Kolb-Archive.digest.vol-fi
March 09, 2005 - April 20, 2005
Denny,
Seems like we are the only two using the Balancer Masters. Glad to hear that you
think
they make a difference too. I do know that Rotax uses them on the magneto end
of the
larger 2 cycle models they make, Call them hydro dampeners, so there must be something
to the effectiveness. I use both prop and magneto end on my 447.
Thanks for the reply,
Terry - FireFly #95
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Steve/All
They make a cable lubricant kit that will lubricate your cables on the
airplane. I got mine at a motorcycle shop. If it is sticking cables this
product should help.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Steve Kroll" <muso2080(at)yahoo.com>
Subject: Kolb-List: Idle on 503
>
> List,
>
> I've developed a symptom with my 503 SCSI with 250 hours.
> after having the throttle set in any postion above idle, when I bring the
> throttle back to idle, it takes awhile for the throttle to respond, as if
> the cable itself is sticking in it's housing. I don't want to tear it
> down until I have as many ideas about it as I can get from you guys. My
> logic here is that this might be one of those things that lot's of people
> have experienced in the past and that knowlege could save me countless
> hours of piddling with it. Thanks in advance for any help you can give
> me.
>
> Steve Kroll
>
>
________________________________________________________________________________
In a message dated 3/9/2005 11:20:11 AM Eastern Standard Time,
NeilsenRM(at)comcast.net writes:
My
> logic here is that this might be one of those things that lot's of people
> have experienced in the past and that knowlege could save me countless
> hours of piddling with it. Thanks in advance for any help you can give
I would pull the cable water may have gotten in the cable housing
& settled to the lowest point & has started rusting through, causing a weak
spot. Happened to a friend's FS II, water got in from washing his plane.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: pic new gear leg |
What the Hell is this?
----- Original Message -----
From: <rap(at)isp.com>
Subject: Kolb-List: pic new gear leg
>
>
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>
>
>
________________________________________________________________________________
| From: | "Steve Garvelink" <link(at)cdc.net> |
| Subject: | Balancer Masters |
WILL THEY FIT A CUYUNA?
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of terry
Subject: Re: Kolb-List: Balancer Masters
Denny Rowe wrote:
>
> ----- Original Message -----
> From: "terry" <tkrolfe(at)usadatanet.net>
> To: "kolb-list"
> Subject: Kolb-List: Balancer Masters
>
>
> > While I was torqueing up the prop bolts, I got to wondering if any
one
> > else is using
> > Balance Masters for the prop and the magneto end of the engine. I
have a
> > FireFly with
> > a 447 pushing me along. I know I'm the only one in the local group
using
> > them and I
> > was looking for other input. I'm pretty well convinced that I get a
> > smoother
> > performance using them.
> >
> > Terry - FireFly #95
> >
> >
> Terry,
> I have one on the prop of my Mk-3, I took it off last summer to see
any
> differance, turned around before I got to the runway and put it back
on, it
> really made a big diff.
> Denny Rowe, Mk-3, 690L-70, 3 blade Powerfin F model
Denny,
Seems like we are the only two using the Balancer Masters. Glad to hear
that you think
they make a difference too. I do know that Rotax uses them on the
magneto end of the
larger 2 cycle models they make, Call them hydro dampeners, so there
must be something
to the effectiveness. I use both prop and magneto end on my 447.
Thanks for the reply,
Terry - FireFly #95
________________________________________________________________________________
| From: | terry <tkrolfe(at)usadatanet.net> |
Steve,
The prop balancer should fit any standard prop flange. It has slotted holes to
accommodate different dia.
The magneto end pulley type are only for Rotax as far as I have seen. You want
to go
to their web page and check them out.
balancermasters.com/ultralight.html
Terry - FireFly #95
________________________________________________________________________________
| Subject: | Ultralight insurance |
To All,
Just got done tracking liability insurance for ultralights. Seems like the
only option I could find was through USUA. www.usua.org They require that your
ul be registered with an entity like EAA or others, you have an endorsement
from a BFI (even if you have a private ticket) and you are a member of USUA.
Cost for a Firefly is $375.00 This was a question posed last year but was not
resolved. This is for true ultralights
without an N number.
Hope this helps someone.
Steve Boetto
FireFly 007
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Balancer Masters |
----- Original Message -----
From: "Steve Garvelink" <link(at)cdc.net>
Subject: RE: Kolb-List: Balancer Masters
>
> WILL THEY FIT A CUYUNA?
>
> Steve,
My engine is a 2SI 690 which is a big liquid cooled Cuyuna, as long as yours
has the 6 bolt prop hub the Balance Master will fit the prop end.
I doubt they have one for your flywheel though. If you have an old Cuyuna
four bolt prop flange, you are out of luck.
Denny Rowe
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Idle on 503/Cable Sticking |
Gang:
I usually pull the cable from the housing prior to fitting to the
airplane. Grease it up with some high quality lube and stick it back
in the housing.
Rick Neilsen's method of using a cable lubricator works too. They are
cheap and readily available on line or in motorcycle shops.
Have had the cables on the MKIII for a pretty good while now, since
the last time I changed them out. Very difficult to predict time
before failure. With the 912/912ULS configured in the normal manner,
the throttle should go to full open should the cable break. That is
better than being stuck over a red wood forrest at idle with no
throttle change in sight.
john h
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | full piviot tail wheel |
As another note of trivia, the RV spring looks to be about 5/8" (steel)
where the SS spring is 3/4" (aluminum). The RV tailwheels are less than
half the price of the "homebuilder special" wheels that Spruce sells, but
I'm not sure if there's enough meat on it to bore it out safely for the 3/4"
spring. The RV wheel assembly is all steel, where the Spruce assembly is
aluminum. The tailwheel on the current SS is sick, so it's going to need
some work, or more likely replacement with a Van's wheel.
this is the information i recieved from vans
The tail spring rod is .875"at the mount end and .635 at the wheel
end. The full swivel kit noes not include the wheel, axle bolt, or
springs & chains.
i think the best way to adapt the wheel to the 3/4 alum rod is to have the alum
rod cut down on a lathe.... you would want to put on an inch or so taper then
go straight into the vans tailwheel.
or i guess you could cut the 7/8 steel rod down to 3/4 and use it.
boyd
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
If you do have a throttle cable that is sticking, there is a product called "Dry
Slide" that works well. I've used it on the US, lawn mowers and anything else
that has a control cable. I have a VW trike that I built twenty-five years
ago. The wife and I still ride from time to time . It has a throttle cable
about 12 feet long and it tends to get sticky. The product is available at motorcycle
shops and it is a fine grafite particulate suspented in a liquid that
evaporates quickly. I can take the cable on the trike loose at the handle bars
and start to squirt the dry slide in the cable housing with the cable in it
and within 30 to 45 seconds it will start to drip out at the carb. Frees it
right up.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | full piviot tail wheel |
Hi Boyd,
I do have a new spring for the SS, but since it's aluminum, I'd be afraid to
cut the diameter down to small enough to fit the Van's tailwheel. Cutting
the steel spring down to 7/8 is probably the best plan. Fortunately, I have
a lathe :-)
Cheers,
Rusty (can't wait to work on the SS, because I'm sick of cowling mods)
this is the information i recieved from vans
The tail spring rod is .875"at the mount end and .635 at the wheel end. The
full swivel kit noes not include the wheel, axle bolt, or springs & chains.
i think the best way to adapt the wheel to the 3/4 alum rod is to have the
alum rod cut down on a lathe.... you would want to put on an inch or so
taper then go straight into the vans tailwheel.
or i guess you could cut the 7/8 steel rod down to 3/4 and use it.
Boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Tail Wheel Strut |
| I do have a new spring for the SS, but since it's aluminum, I'd be
afraid to
| cut the diameter down to small enough to fit the Van's tailwheel.
Cutting
| the steel spring down to 7/8 is probably the best plan.
Fortunately, I have
| a lathe :-)
|
| Cheers,
| Rusty (can't wait to work on the SS, because I'm sick of cowling
mods)
Rusty/Gang:
I have an airplane that has a lot of weight on the tailwheel. A
little more than the SS. I use 3/4" X .120 4130 heat treated to 48RC.
Cut it just long enough for 5 or 6 inches to be protruding from the
end of the tail post socket to the edge of the tailwheel spring mount
on the Maule tailwheel. Haven't worn one out yet. If you are
interested you can contact me bc and I can give you more of the little
details to make it work best.
john h
MKIII, old, slow, and reliable!!!
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Tail Wheel Strut |
john h
MKIII, old, slow, and reliable!!!
-------------------------
You, or the plane :-)
I knew there were folks using the 3/4" steel spring, but I doubt I'll need
anything that extreme. I'll probably end up with the Van's steel spring and
tailwheel. The single rotor will be heavier than a 912, but I'll have a BRS
under the front seat for ballast. I also won't have a rear passenger, or
enough baggage to go to Alaska :-)
Cheers,
Rusty (picking up my Sonerai-IIL project Sat)
________________________________________________________________________________
| From: | roger lee <ssadiver1(at)yahoo.com> |
Hi Everyone,
New Kolb pilot in Tucson, Az. I just purchased a Kolb Mark III classic with a 912S.
I have been reading the messages over the last few weeks and some are very
helpful. Thanks to all for posting their experiences. Next I just read about
the Monument Valley Fly In. I would love to come up and fly with everyone. Would
you be so kind as to tell me the dates and place of the Fly In.
Roger Lee
---------------------------------
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New Kolb Pilot |
| New Kolb pilot in Tucson, Az. I just purchased a Kolb Mark III
classic with a 912S. | Roger Lee
Hi Roger/Gang:
Welcome aboard.
You have chosen a nice airplane, I am sure.
Your Kolb MK III Classic can afford you vistas that few others will
ever enjoy. Here's Denali (Mt McKinley, highest point of the North
American Continent, 20,320 feet ASL) as viewed out the windscreen of
my MKIII Classic. After three flights and one trip by land, I finally
got a good look at THE Mountain.
Our Third Annual Monument Valley Unorganized/Unplanned Kolbe Flyin is
scheduled for the weekend of 20, 21, 22 May 2005, at Gouldings, MV,
UT. Some of us may get there earlier than 20 May. All depends on
wind, weather, and whims. We have had exceptional flyins in the past.
Some of the best folks ever gathered in one spot in the middle of the
desert. Would never trade my experiences from those first two flyins.
Looking forward to seeing old friends and meeting new ones. We fly,
talk, eat, talk, sit around and talk until our jaws get tired.
Hope to see you there.
john h
Titus, Alabama
N101AB, MKIII SN: M3-011
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Forgot the url:
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Alaska%202004%20(reduced)/Burwash%20to%20Valdez/2004a%20048.jpg
________________________________________________________________________________
| From: | "Jerry Curtin" <jcurtin(at)cableone.net> |
| Subject: | Re: Fooled Ya'll |
Hi John, The picture is GREAT but I have a question about the flight. What
kind of plans do you have in the event of a forced landing in such hostile
terrain? I can only imagine how beautiful the view but I guess I would be
nervous until I got over it. How did you feel crossing such terrain? Jerry
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb-List: Fooled Ya'll
>
> Forgot the url:
>
>
http://www.c-gate.net/~ppetty/Hauck's%20Stuff/Alaska%202004%20(reduced)/Burwash%20to%20Valdez/2004a%20048.jpg
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
My question is where to get new cables
| when I install the 503 on the Firestar as this set up was for
another plane?
| HELP! Jerry
Call Travis Brown at The New Kolb Aircraft. He'll fix you right up.
I always use Kolb supplied cables on my MKIII.
john h
________________________________________________________________________________
| From: | "skyrider2" <skyrider2(at)earthlink.net> |
| Subject: | John H and Flying Over Hostile Terrain |
John,
Thanks again for sharing your awesome photography of your Alaska flights !!!
I agree with Jerry, but I think I'd be a bit more than nervous. Like, you
could'nt drive a needle up my arse with a sledge hammer. But your pictures
do show us all sights that most of us can only dream of. Beautiful.
Are there easier (safer) routes to and around Alaska to the destinations you
chose or is it required to fly over that type of terrain? And were you able
to get "reliable" weather forecasts prior to commiting aviation over such
rough country?
Thanks again,
Doug Lawton
Matthews Field and Gliderport
Whitwell, Tn (and NE Georgia)
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Re: Ultralight insurance |
Steve/Guys
I bought their insurance last year, but not this year. The reason is
that the MK III in rated at 1,000 lbs gross and their limit is 992 lbs.
Therefore, they won't insure me unless I lie about the gross weight. Of
course, by doing that I really don't have any insurance since, by lying,
I've falsified my application and they can refuse any claim. I've talked to
Dawn Faye at First Flight Insurance a number of times and she is supposed to
be talking to the underwriters about raising the weight limit because she
has a number of applications (MK III's?) in the same category. Only problem
is, she's always "talking to the underwriters and haven't got an answer
yet." I don't have a lot of hope.
AzDave
----- Original Message -----
From: <N27SB(at)aol.com>
Subject: Kolb-List: Ultralight insurance
>
> To All,
> Just got done tracking liability insurance for ultralights. Seems like the
> only option I could find was through USUA. www.usua.org They require
> that your
> ul be registered with an entity like EAA or others, you have an
> endorsement
> from a BFI (even if you have a private ticket) and you are a member of
> USUA.
> Cost for a Firefly is $375.00 This was a question posed last year but was
> not
> resolved. This is for true ultralights
> without an N number.
> Hope this helps someone.
>
> Steve Boetto
> FireFly 007
>
>
>
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
Hi all,
Just wondering if anyone has covered a Mk III or Xtra in light grade fabric opposed
to the usual medium that is normally supplied?.
Mike
G-CDFA
Xtra/Jabiru
________________________________________________________________________________
| Subject: | Re: Ultralight insurance |
Hello to all,
When I started this thread I may not have been specific enough. My research
was about insurance for Ultralights. FAR PART 103. I found several
underwriters willing to sell coverage for FAA registered Aircraft including
Experimental. USUA working with First Flight was the only coverage that I could
find
for Part 103.
Steve Boetto
FireFly 007
________________________________________________________________________________
| From: | "Vince Nicely" <vincenic(at)xtn.net> |
| Subject: | Maximum Gross Weight, Flight Loads and Flight Safety |
0.85 DATE_IN_FUTURE_03_06 Date: is 3 to 6 hours after Received: date
Hi Gang,
I changed the title line to more nearly cover what I see coming up for
discussion from time to time. For example, a recent post said:
> Your Gross weight is whatever you said it was when you filled out your
> paperwork for your registration. Kolb has always listed both 850 and 1000
> for the Mk-3 gross weight in their brochures even since Homer owned the
> company. ...as the
> manufacturer, it is your prerogative.
Perhaps everyone knows the trade-offs this changed gross weight limit
requires, but I think it worth mentioning just in case someone with less
experience might need reminding.
What is a reasonable maximum gross weight limit to set and why? Why does
the designer make recommendations on maximum gross weight, limit load
factors and ultimate load factors? For example, my Firestar II
specifications on the order form from many years ago gives:
Gross Weight 725 pounds
Load Factor: +4,-2 Limit Load
Load Factor: +6,-2 Ultimate Load
among other things. What is the designer trying to tell me? Is it OK to
set the specifications on my airplane to some other number? If I do, what
else do I need to change?
What will break my airplane? How likely am I to get conditions that will
break my airplane?
The designer is saying that at a flight load of +4*725 = 2900 pounds load,
he thinks a Firestar II airplane will bend and recover completely with out
breaking, and at +6 *725 =4350 pounds load it will have permanently bent
parts but will not break and above that it is anybody's guess what will
happen. So, that leaves a lot of room for expanding the limits - right?
The limit and ultimate loads are set by the design, materials and
construction's quality? Changing the maximum gross weight I choose does not
change them. So if I change the gross weight, perhaps I will want to change
the load factors I allow to protect the airplane's structure.
Consider, for example, that I are flying along at 70 mph in my Firestar II
airplane that stalls (1g stall) at 35 mph. Today, there is a little wind
and some wind gusts. My airplane gets a good updraft! What limits the
load? The wing at speed of 70 stalls at 4 g's, so that good updraft can
make my Firestar II loaded to gross weight of 725 pounds have a flight load
(almost instantly) of 2900 pounds on the wings - it is at the design limit
set by the conditions and the way I am flying it. At 86 mph, that same good
updraft can load the wings to 4350 pounds before they stall and I now have
a bent airplane and may need that parachute that helped push up the actual
weight. It can be even worse because even when I am flying at less than 70
mph a gust from the both below and the front direction can get to the 4 g
load limit.
So, if you change the gross weight you plan to carry but do not change the
design of the airplane, you will likely want to change your flying to
accommodate the designed load limits of the airplane.
Comments and discussion are welcome. We all want to fly safely and need to
know the tradeoff's we make as we change things so that we can continue to
operate safely. I have used the Firestar II as an example, but the same
considerations with different numbers apply to them all, IMHO.
Vince Nicely
Firestar II
________________________________________________________________________________
| From: | ray anderson <rsanoa(at)yahoo.com> |
| Subject: | Re: Maximum Gross Weight, Flight Loads and Flight Safety |
Vince,
The best post I've seen lately and one every one should read and
take to heart. Especilly beginners and inexperienced. I'm glad to be reminded
of the formulas.
Vince Nicely wrote:
Hi Gang,
I changed the title line to more nearly cover what I see coming up for
discussion from time to time. For example, a recent post said:
> Your Gross weight is whatever you said it was when you filled out your
> paperwork for your registration. Kolb has always listed both 850 and 1000
> for the Mk-3 gross weight in their brochures even since Homer owned the
> company. ...as the
> manufacturer, it is your prerogative.
Perhaps everyone knows the trade-offs this changed gross weight limit
requires, but I think it worth mentioning just in case someone with less
experience might need reminding.
What is a reasonable maximum gross weight limit to set and why? Why does
the designer make recommendations on maximum gross weight, limit load
factors and ultimate load factors? For example, my Firestar II
specifications on the order form from many years ago gives:
Gross Weight 725 pounds
Load Factor: +4,-2 Limit Load
Load Factor: +6,-2 Ultimate Load
among other things. What is the designer trying to tell me? Is it OK to
set the specifications on my airplane to some other number? If I do, what
else do I need to change?
What will break my airplane? How likely am I to get conditions that will
break my airplane?
The designer is saying that at a flight load of +4*725 = 2900 pounds load,
he thinks a Firestar II airplane will bend and recover completely with out
breaking, and at +6 *725 =4350 pounds load it will have permanently bent
parts but will not break and above that it is anybody's guess what will
happen. So, that leaves a lot of room for expanding the limits - right?
The limit and ultimate loads are set by the design, materials and
construction's quality? Changing the maximum gross weight I choose does not
change them. So if I change the gross weight, perhaps I will want to change
the load factors I allow to protect the airplane's structure.
Consider, for example, that I are flying along at 70 mph in my Firestar II
airplane that stalls (1g stall) at 35 mph. Today, there is a little wind
and some wind gusts. My airplane gets a good updraft! What limits the
load? The wing at speed of 70 stalls at 4 g's, so that good updraft can
make my Firestar II loaded to gross weight of 725 pounds have a flight load
(almost instantly) of 2900 pounds on the wings - it is at the design limit
set by the conditions and the way I am flying it. At 86 mph, that same good
updraft can load the wings to 4350 pounds before they stall and I now have
a bent airplane and may need that parachute that helped push up the actual
weight. It can be even worse because even when I am flying at less than 70
mph a gust from the both below and the front direction can get to the 4 g
load limit.
So, if you change the gross weight you plan to carry but do not change the
design of the airplane, you will likely want to change your flying to
accommodate the designed load limits of the airplane.
Comments and discussion are welcome. We all want to fly safely and need to
know the tradeoff's we make as we change things so that we can continue to
operate safely. I have used the Firestar II as an example, but the same
considerations with different numbers apply to them all, IMHO.
Vince Nicely
Firestar II
---------------------------------
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
I don't see what caused the chute to fold up like that -- I didn't see
hotrodding but this isn't my field.
But in general-- hotrodders always crash sooner or later, be in
aircraft, cycles, cars, or boats.
There's no room for showoffing in our sport; try to discourage it when
you see it.
Ken James' reply was excellent. He's obviously a safe-and-sane pilot.
________________________________________________________________________________
| Subject: | Maximum Gross Weight, Flight Loads and Flight Safety |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
Some other thoughts on the gross weight.............
I checked my notes from TNK's Fly In two years ago and Bruce said that
the Mark III was +4 -2 G's at 1000#. Their website specifications state
+4 -2 load and +6 -3 ultimate. They also say 850# normal and 1000# max
gross so I assume the +4 -2 is indeed at 1000# gross.
On FAA cert. airplanes standard category is +3.8 -1.5 G's and utility
category is +4.4 -1.8 G's
I plan to use 1100 Max. gross on my plane so if I cipher right that
works out to +3.64 -1.82 G's, just a slightly lower safety factor than
standard category on the + G side.
I think the big question is where Kolb got the +4 -2 number from? Was
it calculated by hand; calculated by F.E. computer; or was the frame
carefully sandbagged to find out what the actual load limit was??
Anyone on the list know?
Rex Rodebush
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: Kolb-List Digest: 19 Msgs - 03/10/05 |
Hi all,
Just wondering if anyone has covered a Mk III or Xtra in light grade fabric
opposed
to the usual medium that is normally supplied?.
Mike
----------------------
in 2000 the mark III was covered with,,,,, if i remember corectly,,,,,
1.7 oz fabric on the wings...... and 1.6 oz on the flight control surfaces
and cage.
boyd
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
| Subject: | Re: John H and The Next Alaska Trip |
John H;
I vote to purchase the coffee table book, too.
Perhaps a name like "Alaska by Kolb" or
"Miss P'fer & Me Thru Alaska" or
"God Only Knows How We Made It"
I think the price is ok, too.
George Bass
P. O. Box 770
Camp Verde, AZ
86322
P.S: Wish I had your Intestinal Fortitude, but,
I figure if I did, I'd be dead now.
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| Subject: | Re: John H and The Next Alaska Trip |
John, I too would be in line for copies of those adventures...on cd in a
book or a video...whatever..
Maybe just a CD. Go back and retrieve some of what you have already wrote in
story form, include a pic on each page or something like that..with
Microsoft word text and pics can be merged on the same page real easy.
I know it would be a big project..but you might be suprised what you could
do with your computer and a long cold winter!
Either way...Thanks for continueing to share those wonderful photos and
stories. I hope you dont run out too soon! LAst night Sue even sat here with
me looking at about 100 or so pics from that C-gate address.she must have
said "Oh MY" a hundred times!..then my son walked thru and sat down to
look...alot of gasps and awes from them both.!
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Richard Pike wrote:
> Having flown ultralights since the marginal days of "powered hang gliders"
> (anybody else on the list ever foot launched a weight shift Quicksilver?)
> and flown 2 axis Hummers and weight shift Easy Risers, it is hard to convey
> just how much better a Kolb is than those antiques. These are indeed the
> good old days of light aircraft.
>
> Richard Pike
> MKIII N420P (420ldPoops)
Yes but don't you sometimes wish you still had the old Easy Riser
sitting around to take for a spin on a perfect day? The Easy Riser had a
better glide ratio with a blown engine then the kolb does anyday! :-)
~ Earl
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
> I don't see what caused the chute to fold up like that
Looked like very strong gusty conditions to me, that fellow was extreamly
cool under more than difficult conditions, not a single OH SHIT! outa that
boy.
Major kudos to the Good Lord also.
Denny Rowe
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
> I don't see what caused the chute to fold up like that
Looked like very strong gusty conditions to me, that fellow was extreamly
cool under more than difficult conditions, not a single OH SHIT! outa that
boy.
Major kudos to the Good Lord also.
Denny Rowe
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | John H and The Next Alaska Trip |
I have never made a penny building and flying Kolb aircraft.
Never had any intention of trying to make money with something I enjoy
so much.
-------------------
(RD) Hi John,
I have to agree with everyone who's mentioned the CD sale. I would really
enjoy having full resolution pics, with a small caption for the more notable
ones. You've already done much of the commenting, and it would just be a
matter of putting this together on a CD. I would certainly buy one, as
would many other people.
I also understand that you aren't looking to profit from these trips, and
don't want to turn this into a job. You have freely shared these beautiful
pics in the past, and I imagine that you might feel guilty charging for
them. There's no reason you have to stop posting them free if you want to,
and also no reason to feel guilty for selling them on a CD. Lot's of us
would be happy to buy the CD for the convenience of having all the pics in
one place, and we'd consider it a donation toward your fuel costs. You
won't finance the whole trip that way, but it would take a bite out of the
expenses.
I can tell you now that I will never take such a trip. It's outside my
comfort level, but the pics are absolutely beautiful, so I'm glad you share
them.
FWIW, that's my $.02.
Cheers,
Rusty (RV-3 flying again in a month, then on to the SS)
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
| Subject: | Re: John H and The Next Alaska Trip |
John H.;
I'm going to chime in again, against my better judgment,
and second the comments made by Rusty, and others, on
the CD idea. I'd be right up front with the other buyers
on this project, but, would not expect it to get in the way
of your everyday living, or whenever flying.
One reason I feel so strongly about it is that I've seen
photos taken by "professionals" that make yours seem
like they belong in the same category (Adriel Heisey is
the first that comes to mind and he ALSO flies a Kolb).
For that matter, I'm fairly sure Adriel might be willing
to offer some advice on the method best suited to this
project, or maybe a source for the development of the
compilation (wish I had the knowledge 'cause I sure
would be proud to do it for you).
Whatever you decide, now or later, I think I can state
for all of us, that we will gladly support your choice.
Blue Skies,
George Bass
P. O. Box 770
Camp Verde, AZ
86322
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
Calculate the maximum stall speed that will not exceed load factor.
You'd have to determine at what stall speed will the lift produce a
given load factor? Since stall speed increases with the square root
of the load factor, the square root of the maximum load factor (Lf)
multiplied by the stall speed (Vs x Lf = Va) will give the maximum
speed. At any airspeed less than Vs times the square root of
maximum load factor the wing will stall before more load is
imposed on it than it is designed to handle.
Say 35 mph is FS2 stall, 35 x sqrt(4)= 70mph as Va at full FS2
gross of 725.
Now plug in the numbers for a less-than-gross
calculation.....Hmmmmm.
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: kolb friends |
Hi Pollus,
lists always seem to have at least one member who sees slights and put downs
which are not obvious to the rest.
I thought the comments about John were well wide of the mark.
I am a new boy but I have never known John to be other than courteous and
helpful to anyone on the list. He is obviously a man of vast experience
which as far as I am aware he has always been willing to share freely. He
has never made a snide remark in any post which I have seen.
I have never met John although I hope to at Sun`nFun on the 14th
(particularly as he owes me a radio) but I shall be proud to shake his hand.
Perhaps we should put down our listmates untimely outburst to a touch of
indigestion, or the blues, or withdrawal syptoms because he hasn`t been
flying lately.
Cheers
Pat
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | roger lee <ssadiver1(at)yahoo.com> |
| Subject: | Re: New Kolb Pilot |
Hi John,
Thanks for the greeting.
I am thinking of flying up to the MV fly'in. Where does everyone stay for the night?
Are trailer's welcome. Would like to talk more about the fly'in and I would
be happy to call you or you can call me at 520-574-1080.
Thanks for the help,
Roger Lee
Tucson, Az.
John Hauck wrote:
| New Kolb pilot in Tucson, Az. I just purchased a Kolb Mark III
classic with a 912S. | Roger Lee
Hi Roger/Gang:
Welcome aboard.
You have chosen a nice airplane, I am sure.
Your Kolb MK III Classic can afford you vistas that few others will
ever enjoy. Here's Denali (Mt McKinley, highest point of the North
American Continent, 20,320 feet ASL) as viewed out the windscreen of
my MKIII Classic. After three flights and one trip by land, I finally
got a good look at THE Mountain.
Our Third Annual Monument Valley Unorganized/Unplanned Kolbe Flyin is
scheduled for the weekend of 20, 21, 22 May 2005, at Gouldings, MV,
UT. Some of us may get there earlier than 20 May. All depends on
wind, weather, and whims. We have had exceptional flyins in the past.
Some of the best folks ever gathered in one spot in the middle of the
desert. Would never trade my experiences from those first two flyins.
Looking forward to seeing old friends and meeting new ones. We fly,
talk, eat, talk, sit around and talk until our jaws get tired.
Hope to see you there.
john h
Titus, Alabama
N101AB, MKIII SN: M3-011
---------------------------------
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: INSTALLATION OF OBRIEN HYDRAULIC BRAKES |
| Do you use some kind of anti siege or teflon tape or thread dope
when making up the fitting to the wheel brake and the pedal cylinder ?
| Jim Ballenger
Morning Jim/Gang:
Can't speak for O'Brien Brakes because I have never installed them,
but on Hegar and Matco hydraulic brakes I used no dope or teflon tape
to secure fittings. Don't remember ever using anykind of thread
sealing compound for any kind of brakes, auto, motorcyle, etc.
Good luck with your DAR. A great feeling to be this close to
completion of your project.
john h
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Mk3/912 Flight Report |
The North Florida weather finally slowed down so I arrived at the airport about
10 AM. The morning fog had cleared and the thermals were just getting started.
'Did a thorough preflight to make sure she was ready. It is still chilly here
(~50 Deg.) but she started at the first touch of the starter. This was a Wednesday
morning and I had the whole airport to my self.
A friend of mine and fellow Kolber (Mk3X/VW) is building a new strip on land somewhere
West of Bainbridge, GA and I wanted to see if he had finished. I flew
the home base pattern for three touch-n-goes, climbed to about 3,000 feet, circled
one time to make sure all was well, and headed North to Bainbridge. I monitored
the Bainbridge frequency for a few minutes and watched for any activity
in the pattern. There was nothing going on so I turned to the southwest and flew
along the Flint river at ~1,000 feet looking for the new strip. I found a
really nice looking strip about 2,000 by 100' but remembered hearing that there
was a Corps of Engineers field in this area that was closed a few years ago.
