travelers aware of local weather conditions. This fella loaned me his truck to drive down to the lodge for lunch. BTW: These people are rapidly disappearing as automation takes over the air nav system in Canada: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20003.jpg I made it on into Alaska, only to find more smoke from the forrest fires. This shot was taken between Delta Junction and North Pole, AK: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20007.jpg My buddy JD Smith was at Bradley Sky Ranch, North Pole, AK, to pick me up. JD is a retired Army Chief Warrant Officer W4. He flew almost everything the Army had that would fly. He also flew the AH-1G Cobra in Vietnam, most noteworthy, Lam Son 719, into Laos. Still in the aviation business, JD is civilian airfield manager of Fort Wainwright Army Airfield, Alaska. JD was responsible for making my life a whole lot better in 2001 and again this year, while waiting weather, and smoke, to fly: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20017.jpg After 5 days at North Pole, the smoke got worse, I decided to fly to the Anchorage area and do some day flights. Jim Stocker, Knik River, AK, had invited me to spend time with him. I met Jim at the 912 School, South Mississippi Light Aircraft, Lucedale, MS, last February. Next photo taken near Cantwell, AK, of the big shovel at the coal mines in the mountains: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20023.jpg Not far south of Cantwell is Denali National Park, location of the highest mountain in the North American Continent, Denali or Mount McKinley, 20,320 feet ASL. This is the fourth time I have been to Alaska in the last 10 years and the first time the mountain has come out of hiding. Normally, Denali is only visible 25% of the time. The other 75% it is covered up with clouds. Denali generates its own weather system. This particular day the air is filled with smoke from the many forrest fires in the State and in Western Canada: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20031.jpg Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20035.jpg By this time I have climbed to over 10,000 feet ASL: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20036.jpg Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20038.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20041.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20044.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20045.jpg No way not to get excited, sit on the edge of your seat, and thoroughly enjoy the rugged magnificence of the Denali area. Believe me, there is not place to go in the event of a forced landing, except down. Not trying to be overly dramatic, just stating the facts. This was also one of those places that made me realize what a small speck my MKIII and I were on the face of this beautiful area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20046.jpg Approaching Denali: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20048.jpg No man's land: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20049.jpg Denali area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20050.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20051.jpg I think this is the Moose's Tooth: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20052.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg Denali: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20053.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20054.jpg Denali area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20055.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20063.jpg Some of the many glaciers: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg I was 50+ miles from Talkeetna, while soaring around Denali. With the aid of losing 10,000 feet of altitude and a little tailwind, I wa soon on the ground. Latitude 62 is a local hang out, bar and resturant. Good food and atmosphere. From Hudson's Air Service, at Talkeetna Airport, it is a short walk through the bush, across the railroad track, to the lodge: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20067.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20068.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20069.jpg Talkeetna Airport: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20073.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20074.jpg Between Talkeetna and Willow I saw a strange looking tower, off to the south, several miles from my flight path. Better get over there and see what it is: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20075.jpg Flew a couple orbits around it, and still don't know what it is: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20076.jpg When I got back up to the Fairbanks area, talked to a gentleman from that area. Said the cabin belonged to a lawyer in Anchorage. He got a little carried away with his simple observation deck. A view from Jim Stocker's house to his hanger and PA-12 Piper: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20077.jpg I took this picture because of the interesting design made by the rafters and the sun. However, I am glad I did now. I think this is the only picture I have of Jim's 912 powered Rans 912 powered bush plane. Notice the nice Alaska Tundra Tires. This is really a cool little airplane: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20079.jpg Jim and his PA-12, taxiing down the road to the gravel strip on the Knik River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20081.jpg His neighbors house on the way to the airstrip: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20082.jpg And we are off and chasing the PA-12 up the Knik River to the mountains and glaciers: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20082.jpg Don't get much better than this: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20098.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20099.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20103.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20104.jpg Yep, that's ice bergs down there in the lake, created by the glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20105.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20106.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20111.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20112.jpg Same general area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20114.jpg Absolutely no where to go if the airplane suddenly gets quiet. The foot of the glacier, with ice crystals that are probably 100 to 150 feet tall: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20117.jpg Not a good quality photo, but gives one an idea of just how large these mountains and glaciers really are: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20123.jpg There were some fun, natural airstrips to land on next to the glacier moraine. The photo looks dark because it was 2300 hours, Alaska Time. We check them out: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20128.jpg I initially tied down next to the gravel strip because I did not think I could get Miss P'fer over the steel gate and another couple posts further up the road. She didn't mind sitting there looking at the mountains and the Knik River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20113.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20124.jpg Ready for take off from Jim Stocker's gravel airstrip on the Knik River. The river level is dictated by how high the temperatures get and how fast the glaciers melt. Notice the river is going down a little, leaving some black mud and glacial silt on the strip. We could only use the upper end of the strip because the lower end was still under water: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20129.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20130.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20131.jpg This will keep you all busy for a little while. By that time, maybe.........., I can get a couple more installments up and running. Next will be the flight down to Homer, Seldovia, and Kachemak Bay, and return to Knik River. Then we'll fly the ice field over the mountains to Valdez, Chitna, and McCarthy. I hope you enjoy my flight, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Alaska 2004 Part IV
Date: Sep 06, 2004
Hi All: Happy Labor Day. Wind blowing like crazy, torrential rains only minutes or hours away. Good time to get another part of my Alaska Flight Pics on line. This part covers the flight from Burwash Landing, on Kluane Lake, Yukon Territory to North Pole, AK, the down to Palmer and the Knik River. Burwash Landing is on a large beautiful natural lake between Haines Junction and Beaver Creek, Yukon Territory. I had been dreaming of a large Lake Trout lunch at this lodge since I took off from Whitehorse, YT, that morning. Nell and I had enjoyed lake trout steaks when we spent the night here, in the parking lot in the 5th wheel in 1997. Was a little disappointed when I was told, "No trout". Seems the local commercial fishermen had overfished the lake, the Canadian fish and game folks shut down commercial fishing for them. Well, if no trout, then how about a nice big fillet of halibut? We are fresh out...... How about a Burwash Burger and fries? OK: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20001.jpg This is the Weather Station at the airport at Burwash. This gentleman is typical of a lot of local folks at these little villages that man the weather stations, open and close flight plans, and keep us little airplane travelers aware of local weather conditions. This fella loaned me his truck to drive down to the lodge for lunch. BTW: These people are rapidly disappearing as automation takes over the air nav system in Canada: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20003.jpg I made it on into Alaska, only to find more smoke from the forrest fires. This shot was taken between Delta Junction and North Pole, AK: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20007.jpg My buddy JD Smith was at Bradley Sky Ranch, North Pole, AK, to pick me up. JD is a retired Army Chief Warrant Officer W4. He flew almost everything the Army had that would fly. He also flew the AH-1G Cobra in Vietnam, most noteworthy, Lam Son 719, into Laos. Still in the aviation business, JD is civilian airfield manager of Fort Wainwright Army Airfield, Alaska. JD was responsible for making my life a whole lot better in 2001 and again this year, while waiting weather, and smoke, to fly: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20017.jpg After 5 days at North Pole, the smoke got worse, I decided to fly to the Anchorage area and do some day flights. Jim Stocker, Knik River, AK, had invited me to spend time with him. I met Jim at the 912 School, South Mississippi Light Aircraft, Lucedale, MS, last February. Next photo taken near Cantwell, AK, of the big shovel at the coal mines in the mountains: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20023.jpg Not far south of Cantwell is Denali National Park, location of the highest mountain in the North American Continent, Denali or Mount McKinley, 20,320 feet ASL. This is the fourth time I have been to Alaska in the last 10 years and the first time the mountain has come out of hiding. Normally, Denali is only visible 25% of the time. The other 75% it is covered up with clouds. Denali generates its own weather system. This particular day the air is filled with smoke from the many forrest fires in the State and in Western Canada: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20031.jpg Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20035.jpg By this time I have climbed to over 10,000 feet ASL: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20036.jpg Same: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20038.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20041.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20044.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20045.jpg No way not to get excited, sit on the edge of your seat, and thoroughly enjoy the rugged magnificence of the Denali area. Believe me, there is not place to go in the event of a forced landing, except down. Not trying to be overly dramatic, just stating the facts. This was also one of those places that made me realize what a small speck my MKIII and I were on the face of this beautiful area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20046.jpg Approaching Denali: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20048.jpg No man's land: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20049.jpg Denali area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20050.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20051.jpg I think this is the Moose's Tooth: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20052.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg Denali: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20053.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20054.jpg Denali area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20055.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20063.jpg Some of the many glaciers: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg I was 50+ miles from Talkeetna, while soaring around Denali. With the aid of losing 10,000 feet of altitude and a little tailwind, I was soon on the ground. Latitude 62 is a local hang out, bar and restaurant. Good food and atmosphere. From Hudson's Air Service, at Talkeetna Airport, it is a short walk through the bush, across the railroad track, to the lodge: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20067.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20068.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20069.jpg Talkeetna Airport: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20073.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20074.jpg Between Talkeetna and Willow I saw a strange looking tower, off to the south, several miles from my flight path. Better get over there and see what it is: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20075.jpg Flew a couple orbits around it, and still don't know what it is: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20076.jpg When I got back up to the Fairbanks area, talked to a gentleman from that area. Said the cabin belonged to a lawyer in Anchorage. He got a little carried away with his simple observation deck. A view from Jim Stocker's house to his hanger and PA-12 Piper: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20077.jpg I took this picture because of the interesting design made by the rafters and the sun. However, I am glad I did now. I think this is the only picture I have of Jim's 912 powered Rans 912 powered bush plane. Notice the nice Alaska Tundra Tires. This is really a cool little airplane: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20079.jpg Jim and his PA-12, taxiing down the road to the gravel strip on the Knik River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20081.jpg His neighbors house on the way to the airstrip: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20082.jpg And we are off and chasing the PA-12 up the Knik River to the mountains and glaciers: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20082.jpg Don't get much better than this: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20098.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20099.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20103.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20104.jpg Yep, that's ice bergs down there in the lake, created by the glacier: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20105.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20106.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20111.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20112.jpg Same general area: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20114.jpg Absolutely no where to go if the airplane suddenly gets quiet. The foot of the glacier, with ice crystals that are probably 100 to 150 feet tall: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20117.jpg Not a good quality photo, but gives one an idea of just how large these mountains and glaciers really are: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20123.jpg There were some fun, natural airstrips to land on next to the glacier moraine. The photo looks dark because it was 2300 hours, Alaska Time. We check them out: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20128.jpg I initially tied down next to the gravel strip because I did not think I could get Miss P'fer over the steel gate and another couple posts further up the road. She didn't mind sitting there looking at the mountains and the Knik River: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20113.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20124.jpg Ready for take off from Jim Stocker's gravel airstrip on the Knik River. The river level is dictated by how high the temperatures get and how fast the glaciers melt. Notice the river is going down a little, leaving some black mud and glacial silt on the strip. We could only use the upper end of the strip because the lower end was still under water: http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20129.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20130.jpg http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20131.jpg This will keep you all busy for a little while. By that time, maybe.........., I can get a couple more installments up and running. Next will be the flight down to Homer, Seldovia, and Kachemak Bay, and return to Knik River. Then we'll fly the ice field over the mountains to Valdez, Chitna, and McCarthy. I hope you enjoy my flight, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Alaska 2004 Part IV
Date: Sep 06, 2004
