> http://www.takeoff-ul.de/Motoren/info_motor_eng.pdf
>
>
> Jason Omelchuck
>
> MKIII Classic
>
> BMW R100 W/Rotax "C" box
>
> Will run by this spring (like I haven't said that before)
>
>
>
> From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
>
> Subject: Re: Kolb-List: Engine Choices
>
>
>
>
>
> Hey I was looking thru E-bay and ran accross a BMW engine with reduction
>
> drive for sale. It is up to $1500.00 but will likely go for more. The
>
> reduction drive looks like it can be mount in the down position so that
the
>
> thrust line will be lower. Check it out at
>
> http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem
>
<http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26437&ite
> m=4518192138&rd=1> &category=26437&item=4518192138&rd=1
>
>
> Rick Neilsen
>
> Redrive VW powered MKIIIc
>
>
________________________________________________________________________________
Kolbers,
I made it through my surgery and am now absent one Ileostomy.
Got the US out the other day to run it a bit, hadn't been able to fly it since
June. After a couple of false starts, it came to life and ran really well considering
the gas(about 2 quarts) was six months old.
I warmed her up for a few minutes then taxied it around the back yard a few times.
I stopped, locked the brakes and ran it up to WOT. It came up to about 6300
rpm's as expected. I said to myself, "self", all is well and she sounds like
she's ready to go. I decided to let the little Cuyuna run for awhile as I
picked up my cleaning supplies and tools used in a much needed clean-up for the
old girl. I chocked the wheels good and set the throttle at about 3k and let
it run. When I got the plane, it came with a Cuyuna II-02 with a four v-belt
reduction drive. I took it apart and looked it over closely and everything
seemed ok so I replaced the belts, tightened them up and went flying. After
three props, I finally realized that the reduction ratio of the drive was not
the same as came with the original UltraStars. Instead of 1.96:1, it was about
2.5:1 so I couldn't use the standard 50 X 30 prop that the old US"s used and
I finally settled on a 50 X42 which seemed to load the engine just right and
I was indicating about 75 @ 5800. I had put about 10 on it at the time I was
running it in the back yard. I heard a big noise, looked around and the prop,
belts and large 4-groved pulley were laying on the ground behind the plane, minus
about a foot of one end of my brand new TN prop. The engine was still running
just fine. I shut it down to see what was what and found that the shaft
that the large pulley and prop mounted on had broken off at it's mounting point
where it screwed into the belt tightening slide. As I looked closer, I could
tell that the shaft which is about 3/4" dia., had been broken almost all the
way in two for awhile, long enough to rust good in the break and was only attached
at about 10% of the diameter. So, If any of you older guys like me are
still flying a reduction drive that sounds like mine, I think I would take the
shaft out and have it magnafluxed before running it again. I don't know for
sure but I've been told that this type of drive was used on some Quicksilvers
as well as some others so you might pass the word around.
No one can tell me that there is not someone upstairs watching over me.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
Jason
You are right there appears to be two different reduction drives one up and
one down. The site I looked at a few years ago is
http://www.microlightsport.co.uk/Catalogue/bmwengine.htm This site details
the drives and many more accessories. Certainly seems that they could have
designed it to be mounted up or down like I believe Rotax does but I'm sure
some one will tell me if I'm wrong on that also.
Tomorrow I head out for Florida for three months and my airplane will be
staying home in the cold
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Jason Omelchuck" <jason@trek-tech.com>
Subject: Kolb-List: BMW Information
>
> The computers for that engine are easy to find. I found 3 of them on the
> IBMWR web site ranging from $200 to $300. I don't believe that drive can
> be
> mounted in the up or down position, I believe the company that sells that
> drive has versions that mount in the up or the down position but the same
> drive cannot just be flipped. It looks like the back half of the gearbox
> is
________________________________________________________________________________
From:
Flycrazy8(at)aol.com
Date:
Jan 14, 2005
Subject:
Re: Poor Man's plane....
HiYa Dale
Glad you made it thru your surgery and thru your Propeller dissection
tooo... Just sorry your back to square one again on your reduction drive and
propeller.... I have a extra used gear reduction that came off my Ultrastar that
your welcome too if it will help you out any...ok
I'm glad the Lord above is looking after you and me too.... PTL
Steven
South Geogia
________________________________________________________________________________
From:
"Dale Sellers" <dsel1(at)bellsouth.net>
Subject:
Re: Poor Man's plane....
Date:
Jan 15, 2005
Yea Steve, I'm interested in the gearbox. Contact me off-list about
details.
Thanks again,
Dale Sellers
Georgia Ultra
----- Original Message -----
From: <Flycrazy8(at)aol.com>
Subject: Re: Kolb-List: Poor Man's plane....
>
> HiYa Dale
> Glad you made it thru your surgery and thru your Propeller dissection
> tooo... Just sorry your back to square one again on your reduction drive
> and
> propeller.... I have a extra used gear reduction that came off my
> Ultrastar that
> your welcome too if it will help you out any...ok
> I'm glad the Lord above is looking after you and me too.... PTL
>
> Steven
> South Geogia
>
>
>
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Monument Valley dates
Date:
Jan 15, 2005
What are the dates of the of MV fly-in?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
Date:
Jan 15, 2005
From:
John Jung <jrjungjr(at)yahoo.com>
Subject:
January flight
Group,
Yesterday I went for a one hour flight in my Firestar
II. I wore Jeans and a T-shirt, so it seemed like
summer flying. I am in the Phoenix area and my
Firestar is fully enclosed, if your wondering how I
could possibly be warm enough. The air, this time of
year, is very smooth, and that contributed to an
enjoyable flight.
After years of flying from short grass strips, I know
hanger at municipal airport that had once been an Air
Force base. Plenty of paved runway. I used to have to
hold the brakes on as I pushed the throttle forward,
releasing them for take-off when they couldn't hold
any more. Now, I push the throttle forward with no
brakes and the plane leaves the runway before I can
get the throttle all the way open. Same plane, but
such a different experience.
My Firestar II is 7 years old this year. I don't fly
it as often as the first year, but I am still enjoying
it.
For those of you that are still building. Keep at it,
it's worth it.
John Jung
__________________________________
http://my.yahoo.com
________________________________________________________________________________
From:
"Beauford" <beauford(at)tampabay.rr.com>
Subject:
Gross...!!!
Date:
Jan 15, 2005
Kolbers and Kolbettes....
Have about decided to go the Experimental - Amateur Built route with the kleenex
airplane sometime in the next year...
Primary practical objective is to get 5 additional gallons aboard, and possibly
another anti-collision light... and
mebbe even a toothbrush, some aspirin and a spare stogie...
Firefly gross all-up is 500 lbs, per the plans.... With the BRS, I already operate
it right at that weight...
Two Questions:
1. If I license it as an experimental A.B., can I legally "adjust" the kit maker's
max gross to accomodate the extra gas?... if so, what, if anything, is required
of the builder (me) in the way of paperwork or calculations for the inspector
to make this adjustment...?
2. Is the Firefly airframe, within existing VNE and other published performance
limitations, reasonably capable of handling additional weight over the long
haul.... say, 100 more lbs.
I intend to ask TNK about question #2... assuming they have the design and stress
analysis data from when the design was marketed.... but thought someone else
on the list might have credible opinions/input about the Fly design limitations.
Thankee...
Beauford, the Aluminum Butcher of Brandon FL
FF#76
(111 hours and so far nothing big has come off...)
________________________________________________________________________________
Date:
Jan 15, 2005
From:
The Kuffels <kuffel(at)cyberport.net>
Subject:
Re: Gross...!!!
Beauford,
<>
It appears some clarification of the US regulatory situation is in
order. Whether from a kit or from plans, *you* are the manufacturer of
your Experimental airplane. *You* set the gross weight, *you* set the
Center of Gravity Limits. The inspector has no authority to judge the
design or structural limits. He/she can only sign off on the materials
and workmanship (and regulatory compliance like presence/location of
signs, instruments, etc). Check the advisory circular before your
inspection so you can show them their limits if needed. In my
experience, I have never found any inspector who wasn't acutely aware of
their approval limits. I have never heard an inspector even comment on
design or structure (except something like "sure is a beautiful looking
ship"). The FAA employee who wrote our regs some 50 years ago sure did
us one heck of a favor in granting us the freedom to truly experiment.
With reference to the recent C.G. limits thread, you need to do a good
empty weight & balance but you do *not* need to specify the limits at
inspection. These limits should be determined for *your* aircraft
during the flight test phase. If asked, merely assure the inspector you
will be doing the first flight near the center of the *expected* C.G.
range and then will expand the C.G. envelope slowly and carefully.
<<2. Is the Firefly airframe, within existing VNE and other published
performance limitations, reasonably capable of handling additional
weight over the long haul.... say, 100 more lbs.
I intend to ask TNK about question #2>>
Because of legal liability reasons, it is unfair to you (if something
goes wrong) and unfair to TNK to ask them about this. Since I don't
have enough money to be worth suing, I'll opine what I've seen about
higher gross weight Kolbs makes me not at all concerned about your
proposed changes. Check the archives.
Tom Kuffel
Whitefish, MT
Building Original
________________________________________________________________________________
Date:
Jan 15, 2005
Subject:
[ Gary R. Voigt ] : New Email List Photo Share Available!
From:
Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available:
Poster: Gary R. Voigt
Subject: Kolb for Sale!!
http://www.matronics.com/photoshare/johndeereantique@qwest.net.01.15.2005/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:
"Steve Garvelink" <link(at)cdc.net>
Subject:
Poor Man's plane
Date:
Jan 16, 2005
Thanks Dale,
S Garvelink
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dale Sellers
Subject: Kolb-List: Poor Man's plane
Kolbers,
I made it through my surgery and am now absent one Ileostomy.
Got the US out the other day to run it a bit, hadn't been able to fly it
since June. After a couple of false starts, it came to life and ran
really well considering the gas(about 2 quarts) was six months old.
I warmed her up for a few minutes then taxied it around the back yard a
few times. I stopped, locked the brakes and ran it up to WOT. It came
up to about 6300 rpm's as expected. I said to myself, "self", all is
well and she sounds like she's ready to go. I decided to let the little
Cuyuna run for awhile as I picked up my cleaning supplies and tools used
in a much needed clean-up for the old girl. I chocked the wheels good
and set the throttle at about 3k and let it run. When I got the plane,
it came with a Cuyuna II-02 with a four v-belt reduction drive. I took
it apart and looked it over closely and everything seemed ok so I
replaced the belts, tightened them up and went flying. After three
props, I finally realized that the reduction ratio of the drive was not
the same as came with the original UltraStars. Instead of 1.96:1, it
was about 2.5:1 so I couldn't use the standard 50 X 30 prop that the old
US"s used and I finally settled on a 50 X42 which seemed to load !
the engine just right and I was indicating about 75 @ 5800. I had put
about 10 on it at the time I was running it in the back yard. I heard a
big noise, looked around and the prop, belts and large 4-groved pulley
were laying on the ground behind the plane, minus about a foot of one
end of my brand new TN prop. The engine was still running just fine. I
shut it down to see what was what and found that the shaft that the
large pulley and prop mounted on had broken off at it's mounting point
where it screwed into the belt tightening slide. As I looked closer, I
could tell that the shaft which is about 3/4" dia., had been broken
almost all the way in two for awhile, long enough to rust good in the
break and was only attached at about 10% of the diameter. So, If any of
you older guys like me are still flying a reduction drive that sounds
like mine, I think I would take the shaft out and have it magnafluxed
before running it again. I don't know for sure but I've been told th!
at this type of drive was used on some Quicksilvers as well as some
others so you might pass the word around.
No one can tell me that there is not someone upstairs watching over me.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
Date:
Jan 16, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: Gross...!!!
In the armature built experimental category the manufacturer sets the gross
weight, you the builder are considered the manufacturer thus it is you that
sets the gross weight limit. Now while you have the ability it still comes
with some liability - if you grossly over do it you could put the airframe
structure in jeopardy. Having built a FireFly and flown it, I feel it is
well capable of higher gross weight so long as weight and balance is
maintained.
In reality - our FireFly had a 447, a 15# instrument panel, brakes,
enclosure, 750# VLS chute and closely ran near 290# with full fuel if I
recall right. I at that time I also weighed around 280# so with full fuel
we were pushing close to 600#. Would I go much more than this, probably
not. Comparing the FireFly to the FireStar, I feel the factory had been
very conservative in setting the gross weight of the FireFly in the first
place based upon conversations with Dennis but TNK will probably stick to
it for no more than liability reasons alone. It's a pretty strong little
airframe.
jerb
>
>Kolbers and Kolbettes....
>
>Have about decided to go the Experimental - Amateur Built route with the
>kleenex airplane sometime in the next year...
>
>Primary practical objective is to get 5 additional gallons aboard, and
>possibly another anti-collision light... and
>mebbe even a toothbrush, some aspirin and a spare stogie...
>
>Firefly gross all-up is 500 lbs, per the plans.... With the BRS, I
>already operate it right at that weight...
>
>Two Questions:
>1. If I license it as an experimental A.B., can I legally "adjust" the
>kit maker's max gross to accomodate the extra gas?... if so, what, if
>anything, is required of the builder (me) in the way of paperwork or
>calculations for the inspector to make this adjustment...?
>2. Is the Firefly airframe, within existing VNE and other published
>performance limitations, reasonably capable of handling additional weight
>over the long haul.... say, 100 more lbs.
>
>I intend to ask TNK about question #2... assuming they have the design and
>stress analysis data from when the design was marketed.... but thought
>someone else on the list might have credible opinions/input about the Fly
>design limitations.
>
>Thankee...
>Beauford, the Aluminum Butcher of Brandon FL
>FF#76
>(111 hours and so far nothing big has come off...)
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Gross...!!!
Date:
Jan 16, 2005
|Comparing the FireFly to the FireStar, I feel the factory had been
| very conservative in setting the gross weight of the FireFly in the
first
| place based upon conversations with Dennis but TNK will probably
stick to
| it for no more than liability reasons alone. It's a pretty strong
little
| airframe.
| jerb
Jerb/Gang:
One of Dennis Souders's favorite comments was "it is as strong as its
weakest link", which I agree with. Beef one thing up and the next
weakest thing will fail.
The Firefly is a very strong little airplane based on the old Firestar
fuselage, Sling Shot wings (with 5" spars), and lots of ribs.
However, if I were going to make a little hot rod/heavy hauler out of
it, I'd go with "H" braces in the wing spars and streamlined 4130
struts. That's based on gut feelings more than any kind of stress
tests or numbers.
Take care,
john h
________________________________________________________________________________
From:
"Vic" <vicw(at)vcn.com>
Subject:
Crash
Date:
Jan 16, 2005
I had and engine out last week and had to put down in a field. The landing
went okay until I hit an irrigation ditch which caused the plane to flip
over. Did serious damage to the Kolb. Anyone know of a kit for sale at a
reasonable price.
Vic
________________________________________________________________________________
Date:
Jan 16, 2005
Subject:
Firefly with H section
From:
herbgh(at)juno.com
John -all
You did not indicate that you knew--but Brian and Randy have done just
that! I saw it several months ago at the Quick build center. Set my
pulse up a notch or two. Gonna build a second set of wings for my Fly.
Fly Star--Star Fly?? Now if only a 503 could be safely mounted!! :-)
Herb
writes:
>
>
> |Comparing the FireFly to the FireStar, I feel the factory had been
> | very conservative in setting the gross weight of the FireFly in
>
> Jerb/Gang:
>
> One of Dennis Souders's favorite comments was "it is as strong as
> its
> weakest link", which I agree with. Beef one thing up and the next
> weakest thing will fail.
>
> The Firefly is a very strong little airplane based on the old
> Firestar
> fuselage, Sling Shot wings (with 5" spars), and lots of ribs.
> However, if I were going to make a little hot rod/heavy hauler out
> of
> it, I'd go with "H" braces in the wing spars and streamlined 4130
> struts. That's based on gut feelings more than any kind of stress
> tests or numbers.
>
> Take care,
>
> john h
>
________________________________________________________________________________
From:
"Bob and Jenn B" <tabberdd(at)hotmail.com>
Subject:
Control stops
Date:
Jan 16, 2005
On the subject of control stops and LSA certification, has anyone who had
their Kolb licensed experimental needed stops on any controls? I'm at a
loss of how to put them on the rudder of my Mk II, full deflection contacts
the elevator. Any ideas?
Bob
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: Control stops
Date:
Jan 16, 2005
Would shortening the cables work?
----- Original Message -----
From: "Bob and Jenn B" <tabberdd(at)hotmail.com>
Subject: Kolb-List: Control stops
>
> On the subject of control stops and LSA certification, has anyone who had
> their Kolb licensed experimental needed stops on any controls? I'm at a
> loss of how to put them on the rudder of my Mk II, full deflection
contacts
> the elevator. Any ideas?
>
> Bob
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Control stops
Date:
Jan 16, 2005
| I'm at a
| loss of how to put them on the rudder of my Mk II, full deflection
contacts
| the elevator. Any ideas?
|
| Bob
Hi Bob/All:
Yep. Call Travis at TNK. Ask him to send you a rudder stop. I think
they use the same one on all models. A simple 4 pop rivet attachment
takes care of installation.
john h
________________________________________________________________________________
From:
"Rusty" <13brv3c(at)bellsouth.net>
Subject:
Control stops
Date:
Jan 16, 2005
I'm at a loss of how to put them on the rudder of my Mk II, full deflection
contacts
the elevator. Any ideas?
Bob
-----------
(RD) Hi Bob. Both slingshots have a rudder stop at the rudder control horn
where the cables attach. Funny, that they aren't done the same way. The
old SS had a normal control horn, but a fixed post was attached to the
vertical stabilizer tube. The control horn hit the tube when it was at the
limit. The newer SS has the stop build into the control horn, so it
contacts the vertical stab tube at the limit. If you've got a control horn
without the stop, the old type stop would probably be easy to add. This is
all assuming that they're done the same way on the MK-II.
Cheers,
Rusty (would have posted a pic if the email list would let me)
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Firefly with H section
Date:
Jan 16, 2005
| My FF sits on 6 inch wheels.
| Harder to get into than my old MkIII.
|
| Herb
Herb/Gang:
I think that is because the FF uses the original FS fuselage which had
a top longeron. That is one of the characteristics of the original FS
I liked. Was just high enough to rest my arms on.
The trick to getting in and out of the FF is to use the main tire for
a launching platform. Same same getting out. I use the same
procedure to get in and out of my MKIII because it sits so much higher
than a standard MKIII.
That top longeron probably adds additional strength to the fuselage
over the FSII with the low cut fuselage, to make entrance and exit
easier on you old folks. ;-)
john h
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Elevated Mark III a la J Hauck
Date:
Jan 16, 2005
> procedure to get in and out of my MKIII because it sits so much higher
> than a standard MKIII.
John, what was the purpose for increasing the length of your gear
legs/sitting height of your Mark III? Was it just for ease of entry/exit or
is there an aerodynamic reason as well?
-Ken
________________________________________________________________________________
From:
"Vic" <vicw(at)vcn.com>
Subject:
Cause of engine stoppage.
Date:
Jan 16, 2005
I believe I found out why my 503 stopped. I did a complete inspection of
the engine today and when I removed the carburetor gas bowl I found the main
jet was almost complete backed out. I must not have gotten it tight enough.
Any one no how to prevent this from happening. I can't think of any way to
safety wire the stupid thing.ic
Vic
________________________________________________________________________________
Date:
Jan 16, 2005
From:
Jack & Louise Hart <jbhart(at)ldd.net>
Subject:
Re: Control stops
>
>On the subject of control stops and LSA certification, has anyone who had
>their Kolb licensed experimental needed stops on any controls? I'm at a
>loss of how to put them on the rudder of my Mk II, full deflection contacts
>the elevator. Any ideas?
>
>Bob
>
Bob,
My solution:
http://www.thirdshift.com/jack/firefly/firefly22.html
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Elevated Mark III a la J Hauck
Date:
Jan 16, 2005
| John, what was the purpose for increasing the length of your gear
| legs/sitting height of your Mark III? | -Ken
Ken/All:
Take a look at a tri-gear aircraft sitting on the ground, then a tail
dragger. Tri-gear sits pretty much level. On take off and landings
it can get the nose up to rotate and also to flare for landing.
Homer designed his tail draggers to sit level on the ground, except
the Ultrastar. His idea for that was to make the airplane safer to
fly for low time pilots. The level attitude and increased wing
incidence causes the pilot to get a lot of airspeed before he can fly.
Same for landing. Causes the pilot to fly it on the ground.
By raising the nose of my MKIII with longer gear legs I can now rotate
on takeoff, flare and make full stall three point landings. The
bottom of the wing is turned up more and helps slow me down.
No aerodynamic changes and it is more difficult, for some, to get in
and out of my airplane.
We also moved the main gear forward about 8" from the standard
position. This puts a lot of weight on the tailwheel and prevents my
MKIII from going up on its nose in soft sand, mud, tall weeds and
brush. I can also hold the airplane for full power runups without
worrying about the tail coming up. In addition, I can make max
performance braking on landing without the tail coming up.
Other than what I have mentioned above, it also makes the MKIII a much
more attractive aircraft. To me anyhow.
Take care,
john h
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Cause of engine stoppage.
Date:
Jan 16, 2005
| the carburetor gas bowl I found the main
| jet was almost complete backed out. |
| Vic
Vic/All:
Sounds like someone forgot to properly tighten the main jet.
Don't think they will back out if properly tightened. Then again,
there's Murphy!!!
john h
________________________________________________________________________________
From:
HShack(at)aol.com
Date:
Jan 16, 2005
Subject:
Re: Elevated Mark III a la J Hauck
In a message dated 1/16/2005 8:29:54 PM Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
By raising the nose of my MKIII with longer gear legs I can now rotate
on takeoff, flare and make full stall three point landings. The
bottom of the wing is turned up more and helps slow me down.
John, by moving the mains forward 8" did it create any " squirrelyness" with
so much weight behind the mains?
Howard Shackleford
FS II
SC
________________________________________________________________________________
From:
HShack(at)aol.com
Date:
Jan 16, 2005
Subject:
Re: Firestar II wanted
Another member of our club, the "Trenton Flyers", is looking for a nice low
time Firestar II with a 503. We are in western SC & would be interested in
any within a 500 mile radius.
Howard Shackleford
FS II
SC
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Elevated Mark III a la J Hauck
Date:
Jan 16, 2005
| John, by moving the mains forward 8" did it create any "
squirrelyness" with
| so much weight behind the mains?
|
|
| Howard Shackleford
Shack/Gang:
Forgot to mention Homer also put most of the weight on the main gear,
which also assists in producing nose overs. However, it also makes
the Kolb a very docile ground handler.
My modification to main gear solved the nose over problem, but made a
"real" tail dragger out of it.. Takes a short time to get accustomed
to the new setup and I have to stay on my toes and stay ahead of the
aircraft on the ground. But.........all that is second nature now
after quite a few hours on the airplane. "Real" airplane tires
(McQuery Airtracs 800X6) and a big fat Maule Tundra Tailwheel with
tapered roller bearings on the pivot shaft and an 8" pneumatic tire
help tame the savage beast. I think I have finally found the system I
was looking for for the last 13 years. It works great!
Take care,
john h
________________________________________________________________________________
Date:
Jan 16, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: Firefly with H section
Herb, John,
If you want a 503 and are willing to build wings, why not just buy a
FireStar and be done with it. The FireFly is far from being under powered
with a 447. Don't make sense.
John, as for adding H-sections, how would that impact the stress points
from the original calculations. Have to remember you have less span on a
FireFly wing but higher wing loading.per sq. foot.
jerb
>
>John -all
> You did not indicate that you knew--but Brian and Randy have done just
>that! I saw it several months ago at the Quick build center. Set my
>pulse up a notch or two. Gonna build a second set of wings for my Fly.
>Fly Star--Star Fly?? Now if only a 503 could be safely mounted!! :-)
>
>Herb
>
>
>writes:
> >
> >
> > |Comparing the FireFly to the FireStar, I feel the factory had been
> > | very conservative in setting the gross weight of the FireFly in
>
> >
> > Jerb/Gang:
> >
> > One of Dennis Souders's favorite comments was "it is as strong as
> > its
> > weakest link", which I agree with. Beef one thing up and the next
> > weakest thing will fail.
> >
> > The Firefly is a very strong little airplane based on the old
> > Firestar
> > fuselage, Sling Shot wings (with 5" spars), and lots of ribs.
> > However, if I were going to make a little hot rod/heavy hauler out
> > of
> > it, I'd go with "H" braces in the wing spars and streamlined 4130
> > struts. That's based on gut feelings more than any kind of stress
> > tests or numbers.
> >
> > Take care,
> >
> > john h
> >
>
>
________________________________________________________________________________
Date:
Jan 16, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: Firefly with H section
I'm short legged. I can get into the FireFly, but getting out is another
thing. I used to joke about calling my ground crew to bring the cement
block so I could get out. They finely got smart and suggested that I tie a
rope to it can carry it on my lap. That didn't sound to appealing or
workable and yet be able to manipulate the control stick. I always had
this fear of falling on my face in front of everyone at some strange field
as I really had to swing out over the edge and go hoping I landed on my
foot straight and not end up on my face. Being in Texas I did come up with
an idea. Make a stirrup out of seat belt material anchored around the main
longerons and seat cross supports. When you want to climb in or out you
just toss it our over the side and put you foot in it to let yourself down
or use it to assist getting in.
jerb
>
> | My FF sits on 6 inch wheels.
>| Harder to get into than my old MkIII.
>|
>| Herb
>
>Herb/Gang:
>
>I think that is because the FF uses the original FS fuselage which had
>a top longeron. That is one of the characteristics of the original FS
>I liked. Was just high enough to rest my arms on.
>
>The trick to getting in and out of the FF is to use the main tire for
>a launching platform. Same same getting out. I use the same
>procedure to get in and out of my MKIII because it sits so much higher
>than a standard MKIII.
>
>That top longeron probably adds additional strength to the fuselage
>over the FSII with the low cut fuselage, to make entrance and exit
>easier on you old folks. ;-)
>
>john h
>
>
________________________________________________________________________________
Date:
Jan 17, 2005
From:
Ted C <trc1917(at)direcway.com>
Subject:
Re: MV
Just my two cents. If the Nation wants to assess a five buck fee on you guys flying
over their charished monuments, maybe you just should pay it cause that
would be nice for relationships, you know, like maybe they can give you each a
get out of jail card type of thing in case you need a forced landing on their
land. I mean, I would not want to land there right after I had told them to
shove it. Five bucks could buy you a lot of friendship for the tribe. Might
even invite you to other places of greater interests. Might be worth the money.
I have neibors who dont shoot at me but I wouldnt want to land there! Just
my thoughts. Ted Cowan Bad presidence I know, but this is a different situation
than most. How about just telling them you dont support their concept but
are willing to DONATE to their tribes treasury.
________________________________________________________________________________
Subject:
Crash
Date:
Jan 17, 2005
From:
"Rayfield, Bill" <brayfield(at)kcc.com>
I've got a Kolbra kit I'd sell. Let me know if interested, we'll talk
off list.
Bill Rayfield
Kimberly-Clark, Corp.
Lexington Mill
ph: 336-242-6653
fax: 920-969-4976
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Vic
Subject: Kolb-List: Crash
I had and engine out last week and had to put down in a field. The
landing
went okay until I hit an irrigation ditch which caused the plane to flip
over. Did serious damage to the Kolb. Anyone know of a kit for sale at
a
reasonable price.
Vic
This e-mail is intended for the use of the addressee(s) only and may contain privileged,
confidential, or proprietary information that is exempt from disclosure
under law. If you have received this message in error, please inform us promptly
by reply e-mail, then delete the e-mail and destroy any printed copy.
Thank you.
==============================================================================
________________________________________________________________________________
From:
N27SB(at)aol.com
Date:
Jan 17, 2005
Subject:
Re: Updates
In a message dated 1/16/2005 10:42:13 PM Eastern Standard Time,
jcurtin(at)cableone.net writes:
> I want to sculpt the cage with last-a-foam and then cover it with Kevlar.
> It
> is only 1.8oz per yd. but expensive. I don't mind the extra cost as long as
> I only have to do it once.
Jerry, I can tell you what I learned after building a Long ez and other
composite structures. Kevlar may not be your best choice for several reasons.
After laying the Kevlar you will still need to go over it with glass. If you
sand into Kevlar it fuzzes and is impossible smooth. You already have all the
structure you need with the cage so you are really just need a skin. The
quickest way to go is with Bi-Axial 45/45. If you ding it you can fix it. You
could
also go with just a simple 8 oz woven glass but it is real easy to sand
through. Regular polyester resin is all you need. A hybrid cage with both steel
frame and then a foam and glass skin is the heaviest way to build an airplane.
Its the way they did it in the 60's because they did not trust the glass. I am
afraid that you will end up adding a lot of weight for the look you want.
Steve Boetto
WetFly #007
________________________________________________________________________________
Kolbers,
I might have missed something in this thread, but am I understanding
correctly that a FireFly does not use an H-section in the wing spar? If not
how do they distribute the stress? Just curious, Richard Swiderski
>writes:
> >
> >
> > |Comparing the FireFly to the FireStar, I feel the factory had been
> > | very conservative in setting the gross weight of the FireFly in
>
> >
> > Jerb/Gang:
> >
> > One of Dennis Souders's favorite comments was "it is as strong as
> > its
> > weakest link", which I agree with. Beef one thing up and the next
> > weakest thing will fail.
> >
> > The Firefly is a very strong little airplane based on the old
> > Firestar
> > fuselage, Sling Shot wings (with 5" spars), and lots of ribs.
> > However, if I were going to make a little hot rod/heavy hauler out
> > of
> > it, I'd go with "H" braces in the wing spars and streamlined 4130
> > struts. That's based on gut feelings more than any kind of stress
> > tests or numbers.
> >
> > Take care,
> >
> > john h
> >
>
>
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Re: Cause of engine stoppage.
Date:
Jan 17, 2005
> | the carburetor gas bowl I found the main
> | jet was almost complete backed out. |
> | Vic
I assume you have checked the threads on the jet and seat for damage
with a magnifier. The threads may be damaged from overtightening from
previous assembly. Kirk
Do not
archive
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Re: MV
Date:
Jan 17, 2005
I think the average income for the Navaho is below poverty level. I
would guess that when they see guys coming there to visit in airplanes
and motorhomes they kind of figure that these guys aren't exactly
Migrant workers living out of the back seat of a 78 chevy and that 5
bucks isn't going to leave them impoverished and destitute...........Kirk
Do not
archive
________________________________________________________________________________
Subject:
MV
From:
Erich_Weaver(at)URSCorp.com
Date:
Jan 17, 2005
01/17/2005 12:13:13 PM
Larry et al
Im still out here, mostly just lurking around..