Sure enough there were trees 6' high scattered all over the touchdown area. What
a waste. I crisscrossed the area several times and concluded that my friends
field would need some more development, wherever it was.
By the time I returned to home base the traffic had picked up. There were two other
planes doing touch and goes and two more approaching the area looking for
airport advisories. I joined the crowd (?) and made a passable landing. Back
at the hangar I called my friend and he advised me that his crew were still pulling
stumps at the new site. No wonder I could not find it.
My plane performed flawlessly and the flying was still great,
Duane the plane Mitchell,
Tallahassee, FL, Mk3/912, 27+ Hrs
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Alaska Trip and the Paraglider |
I'd buy the CD and probably the book, too. Add me to the list.
===========
I used to fly a paraglider. I no longer do; it's currently in its bag under
my desk, ready to go if I should ever change my mind. I quit due to the
hazard - I knew too many people who'd crashed and survived and barely
escaped being crippled. Finally one of the instructors went in and it took
months of therapy for him to walk again.
It remains one of the most fun aircraft I've ever flown. Perhaps the single
most fun.
It is a full-fledged aircraft that weighs about 40 pounds and packs up into
a backpack. I got started doing it after meeting a man who would fly during
his lunch hour. He worked near some cliffs over a beach, and would walk down
to the cliffs, set up, launch, fly for about 45 minutes, land, pack up and
return to work. It's the only type of aircraft I know of that you can do
that with.
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Does anyone have experience with a PDA GPS system similar to this?
http://www.avshop.com/catalog/product.html?productid=5850
Which gps offers the best bang for the buck? Thanks in advance!
~ Earl
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
Earl & Mim Zimmerman wrote:
>
>Does anyone have experience with a PDA GPS system similar to this?
>http://www.avshop.com/catalog/product.html?productid=5850
>Which gps offers the best bang for the buck? Thanks in advance!
>~ Earl
>
>
>
>
I have several friends that have used it for years & love it. It's
probably overkill for a Kolb unless you are looking at the obstructions
database, which is impressive.
The map looks just like a window over a sectional, so there's no
learning curve in interpreting what you see. If you decide to go with
the PDA option, then Anywhere Map gets my vote for software.
Bang for the buck: I got a Garmin Pilot III & 2 Lightspeed noise
cancelling headsets for less than the price of the Anywhere map system
about 4 years ago. I gave up color, big screen & obstructions to get the
headsets & cleaner installation (bluetooth wireless wasn't available then).
Charlie
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Does anyone have experience with a PDA GPS system similar to this?
| http://www.avshop.com/catalog/product.html?productid=5850
| Which gps offers the best bang for the buck? Thanks in advance!
| ~ Earl
Earl/All:
I have no experience with the PDA GPS. I do have several years
experience with the Garmin 196. I used it to fly to Alaska last
summer, plus other long flights in the lower 48. You can now buy one
for less than you can buy the PDA GPS. It is compatible for
air/land/sea. When I am not flying with it, I am using it to navigate
when I travel on the ground. Has a lot more capability than I am able
to use, but it is there if I need it. Bought mine from Aircraft
Spruce after a lot of shopping and comparing on the internet.
Take care,
john h
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
It looks like about what I have been looking for after my bad experience
with the Lowerance airmap 300. With the blue tooth can you also tie in a
cell phone and get current weather radar?
----- Original Message -----
From: "Earl & Mim Zimmerman" <emzi(at)supernet.com>
Subject: Kolb-List: GPS Advise
>
> Does anyone have experience with a PDA GPS system similar to this?
> http://www.avshop.com/catalog/product.html?productid=5850
> Which gps offers the best bang for the buck? Thanks in advance!
> ~ Earl
>
>
> --
> Checked by AVG Anti-Virus.
>
>
________________________________________________________________________________
| From: | "Wayne F.Wilson" <wfwilson1(at)yahoo.ca> |
I have a BRS 900 Canister for sell BRS price 2895. my
price 850.00 plus shipping. Good till 2006 repack per
brs 1049.00
Wayne F Wilson
519-736-0577
wfwilson1(at)yahoo.ca
Thanks
Wayne
________________________________________________________________________________
| From: | "jrodebush" <jrodebush(at)fuse.net> |
| Subject: | Gross Weight, Flight Loads and Flight Safety |
Thanks MIke, good information to know.
Just curious, did you witness the test? What components had permanent deformation,
if any? Anything actually break?
Rex Rodebush
.............From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
.........Subject: Re: Kolb-List: Maximum Gross Weight, Flight Loads and Flight
Safety
..........Rex All,
..........The MkIII has actually been physically load tested to a load of 450kg
+6 -3
...........this has to be done on all craft as part of BCAR section S which ALL
UK
..........approved aircraft have to satisfy.
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
Rick Pearce wrote:
>
>It looks like about what I have been looking for after my bad experience
>with the Lowerance airmap 300. With the blue tooth can you also tie in a
>cell phone and get current weather radar?
>----- Original Message -----
>From: "Earl & Mim Zimmerman" <emzi(at)supernet.com>
>To:
>Subject: Kolb-List: GPS Advise
>
snipped
It's pretty expensive, but the Anywhere Map folks also offer Anywhere
Weather, delivered by satellite phone to the iPaq.
It will deliver doppler radar with higher quality & resolution than any
airborne radar in small planes.
Charlie
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
It's pretty expensive, but the Anywhere Map folks also offer Anywhere
Weather, delivered by satellite phone to the iPaq.
------------
I tried the sat phone weather, and ended up with XM when they offered that
option. Having a <6 minute old radar map is way cool. Unfortunately, the
Ipaq is still not the greatest display for full sunlight, and pecking at the
small screen in turbulence is impossible. I eventually got so frustrated
with it that I mounted the Ipaq under the panel (in the shade so I could
read it), and mounted a Garmin 195 on the panel. The 195 is what I use for
navigation, and the Ipaq is purely a weather display.
Rusty
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | New Rotary Engine |
Just a FYI for those looking for something different than the standard
Rotax.
<<...OLE_Obj...>>
http://www.rotaryengines.ca/main/aircraft.htm
LCR 814 Twin-Rotor Aircraft Engine
Model LCR - 814 TG ti=09
Design twin rotor injected engine=09
Dim. [mm] L x W x H l x w x h 600 x 462 x 430 523 x 280 x 285=09
Weight [kg] Engine Drive Electric system 35.0 6.5 4.5=09
Performance KW (HP) at speed [rpm] 56 (75) 6000=09
Torque [Nm] at speed [rpm] 90 4000=09
Displacement [cm=B3] 814=09
BSFC [g/kWh] 300=09
Fuel unleaded gasoline / Mogas (ROZ 92) or 1:80-mixture (premix)=09
Lubrication standard-2-stroke-oil (API-TC)=09
Ignition unit WANKEL tric-injection with engine management system=09
Electric starter 12 V / 900 W=09
Generator 14 V / 200 W=09
Standard specification Engine equipment with electric starter, generator,
air-filter, engine management system with twin spark ignition=09
Optional nirosta exhaust muffler, radiator, 3:1 HDT cog-belt
reduction drive=09
The chart came in weird
> Ken James
>
>
> Drafting Design Technology Instructor
>
> Berks Career and Technology Center
> East Campus
> 3307 Friedensburg Rd.
> Oley, Pa. 19506
> 610-987-6201 Ext. 3532
>
> Kdjames(at)berkscareer.com
>
> We are participating through the Lancaster Lebanon Intermediate Unit IU 13
>
> with the reseller Synergis from Quakertown Pa
>
>
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Hi All,
My Mark 111 is coming along nicely. cage and fuse tube are mated and she is up
on her wheels. Wings,tail and fin constructed. Engine delivered. Covering kit
any time now.
I have a problem. I would like to fit permanent filler tube from the tank to the
outside of the cage so that I can tip a jerry can of fuel in without having
to introduce a filling hose through the cockpit door. Has anyone constructed such
a thing or how do you manage?.
I have the same problem with my Challenger which I solve by carrying a spare can
of fuel on the back seat with a pump and a funnel. I really do not want to havre
to do the same in my nice clean upholstered and carpeted Kolb cockpit.
Remembering our strict weight limits any construct cannot weigh very much. Any
input would be appreciated.
Cheers
Pat
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | New Rotary Engine |
Just a FYI for those looking for something different than the standard
Rotax.
http://www.rotaryengines.ca/main/aircraft.htm
--------------------------------
These aren't exactly new, but they're new to Canada. This company bought
the rights to the engine that was being made by a German company.
Unfortunately, that German company never replied to a single email that I
sent them. With any luck, the Canadian company will do better. I sent them
a message this morning to find out what the price and availability is, and
I'll pass along any info that I get to the list.
On paper, these are great little engines, but I've yet to see one in person.
I sure hope these guys price them right, and get a few out there on
aircraft, because they sure sound promising. I'd really love to have one on
the SS, or maybe the Sonerai.
Cheers,
Rusty (now with 3 unflyable planes)
________________________________________________________________________________
| From: | "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> |
| Subject: | Re: Gross Weight, Flight Loads and Flight Safety |
Hi Rex,
I did not witness the tests myself but since it gained approval it would
tell me that nothing actually failed as this would mean that it would not
have got approval.
I think the main gear legs did perminently bend a bit though.
Mike
G-CDFA
Xtra/Jab 2200
----- Original Message -----
From: "jrodebush" <jrodebush(at)fuse.net>
Subject: Kolb-List: Gross Weight, Flight Loads and Flight Safety
>
> Thanks MIke, good information to know.
>
> Just curious, did you witness the test? What components had permanent
> deformation, if any? Anything actually break?
>
> Rex Rodebush
>
> ............From: "Silver Fern Microlights Ltd"
>
> ........Subject: Re: Kolb-List: Maximum Gross Weight, Flight Loads and
> Flight Safety
>
>
>
> .........Rex All,
> .........The MkIII has actually been physically load tested to a load of
> 450kg +6 -3
> ..........this has to be done on all craft as part of BCAR section S which
> ALL UK
> .........approved aircraft have to satisfy.
>
>
>
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | New Rotary Engine |
here is the price list
Engine Power Description Retail US$
LCR 407 SGti "38 HP @ 6,000 rpm" single rotor aircraft and marine
engines "$5,795.00"
LCR 407 SG RR "41 HP @ 6,900 rpm" single rotor Kart engines
"$4,995.00"
LCR 407 SG RB "41 HP @ 6,900 rpm" single rotor Kart and industrial
engines "$5,495.00"
LCR 407 SG RK "42 HP @ 6,900 rpm" single rotor Race Kart engines
"$6,095.00"
LCR 814 TGti "75 HP @ 6,000 rpm" Twin rotor aircraft and marine
engines "$8,195.00"
LCR Twinpack "150 HP @ 6,000 rpm" Four rotor aircraft and marine
engines "$16,995.00"
"*LCR - Liquid Cooled Engine, Charge Cooled Rotor"
"*SG = Single rotor, Gasoline"
*ti =Tric-Ignition system
RR version is basic bare engine without attachments
"RB version includes carburetor, air filter, clutch, starter adapter &
pinion"
"RK version includes RB + starter, exhaust flange mounting, exhaust pipe"
Accessories
For Engine Part number Description Retail US$
LCR 407 153 110 Exhaust pipe kit $442.75
LCR 814 152 610 Exhaust pipe kit $638.25
LCR 407 152 121 Stainless steel muffler $977.50
LCR 814 153 621 Stainless steel muffler "$1,425.00"
LCR 407 156 121 Radiator - steel $615.00
LCR 814 156 122 Radiator - steel $615.00
LCR 407 156 123 Radiator - aluminum $845.00
LCR 814 156 124 Radiator - aluminum $845.00
LCR 407 & 814 154 100 *HDT Reduction Drive $910.00
LCR 407 153 110 Exhaust Pipe & Assembly Kit $442.75
LCR 814 152 610 Exhaust Pipe & Assembly Kit $638.25
LCR 407 & 814 154 100 Reduction Drive (3:1 or 2:1) $910.00
LCR 407 & 814 155 541 spark plug *
LCR 407 & 814 151 041 air filter (tapered) *
LCR 407 & 814 155 333 V-belt 10x530 Z21 *
LCR 407 & 814 155 310 generator c/w regulator *
LCR 407 & 814 155 611 electric starter *
LCR 407 Kart 153 182 engine cover *
LCR 407 Kart 155 522 ignition coil PVL *
LCR 407 Kart 155 531 high tension lead *
LCR 407 & 814 155 203 Electronic Tachometer *
LCR 407 & 814 155 202 Coolant Temperature Gauge *
LCR 407 & 814 155 205 Ambient Temperature Gauge *
LCR 407 & 814 155 204 Voltmeter *
LCR 407 & 814 155 206 Hour-meter *
Terms - 10% deposit with purchase order
40% 30 days prior to delivery date
balance payable on delivery
Dealer & OEM terms as arranged
* Note: prices to be determined
Prices are subject to change without notice
-----Original Message-----
From: Rusty [mailto:13brv3c(at)bellsouth.net]
Subject: RE: Kolb-List: New Rotary Engine
Just a FYI for those looking for something different than the standard
Rotax.
http://www.rotaryengines.ca/main/aircraft.htm
--------------------------------
These aren't exactly new, but they're new to Canada. This company bought
the rights to the engine that was being made by a German company.
Unfortunately, that German company never replied to a single email that I
sent them. With any luck, the Canadian company will do better. I sent them
a message this morning to find out what the price and availability is, and
I'll pass along any info that I get to the list.
On paper, these are great little engines, but I've yet to see one in person.
I sure hope these guys price them right, and get a few out there on
aircraft, because they sure sound promising. I'd really love to have one on
the SS, or maybe the Sonerai.
Cheers,
Rusty (now with 3 unflyable planes)
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
I plan to make a custom tank that has a automotive neck welded on coming out
to a automotive locking door that will be attached to the frame.
Ken
-----Original Message-----
From: PATRICK LADD [mailto:pj.ladd(at)btinternet.com]
Subject: Kolb-List: fuel.
Hi All,
My Mark 111 is coming along nicely. cage and fuse tube are mated and she is
up on her wheels. Wings,tail and fin constructed. Engine delivered. Covering
kit any time now.
I have a problem. I would like to fit permanent filler tube from the tank to
the outside of the cage so that I can tip a jerry can of fuel in without
having to introduce a filling hose through the cockpit door. Has anyone
constructed such a thing or how do you manage?.
I have the same problem with my Challenger which I solve by carrying a spare
can of fuel on the back seat with a pump and a funnel. I really do not want
to havre to do the same in my nice clean upholstered and carpeted Kolb
cockpit.
Remembering our strict weight limits any construct cannot weigh very much.
Any input would be appreciated.
Cheers
Pat
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 03:25 PM 3/14/2005, you wrote:
>
>Pat
>I had a machine shop make me a filler tube/cap that attaches to the back of
>the cage right under the engine mount. I have a 2" hose attached that runs
>to a Y fitting fitted with two 1 " hoses that go to the filler caps on the
>tanks. I have not tried it yet but it should work.
>Jim Ballenger
I did the same thing Jim did - on a one seater. Except used plastic PVC
for filler cap going thru an aluminum plate on the back.
Hasn't leaked in 6 years. Just have one 10 gallon spin-moulded
tank and 2 inch (I think) clear hose going from the PVC to the tank.
http://www.mindspring.com/~possums/Modrearframe.jpg
http://www.mindspring.com/~possums/Modfowdframe.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I did the same thing Jim did - on a one seater. Except used
plastic PVC
| for filler cap going thru an aluminum plate on the back.
Possum/Gang:
Me too.
On my Firestar.
I made up a PVC cap that went into a chrome plated brass P-Trap pipe
attached to rubber connector and into 18 gal aluminum tank. What do
you mean? Only 5 gal max fuel capacity for an ultralight?
On the MKIII I found an Atwood marine filler and cap. Looks like the
old racing motorcycle flip up fuel tank caps. Is made out of nylon
and very light. I like it because I do not have to worry about losing
the cap. Had to make a bunch of them for the FS because I would lay
them on the aileron, forget to put them back, crank, and kiss the cap
goodbye.
I fill my airplane from 5 gal cans at home. Use a 6 ft piece of 3/4"
flights. Makes it a lot easier to fill from cans when the need
arises.
john h
PS: You going to S&F?
________________________________________________________________________________
| From: | "Keith Kellogg" <kloggs(at)comcast.net> |
I have heard good reviews about the Anywhere Map product but have not used
it myself. The software is pretty pricey from my memory. I have used PDA
based GPS software from www.teletype.com. The nice thing about their product
is that you can get aviation, street and marine moving map all in one
device. They have a new package which includes a Dell Axim 50 PDA, their
mobile navigator software for streets and a bluetooth GPS for $599. I think
it is another $100 to add the aviation software to the package. I am going
to upgrade to this set up. Another nice feature of the Teletype software is
that you can use it on a PC as well as PDA. I take my laptop with me when
we take trips in our RV which provides us with a large moving map display.
I can also do route planning on the PC then transfer to the PDA.
Using PDA based GPS is nice in that you can use it for so many other things.
The only issue I had with my old one was that it would sometimes lock up on
me and I would need to reset it. I am hoping the newer software, PDA and
new Windows operating system will solve this problem. Not a good situation
when you are trying to fly.
Will let the group know what I think after I have used it for a couple
months.
Keith K.
MkIII Classic
Warrenville, IL
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | 6 gallon fuel cans |
A while back someone posted a web address for a company that sold 6 gallon fuel
cans that fit in the Kolbs as direct replacements for the standard 5 gallon cans.
I can't seem to find it now.
Help!
Denny Rowe
Mk-3, PA
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: 6 gallon fuel cans |
At 11:36 PM 3/14/2005, you wrote:
>
>A while back someone posted a web address for a company that sold 6 gallon
>fuel cans that fit in the Kolbs as direct replacements for the standard 5
>gallon cans.
>I can't seem to find it now.
>Help!
>
>Denny Rowe
>Mk-3, PA
I ordered a replacement tank from TNK a couple years ago. If you don't get
the hardware, the bare tank is only about $20 plus shipping. I'm currently
using a six gallon tank that fits the same hole, but is taller by a few inches.
I installed one last winter and have 90hrs of use on it so far with no
problems. Here is the link to the place I bought it from:
Cubitainer and Hedpak Combination Packaging
In case the link doesn't work here is the address:
<http://www.ba-industrial.com/hedpak.htm>http://www.ba-industrial.com/hedpak.htm
Scroll down their page to the six gallon Hedpack (part# 049-4440) I paid
$12.95 shipped all the way to Oregon from Oklahoma. These tanks are a little
thinner walled and less stiff than the Kolb tanks. That isn't a problem in my
KXP, but might be something to consider depending on how the tanks are mounted
in the MarkII.
By the way, don't go buy one of those similar sized water containers at the
local mart store. I put one in that was the same size and color, hoping it
would work. It cracked at one of the seams after nine hours. Lucky for me it
decided to fail on the ground and not in the air. The Hedpak tank I'm using now
is certified for shipping harzardous liquids and you can't beat the price. I
can send pictures if you would like.
Hope this helps
Roger in Oregon
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | New Rotary Engine |
LCR 814 TGti "75 HP @ 6,000 rpm" Twin rotor aircraft and
marine
engines "$8,195.00"
---------------------------
When you add up all the extras, the single rotor Mazda is looking pretty
good again. Did you get this from their site, or did they send it to you?
I haven't received any reply yet.
Cheers,
Rusty
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
Keith Kellogg wrote:
> Using PDA based GPS is nice in that you can use it for so many other things.
> The only issue I had with my old one was that it would sometimes lock up on
> me and I would need to reset it. I am hoping the newer software, PDA and
> new Windows operating system will solve this problem. Not a good situation
> when you are trying to fly.
I don't like the thought of that!! It's bad enough to deal with
PC/Windows problems when I'm not flying, I sure don't what to pay $1000
to have that headache when I'm in my plane trying to have fun!
Thanks for all the advice. It's impossible for an individual to keep up
with technology alone. ~ Earl
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | New Rotary Engine |
I e-mailed them last week and they sent the spread sheet that I posted.
check out the video on the web site. the 150 Hp was very quite.
Ken
-----Original Message-----
From: Rusty [mailto:13brv3c(at)bellsouth.net]
Subject: RE: Kolb-List: New Rotary Engine
LCR 814 TGti "75 HP @ 6,000 rpm" Twin rotor aircraft and
marine
engines "$8,195.00"
---------------------------
When you add up all the extras, the single rotor Mazda is looking pretty
good again. Did you get this from their site, or did they send it to you?
I haven't received any reply yet.
Cheers,
Rusty
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
I constructed an aluminum door on the left side of the rear fuselage. I
just open the door stick a big hose and funnel ( that stays in the
compartment) in the tank and fill it up. It does add a nice storage
compartment to the back of the MK3.
> >
> > I have a problem. I would like to fit permanent filler tube from the
tank
> to the outside of the cage so that I can tip a jerry can of fuel in
without
> having to introduce a filling hose through the cockpit door. Has anyone
> constructed such a thing or how do you manage?.
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I have a fully enclosed cockpit with the area behind the cockpit enclosed
also. I felt the need for a filling system so I rigged up a boat fuel filler
that had a built in vent line to fill both 5 gallon tanks. This system has
been nothing but trouble. I'm on my third passenger door because when I fill
the tanks a bit too fast or full they spit fuel all over my lexon doors. I
have tried two different vent systems to keep the tanks from spitting when
one tank fills first. I even put a smaller filler hose on the fast filling
tank but nothing seems to help. Now that I have a boat it spits at me too.
Maybe it's just me.
I like Woody's idea of putting a access door in, to fill the tanks. This
would also make it easer to access my baggage compartment. I also remember a
technique John Williamson used to fill his tanks through his access door. He
used a piece of 1.5- 2" PVC pipe with elbows on each end. He would put the
pipe into the uncapped tank and dump fuel into the pipe. Seemed to work
well. But it seems he no longer does this.
Rick Neilsen
Redrive VW Powered MKIIIc
----- Original Message -----
From: "woody" <duesouth(at)govital.net>
Subject: Re: Kolb-List: fuel.
>
>
> I constructed an aluminum door on the left side of the rear fuselage. I
> just open the door stick a big hose and funnel ( that stays in the
> compartment) in the tank and fill it up. It does add a nice storage
> compartment to the back of the MK3.
>
>
>> >
>> > I have a problem. I would like to fit permanent filler tube from the
> tank
>> to the outside of the cage so that I can tip a jerry can of fuel in
> without
>> having to introduce a filling hose through the cockpit door. Has anyone
>> constructed such a thing or how do you manage?.
>>
________________________________________________________________________________
| From: | "Telkom" <jams_ingram(at)telkomsa.net> |
Have a Kolb M3 Classic with Rotax 618
gearbox 3:47
GSC 3 blade wood Ground Adjustable prop.
Question :-What is recommended pitch setting and at what distance measured from
Hub ?
Sean
________________________________________________________________________________
| Subject: | Re: Rotary engine ... |
Hi Rusty,
been following this converstion. I had a mazda rotary in 1986 and I thought
that despite the high
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
----- Original Message -----
From: "Telkom" <jams_ingram(at)telkomsa.net>
Subject: Kolb-List:
>
> Have a Kolb M3 Classic with Rotax 618
> gearbox 3:47
> GSC 3 blade wood Ground Adjustable prop.
> Question :-What is recommended pitch setting and at what distance measured
> from Hub ?
> Sean
>
>
Sean,
GSC could probably get you in the ball park on the pitch, you also could
take a poke at it and set them all in the middle of the range, than do
static RPM checks with it tied down and make adjustments until you get the
correct wide open RPM for your engine, probably looking for 6200 rpm or
there abouts.
Denny Rowe
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
| Subject: | Sport pilot tour |
Thought this might be interesting
The EAA says it's taking the first
steps in an attempt to ignite interest in light-sport aviation. So
the sport aviation organization is launching its first Sport Pilot
Tour, which brings to EAA members and the public the information
and tools needed to seize and enjoy this recreational-aviation
opportunity.
The Tour's first leg includes three stops this June:
Marysville, CA, as part of EAA's Golden West Regional fly-in
June 3-4
St. Louis, MO, June 10-11
Franklin, PA, June 17-18
copied from http://www.aero-news.net/
Ken
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Rotary engine ... |
Hi Steve,
The rotary can run extremely lean, as long as you're not turbo charging it.
Lean + turbo = broken apex seals. With a computer that will allow you to
aggressively lean the mixture for cruise, you can get as good, or slightly
better fuel consumption as a Lycoming.
As for mixing oil in the fuel, sorry, you still have to. All Mazda rotaries
have oil injection, though most of the airplane guys ditch that, and pre-mix
.8-1.0 oz per gallon. There's just no other way to lubricate the apex seal.
Cheers,
Rusty
________________________________________________________________________________
| From: | Herb Gayheart <herbgh(at)juno.com> |
guys
Looking for a three blade prop for the Firefly. Tired of bumping into
the two blade as I go around the plane parked in the garage. 447 engine.
b box 2.58 to 1.
I have located a three blade GSC of 60 inches in dia. Will that work?
Herb
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Finished the web page addition for the Firestar II with the Rotax 582.
Has pictures of the airframe mods to keep it together.
Also has some pictures of how we found a convenient spot for the radio and GPS.
And the custom seat that drove me crazy - 4 tries to get it right.
Airplane has ten hours on it now, flew it for an hour last night.
That puppy climbs about 1200 fpm at full throttle.
Still not completely used to it - it handles a bit different than the MKIII.
Would be interested in hearing opinions from those with a lot of time in
both the MKIII and the FS II.
Here is the web page -
http://www.bcchapel.org/pages/0003/kolb.htm
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "Rusty" <13brv3c(at)bellsouth.net> |
| Subject: | Rotary engine ... |
Hi Steve,
(warning, more than you wanted to know follows )
The rotary is quite capable of running just as rich as it does lean. It's
very forgiving of mixture, and I think the overly rich settings on the early
carbureted versions gave it the gas guzzler reputation that I hear repeated
over, and over... The 85 RX-7 that I had was OK, on fuel, but didn't have
that much power. The modified 93 twin turbo was another story :-)
With Tracy Crook's engine controller, you can use the mixture knob as almost
a second throttle. Just leave the throttle at max, and adjust power with
mixture. The range is huge, and nothing like you've ever experienced in a
piston type engine.
Oil consumption for the apex seals is very low. Best I recall, my 85 manual
said that you should not have to add more than one quart in 1500 miles. I
used to change my oil at 1500 mile intervals, and never added in between.
As I mentioned, we tend to run 1 oz per gallon, but that's too much. The
excess oil tends to get scraped off the side housing by the oil seals, and
it goes in the sump. In almost all of our planes, the oil level rises,
rather than dropping with usage. People are finding that .8 oz per gallon
keeps it about even.
The problem with the Mazda system is that it uses 4-stroke oil from the
sump, which is not intended to be burned, so it ends up gunking up the
rotors. Of course Mazda knows this, but they know that no one would buy a
car that had a separate reservoir of 2-stroke oil to fill. They also know
that people would forget to fill it, and cause engine damage (wears out the
apex seals, but nothing catastrophic).
Richard Sohn makes an adapter that allows the stock Mazda oil injector to
draw from a separate reservoir, which is really the best of both worlds. I
may one day change to this. Richard is also the guy who's made the lightest
single rotor to date. Still under development.
Cheers,
Rusty (off to work)
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
----- Original Message -----
From: "Herb Gayheart" <herbgh(at)juno.com>
Subject: Kolb-List: GSC Prop
>
>
> guys
>
> Looking for a three blade prop for the Firefly. Tired of bumping into
> the two blade as I go around the plane parked in the garage. 447 engine.
> b box 2.58 to 1.
>
> I have located a three blade GSC of 60 inches in dia. Will that work?
> Herb
>
Herb,
That prop will work, but you may be over the B-box limit for prop inertia,
maybe since you have the smaller diameter blades it will be OK, I would
check with Rotax before buying.
Also, a two blade 66' or 68 ' would perform better I would think. The three
blade should be smoother.
Denny
________________________________________________________________________________
| From: | "Frank Reynen" <frank_reynen(at)ix.netcom.com> |
| Subject: | MkIIIc amphib floatplane for sale |
Kolb-List,
I have decided to sell my Kolb MKIIIc.
The reason for the sale is that we are selling our place in Discovery Bay
(San Francisco Bay area) where the plane is located.
It was very convenient to service and fly it from the water during the
summer months.
During the wintertime the plane was stored in the garage and never exposed
to inclement weather.
It is currently in the garage with the wings detached and tanks dry.
It has new sparkplugs installed and the oil and filter changed.
I am asking $19,500.
If required as a condition of the sale, the plane can be assembled and test
flown from the water with a few days notice. I am willing to sell the plane
separate from the floats with the original Kolb wheels installed.
For pictures and complete info see:
http://www.webcom.com/reynen/mark3_sale.html
Frank Reynen
408 253-2149
________________________________________________________________________________
| From: | "jam'n" <jghunter(at)nol.net> |
| Subject: | Re: MkIIIc amphib floatplane for sale |
frank
that is a real nice bird!~ it is a fine example of the kolb, the kolb on
water, a light ses, and the 912 in use. it appears that you did a real find
job in constructing and maintaining it. as a ga comml ses pilot, i
compliment you. sorry to think you have to let it go. again...real
nice bird!
nice presentation too. i enjoyed checking it out.
~barnstormer~
[dont archive]
----- Original Message -----
From: "Frank Reynen" <frank_reynen(at)ix.netcom.com>
Subject: Kolb-List: MkIIIc amphib floatplane for sale
>
> Kolb-List,
> I have decided to sell my Kolb MKIIIc.