Hi Everybody: Disregard this post. Was a premature hiccup on my part, again........................... Don't know what I am going to do with myself if I do not learn how to control the keys I inadvertently punch. The complete one is on the way. Truthfully, I did not know I had screwed this first one up. john h ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Kolb-List: Alaska 2004 Part IV | | Hi All: | | Happy Labor Day. Wind blowing like crazy, torrential rains only | minutes or hours away. Good time to get another part of my Alaska | Flight Pics on line. | | This part covers the flight from Burwash Landing, on Kluane Lake, | Yukon Territory to North Pole, AK, the down to Palmer and the Knik | River. | | Burwash Landing is on a large beautiful natural lake between Haines | Junction and Beaver Creek, Yukon Territory. I had been dreaming of a | large Lake Trout lunch at this lodge since I took off from Whitehorse, | YT, that morning. Nell and I had enjoyed lake trout steaks when we | spent the night here, in the parking lot in the 5th wheel in 1997. | Was a little disappointed when I was told, "No trout". Seems the | local commercial fishermen had overfished the lake, the Canadian fish | and game folks shut down commercial fishing for them. Well, if no | trout, then how about a nice big fillet of halibut? We are fresh | out...... How about a Burwash Burger and fries? OK: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20001.jpg | | This is the Weather Station at the airport at Burwash. This gentleman | is typical of a lot of local folks at these little villages that man | the weather stations, open and close flight plans, and keep us little | airplane travelers aware of local weather conditions. This fella | loaned me his truck to drive down to the lodge for lunch. BTW: These | people are rapidly disappearing as automation takes over the air nav | system in Canada: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20003.jpg | | I made it on into Alaska, only to find more smoke from the forrest | fires. This shot was taken between Delta Junction and North Pole, AK: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20007.jpg | | My buddy JD Smith was at Bradley Sky Ranch, North Pole, AK, to pick me | up. JD is a retired Army Chief Warrant Officer W4. He flew almost | everything the Army had that would fly. He also flew the AH-1G Cobra | in Vietnam, most noteworthy, Lam Son 719, into Laos. Still in the | aviation business, JD is civilian airfield manager of Fort Wainwright | Army Airfield, Alaska. JD was responsible for making my life a whole | lot better in 2001 and again this year, while waiting weather, and | smoke, to fly: | | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20017.jpg | | | After 5 days at North Pole, the smoke got worse, I decided to fly to | the Anchorage area and do some day flights. Jim Stocker, Knik River, | AK, had invited me to spend time with him. I met Jim at the 912 | School, South Mississippi Light Aircraft, Lucedale, MS, last February. | Next photo taken near Cantwell, AK, of the big shovel at the coal | mines in the mountains: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20023.jpg | | Not far south of Cantwell is Denali National Park, location of the | highest mountain in the North American Continent, Denali or Mount | McKinley, 20,320 feet ASL. This is the fourth time I have been to | Alaska in the last 10 years and the first time the mountain has come | out of hiding. Normally, Denali is only visible 25% of the time. The | other 75% it is covered up with clouds. Denali generates its own | weather system. This particular day the air is filled with smoke from | the many forrest fires in the State and in Western Canada: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20031.jpg | | Same: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20035.jpg | | By this time I have climbed to over 10,000 feet ASL: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20036.jpg | | Same: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20038.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20041.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20044.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20045.jpg | | No way not to get excited, sit on the edge of your seat, and | thoroughly enjoy the rugged magnificence of the Denali area. Believe | me, there is not place to go in the event of a forced landing, except | down. Not trying to be overly dramatic, just stating the facts. This | was also one of those places that made me realize what a small speck | my MKIII and I were on the face of this beautiful area: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20046.jpg | | Approaching Denali: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20048.jpg | | No man's land: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20049.jpg | | Denali area: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20050.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20051.jpg | | I think this is the Moose's Tooth: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20052.jpg | | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg | Denali: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20053.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20054.jpg | | Denali area: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20055.jpg | | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20063.jpg | Some of the many glaciers: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20060.jpg | | I was 50+ miles from Talkeetna, while soaring around Denali. With the | aid of losing 10,000 feet of altitude and a little tailwind, I wa soon | on the ground. Latitude 62 is a local hang out, bar and resturant. | Good food and atmosphere. From Hudson's Air Service, at Talkeetna | Airport, it is a short walk through the bush, across the railroad | track, to the lodge: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20067.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20068.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20069.jpg | | Talkeetna Airport: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20073.jpg | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20074.jpg | | Between Talkeetna and Willow I saw a strange looking tower, off to the | south, several miles from my flight path. Better get over there and | see what it is: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20075.jpg | | Flew a couple orbits around it, and still don't know what it is: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20076.jpg | | When I got back up to the Fairbanks area, talked to a gentleman from | that area. Said the cabin belonged to a lawyer in Anchorage. He got | a little carried away with his simple observation deck. | | A view from Jim Stocker's house to his hanger and PA-12 Piper: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20077.jpg | | I took this picture because of the interesting design made by the | rafters and the sun. However, I am glad I did now. I think this is | the only picture I have of Jim's 912 powered Rans 912 powered bush | plane. Notice the nice Alaska Tundra Tires. This is really a cool | little airplane: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20079.jpg | | Jim and his PA-12, taxiing down the road to the gravel strip on the | Knik River: | | http://www.c-gate.net/~ppetty/photos/Alaska%202004/Part%20IV/Burwash%20to%20Palmer%20Email/2004a%20081.jpg | | | ==== | ==== | ==== | ==== | | | | | ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Stall speed
Date: Sep 06, 2004
Hi John, no jury struts, as on round tube in neg load they can bow forward or aft aswell, not only up. so jury struts would not work. However on the old streamline struts it was not a problem as they could not bow forward or aft ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: Stall speed > > > | Hi Paul, It was not my decision, this was a mod that was imposed by > the PFA > | for UK approval as the .125 struts did not meet the negative load > | requirements of -3g. > | > | Regards > | Mike > > Hi Mike: > > Reference negative loads, was this decision made with jury struts > installed on the lift struts? > > john h > Titus, Al > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Lift and Jury Struts
Date: Sep 06, 2004
| Hi John, no jury struts, as on round tube in neg load they can bow forward | or aft aswell, not only up. so jury struts would not work. However on the | old streamline struts it was not a problem as they could not bow forward or | aft | Mike Hi Mike/Gang: Jury struts work on this side of the pond, on round struts too. Use two struts per lift strut. Attach from lift strut to a fore and an aft position. Seems this would take care of up and down, as well as fore and aft. BTW: I changed the subject line. john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: twinstar W&B
Date: Sep 06, 2004
| I know a guy in the Reamer MN area that has a Twinstar that has very little time in it. He says it climbs great but for cruise he has allot of back pressure on the stick. He wants to put a 5 lb hammer in the tube. I think I talked him out of it. How far back from the leading edge is the CG on a Twinstar? | Dan Charter Dan C/All: Does he have a cg problem or a pitch trim problem when under cruise power? Kolb airplanes have been proven for many years and many models to be great airplanes, both flying and strength. I would think, unless a pilot is way over average, or way under average, or the builder has drastically made changes in the basic airplane, that the airplane is withing cg and good to fly. However, he may have the airplane rigged wrong and not have any type of pitch trim installed. If the ailerons/flaps are drooped, the nose is really going to be pitch down. On the other hand, if the ailerons/flaps are rigged up (reflexed), the airplane will want to climb and nose down trimm will be required to reduce stick pressure. A certain about of nose pitch down will be experienced from the high thrust line of all Kolb models except the Ultrastar which has the engine and prop mounted under the tailboom, instead of on top. If it was my Twinstar I would try to rig the ailerons to reduce stick pressure. If that did not take care of all of it, I would then design and fabricate pitch trim to take care of the rest of the stick pressure problem. Hope I have not confused anyone, too much..................... john h PS: Last thing I would want to do is put ballast in the airplane. Got enough stuff to haul around with me as it is. ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re: twinstar W&B
Date: Sep 06, 2004
John, et al; I don't really have any business getting in on this, BUT, is there a chance that the incidence of the horizontal tail section is not proper in the plane that is so out of trim at cruise? There didn't seem to be any mention of this at slower speeds. (flame retardant close by) George Bass P. O. Box 770 Camp Verde, AZ 86322 USUA #30899 --- ________________________________________________________________________________
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Re: Heat
Date: Sep 06, 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 > Hi, I have a firestar II and what I did was capture the air out of the shroud that cools the engine. I made a tube that fits over the shroud ports with a gate that I can open or close to get the desired heat, then routed a scat tube into the enclosure. I can send pictures if you would like. Larry ________________________________________________________________________________
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Alvord Desert Fly-in
Date: Sep 06, 2004
Guys, The fly-in for the Alvord is the 17th through the 20th of Sept. Lots of fun, good scenery, Hot springs with occasionally unclad women, not often enough though. Very large runway- 6 miles wide, 11 miles long. Larry,Oregon ________________________________________________________________________________
From: "Dan Charter" <lndc(at)fnbcnet.com>
Subject: Re: twinstar W&B
Date: Sep 07, 2004
I'll send this info to him. Maybe he'll get on the list himself. ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: twinstar W&B > > > | I know a guy in the Reamer MN area that has a Twinstar that has > very little time in it. He says it climbs great but for cruise he has > allot of back pressure on the stick. He wants to put a 5 lb hammer in > the tube. I think I talked him out of it. How far back from the > leading edge is the CG on a Twinstar? | Dan Charter > > Dan C/All: > > Does he have a cg problem or a pitch trim problem when under cruise > power? > > Kolb airplanes have been proven for many years and many models to be > great airplanes, both flying and strength. I would think, unless a > pilot is way over average, or way under average, or the builder has > drastically made changes in the basic airplane, that the airplane is > withing cg and good to fly. > > However, he may have the airplane rigged wrong and not have any type > of pitch trim installed. If the ailerons/flaps are drooped, the nose > is really going to be pitch down. On the other hand, if the > ailerons/flaps are rigged up (reflexed), the airplane will want to > climb and nose down trimm will be required to reduce stick pressure. > > A certain about of nose pitch down will be experienced from the high > thrust line of all Kolb models except the Ultrastar which has the > engine and prop mounted under the tailboom, instead of on top. > > If it was my Twinstar I would try to rig the ailerons to reduce stick > pressure. If that did not take care of all of it, I would then design > and fabricate pitch trim to take care of the rest of the stick > pressure problem. > > Hope I have not confused anyone, too much..................... > > john h > > PS: Last thing I would want to do is put ballast in the airplane. > Got enough stuff to haul around with me as it is. > > ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 07, 2004
Subject: Re: Alaska 2004 Part III
In a message dated 9/2/04 12:14:46 AM Eastern Daylight Time, jhauck(at)elmore.rr.com writes: http://www.c-gate.net/~ppetty/photos/Alaska%202004/DSCF1006.JPG Oh my my my!!....kinda takes the breath away.....absolutely gorgeous!! George Randolph firestar driver from The Villages.....finally...almost....but had to drive through a hurricane!! ________________________________________________________________________________
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Ready to fly ?
Date: Sep 07, 2004
Giovanni Day et al, One of the procedures used by the FAA accident investigators is a controls continuity check. It has occurred to me that it might be prudent to do this before the accident. This procedure is where they look at each component of a given control system. I.E.: the aileron control system, starting with the stick and going item-by-item through the joints at the base of the stick to the push rod ends, control arm ends etc and concluding with the precise movement of the aileron surface. In our simple planes the whole job includes throttle, elevator, rudder, ailerons, flaps etc. The objective is to make sure every connection is bolted, welded, pined or otherwise linked together by a positive mechanically connection. I always do this before I make my first flight tests. I will not elaborate but this has saved my bacon. It is the exact opposite of "kicking tires, lighting the fire and seeing what this baby can do" (R.I.P). Duane the plane Mitchell, Tallahassee, FL Mk3/912, FireFly for sale. ________________________________________________________________________________
From: William George <wgeorge(at)mountainmeadowranch.com>
Subject: Re: Alaska 2004 Part IV
Date: Sep 07, 2004
Aloha John, Thanks so much for posting the pix. Like all of the other Kolbers I have been checking them out and enjoying them very much. They are way too good to be posted one by one. We need to find a way that folks can browse through them. There are very simple web generation programs that will produce one or more index pages which will display thumbnails and link to the larger images. Once the site is automatically generated then one can upload it to the free space provided by most ISPs. Another route would be to upload them to one of the free gallery sites. There you can create galleries for each segment of the trip. My favorite is pBase. They will give you quite a bit of free bandwidth and if you need more it starts at $20 per year. I have no affiliation with pBase other than hosting a few of my own photos there. Check it out 'cause I need to see more of your trip ;-) Here's mine: http://www.pbase.com/wgeorge Bill George Hawaii Kolb Mk-3 Verner 1400 Powerfin On Sep 6, 2004, at 8:56 PM, Kolb-List Digest Server wrote: > Hi All: > > Happy Labor Day. Wind blowing like crazy, torrential rains only > minutes or hours away. Good time to get another part of my Alaska > Flight Pics on line. ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Lift and Jury Struts
Date: Sep 07, 2004
Hi John, I agree and we looked into that, The PFA do not like change and there would be more pieces to play with when rigging and derigging and damage. I sure wish we had an experimental catagory over here. Kiwi ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Kolb-List: Lift and Jury Struts > > | Hi John, no jury struts, as on round tube in neg load they can bow > forward > | or aft aswell, not only up. so jury struts would not work. However > on the > | old streamline struts it was not a problem as they could not bow > forward or > | aft > | Mike > > Hi Mike/Gang: > > Jury struts work on this side of the pond, on round struts too. Use > two struts per lift strut. Attach from lift strut to a fore and an > aft position. Seems this would take care of up and down, as well as > fore and aft. > > BTW: I changed the subject line. > > john h > > ________________________________________________________________________________
From: "Richard" <rwsnipomo(at)charter.net>
Subject: Mark III Extra Kit # 1
Date: Sep 08, 2004
Unfortunitly I must sell my completed Kit # 1 All sections except the flaperons have been completed. Quality work and ready for inspection. Location: Nipomo, Calif. ( Central Coast ) Call Richard Smith at 805-929-6409 ________________________________________________________________________________
From: <timwarlick(at)bellsouth.net>
Subject: Weight and Balance problem with Mark 3 Classic
Date: Sep 08, 2004
1.30 X_PRIORITY_HIGH Sent with 'X-Priority' set to high 0.00 X_MSMAIL_PRIORITY_HIGH Sent with 'X-Msmail-Priority' set to high Fellow Kolbers, I did the weight and balance on my just finished Mark 3 Classic and the "Pilot + Full Fuel" CG location is at 37.6 % (24.8 inches from datum) versus the design maximum limit of 35% (23.1 inches from datum). The "Pilot + Passenger + no fuel" CG location is OK (29.4%, 19.4 inches from datum). Total empty weight is 567 lbs (includes BRS parachute mounted in front of engine). I have followed the CG weighing and calculating instructions in the plans exactly. I used aircraft electronic scales (calibrated June 2004) for the mains and a bathroom scale (calibrated with a 50 lb weight) for the tail. I compared my results with another Mark 3 Classic owner. His single pilot CG was 38%. Is this typical of other Mark 3 Classics? If so, what do I say to the FAA inspector about my CG being out of the design spec? I already have the battery mounted in the nose. I really hate to add more weight to the nose to fix the problem. Are there any other suggestions? I look forward to your comments? Tim Warlick Mobile, AL ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: New Paint Scheme
Date: Sep 08, 2004
| I made him stand still so I could get this picture of his new paint scheme | on his MarkIII. He still has a little more painting to do to finish it up | and be ready to head to Chesnut Knolls for the Homecoming. | | http://home.comcast.net/~kolbrapilot/Photos/100_2746.JPG | John Williamson Hi John W/All: Well, these red and yellow sunburst wings are sprouting up all over the place these days. hehehe Just got back from a short flight over to Wetumpka Airport. Low and behold, a FSII with red and yellow sunburst wings tried to do a gun run on me. :-) James Tripp has 37.0 flight hours on his new FSII. He is getting the 40 hours flown off so he can fly to London with us. Great! Gary, it looks GOOD! See ya over here at hauck's holler in two weeks and a day. You too John W. Times a wastin'. I still haven't gotten mine cleaned up from my last trip. Got dust and dirt on it from Knik River to Eagle Plains. Gosh, hate to wash off all those memories. Take care, john h PS: You are welcome to land at Gantt IAP, all 750 feet of it. However, if you prefer, land at Wetumpka and we'll make arrangements to pick you up, chow you down, get you a shower, and put you to bed. Got to tuck your own self in though. ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 10, 2004
Subject: Re: Frances, er....Ivan....Here we go again
In a message dated 9/3/04 10:20:57 AM Eastern Daylight Time, N27SB(at)aol.com writes: It Looks like more Kolbs are in threat in FLA. Hurricanes seem to hate Kolb airplanes so hide em for the next couple of days, Better yet, maybe some of you guys in Ohio can flaunt yours and try to throw Frances off. Good luck every one in Fla. Steve Boetto WHEW! I made it to Richard Swiderski's house and .......do I finally feel safe with my wonderful firestar "by George!" NO...I repeat...NO.....Ivan is coming and I just brought by George down THROUGH Frances!! God is throwing Scud hurricanes at us!! One guy on the way down decided that HE is upset with the queers!!! Well, everyone has an opinion.But I must say, I am happy to be at least this far....still haven't gotten battened down for the latest threat though. In helping Rich a bit yesterday as we worked on his garage in the sweltering ....HUMIDITY OF 100%....he allowed the slanderous "geeez, this is really hard" to escape from his personage. Now when the Swiderskiman shows that much emotion....you KNOW things must be bad!! Even though Frances blew hard enough to raise one of my trailer wheels clear off the ground on the way down here on RT 95 near Jacksonville (no where near the eye!!!!!!) everything is kinda under control now. ....and I just used "stretchwrap, not shrinkwrap" on the plane. Will be going over the puppy after Ivan to assure every rivet and brace is still intact. For those who offered advice and assistance on this trip, I thank you sincerely. George Randolph Firestar driver from.......THE VILLAGES!!!! ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Sep 10, 2004
Subject: Re: Frances, er....Ivan....Here we go again
George, I can speak from a bit of experiance after riding 2 of these monsters out from the middle of the state(like you are now). All humor aside, we had very little in the way of structural damage, UNLESS you had a tree fall on you. The large amount of mature trees inland really buffer the wind and keep it off the ground. The trees really help if you have them, But alot of them blow over. When they do they crush everything. Also, study the storm as it approaches, all of our heavy winds came from between the East and the NE. The only way to get wind from the south is if it skins by you on the west(This can be really bad). Get a generator if you can and store as much fuel as possible. Fuel ran out here both times for days. WE had sustained wind from charles of 100mph for 20 min. and sustained winds from frances of 65 mph for 18 hrs. Sitting on my porch that faced west I could bbq chicken and drink beer with only a light breeze. and remember, HERicanes are meaner than HIMacanes. that was a joke. Be careful and good luck Steve Boetto ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Sep 10, 2004
Subject: Re: Who?
