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Kolb-Archive.digest.vol-fk
May 27, 2005 - June 21, 2005

> > > >I have a Firefly; the top tube of the fuselage is stamped UL 029, and I > >checked the fuel consumption this weekend, its almost 5 GPH. After > >reading about the fellow in Hawaii getting two hours on 6-7 gallons >I've > >been thinking my wing might be too small. I am 220#, and have the rotax > >447. The plane was wrecked when I bought it, so I built a new fuselage > >that is about 4" taller than stock to accommodate my height. It is > >heavy. > > > >How much fuel consumption do other Firefly pilots get? > > > >I looked at the Firestar plans and they appear to have an identical >wing > >section to the Fly. Has anyone ever tried the firestar wing on a > >firefly? > > > >Thanks in advance for any feedback. > > > >Matt North- Tucson, AZ > > > > > > ________________________________________________________________________________
Date: May 27, 2005
From: jerb <ulflyer(at)verizon.net> plus Density Altitude experience
Subject: Re: Monument Valley and More,
plus Density Altitude experience Jim, Still no joy to the web site. Did you pay your bill? 8 ) By chance is there bandwidth usage limit on the site - a large number of visitors viewing photos could quickly exceed that limit. jerb > >The website link seemed to have a problem after I saw it posted to the >list so here it is again: > >http://jhefner.photosite.com/> > >Jim Hefner >Tucson, AZ > > ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: May 27, 2005
Subject: Re: Firefly Tail Wheel Weight
Firefliers, I would be indebted to any firefly owners that know how much weight is on their tailwheel , or would be willing to weigh at the tailwheel. I have a per plans Firefly # 062, and weigh about 170 lbs and I have not done a weight and balance. I figure if there are Fireflies flying out there that have a greater tail wheel weight than mine I should be OK! Ed ( in Houston, 1 hour break-in on engine) ________________________________________________________________________________
Date: May 27, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Firefly
> >The total weight of me, fuel and gear is 562#. (I am 220) Full throttle >RPM is 6200 RPM. I can't hold that because the CHT approaches 400. I >cruse at about 65MPH and 5800 RPM. I've never verified the accuracy of >the tach, but I'll do it this weekend. No enclosure or windshield, nose >cone only. The longest I've flown on 5 gal is 1hr 5 min, I might have >had 10 minutes left but I doubt it. > >I will also check the temps accurately this weekend, I only use them to >avoid overheating, so I don't know where they run. > >I have a two blade adjustable prop. Any suggestions on adjusting it? > >Matthew North >Tucson, AZ Matt, In comparison to the stock FireFly, you are flying an overloaded wing. The gross weight recommended for the FireFly is 500 pounds. To carry the extra 62 pounds means the wing has to work harder. The wing can do this only by flying/cruising at a higher angle of attack. This translates into increased drag which eats up additional horsepower and fuel. To get better fuel burn, you can loose weight and/or chop weight off the Firefly, or you can add more wing. All of these options are difficult. You have to make a de lima. What are your stall speeds? Jack B. Hart FF004 Winchester, IN Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: May 27, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Firefly Tail Wheel Weight
> >Firefliers, > > I would be indebted to any firefly owners that know how much weight is on >their tailwheel Ed, From my flight log: April 14, 2004 - Flight 410 - 31 minutes - 127:06t, Victor 1+ - 48:06 burned 01.15 gallons of fuel for and average of 2.23 gph. Weighed the FireFly before flying. Right wheel - 111.5# Left wheel - 108.0# Tail wheel - 56.0# Total weight- 275.5# Gas weight - 18.6 Coolant weight 2.5 Tot. wet wt. - 21.1 FireFly dry weight = 254.4 pounds - Removal of the extra instruments and power converters from the seat cushion will bring it back to less than 254 pounds. I weighed my self ready for flight with radio, gps, recording system, and flight helmet, and I weighed 202.5 pounds. Initial total flight weight was 478 pounds Jack B. Hart FF004 Winchester, IN Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "JIM HEFNER" <hefner_jim(at)msn.com>
Subject: Re: Monument Valley and More, plus Density Altitude experience
Date: May 27, 2005
7.50 BARRACUDA_HEADER_FP56 RBL: Blacklist bl.spamcop [Blocked - see <http://www.spamcop.net/bl.shtml?64.4.61.200>] Jerb, all, It appears there is a usage bandwidth limit.... I've gotten feedback from several folks telling me they can't access it, including my daughters... oops! There are 150 pictures in 8 folders, so when someone gets in there, they will likely be there a while. Sorry about that. Gotta have patience I guess. Hopefully it will slow down a little within a day or so. Hopefully it's worth the wait! Jim experience Jim, Still no joy to the web site. Did you pay your bill? 8 ) By chance is there bandwidth usage limit on the site - a large number of visitors viewing photos could quickly exceed that limit. jerb ________________________________________________________________________________
From: "JIM HEFNER" <hefner_jim(at)msn.com>
Subject: Re: Re: Monument Valley and More, plus Density Altitude experience
Date: May 27, 2005
7.50 BARRACUDA_HEADER_FP56 RBL: Blacklist bl.spamcop [Blocked - see <http://www.spamcop.net/bl.shtml?64.4.61.200>] Jerb, I called Homestead support and found out that I have exceeded their BW limit and noone is able to access the site now. I've emailed them to see what my options are. If upgrading will give me more BW for viewers, I'll do that. They never mention any BW limits in the sales info of course.... I guess this shows once again that you get what you pay for.... in this case it was free.... 150 picture limit as long as noone tries to look at them! Hopefully I'll have this squared away soon and will post an update when I do. Sorry about that!! Jim experience Jim, Still no joy to the web site. Did you pay your bill? 8 ) By chance is there bandwidth usage limit on the site - a large number of visitors viewing photos could quickly exceed that limit. jerb ________________________________________________________________________________
From: "JIM HEFNER" <hefner_jim(at)msn.com>
Subject: Re: Re: Monument Valley and More, plus Density Altitude experience
Date: May 27, 2005
7.50 BARRACUDA_HEADER_FP56 RBL: Blacklist bl.spamcop [Blocked - see <http://www.spamcop.net/bl.shtml?64.4.61.200>] Jerb, I called support and found out that I have exceeded their BW limit and noone is able to access the site now. I've emailed them to see what my options are. If upgrading will give me more BW for viewers, I'll do that. Sorry about that!! They never mention any BW limits in the sales info of course.... I guess this shows once again that you get what you pay for.... in this case it was free.... 150 picture limit as long as noone tries to look at them! 8-) Hopefully I'll have this squared away soon and will post an update when I do. Jim Subject: Re: Re: Monument Valley and More, plus Density Altitude experience From: jerb (ulflyer(at)verizon.net<mailto:ulflyer(at)verizon.net?subjectRe: Re: Monument Valley and More, plus Density Altitude experience&replyto200505271705.j4RH50oj004272(at)mail.matronics.com>) Date: Fri May 27 - 10:05 AM experience Jim, Still no joy to the web site. Did you pay your bill? 8 ) By chance is there bandwidth usage limit on the site - a large number of visitors viewing photos could quickly exceed that limit. jerb ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: thrust angle of SS
Date: May 27, 2005
I think we also shimmed the metal flanges on one side of the mount to have the mount sit at an angle in the frame also. I think it required 3 washers each hole to keep the through bolt straight and minimize the stress on the mount. ----- Original Message ----- From: "Rusty" <13brv3c(at)bellsouth.net> Subject: RE: Kolb-List: thrust angle of SS > > > Working on Waynes Sling shot we found we could change the engine angle by > installing the rubber motor mounts inverted on one end and shim with washers > to get near the 3/4 rise that was recomended. > ---------------------- > > What a neat idea Woody. Thanks! I just took a look at the mounts, and it > looks like you get almost an inch difference in height when you turn one > over, but keep the flange on the top side of the steel mounting frame. I > can't see why this would hurt the mount, but I would certainly make sure > there was a large washer (2") on the bottom to keep the assembly captive in > case the mount failed internally. > > I measured the angles of the wing and mount in it's normal 3pt stance > yesterday. The wing bottom is at 10 degrees, and the mount is at 13 > degrees. If Jack's measurement for the Firefly translates to the Slingshot, > then the wing flies at an angle of attack of 7 degrees. Raising the tail to > flying angle would mean reducing the angle of the wing and engine mount 3 > degrees. That leaves the engine still 10 degrees positive angle in level > flight. > > I figured it would take a 1.75" spacer to remove the 10 degrees of angle > from the engine mount, but that seems like double what most have tried. > Perhaps it would be wiser to start with the 1" that I get from inverting the > rear mounts. The two problems I see are overall height of the engine to > clear my garage door, and clearance for my 72" prop from the tail boom tube. > I don't think either will be a big deal though. Within a couple weeks, I > should have a dummy engine block in place on the plane, and can get a better > idea of what I need for clearances. > > Cheers, > Rusty > > > -- > > ________________________________________________________________________________
Date: May 27, 2005
From: "nmatthew" <nmatthew(at)qwest.net>
Subject: Firefly Tail Wheel Weight
80# Empty, 52#Loaded. Not per plans UL029. Matthew North Steadfast Structures, Inc Tucson, AZ -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of DAquaNut(at)aol.com Subject: Re: Kolb-List: Firefly Tail Wheel Weight Firefliers, I would be indebted to any firefly owners that know how much weight is on their tailwheel , or would be willing to weigh at the tailwheel. I have a per plans Firefly # 062, and weigh about 170 lbs and I have not done a weight and balance. I figure if there are Fireflies flying out there that have a greater tail wheel weight than mine I should be OK! Ed ( in Houston, 1 hour break-in on engine) ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: Re: Monument Valley and More, plus Density Altitude experience
Date: May 28, 2005
Jim H.; Just a note to let you know that I had the time to view your Photosite webpage with all the pix & I had no trouble at all. Except for the envy. George ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: 3 xtra
Date: May 28, 2005
made a trailer that we run the MK111 onto then fold the wings.>> Hi Carl, thanks for the offer. Having thunk about the problem it is obvious that to minimise the tail weight the thing to do is to get the fuse tube onto some sort of dolly BEFORE folding the wings. Providing that doesn`t make problems with the wing fold mechanism. Should be OK I think. I have also found some pics on the Kolb list of a dolly with two castoring wheels and a set up to hold the fuse tube and the wings well above ground. Only problem is I may find that the roof of the hangar, which slopes towards the tail, is too low. Things are a bit tight anyway. The hangar was built to fit a Thruster in the first place and I have had to finagle a lash up to accomodate the longer nose of the Challenger. By the way, there is a fly in (first ever) at my field July 30/31. If you can find Keevil, just south of the Lyneham Zone we are within spitting distance. Deafening silence from KiwiMick regarding the noise problems with the Jabi. Have you heard anything? Pat -- ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: thrust angle of SS
Date: May 28, 2005
Hi Woody, I've been looking at that option as well, but this is the first time I've heard of anyone actually doing that. On my old SS, and the previous 912S installation on this one, the through bolts were just pulled at an angle. On one hand, that seems wrong, but on the other, it might be better than having a bolt and washers tightened at an angle between the mount flange and frame mount. The mount is meant to be able to deflect, but the bolts are not. Thanks, Rusty I think we also shimmed the metal flanges on one side of the mount to have the mount sit at an angle in the frame also. I think it required 3 washers each hole to keep the through bolt straight and minimize the stress on the mount. ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: May 28, 2005
Subject: Mk 3 float plane for sale
Hi guys, new owners of the field where I'm based have advised me that in the near future my old hangar will have to come down. I won't keep my plane tied out so I have decided to offer it for sale. I will give the list a chance first and then put it on Barnstormers.com. For the time being I also have access to a J3 & c150 in a club to fly. Here is a brief description of my MK3 Classic: 1995 Kolb MK3 Classic Amphibious with electric retract gear. Full Lotus mono 2000 system. Powered by Rotax 618 (75hp) Warp Drive 3 blade prop (with Nichole protective edge). 15 gal. fuel tank. Electric flaps. Electric trim. Dual throttle. Larger & closer full panel, includes: Asi, vsi, elect t&b coordinator, gear light, low fuel light, low oil light, Eht, cht, h2o psi, h2o press., Fuel press., h20 temp., fuel ga., compass. Double dual strobes. Paint is aerothane (Diana cream & Boston maroon) Older ballistic system Large tundra tires. This plane is in perfect condition, total airframe - 218 hrs. Engine went to Olenic Aviation at 200 hrs , at which time everything was checked out and new pistons, rings and seals were installed. I have flown the plane with the float system but never have gotten it on the water because the left wheel presses too much against the float as it retracts. A little work needs to be done such as moving the float attachment plate (8 bolts) or make a skid plate on the inside of the wheel. The plane was built by myself (one owner) and is a little heavy so I keep my passengers to 180 lbs. or less. Cruises at 65 mph, climbs at 800 - 1000 fpm. Always hangared at 1I5 Freehold NY at the base of the Catskill Mts. Plane is flying every weekend. $22000. Bob Griffin 518-439 5382 or airgriff2(at)aol.com ________________________________________________________________________________
From: "Wayne T. McCullough" <blackbird754(at)alltel.net>
Subject: Re: Monument Valley and More, plus Density Altitude experience
Date: May 28, 2005
Jim, Could you please post the link again... Thanks, Wayne ----- Original Message ----- From: "JIM HEFNER" <hefner_jim(at)msn.com> Subject: Kolb-List: Re: Monument Valley and More, plus Density Altitude experience > > Jerb, all, > > It appears there is a usage bandwidth limit.... I've gotten feedback from > several folks telling me they can't access it, including my daughters... > oops! There are 150 pictures in 8 folders, so when someone gets in there, > they will likely be there a while. Sorry about that. Gotta have patience > I guess. Hopefully it will slow down a little within a day or so. > Hopefully it's worth the wait! > Jim > > Valley and More, plus Density Altitude > experience&replyto200505271705.j4RH50oj004272(at)mail.matronics.com>> plus > Density Altitude > experience > > Jim, > Still no joy to the web site. Did you pay your bill? 8 > ) > By chance is there bandwidth usage limit on the site - a large number of > visitors viewing photos could quickly exceed that limit. > jerb > > > ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: More altitude density stuff
Date: May 28, 2005
Group, Here is one more thing I got from the "short course" in altitude way home from MV, I landed at AZ Dave's home field to pour in my last 3 gallons from the back seat. I had picked up slightly worse headwinds after turning south, and my GPS was predicting remaining flying hours that would put me low on fuel. Anyway, on my takeoff run, the engine had some missing and I aborted takeoff. On close inspection, I found that the choke lever was not in it's fully off position. I don't know if it was far enough to cause any effect. On my next takeoff run I didn't open the throttle all the way. My reasoning was that opening the throttle beyond about 80% doesn't seem to do anything except lower EG temperatures. So I waited until I had enough altitude to dead-stick on the runway and then went to full throttle. No problems, so I relaxed and continued on the trip. Since then, I have been reviewing that situation in my mind. it was the first time in the 7 years that I have been flying the 503, that it ever missed firing the plugs perfectly. So, I have to think back to my 377 Firestar. Back then, I ran the needle jet one notch lower (clip higher) in the summer, to avoid running rich in hot weather. This was in Wisconsin. I decided to try the same thing on my 503 for hot and high flying in Arizona. Also, I ordered a pair on 150 main jets to replace the standard 158's. In the high density altitude, I was running low EG temps, plus my fuel burn should be improved with thing combination. My average fuel burn for the trip was 4.2 gph. I burn 3.8 at lower density altitudes. John Jung Firestar II 503 DCDI ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: May 29, 2005
Subject: Re: Monument Valley
In a message dated 5/25/2005 1:44:28 AM Eastern Standard Time, eagle1(at)commspeed.net writes: > > > I stayed with Az Dave and wife in his BAM. I drove up to MV because I had to > > get back to attend to business.Dave and I with his wife had just returned > from a trip to the Czech Republic. Why would anyone go to the Czech Republic > > you may ask. Well it turned out that My 16th Armored Division under General > George S.Patton was the very first Allied troupes and tanks into Plisen the > second largest city in the area. So this all happened 60 years ago in 1945, > The Czech Government invited all us old Vets to come back and help celebrate > > the 60th university of there Liberation. Unfortunately only 15 from our > Division were able to make the trip. Fortunately I was one of them. Anyway, > we each got a nice 60th Liberation medal from the President himself. Also > went on over to Prague where the Mayor gave each of us a Gold medal. There > you have it in a nutshell. > Boring to some, interesting to others. > Az. Bald Eagle > Wow!!!....not boring at all!! totally NEATO!! You have just identified some reasons for living, I would say, but then again what do I know, I'm just a young whippersnapper of only 66, too young for the "big one". BTW, ....thank you very much for stepping up when the need was there. We younguns really do appreciate it. George Randolph, Firestar driver in The Villages, Fl (almost ready to fly, ...after Frances) ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Homer Fly-In
Date: May 29, 2005
Kolbers, Came to the realization yesterday morning that the second annual Homers place fly-in is out of my reach this year due to set backs on my hanger construction as well as other events out of my control. In fact its looking more and more like aviating at all during what we jokingly refer to as Summer, may be out. I hope all who make it have a fun and safe time and hopefully by next Spring I'll have my deal ready . Denny "singing the no hanger blues" Rowe ________________________________________________________________________________
Date: May 29, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: New organization and flyins
To all, I guess all Kolbers and other homebuilders, kit buyers, ultralights, experimenters, gyrocopters and wannabe flyers and pilots who can't plunk down $100,000 - $300,000 have come to the harsh realization that Son-and-Fun, EAA and all of the old groups, have washed their hands in regards to the above mentioned groups. These guys have found the moneyed guys who are only interested in the slick high performance, off the shelf, ready to fly planes, are where these organizations have found the cash cows to line their pockets. EAA still pretends to have an interest in us, yeah, yeah, sure they do, ha, ha. They give token show to our interests just to keep that money tree from membership dues alive. I believe the time has come for the categories I mentioned, plus like minded groups and individuals to do what these others did 20-50 years ago. Organize and find a suitable and willing location, promote and hold an annual flyin with nothing but kit type planes allowed to buy exhibit space. No elaborate, expensive airshows catering to the non builder public, no off the shelf planes allowed exhibit space. Make everything affordable to everyone. Have ongoing forums every day as they used to, showing how to build with wood, fiberglass, welding,covering and finishing, and lots of guys answering questions. That is what drew the crowds at early EAA flyins. What do you think and is there some of you out there who would contact other like minded groups that have sites on the matronics listings who have a primary interest in these aims? Unfortunately I can't get into all of this with both feet at the moment because of very serious health problems and old age, 87, but I would certainly do what I can. I'm just tired of seeing the small, heart of the light plane segment of aviation being ripped off by these turncoat, money grabbing scoundrels. We have the potential among all of these like minded groups to be far larger and stronger than when EAA and Sun and Fun started. Lets take it back from the big monied interests. I have a couple of ideas of location for it and I'm sure some of you do also. Ray ________________________________________________________________________________
From: "Bill Wheet" <wheet(at)metrocast.net>
Subject: Re: New organization and flyins
Date: May 29, 2005
COME TO THE YANKEE ULTRALIGHT FLYIN CAMPIN Greenland NH 7/9/05_7/16/05 we do light planes Yup Yup Bill Wheet Pres. YUL Club http://www.mv.com/ipusers/hetcon/ ----- Original Message ----- From: "ray anderson" <rsanoa(at)yahoo.com> Subject: Kolb-List: New organization and flyins > > To all, > I guess all Kolbers and other homebuilders, kit buyers, > ultralights, experimenters, gyrocopters and wannabe flyers and pilots who > can't plunk down $100,000 - $300,000 have come to the harsh realization > that Son-and-Fun, EAA and all of the old groups, have washed their hands > in regards to the above mentioned groups. These guys have found the > moneyed guys who are only interested in the slick high performance, off > the shelf, ready to fly planes, are where these organizations have found > the cash cows to line their pockets. EAA still pretends to have an > interest in us, yeah, yeah, sure they do, ha, ha. They give token show to > our interests just to keep that money tree from membership dues alive. > I believe the time has come for the categories I mentioned, plus > like minded groups and individuals to do what these others did 20-50 years > ago. Organize and find a suitable and willing location, promote and hold > an annual flyin with nothing but kit type planes allowed to buy exhibit > space. No elaborate, expensive airshows catering to the non builder > public, no off the shelf planes allowed exhibit space. Make everything > affordable to everyone. Have ongoing forums every day as they used to, > showing how to build with wood, fiberglass, welding,covering and > finishing, and lots of guys answering questions. That is what drew the > crowds at early > EAA flyins. > What do you think and is there some of you out there who would > contact other like minded groups that have sites on the matronics listings > who have a primary interest in these aims? Unfortunately I can't get into > all of this with both feet at the moment because of very serious health > problems and old age, 87, but I would certainly do what I can. I'm just > tired of seeing the small, heart of the light plane segment of aviation > being ripped off by these turncoat, money grabbing scoundrels. > We have the potential among all of these like minded groups to be > far larger and stronger than when EAA and Sun and Fun started. Lets take > it back from the big monied interests. > I have a couple of ideas of location for it and I'm sure some of > you do also. > > Ray > > > ________________________________________________________________________________