> The reason for the sale is that we are selling our place in Discovery Bay
> (San Francisco Bay area) where the plane is located.
> It was very convenient to service and fly it from the water during the
> summer months.
> During the wintertime the plane was stored in the garage and never exposed
> to inclement weather.
> It is currently in the garage with the wings detached and tanks dry.
> It has new sparkplugs installed and the oil and filter changed.
> I am asking $19,500.
>
> If required as a condition of the sale, the plane can be assembled and
test
> flown from the water with a few days notice. I am willing to sell the
plane
> separate from the floats with the original Kolb wheels installed.
>
> For pictures and complete info see:
> http://www.webcom.com/reynen/mark3_sale.html
>
> Frank Reynen
> 408 253-2149
>
>
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
Hi All,
thanks to everyone who made suggestions about fuel tank filling. One thing is obvious,
whatever system is used the fuel and Lexan must be kept well apart.
Building in fillertubes etc is complicated by a) my MAUW limit and b) the fact
that it there is little room below the wing to operate if you are 6ft tall like
me. It looks as though filling will have to be through the cockpit. We shall
see. Its a pity the fuel tanks are not located lower. This would allow more
fall from the filler to the tank. Or a taller tank if you want to go that way.
Building held up a bit at the moment as the engine mount is out of true by 10 mm.
Kolb are sending me a replacement.
Cheers and thanks
Pat
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
Fellow Kolbers,
I was wondering if anyone had run across a sourse for collapsable fuel bladders
that would be of a material that would be safe as an add-on tank.
Dale Sellers
Georgia UltraStar
________________________________________________________________________________
| Subject: | Re: Trip to Hauck's Holler |
In a message dated 3/18/2005 11:29:30 AM Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
Got you loud and clear at hauck's holler.
John H., what's the closest town to Hauck's Holler? Several of us were on a
trip a few days ago looks like
pretty good trip from western SC.........Trying to figure distance.
Howard Shackleford
FS II
Trenton [6J6]
SC
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | FSII/MKIII Flight Control/Feel Comparison |
| Trying again - Flying the Firestar II feels very different from the
MKIII.
| Is this typical? Should a correctly trimmed FS II feel similar to a
MKIII
| or vice versa?
| Thanks
| Richard Pike
Morning Richard/Gang:
Just came in from outside and my fingers are stiff and cold. hehehe
I didn't respond to your question when you asked the first time to
give others a chance to give their view on comparing flying the FSII
and the MKIII.
All of Homer's airplane models fly the same, feel very similar, taking
into consideration the differences in weight, physical size, and power
plants installed.
Luckily, I got several hours in the factory FSII at the last Kolb
Homecoming, Sep 04. I flew the Sport 600, then the MKIIIXtra, and
finally got into the FSII. Ahhhhh! The little FSII felt right at
home, like my old MKIII. I did not particularly like the way the Xtra
felt, but I have a lot of hours in my MKIII. To me, airplanes are
like an old pair of boots. Once you get used to them and get them
broken in good, they always feel better than something different.
Also, the Xtra was not one of Homer's designs, nor was the Kolbra.
But........I flew Mark Seller's Kolbra and felt right at home in it.
As much time as you have in your MKIII, I would think the FSII will
probably feel different. I don't know what other airplanes you have
been flying, or if you have previous time in a FS. Also, you have
made considerable modifications to your MKIII. Maybe that is the
difference.
In conclusion, to me, they should both feel good, comfortable to the
pilot when flying them.
I doubt if that will help, but the best I can due right now. ;-)
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FSII/MKIII Flight Control/Feel Comparison |
| The Kolbra you flew at the last TNK Homecoming belongs to Mark
German from
| Chisago City, MN.
| John Williamson
Thanks for the correction John W.
I knew I was wrong, but could not think of Mark's last name. Mark
Sellers is the MKIII owner/flyer that graduated to a "real" airplane
recently. Good man. He is a wealth of info on aviation law. Gonna
get up that way to see him one of these days. Maybe he will make it
to Homer's flyin in June. Are you planning to try and make the flyin
at Homer's, John W and Richard P?
Forgot about the dihedral you all had put into the FSII. I remember
seeing it first glance at the photo you posted. Homer said the only
reason he designed any dihedral into the Kolb aircraft wings was for
aesthetic reasons only. On the ground, with no dihedral, the wings
look like they are drooping.
I'll give up a little stability for agility anytime in my Kolbs.
john h
________________________________________________________________________________
| From: | "Domenic Perez" <perezmdomenic(at)plateautel.net> |
Richard Pike,
Looking over the photos of the structural mods beefing up the Firestar II cage/motor
mount for the 582, it looks like you didn't have to do any welding to
the existing cage parts. It looks like after the new parts were fabricated,
that they just bolted on. Is that assumption correct? You mentioned 1200 fpm climb
- at what base elevation is this plane being flown from? You also said the
plane was heavy - what is the empty weight? How much additional weight do you
think the structural mods contributed? What prop is on this 582 (brand, # blades,
diameter, tip clearance to boom tube, gear box ratio)? Have there been
any cooling issues with the radiator placement?
Howard Shackleford,
Didn't you do one one of these conversions also? I don't recall seeing any
close-up photos of the structural mods you made. Did I just miss them in photoshare?
Do you have pics on a websight of your own? I guess I'm directing the
same questions above to you about the plane you modified.
All,
I've heard figures of 3.5% to 4% loss of horsepower with every 1000 feet of
altitude. Does that sound right to everyone for two strokes? I live and fly
at 5200' elevation (and my plane's empty weight is 385 lbs). That would mean a
52 hp Rotax 503 DCDI would have between 42.5 and 41.2 hp at 5200'. A 65 hp 582
would have between 53.2 and 51.5 hp. So basically it takes a 582 to put out
the horsepower the Firestar II is designed around, at 5200'. And a 582 weighs
pretty close to a 503.
I trained in Tucson at 2000' with the Firestar, and the climb performance was
what I'd call "exciting" and in the "hot rod" category and no thought of more
horsepower entered my mind. Here at home, at 5200', the climb is what I'd call
"adequate", but in the future I will probably be looking for a horsepower
upgrade. Of course, the thin air up here affects performance in more ways than
just engine horsepower, but I sure liked the climb in Tucson. I've been using
a 66" two blade Ivo, and I just inherited a 66" three blade GSC wood prop. It
needs some minor epoxy work, and then we'll see what that does. My gear box is
2.58 "B".
M. Domenic Perez, FS II
Vaughn, NM
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Emailing: P3060010, P3060013 |
I think I sent these to you last week but am concerned because they went out as
three separate e-mails. I have since learned to transmit photos with the message
and hope these make it to the list.
1/ Kolb list
2/ Duane Mitchell
3/ mitchmnd(at)msn.com
4/ Duane's Mk3/912
5/ Duane Mitchell's Mark3/912, BRS 1200, EIS, 27 Hrs.
6/ Builder with his completed Mark-3, 2 views
________________________________________________________________________________
| Subject: | Re: 582 Firestar II |
In a message dated 3/18/2005 3:28:56 PM Eastern Standard Time,
perezmdomenic(at)plateautel.net writes:
Howard Shackleford,
Didn't you do one one of these conversions also? I don't recall seeing
any close-up photos of the structural mods you made. Did I just miss them in
photoshare? Do you have pics on a websight of your own? I guess I'm directing
the same questions above to you about the plane you modified.
We did no modifications to the airframe on our 503/582 conversion; we just
took the 503 off & put the 582 on.
The owner of the plane weighs close to 300 lbs. & needs the extra power [our
elevation is only 610']. He is careful to use only the power necessary with
no fast throttle changes.. We carefully inspect for any cracking of the engine
mount area. So far, none after about 25 hrs.
If I were you, at 5200 ft., I wouldn't bother with any mods for the changeout
since there is no difference in hp between you at 5200 & a 503 at sea level,
although they don't appear that tough. Looks real easy to put the rear one
on; we will probably do that later.
By the way, our 582 has a "C" box 3:1 ratio with clutch, startups are extra
smooth & she will land at a nice steep angle with the prop windmilling. The
prop is a 3 blade Warp, 66" dia. If I had a few extra hundred bucks, I'd put a
clutch in my "C" box.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: 582 Firestar II |
>
>
>Richard Pike,
> Looking over the photos of the structural mods beefing up the
> Firestar II cage/motor mount for the 582, it looks like you didn't have
> to do any welding to the existing cage parts. It looks like after the new
> parts were fabricated, that they just bolted on. Is that assumption correct?
Correct, there are three pieces, a sort of "H" section for the rear of the
cage, and then a strut with a flat bracket for either side attaches to the
front side of the mounts.
>You mentioned 1200 fpm climb - at what base elevation is this plane being
>flown from?
1500' MSL
>You also said the plane was heavy - what is the empty weight?
488 pounds
>How much additional weight do you think the structural mods contributed?
The mods for the 582 - maybe three pounds. Some of the extra weight is a
Lexan floor. The owner was concerned about going down in the trees and
wanted to insure nothing could come through the floor and spear him. Also
the full electrical. I must admit, the advertised empty weight of 325
pounds on the Kolb web page leaves me a little puzzled. There is no way we
have 163 pounds of extras on this airplane. Oh, well...
>What prop is on this 582 (brand, # blades, diameter, tip clearance to boom
>tube, gear box ratio)?
Ivo, 68" two blade, and since this engine has an "E" box (2.62:1) with the
electric starter on the bottom, the engine had to be moved back two inches
so the starter would not foul the upper fuselage frame, and also it was
necessary to turn the rubber motor mounts upside down (the long side points
up) to get everything to fit. There is about 1.3 inches between the prop
tip and the boom tube.
>Have there been any cooling issues with the radiator placement?
The radiator is undersized, it is off a motorcycle and is very thin,
however, since it is immediately in front of the prop, it cools
well. Since we have some Lexan panels blending the airflow around the
upper rear of the cabin, the air seems to flow into the radiator real well.
Summer may bring a different story, however. Odd side issue - there is an
odd sort of growling sound that is some sort of air flow thing, and I
suspect it is the prop being so close to the radiator. Will be moving the
radiator a couple inches forward to see if it goes away.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: 582 Firestar II |
> All,
> I've heard figures of 3.5% to 4% loss of horsepower with every 1000 feet
of altitude. Does that sound right to everyone for two strokes? I live and fly
at 5200' elevation (and my plane's empty weight is 385 lbs). That would mean
a 52 hp Rotax 503 DCDI would have between 42.5 and 41.2 hp at 5200'. A 65 hp
582 would have between 53.2 and 51.5 hp. So basically it takes a 582 to put out
the horsepower the Firestar II is designed around, at 5200'. And a 582 weighs
pretty close to a 503.
> I trained in Tucson at 2000' with the Firestar, and the climb performance
was what I'd call "exciting" and in the "hot rod" category and no thought of
more horsepower entered my mind. Here at home, at 5200', the climb is what I'd
call "adequate", but in the future I will probably be looking for a horsepower
upgrade. Of course, the thin air up here affects performance in more ways than
just engine horsepower, but I sure liked the climb in Tucson. I've been using
a 66" two blade Ivo, and I just inherited a 66" three blade GSC wood prop.
It needs some minor epoxy work, and then we'll see what that does. My gear box
is 2.58 "B".
>
Domenic,
From our experience I don't think that you will find any more all out
performance than with the 66" Ivo that you have with a 503/2.58 B
gearbox. ~ Earl
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: Test message / FS II inquiry |
----- Original Message -----
From: "Richard Pike" <richard(at)bcchapel.org>
Subject: Kolb-List: Test message / FS II inquiry
.
>
> Trying again - Flying the Firestar II feels very different from the MKIII.
> Is this typical? Should a correctly trimmed FS II feel similar to a MKIII
> or vice versa?
Hi,
I bought a used Mark III and flew it for one summer letting my Firestar
languish in its trailer. I kept meaning to sell it, but couldn't seem to
actually advertise it. After flying the Mark for about 30 hours I pulled out
the firestar to show it to a guy that thought he was interested. The
difference blew me away. The Firestar is much more agile and flies much
better. I ended up selling the Mark III and keeping the Firestar. To sum it
up, the Mark flew a lot more like a "real airplane", and apparently that
was not what I enjoyed the most. I compare it with the difference that you
would notice in driving a Station Wagon and a sports car. I had a 582 engine
on the Mark III. If the engine had been a 912, I would have kept it. My FS
has a 447, my altitude is 4100 feet. I thought my FS was heavy at 350 lbs.
If I load it up to max then it flies like the Mark III did.
Hope this helps Richard.
Larry, Oregon
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | derate for altitude |
> All,
> I've heard figures of 3.5% to 4% loss of horsepower with every 1000 feet
of altitude. Does that sound right to everyone for two strokes? I live and fly
at 5200' elevation >>>>>>
-------------------
my natural gas handbook has deration tabels and it states 4% / 1000 ft. that
is based on the amount of o2 in a given volume of air that is mixed with the fuel....
so the fuel volume has to be decreased by 4% /1000 ft to keep the combustion
from being too rich.... if we are burning 4% / 1000 ft less fuel we
get 4% / 1000 ft less power.
boyd
________________________________________________________________________________
| Subject: | [ Rick Pearce ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Rick Pearce
Subject: Landing Gear Legs
http://www.matronics.com/photoshare/rap@isp.com.03.19.2005/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
________________________________________________________________________________
| Subject: | [ Duane the plane Mitchell ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Duane the plane Mitchell
Subject: Duane the plane's Kolb Mark III, 912
http://www.matronics.com/photoshare/mitchmnd@msn.com.03.19.2005/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: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Test message |
| Is the list working??
Hi John,
the signal is getting as far a the UK.
Actually flew the Challenger today. First flight since November.
Disgraceful.
First decent day and just managed to get the old girl out, checked and into
the air for about 15 minutes before the sunset. That is the legal cutoff
point here. Screen all misted with condensation by the time I put her away.
Hooray! Summer must be coming.
I see that temperatures are creeping up in Florida too. Must pack my short
and stetson. Yeehah!
Cheers
Pat
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
Bean/ Guys,
I'll be needing to get an ELT eventually , When Bob described
the AK 450 it sounded pretty good..... Anybody got a reason why I "shouldn't"
buy it ?
Gotta Fly...
Mike in MN
--------------------------
mike the ak450 is what i have in my mk III....... i like thew fact that you
can use d size batteries...... never needed it but it seems to test ok.......
when it arrives the cable to the remote activation keypad was too long.....
but if you can find someone who can put on a phone cord end..... you
can shorten it to what you need. just make sure that you get the same color
wires in the correct order. one end is different than the way the put the
colors in on phone cords.
boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 450 Ameri-King/ELT |
| I'll mount the ELT in the nose of my Firestar II , and
get rid of some of the "dead weight" that I've had to put up there...
|
Mike in MN
Hi Mike/Gang:
A few things to consider when mounting the ELT.
1. Probably want it to survive the crash so it transmit on "guard"
until you are found.
2. Also want the antenna to survive. Radio won't transmit without
the antenna.
Nose may not be the best place to mount ELT.
Take care,
john h
________________________________________________________________________________
| From: | "Bob and Jenn B" <tabberdd(at)hotmail.com> |
The elt must be placed in the most rearward area of the aircraft.
Bob
________________________________________________________________________________
| Subject: | 450 Ameri-King/ELT |
| From: | Erich_Weaver(at)URSCorp.com |
03/21/2005 11:37:10 AM
I have vague memories of reading something awhile back about future changes
in the kind or type of signal from ELTs that would be monitored. Cant
recall the details, but I believe that if the changes were to go into
effect, that some of the more inexpensive ELTs would essentially be
obsolete. Dont recall exactly what the proposed changes were, nor the
schedule for implementation, and have no idea if this impacts the 450
Ameri-King/ELT. Perhaps someone has a little more info on this than me?
regards
Erich Weaver
just enough knowledge to scare you
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
| Subject: | just enough knowledge to scare you |
Hey Guys,
I guess I'll write to some EAA guys and find out if they know something
about the ELT's.....don't wanna just throw money away....
I would think the ELT would come with mounting suggestions...From
what I'm understanding from you guys on the list is, the "nose" is NOT the place
for it....I've got room under my front seat ???
If anybody finds info about them becoming obsolete, let me know where to read
up on it...
I don't "Have to have it" until my 40 hrs are flown off.....So their isn't a rush....
Thanks Guys!
Gotta Fly...
Mike in MN (snows
melting fast now)
SNIP<<<<<<<<>>>>>>>>>>><<<<<<<<<<<<>>>>>>>>>>>>>><<<<<<<<<<>>>>>>
I have vague memories of reading something awhile back about future changes
in the kind or type of signal from ELTs that would be monitored. Cant
recall the details, but I believe that if the changes were to go into
effect, that some of the more inexpensive ELTs would essentially be
obsolete. Dont recall exactly what the proposed changes were, nor the
schedule for implementation, and have no idea if this impacts the 450
Ameri-King/ELT. Perhaps someone has a little more info on this than me?
regards
Erich Weaver
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...
---------------------------------
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: just enough knowledge to scare you |
Mike Pierzina wrote:
>
>Hey Guys,
> I guess I'll write to some EAA guys and find out if they know
something about the ELT's.....don't wanna just throw money away....
>
> I would think the ELT would come with mounting suggestions...From
what I'm understanding from you guys on the list is, the "nose" is NOT the
place for it....I've got room under my front seat ???
>
> If anybody finds info about them becoming obsolete, let me know where to read
up on it...
>
>I don't "Have to have it" until my 40 hrs are flown off.....So their isn't a rush....
>
> Thanks Guys!
> Gotta Fly...
> Mike in MN (snows
melting fast now)
>
>
>SNIP<<<<<<<<>>>>>>>>>>><<<<<<<<<<<<>>>>>>>>>>>>>><<<<<<<<<<>>>>>>
>
>
>I have vague memories of reading something awhile back about future changes
>in the kind or type of signal from ELTs that would be monitored. Cant
>recall the details, but I believe that if the changes were to go into
>effect, that some of the more inexpensive ELTs would essentially be
>obsolete. Dont recall exactly what the proposed changes were, nor the
>schedule for implementation, and have no idea if this impacts the 450
>Ameri-King/ELT. Perhaps someone has a little more info on this than me?
>
>
>regards
>Erich Weaver
>
Google 406 mhz elt.
I can't remember the date, but 'change is gonna come' within the next
couple of years if the FAA doesn't change its mind.
Charlie
________________________________________________________________________________
| From: | roger lee <ssadiver1(at)yahoo.com> |
| Subject: | Re: just enough knowledge to scare you |
Hi Mike,
I don't think you will have to worry about the elt's changing. that would mean
a few hundred thousand in the usa would have to be replaced in the entire aviation
structure.
there are mounting instructions that come with the unit. mount it on one of your
down tubes behind you. that will workout just fine. i also own a king 450, my
second one and it works just fine.
roger lee
tucson, az.
kolb markIII
Pierzina
Hey Guys,
I guess I'll write to some EAA guys and find out if they know something about the
ELT's.....don't wanna just throw money away....
I would think the ELT would come with mounting suggestions...From what I'm understanding
from you guys on the list is, the "nose" is NOT the place for it....I've
got room under my front seat ???
If anybody finds info about them becoming obsolete, let me know where to read up
on it...
I don't "Have to have it" until my 40 hrs are flown off.....So their isn't a rush....
Thanks Guys!
Gotta Fly...
Mike in MN (snows melting fast now)
SNIP<<<<<<<<>>>>>>>>>>><<<<<<<<<<<<>>>>>>>>>>>>>><<<<<<<<<<>>>>>>
I have vague memories of reading something awhile back about future changes
in the kind or type of signal from ELTs that would be monitored. Cant
recall the details, but I believe that if the changes were to go into
effect, that some of the more inexpensive ELTs would essentially be
obsolete. Dont recall exactly what the proposed changes were, nor the
schedule for implementation, and have no idea if this impacts the 450
Ameri-King/ELT. Perhaps someone has a little more info on this than me?
regards
Erich Weaver
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...
---------------------------------
---------------------------------
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: elt requirements |
http://www.avweb.com/news/avionics/183228-1.html
Here is the site for info on ELT's and the new requirements.
Fly Safe
Bob Griffin
________________________________________________________________________________
| Subject: | Rotax Clutch in "C" box questions |
Jason Omelchuck"
| From: | Jim Gerken <gerken(at)us.ibm.com> |
03/22/2005 09:13:08 AM
Guys, I am wondering about the clutch that is made for the Rotax "C"
gearbox, and it's possible application to the BMW R100 with "C" box.
Is there only one model clutch available, the one I see advertised as the
RK400 or something like that?
Any bad experiences with this clutch? (Hans, I remember your other clutch
disintigrated in flight, but that was not the Rotax part, correct?)
For those of you willing to think about it for a munute: Imagine the
out-of-concentricity-allowance the rubber hardy disk allows, then imagine
replacing the rubber with this clutch assembly. Now with the two shafts
(engine output and geabox input) more rigidly coupled, except for the
movement inside the clutch itself, how much shaft-to-shaft misalignment
would the clutch allow? Or am I missing something? I ask this because
even though I used all possible care in machining the driveline components
that adapt the "C" box to my BMW block, there is no way to measure the
alignment of these two shafts. I can only assume they are very very close,
and the rubber disk is in there today for any small takeup radially. I am
very quickly talking myself out of this idea.
Thanks!
Jim G
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rotax Clutch in "C" box questions |
Good Morning Jim G/Gang:
I am not going to get involved in the engineering concept of mating
clutches to engines.
However, I would like to know what the advantages as well as the
disadvantages of the clutch are when used in our applications with
Kolb aircraft.
I do not have a clutch, nor have I flown an aircraft with a clutch
installed. The only info I have is what I read and specifically a
first hand report from a close friend who is just now recovering from
a broken back. Major contributing factor to the accident was the
clutch installed on a 582. During a test flight over his private
grass strip at 1,000 feet, an approaching thunderstorm convinced him
to lose altitude quickly and land. At this time "Murphy" decided to
hook up with him and compounded his problems. During a steep
spiraling decent, with throttle closed at slow idle, the clutch
disconnected, and the 582 quit running. The battery was in need of a
charge, which was not done prior to this test flight, so the engine
could not be restarted. On the edge of the thunderstorm, the
anticipated wind direction changed and wind increased. The wind
milling effect of the prop created a huge air brake, effectively
killing glide speed. With only a small back yard to shoot for, as his
last and only option, he came up short and crashed.
From the above I can see two disadvantages of the clutch:
1. Engine quitting at idle after clutch disengages (primarily two
strokes).
2. Loss of glide speed and distance.
Advantages of the clutch are:
1. Easier starting.
2. Better idling on the ground.
What am I missing here? Those of you that fly with clutches, or have
personal experience with clutches, please add your comments on the
pros and cons of clutches.
My own personal opinion is not fly with a clutch. To overcome gear
box chatter and poor slow speed idle, idle the engine, two strokes,
above 2,000 rpm and get a good set of brakes.
When practicing emergency landings for engine failures, one will
quickly understand the difference in glide between an engine idling
and a dead stick. A dead stick glides much better than an idling
engine. What happens with the clutch equipped engine? Does the prop
speed increase as airspeed increases when gliding with a dead engine?
Seems to me, in this situation, we have turned our windmilling props
into rotary wings producing a lot of aft lift (drag).
john h
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Rotax Clutch in "C" box questions |
friend of mine in Key West has used one on his 582 Quicksilver Two place for
years >>
Hi Steve,
I shall be going out towards Key West after Sun `n Fun. What do you rate my
chances of bumming a ride?
Does a 200lb passenger put a crimp in the performance of a Quicksilver?.
I have flown in the Stearman they have at Key West and would love to do it
in an ultralight.
Cheers
Pat
--
________________________________________________________________________________
| Subject: | Re: Rotax Clutch in "C" box questions |
Get the clutch & install it, and, if it doesn't work, sell it to me for half
price.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: Rotax Clutch in "C" box questions |
In a message dated 3/22/2005 1:13:13 PM Eastern Standard Time, N27SB(at)aol.com
writes:
Just got off the phone with Air Tech, Your predictions are correct, the
windmilling prop will produce more drag than a stopped blade or a spinning
blade at idle.
In addition to the very smooth starts [yes, my idle is already set to 2300 &
there's still a lot of engine shake on startup], I will install one BECAUSE
of the increased drag when the prop dis-engages; looks to be better than flaps
for short-field landings. Just takes some getting used to.
If you need to glide long distances, don't install it.
Almost a necessity on a float plane.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Rotax Clutch in "C" box questions |
I'm not going to do it again but when my reduction drive broke on my VW
powered MKIIIc I had what amounts to a declutched wind milling prop. I
couldn't really detect any increased drag but I was a bit distracted. I
would think there would also be just a bit of thrust just as I was touching
down.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <HShack(at)aol.com>
Subject: Re: Kolb-List: Rotax Clutch in "C" box questions
>
> In a message dated 3/22/2005 1:13:13 PM Eastern Standard Time,
> N27SB(at)aol.com
> writes:
> Just got off the phone with Air Tech, Your predictions are correct, the
> windmilling prop will produce more drag than a stopped blade or a spinning
> blade at idle.
>
>
> In addition to the very smooth starts [yes, my idle is already set to 2300
> &
> there's still a lot of engine shake on startup], I will install one
> BECAUSE
> of the increased drag when the prop dis-engages; looks to be better than
> flaps
> for short-field landings. Just takes some getting used to.
>
> If you need to glide long distances, don't install it.
>
> Almost a necessity on a float plane.
>
>
> Howard Shackleford
> FS II
> SC
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rotax Clutch in "C" box questions |
| Had a friend locally put a clutch on his Titan Tornado because he
was
| flying it in and out of a very short strip. He claimed that with the
engine
| at idle it made a good air brake.
|
| Richard Pike
Richard/All:
Good example.
A couple more examples of props that increase drag are:
1. Gyroplane main rotor blades. They are windmilling and providing
lift.
2. A helicopter in autorotation is windmilling and providing lift.
Some folks have a hard time understanding why a windmilling prop
creates a lot more drag than a dead stick. I remember one gentleman
on this List who stated his Kolb glided further with less drag at idle
rpm than with dead stick. Never did find out how he had it rigged to
do that. ;-)
Take care,
john h
PS: With a dead stick I can have a lot more choice on where I am
going to land than with a windmilling prop that is acting like a drag
chute. Course, with 40 degs of flaps on the old MKIII, I can have the
best of both.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: Rotax Clutch in "C" box questions |
> Just to add my two cents worth to the drag/less drag with
> clutch/stopped prop issue - Had a friend locally put a clutch on his
> Titan Tornado because he was flying it in and out of a very short
> strip. He claimed that with the engine at idle it made a good air
> brake.
EAA/CAFE have done extensive testing of prop induced drag by
investigation of zero-thrust point end-play of a crankshaft when it
loads or unloads from thrust. Interesting reading....
http://members.eaa.org/home/flight_reports/technology.html
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Rotax Clutch in "C" box questions |
if you go to Key West
Thanks Lar,
I have made a note in the `things to do` section.
Cheers
Pat
--
________________________________________________________________________________
| Subject: | Re: Rotax Clutch in "C" box questions |
http://www.grc.nasa.gov/WWW/K-
12/TRC/Aeronautics/Maple_Seed.html
Another example of autorotation we learned as kids.
Do not
archive
________________________________________________________________________________
| From: | Steve Kroll <muso2080(at)yahoo.com> |
| Subject: | Re: Rotax Clutch in |
when I
was practicing dead stick landing in my Original Firestar it seemed to
have better glide with the engine off then with the prop turning at idle.>>>
Bryan Green Elgin SC
Bryan/ guys
My experience with an engine out in the Mk2 showed a much poorer glide ratio with
the engine off and the prop stopped than when the engine is idling. If you're
talking clutched engines here, forgive the intrusion. Mine is not.
Steve Kroll
Mk2 503 scsi
---------------------------------
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: elt requirements |
this was coppied from the avweb page.........
Enter TSO C-91a
For all of these reasons, the FAA finally came up with a new and more
rigorous spec for ELTs: TSO C-91a. The new C-91a are required to have a
remote panel-mounted switch (which allows the pilot to manually activate the
ELT) and a panel-mounted light or horn to alert the pilot when the ELT is
actually transmitting. The new ELTs also have a "G" switch that will
activate with an acceleration of 3.5 feet-per-second, a heavy-duty airframe
mount, and a frequency tolerance of .005% (among other things).
coppied from my ak-450 instalation and operation manual
(cover)
document no.: IM-450
installation and operation manual
for
model ak-450 elt emergency locator transmitter
per tso-c91a, rtca do-183 and do-160c requirements
(pg 3 paragraph 1.2)
the ak-450 elt emergency locator transmitter is an electronic solid state
baded equipment. it is an extremely reliable equipment, designed to meet
tso-c91a requirements, batteries operated and self contained. ......
it seems that the new spec for elt is tso c-91a and the ak-450 meets
those repuirements......
boyd
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rotax Clutch in |
| My experience with an engine out in the Mk2 showed a much poorer
glide ratio with the engine off and the prop stopped than when the
engine is idling. | Steve Kroll
Steve/All:
Unusual performance!
High fast was your engine idling?
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Rotax Clutch in |
|
| High fast was your engine idling?
|
| john h
Gang:
See what happens when one tries to type before the first cup of
coffee.
Should have read "How" instead of "High".
john h
________________________________________________________________________________
| Subject: | Re: Rotax Clutch in "C" box questions |
| From: | "Bob Pongracz" <pongoflyer(at)myway.com> |
Talked again to my friend in Key WstHe flies almost every day several hoursWhat
am I doing wrong?! Bob PFogelsville, PAFireflyFlying M (P91)
No banners. No pop-ups. No kidding.
Make My Way your home on the Web - http://www.myway.com
________________________________________________________________________________
| From: | "tom sabean" <sabean(at)ns.sympatico.ca> |
Fellas,
What is the easiest way to change the oil on a 912? I have the standard Xtra setup,
oil tank mounted out front and the oil cooler suspended at the rear.