Sure looks like Rayhill. Steve B donotarchive ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Sep 10, 2004
Subject: Re: Nailed Down in Tampa
I feel like you sound, Gottaluvit Steve B ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Looong flight
Date: Sep 10, 2004
While I realize this doesn't compare with the kind of journeys taken by Brother Hauck, Brother Willamson, and others, nevertheless this was a day that involved a personal best for me, to wit: 8.2 hours on the Kolb Mark II 406 miles flown -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
From: "John Williamson" <kolbrapilot(at)comcast.net>
Subject: Looong flight
Date: Sep 10, 2004
Hey Ken, Eight hours in any airplane in one day is a very large accomplishment! >8.2 hours on the Kolb Mark II )406 miles flown >-Ken Fackler >Kolb Mark II / A722KWF >Rochester MI I just hope you had a lot of fun. Brother Williamson ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 10, 2004
Subject: Re: Nailed Down in Tampa
In a message dated 9/10/04 7:09:05 PM Eastern Daylight Time, beauford(at)tampabay.rr.com writes: I quit. If Ivan wants that dumb little airplane that bad, let him have it... if I can find enough of the pieces afterwards, I'll use em to build a rocking chair and a still... After the final shovel drill with the anchors, remained conscious just long enough to take a couple of snapshots of how the trailer and Fly are secured.... These will be the "before" shots just in case... Have sent a few of 'em in to be posted to photoshare if anyone is curious. Florida sure is growin' on me... Do Not Archive Beauford FF#076 Brandon, FL Beaufordman!!! PLEEEEEZ don't sho me your mortality....you are one of my yourng heros!! I am in the process of working with the Swiderskiman to beef up some place on his castle to store my airplane that I towed down here from Ohio THROUGH Frances......I can hardly believe I lived through that. I've never lived through a hurricane before .....but I appall myself...because I can hardly believe that I am that dumb. Well, I'll just blame it on my bride. The pain of paradise..... yer bud George Randolph Firestar drive in THe Villages, Fl ________________________________________________________________________________
From: "Doug Wetzel" <dougwe(at)comcast.net>
Subject: Looong flight
Date: Sep 11, 2004
This lurker wants to know how you loooong fligh guys manage to sit comfortably for all that time! Doug ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Looong flight
Date: Sep 11, 2004
| This lurker wants to know how you loooong fligh guys manage to sit | comfortably for all that time! | | Doug Hi Doug/All: There are a couple ways I do it. 1. Temper Foam. Before temper foam, my butt would begin to cramp around 30 minutes. Since temper foam, I am good to go. Never get butt cramps, except when the temper foam finally gives up, which was around 10 years and 2,000 hours. 2. Short flight legs. Normally I fly an hour or two. To me, a cross country flight is as much meeting folks on the ground as it is boring holes in the sky. The more I land the more people I get to meet and interact with. I have a little black book filled with names from all over the Lower 48, Canada, and Alaska. Most of these folks were meet through flying my little airplanes. 3. I am not going to say I am 100% comfortable sitting in a tiny cockpit all day long. I do get uncomfortable at times. I take Celebrex for the artheritis, and when knees and other parts begin to ache, I take a hand full of ibuprophen. 4. Flying in areas that are beautiful and exciting, one tends to forget about the aches and pains. I must admit, there are more aches and pains at 65 than there were back when I started playing with these things. Take care, john h ________________________________________________________________________________
From: "Doug Wetzel" <dougwe(at)comcast.net>
Subject: Looong flight
Date: Sep 11, 2004
Thanks for the info, John...if I can ever get my XYL to stop spending my airplane money, I'll take that advice to heart when I start construction. I totally agree with #2,3, and 4! Caught your interview on Ultraflight Radio last week, and love those PIX! I live in Salt Lake City and have threatened for the past couple of years to at least drive down to MV to meet you when you all go down there, but scheduling problems have prevented it so far. Fly safe Doug -----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: Looong flight | This lurker wants to know how you loooong fligh guys manage to sit | comfortably for all that time! | | Doug Hi Doug/All: There are a couple ways I do it. 1. Temper Foam. Before temper foam, my butt would begin to cramp around 30 minutes. Since temper foam, I am good to go. Never get butt cramps, except when the temper foam finally gives up, which was around 10 years and 2,000 hours. 2. Short flight legs. Normally I fly an hour or two. To me, a cross country flight is as much meeting folks on the ground as it is boring holes in the sky. The more I land the more people I get to meet and interact with. I have a little black book filled with names from all over the Lower 48, Canada, and Alaska. Most of these folks were meet through flying my little airplanes. 3. I am not going to say I am 100% comfortable sitting in a tiny cockpit all day long. I do get uncomfortable at times. I take Celebrex for the artheritis, and when knees and other parts begin to ache, I take a hand full of ibuprophen. 4. Flying in areas that are beautiful and exciting, one tends to forget about the aches and pains. I must admit, there are more aches and pains at 65 than there were back when I started playing with these things. Take care, john h ________________________________________________________________________________
From: "Mike Pierzina" <planecrazzzy(at)lycos.com>
Date: Sep 11, 2004
Subject: W/B - Percent and inches
Hi James/ Guys, OK , Is this my CG window ? When I take 20% of the Cord ( 61 in ) I get 12.2 When I take 35% of the Cord ( 61 in ) I get 21.35 Seems that my CG should be between 12.2 - 21.35 from the leading edge. Right? James where did you get "Distance from leading edge to CG - max 23.68 even when I use 37 % like your w/b I only come up with 22.5 ? Mike -- ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: Looong flight
Date: Sep 11, 2004
>>From: "Doug Wetzel" > This lurker wants to know how you loooong fligh guys manage to sit > comfortably for all that time! You know, that's surprising. I have a Mark II, which is not all that roomy, and frankly, I'm a chubby chap being only 5' 9" and 245 pounds. However, the shortness comes primarily from short legs, so it's not too bad. I guess I've gotten used to the side-to-side part but since I don't have anyone in the other seat, and can "bleed over" a bit with my right arm, it's not really bad. Of course, I wasn't in the air for a continuous 8+ hours, there were enough fuel and rest stops along the way to break it up. -Ken Fackler Mark II / A722KWF Rochester ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Looong flight
Date: Sep 11, 2004
John H, Who/where is a good source for Temper Foam? My butt wants to know. Thom EarlyFS/377 ________________________________________________________________________________
Date: Sep 11, 2004
From: "Wayne F.Wilson" <wfwilson1(at)yahoo.ca>
Subject: Aileron Counterbalance Tube
Today when moving my plane a friend put a little pressure on a counterbalance tube on the aileron and the steel tube broke about an inch from the connection. Upon examination of broken end about 2/3 of the end was rusted. So obviously it had been broken previously hidden by the fabric and paint. Upon examination of the other tube we found cracks in it. Has anyone experienced this? In the short term what should there be a problem to fly with one on and one off? Any info would be appreciated. Your truly Wayne F Wilson Slingshot 009 Amherstburg ON ________________________________________________________________________________
Date: Sep 11, 2004
Subject: [ Beauford Tuton ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Beauford Tuton Subject: Pre-hurricane preparations; FireFly & trailer http://www.matronics.com/photoshare/beauford@tampabay.rr.com.09.11.2004/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: Check you aileron balances
Date: Sep 11, 2004
Today while moving Waynes slingshot out of the hanger I snapped off the aileron balance. Closer inspection revealed that it had been cracked halfway around for some time. An inspection of the other one shows cracking also. You guys may want to check yours on the next preflight. It cracked near the weld. I had my first "incident" with the Jabi today. Everything was fine at t ake off but when I went to throttle back nothing happened. On the Jabi if the throttle cable breaks it goes to full throttle. I never liked this arrangement but if it had failed on take off I would probably still be sitting in a tree. What had happened Is that the pin holding the clevis to the throttle fell out. I was able to reach around and find the cable and had some throttle capability and I killed the engine at 50 ft. to simpify the landing. All went well and was able to fly again today. ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: N62BW made it to it's new home
Date: Sep 11, 2004
Greetings, I'm happy to report that my new SS (Bill Woods' old plane) made it safely to it's new home at 2R4 in Milton FL. Of course it may not stay all that safe there, particularly if they keep plotting Ivan more toward our direction. The trip took 1:08 there in an RV-8 (actual IFR departure), and 2:30 back in the SS. Burned 15 gallons, at an average of 5100 rpm, and 90 mph. The only problem was a completely non-functional compass. Fortunately, I had my trusty Garmin 195 in the flight bag :-) The plane flies just like I remember it, only a little faster. I'll probably appreciate the power a little more when I get used to the plane again, and push it a little harder. The goal for today was simply to get it home. Overall, the plane's very nice, but I'm going to have to spend a bit of time reworking a few things. Some if it is maintenance items, and the rest is tailoring it to my use. For example, I never met Bill Woods, but either he's short enough to lean waaaaaay forward without hitting the canopy, or he's got 6 foot long arms. The radio and switches are well laid out, but I just can't reach them in flight. Cheers, Rusty ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: N62BW made it to it's new home
Date: Sep 11, 2004
| 2:30 back in | the SS. Burned 15 gallons, at an average of 5100 rpm, and 90 mph. | Rusty Rusty/All: That works out to 6 gph. My 912ULS at 5,200 rpm burns 5.3 gph. At 5,000 burns 5.0 gph. And, the airspeed is about the same as your SS. Maybe the numbers will change as you become more accustomed to the new airplane. Good luck, john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Temper Foam
Date: Sep 11, 2004
| Who/where is a good source for Temper Foam? My butt wants to know. | | Thom Hi Thom/Gang: You can do a Google search for "temper foam" and get a buncha hits. Or, got to: http://www.aircraftspruce.com/menus/cm/foam.html Acft Spruce has as good a price as any. I bought a piece at OSH 2003, may 10 yr old piece had deteriorated to the point of butt ache, and paid more for it there from the Temper Foam specialist than to order from Acft Spruce. I'd like to have a 3" piece, but $63.00 seems like an awful lot. Plus, my Aszuzu seat cover may not be large enough to go over it. I have always used a 1" piece of "firm" Temper Foam. john h ________________________________________________________________________________
Date: Sep 11, 2004
From: Bruce McElhoe <mcelhoe(at)cvip.net>
Subject: Re: Temper Foam
> | Who/where is a good source for Temper Foam? My butt wants to know. > | > | Thom > Hi all, I recently found a good price from Skandia: http://www.skandia-inc.com/conforprop.htm Also, Wicks has a good price on smaller sheets. Regards, Bruce McElhoe FireFly #88 Reedley, California ________________________________________________________________________________
Date: Sep 12, 2004
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Temper Foam
Yes they do, I get all my Temperfoam from Wicks, but I only use it in the motorcycle seats, I still like the factory trampoline seats in my MKIII. Anyway, a 16" X 18" X 1" pad is $16 extra soft part # 19016 soft # 19017 medium # 19018 stiff # 19019 Wicks Aircraft Supply, 1-800-221-9425 Their catalogs are free if you ask for one Richard Pike MKIII N420P (420ldPoops) > > > > | Who/where is a good source for Temper Foam? My butt wants to know. > > | > > | Thom > > >Hi all, > >I recently found a good price from Skandia: > >http://www.skandia-inc.com/conforprop.htm > >Also, Wicks has a good price on smaller sheets. > >Regards, > >Bruce McElhoe FireFly #88 >Reedley, California > > ________________________________________________________________________________
Date: Sep 12, 2004
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: Temper Foam
Bruce McElhoe wrote: > > > > >> | Who/where is a good source for Temper Foam? My butt wants to know. >>| >>| Thom >> >> >> >Hi all, > >I recently found a good price from Skandia: > >http://www.skandia-inc.com/conforprop.htm > >Also, Wicks has a good price on smaller sheets. > >Regards, > >Bruce McElhoe FireFly #88 >Reedley, California > From the most famous of the seat cushion companies: http://www.oregonaero.com/Prlist1.htm ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: N62BW made it to it's new home
Date: Sep 12, 2004
That works out to 6 gph. My 912ULS at 5,200 rpm burns 5.3 gph. At 5,000 burns 5.0 gph. And, the airspeed is about the same as your SS. ------------------ Hi John, I had read your numbers before, and mine turned out to be a little higher. This wasn't exactly the most scientific test though. I was a disappointed at the noise level of the engine too. Man is that thing loud. I was wearing the top of the line Lightspeed ANR headsets, and the noise was overwhelming them, causing cracking and popping sounds. This has happened in some variations of my rotary RV-3, particularly when I had only a turbo, and no muffler. The Lightspeed folks have worked with me, and I've got the problem resolved with the RV-3, but I'm probably going to have to use a regular passive headset with the SS. Things are not looking too good on the Ivan front, so perhaps I'll hold off on the mods to see if the plane is still in one piece by the end of the week. Cheers, Rusty ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 12, 2004
Subject: Re: Outrageous anti-aviation proposal
In a message dated 9/10/04 8:09:50 AM Eastern Daylight Time, jtriddle(at)adelphia.net writes: See http://www.eaa.org/communications/eaanews/pr/040909_weiner.html for more info on this. PLEASE write your congressman and help defeat this stupid proposal. You can find your congressman here http://www.house.gov/ by providing your zip+4. If you don't know your +4, you can find it here. http://zip4.usps.com/zip4/welcome.htm Thom do not archive Thanks for the heads up Thom George Randolph the villages fl ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Sep 12, 2004
Subject: Re: Frances, er....Ivan....Here we go again