From: "George E. Thompson" <eagle1(at)commspeed.net>
Subject: Re: New organization and flyins
Date: May 29, 2005
Well said Ray. I have thought along these same lines for the past ten or so years. But it is becoming much more pronounced in the past 3 or 4 years. Alas. I like you, have past my prime flying time as I will never see 8o years again. The Az. Bald Eagle ----- Original Message ----- From: "ray anderson" <rsanoa(at)yahoo.com> Subject: Kolb-List: New organization and flyins > > To all, > I guess all Kolbers and other homebuilders, kit buyers, > ultralights, experimenters, gyrocopters and wannabe flyers and pilots who > can't plunk down $100,000 - $300,000 have come to the harsh realization > that Son-and-Fun, EAA and all of the old groups, have washed their hands > in regards to the above mentioned groups. These guys have found the > moneyed guys who are only interested in the slick high performance, off > the shelf, ready to fly planes, are where these organizations have found > the cash cows to line their pockets. EAA still pretends to have an > interest in us, yeah, yeah, sure they do, ha, ha. They give token show to > our interests just to keep that money tree from membership dues alive. > I believe the time has come for the categories I mentioned, plus > like minded groups and individuals to do what these others did 20-50 years > ago. Organize and find a suitable and willing location, promote and hold > an annual flyin with nothing but kit type planes allowed to buy exhibit > space. No elaborate, expensive airshows catering to the non builder > public, no off the shelf planes allowed exhibit space. Make everything > affordable to everyone. Have ongoing forums every day as they used to, > showing how to build with wood, fiberglass, welding,covering and > finishing, and lots of guys answering questions. That is what drew the > crowds at early > EAA flyins. > What do you think and is there some of you out there who would > contact other like minded groups that have sites on the matronics listings > who have a primary interest in these aims? Unfortunately I can't get into > all of this with both feet at the moment because of very serious health > problems and old age, 87, but I would certainly do what I can. I'm just > tired of seeing the small, heart of the light plane segment of aviation > being ripped off by these turncoat, money grabbing scoundrels. > We have the potential among all of these like minded groups to be > far larger and stronger than when EAA and Sun and Fun started. Lets take > it back from the big monied interests. > I have a couple of ideas of location for it and I'm sure some of > you do also. > > Ray > > > ________________________________________________________________________________
From: "Don Martin" <kolbdriver(at)hotmail.com>
Subject: Rip off
Date: May 29, 2005
7.50 BARRACUDA_HEADER_FP56 RBL: Blacklist bl.spamcop [Blocked - see <http://www.spamcop.net/bl.shtml?64.4.61.200>] Hi Kolbrs, Got back yesterday from a month long southwest trip plus a great time at Momumen Valley. Enjoyed meeting Kolb pilots and seeing for the first time a flying Kolb (other than my own). Lots of beautiful planes and friendly folks. Went to Arlington airpark today to clean up the old Ultrastar and get in an hour of flying, but found only the airframe--no engine! Airpark management was just as pissed as I was, theyd had no theft problems for years. Then this comes up just before the Arlington fly-in. Will check on ebay. Maybe they have a listing of someone trying to sell a Rotax 503 DCDI with a new Powerfin 50 inch 3 blade prop. Only 5 hours since LMOH. Damm!!! Anyhow, thanks to all of you at Monument Valley who were so thoughtful and willing to offer help and info to a novice. Kathleen and I will long remember this trip. Blue skies! Don Martin ________________________________________________________________________________
From: "Jerry Curtin" <jcurtin(at)cableone.net>
Subject: Re: New organization and flyins
Date: May 29, 2005
Hello Ray & All, I am making an offer on a 114 acre parcel of land and had just what you have mentioned in mind. I am located near Biloxi, Mississippi right on the Gulf Coast, 60 miles east of New Orleans. I feel it is a great location because there is much more to offer besides a great place to fly into. We have Casinos, restaurants and much,much more should anyone want to stray away for some exta entertainment and it's all just minutes away. Look foward to hearing some feedback from the group. Jerry ----- Original Message ----- From: "ray anderson" <rsanoa(at)yahoo.com> Subject: Kolb-List: New organization and flyins > > To all, > I guess all Kolbers and other homebuilders, kit buyers, ultralights, experimenters, gyrocopters and wannabe flyers and pilots who can't plunk down $100,000 - $300,000 have come to the harsh realization that Son-and-Fun, EAA and all of the old groups, have washed their hands in regards to the above mentioned groups. These guys have found the moneyed guys who are only interested in the slick high performance, off the shelf, ready to fly planes, are where these organizations have found the cash cows to line their pockets. EAA still pretends to have an interest in us, yeah, yeah, sure they do, ha, ha. They give token show to our interests just to keep that money tree from membership dues alive. > I believe the time has come for the categories I mentioned, plus like minded groups and individuals to do what these others did 20-50 years ago. Organize and find a suitable and willing location, promote and hold an annual flyin with nothing but kit type planes allowed to buy exhibit space. No elaborate, expensive airshows catering to the non builder public, no off the shelf planes allowed exhibit space. Make everything affordable to everyone. Have ongoing forums every day as they used to, showing how to build with wood, fiberglass, welding,covering and finishing, and lots of guys answering questions. That is what drew the crowds at early > EAA flyins. > What do you think and is there some of you out there who would contact other like minded groups that have sites on the matronics listings who have a primary interest in these aims? Unfortunately I can't get into all of this with both feet at the moment because of very serious health problems and old age, 87, but I would certainly do what I can. I'm just tired of seeing the small, heart of the light plane segment of aviation being ripped off by these turncoat, money grabbing scoundrels. > We have the potential among all of these like minded groups to be far larger and stronger than when EAA and Sun and Fun started. Lets take it back from the big monied interests. > I have a couple of ideas of location for it and I'm sure some of you do also. > Ray > > ________________________________________________________________________________
From: "George Bass" <gtb(at)commspeed.net>
Subject: turncoat, money grabbing scoundrels
Date: May 29, 2005
For what little it means, I've had a dream of this same caliber for years but never the finances to materialize it. I'm in total agreement. Have been to Sun'n'Fun several times, but, have no interest in ever going again. Only regret is that I never made it to the big one, Oshkosh, BEFORE it got this way. I've all but gotten out of the 'sport' because I've been unable to afford to keep flying and certainly have not been able to purchase my own plane. Always have had a very warm spot in my heart for the Kolbs, and would do all I can to see some sort of "fly-in for the rest of us", who pretty much live to fly, rather than sell flying to live. Count me in for this venture. George Bass (The Other George In AZ) (Lookin' forward to 65 soon enough) P.S.: I just got my 'official' copy of my history as an ultralight pilot from the USUA and altho it isn't gold plated, I plan to use it to look seriously at the Sport Pilot rating, & see if I can save a little money on getting in the air again. If anyone on this list is doing the same please e-mail me off list: gtb(at)commpseed.net ________________________________________________________________________________
Date: May 29, 2005
From: "David L. Bigelow" <dlbigelow(at)verizon.net>
Subject: Firestar Spiral Instability
My Firestar II rigged to Kolb specifications (one inch of dihedral measured at the last rib) has spiral instability. If you put in any bank and let go of the stick, the bank will get steeper and steeper, the nose will drop, and a spiral will develop. This isn't a dangerous characteristic, but it sure makes for a lot of extra stick stirring in turbulence. Every little bump has to be corrected, and you can't let go of the stick for more than a few seconds. I lengthened the struts one inch so the wings now have 3 1/2 degrees of dihedral. Each wing is now 3 1/2 degrees greater than level. This modification certainly makes for a nicer flying airplane. I can now let go of the stick and if the plane gets bumped from level, it doesn't want to continue increasing the bank. Also, the additional dihedral results in better yaw/roll coupling. If you are hands off the stick and add some rudder, it will gradually start a roll in the direction of the rudder input. The stock dihedral rigging has no yaw/roll coupling. Add rudder, and the plane just skids. If you do add some dihedral, be aware that it will change the aileron rigging a bit. If the ailerons are level to start with, they will be somewhat reflexed after the dihedral is added, and you may want to re-rig them to level. Other Kolb drivers (Firefly, Mark 3, SS, etc) - does stock dihedral result in spiral instability for your aircraft? Dave Bigelow FS2 503 DCDI Kamuela, Hawaii ________________________________________________________________________________
Date: May 29, 2005
From: bryan green <lgreen1(at)sc.rr.com>
Subject: Re: New organization and flyins
I'm with you Ray and will do what I can plus will take vacation to work at the fly-in. Bryan Green Firestar 447 BRS ray anderson wrote: > >To all, > I guess all Kolbers and other homebuilders, kit buyers, ultralights, experimenters, gyrocopters and wannabe flyers and pilots who can't plunk down $100,000 - $300,000 have come to the harsh realization that Son-and-Fun, EAA and all of the old groups, have washed their hands in regards to the above mentioned groups. These guys have found > > > > ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: May 29, 2005
Subject: Re: turncoat, money grabbing scoundrels
In a message dated 5/29/2005 6:18:34 P.M. Central Standard Time, gtb(at)commspeed.net writes: I'm in total agreement. Have been to Sun'n'Fun several times, but, have no interest in ever going again. Only regret is that I never made it to the big one, Oshkosh, BEFORE it got this way. George, I plan to go to Oshkosh again. At least they will refund camping days you dont use! S n F makes you pay for a whole week of camping. If you only stay 2 days they just keep the rest. I drove a thousand miles before I found that out, so they got by with it once. I wont let it happen twice. It seems like they are just there to get my money. Thank God ,I live in America where I still have some choices . Ed ( In Houston) ________________________________________________________________________________
Date: May 30, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Firestar Spiral Instability
First time I ever met John Hauck, I asked him about stability in a MKIII. He told me there wasn't any. He was right. I have added a bit of extra dihedral, not much, just a couple degrees extra - and with two people, & the aileron trim tab set just right, & a dead calm day it will fly hands off. For a little while. Sometimes. Then it goes into a spiral. But it is a bit more stable than it originally was. Our FSII has lengthened lift struts and it will fly hands off, and can be turned in normal GA fashion using rudder inputs only, assuming the bank is not allowed to become excessive. If the bank is allowed to over-develop, then the rudder will not bring it back. Richard Pike MKIII N420P (420ldPoops) > >My Firestar II rigged to Kolb specifications (one inch of dihedral >measured at the last rib) has spiral instability. If you put in any bank >and let go of the stick, the bank will get steeper and steeper, the nose >will drop, and a spiral will develop. This isn't a dangerous >characteristic, but it sure makes for a lot of extra stick stirring in >turbulence. Every little bump has to be corrected, and you can't let go >of the stick for more than a few seconds. > >I lengthened the struts one inch so the wings now have 3 1/2 degrees of >dihedral. Each wing is now 3 1/2 degrees greater than level. This >modification certainly makes for a nicer flying airplane. I can now let >go of the stick and if the plane gets bumped from level, it doesn't want >to continue increasing the bank. Also, the additional dihedral results in >better yaw/roll coupling. If you are hands off the stick and add some >rudder, it will gradually start a roll in the direction of the rudder >input. The stock dihedral rigging has no yaw/roll coupling. Add rudder, >and the plane just skids. > >If you do add some dihedral, be aware that it will change the aileron >rigging a bit. If the ailerons are level to start with, they will be >somewhat reflexed after the dihedral is added, and you may want to re-rig >them to level. > >Other Kolb drivers (Firefly, Mark 3, SS, etc) - does stock dihedral result >in spiral instability for your aircraft? > >Dave Bigelow >FS2 503 DCDI >Kamuela, Hawaii > > ________________________________________________________________________________
Date: May 30, 2005
From: Ted Cowan <trc1917(at)direcway.com>
Subject: Go Fly
Well everyone, if it is fun you want and flying is your game, come on down here to our little Flying C's Planetation, AL51. The weekend of June 11 we will host whoever comes to relaxed flying, fun and some eats. Lots of space to camp if you want to come early and/or stay late. We will make sure you have gas, you and the plane! If the whether man says it is going to be bad, no problem, we will just move it one week to June 18. No problemo. All are welcome, got 2,000' to roll on and lots of space to park. Monitor 123.450 at the field, the rest are usually on 122.850. If you want something special, give us a call at 1-334-480-0822 or go to our Club's web site at: www.homestead.com/southernflyers for further info. Good place to visit anyway. ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: Firestar Spiral Instability
Date: May 30, 2005
Dave and Group, Here is the other side of the "instability" coin. Compared to a Cessna or other planes that you can fall asleep in, my Firestar's have been less work to get them to do what I want them to. And "less work" doesn't explain it well enough. For me, Kolbs almost feel like they are an extension of me, as opposed to a machine that I have to work to control. Many times, on landing, I have have felt like my Firestar just did what I imagined with almost no input from me. It's a neat feeling. And I suspect that is what might be lost by trying to make a Kolb fly more like a Cessna. John Jung Firestar II Surprise, Az ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: Firestar Spiral Instability
Date: May 30, 2005
Dave and Group, I have flown a Mark II, Mark III, Original Firestar, and Firestar II. I believe that they all are the same regarding what you refer to as "instability". I just never thought of it that way. I think of a Kolb as a "hands on" flyer. The only way that I have been able to take my hand off the stick for very long is to use my legs on the stick. I don't think of this as a problem. In fact, it wasn't a problem for me to fly about 6 hours per day, recently. And 6 hours per day would rate me as a beginner cross-country flyer compared to at least a couple of other Kolb flyers on this list. My original Firestar had more than normal dihedral, and it really didn't change the way it flew compared to my Firestar II with standard dihedral. A Kolb is just not going to keep you flying, if you fall asleep. John Jung Firestar II N6163J Surprise, AZ ________________________________________________________________________________
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Alvord
Date: May 30, 2005
Those of you that went to Monument Valley were aware that John Hauck, John Williamson and Gary Haley Met Rodger Hankins, Terry Davis, Karen and I at the Alvord Desert after they left M. Valley. They arrived last Wed. and departed on Friday. John H and Gary to southern Calif. and John W to Idaho. We had a great visit and the weather was absolutely fantastic. It had rained more than was acceptable for a desert region and everything was under water. I did find a small strip of dry land that we could camp and fly from. By the time we left on Friday that strip had become a pretty large chunk of dry land. Wildlife abounded and we saw everything from Antelope to Bighorn Sheep. I attempted twice to post some photo's to HP Photo share with no success. Larry, Oregon ________________________________________________________________________________
Date: May 30, 2005
Subject: Re: Kolb-List Digest: 21 Msgs - 05/29/05
From: Lawrence M Rice <tailwind5(at)juno.com>
Re: New Organisation & Fly-Ins Guys, As a long time EAA guy (joined in '76), I'm really happy about Sport Pilot & that the UL regs have not changed, but I'm distressed about the "big money/kit" trend. Of course, these days you don't have many people willing to build from scratch. The organisation scratch builders are looking for already exists - the SAA, founded by Paul Poberezny. See http://www.sportaviation.org/. The annual fly-in is in Urbana, Illinois June 10-12. However, since I'm moving next weekend, I doubt I'll be ready to go anywhere by the weekend after! Oh well, next year, I hope..... Larry the MicroMong guy ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Alvord
Date: May 30, 2005
Keep trying, Larry.........it'd be great to see them. Wish I coulda joined you. Lar. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Larry Cottrell" <lcottrel(at)kfalls.net> Subject: Kolb-List: Alvord > > Those of you that went to Monument Valley were aware that John Hauck, > John Williamson and Gary Haley Met Rodger Hankins, Terry Davis, Karen and > I at the Alvord Desert after they left M. Valley. They arrived last Wed. > and departed on Friday. John H and Gary to southern Calif. and John W to > Idaho. We had a great visit and the weather was absolutely fantastic. It > had rained more than was acceptable for a desert region and everything was > under water. I did find a small strip of dry land that we could camp and > fly from. By the time we left on Friday that strip had become a pretty > large chunk of dry land. > Wildlife abounded and we saw everything from Antelope to Bighorn Sheep. > I attempted twice to post some photo's to HP Photo share with no success. > Larry, Oregon > > > ________________________________________________________________________________
From: "Jim Ballenger" <ulpilot(at)cavtel.net>
Subject: MK III X N46319 TEST FLIGHTS
Date: May 30, 2005
All This is a little late but my MK III X received it airworthiness certificate on 7 May and I flew it's first flight on 14 May. The horizontal stabilizer incidence was way off, I had to hold stick forward as far as I could stretch my arms. After researching the archives and reading Guy Swenson's comments on the HZ stab incidence and talking to Bill Futrell, I had TNK send me one of the adjustable brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8" and it solved the problem. The next issue to deal with was the heavy ailerons. I moved the push rods in one inch as many of you have and it did the trick, (thanks). The next problem was to trim the ailerons and rudder. I used the lexan as TNK manual describes and it works great. I can now fly without my legs getting tried from holding rudder and my arm from holding aileron. Some very preliminary stats are it stalls at 38 mph IAS. It will do 72 mph IAS at 5400 rpm and 92 mph IAS WOT, 6270 rpm. I ended up using a Rotax 582 with a 3 bladed 66" tapered tips Warp drive prop and have it pitched at 10.5 degrees. I am monitoring the engine with an EIS and so far it's great, a super piece of equipment. My EGT and CHT reading are all well with specs but my water temp will redline (175 degree) on a climb. I have the twin radiators and have some obstructions in front of them. I plan on rearranging my coolant overflow tank and mounting an air scoop on the muffler side to get more air flow to the radiator due to the oil tank location. Any way I want to thank all of you who share your expertise and opinions on the list. It certainly helped me with the building. Now I need to learn to land the MK III. It seems to just flop down the last foot or so. It's not a pretty landing or even a good one but it's on the ground in one piece and nothing bent so far. Jim Ballenger Selling a FS KXP 447 Flying a MK III X 582 Virginia Beach, VA ________________________________________________________________________________
Date: May 30, 2005
From: Comcast <davis207(at)comcast.net>
Subject: Memorial Day
Debated a day or so on posting this, but today being Memorial Day, felt I needed to. Back in 1991 I was fortunate to visit Prague and Pilsen. On the way back to Germany where we were stationed, we stopped at a country gas station. As I was walking back to the car, the propriator's husband came running out and grabbed my arm. "American soldier?" he ask. When I said "Yes", we were bodily dragged by the old couple through the gas station into the back where they lived. We then heard how Gen Patton had liberated the area. "They told us in school the Russian came, but we know," they explained. They had some unit patches and other trinkets that I can't imagine keeping since 1945, but they had. I was the beneficiary of some good will that had been waiting 46 years to tell an American "Thank you." Thank you to the few who were there who are still here with us today. To keep this Kold related, while I was unable to fly this weekend, I did get some biking in out in Amish Country. While we were resting at the end of the ride, I watched the planes flying the pattern into Smoketown airport. Two Firestars came in and touched down through some pretty gusty wind. I'm still looking for a new home for the Firefly, and Smoketown is closer then where I am now. Any one in the area who's familiar with the hanger situation (who to contact, waiting list situation, etc) please contact me off list. thanks Chuck Davis FF 028 From: GeoR38(at)aol.com Subject: Re: Kolb-List: Monument Valley In a message dated 5/25/2005 1:44:28 AM Eastern Standard Time, eagle1(at)commspeed.net writes: > <>.Dave and I with his wife had just returned from a trip to the Czech > Republic. Why would anyone go to the Czech Republic you may ask. Well > it turned out that My 16th Armored Division under General George > S.Patton was the very first Allied troupes and tanks into Plisen the > second largest city in the area. So this all happened 60 years ago in > 1945, The Czech Government invited all us old Vets to come back and > help celebrate e the 60th university of there Liberation. > Unfortunately only 15 from our Division were able to make the trip. > Fortunately I was one of them. Anyway, we each got a nice 60th > Liberation medal from the President himself. Also went on over to > Prague where the Mayor gave each of us a Gold medal. There you have it > in a nutshell. ________________________________________________________________________________