Thanks,
Tom Sabean
M3X 912
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912 Oil change |
| What is the easiest way to change the oil on a 912? | Tom Sabean
Tom/Gang:
The easiest way is let somebody else do it for you. ;-)
Here's how I do mine:
1. Fly around the patch.
2. Pop the oil and vent lines off the oil tank.
3. Loosen one bolt on the oil tank clamp and pull out the tank and
dump it. Leave it upside down draining while I do the filter.
4. I have a small piece of aluminum sheet to use as a deflector under
the oil filter fitting. Pull the oil filter off and let the little
bit of oil drain into a coffee can.
5. I don't worry about the oil that is left in the oil cooler and
lines. I change the oil more often than the book calls for, which is
100 hours.
6. Sometimes I go ahead and fill up the oil tank before putting it
back on the engine. Usually put 3 qts in it. Fly over to my buddies
air strip and gunk the engine and check oil level. He has a water
hose at his strip and I don't. The FBO at Wetumpka did not want me
gunking my engine there because it smelled bad. Shoot, I love the
smell of gunk. Means clean engines to me. The short 6 mile flight
home dries the engine off good and I can check to see if I have any
oil leaks when I get back on the ground at home.
BTW: A few days ago I mentioned I thought I might have an engine oil
leak or maybe spilled some oil when I changed it last. Couple days
ago I gunked the engine and discovered no oil leaks. That sure made
me feel good. Was a little oil residue from what dripped out of the
oil lines during the last oil change, most likely.
I am using Shell Rotella 5W40 full sythetic oil and Fram TG3614 or
3600 oil filters when burning auto fuel. When burning a lot of 100LL
I switch to Valvoline Duralblend Semi-synthetic 10W40. With 923.0
hours on the 912ULS, everything is operating great. Old engine is
just as strong now as it was when new. I see no reason to tear it
down at 1,500 hours as prescribed by Rotax TBO. I'll keep doing
occasional compression checks to see if there is any change. If not,
we are going to get our money's worth out of it.
Take care,
john h
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: 912 Oil change |
> Pull the oil filter off and let the little
> bit of oil drain into a coffee can.
Most always cut the old filter open to see what's been filtered out.
Little metallic bits could be a heads up.......
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Fuel Line/Pulse Line |
| Anybody else have any first hand experience with an engine out that
might add to this discussion?
|
| Steve Kroll
Steve/All:
I am assuming you are using clear, blue, yellow urethane tubing for
your pulse line and fuel lines. I did the same thing for a long, long
time. Do not ask me why I used the stuff, but I did. Probably
because everybody else was using it. Several years ago I changed over
to Gates heavy wall 1/4" ID neoprene automotive fuel line. It is
highly resistant to UV and heat. Last for years. It is reinforced
inside with braided cord. Sometimes the outter layer will crack a
little next to the hose clamp. When it does, I cut off a half inch
and stick it back on there.
Plastic fuel and pulse lines are notorious for failure. Sometimes
they will look 100%, reach over and grab the pulse line, and it will
break off at the fitting.
Anybody see any advantage in using plastic fuel line? Is there a
necessity to see the fuel inside it?
I personally consider it dangerous. Therefore, I do not use it.
If you use it, don't be afraid to reach over and give it a tug at each
fitting to insure it is still serviceable. Can't always tell by
giving it a cursory glance.
john h
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
| Subject: | Re: Fuel Line/Pulse Line |
I use blue urethane fuel line on mine all the time. Some of it has been on for
8 years and was still flexible when I took it off. There is a type of urethane
that only lasts a few weeks to a year and it's bad news. I got a hold of that
one time (color was pink and bought from LEAF, however their blue fuel line is
what I use now). Cable ties work great for securing it.
It's a no-no to use it for the pulse line. Use thick single ply auto fuel line
and worm clamps on the fuel pump with some sleeving for protection.
Ralph
Original Firestar
18 years flying it
-- "John Hauck" wrote:
| Anybody else have any first hand experience with an engine out that
might add to this discussion?
|
| Steve Kroll
Steve/All:
I am assuming you are using clear, blue, yellow urethane tubing for
your pulse line and fuel lines. I did the same thing for a long, long
time. Do not ask me why I used the stuff, but I did. Probably
because everybody else was using it. Several years ago I changed over
to Gates heavy wall 1/4" ID neoprene automotive fuel line. It is
highly resistant to UV and heat. Last for years. It is reinforced
inside with braided cord. Sometimes the outter layer will crack a
little next to the hose clamp. When it does, I cut off a half inch
and stick it back on there.
Plastic fuel and pulse lines are notorious for failure. Sometimes
they will look 100%, reach over and grab the pulse line, and it will
break off at the fitting.
Anybody see any advantage in using plastic fuel line? Is there a
necessity to see the fuel inside it?
I personally consider it dangerous. Therefore, I do not use it.
If you use it, don't be afraid to reach over and give it a tug at each
fitting to insure it is still serviceable. Can't always tell by
giving it a cursory glance.
john h
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
I have heard that a few of you will be going to Sun-N-Fun. I will be there
on April 12-13 then I need to head back to Michigan. Who from the Kolb
group will be attending. Has anyone planned a place and time for group
gathering? I will be driving so I can take up to three people with me if
anyone needs transportation for a restaurant gathering.
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Count me in for Sun & Fun. I will be camping at the main camp ground. As in
the past, I think the idea of wearing a name tag is a good idea if you want to
meet others around the Kolb display. Mabey a little sign can be put up on
their trailer to announce when and where for a gathering, or we can plan ahead
of
time for one? Actually today I'm putting a new radiator in my car so I can
make it down and back.
Bob Griffin
near Albany NY
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Sport Pilot, Preventive Maintenance & FAR's |
| If you can register as EAB, do it. That way you can get the
repairman
| certificate and don't have to attend the 16 or 120 hour courses to
work on
| or inspect the ELSA.
|
|
| John Williamson
Morning John W/All:
You lost me with all the acronyms.
I don't know much, if anything, about the Sport Pilot thing, but I
like the idea of going experimental/home built. As I understand the
system, I can fly it with private ticket or SP, depending on my choice
and physical condition, as long as I do not flunk a flight physical.
john h
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
| Subject: | Re: Sport Pilot, Preventive Maintenance & FAR's |
-- "John Hauck" wrote:
| If you can register as EAB, do it. That way you can get the
repairman
| certificate and don't have to attend the 16 or 120 hour courses to
work on
| or inspect the ELSA.
|
|
| John Williamson
Morning John W/All:
You lost me with all the acronyms.
I don't know much, if anything, about the Sport Pilot thing, but I
like the idea of going experimental/home built. As I understand the
system, I can fly it with private ticket or SP, depending on my choice
and physical condition, as long as I do not flunk a flight physical.
john h
John, there is nothing for you to be concerned about unless you think that you
can't pass the flight physical. At that point don't take it. If you do and flunk
it, you won't be able to fly again, unless you want to go back to flying an
Ultrastar. When you get up in years, you can transition your PPL to an SP ticket
using your drivers license in place of your medical.
Ralph
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | Sun-N-Fun's 2nd Annual Great Kolb Hanger Flying Event |
News Flash: Sun-N-Fun's 2nd Annual Great Kolb Hanger Flying Event is taking
shape!
Kolbers:
Last year George Randolph & I hosted a this gathering at my trailer
& it proved the highlight of the week for some of us. The wonderful
stories, jokes, technical information exchange & camaraderie was priceless.
We plan on being there Wed thru Sat. We will be setup in the UL Trailer
field immediately adjacent & south of UL Camping area. Our game plan was to
provide a time & place for Kolbers to meet without a lot of complications or
unnecessary work. Everyone was asked to bring a chair & a smile, we'd
provide some hot drinks or facilities to cook your supper. George surprised
us with his infamous beans which if I recall correctly, only John Hauck was
man enough to eat.
We need to select a nite that is best for most people. I would
suggest we do not compete with the evening pyrotechnic flight program which
I assume is taking place again this year & I obviously don't know the day if
it is. If the group is set on going out to eat, then it should not be on
that nite either.
I'll bring my laptop with pics & info on my turbo Geo Metro
conversion. Maybe John could bring some of his awesome travel pics & other
possibilities are exciting! We'll have a mini campfire, a few extra chairs,
ice, water, coffee & tea, & a generator to charge your laptop. You all can
bring snacks or whatever you need to get rid of, or just yourself.
So let's hear some feedback on your choice of which nite to gather
or which nite not to gather.
Richard Swiderski
SlingShot
Turbo Suzuki Conversion
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Sun-N-Fun's 2nd Annual Great Kolb Hanger Flying Event |
I'll try and cut my DVD down in size some more.>>
Hey John,
get it sorted and burn some copies. Bet you could sell them and Kolb should
distribute them to show what their a/c can do.
Cheers
See you there
Pat
--
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
| Subject: | Re: Sun-N-Fun's 2nd Annual Great Kolb Hanger Flying Event |
> Richard writes
> > We need to select a nite that is best for most people. I would
> suggest we do not compete with the evening pyrotechnic flight program
> which
> I assume is taking place again this year & I obviously don't know the
> day if
> it is. If the group is set on going out to eat, then it should not be
> on
> that nite either.
>
Hi gang The evening air show is Saturday 4/16 at 8pm. Hope
this helps in your schedualing?
Bob Griffin
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | Re: prop testing |
Hans,
I was reading over some old email I saved & this is really
interesting. I am looking for an inflight adjustable prop for my Kolb
SlingShot with a 90-100hp turbo 3-cyl 4-stroke. I can't seem to find a
three blade that is light enough or affordable enough beyond the Ivo UL &
Medium. Did you notice any higher end cruise performance differences
between the UL & Medium? Are there any other options that you are aware of?
Thanks,
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Hans van Alphen
Subject: Kolb-List: Re: prop testing
>From: jerb <ulflyer(at)airmail.net>
>Subject: Kolb-List: How's Powerfin Prop Compare
>
>
>Has any one recently had a chance to compare performance of Powerfin prop
>back to back with any other brands like TPI, IVO, and Warp. What was the
>conclusion? What plane, engine, brand of prop, # blades. Looking for good
>objective feedback.
>jerb
>
>
Hey Jerb and All,
Just finished my test flights with the inflight electric Ivo props, both the
3 blade ultralight and 2 and 3 blade medium models and compared them to my
existing 68" 3 blade PowerFin - F.
These test were on my fourstroke BMW with a Rotax C gearbox 3:1. about 70
hp.
I made a chart plotting the rpm. and speed to get a real feel for comparison
of efficiency.
The PowerFin is the most efficient, but only by a small margin and is not
inflight adjustable unless you want to spend $2,800.-
The Ivo 68" 3 blade ultralight prop is surprisingly close to the PowerFin
and only $860.- for inflight adjustable. But most important, it is
absolutely smooooth... at all rpm's.
Next I tried the Ivo Medium 2 blade hoping for more efficiency with the
wider blade, but it was not, almost identical, but a lot more vibrations, to
the point where it was uncomfortable.
The Ivo Medium 3 blade was definitely smoother, but not as smooth as the
ultralight model and about the same efficiency.
The clear winner for my situation is the Ivo ultralight 68" 3 blade inflight
adjustable.
Now I can actually get to 84 mph at 5200 rpm. and cruise very nice at 4800
rpm at 76 mph. and burn 3 gallons per hour.
Between Climb pitch and Cruise pitch I see a 26 mph increase in speed....
It is like adding another gear.
All this testing was done at 850 LB gross weight in my Mark III Xtra.
The inflight adjustable prop really makes sense with a fourstroke engine,
unless you have 100 hp and power to burn.
Hans van Alphen
Mark III Xtra
BMW powered
78 hours
________________________________________________________________________________
| Subject: | Re: prop testing |
In a message dated 3/26/2005 2:38:52 PM Eastern Standard Time,
rswiderski(at)earthlink.net writes:
> rswiderski(at)earthlink.net>
>
> Hans,
>
> I was reading over some old email I saved &this is really
> interesting. I am looking for an inflight adjustable prop for my Kolb
> SlingShot with a 90-100hp turbo 3-cyl 4-stroke. I can't seem to find a
> three blade that is light enough or affordable enough
Richard, Kiev is working on an in flight, but I don't think it is going to be
cheap, the standard 3 blade is $695
steve
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
| Subject: | Fat Ultralight to Sport Category |
Been reading the posts regarding conversion to Sports category, and am a bit confused!
I have a single seat Firestar 2 that I'm flying as a fat ultralight.
I want to eventually convert it to Sport category. I built it, and do have a
private pilot (plus commercial and ATP) rating. Here are the questions I hope
someone will answer:
1. I want to do all the maintenance, plus the annual inspection. Do I have to
take the 16 hour course, or does having a PP license exempt me from that requirement?
2. When I register the FS in the sport category, does it become an experimental
amateur built aircraft in the sport category, or something else?
3. Part 103 operational restrictions are pretty loose (altitude restrictions,
etc.). Experimental Aircraft restrictions under Part 91 are more restrictive
(IE 500 feet from nearest person, structure, etc). Do Light Experimental Sport
Aircraft have their own set of operational restrictions, or do those in Part
91 apply?
Thanks in Advance,
Dave Bigelow
FS2
Kamuela, Hawaii
________________________________________________________________________________
| From: | "ul15rhb(at)juno.com" <ul15rhb(at)juno.com> |
| Subject: | Re: Fat Ultralight to Sport Category |
c421892441155d4139345d113415b534d19d7134807179a1809db9d96dfd41541da47d217d7429844d908444919029e9b9e0e59020e1c020008de159c059590d4dd514645175f9c9b124c92d94b1652465
Hi Dave,
In answering your questions:
1) You can do the maintenance, but will have to take the 16-hour course if registered
Experimental ELSA. If you built your Firestar, you can register it Experimental
AB (Amateur Built), and don't have to take the course but will get the
repairman's cert. Either way, it's an LSA aircraft if it's under 1320 lbs empty.
2) It can be an Experimental AB or ELSA, depending how you register it. Again,
both are Sport Light Aircraft.
3) Part 91 applies, but since you have a PPL and higher licenses, you have other
privileges a new Sport Pilot doesn't have.
I hope this helps. Here are some websites to help answer more questions:
http://www.sportpilot.org/
http://www.usua.org/SportPilot/
http://afs600.faa.gov/
Ralph
-- "David L. Bigelow" wrote:
Been reading the posts regarding conversion to Sports category, and am a bit confused!
I have a single seat Firestar 2 that I'm flying as a fat ultralight.
I want to eventually convert it to Sport category. I built it, and do have a
private pilot (plus commercial and ATP) rating. Here are the questions I hope
someone will answer:
1. I want to do all the maintenance, plus the annual inspection. Do I have to
take the 16 hour course, or does having a PP license exempt me from that requirement?
2. When I register the FS in the sport category, does it become an experimental
amateur built aircraft in the sport category, or something else?
3. Part 103 operational restrictions are pretty loose (altitude restrictions,
etc.). Experimental Aircraft restrictions under Part 91 are more restrictive
(IE 500 feet from nearest person, structure, etc). Do Light Experimental Sport
Aircraft have their own set of operational restrictions, or do those in Part
91 apply?
Thanks in Advance,
Dave Bigelow
FS2
Kamuela, Hawaii
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
| Subject: | Re: Fat Ultralight to Sport Category |
Dave and Group,
I'm no expert, but I'll give my best answers, and then anyone with more
knowledge can correct me.
>1. I want to do all the maintenance, plus the annual inspection. Do
I have to
>take the 16 hour course, or does having a PP license exempt me from
that requirement?
The way I understand it, you would have to take the 120 hour course to
do both.
>2. When I register the FS in the sport category, does it become an
experimental
>amateur built aircraft in the sport category, or something else?
It would be something else, Experimental-Light Sport Aircraft. But since
you built it, you could chose to register it as Experimental-AB, and
apply for the repairman certificate.
>3. Part 103 operational restrictions are pretty loose (altitude
restrictions,
>etc.). Experimental Aircraft restrictions under Part 91 are more
restrictive
>(IE 500 feet from nearest person, structure, etc). Do Light
Experimental Sport
>Aircraft have their own set of operational restrictions, or do those
in Part
>91 apply?
The same restrictions apply as other aircraft. When I flew ultralights,
I always assumed that the restrictions were not looser, and I stayed 500
ft from people and buildings. The only problem that I had was that my
normal ultralight flying occasionally went into the definition of
aerobatic (steep climbs and descents).
John Jung
Firestar II N6163J
Surprise, AZ
________________________________________________________________________________
| From: | Ted Cowan <trc1917(at)direcway.com> |
who is the contact person for the monument valley trip? ted cowan, alabama
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: 450 Ameri-King/ELT |
Mike,
When I read where you were considering mounting it, like John the first
thing that crossed my mind was would it survive an impact. Suggest you
locate it and the antenna in the fuselage section behind the
passengers. The little whip antennas like they used to use on Piper
Cherokees work well.
jerb
>
> | I'll mount the ELT in the nose of my Firestar II , and
>get rid of some of the "dead weight" that I've had to put up there...
>|
>
>
> Mike in MN
>
>
>Hi Mike/Gang:
>
>A few things to consider when mounting the ELT.
>
>1. Probably want it to survive the crash so it transmit on "guard"
>until you are found.
>
>2. Also want the antenna to survive. Radio won't transmit without
>the antenna.
>
>Nose may not be the best place to mount ELT.
>
>Take care,
>
>john h
>
>
________________________________________________________________________________
| Subject: | 6-gallon gas tanks revisited |
| From: | Erich_Weaver(at)URSCorp.com |
03/28/2005 11:52:16 AM
Got a chuckle this morning.
Awhile back someone posted to the kolb list a website where some relatively
cheap six-gallon plastic tanks could be ordered that might be suitable for
fuel tanks. I took a look and decided to order some to hold water for my
camper van. Anyway, they havent arrived yet, so this morning I called the
company to check the order status. The guy that answered said that he
couldnt figure it out, they usually dont sell many of them, but that there
had recently been a whole bunch of them ordered, and the orders werent just
from one area, they seemed to be spread out over the country. Wanted to
know if I knew anything about what could have caused that?
Not wanting to start any fears about liability, I mumbled some vague
reference about an internet chat site posting. Anyway, for any others
still waiting, it could be a few weeks while they get caught up.
regards
Erich Weaver
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Kolb-List Brs on Firefly |
list,
I have been in lurk mode for a good while because my Firefly project has
been on hold for a very long time. Duane the Plane has already built a Mark111
since I started the Fly. But I DID start After Larry Borne. My hold up has
been a hangar spot. I think I have found one now, Soooooooooooo. I need some
help with the Install of the BRS. I made a tray mount Like Duane designed,
but I sure could use some pictures of the routing of cables ect. I just have
not seen any FireFly's with chutes installed. Maybe the lister who bought
Duanes Firefly could help me. Also If anyone has good advice on what to do or
not to do on engine break-in,that would be a great help. Thanks to all who
have helped in the past. I would be more lost than I am now. I didn't find
anything on chute mounting for Firefly in the archives.
Thanks Again
Ed { in Houston}
________________________________________________________________________________
| From: | ray anderson <rsanoa(at)yahoo.com> |
| Subject: | Re: Kolb-List Brs on Firefly |
Ed,
I would strongly urge you to contact BRS ( 651-457-7491 ) and ask for a
diagram showing proper mounting of the cannister and cables . They have worked
out what is best for all of the Kolbs. I got good information for installing
mine on my UltraStar. It's too critical to just guess if it's hooked properly.
DAquaNut(at)aol.com wrote:
list,
I have been in lurk mode for a good while because my Firefly project has
been on hold for a very long time. Duane the Plane has already built a Mark111
since I started the Fly. But I DID start After Larry Borne. My hold up has
been a hangar spot. I think I have found one now, Soooooooooooo. I need some
help with the Install of the BRS. I made a tray mount Like Duane designed,
but I sure could use some pictures of the routing of cables ect. I just have
not seen any FireFly's with chutes installed. Maybe the lister who bought
Duanes Firefly could help me. Also If anyone has good advice on what to do or
not to do on engine break-in,that would be a great help. Thanks to all who
have helped in the past. I would be more lost than I am now. I didn't find
anything on chute mounting for Firefly in the archives.
Thanks Again
Ed { in Houston}
---------------------------------
________________________________________________________________________________
| Subject: | Re: Kolb-List Brs on Firefly |
In a message dated 3/28/05 11:09:56 AM Central Standard Time,
DAquaNut(at)aol.com writes:
> I just have
> not seen any FireFly's with chutes installed. Maybe the lister who bought
> Duane's Firefly could help me.
Hi Ed,
I bought Duane's Firefly but unfortunately it is getting a facelift and the
BRS is currently removed. Because of the added weight of the floats I will be
putting a new 750 BRS back on and using the factory method. Duane did not use
the factory style mount so his method is different. I will look at some of my
old photos and see if any of them show any details. I have already started a
Firefly kit so we will be offering Duane"s Firefly for sale at Sun n Fun. If
you are at the show you should track it down, it will be at the Kolb booth
unless we are at Lake Parker flying.
Steve Boetto
FF007 on floats
________________________________________________________________________________
| From: | "George E. Myers Jr." <gmyers(at)corridor.net> |
| Subject: | Re: 6-gallon gas tanks revisited |
'splains that.
George
At 03-28-2005, you wrote:
>
>Got a chuckle this morning.
>
>Awhile back someone posted to the kolb list a website where some relatively
>cheap six-gallon plastic tanks could be ordered that might be suitable for
>fuel tanks. I took a look and decided to order some to hold water for my
>camper van. Anyway, they havent arrived yet, so this morning I called the
>company to check the order status. The guy that answered said that he
>couldnt figure it out, they usually dont sell many of them, but that there
>had recently been a whole bunch of them ordered, and the orders werent just
>from one area, they seemed to be spread out over the country. Wanted to
>know if I knew anything about what could have caused that?
>
>Not wanting to start any fears about liability, I mumbled some vague
>reference about an internet chat site posting. Anyway, for any others
>still waiting, it could be a few weeks while they get caught up.
>
>regards
>
>Erich Weaver
>
>
>--
George E. Myers Jr.
San Marcos Tx.
http://www.geohome.sytes.net
gmyers(at)corridor.net
--
________________________________________________________________________________
| Subject: | Re: Kolb-List Brs on Firefly |
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
Ed --
Where'd ya find hangar space? Alvin?
-- Robert
-------- Original Message --------
> From: DAquaNut(at)aol.com
> Sent: Monday, March 28, 2005 10:10 AM
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Re: Kolb-List Brs on Firefly
>
>
> list,
>
> I have been in lurk mode for a good while because my Firefly project has
> been on hold for a very long time. Duane the Plane has already built a Mark111
> since I started the Fly. But I DID start After Larry Borne. My hold up has
> been a hangar spot. I think I have found one now, Soooooooooooo. I need some
> help with the Install of the BRS. I made a tray mount Like Duane designed,
> but I sure could use some pictures of the routing of cables ect. I just have
> not seen any FireFly's with chutes installed. Maybe the lister who bought
> Duanes Firefly could help me. Also If anyone has good advice on what to do
or
> not to do on engine break-in,that would be a great help. Thanks to all who
> have helped in the past. I would be more lost than I am now. I didn't find
> anything on chute mounting for Firefly in the archives.
>
> Thanks Again
> Ed { in Houston}
>
>
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
Happy Easter BTW
http://possums.photosite.com/Black/
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
| Subject: | Fw: Fat Ultralight to Sport Category |
Thanks for the replies.
From what I've gathered from the response to my questions and researching the links,
here are the answers:
1. Experimental Light Sport Aircraft Category - anyone can do the maintenance.
The annual has to be done by a Repairman or A&P. The owner/builder can take
the 16 hour course and be certified as a Repairman for that particular aircraft
only.
2. Experimental Amateur Built - builder can obtain a Repairman certificate for
that particular aircraft only. This enables him to do any maintenance and the
annual inspection.
The experimental amateur built category is set up for inspections during the building
process. Can you go the AB route with an aircraft that is already finished
and has flying time? Has anyone on this list done that? I'd be interested
in their experiences with the FAA.
Thanks,
Dave Bigelow
FS2
Kamuela, HI
----- Original Message -----
From: David L. Bigelow
Subject: Fat Ultralight to Sport Category
Been reading the posts regarding conversion to Sports category, and am a bit confused!
I have a single seat Firestar 2 that I'm flying as a fat ultralight.
I want to eventually convert it to Sport category. I built it, and do have a
private pilot (plus commercial and ATP) rating. Here are the questions I hope
someone will answer:
1. I want to do all the maintenance, plus the annual inspection. Do I have to
take the 16 hour course, or does having a PP license exempt me from that requirement?
2. When I register the FS in the sport category, does it become an experimental
amateur built aircraft in the sport category, or something else?
3. Part 103 operational restrictions are pretty loose (altitude restrictions,
etc.). Experimental Aircraft restrictions under Part 91 are more restrictive
(IE 500 feet from nearest person, structure, etc). Do Light Experimental Sport
Aircraft have their own set of operational restrictions, or do those in Part
91 apply?
Thanks in Advance,
Dave Bigelow
FS2
Kamuela, Hawaii
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Sun n Fun Kolb Gathering(s) |
We need to agree on where we can meet and socialize.
Lets' get together Thursday night after the vendor exhibits close down. That will
give the early campers some time to settle in and not interfere with Sat night's
light show. We can either go to the bar-b-que place and eat or eat something
on-site then meet at the camp ground. Maybe two nights ?
Open to suggestion,
Duane the plane Mitchell
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Fat Ultralight to Sport Category |
>
>
>The experimental amateur built category is set up for inspections during
>the building process. Can you go the AB route with an aircraft that is
>already finished and has flying time? Has anyone on this list done
>that? I'd be interested in their experiences with the FAA.
>
>Thanks,
>Dave Bigelow
>FS2
>Kamuela, HI
Yes. If the aircraft was included in the FAA's list of aircraft that
qualified for that category (not totally prefabbed / just bolt it together
and go) or if you have a way of showing that it was amateur built. Are
there pictures of the building process? Can you prove that it was amateur
built and not factory built? In other words, there is a process in place
for licensing an Experimental Amateur Built aircraft, can you prove that
your ultralight/fat ultralight fits those parameters? Or can you create a
paper trail good enough to make the feds happy?
Not having had inspections during the building process should not be a real
problem. Back in 1983, I built a Maxair Hummer and flew it for a year as a
legal ultralight, but because I live (and have a grass strip) inside the
Class D airspace, life under Part 103 was complicated. So I licensed it
into part 91, Experimental, Amateur Built.
I would suggest you talk to whoever is going to do the actual inspection
,(DAR) make sure that your ducks are pretty much in a row ahead of time
(your local EAA Technical Advisor can help you out) and see if there are
any particular hoops that DAR wants jumped through, but it out to be pretty
straightforward.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Fw: message Linda's Farewell |
Morning All:
Linda asked me to forward the following msg for her. We will all miss her help
when we call Kolb.
john h
----- Original Message -----
From: KOLB AIRCRAFT
Subject: message
Hi John,
I would ask a favor of you.
Can you please post this message on the Kolb List for me.
I will be leaving New Kolb Aircraft effective this Wednesday, 3/30/05.
I wanted to say goodbye to everyone. I have thoroughly enjoyed working
with all of you and wish everyone the very best in life.
Take care John and everyone.
Linda
________________________________________________________________________________
| From: | "Kolbdriver" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: Sun n Fun Kolb Gathering(s) |
Sounds good to me. If the winds and weather are favorable I should arrive
just in time to go eat. (depends on what time the exhibits close down!) I
plan to leave MMI at sunrise on Thursday.
Steven Green
MKIII 912S
----- Original Message -----
From: "H MITCHELL" <mitchmnd(at)msn.com>
Subject: Kolb-List: Sun n Fun Kolb Gathering(s)
>
>
> We need to agree on where we can meet and socialize.
>
> Lets' get together Thursday night after the vendor exhibits close down.
That will give the early campers some time to settle in and not interfere
with Sat night's light show. We can either go to the bar-b-que place and eat
or eat something on-site then meet at the camp ground. Maybe two nights ?
>
> Open to suggestion,
> Duane the plane Mitchell
>
>
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
| Subject: | RE: Fat Ultralight to Sport Category |
Thanks for the reply, Richard. I think I'll continue to fly my bird under Part
103 until sometime in early 2007. By that time things with the Sport Rule will
have stabilized. Hopefully, there will be a correspondance version of the
16 hour course available by then. If not, I'll jump through the necessary hoops
Pike
>
>
>The experimental amateur built category is set up for inspections during
>the building process. Can you go the AB route with an aircraft that is
>already finished and has flying time? Has anyone on this list done
>that? I'd be interested in their experiences with the FAA.
>
>Thanks,
>Dave Bigelow
>FS2
>Kamuela, HI
Yes. If the aircraft was included in the FAA's list of aircraft that
qualified for that category (not totally prefabbed / just bolt it together
and go) or if you have a way of showing that it was amateur built. Are
there pictures of the building process? Can you prove that it was amateur
built and not factory built? In other words, there is a process in place
for licensing an Experimental Amateur Built aircraft, can you prove that
your ultralight/fat ultralight fits those parameters? Or can you create a
paper trail good enough to make the feds happy?
Not having had inspections during the building process should not be a real
problem. Back in 1983, I built a Maxair Hummer and flew it for a year as a
legal ultralight, but because I live (and have a grass strip) inside the
Class D airspace, life under Part 103 was complicated. So I licensed it
into part 91, Experimental, Amateur Built.