In a message dated 9/10/04 8:43:23 AM Eastern Daylight Time, N27SB(at)aol.com writes: George, I can speak from a bit of experiance after riding 2 of these monsters out from the middle of the state(like you are now). All humor aside, we had very little in the way of structural damage, UNLESS you had a tree fall on you. The large amount of mature trees inland really buffer the wind and keep it off the ground. The trees really help if you have them, But alot of them blow over. When they do they crush everything. Also, study the storm as it approaches, all of our heavy winds came from between the East and the NE. The only way to get wind from the south is if it skins by you on the west(This can be really bad). Get a generator if you can and store as much fuel as possible. Fuel ran out here both times for days. WE had sustained wind from charles of 100mph for 20 min. and sustained winds from frances of 65 mph for 18 hrs. Sitting on my porch that faced west I could bbq chicken and drink beer with only a light breeze. and remember, HERicanes are meaner than HIMacanes. that was a joke. Be careful and good luck Steve Boetto I hear ya Steve and know EXACTLY what you are talkin about relative to the NE direction business.....I hear tell the NW is the best side...I'm in totally in the learning mode though...only been here since Oct...off n on. Ivan WILL be on my NE side but maybe 100 miles away IAW the latest predictions...so far, The Villages is doin just fine still not having been hit yet! Swiderski's trees took a medium beatin, but Thank God his property has done just fine. He is only 12 miles NNW of me. George Randolph firestar drive from The Villages ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Temper Foam
Date: Sep 12, 2004
I have the original sling seats in my MKIIIc but I found that I could stand only about 30 minutes of my tail bone riding on the cross bar. I was given a bunch of app. 2 inch thick high density foam from a guy at Oshkosh a few years ago that I think was killed in Kolb crash shortly after. I cut a piece that covers the bottom of the sling seat and then cut out a piece for my tail bone. Then because my legs needed some support I added a short piece that sits under my thigh. I used two sided tape to hold the foam in place and put the optional factory upholstery over every thing. I now have a seat that is comfortable for two to three hours. Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Richard Pike" <richard(at)bcchapel.org> Subject: Re: Kolb-List: Temper Foam > > Yes they do, I get all my Temperfoam from Wicks, but I only use it in the > motorcycle seats, I still like the factory trampoline seats in my MKIII. ________________________________________________________________________________
Date: Sep 12, 2004
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: Outrageous anti-aviation proposal
GeoR38(at)aol.com wrote: > > >In a message dated 9/10/04 8:09:50 AM Eastern Daylight Time, >jtriddle(at)adelphia.net writes: > > >See http://www.eaa.org/communications/eaanews/pr/040909_weiner.html for more >info on this. > >PLEASE write your congressman and help defeat this stupid proposal. > >You can find your congressman here http://www.house.gov/ by providing your >zip+4. >If you don't know your +4, you can find it here. >http://zip4.usps.com/zip4/welcome.htm > >Thom >do not archive > Here's a heads-up on contacting your guys in DC from someone who participated in a successful campaign to get a bill passed. Send a FAX. Due to the anthrax scare, mail can take weeks or even months to reach your rep or senator. (I work for USPS & I know.) Emails & phone calls are easy for staffers to ignore or assign minimal weight to because they require minimal effort on the part of the sender. Faxes are what they pay attention to. My rep's web site even hints at that on the 'contact' page. FWIW... Charlie ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Aileron Counterbalance Tube
Date: Sep 12, 2004
Hi Wayne, I would recommend not flying with only one mass ballance as this will give an inballance between the ailerons. I would suggest you either repair the aircraft or remove the other mass ballance first before you fly again, then fit them both again once repaired. Happy Flying Kiwi ----- Original Message ----- From: "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> Subject: Kolb-List: Aileron Counterbalance Tube > > Today when moving my plane a friend put a little > pressure on a counterbalance tube on the aileron and > the steel tube broke about an inch from the > connection. Upon examination of broken end about 2/3 > of the end was rusted. So obviously it had been broken > previously hidden by the fabric and paint. Upon > examination of the other tube we found cracks in it. > Has anyone experienced this? In the short term what > should there be a problem to fly with one on and one > off? > Any info would be appreciated. > Your truly > Wayne F Wilson > Slingshot 009 > Amherstburg ON > > ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Check you aileron balances
Date: Sep 12, 2004
Gidday, Woody, what aircraft do you have the Jab on?, How does it fly? are you happy with it?. I am in the process of fitting a new one to my Xtra. What prop and ram-air ducts do you have?, any photo's. Kiwi ----- Original Message ----- From: "woody" <duesouth(at)govital.net> Subject: Kolb-List: Check you aileron balances > > Today while moving Waynes slingshot out of the hanger I snapped off the > aileron balance. Closer inspection revealed that it had been cracked halfway > around for some time. An inspection of the other one shows cracking also. > You guys may want to check yours on the next preflight. It cracked near the > weld. > I had my first "incident" with the Jabi today. Everything was fine at t > ake off but when I went to throttle back nothing happened. On the Jabi if > the throttle cable breaks it goes to full throttle. I never liked this > arrangement but if it had failed on take off I would probably still be > sitting in a tree. What had happened Is that the pin holding the clevis to > the throttle fell out. I was able to reach around and find the cable and had > some throttle capability and I killed the engine at 50 ft. to simpify the > landing. All went well and was able to fly again today. > > ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Sep 12, 2004
Subject: Duane the Plane's Firefly
________________________________________________________________________________
From: N27SB(at)aol.com
Date: Sep 12, 2004
Subject: Duane the Plane's Firefly
Just got back to Orlando, I ran up to North Florida today to snatch Duane's Firefly #007 from the jaws of Ivan. Bryan Melborn and I plan to change her from a DryFly to a WetFly.That is to say we are going to float her. For those of you that have not met Duane, well he is a real gentleman and a real craftsman. Cross your fingers for those guys in North Fla because I think Ivan is going to beat on them. Sorry George, I drove right by your place today but I really wanted to get the Fly tucked in. Hericanes and Himacanes Hate Kolbs. Steve Boetto WetFly #007 ________________________________________________________________________________
Date: Sep 12, 2004
From: "Bob N." <ronoy(at)shentel.net>
Subject: Winchester VA Fly-In Oct 2-3 EAA Ch186
Fall Fly-In at Winchester VA (OKV) lat N39-08.61 W078-08.66 AWOS 124.8, Unicom 122.7, Ground 121.75, 100LL Pancake breakfast Rain or Shine 0800-1100 C-54, B-25, Vintage Car Display Aircraft Judging, Arts&Crafts, Vendors, Childrens' Activities Info: www.eaa186.org, eaa186(at)yahoo.com 703-361-0294 OKV is very UL friendly several gas stations 2 mi. I'll have my truck there if anyone needs to fetch mogas Bob N. ________________________________________________________________________________
Date: Sep 13, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Temper Foam
Any one read the article by the folks of Oregon Aero that was in one of the EAA or Kit plane issues a while back. It addressed crash worthy seats. It was a real eye opener. A question I had asked on the UL list was why did it seemed that pilots who had some landing incident with Titans or ThunderGulls seemed to experience some back injury. After reading the article I now had a better ideal why. The sling seat are another bad thing - its the rebound energy that gets you. If you get a chance look it up. Temper foam or the name Oregon calls theirs made indeed help. jerb > > >I have the original sling seats in my MKIIIc but I found that I could stand >only about 30 minutes of my tail bone riding on the cross bar. I was given a >bunch of app. 2 inch thick high density foam from a guy at Oshkosh a few >years ago that I think was killed in Kolb crash shortly after. I cut a piece >that covers the bottom of the sling seat and then cut out a piece for my >tail bone. Then because my legs needed some support I added a short piece >that sits under my thigh. I used two sided tape to hold the foam in place >and put the optional factory upholstery over every thing. I now have a seat >that is comfortable for two to three hours. > >Rick Neilsen >Redrive VW powered MKIIIc > >----- Original Message ----- >From: "Richard Pike" <richard(at)bcchapel.org> >To: >Subject: Re: Kolb-List: Temper Foam > > > > > > Yes they do, I get all my Temperfoam from Wicks, but I only use it in the > > motorcycle seats, I still like the factory trampoline seats in my MKIII. > > ________________________________________________________________________________
Date: Sep 13, 2004
From: possums <possums(at)mindspring.com>
Subject: Re: stall speeds Xtra
At 01:42 AM 9/7/2004, you wrote: Beauford check out this one - URL: http://possums.photosite.com/fx1/ new from the Skunkworks. Top end - 100 mph at 6400 RPM 65 mph at 5200 RPM Stalls around 40 mph? (too high) - it was bumpy only been flown 15 minutes. One of one. ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Sep 13, 2004
Subject: Hipp ultralight for sale
Greetings, A friend is sell his ultralight, if interested you see it on his webpage. http://home.elp.rr.com/leokramer/ http://home.elp.rr.com/leokramer/ ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: stall speeds Xtra
Date: Sep 13, 2004
Gidday, Was that a 582?. Kiwi ----- Original Message ----- From: "possums" <possums(at)mindspring.com> Subject: Re: Kolb-List: stall speeds Xtra > > At 01:42 AM 9/7/2004, you wrote: > > Beauford check out this one - > > URL: http://possums.photosite.com/fx1/ > > new from the Skunkworks. > Top end - 100 mph at 6400 RPM > 65 mph at 5200 RPM > Stalls around 40 mph? (too high) - it was bumpy > only been flown 15 minutes. One of one. > > ________________________________________________________________________________
From: "Bill Woods" <kolbpilot(at)msn.com>
Subject: Slingshot 62BW
Date: Sep 13, 2004
Hi Rusty, When you get aquainted with the yoke in 2BW you can toggle EIS functions and radio functions without reaching the panel. Place the transmitter in memory mode and you can toggle 25 preset frequencies. If you don't have a manual for the Microair I think it's available online. EIS functions are same as panel. Bill Woods ________________________________________________________________________________
Date: Sep 13, 2004
From: possums <possums(at)mindspring.com>
Subject: Re: stall speeds Xtra
At 08:56 PM 9/13/2004, you wrote: > > >Ltd" > > > > Gidday, Was that a 582?. > > > > Kiwi > > > >Nope, >That there is a 503 :-) >Nice looking bird, to bad its a nose dragger but real nice all the same. We >have some real talented folks on this list! > >Denny Thanks - but it's not mine - I just watch them build them and test them, crash them, change them and fly them again. I'm in the hanger up the hill on their little grass strip. http://www.mindspring.com/~possums/ ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: N62BW made it to it's new home
Date: Sep 13, 2004
Rusty, Yes, MONROE AIRPARK [2FA2] 29 1' 8" N 82 6' 49" W. Its a 4000ft strip with trees on both ends & a lot of big oaks hanging out along its sides. Its a piece of cake for UL's, but it looks intimidating from the air. My neighbor who owns the strip, is building a RV 8 & feels it will serve him fine. If you are in the area, give it a fly over & if you are comfortable, stop in. ... Ricahrd Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Rusty Subject: RE: Kolb-List: N62BW made it to it's new home When you are looking to take a cross country trip, you are welcome to drop in here at Monroe Airstrip. ... Richard Swiderski ------------------- Thanks Richard. I guess that's 2FA2? I don't anticipate any cross countries for a while (if ever) in the SS, but I'll be about 65 miles away in the RV-3 toward the end of next month. Tracy's annual rotary fly in is set for Aug 29-31 at 9FL5- Shady Bend Airpark. Rusty (ordering a compass that knows which way is North) ________________________________________________________________________________
Date: Sep 13, 2004
Subject: kolb sale
From: <zoperman(at)localnet.com>
Hello folks. Im putting my mk3 582 up for sale, with our without floats.139 hrs, no problems. flys cheap and is clean. I found a chief on 1400 edos for my next love affair. I'm in Maine. This list is great, and I look foreward to reading it every day. .contact me off list. Do not archive and keep em up.Del in Maine. ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Sep 14, 2004
Subject: Re: Hurricane Frances gone
In a message dated 9/7/04 9:53:19 AM Central Standard Time, mitchmnd(at)msn.com writes: << Thanks for the good wishes. I sure hope the Kolbers down South did as well. Ivan, please break up! >> Duane, Looks like your going to be on the bad side of Ivan. Beauford seems to be ready, but I think He will escape this one , but if not ,he is ready. I know youre tired of all the ups and downs. They keep moving the projected path to the West. Our percentages of a hit in Houston ,went up to 7% from 4% . If I dont see that thing turn north by morning I am going to start securing my Firefly trailer. Id hate to lose it before I even use it. Batten down the hatches. We will say a prayer for yall. Ed ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Check you aileron balances
Date: Sep 13, 2004
I really need to get out and write down the prop size. Many people have asked. It came off a Jabi on a Titan. I think it is qver propped as I am only getting 2830 rpm on take off. Still climbs at 8-900 fpm. I am going to cut the tips to make them quieter as mentioned in past emails. This may speed up the engine. The Jabi is mounted on a modified Mk 111. It has the standard du cts. I like the performance so far and am happy with the whole set up and now even the backward throttle arrangement. Gotta get out and take some photos. ----- Original Message ----- From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> Subject: Re: Kolb-List: Check you aileron balances > > Gidday, Woody, what aircraft do you have the Jab on?, How does it fly? are > you happy with it?. > I am in the process of fitting a new one to my Xtra. > What prop and ram-air ducts do you have?, any photo's. > > Kiwi > ----- Original Message ----- > From: "woody" <duesouth(at)govital.net> > To: > Subject: Kolb-List: Check you aileron balances > > > > > > Today while moving Waynes slingshot out of the hanger I snapped off the > > aileron balance. Closer inspection revealed that it had been cracked > halfway > > around for some time. An inspection of the other one shows cracking also. > > You guys may want to check yours on the next preflight. It cracked near > the > > weld. > > I had my first "incident" with the Jabi today. Everything was fine at t > > ake off but when I went to throttle back nothing happened. On the Jabi if > > the throttle cable breaks it goes to full throttle. I never liked this > > arrangement but if it had failed on take off I would probably still be > > sitting in a tree. What had happened Is that the pin holding the clevis to > > the throttle fell out. I was able to reach around and find the cable and > had > > some throttle capability and I killed the engine at 50 ft. to simpify > the > > landing. All went well and was able to fly again today. > > > > > > ________________________________________________________________________________