Date: May 30, 2005
From: "Bob N." <ronoy(at)shentel.net>
Subject: Re: Memorial Day...Not Kolb related
I've been looking for indications of observing Memorial Day. Think maybe those OFs want to forget, and those of later conflicts don't want to remember...which is understood. Sometimes I trot out an old editorial I wrote for the local rag, 1999, about a Decoration day in 1933. Somehow, now it's just another day off work and a lot of shopping. Anyhow, I send my salute to all those who served, and especially to all who didn't come back. Bob N. WWII ________________________________________________________________________________
Date: May 30, 2005
From: possums <possums(at)mindspring.com>
Subject: vortex generators
This weekend I've got my stall speed down to 28 mph with the VGs=96 true air speed with a =93Hall Air Speed Indicator=94 located on the out side of the cockpit. There were about 100 sail boats on one of our local lakes here for the holidays. I can do a controlled 30 degree turn at 30 mph with these things =96 which is kind of amazing. With a 12 mph hour head wind I was almost lagging behind some of the larger sail boats at 200 ft AGL. You guys got to try these things if you like to fly low and slow and don't want to =93mush=94 anymore. I know they can't see my engine from the ground because it's above the wing, they can't see the prop - because it's spinning - they can hardly hear me at 4300 rpm --- so I I'm a UFO or from the skunk works to some of them. http://www.mindspring.com/~possums/Sideview.jpg ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Memorial Day
Date: May 31, 2005
In Windsor Ontario we have had a Lancaster bomber on a pedestle for 40 years. Time and weather are taking its toll and the Lanc was lifted down for an indoor display last week. I was fortunate to be able to offer my chauffeur services and Rolls Royce to a vet that served on the Lanc to observe the pomp and ceremony for the removal of the Lancaster from its pedestle mount. We need to remember the vets. ----- Original Message ----- From: "Comcast" <davis207(at)comcast.net> Subject: Kolb-List: Memorial Day > > Debated a day or so on posting this, but today being Memorial Day, felt I needed to. > > Back in 1991 I was fortunate to visit Prague and Pilsen. On the way back to Germany where we were stationed, we stopped at a country gas station. As I was walking back to the car, the propriator's husband came running out and grabbed my arm. "American soldier?" he ask. When I said "Yes", we were bodily dragged by the old couple through the gas station into the back where they lived. We then heard how Gen Patton had liberated the area. "They told us in school the Russian came, but we know," they explained. They had some unit patches and other trinkets that I can't imagine keeping since 1945, but they had. I was the beneficiary of some good will that had been waiting 46 years to tell an American "Thank you." > > Thank you to the few who were there who are still here with us today. > > To keep this Kold related, while I was unable to fly this weekend, I did get some biking in out in Amish Country. While we were resting at the end of the ride, I watched the planes flying the pattern into Smoketown airport. Two Firestars came in and touched down through some pretty gusty wind. I'm still looking for a new home for the Firefly, and Smoketown is closer then where I am now. Any one in the area who's familiar with the hanger situation (who to contact, waiting list situation, etc) please contact me off list. > > thanks > > Chuck Davis > FF 028 > > > From: GeoR38(at)aol.com > Subject: Re: Kolb-List: Monument Valley > > > In a message dated 5/25/2005 1:44:28 AM Eastern Standard Time, > eagle1(at)commspeed.net writes: > > > > <>.Dave and I with his wife had just returned from a trip to the Czech > > Republic. Why would anyone go to the Czech Republic you may ask. Well > > it turned out that My 16th Armored Division under General George > > S.Patton was the very first Allied troupes and tanks into Plisen the > > second largest city in the area. So this all happened 60 years ago in > > 1945, The Czech Government invited all us old Vets to come back and > > help celebrate e the 60th university of there Liberation. > > Unfortunately only 15 from our Division were able to make the trip. > > Fortunately I was one of them. Anyway, we each got a nice 60th > > Liberation medal from the President himself. Also went on over to > > Prague where the Mayor gave each of us a Gold medal. There you have it > > in a nutshell. > > > -- > > ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Memorial Day
Date: May 31, 2005
In Windsor Ontario we have had a Lancaster bomber >> Hi Woody, You have in Canada also a flying Lancaster. At least I believe so. I collect signed aviation prints and I have a painting of that Lanc. flying into Colerne, a local field, on her delivery flight on June 6th. D-Day. She had an all Canuck crew and did about 8 raids into France in the next 10 days. On her last day she was jumped while attacking railway sidings and caught fire. The upper gunner named Mynarsky left his position when the pilot ordered bale out but when he got down into the fuselage he found that the rear gunner was trapped. In a Lanc the rear turret had to be facing directly aft before the gunner coud enter or exit. In this case the hydraulics were shot up and the hand controls jammed. Mynarsky went back through the flames and tried to help the rear gunner to escape. Finally the gunner told him to leave or he would be killed too. Mynarsky went back through the flames to the exit port and, now on fire himself, saluted the gunner and jumped out. The French Resistance reported seeing him fall to his death with his parachute burning. The Lancaster broke up in the air, the rest of the crew had baled out, and the rear gunner landed safely when the tailplane and his turret floated to earth with him in it. The Canadian government I understand maintain a flying Lancaster with the original `Mynarsky`s Lancaster` registration numbers as a memorial to all the Canadian Bomber crews lost in WW2. I managed to get into a Lancaster last year while it taxied. There is very little room to move and the mainspar, about 4 ft high, has to be climbed over every time you go up or down the fuselage What it must have been like being in a crashing, burning bomber beggars the imagination. All honour to the bomber crews who sustained the most horrific casualty figures, heavier than any other branch of the Services and yet were villified for bombing some targets. Dresden for instance. `Bomber` Harris the man at the head of the RAF Bomber attack was the only leader of the Services not rewarded by honours bestowed on all other Chiefs. Remeber them. Cheers Pat ________________________________________________________________________________
Date: May 30, 2005
From: "David L. Bigelow" <dlbigelow(at)verizon.net>
Subject: Re: Firestar Spiral Instability
Aircraft responsiveness and stability are not mutually exclusive. The very best flying aircraft have both. You can build some stability into a Kolb without destroying it's responsiveness. You won't make it into a Cessna 150 by tuning out an undesirable flying characteristic like spiral instability. It's like driving a sports car with the suspension toe in and camber set wrong. It's twitchy and bothersome to drive like that, but of course, if you drive it that way long enough, you get used to it. Set the toe in and camber correctly, and you still have a responsive great handling machine. It's just easier and less fatiguing to drive. Some of the military fighters I've flown have a roll rate fast enough to bang your head against the side of the canopy if you give them hard aileron, yet they all trim hands off. There are some aircraft that pilots universally love because of the way they handle. They have that almost indefinable something - a combination of responsiveness and stability that makes them a joy to fly. Two that come to mind for me are the Schweizer 1-26 sailplane, and believe it or not, the DC-10. The DC-10, big and heavy as it is, has "right now" control response with very little effort, and is also very stable. I notice a lot of similarity to the 1-26 with my Firestar, especially now with the spiral instability gone. ________________________________________________________________________________
Subject: stabilizer incidence
Date: May 31, 2005
From: "Rex Rodebush" <rrodebush(at)tema.net>
Jim, I also bought the adjustable brackets a few years ago because Kolb keep changing the recommended location of the stabilizer. It changed from about the middle of the fuselage tube to towards the top and then maybe back again. Where did you finally position it with respect to the top of the tube? Congratulations on your first flight! Thanks, Rex Rodebush Building a Mark III Xtra From: "Jim Ballenger" <ulpilot(at)cavtel.net> Subject: Kolb-List: MK III X N46319 TEST FLIGHTS All This is a little late but my MK III X received it airworthiness certificate on 7 May and I flew it's first flight on 14 May. The horizontal stabilizer incidence was way off, I had to hold stick forward as far as I could stretch my arms. After researching the archives and reading Guy Swenson's comments on the HZ stab incidence and talking to Bill Futrell, I had TNK send me one of the adjustable brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8" and it solved the problem. ________________________________________________________________________________
Date: May 31, 2005
From: Terry Frantz <tkrolfe(at)usadatanet.net>
Subject: Re: Homer Fly-In
Denny Rowe wrote: > >Kolbers, >Came to the realization yesterday morning that the second annual Homers place fly-in is out of my reach this year due to set backs on my hanger construction as well as other events out of my control. >In fact its looking more and more like aviating at all during what we jokingly refer to as Summer, may be out. >I hope all who make it have a fun and safe time and hopefully by next Spring I'll have my deal ready . > >Denny "singing the no hanger blues" Rowe > > > > Denny, Say it isn't so!!!! Sorry to hear you will again miss out on the Fathers Day Fly-in to Homer's. I was looking forward to meeting you and your wife this year. Missed you at Shrevesport North last year. Hope you can get your problems resolved quickly and possibly still make the trip. Terry - FireFly #95 ________________________________________________________________________________
Date: May 31, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: Firefly Tail Wheel Weight
Ed, When you do your weight and balance be aware the plane doesn't sit in the normal 3 point attitude, the tail must be elevated (raised) to its flying attitude. Follow the instructions in the builders manual. jerb > >Firefliers, > > I would be indebted to any firefly owners that know how much weight > is on >their tailwheel , or would be willing to weigh at the tailwheel. I have a >per plans Firefly # 062, and weigh about 170 lbs and I have not done a >weight >and balance. I figure if there are Fireflies flying out there that have a >greater tail wheel weight than mine I should be OK! > > > Ed ( in Houston, 1 hour break-in on engine) > > ________________________________________________________________________________
Date: May 31, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Firefly
Jack, When you state the wing is overloaded, I don't believe it is structurally over loaded per say based upon the way it built but rather to carry the load (lbs/sq/ft of wing) the minimum stall speed would slightly increase from the from the value based upon a 500# gross figure. jerb > > > > >The total weight of me, fuel and gear is 562#. (I am 220) Full throttle > >RPM is 6200 RPM. I can't hold that because the CHT approaches 400. I > >cruse at about 65MPH and 5800 RPM. I've never verified the accuracy of > >the tach, but I'll do it this weekend. No enclosure or windshield, nose > >cone only. The longest I've flown on 5 gal is 1hr 5 min, I might have > >had 10 minutes left but I doubt it. > > > >I will also check the temps accurately this weekend, I only use them to > >avoid overheating, so I don't know where they run. > > > >I have a two blade adjustable prop. Any suggestions on adjusting it? > > > >Matthew North > >Tucson, AZ > >Matt, > >In comparison to the stock FireFly, you are flying an overloaded wing. The >gross weight recommended for the FireFly is 500 pounds. To carry the extra >62 pounds means the wing has to work harder. The wing can do this only by >flying/cruising at a higher angle of attack. This translates into increased >drag which eats up additional horsepower and fuel. > >To get better fuel burn, you can loose weight and/or chop weight off the >Firefly, or you can add more wing. All of these options are >difficult. > >You have to make a de lima. What are your stall speeds? > >Jack B. Hart FF004 >Winchester, IN > > >Jack & Louise Hart >jbhart(at)ldd.net > > ________________________________________________________________________________
Date: May 31, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Kolb fatal crash
To all, I regret to report a fatal accident with a Kolb UltraStar last Sunday at Tullahoma,TN. A very successful ultralight flyin was held Saturday and Sunday with a large participation of various planes and exhibits. I don't have all the details of the incident yet but I'll get them and post here. Preliminary data indicates the Kolb had been recently purchased from someone in Chattanooga, TN by a Mr. Primm who had cleaned it up, added a nose cone and painted everything. He failed to see a rusted out area somewhere on a wing strut and that is where it failed. He deployed a ballistic chute but was too low for it to function. These are the facts I know at the moment. When I get more I will add them. I was at the flyin on Saturday and inspected the UltraStar, thought it looked good and waited around for quite awhile to talk to the owner since I have an UltraStar, but had to leave before he showed up. Hidden rust can sure ruin your day. --------------------------------- ________________________________________________________________________________
From: "Jim Ballenger" <ulpilot(at)cavtel.net>
Subject: Re: stabilizer incidence
Date: May 31, 2005
Rex I ended up with the top of the stabilizer leading edge slightly higher than the boom tube. I left the original bracket on the tube and mounted the 4 hole adjustable bracket directly above it. I am extremely satisfied with the results. If you use the modified bracket by itself, make sure the top hole will allow the top of the stabilizer leading edge to be slightly above the boom tube. Jim ----- Original Message ----- From: "Rex Rodebush" <rrodebush(at)tema.net> Subject: Kolb-List: stabilizer incidence > > Jim, > > I also bought the adjustable brackets a few years ago because Kolb keep > changing the recommended location of the stabilizer. It changed from > about the middle of the fuselage tube to towards the top and then maybe > back again. > > Where did you finally position it with respect to the top of the tube? > > Congratulations on your first flight! > > Thanks, > > Rex Rodebush > Building a Mark III Xtra > > > From: "Jim Ballenger" <ulpilot(at)cavtel.net> > Subject: Kolb-List: MK III X N46319 TEST FLIGHTS > > > All > > This is a little late but my MK III X received it airworthiness > certificate on > 7 May and I flew it's first flight on 14 May. The horizontal stabilizer > incidence > was way off, I had to hold stick forward as far as I could stretch my > arms. > After researching the archives and reading Guy Swenson's comments on the > HZ > stab incidence and talking to Bill Futrell, I had TNK send me one of the > adjustable > brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8" > and it solved the problem. > > ________________________________________________________________________________
Date: May 31, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: vortex generators
At 08:51 AM 5/31/2005, you wrote: > >possums, > >Please give us a little more information on your use of VG's. I'll just cut and paste from the archives - sorry to repeat myself - but you asked. Here's what they look like. You'll have to look close =96 they're small. http://sos.photosite.com/Album1/ I didn't expect them to do a lot - so I put them on with the double stick tape so I could remove them later. They're clear lexan and the tape matches my wing color - so you don't really notice them. They are pretty small and don't have any sharp pointed edges like the "homemade" ones do. My average cord (including the ailerons) is about 60 inches. The instructions say to use double stick tape until you find the optimum location or "sweet spot" and then glue them later. I think I will just leave them stuck on with the tape I got at the auto paint shop - it seems pretty strong. However mineral spirts seems to loosen & dissolve the glue if I ever want o move them or take them off. Automotive Acrylic Plus Attachment Tape It took more time to put the tape on each VG than it did to put the VGs on the plane. I was very impressed - and am going to leave them on. On take off I can point the nose up almost 35 degrees and hold the air speed just over 30 mph and it seems to just hang on the prop, and it really does seem to knock about 6 mph off my stall speed. Got a $30 Hall speed indicator out side the plane - it's more accurate than the one inside. I was just surprised at what these little things would actually do for the amount of time and money invested. And like Jeremy says it's not just that you can fly slower, it's "how well" you can fly slower =96 that=92s what most impressed to me. 30 mph =96 no mush. I fly my plane slow - a lot. I have a 27' 9" wing span - actually have 42 on each wing. =96 I'll have to count them. Bought a hundred got about 18 left over. So I put two in each valley and used the 2.75 inch spacing guide to "kind of space them out" between each rib and false rib etc. Just a guess, but it seemed to work out OK. Wasn't really sure which one to use since I have scalloped wings and can't just space them out evenly over the length of the wings like you might do on a Cub. The instructions say VG's should be placed about 1% of the wingspan apart. The instructions say put them on 10 to 12% of the wing cord (including the ailerons) back from the leading edge. Too far forward and they will slow down the cruise speed, too far back and they become ineffective. I put mine about 11% or 6 1/2 inches back from the leading edge as measured through the middle of the cord of the wing. I used the T-square method - like Ben Ransom did on his homemade ones -for the set back and put them about 6 1/2 inches back from the LE. <http://www.bcchapel.org/pages/0003/Vortex%20Generators.html>http://www.bcchapel.org/pages/0003/Vortex%20Generators.html http://www.landshorter.com/ It takes two of these to equal on of the homemade ones. Guess it'll cost you $100 to find out if they work for you. ________________________________________________________________________________
Date: May 31, 2005
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Firestar Spiral Instability
<<<>>>> Richard, The same is true for my Mk2 (lacking in spiral stability) and that instability is compounded many times by the torque factor. I considered more dihedral also but it seems to me that adding dihedral might lower the effectiveness of the ailerons and rudder. Did you find that to be the case with either your FS2 or the Mk3 ? I shoot lots of pictures out of my bird so when I'm using the camera, I simply fly left handed. Steve Kroll ________________________________________________________________________________
From: "Larry Cottrell" <lcottrel(at)kfalls.net>
Subject: Re: Firestar Spiral Instability
Date: May 31, 2005
> > <<< He told me there wasn't any. > He was right.>>>>> > > Richard, > > The same is true for my Mk2 (lacking in spiral stability) and that > instability is compounded many times by the torque factor. > > My Firestar wing has very little dihedral in the wing and used to have the tendency to keep on rolling before I put the VG's on. Not sure if it is just mine but it holds whatever angle I put it into since I installed them. Larry,Oregon ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Re: Kolb fatal crash
Date: May 31, 2005
As our fleet ages, it will be interesting to see where corrosion is found on airframes. It does not seem to be a major problem. I am curious to find out if this US spent a lot of time outside in 20+ years. Remember the Cub AD a few years ago? Non-sealed struts were corroding after a number of years... Kip http://www.springeraviation.net/ ----- Original Message ----- From: "ray anderson" <rsanoa(at)yahoo.com> Subject: Kolb-List: Kolb fatal crash > > To all, > I regret to report a fatal accident with a Kolb UltraStar last Sunday at Tullahoma,TN. A very successful ultralight flyin was held Saturday and Sunday with a large participation of various planes and exhibits. I don't have all the details of the incident yet but I'll get them and post here. Preliminary data indicates the Kolb had been recently purchased from someone in Chattanooga, TN by a Mr. Primm who had cleaned it up, added a nose cone and painted everything. He failed to see a rusted out area somewhere on a wing strut and that is where it failed. He deployed a ballistic chute but was too low for it to function. These are the facts I know at the moment. When I get more I will add them. > I was at the flyin on Saturday and inspected the UltraStar, thought it looked good and waited around for quite awhile to talk to the owner since I have an UltraStar, but had to leave before he showed up. > Hidden rust can sure ruin your day. > > > --------------------------------- > > ________________________________________________________________________________
Date: May 31, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Kolb fatal crash
At 10:15 PM 5/31/2005, you wrote: > >As our fleet ages, it will be interesting to see where corrosion is found on >airframes. It does not seem to be a major problem. I am curious to find out >if this US spent a lot of time outside in 20+ years. Remember the Cub AD a >few years ago? Non-sealed struts were corroding after a number of years... >Kip George Murphy took apart one our old 1985 original Firestars and found major problems inside the wings. Mostly rivets breaking loose on the ribs. But ....20 years is a long time. ________________________________________________________________________________