I would suggest you talk to whoever is going to do the actual inspection
,(DAR) make sure that your ducks are pretty much in a row ahead of time
(your local EAA Technical Advisor can help you out) and see if there are
any particular hoops that DAR wants jumped through, but it out to be pretty
straightforward.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
| Subject: | Re: experimental light sport or experimental amature |
built
this is copied out of kitplanes. i hope the colums work out
ls-i light sport inspector
ls-m light sport maintenance
----------------------------------
experimimental light sport
owner ls-i ls-m / a&p
n n n mods during const
y y y mods after const
y 1 y prevenative maintenance
y 1 y repairs and major maintance
n n y-2 100 hour inspection
n 1 y anual inspection
1 can perform if owner of aircraft
2 former part 103 two seat exemption aircraft
transferred to elsa and used for training.
experimental amateur built
owner repairman / a&p
y y mods during const
y y mods after const
y y prevenative maintenance
y y repairs and major maintance
na na 100 hour inspection
n y anual inspection
-----------------------
it seems to me that if you built it and can get the repairman cert that "ex ab"
is a good option if you want to keep it... however if you want it to be more
eyecatching for a buyer down the line "e ls" would enable him to do anuals
if he gets the light sport inspectors licence.... however you would have to
get it as well.
boyd
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Sun n Fun Kolb Gathering(s) |
Is anyone interested in meeting for dinner on Tuesday night I will be gone
by Thursday.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Kolbdriver" <Kolbdriver(at)bellsouth.net>
Subject: Re: Kolb-List: Sun n Fun Kolb Gathering(s)
>
> Sounds good to me. If the winds and weather are favorable I should arrive
> just in time to go eat. (depends on what time the exhibits close down!) I
> plan to leave MMI at sunrise on Thursday.
>
> Steven Green
> MKIII 912S
>
> ----- Original Message -----
> From: "H MITCHELL" <mitchmnd(at)msn.com>
> To: "kolblist"
> Subject: Kolb-List: Sun n Fun Kolb Gathering(s)
>
>
>>
>>
>> We need to agree on where we can meet and socialize.
>>
>> Lets' get together Thursday night after the vendor exhibits close down.
> That will give the early campers some time to settle in and not interfere
> with Sat night's light show. We can either go to the bar-b-que place and
> eat
> or eat something on-site then meet at the camp ground. Maybe two nights ?
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
Kolbers,
I got my cans today from B&A industial.
They are too thin for fuel tanks in my opinion so if anyone here wants them for
what I have in them, I'll drop them back in the mail to ya and I'll eat the shipping.
First one to ask gets them for $19.70. (2) 6 gallon plastic jugs
Sincerely,
Denny Rowe
PS: I am still looking for 6 or 7 gallon cans that will fit in the Mk-3s standard
spots to replace my 5 gallon units, if anyone locates thicker wall units, drop
me a line.
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: rotax manuals and break-in |
List,
I am about ready to break-in my 447. The tech data in one book says:40HP
@ 6500 Rpm. In the operators manual it says 6800 RPMS on take off max. 5
min. In the break -in procedure it says to refer to owners manual I dont think
it will develop 6800 rpms tied to a tree. Also in the space for the 447,
in regards to exhaust gas temps, it is blank . Are the exhaust gas temps the
same for the 447 as they are 503? Should I only be concerned with cylinder
head temps during break-in? What # rpms max. should the 1 min. runs be
during break-in?
Ed (in Hou.)
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
| Subject: | Re: 6 gallon tanks |
Denny,
You might check Walmart. I found 6 gal. red plastic gas cans that are very
sturdy. I use one with a hand pump on it to mix gas in. Usually they have
them in the spring when they bring out their summer yard stuff out then when
the're gone all they have is the 5 gal. version.
Dale Sellers
Georgia UltraStar
----- Original Message -----
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Kolb-List: 6 gallon tanks
>
> Kolbers,
> I got my cans today from B&A industial.
> They are too thin for fuel tanks in my opinion so if anyone here wants
> them for what I have in them, I'll drop them back in the mail to ya and
> I'll eat the shipping.
> First one to ask gets them for $19.70. (2) 6 gallon plastic jugs
> Sincerely,
> Denny Rowe
> PS: I am still looking for 6 or 7 gallon cans that will fit in the Mk-3s
> standard spots to replace my 5 gallon units, if anyone locates thicker
> wall units, drop me a line.
>
>
>
________________________________________________________________________________
| From: | "H MITCHELL" <mitchmnd(at)msn.com> |
| Subject: | Mark 3 /912 for sale |
Due to other commitments I am now forced to sell my Mark III Classic / 912. She
has been carefully maintained and always hangared. She is registered as an N-numbered
Experimental aircraft but also qualifies as a Light Sport Aircraft.
She can be flown legally by anyone with a Private, Recreational or Sport Pilot
certificate. I have posted pictures on the Matronics E-mail photo list. Ready
to go, $26,000.
Mk3c, White with blue trim,
27 Hrs on engine/airframe,
Titan stainless steel exhaust,
Engine monitoring system by Grand Rapids Technology,
Kuntzleman dual, double-flash strobe lights,
Brs 1050 ballistic parachute
Three blade IVO prop.
Serious inquires, 1(850) 878-9047.
Duane the plane Mitchell, Tallahassee, Florida
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 6 gallon tanks |
|
| Denny,
|
| You might check Walmart. I found 6 gal. red plastic gas cans that
are very
| sturdy.
| Dale Sellers
Gang:
Recommend insuring the cap on the fuel tank used will not be blown off
should an accident occur. There is a tremendous amount of force
created in a fuel tank when an aircraft crashes. Doesn't take much
force to blow a plastic fuel cap off a plastic tank if it is not
substantial enough to take the force of the crash.
Had that happen when I T-Boned a Mustang with my brand new 1972 VW
Camper. Luckily it was not the fuel tank, but the plastic water tank
built into the sink cabinet directly behind the passenger seat. On
impact the screw on water tank cap was blown off with such force there
was not a dry spot inside the camper. I can see the same result with
a plastic fuel tank and cap in one of our aircraft. I believe the
tanks Kolb uses are pretty sturdy, and I, personally, do not know of
any accidents where the caps were blow off resulting in fuel being
blown out.
Take care,
john h
________________________________________________________________________________
| Subject: | Re: Mark 3 /912 for sale |
In a message dated 3/31/2005 6:00:24 PM Eastern Standard Time,
mitchmnd(at)msn.com writes:
> Due to other commitments I am now forced to sell my Mark III Classic / 912.
> She has been carefully maintained and always hangared. She is registered as
> an N-numbered
Hi Duane,
Sorry to hear you have to sell your new bird. Your workmanship on the
Firefly your sold me was great, sorry I do not need a 2 holer.
See you at SnF.
Steve
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Regulator fuse |
Group,
Looking in the archives I see where there have reports of key west
regulators burning up the lighting coils of Rotax's. Can anyone tell me where
to
put a fuse to prevent this? For example what colored wire to fuse & where.
Ed (in Hou & and motivated since I found a hangar)
________________________________________________________________________________
| Subject: | Re: 6 gallon tanks |
Denny-take a look at the Cabelas, ( Hunting Fishing/outdoor gear--there is
one on I 70 Just east of Wheeling) Master Cat Spring 2004 ,Page 125 .. there
are Moller Tanks ,appear to be same material as Kolb Tanks ..Page 125,,,may
be just the thing you are looking for, Web site is cabelas.com & check the
boat part. Jay Carter KXP.
----- Original Message -----
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Kolb-List: 6 gallon tanks
>
> Kolbers,
> I got my cans today from B&A industial.
> They are too thin for fuel tanks in my opinion so if anyone here wants
them for what I have in them, I'll drop them back in the mail to ya and I'll
eat the shipping.
> First one to ask gets them for $19.70. (2) 6 gallon plastic jugs
> Sincerely,
> Denny Rowe
> PS: I am still looking for 6 or 7 gallon cans that will fit in the Mk-3s
standard spots to replace my 5 gallon units, if anyone locates thicker wall
units, drop me a line.
>
>
________________________________________________________________________________
| From: | "Richard S. Bezzard" <KNOTSOFAST(at)usadatanet.net> |
| Subject: | 6 Gallon Fuel Tanks |
Hi Gang
Has anyone thought to contact Homer and ask where he purchased his 5
gal. tanks. Just a thought.
Dick Bezzard
Firefly 029 447
Lancaster, Pa.
DO NOT ARCHIVE
________________________________________________________________________________
| From: | "b young" <by0ung(at)brigham.net> |
Group,
Looking in the archives I see where there have reports of key west
regulators burning up the lighting coils of Rotax's. Can anyone tell me
where
to
put a fuse to prevent this? For example what colored wire to fuse & where.
it would seem to me that if you put fuses in both of the wires that go into
the regulators from the engine that you would have it covered.... as for
sizing the fuses... if the lighting coil puts out 60 watts... then devide
60 / 12v and you get 5.... so at full load the lighting coil should
put out 5 amps continuous..... normaly fuses should be larger than the
full load...so i would probably put in 7 amp fuses..... if your lighting
coil watts are different you will have to do the math.
boyd
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)telepath.com> |
| Subject: | Re: 6 gallon tanks |
> Morning guys you might try
> http://www.usplastic.com/catalog/default.asp
For those looking for HDPE tanks that may be an odd shape to fit a
specific application, try
http://www.ronco-plastics.com
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: 6 gallon tanks |
----- Original Message -----
From: "Dale Sellers" <dsel1(at)bellsouth.net>
Subject: Re: Kolb-List: 6 gallon tanks
>
> Denny,
>
> You might check Walmart. I found 6 gal. red plastic gas cans that are
> very
> sturdy. I use one with a hand pump on it to mix gas in. Usually they
> have
> them in the spring when they bring out their summer yard stuff out then
> when
> the're gone all they have is the 5 gal. version.
>
> Dale Sellers
> Georgia UltraStar
> -----
Dale,
The cans Walmart has in my area will not fit the Mk-3 tank areas.
I am trying to locate cans that measure 10" square looking down from the
top, and are of larger capacity (taller) than the 5 gallon tanks Kolb
offers.
The 6 gallon tanks I got from BA industries are exactly what I need to fit
in there, but I am just a little doubtful about the thickness of the
plastic, they seem a little thinner wall than the stock Kolb cans.
Thanks for your help.
Denny
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: 6 gallon tanks |
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
> Gang:
>
> Recommend insuring the cap on the fuel tank used will not be blown off
> should an accident occur. There is a tremendous amount of force
> created in a fuel tank when an aircraft crashes. Doesn't take much
> force to blow a plastic fuel cap off a plastic tank if it is not
> substantial enough to take the force of the crash.
>
> Had that happen when I T-Boned a Mustang with my brand new 1972 VW
> Camper. Luckily it was not the fuel tank, but the plastic water tank
> built into the sink cabinet directly behind the passenger seat. On
> impact the screw on water tank cap was blown off with such force there
> was not a dry spot inside the camper. I can see the same result with
> a plastic fuel tank and cap in one of our aircraft. I believe the
> tanks Kolb uses are pretty sturdy, and I, personally, do not know of
> any accidents where the caps were blow off resulting in fuel being
> blown out.
>
> Take care,
>
> john h
>
Thanks for the info John.
The tanks we got seem to be just like the stock Kolb tanks in construction
and the lids may well be exactly the same as the Kolb lids, however the
plastic seems thinner to me, I am unsure yet if I'll use em or not.
I am thinking that due to the location of the vent caps, they may make
excellent refueling cans for the Kolb if I thread a hose adaptor with a shut
off valve into the lids.
Stay tuned.
Denny
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: 6 gallon tanks |
----- Original Message -----
From: "J carter" <cartejy@mtn-state.com>
Subject: Re: Kolb-List: 6 gallon tanks
>
> Denny-take a look at the Cabelas, ( Hunting Fishing/outdoor gear--there is
> one on I 70 Just east of Wheeling) Master Cat Spring 2004 ,Page 125 ..
> there
> are Moller Tanks ,appear to be same material as Kolb Tanks ..Page
> 125,,,may
> be just the thing you are looking for, Web site is cabelas.com & check
> the
> boat part. Jay Carter KXP.
> -----
Jay,
Thanks for the info, I am looking into how this type of tank would fit in my
plane, I have seen tanks that are like these in hot rod catalogs like Summit
but the dimensions didn't seem to work out for my bird.
I'll give these a good look also.
Denny
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: 6 Gallon Fuel Tanks |
----- Original Message -----
From: "Richard S. Bezzard" <KNOTSOFAST(at)usadatanet.net>
Subject: Kolb-List: 6 Gallon Fuel Tanks
>
>
> Hi Gang
>
> Has anyone thought to contact Homer and ask where he purchased his 5
> gal. tanks. Just a thought.
>
> Dick Bezzard
> Firefly 029 447
> Lancaster, Pa.
>
> DO NOT ARCHIVE
>
>
> Dick,
What we are seeking is six or seven gallon cans to fit the stock locations,
or an alternative tank of 12 to 16 gallon that will fit the Mk-3 fuselage
and free up space for baggage behind the seats.
Since my fuselage is powder coated, I do not want to get into cutting and
welding to make a custom tank fit, and also the aileron torque tube kind of
complicates fitting one large tank.
The search continues. :-)
Denny
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: 6 gallon tanks |
----- Original Message -----
From: "Jim Baker" <jlbaker(at)telepath.com>
Subject: Re: Kolb-List: 6 gallon tanks
>
>> Morning guys you might try
>> http://www.usplastic.com/catalog/default.asp
>
> For those looking for HDPE tanks that may be an odd shape to fit a
> specific application, try
>
> http://www.ronco-plastics.com
>
>
> Jim Baker
> 580.788.2779
> '71 SV, 492TC
> Elmore City, OK
>
> Jim,
That Ronco sight is huge, I am starting to get a headache form the search.
:-)
There has got to be an ideal tank out there somewhere.
Thanks,
Denny
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: 6 gallon tanks |
Denny Rowe wrote:
> There has got to be an ideal tank out there somewhere.
>
> Thanks,
> Denny
Denny,
I may have already posted this in the past, but my hanger partner
installed two 10 gal. tanks in the same location as the original 5 gal.
tanks with very little cage modification. I think that he bought them
from Titan Aircraft. ~ Earl
--
________________________________________________________________________________
| From: | "alananpat" <alananpat(at)ev1.net> |
Greetings Kolbers,
I am seriously considering building a Kolbra which I will power with a belt drive
reduced VW. I have the info package and have been lurking on this list for
several months.
My question is does the Kolbra have flaperons? I have seen comments about the M3
having flaperons and I was under the impression that the Kolbra used the M3
wing but there is nothing about it in the info package nor have I seen anything
mentioned in any posting or the article I keep by the throne from the 2000 Experimenter.
Thanks for any info.
Alan, soon to be doing the Kolbra thing.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | VW Powered Kolbra |
Alan
This sounds super I'm looking forward to having another VW powered Kolb
flying. There are two main issues that I recommend you deal with. The first
is a slight vibration when using composite props and the high thrust line of
the redrive VW when mounted on top of the stock Kolb mount.
I will be testing a two bladed Culver wood prop this summer that I expect
will solve most of the vibration issue. I will let you know what I find.
The other issue is the high thrust line. I have posted a custom engine mount
design on the Kolb photo share that you may want to look at. You may be able
to talk Kolb into building your plane with this mount. At one point I was
told that Kolb would consider building one if supplied a detailed enough
design. If you do it yourself you could have a real problem finding a welder
that will work on it. It was a real problem for me. If you or anyone else
wants it I have a adapter that will adapt the VW to the stock Kolb mount.
The problem with the adapter is that you will have a very high thrust line
and will not be happy with it.
If you have any questions don't hesitate to ask
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "alananpat" <alananpat(at)ev1.net>
Subject: Kolb-List: Flaperons
>
> Greetings Kolbers,
>
> I am seriously considering building a Kolbra which I will power with a
> belt drive reduced VW. I have the info package and have been lurking on
> this list for several months.
>
> My question is does the Kolbra have flaperons? I have seen comments about
> the M3 having flaperons and I was under the impression that the Kolbra
> used the M3 wing but there is nothing about it in the info package nor
> have I seen anything mentioned in any posting or the article I keep by the
> throne from the 2000 Experimenter.
>
> Thanks for any info.
>
> Alan, soon to be doing the Kolbra thing.
>
>
>
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
| Subject: | VW Powered Kolbra |
Rick,
Just curious, do you remember how many inches above the fuselage the
center of prop shaft was? ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard & Martha
Neilsen
Subject: Kolb-List: VW Powered Kolbra
Alan
This sounds super I'm looking forward to having another VW powered Kolb
flying. There are two main issues that I recommend you deal with. The first
is a slight vibration when using composite props and the high thrust line of
the redrive VW when mounted on top of the stock Kolb mount.
I will be testing a two bladed Culver wood prop this summer that I expect
will solve most of the vibration issue. I will let you know what I find.
The other issue is the high thrust line. I have posted a custom engine mount
design on the Kolb photo share that you may want to look at. You may be able
to talk Kolb into building your plane with this mount. At one point I was
told that Kolb would consider building one if supplied a detailed enough
design. If you do it yourself you could have a real problem finding a welder
that will work on it. It was a real problem for me. If you or anyone else
wants it I have a adapter that will adapt the VW to the stock Kolb mount.
The problem with the adapter is that you will have a very high thrust line
and will not be happy with it.
If you have any questions don't hesitate to ask
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "alananpat" <alananpat(at)ev1.net>
Subject: Kolb-List: Flaperons
>
> Greetings Kolbers,
>
> I am seriously considering building a Kolbra which I will power with a
> belt drive reduced VW. I have the info package and have been lurking on
> this list for several months.
>
> My question is does the Kolbra have flaperons? I have seen comments about
> the M3 having flaperons and I was under the impression that the Kolbra
> used the M3 wing but there is nothing about it in the info package nor
> have I seen anything mentioned in any posting or the article I keep by the
> throne from the 2000 Experimenter.
>
> Thanks for any info.
>
> Alan, soon to be doing the Kolbra thing.
>
>
>
________________________________________________________________________________
| From: | "alananpat" <alananpat(at)ev1.net> |
| Subject: | Re: VW Powered Kolbra |
John & Rick,
Thanks for the replies. I am relieved to hear about the flaperons. I dislike
flying a 'plane without flaps. I have lots of experience flying a Kitfox Mk
II with flaperons and get along with them fine.
Rick, I saw your modified VW mount on the Matronics page a while ago. It
looks very nice but it sure looks like a lot of redesigning. If Kolb would
do the same as yours that would be great, but I don't want to do any cutting
and welding on my airframe, especially as I intend to get it factory powder
coated. I spent lots of time sandblasting and painting the Kitfox airframe
and it still tended to rust. Do you know if the high thrust line will be as
big a problem on the Kolbra with it's longer gear legs as it was on the M3?
Alan
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Kolb-List: VW Powered Kolbra
>
> Alan
>
> This sounds super I'm looking forward to having another VW powered Kolb
> flying. There are two main issues that I recommend you deal with. The
first
> is a slight vibration when using composite props and the high thrust line
of
> the redrive VW when mounted on top of the stock Kolb mount.
>
> I will be testing a two bladed Culver wood prop this summer that I expect
> will solve most of the vibration issue. I will let you know what I find.
>
> The other issue is the high thrust line. I have posted a custom engine
mount
> design on the Kolb photo share that you may want to look at. You may be
able
> to talk Kolb into building your plane with this mount. At one point I was
> told that Kolb would consider building one if supplied a detailed enough
> design. If you do it yourself you could have a real problem finding a
welder
> that will work on it. It was a real problem for me. If you or anyone else
> wants it I have a adapter that will adapt the VW to the stock Kolb mount.
> The problem with the adapter is that you will have a very high thrust line
> and will not be happy with it.
>
> If you have any questions don't hesitate to ask
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>
> ----- Original Message -----
> From: "alananpat" <alananpat(at)ev1.net>
> To:
> Subject: Kolb-List: Flaperons
>
>
> >
> > Greetings Kolbers,
> >
> > I am seriously considering building a Kolbra which I will power with a
> > belt drive reduced VW. I have the info package and have been lurking on
> > this list for several months.
> >
> > My question is does the Kolbra have flaperons? I have seen comments
about
> > the M3 having flaperons and I was under the impression that the Kolbra
> > used the M3 wing but there is nothing about it in the info package nor
> > have I seen anything mentioned in any posting or the article I keep by
the
> > throne from the 2000 Experimenter.
> >
> > Thanks for any info.
> >
> > Alan, soon to be doing the Kolbra thing.
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: VW Powered Kolbra |
Richard
Yes the center of the prop shaft was 43 inches above the fuselage boom tube
and the engine was as low as it could be above the original Kolb mount. It
is now 5 inches lower or 38 inches.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: RE: Kolb-List: VW Powered Kolbra
>
>
> Rick,
>
> Just curious, do you remember how many inches above the fuselage
> the
> center of prop shaft was? ...Richard Swiderski
>
> -----Original Message-----
> From: owner-kolb-list-server(at)matronics.com
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard &
> Martha
> Neilsen
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: VW Powered Kolbra
>
>
>
> Alan
>
> This sounds super I'm looking forward to having another VW powered Kolb
> flying. There are two main issues that I recommend you deal with. The
> first
> is a slight vibration when using composite props and the high thrust line
> of
>
> the redrive VW when mounted on top of the stock Kolb mount.
>
> I will be testing a two bladed Culver wood prop this summer that I expect
> will solve most of the vibration issue. I will let you know what I find.
>
> The other issue is the high thrust line. I have posted a custom engine
> mount
>
> design on the Kolb photo share that you may want to look at. You may be
> able
>
> to talk Kolb into building your plane with this mount. At one point I was
> told that Kolb would consider building one if supplied a detailed enough
> design. If you do it yourself you could have a real problem finding a
> welder
>
> that will work on it. It was a real problem for me. If you or anyone else
> wants it I have a adapter that will adapt the VW to the stock Kolb mount.
> The problem with the adapter is that you will have a very high thrust line
> and will not be happy with it.
>
> If you have any questions don't hesitate to ask
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>
> ----- Original Message -----
> From: "alananpat" <alananpat(at)ev1.net>
> To:
> Subject: Kolb-List: Flaperons
>
>
>>
>> Greetings Kolbers,
>>
>> I am seriously considering building a Kolbra which I will power with a
>> belt drive reduced VW. I have the info package and have been lurking on
>> this list for several months.
>>
>> My question is does the Kolbra have flaperons? I have seen comments about
>> the M3 having flaperons and I was under the impression that the Kolbra
>> used the M3 wing but there is nothing about it in the info package nor
>> have I seen anything mentioned in any posting or the article I keep by
>> the
>
>> throne from the 2000 Experimenter.
>>
>> Thanks for any info.
>>
>> Alan, soon to be doing the Kolbra thing.
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: VW Powered Kolbra |
Alan
I agree you don't want to do that to a new powder coated cage. Talk to Kolb
they may be willing.
The high thrust line is a problem because it will limit the amount of
forward CG to less than that allowed by Kolb recommendations. I found that
when I had a passenger I had to hold full up elevator to rotate and climb
out. Once I reduced power at altitude and my speed increased, things
returned to normal. I was also concerned about having to go around on a
missed approach. I suppose you could increase the size of the elevator or
lengthen the fuselage tube but my choice was to lower the engine. The length
of the landing gear shouldn't have any impact on the problem. The more
important question would be is the Kolbra engine mount lower than the one on
the MKIII?
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "alananpat" <alananpat(at)ev1.net>
Subject: Re: Kolb-List: VW Powered Kolbra
>
> John & Rick,
>
> Thanks for the replies. I am relieved to hear about the flaperons. I
> dislike
> flying a 'plane without flaps. I have lots of experience flying a Kitfox
> Mk
> II with flaperons and get along with them fine.
>
> Rick, I saw your modified VW mount on the Matronics page a while ago. It
> looks very nice but it sure looks like a lot of redesigning. If Kolb would
> do the same as yours that would be great, but I don't want to do any
> cutting
> and welding on my airframe, especially as I intend to get it factory
> powder
> coated. I spent lots of time sandblasting and painting the Kitfox airframe
> and it still tended to rust. Do you know if the high thrust line will be
> as
> big a problem on the Kolbra with it's longer gear legs as it was on the
> M3?
>
> Alan
> ----- Original Message -----
> From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
> To:
> Subject: Kolb-List: VW Powered Kolbra
>
>
>
>>
>> Alan
>>
>> This sounds super I'm looking forward to having another VW powered Kolb
>> flying. There are two main issues that I recommend you deal with. The
> first
>> is a slight vibration when using composite props and the high thrust line
> of
>> the redrive VW when mounted on top of the stock Kolb mount.
>>
>> I will be testing a two bladed Culver wood prop this summer that I expect
>> will solve most of the vibration issue. I will let you know what I find.
>>
>> The other issue is the high thrust line. I have posted a custom engine
> mount
>> design on the Kolb photo share that you may want to look at. You may be
> able
>> to talk Kolb into building your plane with this mount. At one point I was
>> told that Kolb would consider building one if supplied a detailed enough
>> design. If you do it yourself you could have a real problem finding a
> welder
>> that will work on it. It was a real problem for me. If you or anyone else
>> wants it I have a adapter that will adapt the VW to the stock Kolb mount.
>> The problem with the adapter is that you will have a very high thrust
>> line
>> and will not be happy with it.
>>
>> If you have any questions don't hesitate to ask
>>
>> Rick Neilsen
>> Redrive VW powered MKIIIc
>>
>>
>> ----- Original Message -----
>> From: "alananpat" <alananpat(at)ev1.net>
>> To:
>> Subject: Kolb-List: Flaperons
>>
>>
>> >
>> > Greetings Kolbers,
>> >
>> > I am seriously considering building a Kolbra which I will power with a
>> > belt drive reduced VW. I have the info package and have been lurking on
>> > this list for several months.
>> >
>> > My question is does the Kolbra have flaperons? I have seen comments
> about
>> > the M3 having flaperons and I was under the impression that the Kolbra
>> > used the M3 wing but there is nothing about it in the info package nor
>> > have I seen anything mentioned in any posting or the article I keep by
> the
>> > throne from the 2000 Experimenter.
>> >
>> > Thanks for any info.
>> >
>> > Alan, soon to be doing the Kolbra thing.
>> >
>> >
>> >
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Roger" <rphanks(at)grantspass.com> |
| Subject: | Re: 6 gallon tanks |
Denny,
Why not fill one of those 6 gallon tanks with water and drop it from five or six
feet and see what happens. If it survives and the lid stays on after a few drops
you can feel comfortable with it on your plane. These tanks are certified for
shipping hazardous liquids like acids and such; they should pass the test. I can
tell you the six gallon on my KXP has performed well. The thinner sides can
buckle in a little over time if you over-tighten the hold down straps, but that
is
my only gripe. It has been comforting to have that extra gallon.
I searched the web for over a year before I found this tank. If anyone finds
another source for a drop in tank over five gallons, please post it to the list.
If the tanks don't pass your drop test, please let me know. I will go back to
the
factory original.
Fly safe,
Roger in Oregon
________________________________________________________________________________
| From: | John Raeburn <raeburn(at)direcway.com> |
| Subject: | Paint overspray removal?? |
I have recently finished painting my Kolb Mk 111 with an oil based
paint. After I removed the masking tape, i noticed that I had some
overspray on the Lexan windows and doors.
Does anyone know how to remove the paint from the Lexan without
damaging the Lexan?
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Paint overspray removal?? |
Try using mineral spirits on a scrap of Lexan to be sure, but I think
mineral spirits is safe.
If that doesn't work, Novus #1 plastic polish is safe. (You do save your
old, clean white t-shirts just for this, don't you?)
PS, never polish Lexan in a circular motion. Straight up and back, or right
and left. Polishing in circles makes swirls of glare when you fly toward
the sun. Guess how many windshields I screwed up before someone told me that?
Richard Pike
MKIII N420P (420ldPoops)
>
>I have recently finished painting my Kolb Mk 111 with an oil based
>paint. After I removed the masking tape, i noticed that I had some
>overspray on the Lexan windows and doors.
>Does anyone know how to remove the paint from the Lexan without
>damaging the Lexan?
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Paint overspray removal?? |
| Does anyone know how to remove the paint from the Lexan without
| damaging the Lexan?
John R/Gang:
Use some of the reducer you used with the paint on a scrap piece of
Lexan. If it does not damage it, then you should be good to go on
attacking the overspray. If the paint has any MEK, laquer thinner, or
sharp, aggressive chemicals, it will only eat up the Lexan. Other
than that, replace the glass.
I, normally, do not attach Lexan until after painting is complete.
Right now am in the process of replacing the glass in the left door on
my MKIII because of a auto fuel spill in Alaska, and also to repair a
broken door frame. Lexan is a pain in the butt, but sure is nice to
knock the wind and rain off ya.
john h
________________________________________________________________________________
| From: | "Ian Heritch" <iheritch(at)satx.rr.com> |
| Subject: | Re: Paint overspray removal?? |
Call Jim or Dondi and have them send you a quart of C-2210. Its Lexan
friendly and is an excellent adhesive & paint remover.
----- Original Message -----
From: "John Raeburn" <raeburn(at)direcway.com>
Subject: Kolb-List: Paint overspray removal??
>
> I have recently finished painting my Kolb Mk 111 with an oil based
> paint. After I removed the masking tape, i noticed that I had some
> overspray on the Lexan windows and doors.
> Does anyone know how to remove the paint from the Lexan without
> damaging the Lexan?
>
>
>
________________________________________________________________________________
| From: | "alananpat" <alananpat(at)ev1.net> |
| Subject: | Re: VW Powered Kolbra |
Rick,
Good points all. It sounds like I have a few other questions to ask the Kolb
folks when I go to see them. It doesn't look like I will be able to make it
to S&F this year (DRAT!!!!) but I should be able to visit Kentuky later.
On another note, does anybody have any direct experience flying an early
Kitfox and a two place Kolb? I have about 200 hours in a MkII Kitfox and
wouldn't mind a comparison of flying qualities between the two. You know,
pitch, roll, & yaw sensitivity and stability. Stuff like that. No test pilot
reports, just general impressions.