Date: Sep 14, 2004
Subject: Firefly Elevator
From: herbgh(at)juno.com
Kolbers Just about ready to fly my lil Firefly. Wondering if elevator movement should be about 30 degrees both ways?? Herb ________________________________________________________________________________
Date: Sep 14, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Firefly Elevator
> > >Kolbers > > Just about ready to fly my lil Firefly. Wondering if elevator >movement should be about 30 degrees both ways?? Herb > Herb, I have one of the early ones and my elevator moves plus or minus 20 degrees. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: Re: Firefly Elevator
Date: Sep 14, 2004
Herb... That's about what I have on mine... Good luck... Beauford FF#076 ----- Original Message ----- From: <herbgh(at)juno.com> Subject: Kolb-List: Firefly Elevator > > > Kolbers > > Just about ready to fly my lil Firefly. Wondering if elevator > movement should be about 30 degrees both ways?? Herb > > > ________________________________________________________________________________
From: "chris davis" <scrounge69(at)comcast.net>
Subject: Re: kolb sale
Date: Sep 14, 2004
how much , pictures? chris davis ________________________________________________________________________________
Date: Sep 15, 2004
Subject: q
From: russkinne <kinnepix(at)earthlink.net>
This may be too late to be of use -- but I'm sure everyone knows it's vitally important Not to let the winds get UNDER a trailer, shed, building or whatever. That's why trailer-parks suffer so much damage. Even stuffing hay-bales around the edges would help a lot. Sounds like him-acanes are even worse than her-icanes! Good luck Russ Kinne ________________________________________________________________________________
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: It's ALIVE
Date: Sep 15, 2004
Finally returned to the list...Flew the "modified" Ultrastar this spring but have not had much time to fly...only 17 hours this season and it does not look like it will get much more use.....It looks more like a Slingshot (Ultrashot or Slingstar) than anything else and performs well ...I was able to get all the undesirable (for me) Ultrastar features eliminated and added a few good options.....seat tank, center stick , firestar gear with lots of prop clearance, cog belt reduction drive, enclosure , beefed up wings and streamline struts, deeper fuselage for more head clearance ,and mechanical heel brakes..... Now the negative ......hard to enter.....ailerons still a bit heavy but much better than original ..enclosure needs more work due to air spilling in at top....too fast (75MPH) in cruise at 5400RPM to be Ultralight....too heavy by 15 #...and of course the Cuyuna UL202 that so many of you hate ! I acquired the engine with a recent overhaul by Tom Oelinik and it has performed perfect as did the other Ultrastar that has 150+ no problems hours. I did have a bit of trouble getting propellar , jet combinations correct ! I'm taking a quick break from my Cropdusting business here in Western NY and need to get back to work...lots of business because of the wet growing season...hurricanes too....I hope Ivan doesn't visit but ? ? I will post some new pictures soon Ed In Western NY ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: It's ALIVE Kolb Ultrastar Modified
Date: Sep 15, 2004
and of course the Cuyuna UL202 that so many of you hate ! | Ed In Western NY Hi Ed/All: Who said that? Problems I had with the ULII02: 1. Cases were milled to lighten to the point there was insufficient contact surface to keep the cylinder base gaskets from leaking after a few hours. Primarily the PTO cyl. May............had the cyl case bolts been more convenient to get to, the cases and cyls would have been retorqued more often and prevent leaking base cyl gaskets. However, being lazy and wanting to fly every waking moment, back in 1984-85, some of the time consuming maintenance slipped. The engine had to be disconnected from the eng mt in order to get at the bolts to retorque. 2. This was a Kolb design problem, not a Cuyuna problem: Slop in redrive system caused one belt to be tighter than the other. Seems like a simple cure for stiff ailerons on the Ultrastar would be relocate aileron push/pull tubes further inboard on the primary aileron bell crank that is attached to the bottom of the tail boom. An inch inboard would give a lot of mechanical advantage over the stock position. The US had enough aileron to throw the wing away and fly on ailerons alone. hehehe Welcome back Ed. john h ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: It's ALIVE Kolb Ultrastar Modified (cont)
Date: Sep 15, 2004
Ed/All: Forgot to mention the good stuff. Other than the couple things I mentioned in the previous msg, the ULII02 was a good engine. Had CDI ign, so no timing/ign pt problems like we had with the pt ign Rotax two strokes. Mikuni carb was excellent. Never fouled a spark plug, although lost a sp plug wire on the inverted eng one day on the way to TLH, causing a forced landing. IIRC it burned about 3.5 gph at 5,800 rpm, which was my normal cruise speed. We had one ULII02 go belly up in flight at 9+ hours. The double row PTO crank bearings overheated and froze on the crank shaft. All in all, I had good luck with it, as did others I knew that flew with it, back in the mid-80's. john h ________________________________________________________________________________
From: "Giovanni Day" <gde01(at)bellsouth.net>
Subject: Firefly Elevator
Date: Sep 15, 2004
Herb, What process are you using on the fly? Post or send some photos. Will you be at the Kolb fly-in? Hope to see you there. Giovanni -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of herbgh(at)juno.com Subject: Kolb-List: Firefly Elevator Kolbers Just about ready to fly my lil Firefly. Wondering if elevator movement should be about 30 degrees both ways?? Herb == direct advertising on the Matronics Forums. == == == ________________________________________________________________________________
From: "Bruce Cox" <bruce_allen_cox(at)hotmail.com>
Subject: Great list
Date: Sep 16, 2004
Hello All, Just an intro.... Name is Bruce Cox, age 51, out of So. Calif. Came across the mail list the other day, was excited to find it so signed on. Maybe one of these days soon I'll be able to pick up a UL. Been busting the brain trying to decide what to get, but keep ending up looking @ the Firestar II. Must be love.... S. Pilot & Airframe Mech. in the 70's. Worked out of VNY airport for Gay Truby Aviation & North American Jet (building the Hustler proto-type) for Allen Paulson, who later became the owner of the champion race horse , Cigar. (made a few bucks on that one...) And also worked on the 1st Aerostars. Presently taking instruction on Quick Sport II out of LLano, Ca. I am aching to get a bird...so if anyone out there has any good leads, I'd like to work something out with the little I have left saved up. Saw on this site that there is going to be a Kolb fly-in. Will try to locate where and see if I can make it.... Nice to meet you all, and keep up the great communications. Bruce ________________________________________________________________________________
From: "James, Ken" <KDJames(at)berkscareer.com>
Subject: Great list
Date: Sep 16, 2004
Welcome aboard! Good luck on you search. Ken James Building Kit One (still) MkIII -----Original Message----- From: Bruce Cox [mailto:bruce_allen_cox(at)hotmail.com] Subject: Kolb-List: Great list Hello All, Just an intro.... Name is Bruce Cox, age 51, out of So. Calif. Came across the mail list the other day, was excited to find it so signed on. Maybe one of these days soon I'll be able to pick up a UL. Been busting the brain trying to decide what to get, but keep ending up looking @ the Firestar II. Must be love.... S. Pilot & Airframe Mech. in the 70's. Worked out of VNY airport for Gay Truby Aviation & North American Jet (building the Hustler proto-type) for Allen Paulson, who later became the owner of the champion race horse , Cigar. (made a few bucks on that one...) And also worked on the 1st Aerostars. Presently taking instruction on Quick Sport II out of LLano, Ca. I am aching to get a bird...so if anyone out there has any good leads, I'd like to work something out with the little I have left saved up. Saw on this site that there is going to be a Kolb fly-in. Will try to locate where and see if I can make it.... Nice to meet you all, and keep up the great communications. Bruce ________________________________________________________________________________
From: "Richard" <rwsnipomo(at)charter.net>
Subject: Re: Great list
Date: Sep 16, 2004
Bruce, I am selling a completed Kit #1 for a Kolb Mark III Extra. This lst Kit consists of finished wings, and completed tail section. All metal parts and fuselage tube have been pouder coated off white. It is ready for Kit # 2. Location is Nipomo, Ca. On the Central coast just south of San Luis Obispo. Call is you have questions: 805-929-6409. Richard Smith ----- Original Message ----- From: "Bruce Cox" <bruce_allen_cox(at)hotmail.com> Subject: Kolb-List: Great list > > Hello All, > > Just an intro.... Name is Bruce Cox, age 51, out of So. Calif. Came > across the mail list the other day, was excited to find it so signed on. > Maybe one of these days soon I'll be able to pick up a UL. > Been busting the brain trying to decide what to get, but keep ending up > looking @ the Firestar II. Must be love.... > S. Pilot & Airframe Mech. in the 70's. Worked out of VNY airport for Gay > Truby Aviation & North American Jet (building the Hustler proto-type) for > Allen Paulson, who later became the owner of the champion race horse , > Cigar. (made a few bucks on that one...) And also worked on the 1st > Aerostars. > Presently taking instruction on Quick Sport II out of LLano, Ca. > I am aching to get a bird...so if anyone out there has any good leads, I'd > like to work something out with the little I have left saved up. > Saw on this site that there is going to be a Kolb fly-in. Will try to > locate where and see if I can make it.... > Nice to meet you all, and keep up the great communications. > Bruce > > > ________________________________________________________________________________
From: "Bruce Cox" <bruce_allen_cox(at)hotmail.com>
Subject: Twinkle Twinkle
Date: Sep 16, 2004
Hi all, Thanks for the welcomes. I will monitor those web sites for the Firestar II. I like the 2nd seat + 503. May have to settle for something rebuildable...we'll see. God willing, and patience something will appear....keep me in mind if you find one. In the mean time I got to get back up in the air, so off to see my flight instructor in his Quick II. (We've been trying to get it into a spin....lol) Happy Flying. Will keep in touch. Bruce Cox ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Sep 16, 2004
Subject: Re: Firefly Elevator
In a message dated 9/15/04 5:51:37 PM Central Standard Time, herbgh(at)juno.com writes: << The damn thing was built with splayed landing gear! Geez--I can do that my self when I start to fly it. :-) I believe I can fix that by drilling new holes where the gear legs fit into the fuselage. >> Herb Maybe the gear is not splayed. The axle fittings were out of spec on my firefly. Solved the problem with a trick from Jack Hart. I just took the wheel of and put a piece of water pipe over the axle and bent the axle fitting until the tires toed out at the top. Ed ( in Houston) ________________________________________________________________________________
Date: Sep 16, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: FireFly Roll Stick Slack
Kolbers & FireFlyers, I have one of the early FireFlys and I have always had some slack in the stick in roll. It is not bad, but it is a nuisance. When flying through strong thermals the FireFly will roll before I can get the slack out and apply pressure to keep the wings level. Also on gusty cross wind landings you have to displace the stick before you can apply pressure in the opposite direction. Today I modified the linkage at the bottom of the stick to eliminate all lost motion. I used "O" rings in compression as springs to keep everything tight. Those of you have early FireFlys and other Kolb designs that use a similar system may want to look at: http://www.thirdshift.com/jack/firefly/firefly113.html I have test flown it, and it is much nicer. No flopping of the stick from side to side. One just has to apply pressure to keep the wings level as one wing passes into a thermal. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "Bruce Cox" <bruce_allen_cox(at)hotmail.com>
Subject: Firestar
Date: Sep 16, 2004
Hi all; Can anyone with experience on a Firestar II 503 un-confuse me as to the carrying weight. I need to know befor I buy... (see following) Thanks From an owner: Best wing-fold system of any UL, strongest wing [5" dia. wing spar], 4130 chromoly cage, will haul a big guy [I'm 270, my friend Chuck is 6'4- we both fit], the climb is great. From a seller: Thanks for the interest in the Kolb. I have over $19000 invested, but I have had 400 hours of mostly pure pleasure from her. The asking price is $13000. The plane is not junk, have complete logs on engine and airframe with detailed entries for each condition inspection. The plane has a jumpseat but the weight of the plane is 441# (and the factory said it could be built at 325#, another sales lie) makes it way over gross to carry a passenger unless they weigh about 50#. It is simply and safely a one place plane. If you have never flown a small plane like this it would benefit you to get some lessons before you buy and try it on your own. Also do not buy anything you can't inspect, touch, feel, have someone with an eye for homebuilts check it out if you feel unqualified. Okay, as corny as this sounds "define your mission and then get a plane" it is so true. This plane is a joy in light winds and early morning/late evenings, it is not a cross country plane, a 60 mile flight is a long flight (longest flight about 100 miles). ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 17, 2004
Subject: Re: Firestar
In a message dated 9/17/2004 12:01:37 AM Eastern Standard Time, bruce_allen_cox(at)hotmail.com writes: Hi all; Can anyone with experience on a Firestar II 503 un-confuse me as to the carrying weight. I need to know befor I buy... (see following) Thanks From an owner: Best wing-fold system of any UL, strongest wing [5" dia. wing spar], 4130 chromoly cage, will haul a big guy [I'm 270, my friend Chuck is 6'4- we both fit], the climb is great. Perhaps I had better explain my above statement: I picked the FS II because I could fit in it. I am 6'0" at 270. And with the 503, she really climbs well & is probably the best UL for short field work. I often put an additional 6 gal. gas can behind the seat [for a total of 16 gal.] for those longer flights. The FS doesn't seem to notice it. My friend, Chuck is 6'4" at 280+; he fits in his FS OK too. So, we don't BOTH fit in a FS II at the same time. Howard Shackleford FS II SC ________________________________________________________________________________