I plan on making MV again this year, trailering out from So. Cal. with the
van.
There was talk last year of Homer possibly joining us this year. John H,
any news on this?
Erich Weaver
________________________________________________________________________________
From:
"b young" <by0ung(at)brigham.net>
Subject:
kolb eis
Date:
Jan 17, 2005
i dont know what eis you have.... the eis-3-adv-w/912 has a "set pages" option
by pressing two keys marked "set limits" at the same time you can then
scroll through pages where you can set limits for.... time,contrast, rpm, cht,
egt, temp, voltage, high and low aux limits.... when any of the limits are
exceeded this will caust the alarm to go off.
try setting the time limit to a greater number..... ex: flight time with full
tanks, minus 30 to 40 min,,,, depending on your level of comfort when running
low on fuel..... or set it to zero to turn the function off.
boyd
________________________________________________________________________________
From:
"PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject:
Re: Crash
Date:
Jan 17, 2005
I had and engine out last week and had to put down in a field. >>
Hi Vic,
hard luck. Are you OK? Any idea why the engine failed?
Pat
________________________________________________________________________________
Date:
Jan 17, 2005
From:
"Bob N." <ronoy(at)shentel.net>
Subject:
Re: Firefly with H section aka Getting In/Out
OFs like me tend to repeat ourselves...so again here's how this OF gets
in/out of his FireFly:
0) Approach FF on rt. side, turn around (180 deg.).
1) Back up 'til you hit the longeron.
2) Place both hands kinda behind you on longeron and hoist yer self up
to where you're sitting on tube.
3) Lower yer butt to seat,
4) With lt. hand grab yer lt. pants leg while using rt. hand to hold
stick back and lt.
5) Haul lt. leg into cockpit, watching fer hitting windscreen if you
have the extended one. If you have the full enclosure, engage a chiropractor.
6) Repeat steps 4 and 5 with rt. leg.
7) Get back out this way:
8) Reverse steps 5 and 4, in that order.
9) With both legs out, grab tube and hoist yer self to sitting position
on tube.
10) Ease yer self to standing on ground.
11) Walk away.
Now if I can do that with 3 vertebrae fused, on a short legged 5-7
frame, at goin' on 82, then you youngsters orta be able.
Bob N.
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Re: MV
Date:
Jan 17, 2005
On top of the vast amounts of money that
> tribe receives from such endeavors as the Navaho
> Power Plant, the coal production on their lands &
> other mining operations, they do make a healthy
> profit on any other items sold, &/or used on their
> lands, including the RV areas, restaurants, fuels,
OMG! they sound like..........dare I say it??? CAPITALISTS!!!
Do not
archive
________________________________________________________________________________
From:
"Jerry Curtin" <jcurtin(at)cableone.net>
Subject:
Re: Updates
Date:
Jan 17, 2005
Hello Steve, Thanks for the feedback. I am certainly concerned about weight
but did not think that the amount of foam that I was going to install would
be too great a cost in weight. Can you tell me why glass has to be layered
over the Kevlar? I have a friend that has modified his Piper Comanche 400
with Kevlar only and it seems to be a smooth as a baby's butt. He laid it up
by hand without vaccuum bagging it and it really looks great. Can it be
touched up with micro? Thanks again. Jerry
----- Original Message -----
From: <N27SB(at)aol.com>
Subject: Re: Kolb-List: Updates
>
> In a message dated 1/16/2005 10:42:13 PM Eastern Standard Time,
> jcurtin(at)cableone.net writes:
>
> > I want to sculpt the cage with last-a-foam and then cover it with
Kevlar.
> > It
> > is only 1.8oz per yd. but expensive. I don't mind the extra cost as long
as
> > I only have to do it once.
>
> Jerry, I can tell you what I learned after building a Long ez and other
> composite structures. Kevlar may not be your best choice for several
reasons.
> After laying the Kevlar you will still need to go over it with glass. If
you
> sand into Kevlar it fuzzes and is impossible smooth. You already have all
the
> structure you need with the cage so you are really just need a skin. The
> quickest way to go is with Bi-Axial 45/45. If you ding it you can fix it.
You could
> also go with just a simple 8 oz woven glass but it is real easy to sand
> through. Regular polyester resin is all you need. A hybrid cage with both
steel
> frame and then a foam and glass skin is the heaviest way to build an
airplane.
> Its the way they did it in the 60's because they did not trust the glass.
I am
> afraid that you will end up adding a lot of weight for the look you want.
>
> Steve Boetto
> WetFly #007
>
>
________________________________________________________________________________
Hey Gang....
I converted my FireFly to single lift struts...look at my website and on the
bottom of the pages the button that says "strut mod" will take you there and
show you how I did it...
The method of attach that the stock Firefly uses to attach the strut to the
spar is different than on a Firestar..I dont think it is weaker...just
different. the Fly uses a large bracket that rivets to the spar...kinda
makes a square box out of it where the struts attach and a steel attach
bracket then rivets to the box section. The end of this attach bracket then
sticks thru the fabric and each of the 4 struts attach to it with one bolt.
The "T" section that I made simply uses the stock attach brackets and allows
one to use a single strut. I sent pics and specs to to Dennis before I
completed it and asked for any advice he might offer....he basically told me
it looked like it should do the job fine. I gained 5 mph or so with this and
the other mods to cover the top half of the rear cage and added a
streamlined "ducktail " to the rear of the cage.
Here is a direct link to the strut mod page
http://www.geocities.com/dagger369th/strut_mod.htm
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From:
"Giovanni Day" <gde01(at)bellsouth.net>
Subject:
Cause of engine stoppage.
Date:
Jan 17, 2005
I once purchased a 100hr used 503. The engine was in great shape. I put it
on a quicksilver I had and it ran great till about 60-70% and up. I thought
I had too much prop as it would start to bog down and loose RPM. It would
never die but ran very bad with little power. When I would reduce the
throttle it would pick back up again. I was stumped. One friend advised I
would look at the main jets as maybe they needed adjustment. What do you
know it had none in it. With this experience in mind I am not sure the cause
of the engine stoppage was the jet. Maybe if combined with another problem
or if the power was left at full throttle it would stop? Not sure but either
way but thought the information is relevant.
Giovanni Day
MKIII 912 80566 41.4 hours
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of
snuffy(at)usol.com
Subject: Re: Kolb-List: Cause of engine stoppage.
> | the carburetor gas bowl I found the main
> | jet was almost complete backed out. |
> | Vic
I assume you have checked the threads on the jet and seat for damage
with a magnifier. The threads may be damaged from overtightening from
previous assembly. Kirk
Do not
archive
________________________________________________________________________________
Date:
Jan 18, 2005
From:
Ted C <trc1917(at)direcway.com>
Subject:
Re: Kolb-List Digest: 24 Msgs - 01/17/05
Your improvements look great but I cannot help but think that you have increased
the weight of this bird beyond FAR 103 and the speed also probably. I realize
you are having fun modifying this bird but I would think you had better be
getting your registration for N number. Ted
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Kolb-List: Firefly with H section
Hey Gang....
I converted my FireFly to single lift struts...look at my website and on the
bottom of the pages the button that says "strut mod" will take you there and
show you how I did it...
The method of attach that the stock Firefly uses to attach the strut to the
spar is different than on a Firestar..I dont think it is weaker...just
different. the Fly uses a large bracket that rivets to the spar...kinda
makes a square box out of it where the struts attach and a steel attach
bracket then rivets to the box section. The end of this attach bracket then
sticks thru the fabric and each of the 4 struts attach to it with one bolt.
The "T" section that I made simply uses the stock attach brackets and allows
one to use a single strut. I sent pics and specs to to Dennis before I
completed it and asked for any advice he might offer....he basically told me
it looked like it should do the job fine. I gained 5 mph or so with this and
the other mods to cover the top half of the rear cage and added a
streamlined "ducktail " to the rear of the cage.
Here is a direct link to the strut mod page
http://www.geocities.com/dagger369th/strut_mod.htm
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
Date:
Jan 18, 2005
From:
Clifford Dow <cdowjr(at)yahoo.com>
Subject:
AvGas & Rotax 503
Hello
I'm new to Ultralights - can you run a Rotax 503 with regular avgas (mixed with
2 cycle oil of course)?
if not - how do you all take a cross country trip? do you stop at local airports
and run into town and get autofuel and fill up that way?
I"m told mixing the 2 cycle oil right in with the gas is best since if you instead
have an auto injector - if the auto injector fails - you fry your motor?
Is it seldom that these auto injectors fail???
The Ultralight I purchased is in Virginia - i'm thinking of flying it to Sun'N
Fun - is that a HUGE trip - I figure 15 hours? Am I bitting off a bit more than
I should for a first trip in an Ultralight?
thanks
cliff
---------------------------------
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Re: MV
Date:
Jan 18, 2005
" elsewhere such as Bryce Canyon."
>
Another beautiful place for sure. Is it legal to fly over at say 100 feet AGL?
Do not arjive
________________________________________________________________________________
From:
"ron wehba" <rwehba(at)cox.net>
Subject:
Re: MV
Date:
Jan 18, 2005
very pretty place, there is so many places to see in our country I just need
to quit getting older for about 2-3 hundred years so i can see most of them.
----- Original Message -----
From: <snuffy(at)usol.com>
Subject: Re: Kolb-List: Re: MV
>
> " elsewhere such as Bryce Canyon."
>>
> Another beautiful place for sure. Is it legal to fly over at say 100 feet
> AGL?
>
> Do not arjive
>
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: AvGas & Rotax 503
Date:
Jan 18, 2005
Hi Cliff/Gang:
I've only had one cup of coffee and working on the second, but I will
see if I can answer your questions.
| I'm new to Ultralights - can you run a Rotax 503 with regular avgas
(mixed with 2 cycle oil of course)?
I burned a lot of 100LL aviation fuel in my Cuyuna and Rotax engines.
Never had a problem with it.
| if not - how do you all take a cross country trip? do you stop at
local airports and run into town and get autofuel and fill up that
way?
I have heard of folks cross countrying ULs, using the FBO courtesy car
to go to town to buy autofuel. Personally, I think that is in bad
taste. Poor old FBO, at most little airports, is struggling to
survive. Needs all the help he can get. Buy his 100LL and help him
out. Then borrow his courtesy car to go to town to get a hamburger.
Be sure to put some autofuel in the courtesy car before you return it.
| I"m told mixing the 2 cycle oil right in with the gas is best since
if you instead have an auto injector - if the auto injector fails -
you fry your motor? Is it seldom that these auto injectors fail???
Either way works great. I don't think the injectors fail any more
often than the operator fails to add oil in the fuel.
| The Ultralight I purchased is in Virginia - i'm thinking of flying
it to Sun'N Fun - is that a HUGE trip - I figure 15 hours?
That depends on your past aviation experience. I started cross
country flying in my Ultrastar 20 years ago. All one day flights.
When I built the Firestar I had more room to carry camping gear. To
determine what I would need or not need on a cross country flight, I
did a one day flight to an air show, camped out on site, and returned
home the next day. This gave me a good idea if I had what I needed.
Am I bitting off a bit more than I should for a first trip in an
Ultralight?
Probably! Recommend getting out there and doing a lot of cross
country work with some overnighters to get yourself and your
ultralight in shape for the flight to Lakeland.
All long and extremely long cross country flights are simply short
individual flight legs put together, one at a time.
Take care,
john h
________________________________________________________________________________
Date:
Jan 18, 2005
From:
Clifford Dow <cdowjr(at)yahoo.com>
Subject:
Any ultralight fliers on the East Coast headed to Sun"N Fun??
Hello
I'm looking to possibly hook up with someone flying south for sun'n fun in april
I'm in Maine but planning to start my trip in Virginia and fly south.
I'd sure feel more comfortable following someone someone.
thanks
cliff
---------------------------------
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: AvGas & Rotax 503
Date:
Jan 18, 2005
Clifford:
I can't advise you, nor can anyone else, on whether or not you should fly to
Sun-n-Fun, but I can offer some experiential advice on your other questions.
1. I asked the owner/operator of the Authorized Rotax Repair station who
does my repair and rebuild word about avgas. He said it won't hurt your
engine, especially if used on an occassional basis. He recommends always
following a tankful (or tripful) of it with a good quality 93 octane.
2. How do I take cross-country trips? Three ways: First, I buy avgas, as
mentioned above. Second, I -carry- gas in the second seat since I have a
Mark II. Third, I fly to places that offer mogas or it's within easy ( and I
mean real easy) walking distance.
3. Pre-mixed -vs- oil-injected. Again, referencing the gentlemen I mentioned
in item 1, he tells me that the incidence of these oil-injector pumps
failing is so low as to be hardly worth considering. Nevertheless, the pumps
are -designed- to failsafe, that is, if the pump quits or the cable breaks,
the flow reverts to a full 50:1 mixture. Ergo there's no chance of frying
the engine UNLESS you run out of oil in the reservoir.
You didn't mention what type of Kolb you purchased?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: "Clifford Dow" <cdowjr(at)yahoo.com>
Subject: Kolb-List: AvGas & Rotax 503
>
> Hello
> I'm new to Ultralights - can you run a Rotax 503 with regular avgas (mixed
with 2 cycle oil of course)?
> if not - how do you all take a cross country trip? do you stop at local
airports and run into town and get autofuel and fill up that way?
> I"m told mixing the 2 cycle oil right in with the gas is best since if you
instead have an auto injector - if the auto injector fails - you fry your
motor? Is it seldom that these auto injectors fail???
> The Ultralight I purchased is in Virginia - i'm thinking of flying it to
Sun'N Fun - is that a HUGE trip - I figure 15 hours? Am I bitting off a bit
more than I should for a first trip in an Ultralight?
> thanks
> cliff
________________________________________________________________________________
From:
"George Bass" <gtb(at)commspeed.net>
Subject:
Re: Any ultralight fliers on the East Coast headed to Sun"N
Fun??
Date:
Jan 18, 2005
The key phrase in Mr. Dow's last comment
was ZERO TIME IN ULTRALIGHTS.
Even with 250 hours time GA, the transition
to U/L's will be VERY enlightening.
The LONG cross-country you are thinking of
is not an endeavor I'd recommend on your 1st
effort to become acquianted with this medium.
George Bass
P. O. Box 770
Camp Verde, AZ
86322
USUA #30899
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
Date:
Jan 18, 2005
Subject:
Re: Cause of engine stoppage.
From:
"Wisner H. Wells" <wisnerwh(at)juno.com>
I know it is silly but we had a pilot with the same trouble. His air
filter was saturated with oil. Also check your flexible hose from your
carb to your engine. It gets cracks in it and will act up like you said.
I had a Kolb 503, double carb. I crashed it at the NY Fly-in because of a
faulty throttle linkage.
Wes Wells
________________________________________________________________________________
From:
"Jim Baker" <jlbaker(at)telepath.com>
Date:
Jan 18, 2005
Subject:
Re: re: av-gas
> Higher octane does not necessarily mean higher BTU output.
> -In fact alcohol added as an antiknock actually lowers the energy
> output. Corn squeezin's belong only in a jug fer drinkin'
> > it is my understanding that rotax does not recommend using
anything
> > other than 87 octane because, higher octane's =excessive heat.
Qc, heat of combustion in BTU per pound mass (lbm)
Gasoline C8H17 20,460
Methyl Alcohol CH3OH 9,760
Ethyl Alcohol C2H5OH 12,780
Alcohol was never intended to be an anti-knock agent, it was just a
consequence of economic and political pressures. At 10 percent
ethyl alcohol by volume, antiknock effects are minimal. You'd have to
get to 50 percent alcohol by volume before you'd equal the effect
that 3cc/gal of tetraethyl lead (TEL) has on the same volume (Taylor,
Vol 2., The Internal Combustion Engine in Theory and Practice, pg
152). 100ll currently has, if I recall, about 2cc/gal TEL.
The BTU/lbm of gasoline is the same for auto or aviation fuels.
There is no great difference.
From another post...
>avgas. He said it won't hurt your
>engine, especially if used on an occassional basis. He recommends always
>following a tankful (or tripful) of it with a good quality 93 octane
Why use the 93? Betcha he couldn't tell you, either.
Just some thoughts.......
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: re: av-gas
Date:
Jan 19, 2005
> Why use the 93? Betcha he couldn't tell you, either.
Actually, he could, and did. Apparently it helps reduce the amount of lead
deposits which, though small, do happen. Of course, that's -my-
understanding, which may be flawed.
He also explained, at length, about how to select the correct grade based on
how long the fuel will remain unused.
-Ken
________________________________________________________________________________
Date:
Jan 19, 2005
From:
John Jung <jrjungjr(at)yahoo.com>
Subject:
Re: MV
Group,
I have started planning my flight to MV. Last year I
trailered my Firestar there, but this year I will fly.
But why wait for MV? Flying in the Phoenix area is
like summer right now. Yesterday, Arizona Dave and I
flew for a few hours in 77 degree temperatures with
low winds. We plan to get some more time in today,
while this warm spell lasts.
Oh, my 503 Firestar and Dave's 582 Mark III seem to
cruise about the same speed. One difference is he
burned more fuel. How many gph to you 582 Mark III
drivers burn?
John Jung
Surprise, AZ
__________________________________
________________________________________________________________________________
Date:
Jan 19, 2005
Subject:
MARK 3 FOR SALE
From:
WILLIAM B UPSHUR <bupshur(at)juno.com>
Vic,
Here is a great chance for a good deal on a Mark III. Dave
Stroberg was building a quick build kit of the Mark III. Unfortunately
he developed cancer of the brain and is now dead. This Mark III was the
second Kolb that Dave has built. His wife Jo Stroberg is trying to find
someone to buy the unfinished plane. You have to talk to her as to how
much of the kit is completed. I am sure that you can get the Mark III at
a savings and at a good fair price. If you or any other List members are
interested contact:
Jo Stroberg
445 Woodland Church Road
Hertford, NC 27944
1-252-264-2240
Bill Upshur
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Fwd: Navajo facts
Date:
Jan 19, 2005
For those going to MV and would like more info on the Navajo nation
here is the website for the Washington office of the Navajo. Some
interesting statistics such as; the reservation is larger than each of 10 US
states. 56% of Navajo live below poverty level, 43 % unemployment rate
among them. They spend nearly 70% of their money outside the
reservation. Average annual income of just over $6000. Informative site.
http://www.nnwo.org/nnprofile.htm
Do not arcjive
________________________________________________________________________________
From:
"George E. Thompson" <eagle1(at)commspeed.net>
Subject:
Re: AvGas & Rotax 503
Date:
Jan 19, 2005
For what it's worth, when I took my long cross country, I just put a few
containers of Pennzoil in the baggage compartment and used av gas if no
other was available. A couple of FBO"s offered a car to go into town to get
car gas. I only did that a couple of times. The amount of Av gas you are
going to burn on your trip are not enough to worry about. I have no
experience with auto injectors so I have no comment on those. My opinion
only.
AZ Bald Eagle
----- Original Message -----
From: "Clifford Dow" <cdowjr(at)yahoo.com>
Subject: Kolb-List: AvGas & Rotax 503
>
> Hello
> I'm new to Ultralights - can you run a Rotax 503 with regular avgas (mixed
> with 2 cycle oil of course)?
> if not - how do you all take a cross country trip? do you stop at local
> airports and run into town and get autofuel and fill up that way?
> I"m told mixing the 2 cycle oil right in with the gas is best since if you
> instead have an auto injector - if the auto injector fails - you fry your
> motor? Is it seldom that these auto injectors fail???
> The Ultralight I purchased is in Virginia - i'm thinking of flying it to
> Sun'N Fun - is that a HUGE trip - I figure 15 hours? Am I bitting off a
> bit more than I should for a first trip in an Ultralight?
> thanks
> cliff
>
>
> ---------------------------------
>
>
>
________________________________________________________________________________
Date:
Jan 19, 2005
From:
John Raeburn <raeburn(at)direcway.com>
Subject:
Paint scheme
I'm in the process of repainting my Kolb Mk 111. and trying to come up with
a new paint scheme.
Does anyone out there have any images they can send me over the internet of
paint schemes they have used on their aircraft so I can get some new ideas
of what colors to paint my aircraft.
Any images will be greatly appreciated.
John Raeburn
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Paint scheme
Date:
Jan 19, 2005
| Does anyone out there have any images they can send me over the
internet of
| paint schemes they have used on their aircraft so I can get some new
ideas
| of what colors to paint my aircraft.
| John Raeburn
John R/Gang:
I got my paint scheme out of an RC Catalog. These catalogs are
selling RC models and each has a different paint scheme.
The only catalog I have at the present time is Tower Hobbies. You can
get one of their catalogs by going to their web site. Probably get
some ideas of paint schemes right off their site:
www.towerhobbies.com
john h
________________________________________________________________________________
From:
"woody" <duesouth(at)govital.net>
Subject:
Re: Paint scheme
Date:
Jan 19, 2005
Check the archives and see if you can find a Photo of my Mk111
"Thunderbird." It is painted as a giagantic thunderbird using the indian
style of art from the Pacific north west "Haida" If not contact me off line
and I can send a copy. Most on the list that have seen it seem to like it.
________________________________________________________________________________
From:
"alananpat" <alananpat(at)ev1.net>
Subject:
avgas
Date:
Jan 19, 2005
This is in response to several posts about Avgas.
About 12 years ago I built a Kitfox II with the then new Rotax 582. They recommended
auto gas only. As I found out, this fuel is not always available, even when
the Flight Guide says it is. Sometimes you gotta use 100LL (I think LL stand
for "Lots-o-Lead") if you wish to fly XC. Lots of that lead stays in the combustion
chamber and will cause problems. 100LL will also flow through your engine
somewhat quicker than autogas.
While on a XC from the Houston area to Sun-n-Fun 1993 I stopped at Picayune, MS
and was given some very good advise: Add Marvel Mystery Oil to your fuel. Go
by the label and add in addition to the normal oil/fuel ratio.
I'm not sure why this works, but work it does. It prevents lead and carbon from
sticking anywhere inside the combustion chamber. I flew that Kitfox for 200 hours
and you could still see the very fine grooves machined into the top of the
piston after that time. I will always use MMO in any 2-stroke I own.
No I have no interest in the company except as a customer.
Alan
Soon to do the King Kolbra thing.
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Kolb Photos and N101AB Seats
Date:
Jan 19, 2005
Hi Gang:
One of my favorite photos taken at Sun and Fun 2004:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/kolb_firefly.jpg
This one has been a while ago. Waiting to do the Dealers Showcase.
Also Sun and Fun, probably 1997. Dennis Souder in the Kolb Laser and
John Hauck in the Kolb Sling Shot:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0001.jpg
Some of you all asked about my MKIII seats, actually Ultrastar Seats.
This shot was taken Feb 1961, in the basement of the barn of the Kolb
Factory. Brother Jim and I were building and modifying MKIII serial
number M3-011:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0002.jpg
First dual controls in a MKIII designed by Jim Hauck. They still had
not flown and been tested. We still had some changes to make to make
them what they are today. TNK currently uses our dual controls in the
MKIIIc and MKIIIx:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0003.jpg
More MKIII seats:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0004.jpg
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0005.jpg
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0006.jpg
Burt Howland spun the end caps for my oil tank for the 582. Jim Hauck
used a piece of 5 inch tail boom to weld the end caps to:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0007.jpg
More seats:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0008.jpg
Sorry, forgot to roll this photo before I uploaded it to the index
page:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0009.jpg
I did good on this one and got it turned correctly:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Kolb%20Stuff/0010.jpg
Sorry it took so long to get these up. You would not believe how far
I had to dig to find them. Then, of course, one must look at all the
old photos as one searchs for what one is trying to find.
Take care,
john h
28F hauck's holler, alabama
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Interesting Kolb color scheme
Date:
Jan 20, 2005
http://www.staliteaviation.com/ken/butterfly.jpg
Is it a Firefly or a Butterfly?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
Date:
Jan 20, 2005
From:
bryan green <lgreen1(at)sc.rr.com>
Subject:
Re: Kolb Photos and N101AB Seats
Morning John and all
Looks like not too many folks talking today. That's a fine picture of
the Firefly for sure. On the topic of seats, I have some photos of my
seat modifications if anyone wants them contact me off list and I will
send.
Bryan Green Elgin SC
Firestar 377 BRS
19LBG
John Hauck wrote:
>
> | One of my favorite photos taken at Sun and Fun 2004:
>|
>
>
>
>
________________________________________________________________________________
All,
Does anyone know what happened to the Laser, it sure looked like a nice aircraft.
Mike
Xtra/Jab2200
G-CDFA
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: Kolb Laser
Date:
Jan 20, 2005
Seeing the photo made me curious too. I sent an email to TNK this morning
asking about it. Not available now but they plan to offer it again in the
future. Didn't say when.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Kolb-List: Kolb Laser
>
> All,
> Does anyone know what happened to the Laser, it sure looked like a nice
aircraft.
>
> Mike
> Xtra/Jab2200
> G-CDFA
>
>
________________________________________________________________________________
From:
"Rusty" <13brv3c(at)bellsouth.net>
Subject:
Kolb Laser
Date:
Jan 20, 2005
Seeing the photo made me curious too. I sent an email to TNK this morning
asking about it. Not available now but they plan to offer it again in the
future. Didn't say when.
-------------
(RD) That's good news. I really liked the Laser, and recall bugging Dennis
about it quite a bit when I was up at (the old) Kolb years ago. There was
one complete plane, and at least two fuselage cages hanging around the barn,
and I just couldn't quite get him to let me take one of the cages home.
Hey Travis, are you listening? Send one down :-)
Cheers,
Rusty (hope my wife doesn't read this)
________________________________________________________________________________
From:
"Dave & Eve Pelletier" <pelletier(at)cableone.net>
Subject:
Re: MV
Date:
Jan 20, 2005
----- Original Message -----
From: <Erich_Weaver(at)URSCorp.com>
Subject: Kolb-List: MV
>
> Larry et al
>
> Im still out here, mostly just lurking around..
> I plan on making MV again this year, trailering out from So. Cal. with the
> van.
>
> There was talk last year of Homer possibly joining us this year. John H,
> any news on this?
>
> Erich Weaver
>
>
>
________________________________________________________________________________
From:
"Beauford" <beauford(at)tampabay.rr.com>
Subject:
Welding 4130
Date:
Jan 20, 2005
Kolbers...
Will "standard" flux core wire produce safe welds on 4130, or does it require a
"special"
wire...?
Thankee...
Beauford
FF #076
Brandon FL
________________________________________________________________________________
Beauford,
I never did MIG on cromoly, but all that I ever use on gas welding
4130 is standard mild steel rod, as per kolb manual. Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Beauford
Subject: Kolb-List: Welding 4130
Kolbers...
Will "standard" flux core wire produce safe welds on 4130, or does it
require a "special"
wire...?
Thankee...
Beauford
FF #076
Brandon FL
________________________________________________________________________________
Rusty & All,
I heard all three were sold off to someone, & that the reason for
not going into production was the cost return ratio was too high.
...Richard 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: Kolb Laser
Seeing the photo made me curious too. I sent an email to TNK this morning
asking about it. Not available now but they plan to offer it again in the
future. Didn't say when.
-------------
(RD) That's good news. I really liked the Laser, and recall bugging Dennis
about it quite a bit when I was up at (the old) Kolb years ago. There was
one complete plane, and at least two fuselage cages hanging around the barn,
and I just couldn't quite get him to let me take one of the cages home.
Hey Travis, are you listening? Send one down :-)
Cheers,
Rusty (hope my wife doesn't read this)
________________________________________________________________________________
From:
"Jim Baker" <jlbaker(at)telepath.com>
Date:
Jan 20, 2005
Subject:
MIG 4130
> Will "standard" flux core wire produce safe welds on 4130, or does it
> require a "special" wire...?
ER80S-D2, ER70S-2 or ER80S-D2 will be the wires to use. Flux core?
Nope. Requires shielded welding (co2 or co2/argon). Might want to run a
search on MIG WELDING 4130...lots of articles online.
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
Date:
Jan 20, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: avgas
What 2-stroke oil do you use mixed at what ratio and how much Marvel
Mystery Oil do you use per gallon of gas?
jerb
>
>This is in response to several posts about Avgas.
>
>About 12 years ago I built a Kitfox II with the then new Rotax 582. They
>recommended auto gas only. As I found out, this fuel is not always
>available, even when the Flight Guide says it is. Sometimes you gotta use
>100LL (I think LL stand for "Lots-o-Lead") if you wish to fly XC. Lots of
>that lead stays in the combustion chamber and will cause problems. 100LL
>will also flow through your engine somewhat quicker than autogas.
>
>While on a XC from the Houston area to Sun-n-Fun 1993 I stopped at
>Picayune, MS and was given some very good advise: Add Marvel Mystery Oil
>to your fuel. Go by the label and add in addition to the normal oil/fuel ratio.
>
>I'm not sure why this works, but work it does. It prevents lead and carbon
>from sticking anywhere inside the combustion chamber. I flew that Kitfox
>for 200 hours and you could still see the very fine grooves machined into
>the top of the piston after that time. I will always use MMO in any
>2-stroke I own.
>
>No I have no interest in the company except as a customer.
>
>Alan
>
>Soon to do the King Kolbra thing.
>
>
________________________________________________________________________________
Yes. I saw the Lasers in a sale on E-Bay about a year ago. Seems like there
were two almost complete planes and one partial. They went real cheap. I
followed the sale till it ended and printed it so that I would have the
E-mail address if I wanted some day to make a offer on one of them. I think
I still have it in a file back in Michigan.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: RE: Kolb-List: Kolb Laser
>
>
> Rusty & All,
> I heard all three were sold off to someone, & that the reason for
> not going into production was the cost return ratio was too high.
> ...Richard Swiderski
________________________________________________________________________________
From:
FlyColt45(at)aol.com
Date:
Jan 21, 2005
Subject:
Re: Kolb Laser
Talk about "Skunkworks"
I remember when Dennis was test flying the Lazer at Homer's one beautiful,
late afternoon. There were many late afternoon there - then. His (at that
time - little), daughter was playing as his wife snapping pictures as he did
low passes and all kinds of other maneuvers to show the plane. I also remember
the white Prince (?) prop, and recall how quiet and seemingly solid the
plane flew. Dennis can speak for himself, but I always thought that he was
influenced by a KR2 that he once had.
Oh, the good old days - at Homer's!!!