Date: Jun 01, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Firestar Spiral Instability
No the Firestar actually flies very sweet, Ed took it to a local strip yesterday and let a local airplane maven fly it (This particular guy is an A & P, IA, ATP, Corporate Pilot, and owns TEN homebuilt/ultralight aircraft!!!) and his response was that it was delightful, and he wants one. And he said it was much more responsive than the current Hawk Classic. It will fly hands off very well, but as long as you give it a good dose of rudder, it turns as nicely as you could ask. Maybe if I ever get off my inertia, I might try adding some more dihedral to the MKIII. On the other hand, I don't care that it is unstable, but I guess that stability is a good thing. I like the MKIII as is, but I suppose I would like it better if it would fly hands off and still be as agile as it is now - why not? Richard Pike MKIII N420P (420ldPoops) > ><<< He told me there wasn't any. > He was right.>>>>> > >Richard, > >The same is true for my Mk2 (lacking in spiral stability) and that >instability is compounded many times by the torque factor. I considered >more dihedral also but it seems to me that adding dihedral might lower the >effectiveness of the ailerons and rudder. Did you find that to be the >case with either your FS2 or the Mk3 ? I shoot lots of pictures out of my >bird so when I'm using the camera, I simply fly left handed. > >Steve Kroll > > ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jun 01, 2005
Subject: Re: kendale bearings
Group, I have found some 1 3/8 X 3/4 bearings at Northern Tools. They have Kendale Ind. stamped on them. Are these any better than the Chineese bearings ? Also , what Idle speed is best for the 447 Rotax? Ed (in Hou.) ________________________________________________________________________________
Date: May 31, 2005
From: "David L. Bigelow" <dlbigelow(at)verizon.net>
Subject: Re: vortex generators
They are vortex generators. The minimum equipment list for virtually all jet transports allow a certain number of VG's to be missing on a given side. I think having more than several missing can effect the control. You are supposed to check them during pre-flight. The captain should have known that! "After all the discussions of VG's here on the list i was looking at the heavy iron. The Boeing i was on had what looked like VG's on the wing inboard of the engine nacelle I asked the Capt if they were indeed VG's and he wasn't sure... Any big iron drivers out there?? were they VG's or just "stuff" on the wing" I installed 46 of the Harrison Design (landshorter.com) on each of my Firestar 2's wings, at just about the same distance from the LE and with similar spacing. Stall speed went from 35 mph indicated to 30 mph indicated with nicer handling right up to the stall. Also, there is a bit more float during roundout, and less tendency to drop hard on the gear if you don't get things right. It does take a bit more power (100-200 rpm) to hold a cruise of 55-60 mph than without the VG's. I'm sold, and will leave them on. Dave Bigelow FS II, 503 DCDI Kamuela, Hawaii ________________________________________________________________________________
Date: Jun 01, 2005
From: Scott Perkins <2scott(at)bellsouth.net>
Subject: Predicted death
I was at the Fly-in on Sat talking with the owner of a nice looking Yellow Firestar who was a member of the MTUG group I think and also definitely knew a lot about welding.... in fact I think said he worked as a welder. ( always remember everything except the name ? ? ? ...... ) Anyway, he pointed out the ultrastar as a basket case and said he cited the numerous bad joints, cracked welds, and obvious kludge repair job on the landing gear that had been broken and had had splints applied with radiator clamps to the owner. He said he suggested to the owner to take a cab home and declared to me that guys like him give ultralights in general a black eye. Now a few days later I hear of the very same plane going down with structural failure. Too too bad. Doo doo happens if you let it. It was an attractive plane from a distance but this guy's attitude is what killed him, not the rust. For whoever has inspected the wreckage, it would be useful to know the exact details of what failed and how. Thanks, Scott /////////////////////////////////////////////////////////// From: ray anderson <rsanoa(at)yahoo.com> Subject: Kolb-List: Kolb fatal crash I don't have all the details of the incident yet but I'll get them and post here. Preliminary data indicates the Kolb had been recently purchased from someone in Chattanooga, TN by a Mr. Primm who had cleaned it up, added a nose cone and painted everything. He failed to see a rusted out area somewhere on a wing strut and that is where it failed. He deployed a ballistic chute but was too low for it to function. These are the facts I know at the moment. When I get more I will add them. I was at the flyin on Saturday and inspected the UltraStar, thought it looked good and waited around for quite awhile to talk to the owner since I have an UltraStar, but had to leave before he showed up. Hidden rust can sure ruin your day. ________________________________________________________________________________
From: "James, Ken" <KDJames(at)berkscareer.com>
Subject: stabilizer incidence
Date: Jun 01, 2005
Can any of you MK III X guys take photos of your Horz Stab attachment point, I have all the parts made, and I'm at the point of drilling. I would like to see some typical mounts that are flying. Thanks 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 -----Original Message----- From: Jim Ballenger [mailto:ulpilot(at)cavtel.net] Subject: Re: Kolb-List: stabilizer incidence Rex I ended up with the top of the stabilizer leading edge slightly higher than the boom tube. I left the original bracket on the tube and mounted the 4 hole adjustable bracket directly above it. I am extremely satisfied with the results. If you use the modified bracket by itself, make sure the top hole will allow the top of the stabilizer leading edge to be slightly above the boom tube. Jim ----- Original Message ----- From: "Rex Rodebush" <rrodebush(at)tema.net> Subject: Kolb-List: stabilizer incidence > > Jim, > > I also bought the adjustable brackets a few years ago because Kolb keep > changing the recommended location of the stabilizer. It changed from > about the middle of the fuselage tube to towards the top and then maybe > back again. > > Where did you finally position it with respect to the top of the tube? > > Congratulations on your first flight! > > Thanks, > > Rex Rodebush > Building a Mark III Xtra > > > From: "Jim Ballenger" <ulpilot(at)cavtel.net> > Subject: Kolb-List: MK III X N46319 TEST FLIGHTS > > > All > > This is a little late but my MK III X received it airworthiness > certificate on > 7 May and I flew it's first flight on 14 May. The horizontal stabilizer > incidence > was way off, I had to hold stick forward as far as I could stretch my > arms. > After researching the archives and reading Guy Swenson's comments on the > HZ > stab incidence and talking to Bill Futrell, I had TNK send me one of the > adjustable > brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8" > and it solved the problem. > > ________________________________________________________________________________
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: Re: kendale bearings
Date: Jun 01, 2005
Ed... Not familiar with Kendale bearings... new name to me. The conventional wisdom is to idle the 447 (and I believe all of the 2-stroke Rotaxes without clutches) at the lowest speed you can get it to run smoothly without experiencing any "chatter" in the gearbox... on the one I fool with, I have found that proper fine-tuning of the idle air adjustment screw is critical to getting it to behave properly. Mine will run smoothly down to about 2350 on most days... 2400 on others. As you know, you should make sure you get it up to full operating temp before you try to adjust it. Worth what ye paid fer it... good luck. Beauford FF #076 Brandon FL ----- Original Message ----- From: <DAquaNut(at)aol.com> Subject: Re: Kolb-List: kendale bearings > > Group, > > I have found some 1 3/8 X 3/4 bearings at Northern Tools. They have > Kendale > Ind. stamped on them. Are these any better than the Chineese bearings ? > Also , what Idle speed is best for the 447 Rotax? > > Ed (in Hou.) > > > ________________________________________________________________________________
Date: Jun 01, 2005
From: possums <possums(at)mindspring.com>
Subject: stabilizer incidence
At 08:23 AM 6/1/2005, you wrote: > >Can any of you MK III X guys take photos of your Horz Stab attachment point, >I have all the parts made, and I'm at the point of drilling. I would like to >see some typical mounts that are flying. > >Thanks Ken James Here's some made of steel - works better if you click on "view the slideshow" Not a MKIII but same idea. ________________________________________________________________________________
Date: Jun 01, 2005
From: possums <possums(at)mindspring.com>
Subject: stabilizer incidence
At 08:23 AM 6/1/2005, you wrote: > >Can any of you MK III X guys take photos of your Horz Stab attachment point, >I have all the parts made, and I'm at the point of drilling. I would like to >see some typical mounts that are flying. > >Thanks Ken James Works even better if I attach the URL link. http://sos.photosite.com/Album2/ ________________________________________________________________________________
From: William George <wgeorge(at)mountainmeadowranch.com>
Subject: Re: Firestar Spiral Instability
Date: Jun 01, 2005
Well put David. do no archive Bill George Hawaii Kolb Mk-3 Verner 1400 Powerfin On May 31, 2005, at 8:56 PM, Kolb-List Digest Server wrote: > From: "David L. Bigelow" <dlbigelow(at)verizon.net> > Subject: Kolb-List: Re: Firestar Spiral Instability > > > > > Aircraft responsiveness and stability are not mutually exclusive. The > very best > flying aircraft have both. You can build some stability into a Kolb > without > destroying it's responsiveness. You won't make it into a Cessna 150 > by tuning > out an undesirable flying characteristic like spiral instability. > It's like > driving a sports car with the suspension toe in and camber set wrong. > It's twitchy > and bothersome to drive like that, but of course, if you drive it that > way long enough, you get used to it. Set the toe in and camber > correctly, and > you still have a responsive great handling machine. It's just easier > and less > fatiguing to drive. > > Some of the military fighters I've flown have a roll rate fast enough > to bang your > head against the side of the canopy if you give them hard aileron, yet > they > all trim hands off. There are some aircraft that pilots universally > love because > of the way they handle. They have that almost indefinable something - > a > combination of responsiveness and stability that makes them a joy to > fly. Two > that come to mind for me are the Schweizer 1-26 sailplane, and believe > it or > not, the DC-10. The DC-10, big and heavy as it is, has "right now" > control response > with very little effort, and is also very stable. I notice a lot of > similarity > to the 1-26 with my Firestar, especially now with the spiral > instability > gone. ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: stabilizer incidence
Date: Jun 01, 2005
Ken, All. Here in the UK we allign the horiz stab as per the blue prints and it works just fine. Initially on the Classic when CAA approval was being gained it was established by the test pilot that when the top of the stab was mounted level with the top of the boom tube there was little pitch stability when the a/c was in a dive, (this is known as divergence) and pre stall warning was almost non existant. The cure was to lower the L/E of the stab, and on the Xtra it has been lowered even further. For the UK approval we had to conduct a formal and demanding flight test program and no problems were found when the stab was fitted as per drawings. Your problem may well lay with an out of CG aircraft (tail heavy) or the trim system incorrectly adjusted. Mike Xtra/Jab 2200 G-CDFA ----- Original Message ----- From: "James, Ken" <KDJames(at)berkscareer.com> Subject: RE: Kolb-List: stabilizer incidence > > Can any of you MK III X guys take photos of your Horz Stab attachment > point, > I have all the parts made, and I'm at the point of drilling. I would like > to > see some typical mounts that are flying. > > Thanks 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 > > > -----Original Message----- > From: Jim Ballenger [mailto:ulpilot(at)cavtel.net] > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: stabilizer incidence > > > Rex > I ended up with the top of the stabilizer leading edge slightly higher > than > the boom tube. I left the original bracket on the tube and mounted the 4 > hole adjustable bracket directly above it. I am extremely satisfied with > the results. If you use the modified bracket by itself, make sure the top > hole will allow the top of the stabilizer leading edge to be slightly > above > the boom tube. > Jim > ----- Original Message ----- > From: "Rex Rodebush" <rrodebush(at)tema.net> > To: > Subject: Kolb-List: stabilizer incidence > > >> >> Jim, >> >> I also bought the adjustable brackets a few years ago because Kolb keep >> changing the recommended location of the stabilizer. It changed from >> about the middle of the fuselage tube to towards the top and then maybe >> back again. >> >> Where did you finally position it with respect to the top of the tube? >> >> Congratulations on your first flight! >> >> Thanks, >> >> Rex Rodebush >> Building a Mark III Xtra >> >> >> From: "Jim Ballenger" <ulpilot(at)cavtel.net> >> Subject: Kolb-List: MK III X N46319 TEST FLIGHTS >> >> >> All >> >> This is a little late but my MK III X received it airworthiness >> certificate on >> 7 May and I flew it's first flight on 14 May. The horizontal stabilizer >> incidence >> was way off, I had to hold stick forward as far as I could stretch my >> arms. >> After researching the archives and reading Guy Swenson's comments on the >> HZ >> stab incidence and talking to Bill Futrell, I had TNK send me one of the >> adjustable >> brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8" >> and it solved the problem. >> >> > > > ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: Firestar Spiral Instability
Date: Jun 01, 2005
Richard, Steve & All, Everything is a trade off. Maneuverability & stability are at odds with each other. Where you want to be on that continuum is a personal choice. But if you add dihedral to a Kolb, you will compromise some of its maneuverability, cross wind landing will be among the compromised. Richard Swiderski -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Pike Subject: Re: Kolb-List: Firestar Spiral Instability No the Firestar actually flies very sweet, Ed took it to a local strip yesterday and let a local airplane maven fly it (This particular guy is an A & P, IA, ATP, Corporate Pilot, and owns TEN homebuilt/ultralight aircraft!!!) and his response was that it was delightful, and he wants one. And he said it was much more responsive than the current Hawk Classic. It will fly hands off very well, but as long as you give it a good dose of rudder, it turns as nicely as you could ask. Maybe if I ever get off my inertia, I might try adding some more dihedral to the MKIII. On the other hand, I don't care that it is unstable, but I guess that stability is a good thing. I like the MKIII as is, but I suppose I would like it better if it would fly hands off and still be as agile as it is now - why not? Richard Pike MKIII N420P (420ldPoops) > ><<< He told me there wasn't any. > He was right.>>>>> > >Richard, > >The same is true for my Mk2 (lacking in spiral stability) and that >instability is compounded many times by the torque factor. I considered >more dihedral also but it seems to me that adding dihedral might lower the >effectiveness of the ailerons and rudder. Did you find that to be the >case with either your FS2 or the Mk3 ? I shoot lots of pictures out of my >bird so when I'm using the camera, I simply fly left handed. > >Steve Kroll > > ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: : Kolb-List:Thrust Angle Relative To Wing
Date: Jun 01, 2005
Rusty, I was going through some old notes & ran across a comment from Dennis Sounder that I wrote down regarding how to rig the thrust line angle on the SlingShot. He said with the wings at 5 degrees incidence, the thrust line should be horizontal. My wings are off & so is my engine. How does that compare to raising the rear mounts 3/4" as was suggested earlier? I will need to nail this issue down myself, so if you or other SS owners have any input it would be appreciated. Also, I have heard that the fuselage tube is horizontal in level flight on the SS. Can anyone else confirm this? Lastly, if anyone is measuring the SS's angles of incidence, could you check what the difference is between the wing & the fuselage tube? Thanks. Richard Swiderski ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 01, 2005
Subject: Re: Predicted death
In a message dated 6/1/2005 3:16:05 PM Eastern Standard Time, rsanoa(at)yahoo.com writes: > Unfortunately, he couldn't have actuated it. He had failed to remove > the safety pin that restrained the activating handle !! On my Firefly I used a marine style ignition kill switch. I attach the igniton clip to the BRS remove before flight flag. You have to remove the safety pin on the BRS in order to activate the ignition. When you pull the clip after you flight you have to put it somewhere so you may as well put it back on the BRS. At any time you are fooling with the prop you can always look at the BRS handle and confirm that your ignition is not hot. Steve Boetto FF #007 ________________________________________________________________________________
From: "Jim Ballenger" <ulpilot(at)cavtel.net>
Subject: Re: stabilizer incidence
Date: Jun 01, 2005
Mike I conducted a W&B and it proved the airplane was within the factory specs as far as CG was concerned. I consulted with the factory and an aeronautical engineer prior to my raising the leading edge of the stab and both concured with the move. I have stalled the plane and recovery was straight forward and acted just like my Firestar KXP. I also looked at the FS, FF and MK III Classic and their stabs are mounted with the Stab LE raised. I can not explain why some MK III X planes fly with the Stab as the plans dictate and others don't but I do know mine flies very good now that I have moved the Stab. You do raise an interesting question about the pitch stability in a dive. Why would it be different than straight and level? Jim ----- Original Message ----- From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk> Subject: Re: Kolb-List: stabilizer incidence > > Ken, All. > Here in the UK we allign the horiz stab as per the blue prints and it works > just fine. > Initially on the Classic when CAA approval was being gained it was > established by the test pilot that when the top of the stab was mounted > level with the top of the boom tube there was little pitch stability when > the a/c was in a dive, (this is known as divergence) and pre stall warning > was almost non existant. > The cure was to lower the L/E of the stab, and on the Xtra it has been > lowered even further. > For the UK approval we had to conduct a formal and demanding flight test > program and no problems were found when the stab was fitted as per drawings. > Your problem may well lay with an out of CG aircraft (tail heavy) or the > trim system incorrectly adjusted. > > Mike > Xtra/Jab 2200 > G-CDFA > ----- Original Message ----- > From: "James, Ken" <KDJames(at)berkscareer.com> > To: > Subject: RE: Kolb-List: stabilizer incidence > > > > > > Can any of you MK III X guys take photos of your Horz Stab attachment > > point, > > I have all the parts made, and I'm at the point of drilling. I would like > > to > > see some typical mounts that are flying. > > > > Thanks 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 > > > > > > -----Original Message----- > > From: Jim Ballenger [mailto:ulpilot(at)cavtel.net] > > To: kolb-list(at)matronics.com > > Subject: Re: Kolb-List: stabilizer incidence > > > > > > > > Rex > > I ended up with the top of the stabilizer leading edge slightly higher > > than > > the boom tube. I left the original bracket on the tube and mounted the 4 > > hole adjustable bracket directly above it. I am extremely satisfied with > > the results. If you use the modified bracket by itself, make sure the top > > hole will allow the top of the stabilizer leading edge to be slightly > > above > > the boom tube. > > Jim > > ----- Original Message ----- > > From: "Rex Rodebush" <rrodebush(at)tema.net> > > To: > > Subject: Kolb-List: stabilizer incidence > > > > > >> > >> Jim, > >> > >> I also bought the adjustable brackets a few years ago because Kolb keep > >> changing the recommended location of the stabilizer. It changed from > >> about the middle of the fuselage tube to towards the top and then maybe > >> back again. > >> > >> Where did you finally position it with respect to the top of the tube? > >> > >> Congratulations on your first flight! > >> > >> Thanks, > >> > >> Rex Rodebush > >> Building a Mark III Xtra > >> > >> > >> From: "Jim Ballenger" <ulpilot(at)cavtel.net> > >> Subject: Kolb-List: MK III X N46319 TEST FLIGHTS > >> > >> > >> All > >> > >> This is a little late but my MK III X received it airworthiness > >> certificate on > >> 7 May and I flew it's first flight on 14 May. The horizontal stabilizer > >> incidence > >> was way off, I had to hold stick forward as far as I could stretch my > >> arms. > >> After researching the archives and reading Guy Swenson's comments on the > >> HZ > >> stab incidence and talking to Bill Futrell, I had TNK send me one of the > >> adjustable > >> brackets(thanks Donny,Travis and Denny). I brought the LE up 2 5/8" > >> and it solved the problem. > >> > >> > > > > > > > > ________________________________________________________________________________
Date: Jun 01, 2005
From: WADE LAWICKI <wlawicki(at)yahoo.com>
Subject: Re: Predicted Death
Scott/ group, I was the owner of the yellow firestar that talked to you and Mr. Primm on sat. It was a basket case, there were at least 4 reasons for it being grounded,landing gear rigged up,large prop chip,no gap seal,no w&b,homemade parts. the last i heard was that the strut failed, these looked like the landing gear tubes( ends crimped in vice and split on sides) that failed upon his arrival. he also owned a trike in about the same condition. it might have had something to do with the fact that he only had about 3 hours in this plane before he flew a 50 mile x-country or, that the conventional 3 axis was exactly opposite controls that he was used to. Mr. Primm was a fine man, very pro-active in the local and regional ultralight community but, sadly he did not take the condition of his equipment nor the advice of his peers serious enough and it cost him the ultimate price. Fly Safe, Wade Lawicki FS #1030 --------------------------------- Find restaurants, movies, travel & more fun for the weekend. Check it out! ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Predicted death
Date: Jun 02, 2005