From: "Bruce Cox" <bruce_allen_cox(at)hotmail.com>
Subject: Re: Firestar
Date: Sep 17, 2004
Being able to carry two passengers totaling 550lbs. is too much to ask for??? :) I am concerned about the empty weight... I'd like to fly for an hour with 2 people at 300pds. Just trying to make the numbers work so I can take my honey up. Can a Firestar II with a 305 weigh in at say, 385 empty? Rest of the time it'll be just me and the sky..... Thanks, Bruce Get ready for school! Find articles, homework help and more in the Back to ________________________________________________________________________________
Date: Sep 17, 2004
From: dama(at)mindspring.com
Subject: Re: Firestar
Bruce, mine is 368 lbs. empty with a BRS, brakes, and an ELT. 441 seems pretty heavy so passengers have to be very light... Kip -----Original Message----- From: Bruce Cox <bruce_allen_cox(at)hotmail.com> Subject: Kolb-List: Firestar Hi all; Can anyone with experience on a Firestar II 503 un-confuse me as to the carrying weight. I need to know befor I buy... (see following) Thanks From an owner: Best wing-fold system of any UL, strongest wing [5" dia. wing spar], 4130 chromoly cage, will haul a big guy [I'm 270, my friend Chuck is 6'4- we both fit], the climb is great. From a seller: Thanks for the interest in the Kolb. I have over $19000 invested, but I have had 400 hours of mostly pure pleasure from her. The asking price is $13000. The plane is not junk, have complete logs on engine and airframe with detailed entries for each condition inspection. The plane has a jumpseat but the weight of the plane is 441# (and the factory said it could be built at 325#, another sales lie) makes it way over gross to carry a passenger unless they weigh about 50#. It is simply and safely a one place plane. If you have never flown a small plane like this it would benefit you to get some lessons before you buy and try it on your own. Also do not buy anything you can't inspect, touch, feel, have someone with an eye for homebuilts check it out if you feel unqualified. Okay, as corny as this sounds "define your mission and then get a plane" it is so true. This plane is a joy in light winds and early morning/late evenings, it is not a cross country plane, a 60 mile flight is a long flight (longest flight about 100 miles). ________________________________________________________________________________
Date: Sep 17, 2004
Subject: Firefly Axle attach fitting alignment
From: herbgh(at)juno.com
Ed I hadn't considered that it might have been built that way until I took the wheels and brakes off yesterday and noticed that the axles are aligned. So , it could not be fixed by alignment! Bending the axle will mess up my already suspect brake drum alignment. Won't it? The bend will necessarily occur outboard of the brake backing plate attach point. My solution is to weld up another set of fittings with a longer collar so that I can drill a hole a bit further up the gear leg. Think that will weaken the gear leg? Anybody tried the mountain bike disc brakes? They are very lite and seem to work well. At least on the J3 Kitten that I helped to install them on. Herb ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 17, 2004
Subject: Re: Firestar
In a message dated 9/17/2004 11:01:08 AM Eastern Standard Time, dama(at)mindspring.com writes: I have flown my FSII at or just over the suggested max gross of 725 lbs. I personally believe that a 980 lb. FSII would climb out somewhere between 200-300 fpm on a COLD day. A 503 is a bit weak for these kind of weights... Kip Yea, 725 was the suggested gross on mine. I think mine weighs in at 440 with radio, Matco disc brakes, "C" box, & Warp Drive 3 blade prop. I regularly fly a little over gross with 10 [or even 16] gallons of gas & my personal weight of 270 [dressed]. I reckon that puts me at just over 800 lbs. Even so, I still out-climb most UL's at our field, including FS II's. Why? It's because of the "C" box at a ratio of 3.47:1 turning the Warp Drive, 3 blade, taper tip, 68" prop. I think a big, slow-turning prop is the way to go for a heavy hauler. With the above setup, you could easily carry two 150 pounders, and for short flights, just carry 5 gallons of gas. Your passenger will not be very comfortable as the jump seat is small & they can't move their feet much, but for one person, it's a dream. Howard Shackleford FS II SC ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 17, 2004
Subject: Re: Firestar
In a message dated 9/17/2004 11:37:52 AM Eastern Standard Time, HShack(at)aol.com writes: Even so, I still out-climb most UL's at our field, including FS II's. Why? It's because of the "C" box at a ratio of 3.47:1 turning the Warp Drive, 3 blade, taper tip, 68" prop. I think a big, slow-turning prop is the way to go for a heavy hauler. By the way, my fuel efficiency is as good or better than most of the UL's at our field. Howard Shackleford FS II SC ________________________________________________________________________________
Date: Sep 17, 2004
From: dama(at)mindspring.com
Subject: Re: Firestar
Good point... Kip -----Original Message----- From: HShack(at)aol.com Subject: Re: Kolb-List: Firestar In a message dated 9/17/2004 11:37:52 AM Eastern Standard Time, HShack(at)aol.com writes: Even so, I still out-climb most UL's at our field, including FS II's. Why? It's because of the "C" box at a ratio of 3.47:1 turning the Warp Drive, 3 blade, taper tip, 68" prop. I think a big, slow-turning prop is the way to go for a heavy hauler. By the way, my fuel efficiency is as good or better than most of the UL's at our field. Howard Shackleford FS II SC ________________________________________________________________________________
From: "Bruce Cox" <bruce_allen_cox(at)hotmail.com>
Subject: Firestar weights
Date: Sep 17, 2004
Ok... I for one am sold. I really wanted the Star to work for me. Thanks guys. Waiting to hear from Steve....I wonder if there is a wait allowance for the floats? Bruce Get ready for school! Find articles, homework help and more in the Back to ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 17, 2004
Subject: Re: Firestar II
In a message dated 9/17/2004 1:25:59 PM Eastern Standard Time, richard(at)bcchapel.org writes: We are getting into the short rows on our FSII with the 582 on it, maybe another three or four weeks at most. (Not counting waiting for the paperwork/inspections to get done) We too will be installing a 582 on a FS II [Chuck Reinert's plane] as soon as we rebuild the engine. We will be installing the largest prop we can get away with to get maximum climb. We anticipate some awsome results. Well, he should at least be able to keep up with me. hehehe Howard Shackleford FS II SC ________________________________________________________________________________
Date: Sep 17, 2004
From: Aircraft Spruce <fun_plane(at)yahoo.com>
Subject: Fuel Mizer vrs NavMan
da2a(at)yahoogroups.com, Aircar(at)yahoogroups.com, canard-aviators(at)yahoogroups.com, Corby_Starlet(at)yahoogroups.com, navion_aircraft_mail(at)yahoogroups.com, piper-cub-builders(at)yahoogroups.com, quicksilverultralightowners(at)yahoogroups.com, RV10(at)yahoogroups.com, subaruaircraft(at)yahoogroups.com, europa-list(at)matronics.com, kitfox-list(at)matronics.com, kolb-list(at)matronics.com Builders, Thanks for bringing the matter of Fuel Mizer vs. NavMan fuel computers to our attention. We have carried Fuel Mizer for a couple of years and had never heard of NavMan. We asked the manufacturer of NavMan about the difference in the units, and as you can see from the following commentary there is definitely a difference, only the Fuel Mizer is recommended for Aviation use. Fuel Mizer has been thoroughly tested in aviation applications and is certified for CAO-95-45 aircraft in the Australia. Best Regards, Jim Irwin President, Aircraft Spruce ----- Original Message ----- From: SlipStream Industries, Inc. Subject: Questions Regarding Fuel Mizer Dear Jim: I am forwarding an email I received from Ole Jensen, President of Boss Products, the manufacturer of the Fuel Mizer under license from Navman. SlipStream is Boss Product's North American distributor. In his response to the questions posed yesterday, he references certain modifications and approvals received for use of this product in aviation. The exact language found on the cover of the Installation and Instruction manual is as follows: This instrument has been modified to comply with Australian Engineering order HEO-469 and certified for CAO 95-25 type aircraft in Australia. Please let me know if you have any questions, or desire any further information. Kindest regards, Mike Puhl SlipStream International ----- Original Message ----- From: Ole Jensen Subject: Re: Mizer. Dear Mike: The question raised regarding the Navman fuel flow meter and the Mizer is a common one that has been around for many years and a lot of people have lost money and endangered themselves by purchasing the Navman for use in aviation. Nearly all the Navman units purchased for this application have failed and Navman refuses to replace them under warranty. Several years ago we negotiated with Navman and paid a licensing fee that enabled us to make the appropriate modifications for use in aviation. In addition, the Mizer has been registered with CASA (the equivalent to your FAA) and certified by a qualified aeronautical engineer. Boss Products paid to have the appropriate modifications made for use in civil aviation, and these modifications have been improved upon several times since. As a result, the Mizer enjoys an excellent reliability record and has been certified according to CAO order no.HEO-469 as printed on the cover of the installation manual. Any one doubting the validity of our agreement with Navman is free to contact the Vice President of Navman in New Zealand, Mr. Mark Michell, and he will verify these facts. Boss Products is the only company in the world licensed to modify and distribute this particular product. Unfortunately, some unscrupulous marine dealers still offer the Navman for use in unapproved applications despite the knowledge that the manufacturer strictly prohibits this practice. Greed and ignorance are usually the motivator. I can also tell you that the price differences between the Navman and Fuel Mizer are reasonably close, especially considering the potential danger for misuse in a non-approved aviation application. Further, I spoke with Navman earlier today and was told that no one in the U.S. is offering this unit for anywhere close to US $99.00, and that the suggested retail price is US $299.00, though they offer special MAP pricing from time to time. Hope this helps to clear up this issue. Please let me know if I can be of further assistance in any way. Regards, Ole Jensen President _______________________________ Express yourself with Y! Messenger! Free. Download now. ________________________________________________________________________________
From: "Thom Riddle" <jtriddle(at)adelphia.net>
Subject: Re: Firefly Axle attach fitting alignment
Date: Sep 18, 2004
I once owned a Zenith CH701 that had Yamaha disk brakes and golf cart wheels and tires. The brakes were the best holding and stopping you can imagine. Because the wheels/tires on motorcycles are so large diameter compared to our little airplanes, they require much larger holding power to resist the higher torque. So when used on smaller wheels/tires, they provide phenomenal holding power and yet are smooth, even and easy to control. Thom ________________________________________________________________________________
Date: Sep 18, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Firefly Axle attach fitting alignment
Herb, Be careful how much braking power you put on the FireFly or you will need a roll skate attached under the nose cone as in certain situations it doesn't take much to put it on its nose. If you be a skinny folk you may be fine but much weight in the seat and the FireFly can nose over pretty easy - like many things you just have handle it carefully - as long as you can control the braking power and it's not to strong you'll be fine. What wheels do you have the 5" or the 6" and are they plastic or the steel wheel barrow wheels. We had the 6" wheel barrow wheels and had to swap out the China bearing for better quality ones - takes four of them at about $5 each. That reduced the tenancy of brakes to grab with the Azusa internal expansion brakes (go-kart). I had always thought that bands brakes would be better for the FireFly. If properly install they float well and don't grab. The Tracy O'Brien hydraulic brakes are great for a heavier plane but would be too much braking power for the FireFly. A shirt time back the fellow that bought our FireFly put different tires on it and according to him, it made it much more controllable. I guess I and my partner being tail dragger pilots didn't think it was bad but if changing only the tire size improved the ground handling characteristics, that's wonderful. jerb > >Ed > I hadn't considered that it might have been built that way until I >took the wheels and brakes off yesterday and noticed that the axles are >aligned. So , it could not be fixed by alignment! > > Bending the axle will mess up my already suspect brake drum >alignment. Won't it? The bend will necessarily occur outboard of the >brake backing plate attach point. > > My solution is to weld up another set of fittings with a longer >collar so that I can drill a hole a bit further up the gear leg. Think >that will weaken the gear leg? > > Anybody tried the mountain bike disc brakes? They are very lite >and seem to work well. At least on the J3 Kitten that I helped to install >them on. Herb > > ________________________________________________________________________________
Date: Sep 18, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Fuel Mizer vrs NavMan
Curious what mods were done that would effect it's reliability in an aviation application. In the pass speaking with Greg of Grand Rapids Technologies, manufacturer of the EIS (great little box by the way), he indicated that there are two types of flow sensors, one was plastic the other metal. They use the metal one as he indicated it was more durable and reliable. As I understand one of the concerns is the failure mode of the sensor and if it can block fuel flow. Any body compared the Mizer and NavMan - there is also the Flow-Scan unit which is another unit that comes from the marine application. I believe they use the same sensor as the EIS. When I was in Australia a few years back, there was a fuel flow instrument being advertised in a light plane magazine published over there. Can't recall it's exact name but it sounded like a very small operation. See if I can dig up one of the back issues. Jack Hart we need you to investigate the difference of the two units. If any one can come up with a sound answer, you can. jerb ________________________________________________________________________________
Date: Sep 18, 2004
Subject: [ Edward Steuber ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Edward Steuber Subject: Modified Ultrastar http://www.matronics.com/photoshare/esteuber@rochester.rr.com.09.18.2004/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: <13brv3c(at)bellsouth.net>
Subject: Ivan damage
Date: Sep 18, 2004