Jim Cote, Lantana, FL (PA)
________________________________________________________________________________
From:
"JIM HEFNER" <hefner_jim(at)msn.com>
Subject:
Re: avgas
Date:
Jan 21, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: avgas
What 2-stroke oil do you use mixed at what ratio and how much Marvel
Mystery Oil do you use per gallon of gas?
jerb
Jerb, all,
FYI, I have been burning 91 octane (no additives), Redline 2-cycle racing
oil at 100:1 (6.8 oz / 5 gal) + 2 oz / 5gal MMO and using NGK BR8EV plugs
for over 2 years in my 447 on my FF and my temps are great and I have no
evidence of carboning, looking at the pistons through the plug holes and no
carboning or slap marks on the pistons viewed through the exhaust ports....
still looks new in there. I change the plugs every 75 hrs whether they need
it or not. Living in AZ where I fly year round and low humidity, this works
well. I would not recommend using synthetic 100:1 oils if living up North
or other high humidity areas, especially if the plane will not be flown
regularly, since there could be corrosion due to lower residual lube coating
vs castor based oils. This could work in these conditions if proper prep
were done before storing for long periods over winter.
Jim Hefner
Tucson, AZ
FF#022 447 - 185 hrs
________________________________________________________________________________
From:
"jam'n" <jghunter(at)nol.net>
Subject:
wow
Date:
Jan 21, 2005
http://www.micom.net/oops/
for all pilots
________________________________________________________________________________
Date:
Jan 21, 2005
From:
possums <possums(at)mindspring.com>
Subject:
Re: Leading edge tape
At 03:37 PM 1/21/2005, you wrote:
>
>To All:
>I just decided to replace the s/s leading edge tape on the Ivo prop used on
>the WetFly. The original tape was real thick and tough. The new stuff that
>Ivo
>sent was very thin. Since the WetFly is on floats and takes a pretty good
>beating I would like to stick with (sorry about the pun) the original
>thickness.
>Ivo tells me that they can no longer get the thick tape and that if you can
>find it elsewhere it will come loose. Does anyone know where to get the
>thick
>stuff that works?
>
>WetFly #007
>Steve Boetto
I would be a bit hesitant to use the thick SS tape at all.
Had it installed on a warp drive prop on my old Firestar in 1995.
After a few hours it had slipped down the tip of the blade a couple of inches.
Did not notice it until I heard this unusual "whirring sound" while running up
the engine one day. I was on the ground at the time.
Apparently it had slipped down while flying and actually cut into the top
of the boom tube. Strong Stuff - (stainless steel vs. alum).
No permanent damage, but felt like the guy who sawed off the tree limb
while sitting on the wrong end.
Use the plastic prop "tape". Seems to work Ok on small stuff and
stays on if applied right. I use wheel pants to keep the rocks and sand off
the prop.
Don't be the guy on the wrong end of the limb.
Would hate to cut my tail off while flying the plane.
________________________________________________________________________________
Date:
Jan 21, 2005
From:
Richard Pike <richard(at)bcchapel.org>
Subject:
Re: Leading edge tape
I have about 85 feet of this tape still on a roll in my garage. It works
fine but does not stick down well. It does not like to make the acute angle
turn at the tip of the blade and will start to lift after about 20 hours or
three months, whichever comes first. It works great on the portion of the
blade where it does not have to turn a tight corner.
Wanna buy some? Make ya a good deal...
Richard Pike
MKIII N420P (420ldPoops)
>
>You might try 3M leading edge tape. Google links:
>http://www.google.com/search?hl=en&q=3m+leading+edge+tape&btnG=Google+Search
________________________________________________________________________________
From:
<williamdgleason(at)bellsouth.net>
Subject:
heaters
Date:
Jan 22, 2005
I would like to know if anyone has any information on a cockpit heater using
a Rotax 503. It would
be nice to have some supplimental heat in my Mark II.
Dale Gleason in SC
________________________________________________________________________________
From:
"Bob and Jenn B" <tabberdd(at)hotmail.com>
Subject:
re:heaters
Date:
Jan 22, 2005
Aircraft Spruce and Speciality has a nice looking one, called the Rans
heater. for $75.00.
________________________________________________________________________________
From:
"Edward Steuber" <esteuber(at)rochester.rr.com>
Subject:
Leading edge tape
Date:
Jan 22, 2005
Steve,
Jc Whitney has the tape your looking for in different width rolls.....I
have used it over the years and it is the same as what was used on your prop...I
think the prop people source it through Whitney because I have never seen
it anywhere else....cutting it to shape is really difficult...good luck
Ed
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: heaters
Date:
Jan 22, 2005
| I would like to know if anyone has any information on a
cockpit heater using a Rotax 503. It would
| be nice to have some supplimental heat in my Mark II.
|
| Dale Gleason in SC
Morning Dale/Gang:
I use a Chilli Vest, 12VDC, digital electronic thermostat, with good
results. Very simple to hook directly into your battery. If no
battery, hook it directly into the 12VDC side of regulator/rectifier.
Uses very little power and keeps me nice and toasty on coldest days.
Here's the url for Sargents and the Chilli Vest. Price is now
$179.95:
http://www.sargentcycle.com/chillivest.htm
I've had mine for about 4 years now. Good quality and performer.
john h
________________________________________________________________________________
From:
robert bean <slyck(at)frontiernet.net>
Subject:
Re: Leading edge tape
Date:
Jan 22, 2005
True enough, it sure doesn't like that angle. I tried pre-bending it
before
removing the backing but it has a memory and still attempts to
straighten
itself. Next time I'll try a more aggressive approach with the prebend:
a little heat and leave it compressed for a couple days before
application.
-BB
On 21, Jan 2005, at 11:57 PM, Richard Pike wrote:
>
> I have about 85 feet of this tape still on a roll in my garage. It
> works
> fine but does not stick down well. It does not like to make the acute
> angle
> turn at the tip of the blade and will start to lift after about 20
> hours or
> three months, whichever comes first. It works great on the portion of
> the
> blade where it does not have to turn a tight corner.
> Wanna buy some? Make ya a good deal...
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>>
>>
>> You might try 3M leading edge tape. Google links:
>> http://www.google.com/search?
>> hl=en&q=3m+leading+edge+tape&btnG=Google+Search
>
>
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: heaters
Date:
Jan 22, 2005
> information on a cockpit heater
>> I use a Chilli Vest
John, et al:
This looks like it won't do a thing for hands and feet, though. Also, MI
is -much- colder than AL. How say you?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: heaters
Date:
Jan 22, 2005
| This looks like it won't do a thing for hands and feet, though.
Also, MI
| is -much- colder than AL. How say you?
|
| -Ken Fackler
Ken/All:
Depends on whether your hands and feet are attached to the rest of
you. ;-)
You guys know a lot more about "cold" than I do. I bought the Chilli
Vest to fly to the Arctic in the summer time. Normal low temps then
are 30 to 40F, coupled with terrific wind and rain. On my first
flight up there, 1994, I had to layer clothes to stay warm. Had a
hard time getting in and out of the airplane, I was bundled up so
much. With the Chilli Vest I usually wear light weight thermals,
polar fleece jacket, Chilli Vest, and leather flight jacket. Hands
and feet stay warm in wool boot socks and hiking boots, and a pair of
gortex lined leather shooting gloves. Most of the time I don't need
the gloves on.
Another secret is fly when the sun shines. Solar heat in th cockpit
is great under those conditions. I didn't have those options and flew
in all conditions. Another problem, way up north, is the angle of the
sun is so low, the wing shades the cockpit, especially on a northerly
heading.
I think, for the most part, if you can keep your core temp up, the
extremeties will also stay warm. However, I can not speak for the
kinds of weather you all have in your part of the country.
I think the beauty of the electric vest, there are also electric
gloves and booties and pants, is the simplicity of installation. The
vest weighs practically nothing including the wires and controller
compared to what it takes to rig a hot air or hot water heater. I
don't like the idea of hot water in the cockpit, and there's always
the possibility of carbon monoxide invasion using hot air off the
exhaust system.
Maintenance has been zilch...........and reliability has been 100% so
far with the vest.
john h
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Leading edge tape
Date:
Jan 22, 2005
| On the subject of leading edge tape....wouldn't it be
better to get away from it completly...Doesn't Hauck's "warp" prop
have a nickel edge built into the leading edge...?
| Mike in Blizzard country
Hi Mike/Gang:
Yep! I don't have any problems with my leading edge. Done a lot of
heavy rain, rocks, etc., with no problem. Don't think I want to have
the tape problem, especially on a flight away from home.
john h
________________________________________________________________________________
From:
"Larry Cottrell" <lcottrel(at)kfalls.net>
Subject:
Re: heaters
Date:
Jan 22, 2005
Hi,
I have pictures of my cockpit heater available if anyone wants to email
me off line and I will send them to you. It is made from aluminum and
captures the air from the cooling shroud. Takes a bit to do, but is worth
it. I will also do a photoshare as well.
Larry, Oregon
----- Original Message -----
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: Kolb-List: heaters
>
>> information on a cockpit heater
>
>>> I use a Chilli Vest
>
> John, et al:
>
> This looks like it won't do a thing for hands and feet, though. Also, MI
> is -much- colder than AL. How say you?
>
> -Ken Fackler
> Kolb Mark II / A722KWF
> Rochester MI
>
>
>
________________________________________________________________________________
From:
"Larry Cottrell" <lcottrel(at)kfalls.net>
Subject:
Re: heaters
Date:
Jan 22, 2005
I just submitted a photoshare to the list, not sure when it will be posted.
Larry, Oregon
________________________________________________________________________________
From:
N27SB(at)aol.com
Date:
Jan 22, 2005
Subject:
Re: Leading edge tape
In a message dated 1/22/2005 5:30:39 PM Eastern Standard Time,
planecrazzzy(at)lycos.com writes:
> Hey Guys,
> On the subject of leading edge tape....wouldn't it be better to get
> away from it completly...Doesn't Hauck's "warp" prop have a nickel edge built
> into the leading edge...?
>
Sounds like a good idea, Is anyone running one on a 447 firefly?
Steve
________________________________________________________________________________
Date:
Jan 23, 2005
From:
Ted C <trc1917(at)direcway.com>
Subject:
Re: cold flying
well, it doesnt get that frigid down here in Bama Land but cold enough to make
me wonder how the ole Rotax will run under cold conditions. Kind of worry about
carb freezing and stuff but mostly cost seizers and the like. What do you
northern people do about that worry? Ted Cowan.
________________________________________________________________________________
From:
ElleryWeld(at)aol.com
Date:
Jan 23, 2005
Subject:
Re: cold flying
As far as carb icing as long as it is below freezing the moisture is already
frozen so You don't have to worry about that , and they run Rotax engines on
snowmobiles without a glitch and I am on my third plane with a rotax and
never had an engine out situation, as long as you can keep your self warm you
can still fly but you will want to add skis for the white stuff on the ground
In Maine
Original Firestar
Ellery Batchelder Jr
________________________________________________________________________________
Date:
Jan 23, 2005
From:
bryan green <lgreen1(at)sc.rr.com>
Subject:
Re: cold flying
Robert bean wrote:
>
>Ted, if I knew what a "cost seizer" is I might worry about it. :)
>
>
>>Thats what occurs when I start to pull my wallet out for a new Rotex. :~)
>>
>>
Bryan Green
Firestar 377 BRS
>>
>>
>>
>
>
>
>
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: cold flying
Date:
Jan 23, 2005
>> well, it doesnt get that frigid down here in Bama Land but cold enough to
make me wonder how the ole Rotax will run under cold
>>conditions. Kind of worry about carb freezing and stuff but mostly cost
seizers and the like. What do you northern people do about
>> that worry? Ted Cowan.
I've had carb ice on several occasions. It's a real worry and something to
stay on guard about, particularly during descents. Unless you've rigged up a
carb heat arrangement, and I have not, there's not much else you can do.
When you suspect it, you begin working that throttle HARD.
As to cold seizures, I've never heard of anyone having trouble with it. Of
course, as we do even in hot weather, we watch and manage the temprs.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: cold flying
Date:
Jan 23, 2005
You are right, of course, that the Rotax runs well in cold weather and that
carb ice is rare, but to say that "as long as it is below freezing the
moisture is already frozen so you don't have to worry about that" is just
plain silly. That would mean that anytime the temperature is below freezing
that the relative humidity is zero, which is simply not true. RH is one of
the factors used to determine wind chill. Your statement would also preclude
the possibility of freezing rain. I have personally experienced carb ice,
both in Rotax and certificated engines, and in all but one instance the OAT
was below freezing.
----- Original Message -----
From: <ElleryWeld(at)aol.com>
Subject: Re: Kolb-List: Re: cold flying
>
> As far as carb icing as long as it is below freezing the moisture is
already
> frozen so You don't have to worry about that , and they run Rotax engines
on
> snowmobiles without a glitch and I am on my third plane with a rotax and
> never had an engine out situation, as long as you can keep your self warm
you
> can still fly but you will want to add skis for the white stuff on the
ground
>
> In Maine
>
> Original Firestar
>
> Ellery Batchelder Jr
>
>
________________________________________________________________________________
Date:
Jan 23, 2005
From:
John Jung <jrjungjr(at)yahoo.com>
Subject:
Mark III 582 fuel burn?
Mark III drivers,
I asked this question a few days ago and got no
response. Also, checked the archive for "gph" and only
found data from John Hauck.
How much does a 582 on a Mark III burn and at what
cruise speed?
I was flying with Arizona Dave last week and he was
burning 5 to 5.5 gph at 60 mph. It just seemed like
too much fuel for the speed and I was wondering if
there isn't a problem there somewhere. Is this nornal?
John Hauck did better when he had a 582, but he also
has the back enclosed.
John Jung
__________________________________
________________________________________________________________________________
From:
"John Cooley" <johnc(at)datasync.com>
Subject:
Re: cold flying
Date:
Jan 23, 2005
Ted, if I knew what a "cost seizer" is I might worry about it. :)
BB and Gang,
I'm not sure why Ted used this term when talking about cold weather flying,
but I know it's what I get when I see the Rotax prices. :)
John Cooley
________________________________________________________________________________
From:
"Edward Chmielewski" <edchmiel(at)mindspring.com>
Subject:
Re: cold flying
Date:
Jan 23, 2005
Hi Ellery,
I agree about snowmobiles running in all weather, but sometimes their induction
systems are of a different
design. As far as no carb ice below freezing, I disagree. Carb ice can occur
if the air is cooled - or warmed - or
(compressed or expanded) to the point where carb ice forms. My guess is because
of the very short length of the
2-stroke induction system, we see few carb ice events. I've had carb ice form
in several aircraft below freezing,
however.
Ed in JXN
MkII/503
----- Original Message -----
From: <ElleryWeld(at)aol.com>
Subject: Re: Kolb-List: Re: cold flying
>
> As far as carb icing as long as it is below freezing the moisture is already
> frozen so You don't have to worry about that , and they run Rotax engines on
> snowmobiles without a glitch and I am on my third plane with a rotax and
> never had an engine out situation, as long as you can keep your self warm you
> can still fly but you will want to add skis for the white stuff on the ground
>
> In Maine
>
> Original Firestar
>
> Ellery Batchelder Jr
________________________________________________________________________________
From:
"Wayne T. McCullough" <blackbird754(at)alltel.net>
Subject:
Re: cold flying
Date:
Jan 23, 2005
Good grief,
The other day I went out at 18 degrees to the airfield to see if the old
bird would run(532).....Took it awhile to warm up...LOL....and went around
the pattern, but EGTs would not come above 1,000 degrees.....In the NORMAL
weather it is set for 1,100 degrees right where it should be.......
40 miles north of SAVANNAH,GA.....
Stilll building Kolbra 4.......Flying a t-bird....currently..
Wayne
----- Original Message -----
From: "kfackler" <kfackler(at)ameritech.net>
Subject: Re: Kolb-List: Re: cold flying
>
> You are right, of course, that the Rotax runs well in cold weather and
> that
> carb ice is rare, but to say that "as long as it is below freezing the
> moisture is already frozen so you don't have to worry about that" is just
> plain silly. That would mean that anytime the temperature is below
> freezing
> that the relative humidity is zero, which is simply not true. RH is one of
> the factors used to determine wind chill. Your statement would also
> preclude
> the possibility of freezing rain. I have personally experienced carb ice,
> both in Rotax and certificated engines, and in all but one instance the
> OAT
> was below freezing.
>
> ----- Original Message -----
> From: <ElleryWeld(at)aol.com>
> To:
> Subject: Re: Kolb-List: Re: cold flying
>
>
>>
>> As far as carb icing as long as it is below freezing the moisture is
> already
>> frozen so You don't have to worry about that , and they run Rotax
>> engines
> on
>> snowmobiles without a glitch and I am on my third plane with a rotax and
>> never had an engine out situation, as long as you can keep your self warm
> you
>> can still fly but you will want to add skis for the white stuff on the
> ground
>>
>> In Maine
>>
>> Original Firestar
>>
>> Ellery Batchelder Jr
>>
>>
>
>
>
________________________________________________________________________________
From:
"ul15rhb(at)juno.com" <ul15rhb(at)juno.com>
Date:
Jan 23, 2005
Subject:
Re: cold flying
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
c78e0bf797d37e8e1aab4a8a4f7f1b7a6f1bb32f6f7f23474a6afa5b4f6bf3a3aeaee7e32e435a2ea73f5ae387837f1bb367aeb35737237a23232b0e
Flying during the winter months is great for us in Minnesota. We are having our
annual winter fly-in event on Lake Minnetonka the 5th of February. The Rotax's
run great and we are not concerned about carb ice. There were 3 guys that flew
503's 90 miles last weekend to a chili feed when it was -7F (they had full
enclosures with heat). If carb ice was a problem we would hear more about it.
With the open cockpit on mine, I draw the line at +20F. I guess I'm a whimp.
Ralph
Original Firestar
18 years flying it off the snow
-- Ted C wrote:
well, it doesnt get that frigid down here in Bama Land but cold enough to make
me wonder how the ole Rotax will run under cold conditions. Kind of worry about
carb freezing and stuff but mostly cost seizers and the like. What do you
northern people do about that worry? Ted Cowan.
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
From:
"Kolbdriver" <Kolbdriver(at)bellsouth.net>
Subject:
Re: Mark III 582 fuel burn?
Date:
Jan 23, 2005
John,
Those numbers are about what I got with the 582 on my MKIII. I would burn
4.5 - 5 gph by not exceeding 60 mph. Around 5.5 at 65 mph.
Steven
>
> Mark III drivers,
>
> I asked this question a few days ago and got no
> response. Also, checked the archive for "gph" and only
> found data from John Hauck.
>
> How much does a 582 on a Mark III burn and at what
> cruise speed?
>
> I was flying with Arizona Dave last week and he was
> burning 5 to 5.5 gph at 60 mph. It just seemed like
> too much fuel for the speed and I was wondering if
> there isn't a problem there somewhere. Is this nornal?
> John Hauck did better when he had a 582, but he also
> has the back enclosed.
>
> John Jung
>
>
> __________________________________
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Mark III 582 fuel burn?
Date:
Jan 23, 2005
> I asked this question a few days ago and got no
> response. Also, checked the archive for "gph" and only
> found data from John Hauck.
> John Jung
Hi John J/Gang:
Didn't mean to ignore you, but thought some of our current crop of Mark
III/582 flyers would responde to your request. Been about 12 years since I
have owned a flown my MKIII/582. However, when I was flying it, the 582
burned 5.0 to 5.5 gph at 5,800 rpm. That burn rate was acquired during a
long cross country many times during the short time I flew my MKIII with the
582.
I might add, this was the first engine I had experience with the oil
injector. First flight from Alabama to S&F 1993, I was concerned the oil
injection system was not working correctly when I landed at Perry, FL, for
my first refuel on that trip. Didn't use nearly as much oil as I thought it
should have, but it was correct amount. I flew this 582 about 224.0 hours
and enjoyed it performance. However, plug changes were frequent and it
burned a lot of gas which is a characteristic of a two stroke. I know there
are those on this List trying to make an economical engine out of two
strokes, but that is going against the design of the engine, drastically
reducing performance and reliability. These Rotax two strokes were designed
to get 75% power at 5,800 rpm. They are constant duty engines that perform
best at this power setting. Not necessarily economical, but the best
performance and reliability.
The 912 was a drastic change in power, economy, and reliability over the
582. Burned 4 gph at 5,000 rpm, which is 75% power, plugs lasted 200 hours,
and 100 hours between oil and filter changes.
The 912ULS is not nearly as economical an operator as the 912, but the extra
power is a kick in the ass and a ball to fly.
Take care,
john h
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Mark III 582 fuel burn?
Date:
Jan 23, 2005
> Those numbers are about what I got with the 582 on my MKIII. I would
burn
> 4.5 - 5 gph by not exceeding 60 mph. Around 5.5 at 65 mph.
>
> Steven
Hi Steven/All:
I forgot to mention my cruise at 5,800 rpm was aprx'ly 80 mph.
john h
________________________________________________________________________________
Date:
Jan 23, 2005
From:
Richard Pike <richard(at)bcchapel.org>
Subject:
Re: Mark III 582 fuel burn?
Sorry John, wasn't ignoring you, but since I prefer to run my engine slower
than most folks do, figured I would keep quiet on this one. I usually burn
about 4.5 gallons an hour at around 5400 rpm and 65 mph. At 5800 rpm and 80
mph I am burning around 5.5 gph.
Since I am seldom going anywhere of any distance, I tend to just poke
along, and with the MKIII's wide fuselage, that works for me.
The MKIII seems to be reasonably efficient up to about 65 mph, but after
that, it just takes a lot more power to push that wide body through the
air. There is no substitute for cubic inches, if you want to go fast, get a
912.
IMHO the key to fuel economy (and noise reduction) with a two stroke is to
get the airplane as efficient as possible so you can turn fewer rpm's for a
given airspeed. Easier said than done, still working on it.
Richard Pike
MKIII N420P (420ldPoops)
>
>Mark III drivers,
>
>I asked this question a few days ago and got no
>response. Also, checked the archive for "gph" and only
>found data from John Hauck.
>
>How much does a 582 on a Mark III burn and at what
>cruise speed?
>
>I was flying with Arizona Dave last week and he was
>burning 5 to 5.5 gph at 60 mph. It just seemed like
>too much fuel for the speed and I was wondering if
>there isn't a problem there somewhere. Is this nornal?
>John Hauck did better when he had a 582, but he also
>has the back enclosed.
>
>John Jung
>
>
>__________________________________
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Mark III 582 fuel burn?
Date:
Jan 23, 2005
> Sorry John, wasn't ignoring you, but since I prefer to run my engine
> slower
> than most folks do, figured I would keep quiet on this one. I usually burn
> about 4.5 gallons an hour at around 5400 rpm and 65 mph. At 5800 rpm and
> 80
> mph I am burning around 5.5 gph.
>
> The MKIII seems to be reasonably efficient up to about 65 mph, but after
> that, it just takes a lot more power to push that wide body through the
> air. There is no substitute for cubic inches, if you want to go fast, get
> a
> 912.
> Richard Pike
Hi Richard/All:
I think I calculated correctly. If I did, you are more efficient at 80 mph
than at 65 mph.
65 / 4.5 = 14.4444
80 / 5.5 = 14.5454
From what I understand, most Rotax two strokes come on the pipe betwen 5,300
and 5,500 rpm, an area that would not be nearly as efficient as 75% power,
about max torque for most Rotax two strokes, IIRC.
I remember in the old days, or should I say young days of ultralighting, my
447 had a hell of a time trying to stay anywhere near 5,300 to 5,500 rpm.
It was like trying to balance on a beach ball, roll up or roll down, but did
not want to settle down in that area.
Isn't the two stroke more efficient after it comes up on the pipe than
before it gets there?
Also, at 65 mph, most MKIII's tend to squat, automatically pulling more
incidence into the wings, requiring more power to maintain airspeed and
altitude? I found the sweet spot for my MKIII is about 80 to 90 mph, 80, of
course, being the quietest and most comfortable. That's with the little
Rotax buzzing away at 5,000 rpm.
Take care,
john h Shivering in Alabama!!!
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Mark III 582 fuel burn?
Date:
Jan 23, 2005
> 65 / 4.5 = 14.4444
>
> 80 / 5.5 = 14.5454
> john h Shivering in Alabama!!!
Hi All:
Probably, for the sake of clarity, added MPG to the above: 14.4444 mpg
14.5454 mpg
john h
hauck's holler, alabama
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Mark III 582 fuel burn?
Date:
Jan 23, 2005
> Probably, for the sake of clarity, added MPG to the above:
Hi All:
When I try to fix something I just make it worse. The above should have
read:
"Probably, for the sake of clarity, should have added MPG to the above:"
john h
________________________________________________________________________________
From:
"ron wehba" <rwehba(at)cox.net>
Subject:
ultrastar jig
Date:
Jan 23, 2005
had to sell my ultrastar a while back, anyone have any pictures of a jig which
a us was built from? have plans and i can build one, but am just asking/looking.
________________________________________________________________________________
From:
BKlebon(at)aol.com
Date:
Jan 23, 2005
Subject:
Re: heaters
I would appreciate a look at your pictures. I have been thinking about the
type of set-up you describe. Thanks.
________________________________________________________________________________
Looking good Paul, time to glue those bedsheets on!
-BB, plowed out from the cabin in the woods
On 23, Jan 2005, at 8:43 PM, Paul Petty wrote:
>
> Hi fellow Kolbers,
> Today was a good day in the hanger I managed to get the lift struts
> drilled and in place and now she sits all pretty and ready for the
> next step! ........ Was a good day to see her standing all proud and
> on her own...
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Mark III 582 fuel burn?
Date:
Jan 23, 2005
| >65 / 4.5 = 14.4444
| >
| >80 / 5.5 = 14.5454
|
| Hadn't thought about it that way, but trading an extra gallon per
hour for
| another 15 mph is a good deal.
| Richard Pike
Richard P/Gang:
You did not comment on you previous statement about reduced efficiency
of the MKIII over 65 mph. The above figures kinda shoot holes in that
theory. I didn't keep a copy of your msg and it is not in the
archives yet, so I do not remember exactly what you had to say.
If I wanted to get real efficient with my MKIII, I could drop my
cruise to 70 mph at an engine speed of about 4,000 rpm. Don't know
what the fuel burn would be because I never fly that airspeed very
long. Well, I did too. Flew with a FSII for a long cross country at
about 3,800 rpm and 65 to 70 mph. Unfortunately, I did not compute
fuel burn.
The 912 should do a very good job of efficient flying at 4,000 rpm if
one has a lot of time to get where he is headed.
Take care,
john h
________________________________________________________________________________
Date:
Jan 24, 2005
From:
Richard Pike <richard(at)bcchapel.org>
Subject:
Re: Mark III 582 fuel burn?
My apologies for the flawed theory. I guess my concept of efficiency is
that I experience diminishing returns as the airspeed and noise starts to
exceed 70. Obviously a MKIII flies well at 80+, but the smoother ride,
(never did learn to enjoy going fast in Tennessee's bumpy air) the quieter
engine and prop at 65, and the general sense that the airplane and I are
happy at that slower speed gives me a subjective impression that is very
satisfying, even though it is inefficient. Apparently it just seemed
efficient -
Richard Pike
>
> | >65 / 4.5 = 14.4444
>| >
>| >80 / 5.5 = 14.5454
>|
>| Hadn't thought about it that way, but trading an extra gallon per
>hour for
>| another 15 mph is a good deal.
>
>| Richard Pike
>
>Richard P/Gang:
>
>You did not comment on you previous statement about reduced efficiency
>of the MKIII over 65 mph. The above figures kinda shoot holes in that
>theory. I didn't keep a copy of your msg and it is not in the
>archives yet, so I do not remember exactly what you had to say.
>
>If I wanted to get real efficient with my MKIII, I could drop my
>cruise to 70 mph at an engine speed of about 4,000 rpm. Don't know
>what the fuel burn would be because I never fly that airspeed very
>long. Well, I did too. Flew with a FSII for a long cross country at
>about 3,800 rpm and 65 to 70 mph. Unfortunately, I did not compute
>fuel burn.
>
>The 912 should do a very good job of efficient flying at 4,000 rpm if
>one has a lot of time to get where he is headed.
>
>Take care,
>
>john h
>
>
________________________________________________________________________________
Date:
Jan 24, 2005
From:
Ted C <trc1917(at)direcway.com>
Subject:
Re: cold seizure
Glad you all have enjoyed my spelling "fart". I even looked it up and still spelled
it wrong. I guess my little brain figured as long as I was spelling it
wrong, might as well get the word before it wrong too. Funny how it is almost
impossible to proof read a mistake your brain makes. Easy to find when your
fingers do it. Anyway, my main concern was for 'cold seizures'. I know how to
prevent them down here mostly but up in the 'cold north' was my interest. Will
add the Kolb related info: My SlingShot 582 being pushed with an IVO loves
it at 5800 @ 5 gph burn. (78/80mph) If I push it up as when I flew with the
"Hawk", to 6000/6100, (85/88 mph) it gobbled up at 5.5 gph. If I stay down
at around 5400 or so, (approx. 75 mph) it will consume about 4.5 gph. I have
a friend with another SlingShot 582 with a warp drive prop and his performance,
climb, speed and gph is WAY better than mine especially when we are loaded for
camping and cruis'n high in the heat. Anybody else have such good results
with actual knowledge of the difference in the props? Am thinking of changing
props if the difference is that great. I have heard that the vibration from
Warp is more distinguished. Ted Cowan, Alabama. mea culpa on my speeling. p.s.
I am FROM Michigan. As far from as I can stay. 37 years in that place and
never looking back.
________________________________________________________________________________
From:
"Neitzel" <dickandjudy(at)frontiernet.net>
Subject:
582 fuel burn?
Date:
Jan 24, 2005
Howdy John
I have a Mark III Classic with a 582, three blade IVO with an empty weight
of 540. When I put my M3 in the air for the first time last June, I wanted
to get the most air time for the buck so have done 99% of my flying at
reduced power settings. I take off at full throttle, but when I reach 3000
feet, (1200 AGL around here) I pull it back to 5000. This results in an IAS
around 48 and fuel burn of 3.4 GPH. My longest flight was around 2+15 and
still had fuel enough for a couple of T&G's when I got to home plate. I
read with interest the other posts concerning fuel burn on the 582. The 5
to 6 GPH at 75% power settings sounds right on the money. Some of there
other comments about operating at reduced power settings I don't happen to
agree with. Since in a two stroke the majority of wear occurs in the
pistons and cylinders operating at a reduced RPM reduces the piston speed,
hence reducing wear. At the 50 hour point I removed the exhaust to
lubricate the ball joints which gave me an opportunity to put light and a
mirror up in the cylinders. There was virtually no carbon build up, no
observable wear (difficult to tell with out putting a micrometer on the
piston but could see no scuffing or other indications of wear) and the rings
were moving freely in the lands.