At any time you are fooling with the prop you can always look at the BRS handle and confirm that your ignition is not hot.>> Hi Steve, that may be an indicator but nothing is certain with mags and engines. I was told to ALWAYS treat the prop as if the ignition was `hot`. Good advice. Saved me a couple of nasty knocks over the years Cheers Pat ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 02, 2005
Subject: Re: Predicted death
In a message dated 6/2/2005 7:35:26 AM Eastern Standard Time, pj.ladd(at)btinternet.com writes: > Hi Steve, > that may be an indicator but nothing is certain with mags and engines. > > I was told to ALWAYS treat the prop as if the ignition was `hot`. Good > advice. Saved me a couple of nasty knocks over the years > > Cheers > > Pat > Hi Pat, Good advice, and I totally agree, point was, on the standard setup on the FireFly the ignition switch is a toggle switch that is located under the left side of the seat. You can not easily see it so you have to reach in and feel. It is also easy for the brain to flip that palpated image. I always treat props as hot and household wiring as active. I also look down the neck of my Budweiser for a fly or a cigarette butt if I left it unattended for more than 5 min. BTW had an ex A-10 pilot fly the Firefly on floats the other day. it was his first solo in an ultralight. He thought it was slick as a weasel. S Boetto FF #007 Floatplane ________________________________________________________________________________
Subject: stabilizer incidence
Date: Jun 02, 2005
From: "Rex Rodebush" <rrodebush(at)tema.net>
I wonder if the "neutral" flap position varies from plane to plane and would be enough to make a difference? Rex From: "Jim Ballenger" <ulpilot(at)cavtel.net> Subject: Re: Kolb-List: stabilizer incidence ........................................................................ ........................................................................ ............................................. I can not explain why some MK III X planes fly with the Stab as the plans dictate and others don't but I do know mine flies very good now that I have moved the Stab. ________________________________________________________________________________
From: "W Boyter" <boyter(at)mcsi.net>
Subject: parts
Date: Jun 02, 2005
Did "Olenik Aviation" go out of business are just change there phone #. I would like to order a automatic mixture control. Wayne ________________________________________________________________________________
Subject:
Date: Jun 02, 2005
From: "Rex Rodebush" <rrodebush(at)tema.net>
Another thought. Is it only the larger Mark III X-tra stabilizers that are located at the top of the boom? Rex I wonder if the "neutral" flap position varies from plane to plane and would be enough to make a difference? Rex From: "Jim Ballenger" <ulpilot(at)cavtel.net> Subject: Re: Kolb-List: stabilizer incidence ........................................................................ ........................................................................ ............................................. I can not explain why some MK III X planes fly with the Stab as the plans dictate and others don't but I do know mine flies very good now that I have moved the Stab. ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: : Kolb-List:Thrust Angle Relative To Wing
Date: Jun 02, 2005
Hi Richard, Thanks for the info about the wing angle of attack. Jack Hart measured a Firefly in flight, and found it to be 7 degrees, but with the higher speed of the SS, it would stand to reason that the angle would be less, such as the 5 degrees that Dennis told you. My wings and engine are off too, but I'm measuring the "bottom of the wing" by measuring the top rear tubes in the cage. Those are very close to exactly the angle of the wing, so it should be close enough for our purposes. The engine mount can be measured directly for thrust angle in my case, since the engine will be mounted using an aluminum plate on the oil pan bolts (just like we do on the two rotor engines), which means the thrust angle for the engine is parallel to the mounting plate. Now, as it sits in the garage: Bottom of the wing= 10 degrees Engine mounts on the cage= 13 degrees Fuselage tube= 4 degrees If you raise the tail enough to make the fuselage tube horizontal, then that puts the wing at 6 degrees, which splits the difference between the two angles of attack that we have on record. This must mean that we're pretty close on these angles. If we go with 6 degrees for the wing, then the engine is at 7 degrees in level flight. Doing the math for a 9.5" spacing on the mount, to change 7 degrees, gives us about a 1.2" spacer on the rear. I'll probably stick with the 1" change that you seem to get by flipping the rear mount over, which calculates to 6 degrees of change. That will mean the thrust will be 1 degree positive when the wing is at 6 degrees, or exactly horizontal at Dennis' 5 degree angle. Aren't you a math teacher now? I assume you'll grade my calculations :-) Cheers, Rusty Mazda 13B rotary powered RV-3 (flying) Kolb Slingshot (Mazda single rotor project) Sonerai-IIL (selling this probably) --> Rusty, I was going through some old notes & ran across a comment from Dennis Sounder that I wrote down regarding how to rig the thrust line angle on the SlingShot. He said with the wings at 5 degrees incidence, the thrust line should be horizontal. My wings are off & so is my engine. How does that compare to raising the rear mounts 3/4" as was suggested earlier? I will need to nail this issue down myself, so if you or other SS owners have any input it would be appreciated. Also, I have heard that the fuselage tube is horizontal in level flight on the SS. Can anyone else confirm this? Lastly, if anyone is measuring the SS's angles of incidence, could you check what the difference is between the wing & the fuselage tube? Thanks. Richard Swiderski ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Monument Valley and Beyond
Date: Jun 02, 2005
Morning Gang: Felt good to sleep in my own bed last night. Returned home yesterday at 1800 after cavorting around the country in my Kolb MKIII for the past 15 days. Still amazes me how we can cover so much country in our little airplanes. Had no problems with the airplane, or me, except the number 3 exhaust stack separated at the clamp during the flight from Santa Rosa to Albuquerque, NM. Started at a ticking sound, thanks to the DRE-6000 ANR headset, which lasted about 10 or 15 seconds, followed by the loud note of open exhaust right out of the head. I knew I had lost an exhaust pipe, but did not know whether it was going to let go and go through the prop or not. Was 5 miles south of the Interstate and 60 miles east of Albuquerque. Landed in the desert on a ranch trail, wired the pipe back to its original position, then flew on to Albuquerque. When I landed at Sandia East Air Park the pipe was still in place. Got it repaired locally the next morning and was on my way by noon, the third day of my flight to MV. Enjoyed meeting new folks and renewing old acquaintances at MV, the flight to Moab, Bonneville Salt Flats, and Alvord Desert. Also the flight south to Reno and Santa Clarita, CA, and the three day flight back home to Titus, AL. Highest price for fuel was Mammoth Lakes, CA, at $4.10, and the lowest was Sherman, TX, with $2.56. Price differential always amazes me from location to location. During the 15 day flight came up with the following numbers: Flight hours: 69.5 Fuel: 348 gal aprx'ly Distance: 5,200 sm aprx'ly Nights in motel: 0 The Rotax 912S performed impeccably. The NGK DCPR8E spark plugs have 110 hours use without the normal 50 hour inspection. The exhaust system was fabricated by Titan Aircraft. Had a little over 200 hours time. I had another Titan Exhaust System that went 750 hours without failure. The part that fails is the stub pipe that is produced by Rotax. Looks like it is made of thinner wall material. It also has a bulge formed in it to give the clamp something to hold on to. This may be the contributing problem to the pipe failures. During the forming process the stubs could be stretched to thin or scratched in some way to cause failure. Photos to be posted soon as I get caught up a little and can find time to get them uploaded. Take care, john h Titus, Alabama MKIII - 2,363.9 hours 912S - 1,018.0 hours ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: MV and Beyond
Date: Jun 02, 2005
Hi Folks: Meant to include a little blurb about the DRE-6000 ANR Headset. Great performance. Noise greatly reduced. Flight fatigue also greatly reduced. Can never go back to the old passive system. Amazing how much better I felt after flying some 8+ hour days. Highly recommend the DRE-6000 at the low cost of $279.00 from Avionics West of Tennessee. http://www.avionicswest.com/articles/DRE6000enr.html#6000 Take care, john h ________________________________________________________________________________
From: "John Williamson" <kolbrapilot2(at)comcast.net>
Subject: Re: Monument Valley and More, plus Density Altitude experience
Date: Jun 02, 2005
________________________________________________________________________________
Date: Jun 02, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: UltraStar fatality
All, An update on the UltraStar tragedy. I talked this morning with one of the knowledgeable persons who viewed the wreckage before it's removal to a hanger at Tullahoma airport. There doesn't seem to be a firm consensus yet on where the failure took place. He described the wreckage as fragmented, with some broken loose weld joints all through. He wasn't sure a wing folded first as apparently there was only one eyewitness and she couldn't give specific information. He is going to see if we can view the wreckage, take my blueprints and construction manual and try to get a more comprehensive feel for where the first failure occurred. So, disregard the first report that it was a strut failure. This at the moment is not born out. Hopefully more later. --------------------------------- Find restaurants, movies, travel & more fun for the weekend. Check it out! ________________________________________________________________________________
From: N27SB(at)AOL.com
Date: Jun 02, 2005
Subject: Firefly on floats
To all, Thanks to those of you that have shown interest in my projects. There are 2 sites to look at that have shown interest. Hope this helps spur more interest in Kolbs. http://www.ultralightflyer.com/airshow-snf05/3.html Click on "View Presentation" to see interview from SnF (need high speed) http://www.skyshops.org/FLOATSHOME/floats%20kob%20firefly.htm This is the home page for Skyshops, the importer for czech Floats I am currently talking to someone that wants a MKIIIC on straight floats. Steve Boetto FF#007 ________________________________________________________________________________
Date: Jun 02, 2005
From: WADE LAWICKI <wlawicki(at)yahoo.com>
Subject: ultrastar crash
ray/group, there was another witness to the crash, a friend of mine was in the pattern flying his airbike when he observed the right wing fold, then pitch down and nose in. his first thought is that it was one of the r/c models that had been flying earlier so he continued flying for another 10 minutes until they put up the red flag. I had first hand knowledge of the plane and it was in very poor shape. fly safe, wade fs #1030 ________________________________________________________________________________
From: FS2Kolb(at)aol.com
Date: Jun 02, 2005
Subject: Re: parts
In a message dated 6/2/2005 8:14:14 AM Mountain Standard Time, boyter(at)mcsi.net writes: Did "Olenik Aviation" go out of business are just change there phone #. I would like to order a automatic mixture control. Tom took a day job as full-time expert for a defense contractor, which builds UAV (unmanned aerial vehicles) for the military. He had to move and there was some discussion on what he'd continue to do with Olenik Aviation. Tom mentioned on Ultraflight Radio that without any A&P credentials, in the world of Sport, he was not 'qualified' to do much of the stuff he's been doing for years. ________________________________________________________________________________
From: WillUribe(at)aol.com
Date: Jun 02, 2005
Subject: parts
Greetings Kolb fans, Tom posted the following a while back; "That about sums it up. Sport Pilot didn't recognize my years of experience and the UAV industry did. Now I do everything I liked about the UL engine business without people wanting something for nothing all the time. The thing is that I wasn't looking for a job. They found me. BTW, in my travels, I have found some pretty awesome engines out there being designed for UAV's that would make many fat UL's legal if we could ever fix the civil litigation problem in our country. Right now I'm still getting settled into the new location, but once that's over with, I might upload a web site again. I just can't justify the liability of working on UL engines anymore for such little return. You can see the website for the company I work at now at: http://www.aaicorp.com Tom Olenik" -----Original Message----- Tom took a day job as full-time expert for a defense contractor, which builds UAV (unmanned aerial vehicles) for the military. He had to move and there was some discussion on what he'd continue to do with Olenik Aviation. Tom mentioned on Ultraflight Radio that without any A&P credentials, in the world of Sport, he was not 'qualified' to do much of the stuff he's been doing for years. ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Trailering a Kolb
Date: Jun 02, 2005
Many times I've read on the List about the importance of supporting the boom tube while trailering our planes, and Vamoose' trailer is set up accordingly. While at MV, I assisted (mostly watched & got in the way) Arizona Dave & wife Eve shoehorn his Mk III into its' trailer. As well as setting the boom tube into a dolly, he also hooked a ratcheting tie strap from the strut mounts under the wings to a hook on the roof of the trailer. When the plane was anchored into the trailer, he then took up the slack on the ratchet until the wings were supported as well, taking the strain off the wingtip/boom tube supports. Struck me as being a heck of a good idea, and if it's been mentioned here before, I guess I missed it, or mis-understood it. Thanks, Dave. Vamoose will get the same treatment, it's a great idea. Speaking of Vamoose - the fuel system is out of it, new fuel pumps are here, and I've had an awful time finding new bits and pieces to re-do it with the bigger pumps. Things such as 1 3/4" Adell clamps, high pressure filters, etc. Work is progressing, tho', (I finally got the clamps from A/C Spruce) and I hope for engine start soon. Also, the rip in the wing is patched and finished thru Poly-Spray, and ready to final paint. MV did give some fuel for the fire after all. (this oughta give you skeptics some'pin to work on) :-) Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ________________________________________________________________________________
From: "Rick Pearce" <rap(at)isp.com>
Subject: SEAPLANE RATING
Date: Jun 03, 2005
Stupid question can I fly the amphib as a land plane as long as I don't land on water without a seaplane rating? My plan is to get the plane finished fly the 40 hours off before getting my sea plane rating in the Kolb. ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: parts
Date: Jun 03, 2005
Wayne and Group, The other Olenik, Gerry, has a manual mixture control at Green Sky: http://www.greenskyadventures.com/bing/manualMixPrelease.htm John Jung > > Did "Olenik Aviation" go out of business are just change there phone #. > I would like to order a automatic mixture control. > > > Wayne ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: SEAPLANE RATING
Date: Jun 03, 2005
Hi Rick, If I'm not mistaken, you can fly the plane on land or water, as long as you're solo, which you will certainly be for the first 40 hours. In fact, I would think that an amphibian would have to be tested on land and water to complete the phase 1 flight test period. In the past, I believe you could have flown this with passengers also, but the recent rule changes now require a signoff of some type to prove you are competent in that particular aircraft. With a seaplane rating, you could fly any single engine seaplane, but with the "signoff", you could only fly your Kolb. That's how I understand it anyway, but then I have only single place planes, so what do I know about carrying passengers :-) Cheers, Rusty Stupid question can I fly the amphib as a land plane as long as I don't land on water without a seaplane rating? My plan is to get the plane finished fly the 40 hours off before getting my sea plane rating in the Kolb. ________________________________________________________________________________
Date: Jun 03, 2005
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: SEAPLANE RATING
At 05:22 AM 6/3/2005, you wrote: > > Stupid question can I fly the amphib as a land plane as long as I don't > land on water without a seaplane rating? > My plan is to get the plane finished fly the 40 hours off before > getting my sea plane rating in the Kolb. Yes, you can. Besides the obvious (not landing on water), I think the letter of the law says that you cannot change the configuration while in flight, i.e., no pulling up the wheels... leave the wheels down and don't touch the lever. If you leave them down, and don't touch the lever, there will be no chance of you landing on land with wheels up. -- Robert ________________________________________________________________________________
Date: Jun 03, 2005
Subject: Re: parts
From: Herb Gayheart <herbgh(at)juno.com>
Group Not Olenik---but I have some std , green dot 377 pistons and rings and head gaskets for sale. New. Also extra set of std 377 rings. 503 head and base gaskets also. Herb in Ky ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: 503 jetting
Date: Jun 03, 2005
Group, This morning I changed the jets in my 503 and took a test flight. I am trying to improve the high density altitude ability of my Firestar II, here in Arizona. On a recent cross-country, I averaged 4.3 gph and had to abort one take-off run because the engine ran rich. I changed the standard 158 main jets (dual carbs), and lowered the needles one notch, so that the clips are at the top. Test flight was at 65 degrees and the airport altitude is 1200. The engine performed strongly and the EIS didn't indicate excessive temperatures. At cruise, I was seeing about 1120 EGT, and about 1080 at full power. This is actually closer to ideal than I was seeing with stock jets. So, the question is: Why did it take me years to discover there was room for improvement? I think that the dual ignition does such a good job that I never realized how rich it had been running. I used to run the needle a notch lower in the summer on my 377 Firestar, so that it would be less likely to 4 cycle after a long decent. Tomorrow, I'll be traveling over 200 miles, so I should get an idea if my fuel burn has improved. John Jung ________________________________________________________________________________
From: "Jon Croke" <jon(at)joncroke.com>
Subject: Rotax 912 Installation DVD
Date: Jun 03, 2005
A quick advertisement, so get ready with the delete key... After many months of hard work, HomebuiltHELP is proud to announce that the "ROTAX 912 Installation Tips and Techniques" DVD video has been completed and is now shipping. This is a training video presentation documenting the installing, wiring and configuring of the 912 family of engines for experimental aircraft. Details at: http://Homebuilthelp.com/912.htm Thanks Jon ________________________________________________________________________________
Date: Jun 03, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: 503 jetting
At 02:09 PM 6/3/2005, you wrote: > >Group, > >This morning I changed the jets in my 503 What size did you go to - the next size down?? ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: 503 jetting
Date: Jun 04, 2005
I changed from 158 to 150. I did the test flight to make sure that it wasn't too lean. The chart shows the 150 to be ideal for 4500 feet if I read it correctly. I was sure that I had included that information. Senior moment? :) John Jung > > At 02:09 PM 6/3/2005, you wrote: >> >> Group, >> >> This morning I changed the jets in my 503 > > What size did you go to - the next size down?? ________________________________________________________________________________
Date: Jun 04, 2005
From: Terry Frantz <tkrolfe(at)usadatanet.net>
Subject: Fathers Day Fly-in to Homer's
Kolbers, First let me say that I thoroughly enjoyed looking at the MV pictures again this year and I am envious of those of you that could go there and fly that beautiful scenery. Thanks for sharing the pic's and stories!!!! Maybe next year?!!!!!! Time to discuss the next event which is the Fathers day Fly-in to Homer and Clara's farm at Phonexville. Actually, it is planned for the Saturday, June 18th., before Fathers Day. This allows for Sunday as a rain date which hopefully won't be needed. Clara again plans to provide a picnic lunch for us, so if you would plan to arrive in the morning sometime after 8:00 am. This is the same weekend as the Shreveport North UL fly-in in York County, PA. Some used that as a staging place and camp site to make the trip to Homer's. I will again fly to Smoketown Airport east of Lancaster, PA to meet up with any that want to tag along to the farm. For those flying directly there the coordinates are as follows; N 40deg 09' 34.9" W 075deg 32' 30.0" For those driving: Take rt. 23 north from Phonexville, PA until a Y and bear to the right unto rt. 724 north. Look for a road on the right soon after that called Pikeland Ave. Turn right on Pikeland and go to Wall St. Turn right on Wall St. and continue to 580 Wall St. Farm lane on the right. Hope to see many of you there. I have a list of those that expressed interest months ago and would like to confirm it so that I can give Clara a count for her preparations for the picnic. Please let me know if your not on the list or need to cancel. Steve Green Chuck Davis Charles Blackwell Gene Zimmerman Earl Zimmerman Bob Griffin Tim Bob Pondergrazz John Hauck Bill Varnes Tom Ohara Ken James George Alexander Gary Haley Wilmer zimmerman Jeff Tshutte Joel Reed Rick Klebon Rick Hundley Dan Walter Bob Bennethum Dick Bezzard Terry Frantz Looking forward to another great day at Homer's, Terry - FireFly #95 ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jun 04, 2005
Subject: Re: Hanger And Hauling
Group, I have made another step in the direction of becoming airborn! I pulled my Kolb Firefly in its brand new trailer I built using the blueprints from Duane the Plane as a guideline. I was concerned about hauling the Firefly in the trailer without testing the trailer first, but I am pleased to say, that it arrived at its new home without a scratch, due no doubt to the fixtures I made to support the plane in transit, using all of the information, from pictures, comments, and so forth from this list. Thanks to all of the " Pros" that are willing to share there experiences which in turn benefits others. That really makes this list special! I actually got to taxi it at slow speed. No big deal to most, but after approx. 8 years of building an enclosed trailer and plane I felt a sense of satisfaction, knowing I am another step closer to committing aviation again. Ed ( In Houston) ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jun 04, 2005
Subject: Re: High pitched noise?