Alan
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: Re: Kolb-List: VW Powered Kolbra
>
> Alan
>
> I agree you don't want to do that to a new powder coated cage. Talk to
Kolb
> they may be willing.
>
> The high thrust line is a problem because it will limit the amount of
> forward CG to less than that allowed by Kolb recommendations. I found that
> when I had a passenger I had to hold full up elevator to rotate and climb
> out. Once I reduced power at altitude and my speed increased, things
> returned to normal. I was also concerned about having to go around on a
> missed approach. I suppose you could increase the size of the elevator or
> lengthen the fuselage tube but my choice was to lower the engine. The
length
> of the landing gear shouldn't have any impact on the problem. The more
> important question would be is the Kolbra engine mount lower than the one
on
> the MKIII?
>
> Rick Neilsen
> Redrive VW powered MKIIIc
> ----- Original Message -----
> From: "alananpat" <alananpat(at)ev1.net>
> To:
> Subject: Re: Kolb-List: VW Powered Kolbra
>
>
> >
> > John & Rick,
> >
> > Thanks for the replies. I am relieved to hear about the flaperons. I
> > dislike
> > flying a 'plane without flaps. I have lots of experience flying a Kitfox
> > Mk
> > II with flaperons and get along with them fine.
> >
> > Rick, I saw your modified VW mount on the Matronics page a while ago. It
> > looks very nice but it sure looks like a lot of redesigning. If Kolb
would
> > do the same as yours that would be great, but I don't want to do any
> > cutting
> > and welding on my airframe, especially as I intend to get it factory
> > powder
> > coated. I spent lots of time sandblasting and painting the Kitfox
airframe
> > and it still tended to rust. Do you know if the high thrust line will be
> > as
> > big a problem on the Kolbra with it's longer gear legs as it was on the
> > M3?
> >
> > Alan
> > ----- Original Message -----
> > From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
> > To:
> > Subject: Kolb-List: VW Powered Kolbra
> >
> >
> >
> >>
> >> Alan
> >>
> >> This sounds super I'm looking forward to having another VW powered Kolb
> >> flying. There are two main issues that I recommend you deal with. The
> > first
> >> is a slight vibration when using composite props and the high thrust
line
> > of
> >> the redrive VW when mounted on top of the stock Kolb mount.
> >>
> >> I will be testing a two bladed Culver wood prop this summer that I
expect
> >> will solve most of the vibration issue. I will let you know what I
find.
> >>
> >> The other issue is the high thrust line. I have posted a custom engine
> > mount
> >> design on the Kolb photo share that you may want to look at. You may be
> > able
> >> to talk Kolb into building your plane with this mount. At one point I
was
> >> told that Kolb would consider building one if supplied a detailed
enough
> >> design. If you do it yourself you could have a real problem finding a
> > welder
> >> that will work on it. It was a real problem for me. If you or anyone
else
> >> wants it I have a adapter that will adapt the VW to the stock Kolb
mount.
> >> The problem with the adapter is that you will have a very high thrust
> >> line
> >> and will not be happy with it.
> >>
> >> If you have any questions don't hesitate to ask
> >>
> >> Rick Neilsen
> >> Redrive VW powered MKIIIc
> >>
> >>
> >> ----- Original Message -----
> >> From: "alananpat" <alananpat(at)ev1.net>
> >> To:
> >> Subject: Kolb-List: Flaperons
> >>
> >>
> >> >
> >> > Greetings Kolbers,
> >> >
> >> > I am seriously considering building a Kolbra which I will power with
a
> >> > belt drive reduced VW. I have the info package and have been lurking
on
> >> > this list for several months.
> >> >
> >> > My question is does the Kolbra have flaperons? I have seen comments
> > about
> >> > the M3 having flaperons and I was under the impression that the
Kolbra
> >> > used the M3 wing but there is nothing about it in the info package
nor
> >> > have I seen anything mentioned in any posting or the article I keep
by
> > the
> >> > throne from the 2000 Experimenter.
> >> >
> >> > Thanks for any info.
> >> >
> >> > Alan, soon to be doing the Kolbra thing.
> >> >
> >> >
> >> >
> >>
> >>
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Redesigning The Kolb |
Dreamers & Brain Stormers,
My son bought an electric R/C plane that got me dreaming about
redesigning the kolb. Here is the plane.
http://www.hobbyzone.com/rc_planes_hobbyzone_firebird_scout.htm
Notice that the motor and thus the trust line is underneath the wing.
What would happen if we raised the wing on the kolb high enough to put
the engine underneath the wing where it could be enclosed in the back of
the fuselage? You could either invert the engine or raise the wing high
enough to let it upright. I think that it might eliminate most of the
high trust line issues. The drawbacks would be how to keep it foldable
and the obvious of the wing being too high to work on.
I'm not an engineer but my guess is that to make it like this would
cause in to be a heavier design. Also I guess that you don't want the
moment arm between the CG and the center of lift/drag to be too great.
Another interesting thing that I noticed on my sons model (You can't see
this in the picture) is the angle of the trust line. If you put a
straight edge across the bottom of the wing and measure the angle of the
prop shaft it has about a 15 degree down trust angle (prop. blowing up,
front of engine down).
One more thing the model has that we could incorporate on our kolbs is
the big foam nose cone to absorb the impact of a noseover:-)
Dreamin' Earl
--
________________________________________________________________________________
| From: | "David M. Lehman" <kolbypilot(at)yahoo.com> |
| Subject: | List Problems... |
Good morning Matt...
I want to make a couple of list changes, but I'm
getting an "Internal Server" problem message...
1. I wish to drop the Kolb-List for
Kolbypilot(at)yahoo.com...
2. I wish to add the Seaplane-List for
david(at)davidlehman.net...
Thanx...
David
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Re: 6 gallon tanks |
I bought the same 10 gal tanks from Titan and installed them. Had to cut out
the old cross braces and weld new ones in. Was a little tricky because you
had to weld them in with the tanks in place. The tanks will not be able to
be removed. I used some inswool to proctect the tanks while welding in the
new supports.
----- Original Message -----
From: "Earl & Mim Zimmerman" <emzi(at)supernet.com>
Subject: Re: Kolb-List: 6 gallon tanks
>
> Denny Rowe wrote:
>
> > There has got to be an ideal tank out there somewhere.
> >
> > Thanks,
> > Denny
>
> Denny,
> I may have already posted this in the past, but my hanger partner
> installed two 10 gal. tanks in the same location as the original 5 gal.
> tanks with very little cage modification. I think that he bought them
> from Titan Aircraft. ~ Earl
>
>
> --
>
>
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Re: Paint overspray removal?? |
I got a little over spray on my plexiglass on my Pacer. I used shop hand
cleaner Goop and had no reaction with the plexiglass. I would try a sample
first.
----- Original Message -----
From: "John Raeburn" <raeburn(at)direcway.com>
Subject: Kolb-List: Paint overspray removal??
>
> I have recently finished painting my Kolb Mk 111 with an oil based
> paint. After I removed the masking tape, i noticed that I had some
> overspray on the Lexan windows and doors.
> Does anyone know how to remove the paint from the Lexan without
> damaging the Lexan?
>
>
________________________________________________________________________________
| Subject: | Redesigning the Kolb |
You could either invert the engine or raise the wing high
> enough to let it upright. I think that it might eliminate most of the
> high trust line issues. The drawbacks would be how to keep it foldable
> and the obvious of the wing being too high to work on.
Could just leave the engine where it is except to turn it around, make a
drive shaft, extend it forward ahead of the pilot/passenger and put a prop
out on the end of it, thus making it a tractor config. Would eliminate
thrust line issues, wing would still fold, would have cleaner airflow to the
prop, and be good for catching bugs before the windshield does.....;>)
Do not
archive
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Redesigning The Kolb |
>.....snip
>One more thing the model has that we could incorporate on our kolbs is
>the big foam nose cone to absorb the impact of a noseover:-)
> Dreamin' Earl
On the model you don't need space for your feet and legs.
jerb
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Streamlined Tubing |
Morning Gang:
I was pleasantly surprised at the difference in feel and performance
when we replaced the round aluminum lift struts with steel streamlined
struts on my original Firestar.
Aircraft Spruce has some 4130 streamlined tubing that is competitive
with the plastic merchants:
1.180 0.500 .035 $8.90
john h
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: VW Powered Kolbra |
Rick & All,
I had a similar problem as you describe on my Hawk - I found that raising
the front of the engine slightly, a couple fender washers worth between the
front barry mounts and the front engine mounts cured that effect. You may
have tot do the same thing - try just a little at a time to see how
dramatic the effect is.
jerb
>
>
>Alan
>
>I agree you don't want to do that to a new powder coated cage. Talk to Kolb
>they may be willing.
>
>The high thrust line is a problem because it will limit the amount of
>forward CG to less than that allowed by Kolb recommendations. I found that
>when I had a passenger I had to hold full up elevator to rotate and climb
>out. Once I reduced power at altitude and my speed increased, things
>returned to normal. I was also concerned about having to go around on a
>missed approach. I suppose you could increase the size of the elevator or
>lengthen the fuselage tube but my choice was to lower the engine. The length
>of the landing gear shouldn't have any impact on the problem. The more
>important question would be is the Kolbra engine mount lower than the one on
>the MKIII?
>
>Rick Neilsen
>Redrive VW powered MKIIIc
>----- Original Message -----
>From: "alananpat" <alananpat(at)ev1.net>
>To:
>Subject: Re: Kolb-List: VW Powered Kolbra
>
>
> >
> > John & Rick,
> >
> > Thanks for the replies. I am relieved to hear about the flaperons. I
> > dislike
> > flying a 'plane without flaps. I have lots of experience flying a Kitfox
> > Mk
> > II with flaperons and get along with them fine.
> >
> > Rick, I saw your modified VW mount on the Matronics page a while ago. It
> > looks very nice but it sure looks like a lot of redesigning. If Kolb would
> > do the same as yours that would be great, but I don't want to do any
> > cutting
> > and welding on my airframe, especially as I intend to get it factory
> > powder
> > coated. I spent lots of time sandblasting and painting the Kitfox airframe
> > and it still tended to rust. Do you know if the high thrust line will be
> > as
> > big a problem on the Kolbra with it's longer gear legs as it was on the
> > M3?
> >
> > Alan
> > ----- Original Message -----
> > From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
> > To:
> > Subject: Kolb-List: VW Powered Kolbra
> >
> >
> >
> >>
> >> Alan
> >>
> >> This sounds super I'm looking forward to having another VW powered Kolb
> >> flying. There are two main issues that I recommend you deal with. The
> > first
> >> is a slight vibration when using composite props and the high thrust line
> > of
> >> the redrive VW when mounted on top of the stock Kolb mount.
> >>
> >> I will be testing a two bladed Culver wood prop this summer that I expect
> >> will solve most of the vibration issue. I will let you know what I find.
> >>
> >> The other issue is the high thrust line. I have posted a custom engine
> > mount
> >> design on the Kolb photo share that you may want to look at. You may be
> > able
> >> to talk Kolb into building your plane with this mount. At one point I was
> >> told that Kolb would consider building one if supplied a detailed enough
> >> design. If you do it yourself you could have a real problem finding a
> > welder
> >> that will work on it. It was a real problem for me. If you or anyone else
> >> wants it I have a adapter that will adapt the VW to the stock Kolb mount.
> >> The problem with the adapter is that you will have a very high thrust
> >> line
> >> and will not be happy with it.
> >>
> >> If you have any questions don't hesitate to ask
> >>
> >> Rick Neilsen
> >> Redrive VW powered MKIIIc
> >>
> >>
> >> ----- Original Message -----
> >> From: "alananpat" <alananpat(at)ev1.net>
> >> To:
> >> Subject: Kolb-List: Flaperons
> >>
> >>
> >> >
> >> > Greetings Kolbers,
> >> >
> >> > I am seriously considering building a Kolbra which I will power with a
> >> > belt drive reduced VW. I have the info package and have been lurking on
> >> > this list for several months.
> >> >
> >> > My question is does the Kolbra have flaperons? I have seen comments
> > about
> >> > the M3 having flaperons and I was under the impression that the Kolbra
> >> > used the M3 wing but there is nothing about it in the info package nor
> >> > have I seen anything mentioned in any posting or the article I keep by
> > the
> >> > throne from the 2000 Experimenter.
> >> >
> >> > Thanks for any info.
> >> >
> >> > Alan, soon to be doing the Kolbra thing.
> >> >
> >> >
> >> >
> >>
> >>
> >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: Streamlined Tubing |
| From: | Herb Gayheart <herbgh(at)juno.com> |
writes:
>
> Morning Gang:
>
> I was pleasantly surprised at the difference in feel and performance
>
> when we replaced the round aluminum lift struts with steel
> streamlined
> struts on my original Firestar.
>
> Aircraft Spruce has some 4130 streamlined tubing that is competitive
>
> with the plastic merchants:
> 1.180 0.500 .035 $8.90
>
>
> john h
>
Streamlined Aluminum struts are available from Carlson Aircraft. Herb
________________________________________________________________________________
| Subject: | Re: Streamlined Tubing |
Terry, I got my streamlined aluminum from Wicks, prior to that I had used a
neat pre-cut kit I bought from a vendor at OshKosh..and I think it was the
Streamline fellas in their booth.they had a few different kits made up for
the more popular birds...believe I gave em about 100 bucks for the 6
pieces...gear leg and strut fairings. They might be down at Lakeland next
week...
Don Gherardini
OEM.Sales / Engineering dept.
American Honda Engines
Power Equipment Company
CortLand, Illinois
800-626-7326
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Redesigning The Kolb |
| I wonder why Homer changed engine configuration (under vs. over
wing) in his
| Kolbs, after the Ultrastar?
|
| Dennis Kirby
Dennis K/Gang:
The Ultrastar was not a perfect ultralight. Had a lot of undesirable
characteristics:
1. Prop was very close to the ground which required flying from
groomed fields. Sand and gravel took its toll on the props.
2. Airframe was weak. Rigid gear legs added to the weak airframe
problem, which did not twisting loads well.
3. Prop was limited to 60 inch diameter.
The Firestar was a big improvement over the Ultrastar:
1. Prop was placed above the tailboom and out of the grass and
gravel.
2. Larger diameter props, 66".
3. Semi-Inclosed cockpit.
4. Spring gear legs.
5. Center stick.
Just to name a few.
Homer's redrive on the Cuyuna was not the best either. Would have
been a great improvement if tapered roller bearings had been used to
adjust free play. The ball bearing system allowed not adjustment. I
took the spacer out and added an additional set of bearings to help
with take out some of the play. It worked, marginally.
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Redesigning The Kolb |
| 2. Airframe was weak. Rigid gear legs added to the weak airframe
| problem, which did not twisting loads well.
Howdy:
The above should have read: Rigid gear legs magnified the weak
airfram problem under twisting loads, e.g., catch a main gear in a
gopher hole and you not only got the gear leg, but the twisting moment
got the cage as well.
The earlier US had a poor main spar to inboard rib attachment allowing
the wing to twist causing it to cancel out input from the ailerons.
Also corrected the paragraph below:
| Homer's redrive on the Cuyuna was not the best either. Would have
| been a great improvement if tapered roller bearings had been used
soo
|free play could have been adjusted. The ball bearing system allowed
no adjustment. I
| took the spacer out and added an additional set of bearings to help
| remove some of the play. It worked, marginally.
See what happens when one gets in a hurry. I am in the process of
getting the MKIII ready to fly to Sun and Fun, plus all this green
stuff has recently popped out of no where from all the rain and warm
sun shine.
Did get an hour's test flying done today and her highness cleaned up a
bit.
Take care,
john h
________________________________________________________________________________
| From: | "jimmy and jo ann" <hillstw(at)jhill.biz> |
After a nice flight Saturday, I checked over the FSII and found oil/grease coming
down the left gear leg out of the upper socket. Had never seen that before.
Yes, I did bounce it some, but nothing tooth shattering.
What gives? Advice??
Thanks.
Jimmy
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Communications Headaches |
Hi Gang:
Started about last August. A squeal a moment or two after I pushed
the PTT button on the stick, but only when the intercom was on. Turn
off the intercom and no squeal, but also no side tone. My little ICOM
A3 has a side tone capability, but not enough volume for these 66 year
old ears.
I went so far and to pull all the intercom/radio wiring out to check.
Still got the squeal. Bought a new ICOM A22 but no improvement.
Have been living in the world of loud cockpit noise and no side tone.
Very difficult to control ones voice volume when one can hear them
selves speak or think.
Today, for some reason, I took another head set over to the air strip
to try. I flew this morning and had the squeal. This afternoon with
a different head set, no squeal. Who would have every thought it was
the head set, probably the mike. Anyhow, I have good commo once again
with my little tiny ICOM A3 mounted in the MKIII with no battery of
its own, working right off the aircraft 12VDC system.
Sure jumped through a lot of necessary hoops to get the problem
resolved, but it was worth it if it fixed it.
Hope this may help somebody down the line if they should happen to
have the same problem. Easier to change head sets than tear all the
wiring out, and cheaper than buying a new radio when one is not
needed.
john h
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
>Terry,
>
>You can make them.
>
>http://www.thirdshift.com/jack/firefly/firefly91.html
>
>Jack B. Hart FF004
>Jackson, MO
Jack has a good suggestion. Others have made them also.
Here are some excellent plans -
http://personal.southern.edu/~dascott/weedhopper/Streamline/fairings.html
And to just get a short plastic fairing for the gear leg - $15
Doesn't say how long it is though -
http://www.breakcamp.com/Shopping/products/prod_927.asp
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Communications Headaches |
John,
I've seen this happen with poor mike/ear phone connections, check your
headset connectors - might they be corroded.
jerb
>
>Hi Gang:
>
>Started about last August. A squeal a moment or two after I pushed
>the PTT button on the stick, but only when the intercom was on. Turn
>off the intercom and no squeal, but also no side tone. My little ICOM
>A3 has a side tone capability, but not enough volume for these 66 year
>old ears.
>
>I went so far and to pull all the intercom/radio wiring out to check.
>Still got the squeal. Bought a new ICOM A22 but no improvement.
>
>Have been living in the world of loud cockpit noise and no side tone.
>Very difficult to control ones voice volume when one can hear them
>selves speak or think.
>
>Today, for some reason, I took another head set over to the air strip
>to try. I flew this morning and had the squeal. This afternoon with
>a different head set, no squeal. Who would have every thought it was
>the head set, probably the mike. Anyhow, I have good commo once again
>with my little tiny ICOM A3 mounted in the MKIII with no battery of
>its own, working right off the aircraft 12VDC system.
>
>Sure jumped through a lot of necessary hoops to get the problem
>resolved, but it was worth it if it fixed it.
>
>Hope this may help somebody down the line if they should happen to
>have the same problem. Easier to change head sets than tear all the
>wiring out, and cheaper than buying a new radio when one is not
>needed.
>
>john h
>
>
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Morning Guys, I pack tomarrow and after a BB King Concert tomarrow nite, I
head south early Friday for Lakeland. I think we decided to meet on thursday,
probably at the Kolb trailer. I don't think we decided on a time so I'll
guess 5pm ? We , again, can go other nites too. Whether you are driving or
flying, have a safe trip.
Bob Griffin
________________________________________________________________________________
| From: | "Daniel Walter" <worrybear(at)verizon.net> |
Check that you don't have a small gas leak that found it's way down fuse to
the gear leg socket.
Do Not Arcive
Dan Walter
Ultrastar
Palmyra PA
----- Original Message -----
From: "jimmy and jo ann" <hillstw(at)jhill.biz>
Subject: Kolb-List: GEAR LEG
>
> After a nice flight Saturday, I checked over the FSII and found oil/grease
coming down the left gear leg out of the upper socket. Had never seen that
before. Yes, I did bounce it some, but nothing tooth shattering.
> What gives? Advice??
> Thanks.
>
> Jimmy
>
>
________________________________________________________________________________
| Subject: | Throttle - control stick interference |
I am in the process of installing my throttle lever in my MKIIIC and have
noticed the interference between the throttle and the stick. I went and
searched the archives and some people said cut the throttle lever shorter,
some said move it to the left side. I want to keep the throttle in the
middle and I have bent the lever to miss the stick as best I can. My stick
can be moved all the way back until it hits the torque tube, but at that
point is hits the throttle lever if you move it side to side. I doubt that
in use it would ever go back this far before the stall occurs. Can anyone
give some insight as to how far back the stick goes in the normal range of
flight (power on stall or maybe full stall landing). The best reference
point is how far the bottom of the grip is from the aileron torque tube.
Thanks!
Jason
MKIIIC
BMW R100 engine
Portland OR
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Throttle - control stick interference |
Jason, I had the same concern with mine. Some of the interference can
be
removed by rigging, but that wasn't good enough for me so I cut the
stick
at the bottom and welded a straight piece in. Problem solved.
I also created a handle suggested by another lister to have the grip in
my lap. If you are interested contact me direct and I can send a pic.
-BB MkIIIc, N3851E (over 1000 hrs with that N-number)
On 6, Apr 2005, at 1:35 PM, Jason Omelchuck wrote:
> <jason@trek-tech.com>
>
> I am in the process of installing my throttle lever in my MKIIIC and
> have
> noticed the interference between the throttle and the stick. I went
> and
> searched the archives and some people said cut the throttle lever
> shorter,
> some said move it to the left side. I want to keep the throttle in the
> middle and I have bent the lever to miss the stick as best I can. My
> stick
> can be moved all the way back until it hits the torque tube, but at
> that
> point is hits the throttle lever if you move it side to side. I
> doubt that
> in use it would ever go back this far before the stall occurs. Can
> anyone
> give some insight as to how far back the stick goes in the normal
> range of
> flight (power on stall or maybe full stall landing). The best
> reference
> point is how far the bottom of the grip is from the aileron torque
> tube.
>
> Thanks!
> Jason
> MKIIIC
> BMW R100 engine
> Portland OR
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Throttle - control stick interference |
Landing at minimum airspeed, with two adults and flaps, you will want all
the up elevator you can get.
Richard Pike
MKIII N420P (420ldPoops)
>
>I am in the process of installing my throttle lever in my MKIIIC and have
>noticed the interference between the throttle and the stick. I went and
>searched the archives and some people said cut the throttle lever shorter,
>some said move it to the left side. I want to keep the throttle in the
>middle and I have bent the lever to miss the stick as best I can. My stick
>can be moved all the way back until it hits the torque tube, but at that
>point is hits the throttle lever if you move it side to side. I doubt that
>in use it would ever go back this far before the stall occurs. Can anyone
>give some insight as to how far back the stick goes in the normal range of
>flight (power on stall or maybe full stall landing). The best reference
>point is how far the bottom of the grip is from the aileron torque tube.
>
>Thanks!
>Jason
>MKIIIC
>BMW R100 engine
>Portland OR
>
>
________________________________________________________________________________
| From: | "Bill Vincent" <emailbill(at)chartermi.net> |
Hi Gang
To who ever is going to Sun N Fun, hope you have loads of fun!!! Hopefully I will
see some of you in Oshkosh.
Bill Vincent
Firestar II
Upper Peninsula of Michigan
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
Hi everyone, we'll be at the Poly-Fiber booth in building "B" again this year,
please look us up and say "hi".
You also might take a look at our picture wall & sign yours if we have it!
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber, Ceconite & Randolph Distributors
(Toll Free) (877) 877-3334
Web Site: www.poly-fiber.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| Subject: | Re: Streamlined Tubing |
In a message dated 4/5/2005 11:14:44 AM Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
>
> Morning Gang:
>
> I was pleasantly surprised at the difference in feel and performance
> when we replaced the round aluminum lift struts with steel streamlined
> struts on my original Firestar.
>
>
I have to agree with John here. I just took the plastic fairing off of my
Firefly. If they are loose at all they will flutter at about 70 mph. If you
would like the ones I took off you can have them for the price of postage. They
are nicely cut and trimmed to fit by Duane.
Steve B
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Models from "The Aviator" |
(Recipient list supressed)
http://a330.g.akamai.net/f/330/2540/4m/www.designnews.com/contents/images/rc
planes_incamera_2.wmv
http://a330.g.akamai.net/f/330/2540/4m/www.designnews.com/contents/images/De
sign.wmv
There's also an article in Design News that has these links:
http://www.designnews.com/article/ca513570.html
Dave Paule
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
Would there be any Kolbers in the Memphis area around May 16th? Or
New Orleans May 22-23?
Or Seattle April 30-May 3 or so?
I'd like to meet & gab if if fits your schedule --
Thanks,
Russ Kinne
________________________________________________________________________________
| From: | "Edward Chmielewski" <edchmiel(at)mindspring.com> |
jerb,
I didn't take it as arrogance. I'm a little jealous, tho.
Ed in JXN
MkII/503
----- Original Message -----
From: "jerb" <ulflyer(at)verizon.net>
Subject: Re: Kolb-List: q
>
> That's funny Dale, I thought the very same thing. Guess were just not part
> of the click. I think you have to be arrogant to belong.
> jerb
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Ed,
Your probably right, just a tease....
jerb
>
>
>jerb,
>
> I didn't take it as arrogance. I'm a little jealous, tho.
>
>Ed in JXN
>MkII/503
>
>
>----- Original Message -----
>From: "jerb" <ulflyer(at)verizon.net>
>To:
>Subject: Re: Kolb-List: q
>
>
> >
> > That's funny Dale, I thought the very same thing. Guess were just not
> part
> > of the click. I think you have to be arrogant to belong.
> > jerb
> >
>
>
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
Original Firestar Mods
I am rebuilding my Original firestar and just wanted to know if anyone has
done any modifications to where the leg sockets are, I am thinking I will move
the bottom of them forward a bit to help prevent nose overs especially on skis
in sticky snow .
Has anyone got any ideas or info as to what I would need to do to accomplish
this?
Welding is not a problem so I just need to know what to do about the wing
strut mounting point should I move that also and make modifications to my wing
strut length and or is this safe enough to move wing strut point forward with
gear Leg sockets.
if anyone has done this and has Pictures I would like to have a peek if you
dont mind.
Thanks in advance
Original Firestar in Maine
Ellery Batchelder Jr.
DO
NOT ARCHIVE
________________________________________________________________________________
| From: | bryan green <lgreen1(at)sc.rr.com> |
Hi Ellery the only thing I can suggest is look at adding longer gear
legs, this moves the wheels forward a bit and may save you a lot of work.
Bryan Green Elgin SC
Firestar 447 BRS Powerfin
ElleryWeld(at)aol.com wrote:
>
>Original Firestar Mods
>I am rebuilding my Original firestar and just wanted to know if anyone has
>done any modifications to where the leg sockets are, I am thinking I will move
>the bottom of them forward a bit to help prevent nose overs especially on skis
>in sticky snow .
>
> Thanks in advance
>
>Original Firestar in Maine
> Ellery Batchelder Jr.
> DO
>NOT ARCHIVE
>
>
>
>
________________________________________________________________________________
Engines-List(at)matronics.com, Europa-List(at)matronics.com,
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Tailwind-List(at)matronics.com, Yak-List(at)matronics.com,
Zenith-List(at)matronics.com
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Wally Messages Stopped! |
Dear Listers,
My sincere apologies! At about 4:30am this morning there was an odd system
problem on the Matornics email server, causing many mail files to become
marked as "read-only". This wedged many of the List filters causing all
sorts of weird behavior. Perhaps the oddest was that an innocent message
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If you receive this message, and sent a list message to any of the lists
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Matronics Email List Admin
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Aerodynamics Background |
A sound general introduction to all sorts of aerodynamic knowledge:
http://www.aerodyn.org, according to Peter Garrison.
Dave Paule
(I've just skimmed part of it....)
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
Ellery,
An alternative to relocating your gearleg sockets would be to go
with a chromoly steel, .060-.090" (I am just guestamating on this, I believe
the archives have wall thickness on steel legs that have been used in the
past. John H. made some for his old FS. He has the Rockwell hardness number
also.) wall thickness & put a gradual forward bend into them & make them as
long as possible. Between the extra length & the forward bend, you should
easily get the distance you need. After you have them bent & the axle welded
on, all the holes drilled, get them heat treated & you will be on your way!
I moved my old UltraStar's gear forward & was happy I did, as I used the
brakes on some very short dead-end strips & never could have done that
before. ...Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
ElleryWeld(at)aol.com
Subject: Kolb-List: Kolb List
Original Firestar Mods
I am rebuilding my Original firestar and just wanted to know if anyone has
done any modifications to where the leg sockets are, I am thinking I will
move
the bottom of them forward a bit to help prevent nose overs especially on
skis
in sticky snow .
Has anyone got any ideas or info as to what I would need to do to accomplish
this?
Welding is not a problem so I just need to know what to do about the wing
strut mounting point should I move that also and make modifications to my
wing
strut length and or is this safe enough to move wing strut point forward
with
gear Leg sockets.
if anyone has done this and has Pictures I would like to have a peek if you
dont mind.
Thanks in advance
Original Firestar in Maine
Ellery Batchelder Jr.
DO
NOT ARCHIVE
________________________________________________________________________________
| From: | "Steve Garvelink" <link(at)cdc.net> |
| Subject: | Kolb list electric trim tab |
This is a link to a clever electric trim system that appears very easy
to do
Thought you guys would be interested in this arrangement.
SRGLINK
http://www.n566aj.com/max/frugal.htm
________________________________________________________________________________
| From: | Noel Bouchard <noelbou(at)cam.org> |
| Subject: | Here is my Kolb from the satellite !!! |
Hello Group !
Just wanted to give the address of a great new satellite maps tools
provided by Google.
http://maps.google.com/
Just go to this page and click on the Satelite link at the upper right
of the page.
The resolution vary but some cities have a very high resolution ...
I was even able to spot my Kolb Twinstar MkII on the field !!!
... Near Montreal, Canada.