Then there is the highly debatable question of, which is the better oil to
use? That debate has raged over the Kolb list since day one and will
probably never be settled. There are guys that have used nothing but
petroleum based oils and others that swear by the synthetics. I know a
outboard motor mechanic and have based my decision on using synthetic on
what he has told me. He says that if he has to go into the top end of an
outboard that has been run on synthetic, there is virtually no carbon build
up. I switched my 582 over to synthetic after the initial break in. That
also necessitates changing the rotary valve oil as it needs to be the same
oil that is run in the injection system.
Hope this helps
Dick Neitzel
N961WB
dickandjudy(at)frontiernet.net
________________________________________________________________________________
From:
"PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject:
Re: cold flying
Date:
Jan 24, 2005
With respect to carb icing, I've never experienced it (yet) with the Rotax
but we've been having discussions about it at my hangar.>>
Hi Steve
As you probably know icing forms in the carb venturi. The usual way of
dealing with the problem is to divert warm air to that point but this
unfortunately lowers the efficiency and consequently has to be switched on
and off.
We have a company here in the UK which has tackled the problem by heating
the carb itself. Therefore the problems are eliminated.
Cheers
Pat
________________________________________________________________________________
From:
"Jeremy Casey" <n79rt(at)kilocharlie.us>
Subject:
Dennis Souder...
Date:
Jan 24, 2005
Does Dennis Souder still watch this list? Does anyone have a current
email list for Dennis?
Thanks in advance...
Jeremy Casey
Former and now current Kolb builder...
________________________________________________________________________________
From:
"PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject:
Classic construction
Date:
Jan 24, 2005
Hi all,
All going well with the building of my Extra.
Jabiru engine has had to be ordered although it is not yet approved for use
on the Kolb.
Relying on Kiwimick to get the Jab/Kolb combination through the paperwork
before fitting time arrives or I shall have an unusable Jab engine and shall
have to fit a Rotax 582 to complete. As I specifically wanted to get away
from 2 strokes I shall not be pleased.
I have my registration letters confirmed. They are G-PLAD.
Has anyone got pics or explanations of their instrument panel set up?. That
Pod and Plinth design surely restricts the choice. Where do you put the GPS
and radio for instance?
Any ideas gratefully received.
Cheers
Pat
________________________________________________________________________________
Date:
Jan 24, 2005
From:
The Kuffels <kuffel(at)cyberport.net>
Subject:
Re: Mark III 582 fuel burn?
Richard,
<>
<<65 / 4.5 = 14.4444 .. 80 / 5.5 = 14.5454>>
Don't beat yourself up too badly. You are equally efficient at either
speed. To see this do a rudimentary error sensitivity analysis. Assume
your fuel flows are off by 1/10th of a gallon, then your miles per
gallon could be:
65/4.4 = 14.8 65/4.6 = 14.1
or
80/5.6 = 14.3 80/5.4 = 14.8
This is only a 2% error in fuel flow and zero error in airspeed. Anyone
who thinks it is easy to get better than 2% data needs to take a physics
lab course. Clearly all we can say from this information is you get
slightly better than 14 mpg at either airspeed.
Tom Kuffel
Whitefish, MT
Building Original FireStar
________________________________________________________________________________
From:
"PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject:
You have received photos from Adobe Photoshop Album 2.0 Starter
Edition
Date:
Jan 24, 2005
0.44 FORGED_OUTLOOK_TAGS Outlook can't send HTML in this format
Download Photoshop(R) Album 2.0 Starter Edition free to create your own photo slideshows!
http://www.adobe.com/getstarteredition
________________________________________________________________________________
From:
N27SB(at)aol.com
Date:
Jan 24, 2005
Subject:
447 Clutch Combo
Has anyone out there ever tried running their 447 Firefly with a clutch?
Steve
WetFly #007
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Dennis Souder...
Date:
Jan 24, 2005
| Does Dennis Souder still watch this list? Does anyone have a
current
| email list for Dennis?
flykolb(at)pa.net
________________________________________________________________________________
Hi John,
Our old Xtra 582 was burning about 19 litres per hour at 65 Kt flown 2 up,
the rear is enclosed with lexan.
Mike
Xtra/Jab 2200
G-CDFA
----- Original Message -----
From: "John Jung" <jrjungjr(at)yahoo.com>
Subject: Kolb-List: Mark III 582 fuel burn?
>
> Mark III drivers,
>
> I asked this question a few days ago and got no
> response. Also, checked the archive for "gph" and only
> found data from John Hauck.
>
> How much does a 582 on a Mark III burn and at what
> cruise speed?
>
> I was flying with Arizona Dave last week and he was
> burning 5 to 5.5 gph at 60 mph. It just seemed like
> too much fuel for the speed and I was wondering if
> there isn't a problem there somewhere. Is this nornal?
> John Hauck did better when he had a 582, but he also
> has the back enclosed.
>
> John Jung
>
>
> __________________________________
>
>
>
________________________________________________________________________________
From:
"woody" <duesouth(at)govital.net>
Subject:
Re: ultrastar jig
Date:
Jan 24, 2005
Building a "One off " frame does not require a jig. Take your time and
position parts carefully and you should be okay.
----- Original Message -----
From: "ron wehba" <rwehba(at)cox.net>
Subject: Kolb-List: ultrastar jig
>
> had to sell my ultrastar a while back, anyone have any pictures of a jig
which a us was built from? have plans and i can build one, but am just
asking/looking.
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: heaters
Date:
Jan 24, 2005
| If I remember correctly from my sub aqua days the body tries to
maintain its
| temperature by sacrificing the extremities first.
|
| Pat
Pat/Gang:
That is why I wear a Chilli Vest. Keeps my core temp roasty toasty
and my extremities stay warm without getting sacrificed. BTW the
Chilli Vest is a British product. Works much better than Lucas
electrical products. However, I do like Lucas Diesel Injectors. They
work great in the old Cummins.
john h
________________________________________________________________________________
From:
"Neitzel" <dickandjudy(at)frontiernet.net>
Subject:
Documents for selling experimental
Date:
Jan 24, 2005
Some time ago someone posted a site where one could retrieve legal documents covering
the sale of an experimental aircraft. I poked around in the archives but
came up empty. Does anyone remember where they can be found?
Thanks in advance
Dick
Mark III Classic
________________________________________________________________________________
From:
"John Williamson" <kolbrapilot(at)comcast.net>
Subject:
Documents for selling experimental
Date:
Jan 24, 2005
Dick,
The paper work to sell a registered experimental airplane is:
Bill of Sale: http://registry.faa.gov/docs/8050-2.pdf
The new owner will have to fill out:
8050-1 - Aircraft Registration Application. (This form not available online.
Only an original form will be accepted. To request a copy of this form,
contact your local FSDO).
If the airplane has not ever been registered, then go to this site:
http://www.faa.gov/certification/aircraft/av-info/dst/amateur/default.htm
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912UL, 708 hours
http://home.comcast.net/~kolbrapilot
________________________________________________________________________________
At Oshkosh last summer we were sitting around hanger flying next to our
planes. We got around to talking about relief tubes for that purpose. It
seems like one could be hooked up if the need was great enough. One of our
group was stationed on a aircraft carrier during Vet Nam and grumbled about
the fun of cleaning the relief tube system after use. On one occasion he
plugged the relief tube on a flight with bubble gum. At the time we found
this VERY funny.
One thought would be to run the relief tube down the fuselage tube and out
the back. As I think about this more it seems like the cockpit is kind of a
low pressure area. I plugged the fuselage tube on my MKIII in order to cut
down on the wind tunnel of cold air that used to blast forward up the
fuselage tube in the winter. Seems like some one needs to test out a system
that might work. I think I will stick with a relief bottle till one gets
worked out.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Kirk Smith" <snuffy(at)usol.com>
Subject: Re: Kolb-List: heaters
>
> . Keeps my core temp roasty toasty
>> and my extremities stay warm without getting sacrificed.
>
> Now if we could figure out a heat exchanger for our bladders........;o)
________________________________________________________________________________
From:
"Steve Garvelink" <link(at)cdc.net>
Subject:
heaters
Date:
Jan 24, 2005
Glider pilots flying wave take along super absorbent diapers for this
purpose.
-----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: heaters
At Oshkosh last summer we were sitting around hanger flying next to our
planes. We got around to talking about relief tubes for that purpose. It
seems like one could be hooked up if the need was great enough. One of
our
group was stationed on a aircraft carrier during Vet Nam and grumbled
about
the fun of cleaning the relief tube system after use. On one occasion he
plugged the relief tube on a flight with bubble gum. At the time we
found
this VERY funny.
One thought would be to run the relief tube down the fuselage tube and
out
the back. As I think about this more it seems like the cockpit is kind
of a
low pressure area. I plugged the fuselage tube on my MKIII in order to
cut
down on the wind tunnel of cold air that used to blast forward up the
fuselage tube in the winter. Seems like some one needs to test out a
system
that might work. I think I will stick with a relief bottle till one gets
worked out.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Kirk Smith" <snuffy(at)usol.com>
Subject: Re: Kolb-List: heaters
>
> . Keeps my core temp roasty toasty
>> and my extremities stay warm without getting sacrificed.
>
> Now if we could figure out a heat exchanger for our
bladders........;o)
________________________________________________________________________________
Date:
Jan 24, 2005
From:
"Gary r. voigt" <johndeereantique(at)qwest.net>
Subject:
Re: heaters
you guys are making it to hard on yourselfs....i just fly an hour or
so....land and use the bathroom...fly somemore....simple as that. usually
one knows if they need to go to the bathroom or not at 1 hr. in advance i
would think. my opinion.
Gary
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Kolb-List: heaters
>
> At Oshkosh last summer we were sitting around hanger flying next to our
> planes. We got around to talking about relief tubes for that purpose. It
> seems like one could be hooked up if the need was great enough. One of our
> group was stationed on a aircraft carrier during Vet Nam and grumbled
about
> the fun of cleaning the relief tube system after use. On one occasion he
> plugged the relief tube on a flight with bubble gum. At the time we found
> this VERY funny.
>
> One thought would be to run the relief tube down the fuselage tube and out
> the back. As I think about this more it seems like the cockpit is kind of
a
> low pressure area. I plugged the fuselage tube on my MKIII in order to cut
> down on the wind tunnel of cold air that used to blast forward up the
> fuselage tube in the winter. Seems like some one needs to test out a
system
> that might work. I think I will stick with a relief bottle till one gets
> worked out.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>
> ----- Original Message -----
> From: "Kirk Smith" <snuffy(at)usol.com>
> To:
> Subject: Re: Kolb-List: heaters
>
>
> >
> > . Keeps my core temp roasty toasty
> >> and my extremities stay warm without getting sacrificed.
> >
> > Now if we could figure out a heat exchanger for our bladders........;o)
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Short Flight Legs and Frequent Urination
Date:
Jan 24, 2005
usually
| one knows if they need to go to the bathroom or not at 1 hr. in
advance i
| would think. my opinion.
|
| Gary
Hi Gary/Gang:
Some of the problem is physical, some psychological. Age has a lot to
do with "frequency".
If I stay away from coffee and Diet Pepsi, and other caffeine
containing drinks, I do much better for endurance.
However, the senario is usually rough air, cold temps, infrequent
airfields with the next one no closer than an hour away.
Couldn't tell you how many airstrips from here to Barrow that I have
landed on the approach end, got out, relieved myself, hopped back in,
and departed back on course. The urgency to urinate can lead to other
more serious problems than wetting your pants. It takes away from
ones concentration, making it easy to make mistakes and bad decisions.
I stayed on Saw Palmetto capsules for about three years. Reduced the
urgency and frequency to urinate. Did not have to get out of bed a
half dozen times at night. Got off them about a year ago and still
doing good.
When I cross country, I like to land every hour or so anyhow. Unlike
my friend John Williamson who can fly half a day without going. Of
course, when one flies with him, he thinks you have the same or better
endurance than he does. hehehe
Can not wait until it is time to start doing some serious cross
country flights again.
BTW: I changed the subject line to reflect the current discussion.
john h
________________________________________________________________________________
Date:
Jan 25, 2005
From:
Richard Pike <richard(at)bcchapel.org>
Subject:
Goat u/l glider
I posted some pictures of the goat and the bug in our chapter newsletter
last year, I think they would be great if you had a good place to fly them.
rp
>
>List:
>
>Ken I hope you don't mind I share this conver with the list. You had some
>good ideas and I would like to get some feedback from the guys on the Goat
>ultralight glider for which I have provided the link to below.
>
>Steve Kroll
________________________________________________________________________________
From:
"Edward Steuber" <esteuber(at)rochester.rr.com>
Subject:
Staying warm
Date:
Jan 25, 2005
Hey guys,
Sometimes you forget "Kiss" ...Keep it simple stupid... The hand and foot
warmers at K-Mart (6 for $2) will stay warm for 6 hours and really keep you
warm....and the relief tube in a Kolb should be "illegal "..... The one thing
I love about the Kolbs is their SIMPLICITY with their ( shall I dare say it)
....Yankee engineering... Before you start flaming me , I was born below
the Mason - Dixon Line...
This statement probably won't make me real popular either but here goes
anyway ! I am in the process of rebuilding a CGS Hawk Tail-dragger with some
wing damage that has sail cloth for covering and I naturally want to go with
dacron...But of course the wing needs modifying with real ribs as in the Kolbs....So
I have a choice.....Buy the$$$ kit $$$$for the wing mod from CGS...or.....modify
the sail cloth ribs to fit between the front and rear spar and box
the butt rib as in the Challenger wing ...or..... make new ribs from " Blue builders
foam insulation " as used in the Skycycle . Now here is where it is Kolb
related ! Will the "Blue Foam Rib " construction method work in the Kolb wing
? And has anybody tried it ? I don't want to put Kolb out of the parts business
but being a tech advisor for the local EAA (also FAA A&P IA ) I have a lot
of people getting into ultralights on very tight budgets and just can't afford
the normal replacement parts......and these kinds of mods may be the difference
in completing the task . The price of aluminum tubing is really getting
up there !
Ed in Western
NY
________________________________________________________________________________
From:
ghaley(at)wt.net
Subject:
Seats
Date:
Jan 25, 2005
List,
My wife just came up with what it looks like a deal for
memory foam.
Overstock.com has it for bedding. A 2" thick king size sheet
is only $79.00. Seems like I paid that for the 16x18 I
bought at Oshkosh. I also remember that you could buy soft
or medium. Don't know what this would be but if my wife
buys it for our bed I'll let you know.
Gary
________________________________________________________________________________
From:
"alananpat" <alananpat(at)ev1.net>
Subject:
Avgas
Date:
Jan 25, 2005
This is my third attempt to answer Jim's question.
I was using Yamalube with the installed oil injection pump, ratio 50:1. The Marvel
Mystery Oil can has the additive ratio on the back; I believe it is 4oz for
every 10gal of gasoline. It has been about a decade since I have flown behind
a 2-stroke so I could be wr....wro.....incorrect. I still replace one quart
of motor oil with MMO when changing oil in my truck.
On a side note, MCN (Motorcycle Consumer News) just this issue recommended adding
MMO to the gas of any hard ridden motorcycle engine to protect the valve guides
against wear.
See ya! AlananPat
Soon to do the King Kolbra thing.
________________________________________________________________________________
From:
"Jon Croke" <jon(at)joncroke.com>
Subject:
How to License Your Homebuilt Aircraft
Date:
Jan 25, 2005
This is an advertisement to announce that www.HomebuiltHELP.com has just completed production, and is proud to announce the release of their latest DVD video presentation: "How to License Your Homebuilt Aircraft".
To the best of our knowledge, this is the first comprehensive DVD video that explains
in detail the complete licensing process for experimental amateur built
aircraft - showing what/how to fill out the forms, and also demonstrating new
capabilities such as reserving an N number by going online and using the FAA
website.
I'll leave it at that, as full details are available at the www.HomebuiltHELP.com website.
Thanks!
Jon
________________________________________________________________________________
From:
"Dale Sellers" <dsel1(at)bellsouth.net>
Subject:
2-stroke winter flying
Date:
Jan 26, 2005
This is my first winter to fly a two stroke and I have some questions about mixture
changes.
1. At what temp. do you richen your mixture?
2. Do you just raise the needle or do you have to change main jets too.
3. Is there a range of ambient temps. that require different misture changes?
Such as the colder the temp., the richer the mixture?
Somebody with experience straighten me out on this. I don't want to fry anything.
My carb is a mikuni.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
From:
"ul15rhb(at)juno.com" <ul15rhb(at)juno.com>
Date:
Jan 26, 2005
Subject:
Re: 2-stroke winter flying
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
3819049d9d
Dale,
I don't know about the Mikuni carb, but on the Bing the only thing I do is raise
the jet needle one notch to richen it. This would be the 3rd notch down from
the top (raises the needle). Do this only if the temps get below 40F. I used
to change the main jet, but that richens it too much and is not necessary.
Ralph
Original Firestar
18 years flying it in Minnesota
-- "Dale Sellers" wrote:
This is my first winter to fly a two stroke and I have some questions about mixture
changes.
1. At what temp. do you richen your mixture?
2. Do you just raise the needle or do you have to change main jets too.
3. Is there a range of ambient temps. that require different misture changes?
Such as the colder the temp., the richer the mixture?
Somebody with experience straighten me out on this. I don't want to fry anything.
My carb is a mikuni.
Dale Sellers
Georgia UltraStar
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
Date:
Jan 26, 2005
From:
John Jung <jrjungjr(at)yahoo.com>
Subject:
Re: Kolb-List Digest: 2-stroke winter flying
Dale and Group,
I used to fly winters in Wisconsin, and here is what I
learned from that:
I never changed jets, just raised the needle one
notch. The reason for raising the needle was to
prevent too high exhaust temps at cruise. Stock
jetting was O.K. in other areas.
Don't forget to add the difference between OAT and 70
to your readings, if you use gauges. If you are flying
at 20 degrees and your EGT says 1160, your actual EGT
is 1210.
Most of my experience is from Bings but Mikuni's are
very similar.
John Jung
>
>
> This is my first winter to fly a two stroke and I
> have some questions about mixture
> changes.
> 1. At what temp. do you richen your mixture?
> 2. Do you just raise the needle or do you have to
> change main jets too.
__________________________________
http://info.mail.yahoo.com/mail_250
________________________________________________________________________________
From:
"PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject:
Re: Seats
Date:
Jan 26, 2005
I used medium foam with outdoor
umbrella material. Can send you Pic's if interested.>>
Hi, thanks very much. I shall not be at that stage for a while yet and I
think we have sources here.
Thank you again.
Great list ain`t it?
Cheers
Pat
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From:
"flykolb" <flykolb(at)carolina.rr.com>
Subject:
Rotax exhaust
Date:
Jan 26, 2005
If anyone has an exhaust for a 532 for sale please email me off list.
Jim
Mark III
Charlotte, NC
________________________________________________________________________________
From:
"Tom O'Hara" <tohara(at)alphagraphics.com>
Subject:
Hanger space is hard to find
Date:
Jan 26, 2005
Thinking about purchasing a Mark III and have been trying to get hanger space--
no luck. Would like to see drawings/plans or photos if anyone is folding wings
and pulling it home.
Thanks
Tom O'Hara
________________________________________________________________________________
Tom,
Are you on dial-up or DSL? I have a detailed walk around compilation
Of pictures of my trailer. Its about 25 Meg. I could zip them & send them
if you'd like. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Tom O'Hara
Subject: Kolb-List: Hanger space is hard to find
Thinking about purchasing a Mark III and have been trying to get hanger
space-- no luck. Would like to see drawings/plans or photos if anyone is
folding wings and pulling it home.
Thanks
Tom O'Hara
________________________________________________________________________________
Date:
Jan 26, 2005
From:
ghaley(at)wt.net
Subject:
Relief tube
Paul/others,
You might try talking to your local glider club. I once owned a glider which
had a relief tube. Basically it was a tube that ran out the bottom of the A/C.
It had a fitting on one end(the business end) and about midway it had a T
fitting with a hose that ran back into the cockpit which you would blow into.
I never used it but my partner did and said worked great.
Gary
________________________________________________________________________________
Date:
Jan 26, 2005
From:
Charlie England <ceengland(at)bellsouth.net>
Subject:
Re: Relief tube
minimal/extremely low cost/labor solutions:
large mouth bottle the liquid came from
sick-sack
ziplock bag
ziplock bag 1/3 full of kitty litter
doubled ziplock bags 1/3 full of kitty litter (for the big spender)
(How many Kolbs have longer legs than your bladder?) ;-)
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: Relief tube
Date:
Jan 26, 2005
> (How many Kolbs have longer legs than your bladder?) ;-)
Mine does! I've got a three-hour "endurance" in the plane, but only a max of
about 2 in me!
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
Hey Dale,
I used Mikunis a lot, raising the needle always worked for me. If
you are already on the lean limit then you would need to rejet the mains
and/or the needle. I personally jetted my 2-strokes for 1050 EGT full power
& ll50 cruise. Ambient tempts must be compensated for (add & subtract the
the difference from 72 degrees) but I usually left my calculator at home!
Here in FL +/- 30 degrees is all we see & I never ran mine near 1275 at the
top limit & the only limit on the bottom was if the engine would start to
sputter. Actually, you can set it too rich (below 1000 EGT) where it will
run ok cold but when you get up & flying & the engine warms up & you swoop
down low to check out a cow skull head on the wrong side of the canal at
River Ranch & you give it throttle to get back up to cruise speed & the
engine just bogs down & so does your Kolb. There is no getting it back to
life, unless you have the fortune to being able to land without crashing &
drop the needle, stomp down the weeds & cactus & take off again before you
get shot for trespassing. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dale Sellers
Subject: Kolb-List: 2-stroke winter flying
This is my first winter to fly a two stroke and I have some questions about
mixture changes.
1. At what temp. do you richen your mixture?
2. Do you just raise the needle or do you have to change main jets too.
3. Is there a range of ambient temps. that require different misture
changes? Such as the colder the temp., the richer the mixture?
Somebody with experience straighten me out on this. I don't want to fry
anything.
My carb is a mikuni.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
From:
"ron wehba" <rwehba(at)cox.net>
Subject:
Re: Hanger space is hard to find
Date:
Jan 26, 2005
hey richard can I have a copy too, hi speed here!
----- Original Message -----
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: RE: Kolb-List: Hanger space is hard to find
>
>
> Tom,
> Are you on dial-up or DSL? I have a detailed walk around
> compilation
>
> Of pictures of my trailer. Its about 25 Meg. I could zip them & send them
> if you'd like. ...Richard Swiderski
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Tom O'Hara
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Hanger space is hard to find
>
>
> Thinking about purchasing a Mark III and have been trying to get hanger
> space-- no luck. Would like to see drawings/plans or photos if anyone is
> folding wings and pulling it home.
>
> Thanks
>
> Tom O'Hara
>
>
>
________________________________________________________________________________
From:
"Kolbdriver" <Kolbdriver(at)bellsouth.net>
Subject:
Re: Hanger space is hard to find
Date:
Jan 26, 2005
Tom,
I fold and trailer my Mark III each time I fly. Takes about 20 minutes to
unload and have the plane ready to preflight. About the same to fold, load,
and secure for the trip home.
Steven Green
>
> Thinking about purchasing a Mark III and have been trying to get hanger
space-- no luck. Would like to see drawings/plans or photos if anyone is
folding wings and pulling it home.
>
> Thanks
>
> Tom O'Hara
>
>
________________________________________________________________________________
From:
"James, Ken" <KDJames(at)berkscareer.com>
Subject:
Hanger space is hard to find
Date:
Jan 27, 2005
Richard
If you don't mind send them to me also, I interested in what other people
are doing since I'm building a Mk III also
Thanks
Ken
Kdjames(at)berkscareer.com
-----Original Message-----
From: Richard Swiderwski [mailto:rswiderski(at)earthlink.net]
Subject: RE: Kolb-List: Hanger space is hard to find
Tom,
Are you on dial-up or DSL? I have a detailed walk around compilation
Of pictures of my trailer. Its about 25 Meg. I could zip them & send them
if you'd like. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Tom O'Hara
Subject: Kolb-List: Hanger space is hard to find
Thinking about purchasing a Mark III and have been trying to get hanger
space-- no luck. Would like to see drawings/plans or photos if anyone is
folding wings and pulling it home.
Thanks
Tom O'Hara
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: John Hauck
Date:
Jan 27, 2005
Hi Bill:
Yes, I have considered writing, but haven't found the time or the
gumption to get started.
Thanks for your kind words. I appreciate that.
Bill, hard to believe it has been nearly 11 years since I made that
1994 flight. Time sure is flying.
As far as I know, that flight has never been duplicated, nor has it
ever been out done. I have a feeling, no one will ever out do that
one.
Thanks for the note,
john h
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: John Hauck
Date:
Jan 27, 2005
| Yes, I have considered writing, but haven't found the time or the
| gumption to get started.
| john h
Hi Gang:
My appologies. Thought that was a back copy msg from Bill. I'll try
to keep my eyes open and do better.
john h
DO NOT ARCHVIVE
________________________________________________________________________________
From:
Airgriff2(at)aol.com
Date:
Jan 28, 2005
Subject:
John Hauck A thought on your book
From: Airgriff2(at)aol.com
Date: Fri, 28 Jan 2005 07:19:24 EST
Subject: Re: Kolb-List: John Hauck A thought on your book
Good morning John. I agree with many that if somehow your flying
experiences were to be availiable in a book , it would be GREAT reading. I also
can't
imagine how much time and work it would involve. After reading the post to the
list, I asked myself, I wonder if there is someway you could record your
flying life by talking on tape and maybe there is a service that would put it
down in writing and then it could be edited with photos. That would be alot
easier for you than typing a million letters? I not sure if there is anything
like
that but it would be nice if there was. Possibly Kolb, Warp, Garmin, Icom,
Jim & Dondi , etc. could chip in on the cost. I bet even a fund raiser on the
list could work to help you out.
Come on John, I know you're not flying on those 20* days down there. Anyway,
you can give it some thought.
Fly Safe
Bob Griffin
Good morning John. I agree with many that if somehow your flying experiences were
to be availiable in a=20book , it would be GREAT reading. I also can't imagine
how much time and work it would involve. After reading the post to the list,
I asked=20myself, I wonder if there is someway you could record your flying
life by talking on tape and maybe there is a service that would put it down
in writing and then it could be edited with photos. That would be alot easier
for you than typing a million letters? I not sure if there is anything like that
but it would be nice if there was. Possibly Kolb, Warp, Garmin, Icom, Jim
Dondi , etc. could chip in on the cost. I bet even a fund raiser on the list could
work to help you out.
Come on John, I know you're not flying on those 20* days down there. Anyway, you
can give it some thought.
Fly Safe
Bob Griffin
________________________________________________________________________________
From:
HShack(at)aol.com
Date:
Jan 28, 2005
Subject:
Re: Hanger space is hard to find
In a message dated 1/28/2005 8:17:11 AM Eastern Standard Time,
pollus(at)fornerod.nl writes:
True, but can you fold it all by yourself of do you need the help of an
innocent bystander?
Pollus
Pollus, there is a fellow at our airport that folds his Firestar II all by
himself all the time. It takes him only 6 minutes.
Howard Shackleford
FS II
SC
________________________________________________________________________________
Date:
Jan 28, 2005
Subject:
A good blade is hard to find
From:
herbgh(at)juno.com
Group
Friday and I need one IVO blade for my Firefly. I am about to put an
eye out walking around the two blade prop on my folded Firefly in the
garage.( I know I should put some foam or socks on them!) I am also
looking for three GSc blades for a pusher /rotax combo. 60 inches or
better. I have the hub. Herb
________________________________________________________________________________
From:
"Steve Garvelink" <link(at)cdc.net>
Subject:
John Hauck waiting for the movie !!!!
Date:
Jan 28, 2005
I am waiting for the movie!!!!!!
You would really do the sport a tremendous service by writing about your
experience...
SRGLINK
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
Airgriff2(at)aol.com
Subject: Fwd: Kolb-List: John Hauck A thought on your book
From: Airgriff2(at)aol.com
Date: Fri, 28 Jan 2005 07:19:24 EST
Subject: Re: Kolb-List: John Hauck A thought on your book
Good morning John. I agree with many that if somehow your flying
experiences were to be availiable in a book , it would be GREAT reading.
I also can't
imagine how much time and work it would involve. After reading the post
to the
list, I asked myself, I wonder if there is someway you could record your
flying life by talking on tape and maybe there is a service that would
put it
down in writing and then it could be edited with photos. That would be
alot
easier for you than typing a million letters? I not sure if there is
anything like
that but it would be nice if there was. Possibly Kolb, Warp, Garmin,
Icom,
Jim & Dondi , etc. could chip in on the cost. I bet even a fund raiser
on the
list could work to help you out.
Come on John, I know you're not flying on those 20* days down there.
Anyway,
you can give it some thought.
Fly Safe
Bob Griffin
Good morning John. I agree with many that if somehow your flying
experiences were to be availiable in a=20book , it would be GREAT
reading. I also can't imagine how much time and work it would involve.
After reading the post to the list, I asked=20myself, I wonder if there
is someway you could record your flying life by talking on tape and
maybe there is a service that would put it down in writing and then it
could be edited with photos. That would be alot easier for you than
typing a million letters? I not sure if there is anything like that but
it would be nice if there was. Possibly Kolb, Warp, Garmin, Icom, Jim
Dondi , etc. could chip in on the cost. I bet even a fund raiser on the
list could work to help you out.
Come on John, I know you're not flying on those 20* days down there.
Anyway, you can give it some thought.
Fly Safe
Bob Griffin
________________________________________________________________________________
From:
"Jeremy Casey" <n79rt(at)kilocharlie.us>
Subject:
OT - Neat pic...
Date:
Jan 28, 2005
Thought ultralight pilots would get the irony of this.LET'S GO FLY!
http://w1.rob.com/pix/oops/wyoming_windsock_acer
Jeremy Casey
KiloCharlie Drafting, Inc.
jeremy(at)kilocharlie.us
________________________________________________________________________________
From:
"Jeremy Casey" <n79rt(at)kilocharlie.us>
Subject:
Accident photo...
Date:
Jan 28, 2005
Was killing time looking at an aviation photo site and run across this
pic. Anyone know who/what/when/where?
http://w1.rob.com/pix/oops/ultralight
Jeremy Casey
KiloCharlie Drafting, Inc.
jeremy(at)kilocharlie.us
________________________________________________________________________________
From:
"Cory Emberson" <bootless(at)earthlink.net>
Subject:
John Hauck waiting for the movie !!!!