Very glad to hear John H, and plane are OK! We made it through OK, but with about $50k damage to our house. Insurance will take care of this, and the house is still structurally OK. Aside from the generator my (very good friend) just brought back from Arkansas, we won't have power for at least a few weeks. My airport, 2R4 is significantly damaged. The T hangers have doors that face north, and south. ALL the south facing doors are gone. They were sucked out at the bottom, folded over the top of the hanger, and blown down wind. Most of the south facing planes were damaged by doors, and some were even sucked out of their hangers onto the ramp. Almost all of the nouth facing doors were blown out at the bottom, but usually, they stayed attached at the top rollers. My hanger faces North, and 2 out of 4 of the door panels blew outward at the bottom. If that's all that happened, it would have been fine. Unfortunately, the south wind entering the doorless south facing hangers offered another problem. The eastern wall that separated me from the south facing hanger next to me was pushed in. The wall pushed my workbench, and shelves into the right wing of the RV-3, but fortunately, this caused no damage. Unfortunately, an entire steel panel from the rear portion of that wall blew off and traveled through the hanger. It struck the tail of the RV-3, destroying the rudder. The panel then smashed in the nose of the Slingshot, and continued down the side. The canopy is trashed, as well as the fabric on the left side. There may be some damage to the fuselage cage as well, but I won't know until I get the fabric off. The bottom of the left wing was hit, which bent in some ribs it appears, and it looks like the right wingtip hit the wall of the hanger. The tail tube is also dented, but the tail seems OK. At this point, I'm probably going to consider the plane scrapped as parts, and I'll take it home to rebuild it as a new aircraft. This will also let me make some of the changes I wanted to make with a new kit. As soon as I can get the hanger doors moved so I can get the plane out, I'll fold it up, and haul it home. Not sure when I'll get around to the rebuild though. BTW, thanks for all the well wishes. As bad as this sounds, it's not the worst thing that can happen, and I'm looking at it with a positive attitude. First, my rotary RV-3 is perfect, except for an easily rebuildable rudder. Second, I originally wanted a project SS, rather than a complete plane, so this will give me that (careful what you wish for ). Sad to see Bill's great paint job destroyed, but there's no avoiding it with as much fabric as I need to replace. He should be happy to have N62BW retired from liability though :-) Rusty (N62BW gone before it's time) ________________________________________________________________________________
Date: Sep 18, 2004
Subject: Re: Firefly Axle attach fitting alignment
From: herbgh(at)juno.com
Jerb, all Wonder why Kolb built the Fly so light on the tail? Has anyone addressed it by installing the wheels a few inches more forward?? I was aware of the tendency to go up on its nose but still did it twice!! Little slow on the learning curve. Never had the problem with the MkIII . I have made new axle/gear leg sockets. I cut and welded the sockets to have a "small side" angle of 37 degrees. Wish I had made them 35 . I have just about zero camber now. The old sockets were 42 and 43 degrees. I made the tube that fits over the gear leg, about a half inch longer to accept a new hole about an inch further up the gear leg(from the old hole). I am using Cheng shen tires--4.00X6 and think that they will do ok. Wheel borrow tires. The rims are probably std issue for the MkIII. I have a replacement set of bearings. Wonder what size tires the fellow you sold the plane to is using?? The bird sits a bit "Hauck High" but I like that stance . I have to raise a leg to fall back into the seat! With the current tail wheel; differential braking seems to be very limited in its affect on ground handling. No better than the Mini Max that I had previously. I had to deplane sometimes to turn the max around . Guess a break over tail wheel would cure the problem? Ain't going to happen on this puppy however. Looking for some mountain bike disc brakes. Herb do not acrchive > > Herb, > Be careful how much braking power you put on the FireFly or you will > need a > roll skate attached under the nose cone as in certain situations it > doesn't > take much to put it on its nose. If you be a skinny folk you may be > fine > but much weight in the seat and the FireFly can nose over pretty > easy - > like many things you just have handle it carefully - as long as you > can > control the braking power and it's not to strong you'll be fine. > > What wheels do you have the 5" or the 6" and are they plastic or the > steel > wheel barrow wheels. We had the 6" wheel barrow wheels and had to > swap out > the China bearing for better quality ones - takes four of them at > about $5 > each. That reduced the tenancy of brakes to grab with the Azusa > internal > expansion brakes (go-kart). I had always thought that bands brakes > would > be better for the FireFly. If properly install they float well and > don't > grab. The Tracy O'Brien hydraulic brakes are great for a heavier > plane but > would be too much braking power for the FireFly. > A shirt time back the fellow that bought our FireFly put different > tires on > it and according to him, it made it much more controllable. I guess > I and > my partner being tail dragger pilots didn't think it was bad but if > > changing only the tire size improved the ground handling > characteristics, > that's wonderful. > jerb > > > > >Ed > > I hadn't considered that it might have been built that way > until I > >took the wheels and brakes off yesterday and noticed that the axles > are > >aligned. So , it could not be fixed by alignment! > > > > Bending the axle will mess up my already suspect brake drum > >alignment. Won't it? The bend will necessarily occur outboard of > the > >brake backing plate attach point. > > > > My solution is to weld up another set of fittings with a > longer > >collar so that I can drill a hole a bit further up the gear leg. > Think > >that will weaken the gear leg? > > > > Anybody tried the mountain bike disc brakes? They are very > lite > >and seem to work well. At least on the J3 Kitten that I helped to > install > >them on. Herb > > > > > > > = > = > = > = > > > > > > ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 18, 2004
Subject: Re: Brakes on Mk III float plane
We need to put brakes on the amphib. float on the MkIII. Obviously need to be rust-proof. Any ideas? Howard Shackleford FS II SC ________________________________________________________________________________
From: "Bruce Cox" <bruce_allen_cox(at)hotmail.com>
Subject: Re: Firestar II
Date: Sep 18, 2004
Hi Guys, Seriously cosidering purchasing this. It's a pretty bird. Probably cost me 12k. Comes with major over-haul. Damage was minor, and owner has 400 hrs. on it since. Anything else I ought to consider or look for would be appreciated, as this would be my first. Anyone know about the mandatory paperwork I need to be aware of if I end up getting this? Bruce Kolb Firestar ll, N****, Experimental, 400 hours TT airframe and engine. Poly Tone Ag Cat Yellow, vinyl graphics. Rotax 503 DCDI, oil injection, C box with clutch, Power Max exhaust coating, Warp Drive 3 blade tapered tip prop, HP hub and spinner. EIS engine instrument w/altimeter and VSI, remote switches OAT, fuel guage, Kuntzlemann streamlined strobes, wiring harness, and voltage regulator, compass, ASI, ELT w/remote. BRS VLS 750 parachute system. Tundra tires with high heel operated mechanical shoe brakes and polished deep aluminum rims. High quality full swivel tail wheel. Icom A-22 radio (removeable) with Flightcomm ANR-6 headphones, PTT on stick, ELT, larger Lexan tinted windshield. Open trailer (converted boat trailer) unlicensed. Aircraft has excellent one man wing folding and loading ability. This aircraft is quality built and not junk. It does have a damage history (engine out 2 hours TT). Aircraft is flown regularly, 3.7 gph fuel burn, cruise 65 mph indicated 5300 rpm. Aircraft to be sold with a major overhaul by South Mississippi Light Aircraft, a Rotax service center. This is a great flying, fun airplane with over $19,000 invested. Aircraft always hangered. Check out Election 2004 for up-to-date election news, plus voter tools and ________________________________________________________________________________
From: <13brv3c(at)bellsouth.net>
Subject: Re: Ivan damage
Date: Sep 19, 2004
> Make sure you replace the nose cone with the longest version if you > don't have it already, you may need it as a battery ballast with larger > engine. I'm in process of replacing mine now. Some idiot used 3000 > stainless steel rivets to attach it & I'm waiting on Home Depot to backorder > a case of cobalt drill bits. > > Richard Swiderski > SlingShot 003 Sounds like some more of that whining :-) Mine has the larger nose cone, or at least what's left of it. The problem is that you can't get to the battery easily. I'm not even sure it's possible with the center console that's riveted in place. When it get's reconstructed, the nose pod will either be removable, or will have a hatch to access the battery. Lot's of things will be changed, probably more than I even realize now. None of this is a reflection on Bill's excellent work, but more of a personal preference. Shutting off the generator now, Rusty ________________________________________________________________________________
From: "Guy Morgan" <morganguy(at)hotmail.com>
Subject: Re: Firefly Axle attach fitting alignment
Date: Sep 19, 2004
Howdy folks. Yes I did change out the tires on my Firefly from the 400x6 to the wider 600x6 and it improved the ground handling tremendously. Now my problem is positive camber (top of the wheel leaning in)on the left wheel. I'm gonna try to bend the gear a little to get negative camber (top leaning out) so when I sit in it, the wheels will sit perpendicular to the deck. It's squirrely on take-off as it sits now. Hopefully that will take care of it. Got a new gap seal and am having it modified for the parachute. Lastly, I'm gonna mess with the jetting to try to richen it out to get rid of the high EGT's at mid-range RPM's. Gotta go. Guy Morgan (Fly-guy) Galveston, TX Firefly 447 A shirt time back the fellow that bought our FireFly put different tires on it and according to him, it made it much more controllable. I guess I and my partner being tail dragger pilots didn't think it was bad but if changing only the tire size improved the ground handling characteristics, that's wonderful. jerb ________________________________________________________________________________
From: "Dan Charter" <lndc(at)fnbcnet.com>
Subject: Re: Ivan damage
Date: Sep 19, 2004
You should Give MN Twist Drill a call.(218) 254-3362. Ask for Terry Bergum and see if you can buy them direct. I work there but don't do anything with sales. Probably cheaper than any other outlet. We manufacture them there. They have done drill bit sales to private parties in the past. Do not archive. Dan Charter FS 1 ----- Original Message ----- From: <13brv3c(at)bellsouth.net> Subject: Re: RE: Kolb-List: Ivan damage > > > Make sure you replace the nose cone with the longest version if you > > don't have it already, you may need it as a battery ballast with larger > > engine. I'm in process of replacing mine now. Some idiot used 3000 > > stainless steel rivets to attach it & I'm waiting on Home Depot to backorder > > a case of cobalt drill bits. > > > > Richard Swiderski > > SlingShot 003 > > Sounds like some more of that whining :-) > > Mine has the larger nose cone, or at least what's left of it. The problem is that you can't get to the battery easily. I'm not even sure it's possible with the center console that's riveted in place. When it get's reconstructed, the nose pod will either be removable, or will have a hatch to access the battery. > > Lot's of things will be changed, probably more than I even realize now. None of this is a reflection on Bill's excellent work, but more of a personal preference. > > Shutting off the generator now, > Rusty > > ________________________________________________________________________________
Date: Sep 19, 2004
From: ray anderson <rsanoa(at)yahoo.com>
Help - Help - I have an Icom IC A20 which I want to use in my Kolb Ultra Star with the Cuyuna. Who has a good solution for the ignition noise? There must be one. Ray --------------------------------- vote.yahoo.com - Register online to vote today! ________________________________________________________________________________
Date: Sep 19, 2004
Subject: Re: Firefly Axle attach fitting alignment
From: herbgh(at)juno.com
Guy If you have a spike in egts in the high 4k range; you might want to try and polish the needle . The proceedure is on the net somewhere? Roughly ; shut the engine down with the throttle open at the point where the high egts occur. Then you take the filter off and mark the needle where it comes out of the jet tube. Pull the needle and polish it from the mark and further toward the tip. Not sure what the polishing medium is?? Supposedly works. Tom Olenik , on Ultra Flight Radio is the one I heard it from. He must have fooled with a posa in his time? :-) Otherwise if you can exceed red line in cruise; I would add some pitch. Herb writes: > > > > Howdy folks. Yes I did change out the tires on my Firefly from the > 400x6 to the wider 600x6 and it improved the ground handling > tremendously. Now my problem is positive camber (top of the wheel > leaning in)on the left wheel. I'm gonna try to bend the gear a > little to get negative camber (top leaning out) so when I sit in it, > the wheels will sit perpendicular to the deck. It's squirrely on > take-off as it sits now. Hopefully that will take care of it. Got a > new gap seal and am having it modified for the parachute. Lastly, > I'm gonna mess with the jetting to try to richen it out to get rid > of the high EGT's at mid-range RPM's. Gotta go. > > > Guy Morgan (Fly-guy) > > > Galveston, TX Firefly 447 > > > A shirt time back the fellow that bought our FireFly put different > tires on > it and according to him, it made it much more controllable. I guess > I and > my partner being tail dragger pilots didn't think it was bad but if > > changing only the tire size improved the ground handling > characteristics, > that's wonderful. > jerb > > > = > = > = > = > > > > > > ________________________________________________________________________________
Date: Sep 19, 2004
Subject: Re: Firefly Axle attach fitting alignment
From: herbgh(at)juno.com
Guy Here is Tom's toll free number. Herb A division of Olenik Motors Corporation Toll Free: 877-247-6686 writes: > > > > Howdy folks. Yes I did change out the tires on my Firefly from the > 400x6 to the wider 600x6 and it improved the ground handling > tremendously. Now my problem is positive camber (top of the wheel > leaning in)on the left wheel. I'm gonna try to bend the gear a > little to get negative camber (top leaning out) so when I sit in it, > the wheels will sit perpendicular to the deck. It's squirrely on > take-off as it sits now. Hopefully that will take care of it. Got a > new gap seal and am having it modified for the parachute. Lastly, > I'm gonna mess with the jetting to try to richen it out to get rid > of the high EGT's at mid-range RPM's. Gotta go. > > > Guy Morgan (Fly-guy) > > > Galveston, TX Firefly 447 > > > A shirt time back the fellow that bought our FireFly put different > tires on > it and according to him, it made it much more controllable. I guess > I and > my partner being tail dragger pilots didn't think it was bad but if > > changing only the tire size improved the ground handling > characteristics, > that's wonderful. > jerb > > > = > = > = > = > > > > > > ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re:
Date: Sep 19, 2004
Ray Anderson; Altho I can't help you with the problem that you mentioned, I thought I'd pass along the fact that ur message may be getting dumped by many that you intend it to go to, ............ With no subject stated in the subject line of your message, my e-mail program will, as my settings require, DELETE the msg so I don't have to deal with SPAM & other bad stuff (virus', etc). So, you may be loosing a fair number of the intended audience. Good luck, George Bass P. O. Box 770 Camp Verde, AZ 86322 USUA #30899 --- ________________________________________________________________________________
From: "Edward Steuber" <esteuber(at)rochester.rr.com>
Subject: RE: Bob Bean
Date: Sep 19, 2004
Bob, I put an hour on the Ultrastar this morning with a 43F temperature at sun-up and it was cold to say the least...I need to put a canopy on this thing or park it till spring. I really want to fly it on ski's and maybe make a trip down to see your machine... I will post some more pics of the cockpit detail soon... Ed in Western NY ________________________________________________________________________________
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Pictures from the Michigan Thumb Tour flight
Date: Sep 19, 2004
For those of you interested, there are a -few- pictures from the photo plane taken during yesterday's Michigan Thumb Tour flight at this URL: http://www.staliteaviation.com/gtuf/tour_ken I couldn't upload them all because there's over 240 and they take up too much space on the server. These are a sampling that are, as you will obviously see, of special interest to me, mostly because I'm in them! ;-) I hope you enjoy them too. Special Note: Al Bumhoffer, as in the past, made all the arrangements for our flying club to have a pizza lunch brought in and ready for the pilots at our third stop. He also flew one of the legs with us in his brand-new Firefly. Al says the plane flies great and I can attest personally that it looks fantastic!! -Ken Fackler Kolb Mark II / A722KWF Rochester MI ________________________________________________________________________________
From: HShack(at)aol.com
Date: Sep 20, 2004
Subject: Re: noise
In a message dated 9/19/2004 11:29:47 PM Eastern Standard Time, rsanoa(at)yahoo.com writes: I suppose resistor plugs would help also. Resistor plugs make a big difference [usually]. Sometimes you have to move your antenna around for the least noise. Howard Shackleford FS II SC ________________________________________________________________________________
From: "Giovanni Day" <gde01(at)bellsouth.net>
Subject: Re: noise
Date: Sep 19, 2004
Ray, Yes I have used the IC A20 and it is very susceptible to ign. Noise. I purchased a Vertex Standard VXA-150 and the noise was reduced to a level that was not a problem. With AM transmissions, a week incoming signal will allow the ignition noise to be more of a problem. That said, I would turn the squelch up so only strong signals could open it up. This also reduces the problem. Most of the time with the VXA I could not even hear the ignition noise. If I was way away from a signal and the motor was between me and that week signal, I could hear the noise. Hope this helps. -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of ray anderson Subject: Re: Kolb-List: Re: noise Thanks Dan. And thanks George for the reminder about Subject Line. Part of the fall out of being 86. Dan I'm sure you are right about the kill switch line. I always found that necessary on most four cycle engines. The spark plug leads are going to be a bit more trouble on the Cuyuna as the leads are molded into the coil body. Has anybody out there found an easy way to do that plus the plug caps on the Cuyuna? I suppose resistor plugs would help also. I was particularly wondering if any of you had used the IC A20 and found it unusually susceptible to ign. noise. Dan Charter wrote: ________________________________________________________________________________
Date: Sep 20, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Firefly Axle attach fitting alignment
Herb, below is copy of the message Guy posted about the tires he switched to and his claimed results. Maybe he will see this and post exactly what tires he used. >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 > >Jerb, all > > Wonder why Kolb built the Fly so light on the tail? Has anyone >addressed it by installing the wheels a few inches more forward?? > > I was aware of the tendency to go up on its nose but still did it >twice!! Little slow on the learning curve. Never had the problem with >the MkIII . > > I have made new axle/gear leg sockets. I cut and welded the sockets to >have a "small side" angle of 37 degrees. Wish I had made them 35 . I >have just about zero camber now. The old sockets were 42 and 43 degrees. > I made the tube that fits over the gear leg, about a half inch longer >to accept a new hole about an inch further up the gear leg(from the old >hole). > > I am using Cheng shen tires--4.00X6 and think that they will do ok. >Wheel borrow tires. The rims are probably std issue for the MkIII. I >have a replacement set of bearings. Wonder what size tires the fellow >you sold the plane to is using?? > The bird sits a bit "Hauck High" but I like that stance . I have to >raise a leg to fall back into the seat! > > With the current tail wheel; differential braking seems to be very >limited in its affect on ground handling. No better than the Mini Max >that I had previously. I had to deplane sometimes to turn the max around >. > Guess a break over tail wheel would cure the problem? Ain't going to >happen on this puppy however. > > Looking for some mountain bike disc brakes. Herb > > do not acrchive > > > > Herb, > > Be careful how much braking power you put on the FireFly or you will > > need a > > roll skate attached under the nose cone as in certain situations it > > doesn't > > take much to put it on its nose. If you be a skinny folk you may be > > fine > > but much weight in the seat and the FireFly can nose over pretty > > easy - > > like many things you just have handle it carefully - as long as you > > can > > control the braking power and it's not to strong you'll be fine. > > > > What wheels do you have the 5" or the 6" and are they plastic or the > > steel > > wheel barrow wheels. We had the 6" wheel barrow wheels and had to > > swap out > > the China bearing for better quality ones - takes four of them at > > about $5 > > each. That reduced the tenancy of brakes to grab with the Azusa > > internal > > expansion brakes (go-kart). I had always thought that bands brakes > > would > > be better for the FireFly. If properly install they float well and > > don't > > grab. The Tracy O'Brien hydraulic brakes are great for a heavier > > plane but > > would be too much braking power for the FireFly. > > A shirt time back the fellow that bought our FireFly put different > > tires on > > it and according to him, it made it much more controllable. I guess > > I and > > my partner being tail dragger pilots didn't think it was bad but if > > > > changing only the tire size improved the ground handling > > characteristics, > > that's wonderful. > > jerb > > > > > > > >Ed > > > I hadn't considered that it might have been built that way > > until I > > >took the wheels and brakes off yesterday and noticed that the axles > > are > > >aligned. So , it could not be fixed by alignment! > > > > > > Bending the axle will mess up my already suspect brake drum > > >alignment. Won't it? The bend will necessarily occur outboard of > > the > > >brake backing plate attach point. > > > > > > My solution is to weld up another set of fittings with a > > longer > > >collar so that I can drill a hole a bit further up the gear leg. > > Think > > >that will weaken the gear leg? > > > > > > Anybody tried the mountain bike disc brakes? They are very > > lite > > >and seem to work well. At least on the J3 Kitten that I helped to > > install > > >them on. Herb > > > > > > > > > > > > >> > >> > >> > >> > > > > > > > > > > > > > ________________________________________________________________________________
Date: Sep 20, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Firefly Axle attach fitting alignment
> >Jerb, all > > Wonder why Kolb built the Fly so light on the tail? Has anyone >addressed it by installing the wheels a few inches more forward?? > > I was aware of the tendency to go up on its nose but still did it >twice!! Little slow on the learning curve. Never had the problem with >the MkIII . Herb & All, The wheels need to be moved just slightly forward by changing the gear leg socket angle to reduce the nose over tenancy. As I said I brought this up to Dennis at the old Kolb Company but they stayed with the original configuration. While the gear legs could be made longer to achieve the effect it would then make it set higher thus would change the three point full stall landing stance. It would also made it a harder for us short folk getting out. In the original configuration it was just about to high for me to get out with out risking falling on my face. I had to stick a leg out over the side but had to go over center and hope I touched down on level ground or I was on my way landing on my face. The plane flys nice - those that have a FireFly might look into Guys results of changing to the larger tires, sounds like it clammed it down some although I didn't think ground handling during the landing phase was all that bad. ________________________________________________________________________________
Date: Sep 20, 2004
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Pictures from the Michigan Thumb Tour flight
Might think about cutting the resolution down - takes less server storage space and for those folks using dial in, it takes a while to load a 1-MB file (photo). Some people live in the country...DSL or high speed connections for a moderate cost are not available. jerb > >For those of you interested, there are a -few- pictures from the photo >plane taken during yesterday's Michigan Thumb Tour flight at this URL: > >http://www.staliteaviation.com/gtuf/tour_ken > >I couldn't upload them all because there's over 240 and they take up too >much space on the server. These are a sampling that are, as you will >obviously see, of special interest to me, mostly because I'm in them! ;-) > >I hope you enjoy them too. > >Special Note: Al Bumhoffer, as in the past, made all the arrangements for >our flying club to have a pizza lunch brought in and ready for the pilots >at our third stop. He also flew one of the legs with us in his brand-new >Firefly. Al says the plane flies great and I can attest personally that it >looks fantastic!! > >-Ken Fackler >Kolb Mark II / A722KWF >Rochester MI > > ________________________________________________________________________________
Date: Sep 20, 2004
Subject: Firefly: Tires and nose over tendency/mountain bike brakes
From: herbgh(at)juno.com
Thanks Jerb I have a set of the 6.00x6 tires and will consider using them if Ground handling is poor. I did a wheel alignment yesterday and am satisfied that the mains are true to the tail wheel. Just a slight toe in. Noticed some deals on Mountain bike brakes on Ebay. Anybody tried them on our kolbs? I keep trying!!:-) Herb > >Jerb, all > > > > Wonder why Kolb built the Fly so light on the tail? Has anyone > >addressed it by installing the wheels a few inches more forward?? > > > > I was aware of the tendency to go up on its nose but still did > it > >twice!! Little slow on the learning curve. Never had the problem > with > >the MkIII . > > Herb & All, > The wheels need to be moved just slightly forward by changing the > gear leg > socket angle to reduce the nose over tenancy. As I said I brought > this up > to Dennis at the old Kolb Company but they stayed with the original > > configuration. While the gear legs could be made longer to achieve > the > effect it would then make it set higher thus would change the three > point > full stall landing stance. It would also made it a harder for us > short > folk getting out. In the original configuration it was just about > to high > for me to get out with out risking falling on my face. I had to > stick a > leg out over the side but had to go over center and hope I touched > down on > level ground or I was on my way landing on my face. The plane flys > nice - > those that have a FireFly might look into Guys results of changing > to the > larger tires, sounds like it clammed it down some although I didn't > think > ground handling during the landing phase was all that bad. > > > ________________________________________________________________________________
Date: Sep 20, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Fuel Mizer vrs NavMan
> > >Jack Hart we need you to investigate the difference of the two units. If >any one can come up with a sound answer, you can. >jerb > Jerb, My fuel flow meter has "Navman" printed on the meter face. I purchased it in 2000 from navman(at)planet.net.au. They can be purchased from: http://www.boss-products.com <-located in Australia Their web page states: " The MIZER fuel flow meter has proved itself to be the best value for money fuel flow meter around today. With more than 4000 sales world wide and very few repairs it can not be beaten on performance, reliability or price. Specially modified and approved for Ultralight and homebuilders it is easily installed without cutting in to the tank. At a glance you will know how much fuel is being burned at any throttle setting as well as knowing how much fuel is left. It also have a low level alarm and trip log. It is important to notice that the marine version can not be used on an aircraft and all warranties are void if such an attempt is made." ------------------------ I do not know, but I speculate that the panel/display module is fabricated by/for Navman and currently labelled Mizer. The sensor or fuel flow meter transducer is probably supplied by some one else. I believe this is done so the requirement is met that if the transducer fails that fuel flow will not be blocked. Another fuel flow meter has become available that may be a little better for smaller engines it is the "elba". It has the advantage that it displays after taking a ten second sample. This means that the low fuel flow readings displayed will not fluctuate as much as they do on the Mizer. Also this lets the elba read down to 0.1 gph where the Mizer can read down to 0.5 gph. For what it is worth. Jack B. Hart FF004 Jackson, MO Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: ElleryWeld(at)aol.com
Date: Sep 20, 2004
Subject: Re: Fuel Mizer vrs NavMan
Where can I purchase one of the elba fuel flow meters ________________________________________________________________________________
From: "chris davis" <scrounge69(at)comcast.net>
Subject: Re: firestar
Date: Sep 20, 2004
two ribs ________________________________________________________________________________
Date: Sep 20, 2004
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Fuel Mizer vrs NavMan
> >Where can I purchase one of the elba fuel flow meters


August 25, 2004 - September 20, 2004

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