Gang, My 447 has only about 1.5 hours on it. I hear this high pitched sound that does not sound good at all! I dont hear it at all until the engine warms up a bit. It sounds like it could be metallic. I'm hoping it is the fan belt. Is it common to have to tighten a fan belt, during break-in? Ed ( in Houston) Do not archive ________________________________________________________________________________
Date: Jun 04, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: UltraStar crash
I talked to one of the first to get to the crash scene of the Kolb UltraStar, Mike Lohle of Lohle Aviation, and after examining the wreckage, both at the scene and after it was stored at Tullahoma Airport, he feels strongly that there probably was not a structural failure in flight. The pilot of the Air Bike who was flying in the pattern at the time, and reported seeing a wing fold, might have seen an optical illusion so to speak. He probably was at least 500 - 700 feet high because he had taken off in the opposite direction and was headed back in the direction of the crash site when he saw what he thought was a model airplane in the air. He thought he saw a wing fold. To appear as the size of a small model, the plane he saw had to be a considerable distance away. It was, about a mile or a little more. He being at a higher altitude than the Kolb's 200 ft., would have had him viewing the plane on a background of trees, buildings and ground clutter. Lohle saw the welds that had broken loose as well as the reported rust areas. He said the craft literally disintegrated on impact. But he saw the clusters where the strut attached to the cage and he thought they had given way from the enormity of the impact. Certainly poor welding but he didn't think they would have separated in dead calm air, which they had that early morning. He saw other welds where the tubing had separated around the weld. He saw where one strut end and clevis pin pulled through the fitting. Shoulder straps and seat belt had broken and the pilot was thrown from the craft. It appears the engine was running at cruise power or more and no throttle closing before impact. It hit straight nose down. After a couple of days, and nights, thinking of every aspect, he thinks this is what happened, and I and a couple of others familiar with the incident agree. The owner was connected with some sort of business either building or using large concrete and cement objects. There is a large concrete manufacturing plant about one mile from the flyin site and it has large quantities of their products, piping, etc laid out in their yards and the airplane nosed in not far from the edge of their property. We believe he was circling over the plant getting a good look at these products he had a personal interest in. It has been established that he was about 200 feet high when it went down. He was primarily a Trike pilot with very few hours in the Kolb. He still owned a Trike. Very different flight controls. We believe he was circling the Cement plant, not watching his airspeed and had a full power stall and instant wing up and fast spin the remainder of the 200 feet. The Ultra St ar, and I presume some of the later Kolbs, can get away from you with a power stall and break, with a wing coming up. 200 feet is probably late for even experienced pilots. He never actuated his ballistic chute, with good reason. He had not removed the safety pip pin that locks the pull handle. The chute popped on impact when the cable to the rocket motor stretched with the disintegration of the plane. We feel the AirBike pilot, being so far away and only casually looking at the Kolb, thinking it was a small model, saw it roll and spiral (spin) and after hearing of the crash, assumed it had a wing fold. Seeing that maneuver more or less out of the corner of your eye so to speak, since he was busy flying his AirBike, one might think the model had folded a wing. A couple of us have permission to reexamine the wreckage once more Monday and every thing will get a close look once more before it is hauled off and disposed of somehow. Once again, we feel the Kolb did not have a structural in flight failure, but was pilot error, with inexperience, diverted attention at low altitude and resulting power stall, with a fast drop and spin. Even if the safety pin had been removed from the chute, it's not likely that the low time pilot, with strong instincts for the Trike controls, would have had time to use it I hesitated to add this closing bit, but maybe it might be a good thing if we Kolbers who have the control cables running up the cage behind the pilot, add another strong feed thru about half way up. I'm doing it on my UltraStar. When the violent impact and break up of the airframe occurred, one of the control cables got around Mr. Pimm's neck and decapitated him as he was thrown away from the airplane, and a section of cable was removed from him at the hospital where he was taken. Very messy but a quick death. ________________________________________________________________________________
Date: Jun 04, 2005
Subject: Re: High pitched noise?
From: Herb Gayheart <herbgh(at)juno.com>
Oil in the gear box?? Herb > > Gang, > > My 447 has only about 1.5 hours on it. I hear this high > pitched sound > that does not sound good at all! I dont hear it at all until the > engine > warms up a bit. It sounds like it could be metallic. I'm hoping > it is the fan > belt. Is it common to have to tighten a fan belt, during break-in? > > > > Ed ( in Houston) > > > Do not archive > > > > > > > > ________________________________________________________________________________
From: "Rick Pearce" <rap(at)isp.com>
Subject: main fusalage tube
Date: Jun 04, 2005
I installed the H section in the fusalage tube today. And installed it on the cage. I can find no place in the plans on how you are supose to attach the front ring. It has 6 3/16" holes. Does it bolt on or do you use 3/16" steel pop rivets? Rick Pearce Parsons KS do not archieve ________________________________________________________________________________
From: "Edward Chmielewski" <edchmiel(at)mindspring.com>
Subject: Great Rotax News
Date: Jun 04, 2005
Fellow Rotax 503/582 Owners, The following was posted on www.aero-news.net earlier today: Rotax Engine/Gearbox Trade-In Program Trade For New Rotax 503, 582 Engines Coming on the heels of the very successful 2004 Rotax Trade-in program, All US Rotax Service Centers are now offering a limited time a new Trade-In Program for qualified Rotax, Hirth and 2SI Engines with Gearboxes. Qualifying engines can be Traded for new Rotax 503 or 582 engines equipped with either "B","C", or "E" gearboxes. All trade-in engines must be found in the Rotax serial number database and include a gearbox to qualify. To see if your engine qualifies have your seven digit serial number available and contact your nearest Rotax Service Center. Hirth Engines must two cycle engine from 40 to 65 hp and also must include a gearbox. 2SI engines must be 35 hp or more and include a gearbox as well. Trade-in credit can be applied for the purchase of any new Rotax 503 or 582 engine and gearbox combo. Rotax 503 credit is $750.00. Rotax 582 credit is $810.00. All engines purchased or traded in must include a gearbox. This program is effect for a three month period from June 1, 2005 and ending on August 31, 2005 and is available from all Rotax Service Centers. FMI: www.800-Airwolf.com For the WHOLE story, go to http://www.aero-news.net/news/sport.cfm?ContentBlockID=ae0a83a7-51f0-4a13-a0a5-85b1e3e8bff5 Ed in JXN Kolb MkII/503 ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: 503 jetting
Date: Jun 04, 2005
Group, Good news! Here is the rest of the jetting story. Today, I flew 4.6 hours at 60 mph and burned 14.6 gallons, for 3.0 gph or 20 mpg. Two weeks ago, before changing jets and in record heat, I burned 4.3 gph at 65 mph, or 15 mpg. Prior to that I had been burning 3.3 gph at 60 and 3.8 at 65. The 3.0 gph at 60 mph gives a 200 mile range on 10 gallons. The only other time that my plane ever got 20 mpg was a flight with a Quicksilver at 45 mph. So the change from recommended jets made at least a 10% reduction in fuel burn which is a surprising improvement. Here is the possible down side. When I was 25 miles from home, I had 5,000 feet of altitude to lose to get down to pattern altitude. So I pulled the throttle back to 5,000 rpm, and started a 200 fpm decent, holding about 60 mph. That worked O.K. unless I let the decent increase to 400 fpm, because then the EGT's exceeded 1200 degrees. This was not a problem, because the EIS's red light let me know immediately. But with analog gages, I would not run a Firestar that lean. For review, the 158 main jets were replaced with 150's and the needle jets were lowered on notch -> 10% less fuel. John Jung Surprise, AZ ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jun 05, 2005
Subject: Re: High pitched noise?
In a message dated 6/4/2005 4:42:23 P.M. Central Standard Time, herbgh(at)juno.com writes: Oil in the gear box?? Herb Herb, That is the first thing I checked and It is to the bottom screw hole. Ed ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: UltraStar crash
Date: Jun 05, 2005
might have seen an optical illusion so to speak. >> Hi Ray, I wouldn`t comment on the rest of your interesting post but I would suggest caution about what someone `probably saw` , `looked like a model` etc., Many years ago some twit from the local model flying club, with whom we shared the airfield, flew a radio controlled model past me while I was thermalling over the field. It may have been only an 24 " span model but I assure you that as it flashed over my canopy it looke like a 747. Scared the living daylights out of me. Cheers Pat -- ________________________________________________________________________________
Date: Jun 05, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: 503 jetting
John, I noticed in the CPS catalog that you can get 152 main jets. That might give you a better margin of safety? Something I do to avoid excessive EGT's on descent, I wait until I can pull the power back to about 4,000 or so and come down a bit faster, but the temps stay more in line. Richard Pike MKIII N420P (420ldPoops) > >Group, > >Good news! >Here is the rest of the jetting story. Today, I flew 4.6 hours at 60 >mph and burned 14.6 gallons, for 3.0 gph or 20 mpg. Two weeks ago, >before changing jets and in record heat, I burned 4.3 gph at 65 mph, or >15 mpg. >Prior to that I had been burning 3.3 gph at 60 and 3.8 at 65. > >The 3.0 gph at 60 mph gives a 200 mile range on 10 gallons. The only >other time that my plane ever got 20 mpg was a flight with a >Quicksilver at 45 mph. > >So the change from recommended jets made at least a 10% reduction in >fuel burn which is a surprising improvement. > >Here is the possible down side. When I was 25 miles from home, I had >5,000 feet of altitude to lose to get down to pattern altitude. So I >pulled the throttle back to 5,000 rpm, and started a 200 fpm decent, >holding about 60 mph. That worked O.K. unless I let the decent increase >to 400 fpm, because then the EGT's exceeded 1200 degrees. This was not >a problem, because the EIS's red light let me know immediately. But >with analog gages, I would not run a Firestar that lean. > >For review, the 158 main jets were replaced with 150's and the needle >jets were lowered on notch -> 10% less fuel. > >John Jung >Surprise, AZ > > ________________________________________________________________________________
Date: Jun 05, 2005
From: Scott Perkins <2scott(at)bellsouth.net>
Subject: ultrastar fatality photo
regarding the structural failure resulting in death last week, here is an image I was able to carve out of a photo of the specific plane illustrating a general disregard for condition... http://vula2.org/images/misc/Tullahoma-airshow05/ultrastar_Pimms_broken_leg.JPG from here http://vula2.org/images/misc/Tullahoma-airshow05 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Trailering a Kolb
Date: Jun 05, 2005
| Supporting stuff so that it doesn`t damage the paintwork is one thing but | having to support the main bits that my life hangs on because it may get | damaged to the point of failure makes me nervous. | | Comments? | | Cheers | | Pat Pat/Gang: Trailering and taxiing an airplane are much harder on the structure than one will ever encounter while flying in the air. Not hard to get a tail boom in an unserviceable condition by getting dings and dimples from mishandling while trailering. Rough roads, improperly securing the airplane on the trailer, will readily render it unserviceable. Don't think I would lose too much sleep over a 6" round spar failing in flight. I doubt any of us club fisted pilots could figure out a way to cause a failure other than sawing it in two. john h MKIII Titus, Alabama ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: UltraStar crash
Date: Jun 05, 2005
..........and I'll bet you had a few well-chosen words for that idiot when you returned to the field, eh ?? Lar. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Re: Kolb-List: UltraStar crash > > might have seen an optical illusion so to speak. >> > > Hi Ray, > I wouldn`t comment on the rest of your interesting post but I would > suggest > caution about what someone `probably saw` , `looked like a model` etc., > Many years ago some twit from the local model flying club, with whom we > shared the airfield, flew a radio controlled model past me while I was > thermalling over the field. It may have been only an 24 " span model but I > assure you that as it flashed over my canopy it looke like a 747. > Scared the living daylights out of me. > > Cheers > > Pat > > > -- > > > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Trailering a Kolb
Date: Jun 05, 2005
Hi Pat: The spar and boom tube are both plenty strong, but the matching fittings attached to the tubes are only held on with a few rivets, set into aluminum. (aluminium ??) :-) Compare that with the strength of the strut attachment/H-beam. I've trailered boats for 100's of 1,000's of miles over all kinds of roads in 3 countries over the last 40 years, and have seen some amazing problems crop up. Just last week, I had $400.00 worth of welding done to my boat trailer after a minor foray into Baja California, and this was after having an on the spot repair done in San Felipe during the trip. (I do have pictures for those interested) When I saw Arizona Dave's setup in his trailer, I instantly saw the potential benefits of it, and will - without question - install a similar setup in my trailer. Thank you, Erich Weaver, for coming up with that idea. Copycat Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Re: Kolb-List: Trailering a Kolb > > importance of supporting the boom tube>> > > Hi All, > Larry`s post interested me. Is this a real or a perceived problem? That > boom tube looks pretty tough to me and as the mainspar is made from to > same > spec. I do not like the idea that any of those tubes could fail through > trailering. ________________________________________________________________________________
From: "Kirk Smith" <snuffy(at)usol.com>
Subject: Fw: [VET-RANT] VVA Press Release
Date: Jun 05, 2005
Vietnam veterans of America 27 May 2005 Washington www.vva.org (Washington, D.C.) - The Budget Resolution passed by both houses of Congress will result in staff reductions in every VA Medical Center at a most inauspicious time=ADas veterans return from the war in Iraq and as increasing numbers of veterans need care from the system, said Thomas H. Corey, National President of Vietnam Veterans of America (VVA). The impact will be significant among those returning troops who suffer from mental health issues such as Post-Traumatic Stress Disorder (PTSD), those who have sustained loss of limbs, and other serious injuries. In addition to devastating decreases in the availability of care for veterans that will result from such budget cuts, the VA seems determined to contest even long-standing disability compensation for PTSD from veterans currently receiving VA benefits and health care. A recent VA Inspector General's (IG) report concluded that following a brief review of certain grants of service-connected benefits for PTSD, the "subjectivity" involved in such determinations has resulted in over-granting of benefits. As a result, the VA will be reviewing PTSD grants between 1999 and 2004, with an eye toward revoking benefits if the claim was adjusted incorrectly. "VVA believes that the "subjectivity" offered to the IG report is a euphemism for poor training and quality control of VA adjudication staff. "We must make it crystal clear to Congress that the budget appropriation for fiscal year 2006 year is at least $3.5 billion less than what is needed to fund the VA medical programs adequately," Corey said. "This is a critical time. Without these resources, veterans will have longer waits to see specialists, much-needed maintenance will be deferred, and medical equipment will not be purchased. "Together, through the Partnership for Veterans Health Care Budget Reform veterans service organizations will demonstrate against these drastic cutbacks. Veterans' health care is not a welfare program. It is a benefit earned by rendering honorable service to our country. If we don't act forcefully now, we will continue to witness the erosion of what was one of the finest health care programs in the nation." ----------------------------- www.vvic.org (VVIC) www.vetcenter.vvic.org ________________________________________________________________________________
From: "George E. Thompson" <eagle1(at)commspeed.net>
Subject: Re: Fw: [VET-RANT] VVA Press Release
Date: Jun 05, 2005
I had the pleasure of meeting and shaking his hand of Mr. Nickelson (The new Secretary of the V. A.) in the Czech Republic on my recent tour. I do hope that he can do something about this. Az. Bald Eagle ----- Original Mess e ----- From: "Kirk Smith" <snuffy(at)usol.com> Subject: Kolb-List: Fw: [VET-RANT] VVA Press Release > > > Vietnam veterans of America > 27 May 2005 > Washington > www.vva.org > > > (Washington, D.C.) - The Budget Resolution passed by both houses of > Congress will result in staff reductions in every VA Medical Center at a > most inauspicious time=ADas veterans return from the war in Iraq and as > increasing numbers of veterans need care from the system, said Thomas H. > Corey, National President of Vietnam Veterans of America (VVA). > > The impact will be significant among those returning troops who suffer > from mental health issues such as Post-Traumatic Stress Disorder (PTSD), > those who have sustained loss of limbs, and other serious injuries. > > > In addition to devastating decreases in the availability of care for > veterans that will result from such budget cuts, the VA seems determined > to contest even long-standing disability compensation for PTSD from > veterans currently receiving VA benefits and health care. A recent VA > Inspector General's (IG) report concluded that following a brief review of > certain grants of service-connected benefits for PTSD, the "subjectivity" > involved in such determinations has resulted in over-granting of benefits. > > As a result, the VA will be reviewing PTSD grants between 1999 and 2004, > with an eye toward revoking benefits if the claim was adjusted > incorrectly. "VVA believes that the "subjectivity" offered to the IG > report is a euphemism for poor training and quality control of VA > adjudication staff. > > "We must make it crystal clear to Congress that the budget appropriation > for fiscal year 2006 year is at least $3.5 billion less than what is > needed to fund the VA medical programs adequately," Corey said. "This is > a critical time. Without these resources, veterans will have longer waits > to see specialists, much-needed maintenance will be deferred, and medical > equipment will not be purchased. > > "Together, through the Partnership for Veterans Health Care Budget Reform > veterans service organizations will demonstrate against these drastic > cutbacks. Veterans' health care is not a welfare program. It is a benefit > earned by rendering honorable service to our country. If we don't act > forcefully now, we will continue to witness the erosion of what was one of > the finest health care programs in the nation." > > ----------------------------- www.vvic.org (VVIC) www.vetcenter.vvic.org > > > ________________________________________________________________________________
From: "Dave & Eve Pelletier" <pelletier(at)cableone.net>
Subject: Re: Trailering a Kolb
Date: Jun 05, 2005