Date:
Jan 28, 2005
I've been watching this thread with great interest! For someone who doesn't
like to type 50,000 words, dictating your stories is a great way to go. And
for a personal story like this, John's "voice" would come through very
clearly. After the dictation is done, it can be easily transcribed into a
working draft, and edited and polished from there.
A word of caution from experience - don't try to transcribe that much tape
with just a tape recorder. Using a transcriptionist who has the right
equipment - headphone, start/stop/rewind pedal, etc. - is the only way to
go. It's like changing your own oil if you don't have the right tools - you
can, but why?
best...
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Steve
Garvelink
Subject: RE: Kolb-List: John Hauck waiting for the movie !!!!
I am waiting for the movie!!!!!!
You would really do the sport a tremendous service by writing about your
experience...
SRGLINK
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
Airgriff2(at)aol.com
Subject: Fwd: Kolb-List: John Hauck A thought on your book
From: Airgriff2(at)aol.com
Date: Fri, 28 Jan 2005 07:19:24 EST
Subject: Re: Kolb-List: John Hauck A thought on your book
Good morning John. I agree with many that if somehow your flying
experiences were to be availiable in a book , it would be GREAT reading.
I also can't
imagine how much time and work it would involve. After reading the post
to the
list, I asked myself, I wonder if there is someway you could record your
flying life by talking on tape and maybe there is a service that would
put it
down in writing and then it could be edited with photos. That would be
alot
easier for you than typing a million letters? I not sure if there is
anything like
that but it would be nice if there was. Possibly Kolb, Warp, Garmin,
Icom,
Jim & Dondi , etc. could chip in on the cost. I bet even a fund raiser
on the
list could work to help you out.
Come on John, I know you're not flying on those 20* days down there.
Anyway,
you can give it some thought.
Fly Safe
Bob Griffin
Good morning John. I agree with many that if somehow your flying
experiences were to be availiable in a=20book , it would be GREAT
reading. I also can't imagine how much time and work it would involve.
After reading the post to the list, I asked=20myself, I wonder if there
is someway you could record your flying life by talking on tape and
maybe there is a service that would put it down in writing and then it
could be edited with photos. That would be alot easier for you than
typing a million letters? I not sure if there is anything like that but
it would be nice if there was. Possibly Kolb, Warp, Garmin, Icom, Jim
Dondi , etc. could chip in on the cost. I bet even a fund raiser on the
list could work to help you out.
Come on John, I know you're not flying on those 20* days down there.
Anyway, you can give it some thought.
Fly Safe
Bob Griffin
________________________________________________________________________________
Pollus,
I keep My Xtra folded and I do it alone with no tools or stands and it only
takes me 10 mins.
Mike
Xtra/Jab2200
G-CDFA
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: Re: Hanger space is hard to find
>
> In a message dated 1/28/2005 8:17:11 AM Eastern Standard Time,
> pollus(at)fornerod.nl writes:
> True, but can you fold it all by yourself of do you need the help of an
> innocent bystander?
>
> Pollus
>
> Pollus, there is a fellow at our airport that folds his Firestar II all by
> himself all the time. It takes him only 6 minutes.
>
> Howard Shackleford
> FS II
> SC
>
>
>
________________________________________________________________________________
Date:
Jan 28, 2005
From:
russ kinne <kinnepix(at)earthlink.net>
Subject:
cold
Hello List
Pardon a post by a not-yet-Kolber but I may be able to contribute
something useful on the =93cold=94 subject.
I survived -63 on one assignment, -55 on another, and have spent a
bunch of time in 0 to -20. Curiously, my bod can=92t tell the
difference between about -15 and -50. My nerve-sensors are probably SO
shocked/insulted/amazed that I=92d even do this, that they shut down
altogether.
Under extreme cold the human body will sacrifice fingers, toes, then
even arms & legs, to keep the core warm & alive -- this is mostly
theoretical, since we=92re more concerned with moderate temperatures. BUT
that=92s why your feet & hands get cold first.
You lose a lot of heat through your head -- and an old saying is =93If
your feet are cold, put on a hat=94 -- that=92s good advice, even for young
pilots who still have their hair!
Otherwise, the well-known technique of layering is best, with clothes
that can open at the neck -- if you get the least bit overheated, you
need to let out some of your enclosed warm-air-bubble by opening the
neck zipper. You must NOT get even a little sweaty, or you=92ll be even
colder. When your bod is well insulated, even a little heat makes a big
difference. Try a small handwarmer tucked into your belt or in a
pocket.
On the feet, use warm but not tight boots, and on the hands, mittens
give the most warmth but of course gloves the most flexibility. Wear
both in real cold.
One thing most people overlook is that a hard seat can hamper blood
flow to the legs and make them feel cold. Check to see if the edge of
your seat is pressing hard on the back of your thighs.
Another overlooked thing is silk long-johns (don=92t laugh!)
Sporting-goods stores sell these for hunters & fishermen. They don=92t
weigh anything & are surprisingly warm. Check places that sell camping,
climbing and hiking gear. There=92s some really great stuff out there --
but most of it is pretty expensive.
They may say =93stay cool=94, but staying warm feels better.
________________________________________________________________________________
Date:
Jan 28, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: John Hauck
Gee John,
You need to team up with Bob N. (our gray whatever pen name he goes
by). He could interview you, take notes and record it and write it. Many
books today are done this way.
jerb
>
> Hi Bill:
>
>Yes, I have considered writing, but haven't found the time or the
>gumption to get started.
>
>Thanks for your kind words. I appreciate that.
>
>Bill, hard to believe it has been nearly 11 years since I made that
>1994 flight. Time sure is flying.
>
>As far as I know, that flight has never been duplicated, nor has it
>ever been out done. I have a feeling, no one will ever out do that
>one.
>
>Thanks for the note,
>
>john h
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Folding Wings
Date:
Jan 28, 2005
> My MkII is a 1988, it folds. Must be something earlier?
>
> Ed in JXN
Hi All:
My 1984 Ultrastar had folding wings, as all US's had. That leaves the
Flyer, and I do not know if the wings folded on it or not.
john h
________________________________________________________________________________
From:
"woody" <duesouth(at)govital.net>
Subject:
Re: Folding Wings
Date:
Jan 29, 2005
Ultrastar was the first to have the folding wings. The originals folded
at the main spar but were to high for most garages and the design was
changed to put the fold point at the rear spar. I would assume it to be
about 1982. My Flyer (1980) had detachable wings. The folding wings were a
marvel at the time.
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Folding Wings
>
>
> > My MkII is a 1988, it folds. Must be something earlier?
> >
> > Ed in JXN
>
> Hi All:
>
> My 1984 Ultrastar had folding wings, as all US's had. That leaves the
> Flyer, and I do not know if the wings folded on it or not.
>
> john h
>
>
________________________________________________________________________________
Date:
Jan 29, 2005
From:
Earl & Mim Zimmerman <emzi(at)supernet.com>
Subject:
Rotax Type 535??
Hey Guys,
I just received a service bulletin for Rotax engine type 535.
I never heard of that engine. What are they used in? Are they 2 or 4
stroke? ~ Earl
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From:
"David Paule" <dpaule(at)frii.com>
Subject:
Re: Hangar Space is hard to find
Date:
Jan 29, 2005
I've got a Firestar, and it lives in a small T-hangar, folded, alongside the
Cessna 180 Skywagon there. The Cessna is ahead of the Kolb, with the nose of
the Kolb behind the Cessna's wing. The Kolb fits alongside the Cessna's
tail.
All I have to do to fly the Cessna is preflight it and push it out.
But to fly the Kolb, I've got to push Big Hammer, that's the Cessna, out and
then push the Firestar out. Pull Big Hammer back in and unfold the Firestar
(15 minutes by myself, using a saw-horse as a tool), and preflight it.
In exchange for the extra handling, I get to store both planes in the same
hangar. Since I'd keep the 180 in the hangar anyway, the Kolb gets to stay
there rent-free.
Dave Paule
Boulder, CO
FSII, unnamed
Cessna Skywagon, Big Hammer
________________________________________________________________________________
From:
"Jim Baker" <jlbaker(at)telepath.com>
Date:
Jan 29, 2005
Subject:
Re: Hangar Space is hard to find
> I've got a Firestar, and it lives in a small T-hangar, folded,
> alongside the Cessna 180 Skywagon there.
My FS 2 resides, in much the same manner, beside my Bellanca
Super Viking. The hanger is a 40 x 40 and gets a bit crowded. The
wings stay in place but have to fold the tail each time. The FS2 is
nose to the back and Viking nose to the front.Getting the FS2 out is
a pain 'cause I have my own sod strip, and if anyone has ever tried
to move a Viking on sod you'll know that it has to be towed
everywhere...you won't move it by hand power. Maybe I should just
spring for a concrete pad in front of the hanger.......
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
Date:
Jan 29, 2005
From:
Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject:
Re: Folding Wings
>>>>>>> That leaves the Flyer, and I do not know if the wings folded on
it or not.<<<<<<<<<
Yeah John, they'd probably fold if'n you flew one for a bit back then.
Wonder how steep a dive it would take to loop a Flyer?
John Hauck wrote:
>
>
>> My MkII is a 1988, it folds. Must be something earlier?
>>
>>Ed in JXN
>
>
> Hi All:
>
> My 1984 Ultrastar had folding wings, as all US's had. That leaves the
> Flyer, and I do not know if the wings folded on it or not.
>
> john h
>
>
>
>
>
>
>
________________________________________________________________________________
Date:
Jan 29, 2005
From:
Noel Bouchard <noelbou(at)cam.org>
Subject:
Carb Icing ... ???
Hello "Kolbers" !
I am a long time lurker on this list but very seldomly post ...
I live near Montreal, Canada and today i had an engine out
with my Twinstar Mark II due to what i think is carb. icing ...
The engine started to run roughly after a 1-2 min slow descent from ~ 1500
to 700 feet and would not go higher than about 4800 RPM and was
probably running on 1 carb. So i just cut power and landed ...
(No bad consequence as i was 700 ft above the St-Lawrence river
when the problem hapenned so it was a "no brainer" to land on the
(frozen) river ...)
After landing i saw that one of the carb spewed a lot of gaz from the
overflow
Now ... i have never been able to restart the engine (Rotax 503 Point
Ignition)
after ... checking the carbs bowl, needele jet and changing the plugs
... and as darkness was
coming in i had to leave the plane on a peer by the river :-( and a
friend picked me up ...
BTW the temp was -8C and the dew point -10 C ... (14 and 17 F)
and quite a lot of humidity in the air ... Perfect conditions for Carb
Icing ...
So i am wondering why this engine would not restart ... and trying to
elaborate a stategy
to get back tomorrow morning and fix the problem ...
I tought of getting a new set of plugs and try again and if no result i
thought of getting the carbs off
and bring them to warm so to melt the remaining ice ... If it remains
there ...
Any advice from you northern flyers ?
Nol
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
Date:
Jan 29, 2005
From:
Charlie England <ceengland(at)bellsouth.net>
Subject:
Re: Carb Icing ... ???
Noel Bouchard wrote:
>
>Hello "Kolbers" !
>
>I am a long time lurker on this list but very seldomly post ...
>I live near Montreal, Canada and today i had an engine out
>with my Twinstar Mark II due to what i think is carb. icing ...
>The engine started to run roughly after a 1-2 min slow descent from ~ 1500
>to 700 feet and would not go higher than about 4800 RPM and was
>probably running on 1 carb. So i just cut power and landed ...
>(No bad consequence as i was 700 ft above the St-Lawrence river
>when the problem hapenned so it was a "no brainer" to land on the
>(frozen) river ...)
>
>After landing i saw that one of the carb spewed a lot of gaz from the
>overflow
>Now ... i have never been able to restart the engine (Rotax 503 Point
>Ignition)
>after ... checking the carbs bowl, needele jet and changing the plugs
>... and as darkness was
>coming in i had to leave the plane on a peer by the river :-( and a
>friend picked me up ...
>
>BTW the temp was -8C and the dew point -10 C ... (14 and 17 F)
>and quite a lot of humidity in the air ... Perfect conditions for Carb
>Icing ...
>
>So i am wondering why this engine would not restart ... and trying to
>elaborate a stategy
>to get back tomorrow morning and fix the problem ...
>I tought of getting a new set of plugs and try again and if no result i
>thought of getting the carbs off
>and bring them to warm so to melt the remaining ice ... If it remains
>there ...
>
>Any advice from you northern flyers ?
>
>Nol
>
>
>
>
No experience with Rotax but in the Lyc/Cont world, ideal icing
conditions are usually considered to be in the 40-70 degree F range
(sorry; I can measure in metric but not in C). The reason is that if
outside air is below freezing, the moisture in the air entering the carb
is likely already frozen. Temp drop in the carb would then be of no
consequence.
The most common reason for fuel flow stoppage in very cold conditions
is water ice in the gas lines themselves.
May not mean a thing in your application...
Charlie
________________________________________________________________________________
From:
<williamdgleason(at)bellsouth.net>
Subject:
Re: Carb Icing ... ???
Date:
Jan 29, 2005
If I remember crrectly, The higher the fuel level is in the float bowl, the richer
the mixture. It seems that
the fuel cut off valve in one carb is not functioning for whatever reason. Maybe
frozen water in the float bowl.
Dale in SC
>
> From: Noel Bouchard <noelbou(at)cam.org>
> Date: 2005/01/29 Sat PM 08:43:43 EST
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Carb Icing ... ???
>
>
> Hello "Kolbers" !
>
> I am a long time lurker on this list but very seldomly post ...
> I live near Montreal, Canada and today i had an engine out
> with my Twinstar Mark II due to what i think is carb. icing ...
> The engine started to run roughly after a 1-2 min slow descent from ~ 1500
> to 700 feet and would not go higher than about 4800 RPM and was
> probably running on 1 carb. So i just cut power and landed ...
> (No bad consequence as i was 700 ft above the St-Lawrence river
> when the problem hapenned so it was a "no brainer" to land on the
> (frozen) river ...)
>
> After landing i saw that one of the carb spewed a lot of gaz from the
> overflow
> Now ... i have never been able to restart the engine (Rotax 503 Point
> Ignition)
> after ... checking the carbs bowl, needele jet and changing the plugs
> ... and as darkness was
> coming in i had to leave the plane on a peer by the river :-( and a
> friend picked me up ...
>
> BTW the temp was -8C and the dew point -10 C ... (14 and 17 F)
> and quite a lot of humidity in the air ... Perfect conditions for Carb
> Icing ...
>
> So i am wondering why this engine would not restart ... and trying to
> elaborate a stategy
> to get back tomorrow morning and fix the problem ...
> I tought of getting a new set of plugs and try again and if no result i
> thought of getting the carbs off
> and bring them to warm so to melt the remaining ice ... If it remains
> there ...
>
> Any advice from you northern flyers ?
>
> Nol
>
>
> --
> Checked by AVG Anti-Virus.
>
>
>
>
>
>
>
________________________________________________________________________________
Date:
Jan 29, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: Folding Wings
John & All,
Before all this info eludes us, why don't we make a list of the various
model of Kolbs in a chronological order. Perhaps we could even get dates
each were in production.
jerb
>
>
> > My MkII is a 1988, it folds. Must be something earlier?
> >
> > Ed in JXN
>
>Hi All:
>
>My 1984 Ultrastar had folding wings, as all US's had. That leaves the
>Flyer, and I do not know if the wings folded on it or not.
>
>john h
>
>
________________________________________________________________________________
Date:
Jan 29, 2005
From:
Noel Bouchard <noelbou(at)cam.org>
Subject:
DryGas ? isopropyl ?
Hello Ellery
What is the Mixture ratio for Isopropyl ?
Thanks
Noel
> always use isopropyl gas line anti-Freeze especially in
> cold conditions because of condensation in the fuel tank and I never had an
> engine out landing because of moisture in the fuel
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From:
"Rick Pearce" <rap(at)isp.com>
Subject:
Rotax price increase.
Date:
Jan 30, 2005
With the exchange rate down 35% and expected to continue the downward trend.
I'm in a dilemma should I purchase my 912S now even though I'm a long way
from finishing? The warranty would expire before I can get it in the air. I'm
not sure of the length of the Rotax warranty.
DO NOT ARCHIEVE
________________________________________________________________________________
From:
"ul15rhb(at)juno.com" <ul15rhb(at)juno.com>
Date:
Jan 30, 2005
Subject:
Re: Carb Icing ... ???
Noel,
I fly in Minnesota and your engine may have been flooded as it's easy to do in
the cold and when you're anxious to get it flying. This happened to me more than
once, but the last time it was not due to over-priming, it was stuck rings.
Turn your prop over and feel the compression on both cylinders. One may have
no compression and is a sign of stuck rings. A more accurate method would be to
use a cylinder compression gauge. If it has stuck rings on one cylinder, it
will not start. I spent a night on a frozen lake in March of '91 when my plane
would not start with stuck rings. It got to -5F but I was dressed for the cold.
Adventure at it's best.
By they way, I flew yesterday on the frozen lake and most of it was in ground effect,
one wingspan above the ice. I can go for miles on these lakes up here in
the north country. Fun at best.
Ralph
Original Firestar
18 years flying
-- Noel Bouchard wrote:
Hello "Kolbers" !
I am a long time lurker on this list but very seldomly post ...
I live near Montreal, Canada and today i had an engine out
with my Twinstar Mark II due to what i think is carb. icing ...
The engine started to run roughly after a 1-2 min slow descent from ~ 1500
to 700 feet and would not go higher than about 4800 RPM and was
probably running on 1 carb. So i just cut power and landed ...
(No bad consequence as i was 700 ft above the St-Lawrence river
when the problem hapenned so it was a "no brainer" to land on the
(frozen) river ...)
After landing i saw that one of the carb spewed a lot of gaz from the
overflow
Now ... i have never been able to restart the engine (Rotax 503 Point
Ignition)
after ... checking the carbs bowl, needele jet and changing the plugs
... and as darkness was
coming in i had to leave the plane on a peer by the river :-( and a
friend picked me up ...
BTW the temp was -8C and the dew point -10 C ... (14 and 17 F)
and quite a lot of humidity in the air ... Perfect conditions for Carb
Icing ...
So i am wondering why this engine would not restart ... and trying to
elaborate a stategy
to get back tomorrow morning and fix the problem ...
I tought of getting a new set of plugs and try again and if no result i
thought of getting the carbs off
and bring them to warm so to melt the remaining ice ... If it remains
there ...
Any advice from you northern flyers ?
Nol
--
Checked by AVG Anti-Virus.
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
From:
"woody" <duesouth(at)govital.net>
Subject:
Re: Rotax price increase.
Date:
Jan 30, 2005
You Canajun?
----- Original Message -----
From: "Rick Pearce" <rap(at)isp.com>
Subject: Kolb-List: Rotax price increase.
>
> With the exchange rate down 35% and expected to continue the
downward trend. I'm in a dilemma should I purchase my 912S now even though
I'm a long way from finishing? The warranty would expire before I can get it
in the air. I'm not sure of the length of the Rotax warranty.
> DO NOT ARCHIEVE
>
>
________________________________________________________________________________
Kolbers,
I think Ralph is right on the mark. Aluminum & alcohol are not
chemically reactive, nor are there any parts in our fuel system that will
deteriorate in its presence. ...Richard Swiderski
Rick and others,
I used ethanol gas for 12 years and still use it occasionally. I never saw
anything wrong with my carb parts or had a problem. If anything, ethanol
will soak up the moisture in the fuel. Here in Minnesota, this is all they
sell and it's 7%. If there was a problem, there would be cars that wouldn't
run here.
Ralph
Original Firestar
18 years flying it
-- "Rick Pearce" wrote:
I have had a bad experience with Isopropyl alcohol in the gas eating alum.
carb. parts. It cost me a tree top landing and a broken leg. I had 3 axis
Wizard with a 440 Kaw eng. After the crash we pulled the carb. apart and it
had alum nodules under the diahram on the MIkuni pumper carb. My dad is a
small eng. repairman and he says he can always tell when people have used
Isopropyl alcohol, gaskets, hoses and seals are all dried out and corrosion
in the alum carb. In other words the eng are trash.
>
> Hello Guys !
>
> You guys and this list are SO wonderfull !
> Check the replies i got i a couple of hour from Robert,
> Dale, Charlie and Ellery !!! (below ...)
>
> Ok !
> I have checked the float bowls twice and found no water or ice ...
> I have also checked the main jets and jet needles ...
> The throttle control seemed normal (no obstruction in the jets by ice ...)
>
> I had never heard of the relationship with the fuel level in the
> float bowl and mixture but it make a lot of sense !!! The bowls were way
full ...
>
> ... and i think Isopropyl in the gas mixture might be the way to go to
avoid
> us (northerners) those very annoying events ... I will try it from now on
...
>
>
> GOT DRYGAS! I always use isopropyl gas line anti-Freeze especially in
> cold conditions because of condensation in the fuel tank and I never had
an engine out landing because of moisture in the fuel
> Carb Icing is when your venturi gets built up with ice or closed in with
> ice if you have water in the fuel and it made it to the carb Bowl that
is
________________________________________________________________________________
From:
"Larry Bourne" <biglar(at)gogittum.com>
Subject:
Re: Thanks fo Carb Icing replies ...
Date:
Jan 30, 2005
Several things come to mind, Richard. You're right, I think, about alcohol
and aluminum not being reactive, but alcohol will certainly attack some
flavors of neoprene. (or similar artificial rubbers) In my work as a
commercial kitchen equipment/refrigeration tech, I've seen o-rings that
swell and crumble like stiff cheese after exposure. Also, while working as
a timber faller in the north Idaho mountains in the late '70's and early
'80's, we used a product called "Heet" in our chainsaws during sub-zero
operation. I don't know what was in it besides alcohol, but we were
strongly warned that it would damage the magnesium in the chainsaws. We ran
it anyway, and I, for one, didn't have problems with it, but
still...........?? Again, I don't know if that would translate across to
aluminum, but it IS food for thought. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: RE: Kolb-List: Thanks fo Carb Icing replies ...
>
>
>
> Kolbers,
> I think Ralph is right on the mark. Aluminum & alcohol are not
> chemically reactive, nor are there any parts in our fuel system that will
> deteriorate in its presence. ...Richard Swiderski
>
> Rick and others,
>
> I used ethanol gas for 12 years and still use it occasionally. I never saw
> anything wrong with my carb parts or had a problem. If anything, ethanol
> will soak up the moisture in the fuel. Here in Minnesota, this is all they
> sell and it's 7%. If there was a problem, there would be cars that
> wouldn't
> run here.
>
> Ralph
> Original Firestar
> 18 years flying it
>
> -- "Rick Pearce" wrote:
>
> I have had a bad experience with Isopropyl alcohol in the gas eating alum.
> carb. parts. It cost me a tree top landing and a broken leg. I had 3 axis
> Wizard with a 440 Kaw eng. After the crash we pulled the carb. apart and
> it
> had alum nodules under the diahram on the MIkuni pumper carb. My dad is a
> small eng. repairman and he says he can always tell when people have used
> Isopropyl alcohol, gaskets, hoses and seals are all dried out and
> corrosion
> in the alum carb. In other words the eng are trash.
>
>>
>> Hello Guys !
>>
>> You guys and this list are SO wonderfull !
>> Check the replies i got i a couple of hour from Robert,
>> Dale, Charlie and Ellery !!! (below ...)
>>
>> Ok !
>> I have checked the float bowls twice and found no water or ice ...
>> I have also checked the main jets and jet needles ...
>> The throttle control seemed normal (no obstruction in the jets by ice
>> ...)
>>
>> I had never heard of the relationship with the fuel level in the
>> float bowl and mixture but it make a lot of sense !!! The bowls were way
> full ...
>>
>> ... and i think Isopropyl in the gas mixture might be the way to go to
> avoid
>> us (northerners) those very annoying events ... I will try it from now on
> ...
>>
>>
>> GOT DRYGAS! I always use isopropyl gas line anti-Freeze especially in
>> cold conditions because of condensation in the fuel tank and I never had
> an engine out landing because of moisture in the fuel
>> Carb Icing is when your venturi gets built up with ice or closed in
>> with
>> ice if you have water in the fuel and it made it to the carb Bowl that
> is
>
>
>
________________________________________________________________________________
From:
"Rick Pearce" <rap(at)isp.com>
Subject:
Re: Thanks fo Carb Icing replies ...
Date:
Jan 30, 2005
I am not a chemist but I have read articals that begs to differ. Eaa mag had
a artical about the Air show group that is burning alcohol and talked about
reactive with alum, Alcohol is.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Thanks fo Carb Icing replies ...
>
> Several things come to mind, Richard. You're right, I think, about
alcohol
> and aluminum not being reactive, but alcohol will certainly attack some
> flavors of neoprene. (or similar artificial rubbers) In my work as a
> commercial kitchen equipment/refrigeration tech, I've seen o-rings that
> swell and crumble like stiff cheese after exposure. Also, while working
as
> a timber faller in the north Idaho mountains in the late '70's and early
> '80's, we used a product called "Heet" in our chainsaws during sub-zero
> operation. I don't know what was in it besides alcohol, but we were
> strongly warned that it would damage the magnesium in the chainsaws. We
ran
> it anyway, and I, for one, didn't have problems with it, but
> still...........?? Again, I don't know if that would translate across to
> aluminum, but it IS food for thought. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
> To:
> Subject: RE: Kolb-List: Thanks fo Carb Icing replies ...
>
>
> >
> >
> >
> > Kolbers,
> > I think Ralph is right on the mark. Aluminum & alcohol are not
> > chemically reactive, nor are there any parts in our fuel system that
will
> > deteriorate in its presence. ...Richard Swiderski
> >
> > Rick and others,
> >
> > I used ethanol gas for 12 years and still use it occasionally. I never
saw
> > anything wrong with my carb parts or had a problem. If anything, ethanol
> > will soak up the moisture in the fuel. Here in Minnesota, this is all
they
> > sell and it's 7%. If there was a problem, there would be cars that
> > wouldn't
> > run here.
> >
> > Ralph
> > Original Firestar
> > 18 years flying it
> >
> > -- "Rick Pearce" wrote:
> >
> > I have had a bad experience with Isopropyl alcohol in the gas eating
alum.
> > carb. parts. It cost me a tree top landing and a broken leg. I had 3
axis
> > Wizard with a 440 Kaw eng. After the crash we pulled the carb. apart and
> > it
> > had alum nodules under the diahram on the MIkuni pumper carb. My dad is
a
> > small eng. repairman and he says he can always tell when people have
used
> > Isopropyl alcohol, gaskets, hoses and seals are all dried out and
> > corrosion
> > in the alum carb. In other words the eng are trash.
> >
> >>
> >> Hello Guys !
> >>
> >> You guys and this list are SO wonderfull !
> >> Check the replies i got i a couple of hour from Robert,
> >> Dale, Charlie and Ellery !!! (below ...)
> >>
> >> Ok !
> >> I have checked the float bowls twice and found no water or ice ...
> >> I have also checked the main jets and jet needles ...
> >> The throttle control seemed normal (no obstruction in the jets by ice
> >> ...)
> >>
> >> I had never heard of the relationship with the fuel level in the
> >> float bowl and mixture but it make a lot of sense !!! The bowls were
way
> > full ...
> >>
> >> ... and i think Isopropyl in the gas mixture might be the way to go to
> > avoid
> >> us (northerners) those very annoying events ... I will try it from now
on
> > ...
> >>
> >>
> >> GOT DRYGAS! I always use isopropyl gas line anti-Freeze especially
in
> >> cold conditions because of condensation in the fuel tank and I never
had
> > an engine out landing because of moisture in the fuel
> >> Carb Icing is when your venturi gets built up with ice or closed in
> >> with
> >> ice if you have water in the fuel and it made it to the carb Bowl
that
> > is
> >
> >
> >
>
>
________________________________________________________________________________
Rick, Larry & All,
Detroit has already been through this issue. There were materials
used in the past that were not compatible with alcohol. Millions of cars are
using alcohol with no problems to the aluminum carbs or synthetic materials.
I have used it in my mikuni's carbs with no problems at all. Same with
SeaFoam, I've used in all my fuel along with Marvel Mystery Oil, hundreds of
hours with no problems. After I send this I will put some Aluminum foil in
isopropyl alcohol & let you know what happens after a few days.
Richard Swiderski
I am not a chemist but I have read articals that begs to differ. Eaa mag had
a artical about the Air show group that is burning alcohol and talked about
reactive with alum, Alcohol is.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Thanks fo Carb Icing replies ...
>
> Several things come to mind, Richard. You're right, I think, about
alcohol
> and aluminum not being reactive, but alcohol will certainly attack some
> flavors of neoprene. (or similar artificial rubbers) In my work as a
> commercial kitchen equipment/refrigeration tech, I've seen o-rings that
> swell and crumble like stiff cheese after exposure. Also, while working
as
> a timber faller in the north Idaho mountains in the late '70's and early
> '80's, we used a product called "Heet" in our chainsaws during sub-zero
> operation. I don't know what was in it besides alcohol, but we were
> strongly warned that it would damage the magnesium in the chainsaws. We
ran
> it anyway, and I, for one, didn't have problems with it, but
> still...........?? Again, I don't know if that would translate across to
> aluminum, but it IS food for thought. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
> To:
> Subject: RE: Kolb-List: Thanks fo Carb Icing replies ...
>
>
> >
> >
> >
> > Kolbers,
> > I think Ralph is right on the mark. Aluminum & alcohol are not
> > chemically reactive, nor are there any parts in our fuel system that
will
> > deteriorate in its presence. ...Richard Swiderski
> >
> > Rick and others,
> >
> > I used ethanol gas for 12 years and still use it occasionally. I never
saw
> > anything wrong with my carb parts or had a problem. If anything, ethanol
> > will soak up the moisture in the fuel. Here in Minnesota, this is all
they
> > sell and it's 7%. If there was a problem, there would be cars that
> > wouldn't
> > run here.
> >
> > Ralph
> > Original Firestar
> > 18 years flying it
> >
> > -- "Rick Pearce" wrote:
> >
> > I have had a bad experience with Isopropyl alcohol in the gas eating
alum.
> > carb. parts. It cost me a tree top landing and a broken leg. I had 3
axis
> > Wizard with a 440 Kaw eng. After the crash we pulled the carb. apart and
> > it
> > had alum nodules under the diahram on the MIkuni pumper carb. My dad is
a
> > small eng. repairman and he says he can always tell when people have
used
> > Isopropyl alcohol, gaskets, hoses and seals are all dried out and
> > corrosion
> > in the alum carb. In other words the eng are trash.
> >
> >>
> >> Hello Guys !
> >>
> >> You guys and this list are SO wonderfull !
> >> Check the replies i got i a couple of hour from Robert,
> >> Dale, Charlie and Ellery !!! (below ...)
> >>
> >> Ok !