Great tools for trip planing, to find safe flying terrain (farmands ...
etc) !
You can even create a link to a given map by using the
"Link to this page" link on the Google map page !
See this :
http://maps.google.com/maps?q=Montreal,Canada&ll=45.689607,-73.826108&spn=0.006019,0.009205&t=k&hl=en
If you look in the center of the picture you should see 3 yellow planes ...
Mine is the one on the leftmost side ... !
The one beside is an original 1946 Piper Cub and the other one is a
Zenair CH-701
You can also see another white plane on the "runway" and another parked one.
I suspect this picture to have been taken last summer (or maybe the one
before)
It would be fun if all (who are interrested) would try to spot their
plane and post the www address as above.
Of course many planes are in hangards but ... it can still be
interresting to see the field area ...
Hope many will participate !
Nol
--
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: 6 gallon tanks |
> Denny,
>
> Why not fill one of those 6 gallon tanks with water and drop it from five
> or six
> feet and see what happens. If it survives and the lid stays on after a
> few drops
> you can feel comfortable with it on your plane. These tanks are certified
> for
> shipping hazardous liquids like acids and such; they should pass the test.
> I can
> tell you the six gallon on my KXP has performed well. The thinner sides
> can
> buckle in a little over time if you over-tighten the hold down straps, but
> that is
> my only gripe. It has been comforting to have that extra gallon.
>
> I searched the web for over a year before I found this tank. If anyone
> finds
> another source for a drop in tank over five gallons, please post it to the
> list.
> If the tanks don't pass your drop test, please let me know. I will go
> back to the
> factory original.
>
> Fly safe,
>
> Roger in Oregon
>
> Roger,
You have convinced me to give these buggers a try, I can always switch back.
Thanks.
Denny
>
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
Longer legs dont help any in the original version of the firestar the leg
sockets dont angle forward at all I am thinking I can move the top back easier
and with the longer gear legs I will have the problem solved
Thanks for your reply
Original Firestar in Maine
Ellery
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
Thanks for your reply
but I think I will make new gear leg sockets to accept the bigger gear legs
and move the top of the gear leg sockets back about two inches I think this
will be the best fix for me I really don't want to bend the gear legs to make
it work ok and look weird
Now I just gotta get a look at a newer model of the gear leg
sockets to see what angle there at
Thanks for your reply anyway
Rebuilding and modifying an Original firestar in Maine
Ellery
________________________________________________________________________________
| Subject: | Re: 6 gallon tanks |
In a message dated 4/11/2005 10:37:45 PM Eastern Standard Time,
rowedl(at)highstream.net writes:
If anyone
> finds
> another source for a drop in tank over five gallons, please post it to the
> list.
> If the tanks don't pass your drop test, please let me know. I will go
> back to the
> factory original.
>
> Fly safe,
>
> Roger in Oregon
>
> Roger,
You have convinced me to give these buggers a try, I can always switch back.
Thanks.
Denny
If you are concerned about the strength of the tank, you can cut the top out
of one, drill two 1/4" or so diameter holes in the bottom, heat it up 'till it
gets pliable [we used a "jet engine" type space heater], & slide it over
another tank [probably would be good to chill the inner tank w/ ice]. The tanks
are cheap enough to make two in to one.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | Scott Perkins <2scott(at)bellsouth.net> |
This technique would result in stronger ribs than the std Kolb technique
due to a lesser weakening in the plane of stress.
http://www.vole.ch/cgraph/impactgalweb/source/flugel_von_innen.html
________________________________________________________________________________
| From: | "Christopher Armstrong" <tophera(at)centurytel.net> |
Very cool plane. Could you explain "less weakening in the plane of stress"
a bit more?
Topher
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Scott Perkins
Subject: Kolb-List: stronger ribs
This technique would result in stronger ribs than the std Kolb technique
due to a lesser weakening in the plane of stress.
http://www.vole.ch/cgraph/impactgalweb/source/flugel_von_innen.html
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
Kolb Friends -
I've decided to add overboard vents for my fuel tank caps.
My Mark-III uses the stock 5-gal neoprene tanks, with the screw-on caps.
The existing vent hole in these caps is simply a 1/16" hole drilled thru the
cap.
What is the easiest way to install a 1/8" nipple (for a vent line) in the
cap?
Just drill this hole out and thread in the nipple?
Thanks -
Dennis Kirby
Mark-III
________________________________________________________________________________
| From: | Comcast <davis207(at)comcast.net> |
Weather here in the NE is looking better, and I was off today, so I took
a quick "post winter check ride". Just 15 minutes around the patch to
get re-acquainted with the Firefly.
Even though I've already been over the plan and checked out the engine
over the weekend, I want to be especially attentive during the
pre-flight, just since the plane has not been up for a few months. Sure
enough, the primer bulb was not pumping like it should. A closer check
should a small fuel leak at it's base. That got my attention. A
further check showed a small crack in the nipple at the inlet side of
the primer bulb. When I went to remove it, the nipple snapped off,
putting a clean break in the fuel flow path.
This likely saved me from an engine out due to fuel starvation.
Y'all be careful out there.
Chuck Davis
Firefly 028
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
Dennis,
I drilled and threaded the hex plugs that thread into the caps on my stock
tanks for the 1/8" pipe to tube adapters, and have a pin hole drilled
through the caps under the hex plugs, both vent tubes run back and down by
where the boom tube exits the fuselage.
When I install the new six gallon tanks, I plan to tee the vents together
and go into the tanks the same way the fuel pick ups do with the rubber
grommets.
Also plan on putting a finger filter on the vent line end to keep the mud
dawbers out.
Denny Rowe
>
>
> Kolb Friends -
>
> I've decided to add overboard vents for my fuel tank caps.
> My Mark-III uses the stock 5-gal neoprene tanks, with the screw-on caps.
>
> The existing vent hole in these caps is simply a 1/16" hole drilled thru
> the
> cap.
> What is the easiest way to install a 1/8" nipple (for a vent line) in the
> cap?
> Just drill this hole out and thread in the nipple?
>
> Thanks -
>
> Dennis Kirby
> Mark-III
>
>
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: 6 gallon tanks |
Uh, why not do that to a "spare" tank instead?
I surely wouldn't want to fly a tank that I'd done that to. I wouldn't even
put it in the plane.
Dave Paule
Boulder, CO
> Why not fill one of those 6 gallon tanks with water and drop it from five
> or six
> feet and see what happens. If it survives and the lid stays on after a
> few drops
> you can feel comfortable with it on your plane.
________________________________________________________________________________
| From: | Herb Gayheart <herbgh(at)juno.com> |
Firefly Guys
I am trying to get a 60 inch three blade IVO prop to work on my
firefly with a 447. 2.58 to 1 gear box and 165 main jet. Pitch of prop
is neutral.
The problem is that I cannot get rpms obove 4k. It bogs down and goes
into 4 cycle mode. Plugs are wet and black. I dropped the needle all
the way down and the rpms come up to 5500 or so.
Is this an over size main jet problem. Kolb and IVO say that the 3
blade 60 inch prop should work. Herb in Ky
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: firefly Prop |
Yes, a three blade 60" ought to work fine. So...
Too much oil in the air filter?
Does it have point ignition? Timing is correct?
The jet needle clip is against the metal carb slide and the white nylon
gizmo that the spring pushes against is on top of the needle clip? If you
have the needle in so that the clip is above the white nylon gizmo, then it
will be way rich.
Floats are set right? When you pull the float bowl off, the little pin that
comes out of the side of the floats is about even with the gas? Sometimes
floats go bad and sink, makes everything really rich.
No grass seeds or stems holding the float needle off the seat? All the
various jets are snug & tight against the castings? If you have a jet back
itself out and get loose, the engine will go super rich. (Guess how I know
this? Got the whole neighborhood really excited... lots of grass stains and
cow poop on the airplane... weeds jammed between the aileron counter
balances and the tips... at least a MKIII will fly back out of any place
you can fly it into... with weeds hanging from between the gear legs and
wheel pants, & wrapped around the lower stab wires... which got the
neighbors even more excited... you really do want to avoid such things if
at all possible... sigh...)
Is your choke cable too short? All the choke (actually an enrichner jet)
really is, is an auxiliary jet circuit that makes the mixture a lot richer
when you actuate it, and if the cable is a hair short, then the plunger
stays lifted off the seat a bit, and the enrichner circuit stays open,
making everything really rich.
Is your premix gas old?
Richard Pike
MKIII N420P (420ldPoops)
>
>
>Firefly Guys
>
> I am trying to get a 60 inch three blade IVO prop to work on my
>firefly with a 447. 2.58 to 1 gear box and 165 main jet. Pitch of prop
>is neutral.
>
> The problem is that I cannot get rpms obove 4k. It bogs down and goes
>into 4 cycle mode. Plugs are wet and black. I dropped the needle all
>the way down and the rpms come up to 5500 or so.
>
> Is this an over size main jet problem. Kolb and IVO say that the 3
>blade 60 inch prop should work. Herb in Ky
>
>
________________________________________________________________________________
| Subject: | Re: firefly Prop |
| From: | Herb Gayheart <herbgh(at)juno.com> |
Richard
I have flown three hours + with the needle in wrong. New engine.
Two blade prop 62 inch prop that was not performing well either. I had
it out at least twice today and did not realize that it was wrong!!
Thanks a bunch! Herb
writes:
>
> Yes, a three blade 60" ought to work fine. So...
>
> Too much oil in the air filter?
>
> Does it have point ignition? Timing is correct?
>
> The jet needle clip is against the metal carb slide and the white
> nylon
> gizmo that the spring pushes against is on top of the needle clip?
> If you
> have the needle in so that the clip is above the white nylon gizmo,
> then it
> will be way rich.
>
> Floats are set right? When you pull the float bowl off, the little
> pin that
> comes out of the side of the floats is about even with the gas?
> Sometimes
> floats go bad and sink, makes everything really rich.
>
> No grass seeds or stems holding the float needle off the seat? All
> the
> various jets are snug & tight against the castings? If you have a
> jet back
> itself out and get loose, the engine will go super rich. (Guess how
> I know
> this? Got the whole neighborhood really excited... lots of grass
> stains and
> cow poop on the airplane... weeds jammed between the aileron counter
>
> balances and the tips... at least a MKIII will fly back out of any
> place
> you can fly it into... with weeds hanging from between the gear legs
> and
> wheel pants, & wrapped around the lower stab wires... which got the
>
> neighbors even more excited... you really do want to avoid such
> things if
> at all possible... sigh...)
>
> Is your choke cable too short? All the choke (actually an enrichner
> jet)
> really is, is an auxiliary jet circuit that makes the mixture a lot
> richer
> when you actuate it, and if the cable is a hair short, then the
> plunger
> stays lifted off the seat a bit, and the enrichner circuit stays
> open,
> making everything really rich.
>
> Is your premix gas old?
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
>
>
> >
> >Firefly Guys
> >
> > I am trying to get a 60 inch three blade IVO prop to work on
> my
> >firefly with a 447. 2.58 to 1 gear box and 165 main jet. Pitch
> of prop
> >is neutral.
> >
> > The problem is that I cannot get rpms obove 4k. It bogs down
> and goes
> >into 4 cycle mode. Plugs are wet and black. I dropped the needle
> all
> >the way down and the rpms come up to 5500 or so.
> >
> > Is this an over size main jet problem. Kolb and IVO say that
> the 3
> >blade 60 inch prop should work. Herb in Ky
> >
> >
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Comcast <davis207(at)comcast.net> |
| Subject: | Re: Kolb-List Digest: 13 Msgs - 04/15/05 |
Herb,
re: Now I have to worry about punching a blade through the fabric!
Yes, you do! As someone on the list likes to say "Ask me how I know
that!" A solution is foam pipe insulation from Lowes, Home Depot, etc.
Cut to length, and slice from end to end. As part of post flight
checklist, place over prop leading edges. If you don't you will
eventually have a hole in your left wing about the same place I do.
Chuck
FF 028
Phoenixville, PA
>
>
>________________________________ Message 13 ____________________________________
>
>
>Subject: Re: Kolb-List: firefly Prop
>From: Herb Gayheart <herbgh(at)juno.com>
>
>
> The only reason for going to the three blade is that I and everyone
>else keeps bumping into the blades with the plane stored in one side of
>my garage. Now I have to worry about punching a blade through the
>fabric! Herb
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: firefly Prop |
Richard,
You da Man!
that was an excellent post.
Denny
Just cutting and burning brush in PA.
----- Original Message -----
From: "Herb Gayheart" <herbgh(at)juno.com>
Subject: Re: Kolb-List: firefly Prop
>
> Richard
>
> I have flown three hours + with the needle in wrong. New engine.
> Two blade prop 62 inch prop that was not performing well either. I had
> it out at least twice today and did not realize that it was wrong!!
> Thanks a bunch! Herb
> writes:
>>
>> Yes, a three blade 60" ought to work fine. So...
>>
>> Too much oil in the air filter?
>>
>> Does it have point ignition? Timing is correct?
>>
>> The jet needle clip is against the metal carb slide and the white
>> nylon
>> gizmo that the spring pushes against is on top of the needle clip?
>> If you
>> have the needle in so that the clip is above the white nylon gizmo,
>> then it
>> will be way rich.
>>
>> Floats are set right? When you pull the float bowl off, the little
>> pin that
>> comes out of the side of the floats is about even with the gas?
>> Sometimes
>> floats go bad and sink, makes everything really rich.
>>
>> No grass seeds or stems holding the float needle off the seat? All
>> the
>> various jets are snug & tight against the castings? If you have a
>> jet back
>> itself out and get loose, the engine will go super rich. (Guess how
>> I know
>> this? Got the whole neighborhood really excited... lots of grass
>> stains and
>> cow poop on the airplane... weeds jammed between the aileron counter
>>
>> balances and the tips... at least a MKIII will fly back out of any
>> place
>> you can fly it into... with weeds hanging from between the gear legs
>> and
>> wheel pants, & wrapped around the lower stab wires... which got the
>>
>> neighbors even more excited... you really do want to avoid such
>> things if
>> at all possible... sigh...)
>>
>> Is your choke cable too short? All the choke (actually an enrichner
>> jet)
>> really is, is an auxiliary jet circuit that makes the mixture a lot
>> richer
>> when you actuate it, and if the cable is a hair short, then the
>> plunger
>> stays lifted off the seat a bit, and the enrichner circuit stays
>> open,
>> making everything really rich.
>>
>> Is your premix gas old?
>>
>> Richard Pike
>> MKIII N420P (420ldPoops)
>>
>>
>>
>>
>> >
>> >Firefly Guys
>> >
>> > I am trying to get a 60 inch three blade IVO prop to work on
>> my
>> >firefly with a 447. 2.58 to 1 gear box and 165 main jet. Pitch
>> of prop
>> >is neutral.
>> >
>> > The problem is that I cannot get rpms obove 4k. It bogs down
>> and goes
>> >into 4 cycle mode. Plugs are wet and black. I dropped the needle
>> all
>> >the way down and the rpms come up to 5500 or so.
>> >
>> > Is this an over size main jet problem. Kolb and IVO say that
>> the 3
>> >blade 60 inch prop should work. Herb in Ky
>> >
>> >
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
> --
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] Matronics Email Server Upgrade... |
Dear Listers,
I will be upgrading the Matronics Email Server this weekend. This includes
some hardware improvements - more memory, faster, more capable processors -
as well as a complete operating system upgrade from scratch. I hope to
have both the old system and the new system running at the same time to
minimize the actual impact of the upgrade.
Hopefully there will be little actual downtime during the transition, but a
few posts may get lost in the shuffle. If you don't see your post show up
on the List in the normal amount of time (plus a little bit), then please
just try posting it again.
Upgrading the Matronics Email Server operating system (from Redhat Linux
7.2 to Redhat Linux WS 4) is a sizeable undertaking and requires a great
deal of work to port all of the utilities, programs, and scripts over to
the new system. As I've already mentioned, both the old and new systems
will be on line at the same time, so interruption should be held to an
absolute minimal. You might see a couple of odd test messages during the
cut-over or other odd messages; please just ignore them.
I have setup a new System Status Web Page that I will use to update List
Members on the current status of the email and web systems. Please refer
to it as often as you like:
http://www.matronics.com/SystemStatus/
Thank you for your continued support of the List Services at
Matronics! Its your yearly Contributions that make these major upgrades
possible!
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | John Jung <jrjungjr(at)yahoo.com> |
| Subject: | Alcohol and capacitance fuel senders |
Group,
I believe that I have discovered a problem between alcohol fuels and
capacitance fuel senders. I use my EIS for monitoring fuel. After
moving to the Phoenix area, the EIS would indicate about 3 gallons when
the tank was full. It would not respond to re-calibrating, either. So,
I ordered a new probe. But, before I installed the new probe, the EIS
started indicating fuel correctly again. What changed? I had switched
to 100LL. Phoenix has gas with 10% alcohol, which I used until getting
a hanger. More recently, a friend added a capacitance sender and a fuel
gage to his Firestar II. Same problem. At my suggestion, he filled his
tank with 100LL. Gage worked. Has anyone else run into this?
John Jung
Firestar II 503
Surprise, AZ
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
I returned from Lakeland last nite after a 27 hr drive. (2 days ). Other than
a shower on wed. morning, the weather was great. The growds seemed down
somewhat. Possibly because they were charging $30 a ticket for entree. That is
tough to bring the family. Also the gas prices may have held some travelers back?
Two things of interest I learned at the Kolb Trailer. They are looking into a
6 gal. gas tank and they are 1/2 way done in the development and design of
returning the "LASER". Yes it will even be red but constructed out of composite
material. I hope it wasnt meant to be a surprise but they didn't say to keep
it quiet.
Fly safe
Bob Griffin
near Albany NY
________________________________________________________________________________
| From: | "woody" <duesouth(at)govital.net> |
| Subject: | Re: Alcohol and capacitance fuel senders |
Check this months Kitplanes for a more in depth explanation of gasahol
fuel and capacitance. Good timing eh.
>
> I believe that I have discovered a problem between alcohol fuels and
> capacitance fuel senders. I use my EIS for monitoring fuel. After
> moving to the Phoenix area, the EIS would indicate about 3 gallons when
> the tank was full. It would not respond to re-calibrating, either. So,
> I ordered a new probe. But, before I installed the new probe, the EIS
> started indicating fuel correctly again. What changed? I had switched
> to 100LL. Phoenix has gas with 10% alcohol, which I used until getting
> a hanger. More recently, a friend added a capacitance sender and a fuel
> gage to his Firestar II. Same problem. At my suggestion, he filled his
> tank with 100LL. Gage worked. Has anyone else run into this?
>
> John Jung
> Firestar II 503
> Surprise, AZ
>
>
> --
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 4/17/2005 8:13:57 A.M. Central Standard Time,
Airgriff2(at)aol.com writes:
The growds seemed down
somewhat. Possibly because they were charging $30 a ticket for entree. That
is
tough to bring the family. Also the gas prices may have held some travelers
back?
Bob,
Last time I went to S N F they charged a whole week of camping even if
you just wanted to camp for 2 nites. They would not refund the difference.
That is not fair . At least at oshkosh they will refund the days you dont use.
Do you know if that is still the way they operate? If so I may never go back!
Ed ( in Houston doing a last minute check over before
breaking in my 447)
________________________________________________________________________________
| From: | "Richard Swiderwski" <rswiderski(at)earthlink.net> |
Hello Kolbers,
George Randolph & I just got back from S & F tonite. It was a
shocker to see the camping & registration fees-- well over $200 for 2 people
for more than 3 days! It is still the premiere UL/Sport Plane/Experimental
gathering of aviation, but I sure miss the good old days when it was
affordable & not so over regulated with silly rules. We had a great time at
the Kolb gathering on Friday nite. We had a great bunch with great stories.
It was really nice to see old friends & put faces on some of our Kolb
Listers. The weather was extreme for a Florida Spring. The cold blustering
wind was unrelenting. Steve Green's hotdog grilling technique sure beat
George's beans of last year.
Personally I enjoyed the forums a great deal & learned some good
stuff. Time for bed. ...Richard Swiderski
________________________________________________________________________________
| From: | "dama" <dama(at)mindspring.com> |
Thanks for the info, Richard...
Kip
http://www.springeraviation.net/
----- Original Message -----
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: RE: Kolb-List: Sun & Fun
>
> Hello Kolbers,
>
> George Randolph & I just got back from S & F tonite. It was a
> shocker to see the camping & registration fees-- well over $200 for 2
people
> for more than 3 days! It is still the premiere UL/Sport
Plane/Experimental
> gathering of aviation, but I sure miss the good old days when it was
> affordable & not so over regulated with silly rules. We had a great time
at
> the Kolb gathering on Friday nite. We had a great bunch with great
stories.
> It was really nice to see old friends & put faces on some of our Kolb
> Listers. The weather was extreme for a Florida Spring. The cold
blustering
> wind was unrelenting. Steve Green's hotdog grilling technique sure beat
> George's beans of last year.
> Personally I enjoyed the forums a great deal & learned some good
> stuff. Time for bed. ...Richard Swiderski
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] Matronics Email Server Upgrade Complete! |
Dear Listers,
The upgrade of the Matronics Email Server can be considered complete at
this time. All known issues related to the upgrade process have been
resolved and email services are running normal. The Nightly Digest
processing has not yet been tested and will wait for tonight's update.
If you encounter any odd behavior with respect to the Matronics Email
Server over the next few days, please contact me via email at
dralle(at)matronics.com or if that fails try dralle(at)speakeasy.net.
Thanks to everyone for being patient through this arduous process of a
major system upgrade!
Matt Dralle
Email List Administrator
At 12:37 PM 4/16/2005 Saturday, Matt Dralle wrote:
>Dear Listers,
>
>I will be upgrading the Matronics Email Server this weekend. This
>includes some hardware improvements - more memory, faster, more capable
>processors - as well as a complete operating system upgrade from
>scratch. I hope to have both the old system and the new system running at
>the same time to minimize the actual impact of the upgrade.
>
>Hopefully there will be little actual downtime during the transition, but
>a few posts may get lost in the shuffle. If you don't see your post show
>up on the List in the normal amount of time (plus a little bit), then
>please just try posting it again.
>
>Upgrading the Matronics Email Server operating system (from Redhat Linux
>7.2 to Redhat Linux WS 4) is a sizeable undertaking and requires a great
>deal of work to port all of the utilities, programs, and scripts over to
>the new system. As I've already mentioned, both the old and new systems
>will be on line at the same time, so interruption should be held to an
>absolute minimal. You might see a couple of odd test messages during the
>cut-over or other odd messages; please just ignore them.
>
>I have setup a new System Status Web Page that I will use to update List
>Members on the current status of the email and web systems. Please refer
>to it as often as you like:
>
> http://www.matronics.com/SystemStatus/
>
>
>Thank you for your continued support of the List Services at
>Matronics! Its your yearly Contributions that make these major upgrades
>possible!
>
>Best regards,
>
>Matt Dralle
>Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Airgriff2(at)aol.com |
Ed Writes
>
> >> Bob,
>>
>> Last time I went to S N F they charged a whole week of camping
>> even if
>> you just wanted to camp for 2 nights. They would not refund the
>> difference.
>> That is not fair. At least at Oshkosh they will refund the days you
>> don't use.
>>
>> Do you know if that is still the way they operate? If so I may never
>> go back!
>>
>> Yes, Ed, I arrived 2 days early, paid an extra $40 plus the full week of
>> camping regardless of how many nights I stayed. The show itself was great
>> as usual but the main campground was a bit less. Their rules say roping off
>> areas to save them ahead of time isn't allowed. As you ride around looking
>> for a spot you see roped areas all over and nothing is said. Also they say
>> no tents around the rim of the pond. I bet you could count 30 or 40 of them?
>> The vending and camp stores used to be run by local organizations from
>> Lakeland trying to raise money, such as boys & girls clubs. Now they are all
>> commercial and carnival type venders. Only food available in the main
>> campground, other than the corn roast, was from the "Cinnamon bun"unit which
got $5
>> + for a roll. Neither one of the camp stores ever opened up at all. I was
>> in a tent only area which is supposed to be quiet with no generators. Near by
>> was a refrigerated trailer unit running 24/7. Sorry to go on with the
>> little gripes, but don't blame the EAA. The local paper explained that Sun
& Fun
>> has dropped "EAA" from it's logo because they want people to realize that
>> the show is owned and operated by "Sun & Fun Inc.", not the EAA.
Fly Safe
Bob Griffin
________________________________________________________________________________
| Subject: | Whelen Nav/Strobes |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
I bought the low amp Whelen kit that includes the A600PG & R wing tip
lights. These are the combination green/red, strobe, and white tail
light in one unit. I was laying out the mounting brackets this weekend
and took the cover off to check the mounting holes. These things are
not water tight! The lens retaining cover has small openings on the
side that would allow water in and the internal gaskets do not
completely seal the bulbs.
I know several of you guys have these units. Is this normal? Has
anyone ever had a problem with this? I guess I expected a heavy sealed
"off-road" type unit but this is definitely not the case.
Rex Rodebush
________________________________________________________________________________
| From: | flycolt45(at)aol.com |
| Subject: | Re: Whelen Nav/Strobes |
RE: Strobes.
For those who don't know, Dick Kunzleman now has L.E.D. position lights. I stopped
by the Kunzleman Electronincs tent at S&F and checked out his system. They
are new this year and it was his first opportunity to show them off. They
also come with strobes so that you get left/ right (Red/Green) L.E.D. indicators
and well as wing tip strobe visibility. A less expensive alternative than
Whelen - & Dick IS one of US : ). He still has his Kolb MKII that received
Sun & Fun's "Best Craftsmanship Award" for 1998. I've used his strobes/
hot box and other products (4 Kolb planes), over the years and have always been
more than satisfied with the quality of his products and his willingness to
assist.
His shop number is: (612) 326-9068
Jim FL/PA
Jim
-----Original Message-----
From: Rex Rodebush <rrodebush(at)tema.net>
Subject: Kolb-List: Whelen Nav/Strobes
I bought the low amp Whelen kit that includes the A600PG & R wing tip
lights. These are the combination green/red, strobe, and white tail
light in one unit. I was laying out the mounting brackets this weekend
and took the cover off to check the mounting holes. These things are
not water tight! The lens retaining cover has small openings on the
side that would allow water in and the internal gaskets do not
completely seal the bulbs.
I know several of you guys have these units. Is this normal? Has
anyone ever had a problem with this? I guess I expected a heavy sealed
"off-road" type unit but this is definitely not the case.
Rex Rodebush
________________________________________________________________________________
| Subject: | Whelen Nav/Strobes |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
I think I found my answer. Page 15 of the Whelen installation manual
says:
"WATERPROOFING OF STROBE LIGHT SYSTEMS: When necessary to waterproof
the installation of a strobe light mounting to the aircraft, apply
GE....RTV...
around the open area where water could get in"
Has anybody done this? I guess it will work but I think it's really
half assed that a supposedly "high end" system requires that you spread
gumucky around it to seal it up.
Rex Rodebush
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Whelen Nav/Strobes |
> Has anybody done this? I guess it will work but I think it's really
> half assed that a supposedly "high end" system requires that you spread
> gumucky around it to seal it up.
>
> Rex Rodebush
Rex/All:
Sorry I could not respond sooner. Up here in Yankee Land, Indianapolis, IN.
Believe you will have a difficult time finding a better system than Whelen.
Been using mine, on the MKIII since March 1992. A pleasure to have a strobe
system that does not need overhauling every month or so. Have found no
reason to use anything to seal the light/strobe heads. Water does not seem
to be a problem for me and I have the same lights you have.
Back in the "true" ultralight days of Illusion Aircraft, a kit we built from
scratch, our strobe systems failed on a regular basis.
A note for insuring continued good use out of any strobe system is to fire
here off for 15 or 20 minutes a month as a minimum. This keeps the
capacitors alive. I made the mistake and let mine sit for several months
without use and lost the capacitors. Other than that they are the best one
can buy, in my book.
Take care,
john h
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: firefly Tires |
Hi You' all Kolbers,
I was wanting to get some bigger tires for my Firefly than the small Azura
tires that is presently on it...... Does anyone have any experience with what
works best ??... I have heel brakes on the Firefly I have and would also like
to put some wheel pants on tooo..... Thanking you in advance for your
help.....
Stephen
Bama Firefly
________________________________________________________________________________
In a message dated 4/17/2005 9:53:21 PM Eastern Standard Time,
rswiderski(at)earthlink.net writes:
> rswiderski(at)earthlink.net>
>
> Hello Kolbers,
>
> George Randolph &I just got back from S &F tonite. It was a
> shocker to see the camping ®istration fees-- well over $200 for 2 people
> for more than 3 days! It is still the premiere UL/Sport Plane/Experimental
> gathering of aviation, but I sure miss the good old days when it was
> affordable ¬ so over regulated with silly rules. We had a great time at
> the Kolb gathering on Friday nite. We had a great bunch with great stories.
> It was really nice to see old friends &put faces on some of our Kolb
> Listers. The weather was extreme for a Florida Spring. The cold blustering
> wind was unrelenting. Steve Green's hotdog grilling technique sure beat
> George's beans of last year. HEY!! GEORGE HERE SAYIN THAT I AGREE WITH
> EVERYTHING EXCEPT THE LAST SENTENCE....ALTHO, I MUST ADMIT...STEVE DID A
> WONDERFUL JOB ON THOSE DOGS
> Personally I enjoyed the forums a great deal &learned some good
> stuff. Time for bed. ...Richard Swiderski
> NEXT YEAR RICH AND I WILL BE THERE WITH........DANCIN GIRLS?...NAW THAT WOULD
SCARE EVERYONE AWAY
GEORGE RANDOLPH
FIRSTAR DRIVER FROM THE VILLAGES, FL
PS NICE TO SEE GARY OF KOLB, GEORGE ALEXANDER, GENE LEDBETTER, AND DUANE
THE PLANE, JOHN WILLIAMSON, JIM, AND 4 OR 5 OTHERS THAT JUMPED IN AND SCOOTED
BECAUSE OF THE WIND. WE DID FINALLY HAVE A NICE CAMPFIRE THOUGH.