Patrick, The straps are there not to support the boom tubes, but to take the weight off of the wing attachment tubes under the horizontal stabilizers. I weighed my tail wheel with the wings folded back and it blew me away - 145 lbs. That's a lot of weight to be bouncing down dirt roads with chuck holes and washboards, so you need to take the weight off of the tail wheel - that requires some sort of dolly arrangements. Check the archives for some ideas. I'm becoming an Eric Weaver fan - he's got a great boom wheel. But, even if you take the weight off of the tail wheel, you still have a lot of weight (100 lbs???) on the wing attachment tubes that Lar referred to. Mine are held in place by two rivets. Now just playing around with numbers, if the tail assy is 45 lbs, that leaves about 50 lbs for each wing at the attachment tubes. Think of these as 50 lb "hammers" beating down on those attachment tubes and rivets when you're driving down dirt roads with lots of washboards. The aluminum rivets that were in the plane when I bought it soon broke. I replaced them with steel rivets. They elongated the holes in the boom tube. I replaced these with 3/16th steel rivets, but then the attachment tube itself broke and we welded it back together. All of this time I was trying different ways to take the weight of the wings off of the attachment tubes, but nothing seemed to work well until I saw Erich's rig. That's where mine came from. My opinion is that if you are going to trailer your Kolb much at all, you have to find a way to take the weight of the wings off of the attachment tubes otherwise you'll have problems. One Kolber has designed a dolly that does both things, raises the wheels and cradles the wings. I believe that is also in the archives. Someone else (I think Larry from Oregon) uses a big inner tube that he inflates under the wihg. Anyway, the strap arrangement works the best for me. AzDave ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Re: Kolb-List: Trailering a Kolb > > importance of supporting the boom tube>> > > Hi All, > Larry`s post interested me. Is this a real or a perceived problem? That > boom tube looks pretty tough to me and as the mainspar is made from to > same > spec. I do not like the idea that any of those tubes could fail through > trailering. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb MKIII Flight to MV and Beyond
Date: Jun 05, 2005
Hi All: To keep this Kolb related, it is a Kolb cross country flight. Wanted to share a few photos. Had a great flight. With the exception of the Titan Exhaust pipe failure, second day out, the MKIII and 912ULS performed flawlessly. Was able to stay with my flight plan, going and coming. First night out was Love County Airport, Marietta, OK. It is a 3,000 ft grass strip with one old Piper Tripacer, that never flies anymore, based there. Don't know that anyone else ever uses this old, historic site. I put my MKIII in the empty hanger next to an old, unrestored Allis Chalmers tractor, sleep on the concrete pad under the nose of the airplane. On my return flight from Santa Clarita, CA, I also spent the night right here. Knew there were forecasted thunderstorms that evening. Sure enough, about midnight, as I lay in my sleeping bag, I was given the opportunity of experiencing those severe thunderstorms first hand. Was lucky. Stayed warm and dry through it all: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2669.JPG After two and a half days of great weather and flying, Monument Valley was in sight through the bug spattered windshield of the MKIII: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2699.JPG Taken from the road leading down from the camp ground to the place where coffee is served at 0700: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2705.JPG Looking down at the Gouldings Airstrip, Monument Valley, Utah, from over the 800 ft rock face behind the restaurant and lodge: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2708.JPG Where we camped in the canyon: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2709.JPG Photos of Monument Valley taken prior to 0700 and coffee call: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2714.JPG http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2720.JPG http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2723.JPG http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2726.JPG The high pinnacle, in the shots above, approximately 500 feet tall from the top of the base structure, was a scene in one of Clint Eastwood's movies. Flying very closely over this pinnacle gives me the heebie jeebies, much less standing on top of it. The pinnacle is not exactly vertical, it leans like the Leaning Tower of Pisa. Shots of Monument Valley and still no coffee: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2730.JPG http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2741.JPG http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2770.JPG Sediment ponds at the uranium mine south of Moab, Utah: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2791.JPG A little Kolb Firefly high over Canyonlands National Park, Utah. Quite a contrast. Firefly is flown and owned by Jim Hefner of Arizona: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2804.JPG Confluence of the Colorado and Green Rivers: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2809.JPG Arches National Park. Note the arch in the very center of the photo. Can you name it? http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2836.JPG Same arch as above. Note the people on the near side of it. Gives a good example of how large the arch is. The setting is very dramatic. I would like to view this one from the ground some day: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2838.JPG Retired CW4 John Williamson flying his Kolb Kolbra over the Utah desert: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2854.JPG Gary Haley, Houston, TX, flying over Utah Lake, Utah, south of Salt Lake City: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2862.JPG South side of the Great Salt Lake: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2869.JPG John W over Bonneville Salt Flats, Utah: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2873.JPG John W and Gary H over Bonneville: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2879.JPG Like flying over a snow field, the salt will dazzle you and cause severe depth perception deprivation: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2884.JPG This is "Stink", a female Perigrine Falcon, belonging to Karen Cottrell. Stink is a member of the world's fastest bird family, the Perigrines. She sits in the warm sun of the Alvord Desert, where the crew spent a few days enjoying the hospitalilty of Larry and Karen: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2896.JPG http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2897.JPG Our camp in the Alvord Desert: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2901.JPG John W says goodbye as he heads north on our last day in the Alvord: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2905.JPG ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Kolb MKIII Flight to MV and Beyond (continued)
Date: Jun 05, 2005
Sorry about that, folks. Hit the wrong dad burn key again. Wild mustangs in the Sheldon Wildlife Management Area of Nevada: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2908.JPG Gary H out of Cedarville, California, heading down the valley to Reno/Stead Airport, home of the Unlimited Air Races: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2918.JPG I spent the night under the wing of the MKIII at Lone Pine, CA. Little did I know that the low murmur I heard early in the evening would become a roar as the cows in the feed lot across Hwy 365 began to really serenade me. Never again will I spend the night in Lone Pine. That is Mt Whitney in the background: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2928.JPG ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: MKIII Flight to MV and Beyond (still continuing)
Date: Jun 05, 2005
Shucks! Did it again. Hit the dad burn send button inadvertently. A couple hours out of Santa Clarita, CA, I had to take a "pit stop". Rather than fly 25 miles off my course, I did an off field landing in a dry creek bed. Didn't know the sand was nearly so deep. Dropped tire pressure from 15 to 10 psi prior to take off attempt. MKIII did better than I expected getting out of there, fully loaded with only 10 lbs or so of the 150 lbs of fuel burned off: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2932.JPG http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2933.JPG Crater National Monument, I believe, in Arizona. A very larg hole, indeed: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/DSCF2933.JPG John W, John Hauck, and Gary H, flying formation in the Alvord Desert. Photo courtesy of Karen Cottrell: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/P5260051.JPG Here's how we say thank you and good bye. John H, John W, and Gary H. Photo courtesy of Karen Cottrell: http://www.c-gate.net/~ppetty/Hauck's%20Stuff/MV%202005%20Flight/P5260055.JPG Not bad for a bunch of old farts! ;-) Take care, john h titus, alabama PS: Three day flight from Santa Clarita, CA, to Gantt International Airport, Alabama, at 80 mph cruise! ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Kolb MKIII Flight to MV and Beyond (continued)
Date: Jun 05, 2005
Good to have ya back, John, and a pleasure to see your pics. Just wish there were more of 'em. Lar. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Kolb-List: Kolb MKIII Flight to MV and Beyond (continued) > > Sorry about that, folks. Hit the wrong dad burn key again. > ________________________________________________________________________________
From: snuffy(at)usol.com
Subject: Re: Fw: [VET-RANT] VVA Press Release
Date: Jun 05, 2005
Guys, Sorry about that. Didn't mean for my last post to be sent to the Kolblist. :>( Do not archive ________________________________________________________________________________
From: "Kolbdriver" <Kolbdriver(at)bellsouth.net>
Subject: Re: Trailering a Kolb
Date: Jun 05, 2005
One Kolber has designed a dolly that does both things, raises the wheels and cradles the wings. I believe that is also in the archives. Someone else (I think Larry from Oregon) uses a big inner tube that he inflates under the wihg. Anyway, the strap arrangement works the best for me. AzDave Dave, I think George Alexander has some pictures of my dolly on his website. It supports the wings in padded saddles and holds the weight of the tail boom off the tail wheel. I used two casters on it and have a handle that extends to just behind the rudder. Steven Green ________________________________________________________________________________
Date: Jun 05, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Trailering a Kolb
> > >I think George Alexander has some pictures of my dolly on his website. It >supports the wings in padded saddles and holds the weight of the tail boom >off the tail wheel. I used two casters on it and have a handle that extends >to just behind the rudder. > >Steven Green try this link http://www.matronics.com/photoshare/sgreenpg@bellsouth.net.02.05.2005/Wing_Fold_Dolly.jpg ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Hanger And Hauling
Date: Jun 05, 2005
> I actually got to taxi it at slow speed. No big deal to most, but after > approx. 8 years of building an enclosed trailer and plane I felt a sense of > satisfaction, knowing I am another step closer to committing aviation again. I have done six first flights in a Kolb. It is always exciting even the initial taxi tests on each one. It is always a big deal. Enjoy. ________________________________________________________________________________
From: "George T. Alexander, Jr." <gtalexander(at)att.net>
Subject: Trailering a Kolb
Date: Jun 05, 2005
Dave et al: You can see Steven's trailering set up at: http://gtalexander.home.att.net Click on "Trailering a Kolb" George Alexander -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Kolbdriver Subject: Re: Kolb-List: Trailering a Kolb One Kolber has designed a dolly that does both things, raises the wheels and cradles the wings. I believe that is also in the archives. Someone else (I think Larry from Oregon) uses a big inner tube that he inflates under the wihg. Anyway, the strap arrangement works the best for me. AzDave Dave, I think George Alexander has some pictures of my dolly on his website. It supports the wings in padded saddles and holds the weight of the tail boom off the tail wheel. I used two casters on it and have a handle that extends to just behind the rudder. Steven Green ________________________________________________________________________________
From: "George T. Alexander, Jr." <gtalexander(at)att.net>
Subject: MKIII Flight to MV and Beyond (still continuing)
Date: Jun 05, 2005
Kolbers: I took John Hauck's text and images and put them together in a web site for his trip out west. You can view them at: http://home.comcast.net/~kolb-driver Thanks to John H., John W., Jim Heffner, Will Uribe, Rick Neilsen and the others for sharing their material with all of us. Those of us that didn't make the trip get to share a little of it with you. Fun, Safe Flying George Alexander http://gtalexander.home.att.net ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Kolb Database and MV
Date: Jun 05, 2005
First, thanks to John and John for sharing the pics of the trip. I look forward to Monument Valley 2028 when I retire:) Secondly, I have had some database updates trickle in here lately so it's a good time to offer a reminder to send in any updates. Let me know of any changes or additions to... dama(at)mindspring.com Thanks, Kip http://www.springeraviation.net/ ________________________________________________________________________________
From: "Doug Wetzel" <dougwe(at)comcast.net>
Subject: The Arch
Date: Jun 06, 2005
The arch in question in John's pix of Arches National Park is called Delicate Arch. It's the one on the Utah Centennial license plates. I've been threatening to come down and camp with you guys since the MV trips started and haven't quite made it yet. Disneyland got in the way this year....bad planning on my part... Doug Wetzel SLC, Utah. ________________________________________________________________________________
Subject: Father's Day Fly In at Homer's
From: "Bob Pongracz" <pongoflyer(at)myway.com>
Date: Jun 06, 2005
Terry, Just confirming my arrival to Homer's (and the spelling on my name).do not archive Bob PongraczFogelsville, PAFirefly project No banners. No pop-ups. No kidding. Make My Way your home on the Web - http://dell.myway.com ________________________________________________________________________________
From: "Christopher Armstrong" <tophera(at)centurytel.net>
Subject: ultrastar fatality photo
Date: Jun 06, 2005
The strut attach bolt was still in place on the right fitting but the strut end had pulled out of the fitting, with the flat end of the strut sheared straight out of the fitting. The bolt make a nice clean shear path through the flat end. The split or sheared path in the end was clean and quite obviously came from an enormous tearing force pulling straight out. This sounds exactly like what I would expect from an in flight failure of the lift strut end... a purely tension failure, and not what I would generally expect from ground impact forces, where the wing would be thrown forward and down relative to the fuselage if the fuselage hit first (which would break the lift strut in half due to compression just like described for the left wing.) If the right wing hit first while in a diving right spiral and you landed on the right wing tip then you could drive the wing aft and up, which could result in a nearly pure shear failure of the lift strut end. How are you determining the cause of the right wing strut end failure based on a post flight examination? You need to look at how the rest of the aircraft structure failed, then you may be able to determine the attitude and rates that the plane was experiencing on impact, and the order in which the failures occurred. Very well may be a stall spin accident, but from your description I don't see how you are ruling out an in flight lift strut failure. Topher ________________________________________________________________________________
Date: Jun 06, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: ultrastar fatality photo
Christopher, Explain to me how on a dead calm morning, a strut that has been static and flight tested to 6 g+ loadings and never failed, could suddenly in level flight or slightly banked, be subjected to loads that could rip the 4130 steel insert in the end of the strut out of the cage fitting and it's 1/4 in. bolt. With my eyes and holding it in my hand, I saw a path cut in the strut end as even as if cut out with a saw. I won't even try to guess the G force needed to do this to a double thickness 4130 piece of tubing. No it was not rusty. An aircraft at cruise throttle or perhaps a little more, hitting the ground at a nose down position, could develop that even from 200 feet. The force was so great that a seat belt and shoulder harness were broken like tissue. The force was enough to decapitate the pilot with a small cable that got around his neck. The force was enough so that the heads of the bolts holding the small relatively light weight Mikuni fuel pump were shear ed off. The force was enough so that the very strong Kolb 4130 steel tubing cage looked like it had exploded, broken and torn, not bent and twisted like the usual crash. Tell me please how this kind of force could be generated flying at probably 55 mph, in calm early morning air. Only when striking the ground at a nose first attitude with estimated cruise or a little more power. It took Dennis Souder of early Kolb Co. numerous loops pulling increase G's each time, deliberately, to finally fold a wing. I believe this is the only recorded or known record of a Kolb structure failure in flight. Level flight in calm air is not going to do it, and don't say it had to be a defective strut end. I have built six experimental licensed homebuilts in my time, including one Kolb UltraStar, held the strut end in my hand, know what it should look like and I know this end was pulled out of the lower fitting by G loads never encountered in flight at 55 mph. Christopher Armstrong wrote: The strut attach bolt was still in place on the right fitting but the strut end had pulled out of the fitting, with the flat end of the strut sheared straight out of the fitting. The bolt make a nice clean shear path through the flat end. The split or sheared path in the end was clean and quite obviously came from an enormous tearing force pulling straight out. This sounds exactly like what I would expect from an in flight failure of the lift strut end... a purely tension failure, and not what I would generally expect from ground impact forces, where the wing would be thrown forward and down relative to the fuselage if the fuselage hit first (which would break the lift strut in half due to compression just like described for the left wing.) If the right wing hit first while in a diving right spiral and you landed on the right wing tip then you could drive the wing aft and up, which could result in a nearly pure shear failure of the lift strut end. How are you determining the cause of the right wing strut end failure based on a post flight examination? You need to look at how the rest of the aircraft structure failed, then you may be able to determine the attitude and rates that the plane was experiencing on impact, and the order in which the failures occurred. Very well may be a stall spin accident, but from your description I don't see how you are ruling out an in flight lift strut failure. Topher --------------------------------- Have fun online with music videos, cool games, IM & more. Check it out! ________________________________________________________________________________
Date: Jun 06, 2005
From: possums <possums(at)mindspring.com>
Subject: Flying Car
Discovery Channel - Now - 9:00 PM on East Coast Jesse Builds a Flying Car - gootta see this. ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: UV Block
Date: Jun 07, 2005
| The white paint on the cage fabric allows the | sunlight to shine through. Needs several more coats to become opaque but I | cannot afford the extra weight. guess I shall just have to put up with it. | | Cheers | | Pat. Pat/All: May be a little late, but...........didn't you use Polyspray as a UV block prior to the finish paint? That is what keeps the sunlight from shining through. john h ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jun 07, 2005
Subject: Re: Which Gearbox and Ratio
Fireflyers, I need help! I am trying to verify if my tach is correct. I have secured an optical tach. My problem is. How do you tell which gearbox you have and what the gear ratio is. My Firefly is nearly 30 mi from my house now, so I cant go out and look at it in the garage like I used to. I purchased the 447 engine package from the New Kolb.. I need to figure out what rpms the prop should turn to equal 6300 rpms at the engine . Also the manual says to re-torque the heads to 221 inch pounds at 2 hours run time. My torque wrench only goes to 200 " lbs. I think that equates to 18-19 foot pounds. Does that sound right? Ed ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: More MV Photos
Date: Jun 07, 2005
Group, I posted some photos from Monument Valley on Yahoo. I know that others have shared many excellent photos, so I selected 7 that might be worthy. http://pg.photos.yahoo.com/ph/jrjungexecpccom/my_photos John Jung Firestar II ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Firestar aerodynamics
Date: Jun 07, 2005