> >> I have checked the float bowls twice and found no water or ice ...
> >> I have also checked the main jets and jet needles ...
> >> The throttle control seemed normal (no obstruction in the jets by ice
> >> ...)
> >>
> >> I had never heard of the relationship with the fuel level in the
> >> float bowl and mixture but it make a lot of sense !!! The bowls were
way
> > full ...
> >>
> >> ... and i think Isopropyl in the gas mixture might be the way to go to
> > avoid
> >> us (northerners) those very annoying events ... I will try it from now
on
> > ...
> >>
> >>
> >> GOT DRYGAS! I always use isopropyl gas line anti-Freeze especially
in
> >> cold conditions because of condensation in the fuel tank and I never
had
> > an engine out landing because of moisture in the fuel
> >> Carb Icing is when your venturi gets built up with ice or closed in
> >> with
> >> ice if you have water in the fuel and it made it to the carb Bowl
that
> > is
> >
> >
> >
>
>
________________________________________________________________________________
All just finished all the painting on my new Xtra tonight, so I am looking forward
to assembling it all this week.
Hopefully there will be another Kolb to grace the skies very very soon.
Mike
Xtra/Jab2200 (almost flying)
G-CDFA
________________________________________________________________________________
Date:
Jan 30, 2005
From:
Mike Marsh <nellypup_29(at)yahoo.com>
Subject:
1985 Kolb Firestar
I have purchased a Kolb firestar and it is in a lot of
pieces. I have part of the original manual and some
bills of material I got from Kolb Aircraft. They say
they can not supply me with a set of drawings for
reassembly since this model was not part of the
purchase they made from the original owner of Kolb
Aircraft. Does anyone have a set they can copy for me?
I would be glad to pay for them.
Thanks Mike
________________________________________________________________________________
From:
"Rick Pearce" <rap(at)isp.com>
Subject:
Re: Thanks fo Carb Icing replies ...
Date:
Jan 30, 2005
What actually made the alum nodules the messed up the diapram on the pumper
carb was the water from the gasalchol. I was young and dumb at the time and
didn't relize you were not suppose to use gasalchol. The water saterated
gasalchol warm out of the ground put in a cold tank on a ultralight that
didn't fly very offen means water sitting in the carb.and corrision. I
always figured the alcohol helped with the corrision.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb-List: Thanks fo Carb Icing replies ...
>
> Several things come to mind, Richard. You're right, I think, about
alcohol
> and aluminum not being reactive, but alcohol will certainly attack some
> flavors of neoprene. (or similar artificial rubbers) In my work as a
> commercial kitchen equipment/refrigeration tech, I've seen o-rings that
> swell and crumble like stiff cheese after exposure. Also, while working
as
> a timber faller in the north Idaho mountains in the late '70's and early
> '80's, we used a product called "Heet" in our chainsaws during sub-zero
> operation. I don't know what was in it besides alcohol, but we were
> strongly warned that it would damage the magnesium in the chainsaws. We
ran
> it anyway, and I, for one, didn't have problems with it, but
> still...........?? Again, I don't know if that would translate across to
> aluminum, but it IS food for thought. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> N78LB Vamoose
> www.gogittum.com
>
> ----- Original Message -----
> From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
> To:
> Subject: RE: Kolb-List: Thanks fo Carb Icing replies ...
>
>
> >
> >
> >
> > Kolbers,
> > I think Ralph is right on the mark. Aluminum & alcohol are not
> > chemically reactive, nor are there any parts in our fuel system that
will
> > deteriorate in its presence. ...Richard Swiderski
> >
> > Rick and others,
> >
> > I used ethanol gas for 12 years and still use it occasionally. I never
saw
> > anything wrong with my carb parts or had a problem. If anything, ethanol
> > will soak up the moisture in the fuel. Here in Minnesota, this is all
they
> > sell and it's 7%. If there was a problem, there would be cars that
> > wouldn't
> > run here.
> >
> > Ralph
> > Original Firestar
> > 18 years flying it
> >
> > -- "Rick Pearce" wrote:
> >
> > I have had a bad experience with Isopropyl alcohol in the gas eating
alum.
> > carb. parts. It cost me a tree top landing and a broken leg. I had 3
axis
> > Wizard with a 440 Kaw eng. After the crash we pulled the carb. apart and
> > it
> > had alum nodules under the diahram on the MIkuni pumper carb. My dad is
a
> > small eng. repairman and he says he can always tell when people have
used
> > Isopropyl alcohol, gaskets, hoses and seals are all dried out and
> > corrosion
> > in the alum carb. In other words the eng are trash.
> >
> >>
> >> Hello Guys !
> >>
> >> You guys and this list are SO wonderfull !
> >> Check the replies i got i a couple of hour from Robert,
> >> Dale, Charlie and Ellery !!! (below ...)
> >>
> >> Ok !
> >> I have checked the float bowls twice and found no water or ice ...
> >> I have also checked the main jets and jet needles ...
> >> The throttle control seemed normal (no obstruction in the jets by ice
> >> ...)
> >>
> >> I had never heard of the relationship with the fuel level in the
> >> float bowl and mixture but it make a lot of sense !!! The bowls were
way
> > full ...
> >>
> >> ... and i think Isopropyl in the gas mixture might be the way to go to
> > avoid
> >> us (northerners) those very annoying events ... I will try it from now
on
> > ...
> >>
> >>
> >> GOT DRYGAS! I always use isopropyl gas line anti-Freeze especially
in
> >> cold conditions because of condensation in the fuel tank and I never
had
> > an engine out landing because of moisture in the fuel
> >> Carb Icing is when your venturi gets built up with ice or closed in
> >> with
> >> ice if you have water in the fuel and it made it to the carb Bowl
that
> > is
> >
> >
> >
>
>
________________________________________________________________________________
Date:
Jan 30, 2005
From:
Noel Bouchard <noelbou(at)cam.org>
Subject:
Thanks fo Carb Icing replies ... (follow up)
Hello Group ...
Some follow up on the engine problem i had yesterday.
First my Twinstar is back on her nest !!!
... and the cause of the failure was not carb. icing ...
(It sure started a nice thread on gas additives he he ...)
The problem was caused by one of the ignition point that somehow would
not open anymore ! ?
After seeing that the shaft that actuate the point was "dry" (no
lubrification left at all), our theory was that
the wear on the nylon cam changed the point setting ... although it
happened suddenly ... ?
After checking (again) the carb bowls, main jet and raising the needle
one step we finally realised that one cylinder
seemed not to "fire" ... we started to check the ignition (changed one
coil) and finally found the problem with
the point ... By chance a friend came to help so we could get to the
points using his "puller" tool ...
The engine started shorthly after readjusting the points ... and on it
2 cyls !
Took off for an uneventfull 1/2 hour flight back home.
Did someone ever has such a failure (a sudden change in the point setting) ?
I did not say in my last post but the engine had only about 50 hours
since it's last full rebuilt.
Thanks a lot for the help and i will follow the thread on isopopyl and
additive and try to make up my mind
wheter i will use it or not ...
Good and safe flying all !
Nol Bouchard
Larry Bourne wrote:
>
>Several things come to mind, Richard. You're right, I think, about alcohol
>and aluminum not being reactive, but alcohol will certainly attack some
>flavors of neoprene. (or similar artificial rubbers) In my work as a
>commercial kitchen equipment/refrigeration tech, I've seen o-rings that
>swell and crumble like stiff cheese after exposure. Also, while working as
>a timber faller in the north Idaho mountains in the late '70's and early
>'80's, we used a product called "Heet" in our chainsaws during sub-zero
>operation. I don't know what was in it besides alcohol, but we were
>strongly warned that it would damage the magnesium in the chainsaws. We ran
>it anyway, and I, for one, didn't have problems with it, but
>still...........?? Again, I don't know if that would translate across to
>aluminum, but it IS food for thought. Lar.
>
>Larry Bourne
>Palm Springs, CA
>Building Kolb Mk III
>N78LB Vamoose
>www.gogittum.com
>
>----- Original Message -----
>From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
>To:
>Subject: RE: Kolb-List: Thanks fo Carb Icing replies ...
>
>
>
>
>>
>>
>>
>>Kolbers,
>> I think Ralph is right on the mark. Aluminum & alcohol are not
>>chemically reactive, nor are there any parts in our fuel system that will
>>deteriorate in its presence. ...Richard Swiderski
>>
>>Rick and others,
>>
>>I used ethanol gas for 12 years and still use it occasionally. I never saw
>>anything wrong with my carb parts or had a problem. If anything, ethanol
>>will soak up the moisture in the fuel. Here in Minnesota, this is all they
>>sell and it's 7%. If there was a problem, there would be cars that
>>wouldn't
>>run here.
>>
>>Ralph
>>Original Firestar
>>18 years flying it
>>
>>-- "Rick Pearce" wrote:
>>
>>I have had a bad experience with Isopropyl alcohol in the gas eating alum.
>>carb. parts. It cost me a tree top landing and a broken leg. I had 3 axis
>>Wizard with a 440 Kaw eng. After the crash we pulled the carb. apart and
>>it
>>had alum nodules under the diahram on the MIkuni pumper carb. My dad is a
>>small eng. repairman and he says he can always tell when people have used
>>Isopropyl alcohol, gaskets, hoses and seals are all dried out and
>>corrosion
>>in the alum carb. In other words the eng are trash.
>>
>>
>>
>>>
>>>Hello Guys !
>>>
>>>You guys and this list are SO wonderfull !
>>>Check the replies i got i a couple of hour from Robert,
>>>Dale, Charlie and Ellery !!! (below ...)
>>>
>>>Ok !
>>>I have checked the float bowls twice and found no water or ice ...
>>>I have also checked the main jets and jet needles ...
>>>The throttle control seemed normal (no obstruction in the jets by ice
>>>...)
>>>
>>>I had never heard of the relationship with the fuel level in the
>>>float bowl and mixture but it make a lot of sense !!! The bowls were way
>>>
>>>
>>full ...
>>
>>
>>>... and i think Isopropyl in the gas mixture might be the way to go to
>>>
>>>
>>avoid
>>
>>
>>>us (northerners) those very annoying events ... I will try it from now on
>>>
>>>
>>...
>>
>>
>>>GOT DRYGAS! I always use isopropyl gas line anti-Freeze especially in
>>>cold conditions because of condensation in the fuel tank and I never had
>>>
>>>
>>an engine out landing because of moisture in the fuel
>>
>>
>>>Carb Icing is when your venturi gets built up with ice or closed in
>>>with
>>>ice if you have water in the fuel and it made it to the carb Bowl that
>>>
>>>
>>is
>>
>>
>>
>>
>>
>
>
>
>
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From:
ElleryWeld(at)aol.com
Date:
Jan 30, 2005
Subject:
Re: Alcohol as a Fuel
Now it sounds like we are talking about running straight alcohol as a fuel
substitute that's not what we are doing, we are just adding enough to prevent
fuel line freeze ups, adding 1.6 ounces per one gallon of fuel that's far from
running straight alcohol.
I have been using isopropyl in many engines and have never went out to start
a vehicle to realize the carb has vanished overnight from use of fuel
additive or even the slightest of any aluminum missing during normal preventive
maintenance
DO NOT ARCHIVE
Ellery
________________________________________________________________________________
From:
"Steve Garvelink" <link(at)cdc.net>
Subject:
1985 Kolb Firestar
Date:
Jan 31, 2005
I thought that this was only the plight of the ultrastar. I thought
they supported the firestar!
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Mike Marsh
Subject: Kolb-List: 1985 Kolb Firestar
I have purchased a Kolb firestar and it is in a lot of
pieces. I have part of the original manual and some
bills of material I got from Kolb Aircraft. They say
they can not supply me with a set of drawings for
reassembly since this model was not part of the
purchase they made from the original owner of Kolb
Aircraft. Does anyone have a set they can copy for me?
I would be glad to pay for them.
Thanks Mike
________________________________________________________________________________
From:
Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil>
Subject:
Re: Hanger space is hard to find
Date:
Jan 31, 2005
<< True, but can you fold it all by yourself of do you need the help of an
innocent bystander? Pollus >>
Pollus, and Kolb Gang -
As you've seen by a few responses, several folks fold up their Kolbs after
every flight all by themselves. This was on of the key design aspects that
convinced me on choosing a Kolb.
Takes me about 15 minutes to set up.
One thing I did differently from the plans was the wing stow method.
Instead of the rod-thru-the-tailboom method to secure folded wings, I copied
what the glider guys do at my airfield and made a wheeled tail dolly with
padded wing saddles. Makes it very easy to fold wings - no need to crawl
underneath or contort the body in unnatural ways to get a wing pin
installed.
Tailwheel is off the ground when folded up - so the dolly doubles as a
proper tailboom support for transporting. Easy to manuver the plane around
on the ground.
I'll post a picture of my tail dolly to Photoshare sometime soon ...
Dennis Kirby
MArk-III, Verner, Powerfin
New Mexico
________________________________________________________________________________
Date:
Jan 31, 2005
From:
bryan green <lgreen1(at)sc.rr.com>
Subject:
Re: Hanger space is hard to find
As Dennis said Pollus lots of us bought Kolbs because of the easy fold
wings. I keep my Firestar in an enclosed trailer and fold and unfold
each time I fly. If you don't want to crawl around on the ground to
remove pins from wing support tube drill the holes vertically instead of
horizontally and use a stick of soft brazing wire inserted from the top
behind the wing for a pin (no crawling needed ). This set up works well
for me.
Bryan Green Elgin SC
Firestar 377 BRS 19LBG
Kirby Dennis Contr MDA/AL wrote:
>
>
><< True, but can you fold it all by yourself of do you need the help of an
>innocent bystander? Pollus >>
>
>Pollus, and Kolb Gang -
>
>One thing I did differently from the plans was the wing stow method.
>Instead of the rod-thru-the-tailboom method to secure folded wings, I copied
>what the glider guys do at my airfield and made a wheeled tail dolly with
>padded wing saddles. Makes it very easy to fold wings - no need to crawl
>underneath or contort the body in unnatural ways to get a wing pin
>installed.
>
>Dennis Kirby
>MArk-III, Verner, Powerfin
>New Mexico
>
>
>
>
________________________________________________________________________________
From:
pollus <pollus(at)fornerod.nl>
Subject:
Re: Hanger space is hard to find
Date:
Jan 31, 2005
Hi guys!
What an overwhelming support. Thanks!
Blame myself, for being the ONLY Kolber around not knowing how to
singlehandedly get them wings folded. Mike from Silfer Fern gave me a
step-by-step so all I have to do is practice. Believe me, I'll get
there!
Pollus
MK3
Op 31-jan-05 om 21:22 heeft bryan green het volgende geschreven:
>
> As Dennis said Pollus lots of us bought Kolbs because of the easy fold
> wings. I keep my Firestar in an enclosed trailer and fold and unfold
> each time I fly. If you don't want to crawl around on the ground to
> remove pins from wing support tube drill the holes vertically instead
> of
> horizontally and use a stick of soft brazing wire inserted from the top
> behind the wing for a pin (no crawling needed ). This set up works well
> for me.
> Bryan Green Elgin SC
> Firestar 377 BRS 19LBG
________________________________________________________________________________
From:
"Mike Pierzina" <planecrazzzy(at)lycos.com>
Date:
Jan 31, 2005
Subject:
Wing fold "pins" (archived)
Hey Guys,
If you look in Matt's photo share archives....the date April 24,2004 ,
subject "wing fold pins"
I had one together and all the pieces for the other one separate so you
could see how it was made...They work great!
Gotta Fly...
Mike in MN
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap
and build your wings on the way down...
Gotta Fly...
--
________________________________________________________________________________
Date:
Jan 31, 2005
From:
Mike Marsh <nellypup_29(at)yahoo.com>
Subject:
1985 Kolb Firestar
They can support some parts and some info but not
everything. They bought the business from previous
Kolb owner after my airplane was built and do not have
access to plans or drawings.
Mike
--- Steve Garvelink wrote:
>
>
> I thought that this was only the plight of the
> ultrastar. I thought
> they supported the firestar!
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On
> Behalf Of Mike Marsh
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: 1985 Kolb Firestar
>
>
>
> I have purchased a Kolb firestar and it is in a lot
> of
> pieces. I have part of the original manual and some
> bills of material I got from Kolb Aircraft. They say
> they can not supply me with a set of drawings for
> reassembly since this model was not part of the
> purchase they made from the original owner of Kolb
> Aircraft. Does anyone have a set they can copy for
> me?
> I would be glad to pay for them.
>
> Thanks Mike
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
http://my.yahoo.com
________________________________________________________________________________
From:
"woody" <duesouth(at)govital.net>
Subject:
Re: Wing fold "pins" (archived)
Date:
Jan 31, 2005
>> I had one together and all the pieces for the other one separate
so you could see how it was made...They work great!
>
"THEY"? All you need is one long one. Put the first pin in before you
fold the second wing.
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: AvGas & Rotax 503/Landing Off Site
Date:
Jan 31, 2005
| http://www.members.aol.com/willuribe/fuel01.jpg
|
| Will Uribe
Hi Wil/Gang:
Good explanation.
I used to land at a Chevron Station on I-10 near Marianna, FL, back in
the Ultrastar and Firestar days. Remember pushing the airplane up to
the pump nearest a small field I landed in. A gentleman drove up on
the other side of the pump while I was filling up. He never would
look over at me and the airplane. Absolutely did everything in his
power not to look at us, just on the other side of the pump. Probably
thought he was hallucinating.
After a very close call taking off from this service station in the
Firestar, I decided then and there that to save a few cents on fuel
was not worth the risk of hurting myself, my airplane, and any
innocent by stander. I still land on a road occassionally, this
summer in Yukon Territory and up in the Arctic, but do not readily do
it down here in the lower 48. Just ain't worth the risk involved.
Take care,
john h
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: 1985 Kolb Firestar
Date:
Jan 31, 2005
> I thought that this was only the plight of the ultrastar. I thought
> they supported the firestar!
They don't support the Mark II, dang 'em!
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
From:
"Jerry Curtin" <jcurtin(at)cableone.net>
Subject:
Re: 1985 Kolb Firestar
Date:
Jan 31, 2005
Hi Mike, I have an older model Firestar also. Have to pick it up yet. When I
do, I'll be glad to help you out any way possible. Jerry
----- Original Message -----
From: "Mike Marsh" <nellypup_29(at)yahoo.com>
Subject: RE: Kolb-List: 1985 Kolb Firestar
>
> They can support some parts and some info but not
> everything. They bought the business from previous
> Kolb owner after my airplane was built and do not have
> access to plans or drawings.
> Mike
>
> --- Steve Garvelink wrote:
>
> >
> >
> > I thought that this was only the plight of the
> > ultrastar. I thought
> > they supported the firestar!
> >
> > -----Original Message-----
> > From: owner-kolb-list-server(at)matronics.com
> > [mailto:owner-kolb-list-server(at)matronics.com] On
> > Behalf Of Mike Marsh
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: 1985 Kolb Firestar
> >
> >
> >
> > I have purchased a Kolb firestar and it is in a lot
> > of
> > pieces. I have part of the original manual and some
> > bills of material I got from Kolb Aircraft. They say
> > they can not supply me with a set of drawings for
> > reassembly since this model was not part of the
> > purchase they made from the original owner of Kolb
> > Aircraft. Does anyone have a set they can copy for
> > me?
> > I would be glad to pay for them.
> >
> > Thanks Mike
> >
> >
> >
> > Contributions
> > any other
> > Forums.
> >
> > http://www.matronics.com/subscription
> > http://www.matronics.com/FAQ/Kolb-List.htm
> > http://www.matronics.com/archives
> > http://www.matronics.com/photoshare
> > http://www.matronics.com/emaillists
> >
> >
> >
> >
> >
> >
>
>
> __________________________________
> http://my.yahoo.com
>
>
________________________________________________________________________________
From:
"Jerry Curtin" <jcurtin(at)cableone.net>
Subject:
Re: 1985 Kolb Firestar
Date:
Jan 31, 2005
Hey Mike, where did you pick up your firestar?
----- Original Message -----
From: "Mike Marsh" <nellypup_29(at)yahoo.com>
Subject: RE: Kolb-List: 1985 Kolb Firestar
>
> They can support some parts and some info but not
> everything. They bought the business from previous
> Kolb owner after my airplane was built and do not have
> access to plans or drawings.
> Mike
>
> --- Steve Garvelink wrote:
>
> >
> >
> > I thought that this was only the plight of the
> > ultrastar. I thought
> > they supported the firestar!
> >
> > -----Original Message-----
> > From: owner-kolb-list-server(at)matronics.com
> > [mailto:owner-kolb-list-server(at)matronics.com] On
> > Behalf Of Mike Marsh
> > To: kolb-list(at)matronics.com
> > Subject: Kolb-List: 1985 Kolb Firestar
> >
> >
> >
> > I have purchased a Kolb firestar and it is in a lot
> > of
> > pieces. I have part of the original manual and some
> > bills of material I got from Kolb Aircraft. They say
> > they can not supply me with a set of drawings for
> > reassembly since this model was not part of the
> > purchase they made from the original owner of Kolb
> > Aircraft. Does anyone have a set they can copy for
> > me?
> > I would be glad to pay for them.
> >
> > Thanks Mike
> >
> >
> >
> > Contributions
> > any other
> > Forums.
> >
> > http://www.matronics.com/subscription
> > http://www.matronics.com/FAQ/Kolb-List.htm
> > http://www.matronics.com/archives
> > http://www.matronics.com/photoshare
> > http://www.matronics.com/emaillists
> >
> >
> >
> >
> >
> >
>
>
>
> __________________________________
> http://my.yahoo.com
>
>
>
>
>
>
________________________________________________________________________________
From:
"kevin-jones" <kevin-jones(at)snet.net>
Subject:
Amphibious Floats
Date:
Feb 01, 2005
I have recently purchased Rob Aiksnoras' Mark III and would like to add amphibious
floats to it. Do you have any words of advice for me?
Kevin Jones
________________________________________________________________________________
Date:
Feb 01, 2005
From:
russ kinne <kinnepix(at)earthlink.net>
Subject:
q
In re off-airport landings -- as I understand it, they're legal if 1.
SAFE, and 2. "with landowner's permission "
Of course behind a diner or gas station there's no way to know who owns
the land but if you don't do crazy things there's usually no problem.
We used to have breakfast-flights of 8 or 10 aircraft; in the winter
we'd land on a frozen lake next to a coffee shop. Great fun . Someone
took a picture that showed 7 planes, one of them a light twin. The
Friendlies saw this and passed the word "CUT IT OUT!" so of course we
did. But they were warning us,
in a nice way, that they were ready to crucify someone if we didn't
quit.
I'm still not sure how or even if it was illegal, but they're in charge
and they know it.
Russ Kinne
________________________________________________________________________________
From:
HShack(at)aol.com
Date:
Feb 01, 2005
Subject:
Re: Amphibious Floats
In a message dated 2/1/2005 1:53:03 AM Eastern Standard Time,
kevin-jones(at)snet.net writes:
I have recently purchased Rob Aiksnoras' Mark III and would like to add
amphibious floats to it. Do you have any words of advice for me?
Kevin Jones
Check out our website www.trentonflyers.com
Click on "members" & then " Robert Broadwell" to see the prettiest Mk III
float plane.
Howard Shackleford
FS II
SC
________________________________________________________________________________
From:
"Dave & Eve Pelletier" <pelletier(at)cableone.net>
Subject:
Monument Valley
Date:
Feb 01, 2005
Guys,
I finally got to talk to Virgil, the manager of the Tribal Park. I explained
that many of the Ultralight people had in fact paid the admission to the park
because we toured it after we flew over it. I also commented (not threatened)
that some of us questioned their authority to charge for using airspace under
FAA control. He was polite and did not comment on the FAA question but stated
that they charge everyone $5 per day per person and could not give us a group
rate or reduction or anything. He also commented that they charge some flyers
(balloonist, etc.) $50 to fly over their land. I didn't understand his
explanation but didn't pursue it. In talking to him, it occurred to me that we
ain't gonna win this one and arguing would just cause pissed off feelings.
As far as I'm concerned, this is where it ends. I'm going to go to the Tribal
Park and pay my two or three day's fees in advance. Of course, every one can
do as he/she likes but my thought is that if I have an engine out, I'd sure
like to have a piece of paper that says I've paid when I'm trying to get my plane
out. Also, I asked how they could monitor the flying. He replied that he
lives only 1/4 mile from the airstrip and sees what is going on there. Sure,
I guess we can fly without paying (whether or not their charge is "legal") and
flip them a bird as we fly by, but then what have we won if we come back next
year and find that they've petitioned the FAA to make it a 2,000' minimum altitude?
Also, I remind you that there is no connection between Goulding's and the Tribal
Park. They are two separate and distinct businesses.
AzDave
________________________________________________________________________________
Date:
Feb 01, 2005
From:
Bruce fletcher <bwfbwf55441(at)yahoo.com>
Subject:
Re: Monument Valley Pictures
Question, what is the best video camera for taking
picture of places like MVV from a Kolb??
Bruce
> Pelletier"
>
> Guys,
>
> I finally got to talk to Virgil, the manager of
> the Tribal Park. I explained that many of the
> Ultralight people had in fact paid the admission to
> the park because we toured it after we flew over it.
> I also commented (not threatened) that some of us
> questioned their authority to charge for using
> airspace under FAA control. He was polite and did
> not comment on the FAA question but stated that they
> charge everyone $5 per day per person and could not
> give us a group rate or reduction or anything. He
> also commented that they charge some flyers
> (balloonist, etc.) $50 to fly over their land. I
> didn't understand his explanation but didn't pursue
> it. In talking to him, it occurred to me that we
> ain't gonna win this one and arguing would just
> cause pissed off feelings.
>
> As far as I'm concerned, this is where it ends.
> I'm going to go to the Tribal Park and pay my two or
> three day's fees in advance. Of course, every one
> can do as he/she likes but my thought is that if I
> have an engine out, I'd sure like to have a piece of
> paper that says I've paid when I'm trying to get my
> plane out. Also, I asked how they could monitor the
> flying. He replied that he lives only 1/4 mile from
> the airstrip and sees what is going on there. Sure,
> I guess we can fly without paying (whether or not
> their charge is "legal") and flip them a bird as we
> fly by, but then what have we won if we come back
> next year and find that they've petitioned the FAA
> to make it a 2,000' minimum altitude?
>
> Also, I remind you that there is no connection
> between Goulding's and the Tribal Park. They are
> two separate and distinct businesses.
>
> AzDave
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
________________________________________________________________________________
Date:
Feb 01, 2005
From:
al bumhoffer <abumhoffer(at)yahoo.com>
Subject:
wing fold pins
On the subject of wing fold pins, I welded a 3/4 inch
bolt to the end of each pin and use a threaded rod
connector mounted on the end of an aluminiun tube to
insert the pins into the horizontal hole. Once the
pin is in, just unscrew rhe rod, On the other end of
the tube is mounted a hook that I use to pull the pins
out. Al Bumhoffer, Elkton, MI, Firestar II
__________________________________
http://info.mail.yahoo.com/mail_250
________________________________________________________________________________
Date:
Feb 02, 2005
Subject:
[ Larry Cottrell ] : New Email List Photo Share Available!
From:
Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available:
Poster: Larry Cottrell
Subject: kolb cockpit heater
http://www.matronics.com/photoshare/lcottrel@kfalls.net.02.02.2005/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
From:
"Denny Rowe" <rowedl(at)highstream.net>
Subject:
Re: [ Larry Cottrell ] : New Email List Photo Share Available!
Date:
Feb 02, 2005
Slick Idea Larry, anyone with a fan cooled rotax on their bird has it made
with that set up..
Denny Rowe
>
> A new Email List Photo Share is available:
>
> Poster: Larry Cottrell
>
>
> Subject: kolb cockpit heater
>
>
> http://www.matronics.com/photoshare/lcottrel@kfalls.net.02.02.2005/index.html
>
>
> o Main Photo Share Index
>
________________________________________________________________________________
Date:
Feb 03, 2005
From:
Ted C <trc1917(at)direcway.com>
Subject:
Re: sport pilot
Just a little info for our Kolb pilot wannabees out there. A friend took the SP
exam the other day and passed. He was asked for his training certificate.
He stated he was USUA and had the certificate but they did not even know what
it was. He explained he was a BFI and registered ultralite pilot and one of the
CFIs was nice and signed him off to take the test. $90. He then called FSDO
in Atlanta and was told he had to drive a hundred miles to their office to
get a Student Sport Pilot license before he can get a Sport Pilot License. Wow,
what was that. Has the FAA changed the rules and ignoring our past experience
and certificates or is it just they dont have any rules laid down yet to follow
and ignorance is the rule. I am still realing from the idea that a single
place pilot cert must be bi-annualed in a factory two place. It still seems
they are trying their best to screw us up rather than make it a reality. ted
cowan, alabama. Oh, yeah, by the way, the test contained numerous questions
of a tricky nature NOT on the study guides. This man has been flying BFI for
ten years and ultralites a great deal more and had no idea what the answers were,
just guessed. He scored 85% and he is a teacher at Columbus State College.
Sooooo, it seems that our two place, single control planes are gonna give
us heartburn with the FAA. They actually state a DPE can watch you fly from the
ground and rate you as a single pilot classification but you technically cannot
fly your two place Kolb. Gonna be a mess if they dont change some of this
stuff.
________________________________________________________________________________
From:
"PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject:
closing down
Date:
Feb 03, 2005
Hi All,
I shall be out of touch for 14 days as I am off to the sunny island of Tenerife
at 4 a.m. tomorrow.
Food, wine, sleep, reading, etc.,to get my strength up to hop over to Sun`n`fun
in April. Heh! Heh!
Its a tough life.
Cheers
Pat
Checked by AVG Anti-Virus.
________________________________________________________________________________
Date:
Feb 03, 2005
From:
russ kinne <kinnepix(at)earthlink.net>
Subject:
Re: closing down
Poor Pat!! -- you have our sympathies. Someone's gotta do it -- nice of
you to volunteer.
On Feb 3, 2005, at 9:45 AM, PATRICK LADD wrote:
>
>
> Hi All,
>
> I shall be out of touch for 14 days as I am off to the sunny island of
> Tenerife at 4 a.m. tomorrow.
>
> Food, wine, sleep, reading, etc.,to get my strength up to hop over to
> Sun`n`fun in April. Heh! Heh!
> Its a tough life.
>
> Cheers
>
> Pat
> Checked by AVG Anti-Virus.