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 4/18/2005 7:41:58 A.M. Central Standard Time,
Airgriff2(at)aol.com writes:
Bob Writes,
has dropped "EAA" from it's logo because they want people to realize that
>> the show is owned and operated by "Sun & Fun Inc.", not the EAA.
Fly Safe
Bob Griffin
Bob,
If there was a way to get every one who is not rich enough to go both
to Oshkosh AND Sun N Fun each year to unite and just go to Oshkosh next
year I bet that would get their attention. I guess its like the sports teams
. They will keep raising ticket prices as long as enough people will pay the
price. Whew guess Ive said too much already, but I dont have all the money
in the world. Hope everyone who was able to go, got there moneys worth.
Ed ( in Houston)
________________________________________________________________________________
| From: | "Dale Sellers" <dsel1(at)bellsouth.net> |
Ed,
I've been to S&F several times. I live about five hours from there. I went
last year for two days because I was staying in Tampa taking cancer
treatments, but since I've had to retire and am on a fixed income I doubt I
will go back. It's gotten too rich for my blood too.
Dale Sellers
Georgia UltraStar
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: Sun
>
> In a message dated 4/18/2005 7:41:58 A.M. Central Standard Time,
> Airgriff2(at)aol.com writes:
>
> Bob Writes,
>
>
> has dropped "EAA" from it's logo because they want people to realize that
>>> the show is owned and operated by "Sun & Fun Inc.", not the EAA.
>
> Fly Safe
> Bob Griffin
>
>
> Bob,
>
> If there was a way to get every one who is not rich enough to go
> both
> to Oshkosh AND Sun N Fun each year to unite and just go to Oshkosh
> next
> year I bet that would get their attention. I guess its like the sports
> teams
> . They will keep raising ticket prices as long as enough people will pay
> the
> price. Whew guess Ive said too much already, but I dont have all the
> money
> in the world. Hope everyone who was able to go, got there moneys worth.
>
> Ed ( in Houston)
>
>
>
________________________________________________________________________________
| From: | Ted Cowan <trc1917(at)direcway.com> |
was clearing my closet when I found a brand new pair of mikuni carbs. I
think they were jetted for the Zenoa single banger but jets are jets. These
are out of the box brand new but I will give some needy person a good deal.
Ted Cowan, Alabama.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: mikuni carbs |
Whats the size? 32 mm?
How much?
Denny
----- Original Message -----
From: "Ted Cowan" <trc1917(at)direcway.com>
Subject: Kolb-List: mikuni carbs
>
> was clearing my closet when I found a brand new pair of mikuni carbs. I
> think they were jetted for the Zenoa single banger but jets are jets.
> These
> are out of the box brand new but I will give some needy person a good
> deal.
> Ted Cowan, Alabama.
>
>
>
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
| Subject: | Re: firefly Tires |
Brother Stephen,
I had the same problem with the smaller wheels... The field I use is often
damp and prone to rutting; as I recall, I managed to get the Fly up on the
nose at least three times in attempts to taxi across just moderate ruts and
holes. Highly entertaining to onlookers, but somewhat unsettling when one is
trying to look cool while moving around the airport... Having an expectant
crowd assemble whenever one starts one's airplane is not a confidence
builder.
About 2 years ago I changed to the six-inch Azuza nylon wheels (Spruce part
#06-02700) with the 4.10 x 3.50 x 6 narrow profile tires... (Spruce part
#06-03000). There are only a few ounces difference per wheel from the wider
five inch Azuzas and tires I removed (I weighed them), but the difference in
the way the airplane rolls on rough ground is remarkable... a vast
improvement.
I am aware of the bad press the Chinee bearings and nylon Azuzas have
received over past years on this list, but I have had no problems operating
with mine off grass (except for one pinched tube before I installed liners)
in the 50 or so hours they have been installed... I noticed, however, that
they are not too perfectly round or balanced and they announce that fact to
you when flying off a paved surface. It isn't really bad, but it is
noticable. Knowing Azuzalite's questionable reputation in some quarters, I
watch 'em, spin 'em and shake 'em regularly looking for excessive bearing
slop or noise... So far, so good.... and they are light.
Not sure how the wheel pants would work out with them.
Hope this helps some...
Beauford
FF#076
Brandon, FL
----- Original Message -----
From: <Flycrazy8(at)aol.com>
Subject: Re: Kolb-List: firefly Tires
>
> Hi You' all Kolbers,
> I was wanting to get some bigger tires for my Firefly than the small
> Azura
> tires that is presently on it...... Does anyone have any experience with
> what
> works best ??... I have heel brakes on the Firefly I have and would also
> like
> to put some wheel pants on tooo..... Thanking you in advance for your
> help.....
>
> Stephen
> Bama Firefly
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: firefly Tires |
I got some wheel pants to sell, contact me off list.
Richard Pike
MKIII N420P (420ldPoops)
>
>Hi You' all Kolbers,
>I was wanting to get some bigger tires for my Firefly than the small Azura
>tires that is presently on it...... Does anyone have any experience with
>what
>works best ??... I have heel brakes on the Firefly I have and would also
>like
>to put some wheel pants on tooo..... Thanking you in advance for your
>help.....
>
>Stephen
>Bama Firefly
>
>
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: firefly Tires |
Thanks for the info.....Guy.....Did you use the same rims for the bigger
tires ?
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
Kolbers...
Stand by for a minor rant...
Concur with Bob and Ed... Costs of attending SnF are wildly out of control.
Some examples... After noting last year that they had been removed, my
buddies and I made a point of looking all day to see how many water
fountains we could find.. saw a grand total of four remaining in the whole
place, all in a row at one location between the vendor sheds. There may be
more, but we sure couldn't find them. There used to be many more scattered
around the crowd areas.... Instead, the place is now infested up with
stands selling bottled water for nearly $3 a small .5 liter bottle and $4
lemonade. I Paid $25.50 for lunch for two people; it was two sandwiches,
two orders of fries, and two small cokes at a "carney" booth (the only place
to get chow in the ultralight area).... I won't even get started about the
$25 a head to get in. It's not just the money... It certainly costs a good
bit to put on a show like this, and they are entitled to a fair return... It
is the idea that these people have gone far past that and are gleefully,
unashamedly and unapologetically screwing the clientelle...
I sure do like little airplanes... especially slow little wooden and ragwing
"poorboy" airplanes that sell for less than the price of a house... but by
my observation, there is a sharp and noticible decline in the number of such
little airplanes showing up at this event over the past few years and that,
too, is eating away at my incentive for going.... The numbers of little
airplanes aside, I guess I am unhappiest over the recurring feeling that I
am somehow being taken advantage of because I like slow little airplanes and
want to go where they are aggregated... That said, there are finite limits
to how bad a taste in my mouth I can tolerate when I drive away after a day
out there being bent over a barrel. I don't mind paying for what I get... I
will get out there and spread my meager plastic around with the best of them
when I get fair value for the buck, but I have a stubborn streak about
getting aired-out by perfect strangers while being held in a semi-captive
environment.... and not getting kissed (that I can recall) all day long.
The only thing missing out there was pay toilets. Stand-by for next year.
It appears obvious to me that EAA is now vigorously engaged in trying to put
major P.R. daylight between themselves and the present event at Lakeland...
The EAA is engaging in public hand-wringing and blaming forces totally out
of their control over what has happened to what used to be "their" show.
Well, whatever happened to S'nF did not happen with masked men holding
pistols on Poberezny and the EAA board of directors in the middle of the
night... Documents had to be signed conveying the rights to the SnF name
and formal contracts agreed to.... and do you suppose that the EAA "gave
it away" for nothing...??? Right. It looks to me (as well as to
numerous other people I talked to out there) that this Lakeland operation
has undergone a fundamental shift in the past five or six years from a
gathering of enthusiasts with a common love for aviation, to a cash cow for
some unnamed persons or interests. All I know is that not too long ago,
this was an EAA show and they were very proud of it...whatever has happened,
the EAA had to have signed up and allowed it to happen, and I personally
find their protests of disassociation from what is taking place now to be
disingenuous and disgusting. The good 'ol EAA has pretty well outgrown me
and the sort of aviation which initially drew me to it by evolving into a
culture which worships 300 horsepower plastic airplanes with $150K
instrument panels and guys in monogrammed polyester jumpsuits...
My airline retired-pilot buddy who usually flies in to attend S'nF with me
put it about as well as I can as he was getting on the airliner to fly back
to Kansas on Saturday... "The EAA has gotten their last dollar of my money,
and so have the people who have taken over Lakeland..." I have to agree
with him... I live 20 miles from it, but I likely won't be back.
Blatently Bitter Beauford in Brandon
FF#076
No plastic.
----- Original Message -----
From: <Airgriff2(at)aol.com>
Subject: Re: Kolb-List: Sun
>
> Ed Writes
>>
>> >> Bob,
>>>
>>> Last time I went to S N F they charged a whole week of camping
>>> even if
>>> you just wanted to camp for 2 nights. They would not refund the
>>> difference.
>>> That is not fair. At least at Oshkosh they will refund the days
>>> you
>>> don't use.
>>>
>>> Do you know if that is still the way they operate? If so I may
>>> never
>>> go back!
>>>
>>> Yes, Ed, I arrived 2 days early, paid an extra $40 plus the full week
>>> of
>>> camping regardless of how many nights I stayed. The show itself was
>>> great
>>> as usual but the main campground was a bit less. Their rules say roping
>>> off
>>> areas to save them ahead of time isn't allowed. As you ride around
>>> looking
>>> for a spot you see roped areas all over and nothing is said. Also they
>>> say
>>> no tents around the rim of the pond. I bet you could count 30 or 40 of
>>> them?
>>> The vending and camp stores used to be run by local organizations from
>>> Lakeland trying to raise money, such as boys & girls clubs. Now they
>>> are all
>>> commercial and carnival type venders. Only food available in the main
>>> campground, other than the corn roast, was from the "Cinnamon bun"unit
>>> which got $5
>>> + for a roll. Neither one of the camp stores ever opened up at all. I
>>> was
>>> in a tent only area which is supposed to be quiet with no generators.
>>> Near by
>>> was a refrigerated trailer unit running 24/7. Sorry to go on with the
>>> little gripes, but don't blame the EAA. The local paper explained that
>>> Sun & Fun
>>> has dropped "EAA" from it's logo because they want people to realize
>>> that
>>> the show is owned and operated by "Sun & Fun Inc.", not the EAA.
>
> Fly Safe
> Bob Griffin
>
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrel(at)kfalls.net> |
| Subject: | Re: Pitot location |
----- Original Message -----
From: "Earl & Mim Zimmerman" <emzi(at)supernet.com>
Subject: Re: Kolb-List: Pitot location
Richard,
I have my pitot tube sticking out of the center of the nose cone in the
front, however it sticks out at least six inches past the nose cone. I
installed a regular GA Static opening in the bottom of the nose cone right
under and between the rudder pedals. It was about the only place that I
wouldn't put my big feet on it. I haven't really done extensive testing to
see how accurate it is, but it is for sure the best reading that I have ever
gotten yet. In no wind conditions it reads right there with my gps. I used
to have the same type of windshield configuration that you have on your
plane. I tried it with no static tube and my speeds were always high, stuck
a tube out the side of the cone pointing back and they were still high. When
I put the tube out the bottom with the GA static screw in thing a bob and it
read lower.
Larry, Oregon
________________________________________________________________________________
| From: | "alananpat" <alananpat(at)ev1.net> |
Are there going to be any Kolbers at SWRFI next month? I couldn't make it S&F but
I will be at Hondo. I am particularly interested in getting a good look at
a Kolbra, maybe even getting to sit in one.
Alan, soon to be doing the Kolbra thing.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Pitot location |
The faster you fly, the indicator reads higher than the actual speed. For
instance, test flight this evening, stall was within 2 mph of expected @ 32
mph. But at 55 indicated, the actual airspeed was 73, average determined by
gps and flying a triangle pattern..
The airspeed reads almost correct at stall speed, but as the speed goes up,
the airspeed indicator reads progressively higher than actual speed.
Tried modifying the pitot tube so that it was 13" above the nose cone, and
the pickup even with the front edge of the nose cone, no change.
Open for suggestions.
Richard Pike
MKIII N420P (420ldPoops)
>
>Richard,
>
>Which direction is the error?
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: firefly Tires |
In a message dated 4/19/2005 9:34:18 P.M. Central Standard Time,
beauford(at)tampabay.rr.com writes:
About 2 years ago I changed to the six-inch Azuza nylon wheels (Spruce part
#06-02700) with the 4.10 x 3.50 x 6 narrow profile tires... (Spruce part
#06-03000). There are only a few ounces difference per wheel from the wider
five inch Azuzas and tires I removed (I weighed them), but the difference in
the way the airplane rolls on rough ground is remarkable... a vast
improvement.
Bro. Beauford,
Do you have brakes on those 6 inch plastic wheels. If so what kind. It
seems every one(almost) agrees that the 4 inch wheels are not acceptable
Ed( in Hou)
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 4/19/2005 9:44:26 P.M. Central Standard Time,
beauford(at)tampabay.rr.com writes:
Kolbers...
Stand by for a minor rant...
Bro beauford,
AMAN
That will preach!
Do Not Archive
________________________________________________________________________________
| From: | "David L. Bigelow" <dlbigelow(at)verizon.net> |
| Subject: | Re: Pitot location |
I put the pitot tube on my FS2 at the very front of the nose cone as per the plans.
That seems to be a reasonable place to catch an undisturbed airflow. Most
airspeed errors are related to static port position. You need two ports, one
on each side of the fuselage, and in an area as perpendicular to the airflow
as possible. Having one on each side cancels out the effects of yaw.
I bought a pair of static ports from Aircraft Spruce and Specialty, and installed
them low down and as far to the rear of the nose cone as possible. I did the
test flights with a Hall Wind meter mounted out the side of the cockpit to
cross check the indicated air speeds. The two are right together in the lower
speed ranges, but the indicated air speed is slightly lower than the Hall meter
at 45 mph and above.
Having no static ports and just using the static pressure inside the cockpit works,
but will never be very accurate.
Dave Bigelow
Kamuela, Hawaii
FS2
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
| Subject: | Pitot static problem |
Richard ,
You may have a problem with the airspeed indicator calibration...It should
have a card showing the test results but sometimes they are not even close...try
another airspeed indicator ?
Uncalibrated ED in Western NY
________________________________________________________________________________
| From: | "Beauford" <beauford(at)tampabay.rr.com> |
| Subject: | Re: firefly Tires |
Ed...
Yes, the same cable actuated brakes Kolb furnished with my FF kit will also
fit on the six inch Azuzalite wheels... the holes are already in the
six-inch wheels to accomodate them. Not sure who the manufacturer of those
brakes might be, but I am certain that someone on the List would know if you
are curious.
I never had the four-inch wheels... I took one look at them and ordered the
five inch Firestar wheels and tires with my FF kit. Unfortunately, even the
five inch proved too small for the rougher areas on the strip.
Regards,
Beauford
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: firefly Tires
>
>
> In a message dated 4/19/2005 9:34:18 P.M. Central Standard Time,
> beauford(at)tampabay.rr.com writes:
>
>
> About 2 years ago I changed to the six-inch Azuza nylon wheels (Spruce
> part
> #06-02700) with the 4.10 x 3.50 x 6 narrow profile tires... (Spruce part
> #06-03000). There are only a few ounces difference per wheel from the
> wider
> five inch Azuzas and tires I removed (I weighed them), but the difference
> in
> the way the airplane rolls on rough ground is remarkable... a vast
> improvement.
>
>
> Bro. Beauford,
>
> Do you have brakes on those 6 inch plastic wheels. If so what kind.
> It
> seems every one(almost) agrees that the 4 inch wheels are not acceptable
>
> Ed( in Hou)
>
>
>
________________________________________________________________________________
| From: | "Wayne T. McCullough" <blackbird754(at)alltel.net> |
I went to Sun-n-fun, and observed the same information and thoughts. I did
have a chance to touch base with some fellow Kolbers and talked with Travis
at the Kolb booth...I heard the vendors were down 25 % as one of our members
works security in the ultralight area.....
I agree that after 10 years of attending , our members will not be
back...what a shame...Cost has outweighed everything....
I still like the smaller groups of enthusiasts and grass roots of
aviation....Thats what brought us all together in the first place....WOW!
Wayne McCullough
EAA chapter 330 president
Springfield, Georgia
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: Sun
>
>
> In a message dated 4/19/2005 9:44:26 P.M. Central Standard Time,
> beauford(at)tampabay.rr.com writes:
>
>
> Kolbers...
>
> Stand by for a minor rant...
>
>
> Bro beauford,
>
>
> AMAN
> That will preach!
>
> Do Not Archive
>
>
>
________________________________________________________________________________
> "The EAA has gotten their last dollar of my money,
Same here..........
Do not
archive
________________________________________________________________________________
| From: | "James, Ken" <KDJames(at)berkscareer.com> |
Anyone see any interesting engine developments at Fun and $un
Still looking
Ken James
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Pitot location |
David L. Bigelow wrote:
> Having no static ports and just using the static pressure inside the cockpit
works, but will never be very accurate.
>
Not accurate. But very consistent! It will also read higher from actual
the faster you go. ~ Earl
--
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Pitot location |
>
> The faster you fly, the indicator reads higher than the actual speed. For
>instance, test flight this evening, stall was within 2 mph of expected @ 32
>mph. But at 55 indicated, the actual airspeed was 73, average determined by
>gps and flying a triangle pattern..
>
>The airspeed reads almost correct at stall speed, but as the speed goes up,
>the airspeed indicator reads progressively higher than actual speed.
>
>Tried modifying the pitot tube so that it was 13" above the nose cone, and
>the pickup even with the front edge of the nose cone, no change.
>
>Open for suggestions.
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
Richard,
First, you may want to check out your ASI to see if it is the problem. It
is easy to do by using a water manometer made from Tygon tubing with one
end connected to the dynamic port. The inches of water to airspeed
indication follow:
h = .00853 P (v)2 / T where
h = inches of water
P = altimeter (in Hg)
v = mph
T = temperature (deg R)
At 80 degF and 29.95 inHg:
mph - h (in)
30 - 0.43
40 - 0.76
50 - 1.18
60 - 1.70
70 - 2.32
80 - 3.03
90 - 3.83
100 - 4.73
If you have already done this then it is time to put a dam on the pitot tube
static port. Since your airspeed it reading high, it indicates that the
pressure difference is too high between the dynamic and static ports. Place
a little dam over the static port tube behind or down wind of the static
opening(s). You have a couple of options on how to tune the ASI in. You
can make the dam small and slide it forward and backward until the ASI reads
correctly and then fix it into place. The other way is make the dam too
large and fix it in place. Then keep trimming material away until the ASI
read correctly. For test purposes, you can use a rubber band and multi wrap
the pitot tube. It is easy to slide up and down tube and will stay in place
during test flights.
My pitot tube is mounted on top of the nose cone. There has been a lot of
work done on the design of pitot tubes. It is important to get the distance
between the dynamic and static ports located correctly. I have a book that
I didn't use when I made mine and so my ASI read too low. I had to mount the
dam in front of my static ports to increase the pressure difference. How it
was done can be seen at:
http://www.thirdshift.com/jack/firefly/firefly36.html
I hope this helps.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
| From: | "Steve Garvelink" <link(at)cdc.net> |
Hey I am sure some FBO would be interesting in creating a new meca for
ultralight avation. Somewhere around southern ga or northern florida.
Maybe it is time to git er done.
Srglink
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Wayne T.
McCullough
Subject: Re: Kolb-List: Sun
I went to Sun-n-fun, and observed the same information and thoughts. I
did
have a chance to touch base with some fellow Kolbers and talked with
Travis
at the Kolb booth...I heard the vendors were down 25 % as one of our
members
works security in the ultralight area.....
I agree that after 10 years of attending , our members will not be
back...what a shame...Cost has outweighed everything....
I still like the smaller groups of enthusiasts and grass roots of
aviation....Thats what brought us all together in the first
place....WOW!
Wayne McCullough
EAA chapter 330 president
Springfield, Georgia
----- Original Message -----
From: <DAquaNut(at)aol.com>
Subject: Re: Kolb-List: Sun
>
>
> In a message dated 4/19/2005 9:44:26 P.M. Central Standard Time,
> beauford(at)tampabay.rr.com writes:
>
>
> Kolbers...
>
> Stand by for a minor rant...
>
>
> Bro beauford,
>
>
> AMAN
> That will preach!
>
> Do Not Archive
>
>
>
________________________________________________________________________________
| Subject: | Re: Pitot location |
| From: | Herb Gayheart <herbgh(at)juno.com> |
> >Richard Pike
> >MKIII N420P (420ldPoops)
> >
>
> Richard,
>
> First, you may want to check out your ASI to see if it is the
> problem. It
> is easy to do by using a water manometer made from Tygon tubing with
> one
> end connected to the dynamic port. The inches of water to airspeed
>
> indication follow:
>
> h = .00853 P (v)2 / T where
>
> h = inches of water
> P = altimeter (in Hg)
> v = mph
> T = temperature (deg R)
>
> At 80 degF and 29.95 inHg:
>
> mph - h (in)
> 30 - 0.43
> 40 - 0.76
> 50 - 1.18
> 60 - 1.70
> 70 - 2.32
> 80 - 3.03
> 90 - 3.83
> 100 - 4.73
>
Jack
do not know how you did it--but I installed a "T" in the line from
the manometer to the airspeed indicator. In this extra line I added a
large animal syringe. That way all I had to do was pump up the
differential pressure and read the airspeed. Herb
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Yes there was a weight shift anfib that had a three cylinder turbo diesel
with a reduction drive. The engine was out of a European car called a Smart
Car. There were all kinds of claims that I will not repeat.
Also I was told by the Kolb folks that they were charged $5,000 for the
single space that they had at Sun-N-Fun. They have to sell a bunch of
airplanes to recoup those costs. It is no wonder that there were no low cost
airplanes there. They also said that they will only have one lot/space at
Oshkosh this summer and it will be near the exhibit halls not at the
ultralight strip.
I had a great time at Sun-N-Fun meeting great people, seeing old friends,
and seeing new things. I will go again but it is over priced and I fear that
the cost will be the down fall for the big air shows.
I'm back in Michigan and I just got my new VW engine running on my MKIIIc. I
should be back in the air shortly.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "James, Ken" <KDJames(at)berkscareer.com>
Subject: RE: Kolb-List: Sun
>
> Anyone see any interesting engine developments at Fun and $un
>
> Still looking
>
> Ken James
>
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Pitot location |
Jack, I think the static port air dam might just be the ticket, the
symptoms you describe sound the same as what we are experiencing, I will
try that out today. Thanks.
Richard Pike
MKIII N420P (420ldPoops)
>If you have already done this then it is time to put a dam on the pitot tube
>static port. Since your airspeed it reading high, it indicates that the
>pressure difference is too high between the dynamic and static ports. Place
>a little dam over the static port tube behind or down wind of the static
>opening(s). You have a couple of options on how to tune the ASI in. You
>can make the dam small and slide it forward and backward until the ASI reads
>correctly and then fix it into place. The other way is make the dam too
>large and fix it in place. Then keep trimming material away until the ASI
>read correctly. For test purposes, you can use a rubber band and multi wrap
>the pitot tube. It is easy to slide up and down tube and will stay in place
>during test flights.
>
>My pitot tube is mounted on top of the nose cone. There has been a lot of
>work done on the design of pitot tubes. It is important to get the distance
>between the dynamic and static ports located correctly. I have a book that
>I didn't use when I made mine and so my ASI read too low. I had to mount the
>dam in front of my static ports to increase the pressure difference. How it
>was done can be seen at:
>
>http://www.thirdshift.com/jack/firefly/firefly36.html
>
>I hope this helps.
>
>Jack B. Hart FF004
>Jackson, MO
>
>
>Jack & Louise Hart
>jbhart(at)ldd.net
>
>
________________________________________________________________________________
| From: | "Wayne @ Aircraft Engravers" <wayne(at)engravers.net> |
Your 100% right about everything you commented on. From 14 years of going to
Sun 'N Fun as a vendor I see it as just a money maker for the top few
"Owners" and paid staff. The unpaid volunteers are what make it all work,
without them it couldn't happen at all. Now that the EAA is out of the
picture I think you will see some more price gouging going on.
What burns me the most is their (Sun 'N Fun's) propagating lie about the
attendance figures. In the past they stated that there was something around
640,000 in attendance (not 100% sure on that figure, but close enough for
this). There is NO way the area towns can absorb that many people! What they
were counting was how many tickets were sold not the people. So if someone
came for the whole week they were counted 7 times. That one person only has
so much money to spend during his or her stay, where as if it was truly 7
different people seven times more money could be spent. Our (Vendor) costs
continue to rise each year also. A 10 x 10 booth inside a hangar was
$1480.35 this year. I quickly added up just the cost for all the exhibitor
spaces EXCLUDING any food vendors, $957,395.00, almost a million dollars.
Money is certainly flowing but not into the vendors pockets. It's become a
marketing cost that is added to the price of everything you purchase as
opposed to a friendly gathering of aircraft enthusiasts getting together to
promote aviation.
Just my two cents worth.
Wayne
(Deleted most of the original post to shorten this email)
> Stand by for a minor rant...
>
> Concur with Bob and Ed... Costs of attending SnF are wildly out of
> control.
> Some examples...
________________________________________________________________________________
| From: | Jack & Louise Hart <jbhart(at)ldd.net> |
| Subject: | Re: Pitot location |
>
>Jack
>
> do not know how you did it--but I installed a "T" in the line from
>the manometer to the airspeed indicator. In this extra line I added a
>large animal syringe. That way all I had to do was pump up the
>differential pressure and read the airspeed. Herb
>
Herb,
That is a good idea, it makes it much easier. I filled the tube with a bit
of water and then arced it by a level. By raising and lowering the free
end of the tube I could expand the arc and measure the water height
difference against the level. Your method lets one keep the tubing up "U"
sides next to each other so one can measure with out the level.
Jack B. Hart FF004
Jackson, MO
Jack & Louise Hart
jbhart(at)ldd.net
________________________________________________________________________________
Larry,
Thanks for the narrative on Monument Valley and the
surrounding areas.
I am flying my Kolb Mark III to MV and will arrive on
Thursday May 19th if all goes as planned. My wife will be
joining me on Friday and staying until Monday AM. I
forwarded your message to her and she kinda got excited.
She has always said she would never do rapids but after
reading your post she said she would probably do that
onethanks.
I also read some of your other adventures and especially
enjoyed the one about the Salton Sea.
Looking forward to meeting you and others this May.
Gary Haley, Kolb Mark IIIc 912ULS
Dry Creek Airport (TS07)
Cypress, TX
________________________________________________________________________________
| Subject: | Bryce Cyn and on to Monument Valley |
| From: | Erich_Weaver(at)URSCorp.com |
04/20/2005 12:43:28 PM
Boyd Young and I have agreed to rendezvous at Bryce Cyn airport sometime
Tuesday, May 17 to take in the sights before heading over to Monument
Valley on Thursday. Boyd will be flying in while I will be trailering.
The plan is to camp in the Bryce area, either at the airport if it looks
ok, or possibly at Ruby's Inn which is fairly close by and has pretty much
anything you would need to get by. We invite all others to join us, as
possible. If we miss you at Bryce, we'll catch you at MV.
regards
Erich Weaver
________________________________________________________________________________
To All:
I have been attending SnF since 1971, back then almost 100% of the activities
were related to Home built airplanes. In the mid 80s some commercial
interest was moving in but I recall seeing over 80 EZ types park on a big day and
a
wide diversity and representation of many other types of homebuilts, built by
the pilot. I quit going in the 90s for many of the reasons that others have
stated. I only went back to SnF in 2002 because I wanted to build a Kolb. Since
then I have become friends with this fine group of people as well as many Kolb
builders. (Kolb guys are also included in the phrase "Fine group of people").
At this past SnF I would say that only about 15% was made up of the true
original intent of an EAA show. Needless to say that the ONLY reason I go is to
contibute my time and ideas to the guys sweating it out at the Kolb booth and to
meet other Kolb flyers. Many companys have pulled out as well as many pilots
do not fly in. Thanks for the soapbox Beauford, I'll get off it now and turn
it over to someone else.
Steve Boetto
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Pitot location |
Richard -
Everything I've read regarding pitot location seems to suggest that the
pitot tube must be placed in a location of UNDISTURBED freestream air.
That's why it is so often suggested to install the pitot tube in such a way
that the tip extends at least six inches ahead of any airframe structure
(like the wing leading edge, or the nosecone).
From the looks of your installation, the pitot tube is seeing airflow that
has already been deflected upward around the nosecone. Airflow entering the
pitot is not hitting it straight on, but at an angle. This is likely the
cause of your error. Even at 13" above the nosecone surface, the air has
still been deflected upward there.
I agree with Larry (in Oregon) - best place to install the pitot on our
Kolbs is on the nose of the nosecone.
That's how I did mine, and my indicated airspeeds agree with my no-wind GPS
readouts.
Keep us posted ...
Dennis Kirby
Mark-3 in NM
________________________________________________________________________________
EAA was not associated with Sun and Fun this year. The organizers gave them
the boot last fall. That is why things were screwed up and costs were jacked
up.
D. Steven Schlieper
8 Homeplace
Topsham, Maine 04086
----- Original Message -----
From: <snuffy(at)usol.com>
Subject: Re: Kolb-List: Sun
>
>> "The EAA has gotten their last dollar of my money,
>
>
> Same here..........
>
> Do not
> archive
>
>
>
March 09, 2005 - April 20, 2005
Kolb-Archive.digest.vol-fi