>
>
________________________________________________________________________________
From:
"Vann Covington" <vann_covington(at)ncsu.edu>
Subject:
life insurance
Date:
Feb 03, 2005
I recently retired and got married and I am looking for some life insurance, but
so far I cannot find any that will cover me while flying my fat Kolb KXP ultralight,
and I don't want to take a chance on voiding the contract by not revealing
that I fly. Does anyone out there have any suggestions. If I had had insurance
before I started flying it wouldn't be a problem. Any suggestions, help,
appreciated. Vann
________________________________________________________________________________
Date:
Feb 04, 2005
From:
Mike Marsh <nellypup_29(at)yahoo.com>
Subject:
Re: life insurance
Check with the EAA and some of the Pilot and aircraft
magzines have ads in them.
Mike
--- Vann Covington wrote:
>
>
> I recently retired and got married and I am looking
> for some life insurance, but so far I cannot find
> any that will cover me while flying my fat Kolb KXP
> ultralight, and I don't want to take a chance on
> voiding the contract by not revealing that I fly.
> Does anyone out there have any suggestions. If I
> had had insurance before I started flying it
> wouldn't be a problem. Any suggestions, help,
> appreciated. Vann
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Kolb-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
________________________________________________________________________________
Hi fellow kolbers,
Just received the 3rd edition of sport plane video magazine. In this edition there
is a Kolb shown flying and it looks a lot like Will Uribe's. Anyone else receiving
this video subscription?
As for Kolbra number 12 things are moving right along. I had to take time off this
past weekend to attend the second of 3 of the required courses to become a
repair station for the 912 and 914 series engines. If every thing goes well tonight
and tomorrow, we may fire the 912UL on the kolbra this weekend. As a tip
from the school, any of you that have 912 engines that are in storage whether
it be from building of just plain sitting, it is recommended that you remove
the plugs (for ease) and turn the prop 60 times or RPM's to purge the system.This
is standard for any plain bearing engine. The max recommended time without
running is 24 months. Will let you know if mine tosses a rod! Food for thought...
crankshaft $3500.00 bucks Camshaft $1500.00 bucks exhaust and intake valves
$225.00 bucks each! Cylinder heads $1100.00 bucks a pop. BRS if all goes
to hell in a handbasket...priceless......
ps.. the 912 can be started and run without a prop or load. Ronnie Smith with south
ms light aircraft as well as Eric Tucker confirmed this. You just need to
have the set screws backed all the way off and choke or activate the starter
carburetors (as roatax calls them). The engine will rev really fast and very high
if not careful. This standard operating procedure for testing newly overhauled
912's
Later gang
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
From:
"alananpat" <alananpat(at)ev1.net>
Subject:
New BBS
Date:
Feb 04, 2005
There is a new bulletin board for homebuilders and aviation enthusiasts. It looks
to have been in service for several months. Check it out. It's easy to join.
www.wingsforum.com
See ya! AlananPat
________________________________________________________________________________
Date:
Feb 05, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: life insurance
Check with AOPA. They were always sending me material for life
insurance. Normally a person buys that once or twice in their life. What
I needed was hangar and property liability insurance - could never get them
to understand that was a service we needed. After being a member for years
I got pissed and let them know why I elected not to renew because of it.
jerb
>
>I recently retired and got married and I am looking for some life
>insurance, but so far I cannot find any that will cover me while flying my
>fat Kolb KXP ultralight, and I don't want to take a chance on voiding the
>contract by not revealing that I fly. Does anyone out there have any
>suggestions. If I had had insurance before I started flying it wouldn't
>be a problem. Any suggestions, help, appreciated. Vann
>
>
________________________________________________________________________________
Date:
Feb 05, 2005
From:
terry <tkrolfe(at)usadatanet.net>
Subject:
Fathers Day Fly-in
Kolbers,
I've been in contact with Homer and Clara Kolb regarding a repeat of last year's
Fathers Day
Fly-in at their farm. They responded that they would indeed like to see this happen
again
this year. One of the details that needs to be settled up front is which day to
schedule
for. Last year we scheduled it for the Saturday of that weekend so as to have
Sunday as a
back up for bad weather. They were wondering which day might suit most of you
that are
interested in participating because of possible work conflicts. I will keep a
tally of those
that respond to this question.
As you might recall, that is also the weekend for the fly-in at Shreveport North
(Footlight
Ranch) at Wellsville, Pa., which is an ultralight event. Can be used as a staging
point for
those coming from a distance and a chance to meet other UL'ers.
Terry - FireFly #95
________________________________________________________________________________
Date:
Feb 05, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: Hanger space is hard to find
Dennis,
Did you happen to come up with a picture of your wing folding cart. If
possible, one with the wings folded on it and another just by its
self. (You can send them to the Matronics photo share link listed at the
bottom of Kolb list messages or directly to me.) Would like to see how
this works.
Thanks,
jerb
>
>
>
><< True, but can you fold it all by yourself of do you need the help of an
>innocent bystander? Pollus >>
>
>Pollus, and Kolb Gang -
>
>As you've seen by a few responses, several folks fold up their Kolbs after
>every flight all by themselves. This was on of the key design aspects that
>convinced me on choosing a Kolb.
>Takes me about 15 minutes to set up.
>One thing I did differently from the plans was the wing stow method.
>Instead of the rod-thru-the-tailboom method to secure folded wings, I copied
>what the glider guys do at my airfield and made a wheeled tail dolly with
>padded wing saddles. Makes it very easy to fold wings - no need to crawl
>underneath or contort the body in unnatural ways to get a wing pin
>installed.
>Tailwheel is off the ground when folded up - so the dolly doubles as a
>proper tailboom support for transporting. Easy to manuver the plane around
>on the ground.
>
>I'll post a picture of my tail dolly to Photoshare sometime soon ...
>
>Dennis Kirby
>MArk-III, Verner, Powerfin
>New Mexico
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Engine Overspeed/No Load Starts
Date:
Feb 05, 2005
The engine will rev really fast and very high if not careful. This
standard operating procedure for testing newly overhauled 912's
| Paul Petty
Hi Paul/Gang:
Sounds good, but be extremely careful starting a 912 or 912S without a
prop. Like you said, it will overspeed in a wink. We had that
problem with the TH-55 helicopter trainers. Started them with the
main rotor disengaged. A little too much throttle and it was
overspeeded and in the red. This was a Red X condition and the
engines had to be torn down for inspection and repair. Got to be very
expensive at Fort Wolters, TX, in the late 60's.
I think I'll stick to the old way of doing it with a prop.
Take care,
john h
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Engine Overspeed/No Load Starts
Date:
Feb 05, 2005
| Now my VW cost me only app. $1800 parts and labor
| for a total rebuild of all moving parts. But you 912 drivers would
have to
| dig a bit deeper in you pockets.
| Rick Neilsen
Rick/All:
Headed out the door to Gantt International Airport in beautiful
crystal clear blue skies, 61F, and a gentle breeze, to assist this old
man in his rusty take offs and landings. Plus, of course, some much
needed maintenance on airplane and engine. Haven't pulled the plane
out of the hanger since 30 Dec 04, when Tim Warlick and I had a
wonderful day of flying all over God's creation and the heart of
dixie. Wish I could have seen Tim's eyes when we went down between
the trees on a right base to land to the south with no wind. Stopped
in less than half field which is around 300 feet. Not bad for an old
airplane and pilot.
You have it right about high costs of Rotax parts. If I blew a crank
I could hang it up for a while. Same, same head, or even a cam shaft.
Thank goodness we are blessed with an engine with a great track
record. Seems the only time these items fail is primarily operator
error, i.e., loose an oil line and lose the crank. Over heat the CHT
and buy a head. Run the engine a good while without oil and buy a
cam. Keep a good cross check going on those engine instruments 912
drivers.
Take care,
john h
________________________________________________________________________________
From:
"flykolb" <flykolb(at)carolina.rr.com>
Subject:
Engine out
Date:
Feb 05, 2005
Beautiful day here in NC today! Flew over to a friend's grass strip this morning.
When I took off from his strip, I climbed to 2000 ft and reduced power. Engine
got very, very quiet.
Would not restart so did a dead stick landing (fortunately I was still next to
his strip and had lots of of altitude.
When I landed, I tried to restart with no success. But after about 3 minutes it
started right up. I taxied to his hanger, shut it off, and then restarted after
another 5 minutes. No problem.
I took off and circled his strip and everything was fine. I climbed to 4000 ft
and went back to my field with no more problems.
Any ideas?? Carb ice? Short in my kill stitches (had AC switches which I am changing
to DC)? Vapor lock?
????
Jim
Charlotte, NC
Mark III
Rotax 532
________________________________________________________________________________
Date:
Feb 05, 2005
Subject:
[ Ellery Batchelder Jr ] : New Email List Photo Share Available!
From:
Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available:
Poster: Ellery Batchelder Jr
Subject: Snow skis for winter flying
http://www.matronics.com/photoshare/ElleryWeld@aol.com.02.05.2005/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
Date:
Feb 05, 2005
Subject:
[ Steven Green ] : New Email List Photo Share Available!
From:
Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available:
Poster: Steven Green
Subject: Wing fold dolly for Kolb Mark III with handle.
http://www.matronics.com/photoshare/sgreenpg@bellsouth.net.02.05.2005/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
Date:
Feb 05, 2005
Subject:
[ B.W. 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: B.W. Tuton
Subject: Florida Kolbing
http://www.matronics.com/photoshare/beauford@tampabay.rr.com.02.05.2005/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:
"ron wehba" <rwehba(at)cox.net>
Subject:
Re: Engine out
Date:
Feb 05, 2005
2 stroke'itis"
----- Original Message -----
From: "flykolb" <flykolb(at)carolina.rr.com>
Subject: Kolb-List: Engine out
>
> Beautiful day here in NC today! Flew over to a friend's grass strip this
> morning. When I took off from his strip, I climbed to 2000 ft and reduced
> power. Engine got very, very quiet.
>
> Would not restart so did a dead stick landing (fortunately I was still
> next to his strip and had lots of of altitude.
>
> When I landed, I tried to restart with no success. But after about 3
> minutes it started right up. I taxied to his hanger, shut it off, and then
> restarted after another 5 minutes. No problem.
>
> I took off and circled his strip and everything was fine. I climbed to
> 4000 ft and went back to my field with no more problems.
>
> Any ideas?? Carb ice? Short in my kill stitches (had AC switches which I
> am changing to DC)? Vapor lock?
>
> ????
>
> Jim
> Charlotte, NC
> Mark III
> Rotax 532
>
>
>
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: Fathers Day Fly-in
Date:
Feb 05, 2005
Where would this Father's Day Fly-in be?
________________________________________________________________________________
From:
Masqqqqqqq(at)aol.com
Date:
Feb 05, 2005
Subject:
Re: Engine out
about 3 years ago, I had a series of mysterious engine outs with my
UltraStar powered by a 447 Rotax. It would quit, but after landing it would start
just fine. Couple flights later, engine out again.
Turns out it was the fuel line primer bulb. The check valves in it would
seal off the gas at times, but usually let it through. Was able to figure
this out when I finally had an engine out during a runup on the ground........I
saw the fuel lines pull themselves flat from the suction of the fuel pump.
I removed the primer bulb, and found it works just fine without it.
Takes a few extra pulls to prime it with the fuel pump, if I have let the tanks
drain out. Otherwise, the prime holds just fine.
I hope your problem is as simple as this, once you find it.
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Engine out
Date:
Feb 05, 2005
Was able to figure
| this out when I finally had an engine out during a runup on the
ground........I
| saw the fuel lines pull themselves flat from the suction of the fuel
pump.
Sorry, I do not know your name:
Normally, the primer bulb will collapse. Take a tremendous amount of
vacuum to collapse a urethane or neoprene fuel line.
john h
________________________________________________________________________________
Date:
Feb 05, 2005
From:
terry <tkrolfe(at)usadatanet.net>
Subject:
Re: Fathers Day Fly-in
kfackler wrote:
>
> Where would this Father's Day Fly-in be?
>
At Homer Kolb's farm where this all began for us!!!! Spring City, PA.
northeast of Philadelphia.
Terry - FireFly #95
________________________________________________________________________________
From:
"John Cooley" <johnc(at)datasync.com>
Subject:
Engine out
Date:
Feb 05, 2005
> Turns out it was the fuel line primer bulb. The check valves in it
would
> seal off the gas at times, but usually let it through. Was able to figure
> this out when I finally had an engine out during a runup on the
ground........I
> saw the fuel lines pull themselves flat from the suction of the fuel pump.
> I removed the primer bulb, and found it works just fine without it.
Gang,
I know it's been posted on here before, but maybe some of the new guys
haven't seen it. The cure for this if you feel you need the primer bulb is
to put a bypass around the bulb. You can pinch the bypass with your fingers
while doing the priming. My Firestar with pull start is setup this way and
it works great.
My Twinstar has a electric start and I use a manual primer pump on it. I
have the suction side of the primer pump tee'd in the main fuel line as
close to the carbs as possible, that way the primer pump pulls gas almost
all the way to the carbs and then shoots the primer into the carbs. When the
engine fires it doesn't have to fill the main fuel line all the way from the
tanks.
Later,
John Cooley
________________________________________________________________________________
From:
"John Cooley" <johnc(at)datasync.com>
Subject:
sportplanevm
Date:
Feb 05, 2005
Paul and Gang,
My 912S has been sitting for 15 months with the oil drained out of it. Oil
still dribbles out now and again and I just keep paper towels plugged into
the oil lines to soak it up.
While you were in school that last day I came over for a while and Ronnie
told me I needed to pump some oil through the engine. It must have been
because of what you mention in your post about purging the system. Anyways,
my engine is sitting on the frame so I rigged up a funnel full of oil to the
suction side of my engine and put the return hose in a milk jug. Started
spinning the engine by hand (prop is on engine) and it didn't take this dumb
country boy long to figure out there had to be a better way. I took one of
the plugs out of each cylinder and she spun much easier (duh). I was wasting
time until I took the plugs out because the oil pump doesn't pump a lot of
volume and you have to spin it a good bit to pump a quart of oil through it.
Based on what you Eric Tucker said in your school I take it that my engine
should be ok. In hindsight, I wish I had been pumping the oil through it
every 6 months. It's really not that hard to do, just a little messy.
Later,
John Cooley
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Paul Petty
Subject: Kolb-List: sportplanevm
Hi fellow kolbers,
Just received the 3rd edition of sport plane video magazine. In this edition
there is a Kolb shown flying and it looks a lot like Will Uribe's. Anyone
else receiving this video subscription?
As for Kolbra number 12 things are moving right along. I had to take time
off this past weekend to attend the second of 3 of the required courses to
become a repair station for the 912 and 914 series engines. If every thing
goes well tonight and tomorrow, we may fire the 912UL on the kolbra this
weekend. As a tip from the school, any of you that have 912 engines that are
in storage whether it be from building of just plain sitting, it is
recommended that you remove the plugs (for ease) and turn the prop 60 times
or RPM's to purge the system.This is standard for any plain bearing engine.
The max recommended time without running is 24 months. Will let you know if
mine tosses a rod! Food for thought... crankshaft $3500.00 bucks Camshaft
$1500.00 bucks exhaust and intake valves $225.00 bucks each! Cylinder heads
$1100.00 bucks a pop. BRS if all goes to hell in a
handbasket...priceless......
ps.. the 912 can be started and run without a prop or load. Ronnie Smith
with south ms light aircraft as well as Eric Tucker confirmed this. You just
need to have the set screws backed all the way off and choke or activate the
starter carburetors (as roatax calls them). The engine will rev really fast
and very high if not careful. This standard operating procedure for testing
newly overhauled 912's
Later gang
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
________________________________________________________________________________
From:
"Kolbdriver" <Kolbdriver(at)bellsouth.net>
Subject:
Re: Fathers Day Fly-in
Date:
Feb 05, 2005
Terry,
I am not commiting to being there right now but I hope to make it (in my
"Signature Kolb") and Saturday seems it would be better for me.
Steven Green
>
> Kolbers,
>
> I've been in contact with Homer and Clara Kolb regarding a repeat of last
year's Fathers Day
> Fly-in at their farm. They responded that they would indeed like to see
this happen again
> this year. One of the details that needs to be settled up front is which
day to schedule
> for. Last year we scheduled it for the Saturday of that weekend so as to
have Sunday as a
> back up for bad weather. They were wondering which day might suit most of
you that are
> interested in participating because of possible work conflicts. I will
keep a tally of those
> that respond to this question.
>
> As you might recall, that is also the weekend for the fly-in at Shreveport
North (Footlight
> Ranch) at Wellsville, Pa., which is an ultralight event. Can be used as a
staging point for
> those coming from a distance and a chance to meet other UL'ers.
>
> Terry - FireFly #95
>
>
________________________________________________________________________________
From:
"flykolb" <flykolb(at)carolina.rr.com>
Subject:
Re: Engine out
Date:
Feb 05, 2005
John et al,
My problem was definitely not the primer bulb - I don't have one!
Jim
----- Original Message -----
From: "John Cooley" <johnc(at)datasync.com>
Subject: RE: Kolb-List: Engine out
>
>
> > Turns out it was the fuel line primer bulb. The check valves in it
> would
> > seal off the gas at times, but usually let it through. Was able to
figure
> > this out when I finally had an engine out during a runup on the
> ground........I
> > saw the fuel lines pull themselves flat from the suction of the fuel
pump.
> > I removed the primer bulb, and found it works just fine without it.
>
>
> Gang,
> I know it's been posted on here before, but maybe some of the new guys
> haven't seen it. The cure for this if you feel you need the primer bulb is
> to put a bypass around the bulb. You can pinch the bypass with your
fingers
> while doing the priming. My Firestar with pull start is setup this way and
> it works great.
> My Twinstar has a electric start and I use a manual primer pump on it. I
> have the suction side of the primer pump tee'd in the main fuel line as
> close to the carbs as possible, that way the primer pump pulls gas almost
> all the way to the carbs and then shoots the primer into the carbs. When
the
> engine fires it doesn't have to fill the main fuel line all the way from
the
> tanks.
>
> Later,
> John Cooley
>
>
________________________________________________________________________________
From:
"Bill Vincent" <emailbill(at)chartermi.net>
Subject:
Engine out
Date:
Feb 05, 2005
Hi Jim
It sounds like the problem my friend had last summer; it ended up being the
pulse line to the fuel pump, it was collapsing.
Bill Vincent
Firestar II
Upper Peninsula of Michigan
> Any ideas?? Carb ice? Short in my kill stitches (had AC switches which I
> am changing to DC)? Vapor lock?
>
> ????
>
> Jim
> Charlotte, NC
> Mark III
> Rotax 532
________________________________________________________________________________
From:
"Denny Rowe" <rowedl(at)highstream.net>
Subject:
Re: Fathers Day Fly-in
Date:
Feb 06, 2005
Terry,
Saturday looks good for me.
Denny Rowe
________________________________________________________________________________
From:
pollus <pollus(at)fornerod.nl>
Subject:
Re: sport pilot
Date:
Feb 06, 2005
OK, on the CAWSP test (Common Abbreviations for Wannabe Sport Pilots) I
score:
SP = Sport Pilot (I guess)
USUA BFI CFI FSDO FAA = Federal Aviation Authority (supposedly)
DPE
Which gives me a poor 29%.
Can anyone help me out?
Greetings from Holland
Pollus
Op 3-feb-05 om 13:34 heeft Ted C het volgende geschreven:
>
> Just a little info for our Kolb pilot wannabees out there. A friend
> took the SP exam the other day and passed. He was asked for his
> training certificate. He stated he was USUA and had the certificate
> but they did not even know what it was. He explained he was a BFI and
> registered ultralite pilot and one of the CFIs was nice and signed him
> off to take the test. $90. He then called FSDO in Atlanta and was
> told he had to drive a hundred miles to their office to get a Student
> Sport Pilot license before he can get a Sport Pilot License. Wow,
> what was that. Has the FAA changed the rules and ignoring our past
> experience and certificates or is it just they dont have any rules
> laid down yet to follow and ignorance is the rule. I am still realing
> from the idea that a single place pilot cert must be bi-annualed in a
> factory two place. It still seems they are trying their best to screw
> us up rather than make it a reality. ted cowan, alabama. Oh, yeah,
> by the way, the test co!
> ntained numerous questions of a tricky nature NOT on the study guides.
> This man has been flying BFI for ten years and ultralites a great
> deal more and had no idea what the answers were, just guessed. He
> scored 85% and he is a teacher at Columbus State College. Sooooo, it
> seems that our two place, single control planes are gonna give us
> heartburn with the FAA. They actually state a DPE can watch you fly
> from the ground and rate you as a single pilot classification but you
> technically cannot fly your two place Kolb. Gonna be a mess if they
> dont change some of this stuff.
>
>
________________________________________________________________________________
From:
"kfackler" <kfackler(at)ameritech.net>
Subject:
Re: sport pilot
Date:
Feb 06, 2005
> SP = Sport Pilot (I guess)
> USUA BFI CFI FSDO FAA = Federal Aviation Authority (supposedly)
> DPE
> Which gives me a poor 29%.
>
> Can anyone help me out?
USUA: United States Ultralight Association
BFI: Basic Flight Instuctor
CFI: Certified Flight Instructor
FSDO: Flight Standards District Office (I think)
FAA: Federal Aviation Administration
DPE: Designated Pilot Examiner
How'd I do?
________________________________________________________________________________
Date:
Feb 06, 2005
From:
Ted C <trc1917(at)direcway.com>
Subject:
Re: Insurance
I have a policy with Alpha that pays on my death in/on or flying planes. It just
doesnt cover double indemnity. good policy. only three years old. ted cowan,
alabama
________________________________________________________________________________
Date:
Feb 06, 2005
From:
John Jung <jrjungjr(at)yahoo.com>
Subject:
Re: Engine out
Jim and Group,
If that happened to me, I would not fly again until I
checked the rings and pistons, like Richard Pike
suggested. This is from my experience of flying with 6
different 2 cycle engines over 17 years as well as
being a many year member of a large ultralight club.
I do not even like to fly with any two cycle, unless
it is new, or I have seen the pistons and rings with
my own eyes. It is one thing to run a motorcycle after
a seizure and quite another to fly after one.
While a number of problems could have caused your
engine out, it may have been a cold seizure.
John Jung
__________________________________
http://info.mail.yahoo.com/mail_250
________________________________________________________________________________
Date:
Feb 06, 2005
Subject:
Re: Engine out
From:
herbgh(at)juno.com
Jim
My Egts were near 1000 also when I had the piston siezeure on the G50
Zenoah. I think I went lean when I lowered the nose and set the rpms to
cruise power. The engine just gradually lost power and stopped. A real
hard climb out followed by a reduction in power. Likely I should have
reduced the power more slowly??
Bottom line: I did an in air restart and flew the plane 10 miles to
the next airport and did a cursory exam but did not look at the pistons.
Flew another 20 miles home and did the piston exam the next morning.
I found light scoring and one of the rings was stuck in a small area.
My take is that if the engine looses power gradually--you may have a
piston to change! Herb
________________________________________________________________________________
From:
"ul15rhb(at)juno.com" <ul15rhb(at)juno.com>
Date:
Feb 06, 2005
Subject:
Re: Engine Overspeed/No Load Starts
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
3a8a633b879b3e8a3f5a9f131a1ec74f8ec7ea0f8e1eae9e9fab07aa1adf97cacbcb8b0a7be72f7b1b032f0a026f1ec7eaa3cbea93bfae4faeaeeeeb
John and others,
I used to start a 377 without a prop and it would idle at 4500. Didn't dare move
the throttle.
Ralph
-- "John Hauck" wrote:
The engine will rev really fast and very high if not careful. This
standard operating procedure for testing newly overhauled 912's
| Paul Petty
Hi Paul/Gang:
Sounds good, but be extremely careful starting a 912 or 912S without a
prop. Like you said, it will overspeed in a wink. We had that
problem with the TH-55 helicopter trainers. Started them with the
main rotor disengaged. A little too much throttle and it was
overspeeded and in the red. This was a Red X condition and the
engines had to be torn down for inspection and repair. Got to be very
expensive at Fort Wolters, TX, in the late 60's.
I think I'll stick to the old way of doing it with a prop.
Take care,
john h
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
Date:
Feb 06, 2005
From:
Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject:
Re: Fathers Day Fly-in
Hi Terry,
Saturday will work best for me.
Gene
terry wrote:
>
> Kolbers,
>
> I've been in contact with Homer and Clara Kolb regarding a repeat of last year's
Fathers Day
> Fly-in at their farm. They responded that they would indeed like to see this
happen again
> this year. One of the details that needs to be settled up front is which day
to schedule
> for. Last year we scheduled it for the Saturday of that weekend so as to have
Sunday as a
> back up for bad weather. They were wondering which day might suit most of you
that are
> interested in participating because of possible work conflicts. I will keep
a tally of those
> that respond to this question.
>
> As you might recall, that is also the weekend for the fly-in at Shreveport North
(Footlight
> Ranch) at Wellsville, Pa., which is an ultralight event. Can be used as a staging
point for
> those coming from a distance and a chance to meet other UL'ers.
>
> Terry - FireFly #95
>
>
>
>
>
>
>
________________________________________________________________________________
From:
"duncan mcbride" <duncanmcbride(at)comcast.net>
Subject:
The Grey Scot's return:
Date:
Feb 06, 2005
[Comcast finally got their act together in my new neighborhood. Getting a
high-speed internet connection again was inspiring. Turns out they never
disabled my e-mail account, so there were 1200 messages in my inbox when I
signed back on. Nice to be back. The new wings are coming along, in
between bathroom renovation and painting. See ya, D]
Thunder boomed in the distant darkness, and many of the pilots gathered in
the decrepit cafe they used to relax in the evenings following a day's
mission thought hopefully that the weather just might give them a brief
respite from the war. The recent push had placed many demands on the
battered squadron, and all the pilots could use a rest.
The silence following the lightning's report went on for too long, and
Flight Leader Hawk broke the quiet in away his men had come to treasure.
"You know, I remember once in the Mexican war when we were flying against
Pancho Villa, we had to fly around a thunderstorm that was so big it sucked
the Padre's De Havilland up to thirty thousand feet before he could escape
out the side. He passed out, but regained consciousness around ten
thousand. The motor had died and he was in a spin, but he was able to
recover and land in the desert. It was a good thing, too, because he stuck
out like a beacon out there on the sand, and we spotted him from twenty
miles away the next day. Turns out he was out of gas so we siphoned some
from the rest of us, and .."
Hawk's reverie was interrupted by the raucous buzz of a powerful motor whose
approach grew so loud as to make everyone duck behind their tables! Which
was prudent as it turned out, when a clattering, smoking German motorcycle
and sidecar crashed through the door of caf and came to shattering smash
against the bar! Out of the steam and smoke a lanky figure in cap 'n'
goggles slowly extricated itself from the wreckage, and stretched to full
height. He shook his head, and took a step towards the bar. His form was
hauntingly familiar to the pilots as they peeked around the tables they'd
sheltered behind. A figure they'd long known but had put behind them, as
pilots had learned to do since the beginning of flight.
"Could it be?" wondered the astounded pilots. "That looks like..."
"Hello lads. Can you point me in the direction of the 96th Squadron?" The
tall man pulled off his cap, revealing a shock of white hair. "I crashed
behind enemy lines a while back, and I've just gotten back across no man's
land. I could use a bite to eat if you've anything handy, I'm not
particular." The figure's speech faltered as he focused through the smoke.
"Padre, is that you? Hawk? Can it be?"
A cheer erupted as the squadron together recognized Scotty, their fallen
comrade, thought lost to the enemy these past months, and now returned to
their midst as if by a miracle. That, and modern German motorcycle
engineering. Pity that, the machine was a total writeoff, and a few of the
pilots were heard to remark on Scotty's remarkable lack of ability with
regard to two-wheeled vehicles, especially for one so gifted with winged
ones.
"I suppose we're lucky he made it this far", ventured the chief mechanic,
"but it is too bad he couldn't keep from ruining both the front suspension
and the bar, too."
"No matter," cried the jubilant Scot, "look what I've recaptured!"
Returning to the mangled sidecar, the joyful Scotty pawed through the
wreckage and clambered out, holding before him the prize.
"I crashed right near the Circus aerodrome and while I was hiding out and
planning a way back across the lines I spied them prancing about. So I
crept in one night to see what all the fuss was about. Seems they were all
excited about some trophy they were going to use to bait a trap for the
Allied squadron across the lines. I waited until they were asleep and snuck
in to get it, and guess what I found? Lar's boots!" Scotty triumphantly
held the battered flying boots above his head to the resounding cheers of
the squadron. "Here you go lad!" cried the happy Scot.
Lar crawled out from under the table he'd leapt under when the motorcycle
crashed through the bar, and gratefully accepted the return of his precious
boots. All the squadron rejoiced, glad that they would no longer have to
bear the not-so-silent suffering of their barefoot comrade.
"Fantastic!" cried the irrepressible Lar. "I'll be flying soon, now. Just
wait and see!"
Overwhelmed to be back among his fellow airmen, the joyful Scotty settled
back to enjoy the camaraderie and fellowship he'd sorely missed on his
adventure. "So," he asked, clapping the Padre on the back, "Just what have
we to eat around here?"
________________________________________________________________________________
From:
"Denny Rowe" <rowedl(at)highstream.net>
Subject:
Re: [ B.W. Tuton ] : New Email List Photo Share Available!
Date:
Feb 06, 2005
> Poster: B.W. Tuton
>
>
> Subject: Florida Kolbing
>
>
> http://www.matronics.com/photoshare/beauford@tampabay.rr.com.02.05.2005/index.html
>
Hey Beauford,
How about a story or details about how this noble band of brothers got
together?
Had to be a blast.
Denny Rowe
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Kolb Seats and Stuff
Date:
Feb 06, 2005
Hi All:
Spent the last two days, beautiful clear blue and sun shine, working
on and flying my MKIII. Had not been flying since 30 Dec 04. Always
a super good feeling to get in the old bird and take off for the first
time after a long dry spell on the ground.
Had to take the right seat out today to get to the radio and intercom
wiring. Just happened to have the digital camera with me. So....I
took several shots of the seat sitting on the ground in different
positions.
http://home.elmore.rr.com/jhauck/Seat,%20Kolb/Picture%20014.jpg
Back is to the right and front is to the left.
http://home.elmore.rr.com/jhauck/Seat,%20Kolb/Picture%20013.jpg
Front to rear.
http://home.elmore.rr.com/jhauck/Seat,%20Kolb/Picture%20015.jpg
Looking at the rear. BTW that is the original Ultrastar seat cover
that came with Kolb Kits back in 1984, made by Azusa of California.
http://home.elmore.rr.com/jhauck/Seat,%20Kolb/Picture%20017.jpg
Laying on its face. Notice the aluminum sheet riveted to the seat
frame to keep my boney ass from being sucked through the 4130 seat
frame in case of a hard flat landing (crash).
________________________________________________________________________________
Does anyone have any drawings or pictures of the change to folding on the rear
spar rather than the front on the UltraStar? Sure looks like a worthwhile thing
to do to me.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Wing folding
Date:
Feb 06, 2005
| Does anyone have any drawings or pictures of the change to folding
on the rear spar rather than the front on the UltraStar? Sure looks
like a worthwhile thing to do to me.
|
| Dale Sellers
Hi Dale/Gang:
I don't know how much flying you have done with your Ultrastar. Have
you noticed anything unusual about the flight characteristics and
controls while flying? Any adverse control characteristics?
I built a 1984 Ultrastar which had the universal on the main spar. I
did not have to fold my wings because I kept it in the pasture with
the cows with a couple strands of barbed wire around it.
Trying to help you out a bit on deciding to do a very major change to
the structure of your older Ultrastar.
Take care,
john h
________________________________________________________________________________
Dale,
I wrote a detailed response on how I dealt with this problem (folded
height too high for my garage & trailer. It served me very well for years
as I had to fold & unfold every flight. If you don't find it in the
archives, let me know.
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dale Sellers
Subject: Kolb-List: Wing folding
Does anyone have any drawings or pictures of the change to folding on the
rear spar rather than the front on the UltraStar? Sure looks like a
worthwhile thing to do to me.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
No, I hanen't notices any unusual things. As a mater of fact, it flys
great. I've flown it for ten hours. Is there something I need to know?
Dale
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kolb-List: Wing folding
>
> | Does anyone have any drawings or pictures of the change to folding
> on the rear spar rather than the front on the UltraStar? Sure looks
> like a worthwhile thing to do to me.
> |
> | Dale Sellers
>
> Hi Dale/Gang:
>
> I don't know how much flying you have done with your Ultrastar. Have
> you noticed anything unusual about the flight characteristics and
> controls while flying? Any adverse control characteristics?
>
> I built a 1984 Ultrastar which had the universal on the main spar. I
> did not have to fold my wings because I kept it in the pasture with
> the cows with a couple strands of barbed wire around it.
>
> Trying to help you out a bit on deciding to do a very major change to
> the structure of your older Ultrastar.
>
> Take care,
>
> john h
>
>
>
________________________________________________________________________________
From:
"Dale Sellers" <dsel1(at)bellsouth.net>
Subject:
Re: Wing folding
Date:
Feb 06, 2005
Richard,
I got no hits in the archives. Do you remember the name of the string?
Dale
----- Original Message -----
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: RE: Kolb-List: Wing folding
>
>
> Dale,
> I wrote a detailed response on how I dealt with this problem
> (folded
> height too high for my garage & trailer. It served me very well for years
> as I had to fold & unfold every flight. If you don't find it in the
> archives, let me know.
>
> Richard Swiderski
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dale Sellers
> To: Kolb List
> Subject: Kolb-List: Wing folding
>
>
> Does anyone have any drawings or pictures of the change to folding on the
> rear spar rather than the front on the UltraStar? Sure looks like a
> worthwhile thing to do to me.
>
> Dale Sellers
> Georgia UltraStar
>
>
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Re: Wing folding
Date:
Feb 06, 2005
| No, I hanen't notices any unusual things. As a mater of fact, it
flys
| great. I've flown it for ten hours. Is there something I need to
know?
|
| Dale
Dale/Gang:
I am assuming your Ultrastar is a first generation series with wing
folding universal joint on the main spar, just the opposite of the
second generation Ultrastar, Firestar, and the rest of the later Kolb
models.
Does it have a main spar ring on the inboard rib? Or, two 4130 tubes
welded to the inboard rib for main spar attachment, inserted into the
main spar, inside top and bottom?
There was an adverse characteristic of this wing that was very
noticeable. Later design improvements eliminated this problem.
Maybe, in 10 short hours, your flying style did not get you into that
area that would demonstrat that particular wing problem.
Another problem was aileron flutter, but not everyone gets into it.
Like the Firestar and MKIII, some do and some don't. The old Factory
MKIII never showed any sign of wanting to get into aileron flutter,
but mine, with a lot of dope and paint, would flutter at anything over
80 mph, until I got and installed the aileron counter balance weights.
I personally would not change the pivot point on the wing folding
mechanism if it flew great with no adverse flight characteristics.
Unless you had rather work on it than fly.
Take care,
john h
________________________________________________________________________________
From:
Plancraz2020(at)aol.com
Date:
Feb 06, 2005
Subject:
Re: Crash
Bob,
Copy and paste the bottom browser without the ( )
David
________________________________________________________________________________
Date:
Feb 06, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Re: Engine Overspeed/No Load Starts
Same thought crossed my mind when I read Paul's comment. You need some
load to reduce the potential of over reving the engine - could end up being
a very expensive lesson not having it loaded.
jerb
>
> The engine will rev really fast and very high if not careful. This
>standard operating procedure for testing newly overhauled 912's
> | Paul Petty
>
>Hi Paul/Gang:
>
>Sounds good, but be extremely careful starting a 912 or 912S without a
>prop. Like you said, it will overspeed in a wink. We had that
>problem with the TH-55 helicopter trainers. Started them with the
>main rotor disengaged. A little too much throttle and it was
>overspeeded and in the red. This was a Red X condition and the
>engines had to be torn down for inspection and repair. Got to be very
>expensive at Fort Wolters, TX, in the late 60's.
>
>I think I'll stick to the old way of doing it with a prop.
>
>Take care,
>
>john h
>
>
________________________________________________________________________________
From:
"Edward Steuber" <esteuber(at)rochester.rr.com>
Subject:
Moons and RC's
Date:
Feb 07, 2005
AH yes ! Moon pies and RC Colas...I long for the Sunny south....
Ed in Western NY
________________________________________________________________________________
From:
"James, Ken" <KDJames(at)berkscareer.com>
Subject:
Moons and RC's
Date:
Feb 07, 2005
Two graham cracker disk about 4" in dia with some kind of cream filling
sandwiched in between the disks and then the whole thing is dipped into
chocolate.
ALWAYS served with a RC cola.
Hence RC and a Moon pie
-----Original Message-----
From: Edward Steuber [mailto:esteuber(at)rochester.rr.com]
Subject: Kolb-List: Moons and RC's
AH yes ! Moon pies and RC Colas...I long for the Sunny south....
Ed in Western NY
________________________________________________________________________________
Dale,
Go to http://www.matronics.com/search ; Kolb; check "2 frame index";
type in ultrastar hit search. You'll get a night's reading of
related material
Subject: Re: Kolb-List: Wing folding
Richard,
I got no hits in the archives. Do you remember the name of the string?
Dale
----- Original Message -----
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: RE: Kolb-List: Wing folding
>
>
> Dale,
> I wrote a detailed response on how I dealt with this problem
> (folded
> height too high for my garage & trailer. It served me very well for years
> as I had to fold & unfold every flight. If you don't find it in the
> archives, let me know.
>
> Richard Swiderski
>
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dale Sellers
> To: Kolb List
> Subject: Kolb-List: Wing folding
>
>
> Does anyone have any drawings or pictures of the change to folding on the
> rear spar rather than the front on the UltraStar? Sure looks like a
> worthwhile thing to do to me.
>
> Dale Sellers
> Georgia UltraStar
>
>
>
________________________________________________________________________________
From:
HShack(at)aol.com
Date:
Feb 07, 2005
Subject:
Re: 10,000 ft. Club
I submit for approval to the "10,000 ft. Club" the following:
Charles Reinert - Firestar II with 582- 11,000 ft. [agl]
Bill Alexander - Firestar II with 503 - 10,000 ft. [agl]
The above accomplished from Trenton Airport, SC.
Howard Shackleford
FS II
SC
________________________________________________________________________________
Date:
Feb 08, 2005
From:
jerb <ulflyer(at)verizon.net>
Subject:
Moons and RC's
Yep, RC cola use to be the best until they changed the formula. I miss
it. Coke has done the same thing. Back in 95 I was visiting Brazil once
in a while for business, they still had the old formula Coke and in the
bottle too. Boy was that good. I can't understand why Coke keeps trying
to change what has been successful for them. Today I can't tell much
difference between Pepsi and Coke, there both like sweetened flavored
water, no longer has any punch. No flying today - still trying to rain.
jerb
>
>Two graham cracker disk about 4" in dia with some kind of cream filling
>sandwiched in between the disks and then the whole thing is dipped into
>chocolate.
>
>ALWAYS served with a RC cola.
>
>Hence RC and a Moon pie
>
>
>-----Original Message-----
>From: Edward Steuber [mailto:esteuber(at)rochester.rr.com]
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Moons and RC's
>
>
>
>
>AH yes ! Moon pies and RC Colas...I long for the Sunny south....
> Ed in Western NY
>
>
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Re: N.E. Tennessee
Date:
Feb 08, 2005
> Trout in streams.
> Bass in lakes.
> Wild turkeys & deer herds visible on any cross country.
> No state income tax. (but a high sales tax)
> Lots of grass strips & not much FAA.
> Any thing else I missed?
Might have to come down and check it out. ;o)
Do not
archive
________________________________________________________________________________
Date:
Feb 08, 2005
From:
terry <tkrolfe(at)usadatanet.net>
Subject:
Crash
Did anyone see or hear of an ultralight crash in South NJ. My wife said she saw
on the
Philadelphia news yesterday that an ultralight with two up crashed near Cape May,
NJ with one
fatality.
Terry - FireFly
________________________________________________________________________________
From:
"Mike MacPherson" <mmacpherson(at)comcast.net>
Subject:
Re: Crash
Date:
Feb 08, 2005
Our prayers for the families.
Ultralight aircraft crash kills two in Woodbine
By MICHAEL MILLER Staff Writer, (609) 463-6712, E-Mail
WOODBINE - An ultralight aircraft crashed in thick woods off Route 550
on Monday killing the pilot and a passenger, State Police said.
The two-seater aircraft crashed about 2:30 p.m. off Sherman Avenue,
less than a mile from the Woodbine Municipal Airport, where it took off. The
airport is home to an ultralight aircraft club that boasts 50 members.
A crew aboard a U.S. Coast Guard helicopter was conducting training at
the airport and saw the ultralight dip beneath the trees. The helicopter
circled around to investigate, a Coast Guard spokesman said. After locating
the crash scene, the helicopter landed in a field off Sherman Avenue and
deployed a rescuer who found the pilot and passenger.
Both men were pronounced dead at the scene, State Police said. The
police agency did not identify the victims pending notification of their
families.
The accident here was the first fatal crash many residents can
remember, said Clifton Anderson, chairman of the Woodbine Port Authority,
which owns and operates the Pinelands airport. Anderson, who is a
recreational pilot, responded to the crash scene.
"The only thing that was apparent was that, looking at the damage to
the trees, the plane lost altitude very quickly," he said.
The state Division of Aeronautics will investigate the accident, the
first crash in Woodbine since July 2000 when a single-engine plane struck
trees 200 feet before the runway during a training landing. Neither the
instructor nor the student was injured in that crash.
State Police cordoned off both ends of Sherman Avenue on while
detectives and state investigators examined the wreckage. A South Star
helicopter made low passes over the trees to photograph the crash site in
the fading light of the late afternoon.
Justin Speer runs an ultralight training school in Woodbine. He said
any number of things could have caused Monday's accident.
"The great thing about ultralights is they fly real slow so they have
a great glide ratio," he said. "It only takes a small area to land one. Most
forced landings, you can walk away from."
"I don't think those machines are inherently dangerous. But I'm sure
they're very unforgiving, just like other aircraft," pilot Bruce Slack said.
Ultralight aircraft, sometimes called trikes for their three-wheeled
landing gear, are not as stiffly regulated as airplanes. As a general
aviation airport, Woodbine must allow them to take off or land. But Anderson
said the aircraft pose a danger to bigger planes that use the same runways.
At Woodbine's request, the ultralight pilots based there agreed to
install radio equipment on their aircraft, even though it is not mandatory,
Anderson said. But many visiting ultralight pilots have none, he said.
"They're a very controversial aircraft at this airport. At best,
they're a nuisance. At worst, they're a hazard," he said.
The airport in northern Cape May County was built in 1939 to train
U.S. Navy pilots how to land and take off from aircraft carriers. Now, it is
a recreational airport that sees thousands of planes per year.
To e-mail Michael Miller at The Press:
MMiller(at)pressofac.com
from phila news...
Two killed in crash of ultralight aircraft
Flying in "near perfect" conditions, it went down in woods near
Woodbine Municipal Airport.
By Sam Wood
Inquirer Staff Writer
Two men were killed yesterday when the ultralight aircraft they were
flying crashed into woods in Cape May County, authorities said.
The aircraft - essentially a hang glider outfitted with a small motor
and a propeller - took off about 3:15 p.m. from Woodbine Municipal Airport,
about 15 miles southwest of Atlantic City.
It turned west, and minutes later crashed into trees near the Woodbine
Developmental Center for mentally handicapped children, said Cliff Anderson,
chairman of the Woodbine Airport Authority.
The victims' names were not released pending notification of their
families. One was from Dennis Township, N.J., Anderson said.
"They weren't that well-known at the airport. I don't really know them
at all," he said.
At least one person saw the plane go down and called 911, Anderson
said. Emergency medical technicians and state police arrived minutes later.
A two-seater ultralight typically weighs 750 pounds, can fly as high
as 2,500 feet, and only partially encloses its occupants, Anderson said.
Seven such craft are stored at the airport.
"They don't require registrations or a licence to operate," Anderson
said. "They're like a bicycle that way."
Several ultralights had flown without incident during the last two
days of "near perfect" flying conditions, Anderson said.
The fatalities were the first at the airport in more than 15 years, he
said. The airport is home to about 76 winged aircraft and a helicopter.
The Federal Aviation Administration and the state Division of
Aeronautics are investigating the crash, Anderson said.
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----- Original Message -----
From: "terry" <tkrolfe(at)usadatanet.net>
Subject: Kolb-List: Crash
>
> Did anyone see or hear of an ultralight crash in South NJ. My wife said
> she saw on the
> Philadelphia news yesterday that an ultralight with two up crashed near
> Cape May, NJ with one
> fatality.
>
> Terry - FireFly
>
>
>
________________________________________________________________________________
Date:
Feb 08, 2005
From:
terry <tkrolfe(at)usadatanet.net>
Subject:
Re: Crash
Mike MacPherson wrote:
>
> Our prayers for the families.
> Ultralight aircraft crash kills two in Woodbine
> By MICHAEL MILLER Staff Writer, (609) 463-6712, E-Mail
>
> WOODBINE - An ultralight aircraft crashed in thick woods off Route 550
> on Monday killing the pilot and a passenger, State Police said.
>
> The two-seater aircraft crashed about 2:30 p.m. off Sherman Avenue,
> less than a mile from the Woodbine Municipal Airport, where it took off. The
> airport is home to an ultralight aircraft club that boasts 50 members.
>
> A crew aboard a U.S. Coast Guard helicopter was conducting training at
> the airport and saw the ultralight dip beneath the trees. The helicopter
> circled around to investigate, a Coast Guard spokesman said. After locating
> the crash scene, the helicopter landed in a field off Sherman Avenue and
> deployed a rescuer who found the pilot and passenger.
>
> Both men were pronounced dead at the scene, State Police said. The
> police agency did not identify the victims pending notification of their
> families.
>
> The accident here was the first fatal crash many residents can
> remember, said Clifton Anderson, chairman of the Woodbine Port Authority,
> which owns and operates the Pinelands airport. Anderson, who is a
> recreational pilot, responded to the crash scene.
>
> "The only thing that was apparent was that, looking at the damage to
> the trees, the plane lost altitude very quickly," he said.
>
> The state Division of Aeronautics will investigate the accident, the
> first crash in Woodbine since July 2000 when a single-engine plane struck
> trees 200 feet before the runway during a training landing. Neither the
> instructor nor the student was injured in that crash.
>
> State Police cordoned off both ends of Sherman Avenue on while
> detectives and state investigators examined the wreckage. A South Star
> helicopter made low passes over the trees to photograph the crash site in
> the fading light of the late afternoon.
>
> Justin Speer runs an ultralight training school in Woodbine. He said
> any number of things could have caused Monday's accident.
>
> "The great thing about ultralights is they fly real slow so they have
> a great glide ratio," he said. "It only takes a small area to land one. Most
> forced landings, you can walk away from."
>
> "I don't think those machines are inherently dangerous. But I'm sure
> they're very unforgiving, just like other aircraft," pilot Bruce Slack said.
>
> Ultralight aircraft, sometimes called trikes for their three-wheeled
> landing gear, are not as stiffly regulated as airplanes. As a general
> aviation airport, Woodbine must allow them to take off or land. But Anderson
> said the aircraft pose a danger to bigger planes that use the same runways.
>
> At Woodbine's request, the ultralight pilots based there agreed to
> install radio equipment on their aircraft, even though it is not mandatory,
> Anderson said. But many visiting ultralight pilots have none, he said.
>
> "They're a very controversial aircraft at this airport. At best,
> they're a nuisance. At worst, they're a hazard," he said.
>
> The airport in northern Cape May County was built in 1939 to train
> U.S. Navy pilots how to land and take off from aircraft carriers. Now, it is
> a recreational airport that sees thousands of planes per year.
>
> To e-mail Michael Miller at The Press:
>
> MMiller(at)pressofac.com
>
> from phila news...
> Two killed in crash of ultralight aircraft
>
> Flying in "near perfect" conditions, it went down in woods near
> Woodbine Municipal Airport.
>
> By Sam Wood
>
> Inquirer Staff Writer
>
> Two men were killed yesterday when the ultralight aircraft they were
> flying crashed into woods in Cape May County, authorities said.
>
> The aircraft - essentially a hang glider outfitted with a small motor
> and a propeller - took off about 3:15 p.m. from Woodbine Municipal Airport,
> about 15 miles southwest of Atlantic City.
>
> It turned west, and minutes later crashed into trees near the Woodbine
> Developmental Center for mentally handicapped children, said Cliff Anderson,
> chairman of the Woodbine Airport Authority.
>
> The victims' names were not released pending notification of their
> families. One was from Dennis Township, N.J., Anderson said.
>
> "They weren't that well-known at the airport. I don't really know them
> at all," he said.
>
> At least one person saw the plane go down and called 911, Anderson
> said. Emergency medical technicians and state police arrived minutes later.
>
> A two-seater ultralight typically weighs 750 pounds, can fly as high
> as 2,500 feet, and only partially encloses its occupants, Anderson said.
> Seven such craft are stored at the airport.
>
> "They don't require registrations or a licence to operate," Anderson
> said. "They're like a bicycle that way."
>
> Several ultralights had flown without incident during the last two
> days of "near perfect" flying conditions, Anderson said.
>
> The fatalities were the first at the airport in more than 15 years, he
> said. The airport is home to about 76 winged aircraft and a helicopter.
>
> The Federal Aviation Administration and the state Division of
> Aeronautics are investigating the crash, Anderson said.
>
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> ----- Original Message -----
> From: "terry" <tkrolfe(at)usadatanet.net>
> To: "kolb-list"
> Subject: Kolb-List: Crash
>
> >
> > Did anyone see or hear of an ultralight crash in South NJ. My wife said
> > she saw on the
> > Philadelphia news yesterday that an ultralight with two up crashed near
> > Cape May, NJ with one
> > fatality.
> >
> > Terry - FireFly
> >
> >
> >
>
Thanks Mike,
Terry
________________________________________________________________________________
Date:
Feb 08, 2005
From:
terry <tkrolfe(at)usadatanet.net>
Subject:
Fathers Day Fly-in
Sorry for the delay in responding, but it's been flying weather the last several
days here in
Dutch Country.
So far, the tally for the Fathers Day Fly-in is: Seven for Sat., one for FRi.
and two for
another weekend.
Moving the fly-in to Homer's to another weekend might be a problem seeing how they
have
already agreed to that time. Having the fly-in at the same time as Wellsville
gives the
advantage of an overnight stop for those flying some distance. I don't think we
would want
to impose on the Kolb's by staying over at their farm, at least I wouldn't want
to ask that
of them. They already go out of their way to accommodate us that day. The Wellsville
Fly-in
is Fri. 17th thru Sun. 19th. which allows for being able to do both. I too hope
to fit in
every fly-in weather allows!
Will continue to tally responses for a while before contacting Homer and Clara
with the
results. So let me know if your interested in attending this years event. We
had a grand
time last year as can be seen with George Alexander's photo diary of the day.
You can go to
his web page to see if you already haven't.
Terry - FireFly
________________________________________________________________________________
From:
"Kolbdriver" <Kolbdriver(at)bellsouth.net>
Subject:
Re: N.E. Tennessee
Date:
Feb 08, 2005
Dang-it Richard, I was afraid some Yankee would hear you.:<)
> snuffy(at)usol.com>
>
> > Trout in streams.
> > Bass in lakes.
> > Wild turkeys & deer herds visible on any cross country.
> > No state income tax. (but a high sales tax)
> > Lots of grass strips & not much FAA.
> > Any thing else I missed?
>
> Might have to come down and check it out. ;o)
>
> Do not
> archive
>
>
>
>
>
>
________________________________________________________________________________
Dale,
I know they are not the best, and I dont have any pics of the mechanism with
the wings installed, but on my FireFly website...click on the buttons for
page 14 titles "enclosure"....you can see the cage attach points both front
and rear...and down a few pics on that page the rear hinge point still has
the "u-joint" hanging there that attaches to the drag strut via a cro-moly
sleeve that slips inside the end of the drag strut.(sleeve is not shown )
This sleeve is a piece of tubing that is swaged down on the end where a
smaller heavy walled tube is welded to it that fits the 5/16th bolt and
hooks the wing to the u-joint.
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From:
"Denny Rowe" <rowedl(at)highstream.net>
Subject:
Re: Fathers Day Fly-in
Date:
Feb 08, 2005
----- Original Message -----
From: "terry" <tkrolfe(at)usadatanet.net>
. Having the fly-in at the same time as Wellsville gives the
> advantage of an overnight stop for those flying some distance. I don't
> think we would want
> to impose on the Kolb's by staying over at their farm, at least I wouldn't
> want to ask that
> of them. They already go out of their way to accommodate us that day.
> The Wellsville Fly-in
> is Fri. 17th thru Sun. 19th. which allows for being able to do both. I
> too hope to fit in
> every fly-in weather allows!
> > Terry - FireFly
Terry, Others,
My plan is to fly into Wellville Friday afternoon, spend that night there or
at a motel, get up and fly to Homers Saturday, return to Wellsville Saturday
evening, overnight again than head home around noon or 1:00PM Sunday.
I hope everyone is praying for good weather this year, last year was rough
until Saturday night.
It is a crammed weekend, but saluting Homer on Fathers Day weekend was the
whole idea to begin with.
Denny Rowe
________________________________________________________________________________
Dale..
I just checked my webpages for more pics and found on page 15 titled "Mods"
there are a couple of pics from under the aluminum gap seal I made that
shows the wing attach points with the wings on...both the front pins and the
rear u joints
Don Gherardini
FireFly 098
http://www.geocities.com/dagger369th/my_firefly.htm
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Re: Masschi engine
Date:
Feb 09, 2005
>
> Hey Fellas,
> Has anyone seen one of these in the flesh? claim is 105 hp and 101
> lbs....whew!
>
> http://www.masschi.com/
Here we go again! The perfect engine! Under development....where have
we seen this before?
Do not
arcjive
________________________________________________________________________________
From:
snuffy(at)usol.com
Subject:
Re: Masschi engine
Date:
Feb 09, 2005
Here's another engine under development. I can remember this one
from the early 90's at Oshkosh. Doesn't look like they are available yet.
But it sure looks good on paper.
http://www.zoche.de/
do not
archive
________________________________________________________________________________
LArry.
well pard......I am very skeptical of those preformance claims, to say the
least. As Topher mentioned, it is an L-head design, which does not lead to
very good efficiency. At the RPm level mentioned, I dont really see how they
can get enough cylinder filling efficiency to get anywhere near 101 hp,
unless it is running on nitro! The highest hp L-heads I am aware of are
highly modified K-model Kohlers of 50 cubes running on alkey and they get
around 55 hp at 7500 and have a very short life (hot-rod tractor pullers),,
long strokes and unbelievable piston speeds.
However...all that being said....an L-head design really isnt so bad at low
rpms,as far as cylinder filling eff. goes and it does make for a very narrow
engine in the opposed configuration, and a 75 hp 100 lb engine would still
be a market success in my estimation.
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
Looks good but is it going to be on the market ever? My only concern if the
HP claims are accurate is the RPM (3300 RPM). This is the same RPM my direct
drive VW was tuned for rated power. The prop would need to be in the mid 50"
range at those RPMs and they just don't produce the kind of thrust we need
for our kolbs. Once again these engine designers don't understand props.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Kolb-List: Masschi engine
>
> Hey Fellas,
> Has anyone seen one of these in the flesh? claim is 105 hp and 101
> lbs....whew!
>
> http://www.masschi.com/
>
>
________________________________________________________________________________
From:
"Tom O'Hara" <tohara(at)alphagraphics.com>
Subject:
Fathers Day Fly In
Date:
Feb 09, 2005
If you are making up a list. Count me in. Do not own a Kolb yet, but perhaps
by then :)
If not I will drive down.
Tom O'Hara
Allentown, PA
tohara(at)alphagraphics.com
________________________________________________________________________________
From:
"James, Ken" <KDJames(at)berkscareer.com>
Subject:
Fathers Day Fly In
Date:
Feb 09, 2005
Count me In I will drive also, my Kolb MK III is still in the very long
construction phase!!
Hope to bum a ride in a flying Kolb :0 Hint Hint. Grims Airfield is right
down the road from me (o.k about 12 miles) and I can offer a overnight bed
or two for those in need. (Then pick there brain about building)
Ken James
Bernville Pa
-----Original Message-----
From: Tom O'Hara [mailto:tohara(at)alphagraphics.com]
Subject: Kolb-List: Fathers Day Fly In
If you are making up a list. Count me in. Do not own a Kolb yet, but
perhaps by then :)
If not I will drive down.
Tom O'Hara
Allentown, PA
tohara(at)alphagraphics.com
________________________________________________________________________________
From:
<sabean(at)ns.sympatico.ca>
Subject:
Floats,
Date:
Feb 09, 2005
Frank Reynen, can you contact me off list at sabean(at)ns.sympatico.ca
I'm looking to install a set of FL1260 full lotus floats on my Mark3 Xtra/912.
Tom Sabean
________________________________________________________________________________
From:
"flykolb" <flykolb(at)carolina.rr.com>
Subject:
Mark III for sale or trade
Date:
Feb 09, 2005
Fellow Kolbers,
Bad news for me. After a short but great flight last weekend, I had to have two
stents in my heart on Monday. I understand that my medical is now void and it
will take a minimum of 9 months to get a new one.
Therefore I would like to sell my Mark III or trade it for a true ultralight -
preferably a Kolb.
My Mark III was built in 1991 by a machinist and flies great. It has a 532 engine,
hydraulic brakes,strobes, electric sart, ELT, a 3 blade PowerFin ground adjustable
composite prop, and a BRS chute. I just bought a RANS type heater to
keep the enclosure warm in the winter.
Pleae contact me off list if interested. I will take pictures as soon as I am allowed
to drive to the airport.
Jim
Charlotte, NC
Mark III
________________________________________________________________________________
Jim
Why sell? Have you been denied for a medical? If not you can still fly
legally. You can get your sport pilot license without a medical if you don't
have one or if you have a regular pilot license you can fly a light sport
plane legally without a medical. I have my regular pilot's license and plan
to never take another physical. I'm legal as long as I fly light sport
planes like my MIKE.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "flykolb" <flykolb(at)carolina.rr.com>
Subject: Kolb-List: Mark III for sale or trade
>
> Fellow Kolbers,
>
> Bad news for me. After a short but great flight last weekend, I had to
> have two stents in my heart on Monday. I understand that my medical is now
> void and it will take a minimum of 9 months to get a new one.
>
> Therefore I would like to sell my Mark III or trade it for a true
> ultralight - preferably a Kolb.
>
________________________________________________________________________________
From:
"John Hauck" <jhauck(at)elmore.rr.com>
Subject:
Sport Pilot Criteria
Date:
Feb 09, 2005
| Since 1 Sep 2004 all you need is a valid driver's license and a
airplane
| that meets the criteria for Light Sport Aircraft, which all our
Kolbs do
| (except the Sport 600).
|
|
| John Williamson
John W/Jim/Gang:
Check me out: If he doesn't fill out another FAA Medical Personal
History Form, and get another physical, there is no need to report to
FAA current medical status. Let current Class III or what ever level
flight physical expire, make sure you have a copy of your PVT license
and current drivers license in your pocket and go fly legally as a
Sport Pilot.
On another subject, looks like two months to Sun and Fun, and three
months until time to go to MV. I was ready to go last month.
john h
________________________________________________________________________________
Date:
Feb 09, 2005
From:
ray anderson <rsanoa(at)yahoo.com>
Subject:
Re: Mark III for sale or trade
Jim in Charlotte,
What the other guys are telling you is correct. If you just let your present
medical expire and don't apply for a new one, you are home free to go Sport
Pilot with a valid drivers license. Just don't rock the boat and volunteer
any information as to why you are letting your old medical expire. Be sure your
paper work is up to date on the Kolb, carry the drivers license and fly pretty
much as you always have.
flykolb wrote:
Fellow Kolbers,
Bad news for me. After a short but great flight last weekend, I had to have two
stents in my heart on Monday. I understand that my medical is now void and it
will take a minimum of 9 months to get a new one.
Therefore I would like to sell my Mark III or trade it for a true ultralight -
preferably a Kolb.
My Mark III was built in 1991 by a machinist and flies great. It has a 532 engine,
hydraulic brakes,strobes, electric sart, ELT, a 3 blade PowerFin ground adjustable
composite prop, and a BRS chute. I just bought a RANS type heater to
keep the enclosure warm in the winter.
Pleae contact me off list if interested. I will take pictures as soon as I am allowed
to drive to the airport.
Jim
Charlotte, NC
Mark III
---------------------------------
________________________________________________________________________________
Gang,
Been reading the SP thread. If one has a ppl and decides to go SP. This person
is not required to get the SP rating? Is that right?
pp
________________________________________________________________________________
Date:
Feb 09, 2005
From:
Clifford Dow <cdowjr(at)yahoo.com>
Subject:
Flying time & location
Can someone tell me where this flyin is @ Homers farm in PA & the date - are you
talking about this month - or sometime in the spring?
What are the GPS coordinates of Homers Farm? Google let me down this time.
I'd like to see about attending.
thanks
cliff
Maine
________________________________________________________________________________