Topher and Group, Now that I have my Firestar down to 3 gph at 60 mph, I'd like to get it to cruise faster without burning too much more fuel. 80 mph at 4 gph would be a nice goal. Maybe some day I will change to an HKS700, but for now, I would like to see how much improvement I can make with a 503. Currently, I am fully enclosed to behind the back seat. How much improvement might I get if I enclosed the area above the tanks? What else might I do to get my Firestar to cruise more efficiently? I do have streamline struts. I'm looking for ideas from anyone with similar interest, knowledge or experience. John Jung ________________________________________________________________________________
Date: Jun 07, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Which Gearbox and Ratio
> > >Fireflyers, > > I need help! I am trying to verify if my tach is correct. I have secured >an optical tach. My problem is. How do you tell which gearbox you have and >what the gear ratio is. My Firefly is nearly 30 mi from my house now, so I >cant go out and look at it in the garage like I used to. I purchased the 447 >engine package from the New Kolb.. I need to figure out what rpms the prop >should turn to equal 6300 rpms at the engine . Also the manual says to re-torque >the heads to 221 inch pounds at 2 hours run time. My torque wrench only goes >to 200 " lbs. I think that equates to 18-19 foot pounds. Does that sound >right? > > Ed > Ed, Your torque value is correct. As to the engine gear box ration, remove the pull starter. Using an incline meter rotate the propeller to the horizontal position. Again using the incline meter mark on the exposed flywheel level with the center of rotation. Then have some one slowly rotate the propeller through one turn and bring it back to the horizontal position. Count the number of engine revolutions as the propeller is turned. Then use the incline meter to determine the position of the flywheel mark relative to the center of rotation and the horizontal. Divide the number obtained by 360 and add it to the number of full turns, and you will have the gear box turn ratio. Jack B. Hart FF004 Winchester, IN Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "George T. Alexander, Jr." <gtalexander(at)att.net>
Subject: MKIII Flight to MV and Beyond (still continuing)
Date: Jun 07, 2005
Kolbers: John Jung's images (plus one of him taken by Big Lar) have been added to the MV Site at: http://home.comcast.net/~kolbflyer/ George Alexander ________________________________________________________________________________
Date: Jun 07, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Firestar aerodynamics
John, we made an enclosure for above the tanks to blend in the air coming around the rear enclosure. I expect it does a fair job of eliminating the drag from the back side of the enclosure. It is probably not optimum for aerodynamics, but we compromised to make it easy to get to the gas tanks for refueling. Here is a picture. If you are interested, I can send you a few more pics. http://www.bcchapel.org/pages/0003/Latch.html Richard Pike MKIII N420P (420ldPoops) > >Topher and Group, > >Now that I have my Firestar down to 3 gph at 60 mph, I'd like to get it >to cruise faster without burning too much more fuel. 80 mph at 4 gph >would be a nice goal. Maybe some day I will change to an HKS700, but >for now, I would like to see how much improvement I can make with a >503. > >Currently, I am fully enclosed to behind the back seat. How much >improvement might I get if I enclosed the area above the tanks? What >else might I do to get my Firestar to cruise more efficiently? I do >have streamline struts. > >I'm looking for ideas from anyone with similar interest, knowledge or >experience. > >John Jung > > ________________________________________________________________________________
Date: Jun 07, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Which Gearbox and Ratio
Jack's method is exact, but here is an easier way. Take out a spark plug. Take a thin wooden dowel and stick it down the plug hole. Put the piston at top dead center (best you can tell) and turn the prop through one full revolution. Since the A box and B box come in 2:1, 2.24:1, and 2.58:1 ratios, then after two trips down and up, the stick will either be back at top dead center. (2:1 ratio) Or it will make two trips down and up and then go half way down. (2.24:1 ratio) Or it will make two trips down and up, and then down again to a hair past bottom dead center. (2.58:1) Richard Pike MKIII N420P (420ldPoops) > > > > > > >Fireflyers, > > > > I need help! I am trying to verify if my tach is > correct. I have secured > >an optical tach. My problem is. How do you tell which gearbox you have and > >what the gear ratio is. My Firefly is nearly 30 mi from my house now, so I > >cant go out and look at it in the garage like I used to. I purchased > the 447 > >engine package from the New Kolb.. I need to figure out what rpms the > prop > >should turn to equal 6300 rpms at the engine . Also the manual says to > re-torque > >the heads to 221 inch pounds at 2 hours run time. My torque wrench only > goes > >to 200 " lbs. I think that equates to 18-19 foot pounds. Does that sound > >right? > > > > Ed > > >Ed, > >Your torque value is correct. > >As to the engine gear box ration, remove the pull starter. Using an incline >meter rotate the propeller to the horizontal position. Again using the >incline meter mark on the exposed flywheel level with the center of >rotation. Then have some one slowly rotate the propeller through one turn >and bring it back to the horizontal position. Count the number of engine >revolutions as the propeller is turned. Then use the incline meter to >determine the position of the flywheel mark relative to the center of >rotation and the horizontal. Divide the number obtained by 360 and add it >to the number of full turns, and you will have the gear box turn ratio. > >Jack B. Hart FF004 >Winchester, IN > > >Jack & Louise Hart >jbhart(at)ldd.net > > ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Re: Trailering a Kolb
Date: Jun 07, 2005
Pat /All. I understand the main reason of supporting the boom while in transit is to keep the weight off the tail wheel rod so as not to bend it. Mike Xtra/Jab 2200 ----- Original Message ----- From: "John Hauck" <jhauck(at)elmore.rr.com> Subject: Re: Kolb-List: Trailering a Kolb > > | Supporting stuff so that it doesn`t damage the paintwork is one > thing but > | having to support the main bits that my life hangs on because it may > get > | damaged to the point of failure makes me nervous. > | > | Comments? > | > | Cheers > | > | Pat > > Pat/Gang: > > Trailering and taxiing an airplane are much harder on the structure > than one will ever encounter while flying in the air. > > Not hard to get a tail boom in an unserviceable condition by getting > dings and dimples from mishandling while trailering. Rough roads, > improperly securing the airplane on the trailer, will readily render > it unserviceable. > > Don't think I would lose too much sleep over a 6" round spar failing > in flight. I doubt any of us club fisted pilots could figure out a > way to cause a failure other than sawing it in two. > > john h > MKIII > Titus, Alabama > > > ________________________________________________________________________________
From: Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject: Re: Firestar aerodynamics
Date: Jun 07, 2005
Could you guys who have a full screen windshield on your Firestar describe how you hinged it to open? A picture or two would be helpful also. Thanks. On Jun 7, 2005, at 11:28 AM, John Jung wrote: > > Topher and Group, > > Now that I have my Firestar down to 3 gph at 60 mph, I'd like to get it > to cruise faster without burning too much more fuel. 80 mph at 4 gph > would be a nice goal. Maybe some day I will change to an HKS700, but > for now, I would like to see how much improvement I can make with a > 503. > > Currently, I am fully enclosed to behind the back seat. How much > improvement might I get if I enclosed the area above the tanks? What > else might I do to get my Firestar to cruise more efficiently? I do > have streamline struts. > > I'm looking for ideas from anyone with similar interest, knowledge or > experience. > > John Jung > > ________________________________________________________________________________
Date: Jun 07, 2005
From: "nmatthew" <nmatthew(at)qwest.net>
Subject: Which Gearbox and Ratio
Just divide inch pounds by 12 for foot pounds- 18.4... Matthew North FF029 Tucson, AZ -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of DAquaNut(at)aol.com Subject: Re: Kolb-List: Which Gearbox and Ratio Fireflyers, I need help! I am trying to verify if my tach is correct. I have secured an optical tach. My problem is. How do you tell which gearbox you have and what the gear ratio is. My Firefly is nearly 30 mi from my house now, so I cant go out and look at it in the garage like I used to. I purchased the 447 engine package from the New Kolb.. I need to figure out what rpms the prop should turn to equal 6300 rpms at the engine . Also the manual says to re-torque the heads to 221 inch pounds at 2 hours run time. My torque wrench only goes to 200 " lbs. I think that equates to 18-19 foot pounds. Does that sound right? Ed ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Trailering a Kolb
Date: Jun 07, 2005
My Mk 3 had a broken tail boom from it being transported without the boom supported. > > Pat /All. > I understand the main reason of supporting the boom while in transit is to > keep the weight off the tail wheel rod so as not to bend it. > > Mike > Xtra/Jab 2200 ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Windscreen
Date: Jun 07, 2005
Eugene and Group, The full windscreen has no hinge on the Firestar II. It is attached on the left and flexes as it opens from the right. John Jung ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Firestar aerodynamics
Date: Jun 07, 2005
at > else might I do to get my Firestar to cruise more efficiently? I do > have streamline struts. > > I'm looking for ideas from anyone with similar interest, knowledge or > experience. > > John Jung some of the things I have done on my Mk 3 is to widen the back of the cage. This keeps the airflow on the fuselage sides rather than breaking free at the shoulder point causing turbulence and drag. The wider, more abrubt break at the back also has an aerodynamic function refered to as the kammback effect (sp). A lot of cars used this idea after it was noticed station wagons performed better in wind tunnels. I also did not run my cockpit up to the wing. There is a gap between my wing and cockpit creating a parasol type aircraft. Padre' Pike has a similar setup on his Mk 3. I figured I gained 3 more feet of wing plus the loss of drag at the 2 connecting points. I don't know if these ideas will help on a firestar. Fairings on the wing strut attach points will help also if you can design an easy to remove system. If you want to get into more work and expense you could create different more effective wing tips also. Perhaps gap seals on the rudder and elevators too. ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Firestar aerodynamics
Date: Jun 07, 2005
Good stuff, Woody. Wasn't it Ron Christensen who, a few years ago, built his "Mk III 1/2" out here on the Best Coast ?? He made shortened fiberglass droop tips for the wings, as I recall, and wasn't too happy with them. There's a couple of un-clear pictures of them on my website on the "Gullwing Doors" page. He went to a huge amount of time and effort trying 2 or 3 other shapes and lengths, and eventually wound up with the stock Kolb wingtips. Food for thought. Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "woody" <duesouth(at)govital.net> Subject: Re: Kolb-List: Firestar aerodynamics > > > at >> else might I do to get my Firestar to cruise more efficiently? I do >> have streamline struts. >> >> I'm looking for ideas from anyone with similar interest, knowledge or >> experience. >> >> John Jung > > > some of the things I have done on my Mk 3 is to widen the back of the > cage. This keeps the airflow on the fuselage sides rather than breaking > free > at the shoulder point causing turbulence and drag. The wider, more abrubt > break at the back also has an aerodynamic function refered to as the > kammback effect (sp). A lot of cars used this idea after it was noticed > station wagons performed better in wind tunnels. I also did not run my > cockpit up to the wing. There is a gap between my wing and cockpit > creating > a parasol type aircraft. Padre' Pike has a similar setup on his Mk 3. I > figured I gained 3 more feet of wing plus the loss of drag at the 2 > connecting points. I don't know if these ideas will help on a firestar. > Fairings on the wing strut attach points will help also if you can design > an > easy to remove system. If you want to get into more work and expense you > could create different more effective wing tips also. Perhaps gap seals on > the rudder and elevators too. > > > ________________________________________________________________________________
Date: Jun 08, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Firestar aerodynamics
> >Topher and Group, >Now that I have my Firestar down to 3 gph at 60 mph, I'd like to get it >to cruise faster without burning too much more fuel. 80 mph at 4 gph >would be a nice goal. Maybe some day I will change to an HKS700, but >for now, I would like to see how much improvement I can make with a >503. >Currently, I am fully enclosed to behind the back seat. How much >improvement might I get if I enclosed the area above the tanks? What >else might I do to get my Firestar to cruise more efficiently? I do >have streamline struts. >I'm looking for ideas from anyone with similar interest, knowledge or >experience. > >John Jung I can get about 4 gph at 75 mph and 5900 rpm (503 dual carb) on mine with the back enclosed and the back lift strut off ( it was a waste and extra drag anyway) - The streamline struts did the most. I used to have the streamlined gear legs, they were also waste of time - but they looked good. You should get a cleaner air flow to the prop. I never had the "unenclosed" back section - even with my old KXP - so I don't know for sure. Maybe your new jets will make a difference. My engine is too old (638 hrs) or I would try downsized jets just to see for myself. <http://www.mindspring.com/~possums/covering.jpg>http://www.mindspring.com/~possums/covering.jpg http://www.mindspring.com/~possums/BRSsys.jpg <http://www.mindspring.com/~possums/Modrearframe.jpg>http://www.mindspring.com/~possums/Modrearframe.jpg http://www.mindspring.com/~possums/Sideview.jpg ________________________________________________________________________________
Date: Jun 08, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Firestar aerodynamics
At 07:10 PM 6/7/2005, you wrote: > > >Could you guys who have a full screen windshield on your Firestar >describe how you hinged it to open? A picture or two would be helpful >also. >Thanks. They used to sell a kit for this but here's a picture or two. I got the "high" sides so it's harder to get into, but funner to fly - like a "X-Wing" star fighter - ha all strapped in and nobody can touch you. http://www.mindspring.com/~possums/Airscoops.jpg http://www.mindspring.com/~possums/Sideview.jpg ________________________________________________________________________________
Date: Jun 08, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Which Gearbox and Ratio
At 10:05 PM 6/7/2005, you wrote: > >Hey Ed: >Have been reading the diverse responses to your ratio question.. been >wrong before... been married 39 years, so I'm a >quart low on credibility and self esteem anyway.. 39 years........No I won't go there. ________________________________________________________________________________
Date: Jun 08, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Firestar aerodynamics
At 02:10 AM 6/8/2005, you wrote: > >At 07:10 PM 6/7/2005, you wrote: > > > > > >Could you guys who have a full screen windshield on your Firestar > >describe how you hinged it to open? A picture or two would be helpful > >also. > >Thanks. Here's another way - http://sos.photosite.com/Album3/ But it's more fun without the windscreen at all. http://www.matronics.com/photoshare/possums@mindspring.com.07.26.2002/ ________________________________________________________________________________
Date: Jun 08, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Vortex Generation Hell
At 11:10 PM 11/27/2004, you wrote: > >Kolb Faithful..... > >I have crouched covertly in the e-mail >-===================================================================== Beauford - check the bandwidth on this thing - time it takes to download - photosite beta. Click on "slideshow". It's quick here, but maybe not on your end?? http://sos.photosite.com/Album4/- ________________________________________________________________________________
From: "Tom O'Hara" <tohara(at)alphagraphics.com>
Subject: Re: Trailering a Kolb
Date: Jun 08, 2005
I just returned from an adventure-- bought a MKIII in N. WI and for several reasons could not fly it back to PA. Seller and I took 1+ days to rig a U-Haul 26' trailer. Drove 1288 miles unloaded with NO damage; leading edges did not have any hanger (or truck) rash. Had both mains chocked and tied down with #12 guage wire, and the tail boom supported so that tail wheel was 1" off the floor of trailer. Cushioned the boom with 6" of foam. Wings were removed and each was supported with 3-18" of carpet that was cushioned by 1" of foam. Wing root has held secure with a homemade brace to the mounting hardward. 4" of foam was used to keep wings from hitting the sides of the truck. Load tape was passed under the carpet as I was concerned that carpet would tear-- it did not. I stopped every 2 hrs. to stretch and to check the bird. Only thing that moved was the wire around the tires-- had to move into the tread every 4 hours or so. Now cann't wait to get my feet off the ground in MY Kolb. Not quite like driving 10 miles to the strip-- but if anyone is interested I have some pics. ----- Original Message ----- From: "woody" <duesouth(at)govital.net> Subject: Re: Kolb-List: Trailering a Kolb > > My Mk 3 had a broken tail boom from it being transported without the boom > supported. > > > > > > Pat /All. > > I understand the main reason of supporting the boom while in transit is to > > keep the weight off the tail wheel rod so as not to bend it. > > > > Mike > > Xtra/Jab 2200 > > ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Firestar aerodynamics
Date: Jun 08, 2005
He went to a huge amount of time and effort trying 2 or 3 > other shapes and lengths, and eventually wound up with the stock Kolb > wingtips. Food for thought. Lar. > Such is the joy of experimental aviating. Success or failure is not as important as having tried something new. Thats my philosophy anyway. ________________________________________________________________________________
From: Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject: Re: Firestar aerodynamics
Date: Jun 08, 2005
Thanks for the picts. How has your wing tip modification effected performance? On Jun 8, 2005, at 2:10 AM, possums wrote: > > At 07:10 PM 6/7/2005, you wrote: >> >> >> Could you guys who have a full screen windshield on your Firestar >> describe how you hinged it to open? A picture or two would be helpful >> also. >> Thanks. > > > They used to sell a kit for this but here's a picture or two. > I got the "high" sides so it's harder to get into, but > funner to fly - like a "X-Wing" star fighter - ha > all strapped in and nobody can touch you. > > http://www.mindspring.com/~possums/Airscoops.jpg > > http://www.mindspring.com/~possums/Sideview.jpg > > ________________________________________________________________________________
From: "Denny Rowe" <rowedl(at)highstream.net>
Subject: Re: Trailering a Kolb
Date: Jun 08, 2005
Tom, Where in PA are you? Denny Rowe ----- Original Message ----- From: "Tom O'Hara" <tohara(at)alphagraphics.com> Subject: Re: Kolb-List: Trailering a Kolb > > I just returned from an adventure-- bought a MKIII in N. WI and for > several > reasons could not fly it back to PA. Seller and I took 1+ days to rig a > U-Haul 26' trailer. Drove 1288 miles unloaded with NO damage; leading > edges > did not have any hanger (or truck) rash. Had both mains chocked and tied > down with #12 guage wire, and the tail boom supported so that tail wheel > was > 1" off the floor of trailer. Cushioned the boom with 6" of foam. Wings > were removed and each was supported with 3-18" of carpet that was > cushioned > by 1" of foam. Wing root has held secure with a homemade brace to the > mounting hardward. 4" of foam was used to keep wings from hitting the > sides > of the truck. Load tape was passed under the carpet as I was concerned > that > carpet would tear-- it did not. I stopped every 2 hrs. to stretch and to > check the bird. Only thing that moved was the wire around the tires-- had > to move into the tread every 4 hours or so. > > Now cann't wait to get my feet off the ground in MY Kolb. > > Not quite like driving 10 miles to the strip-- but if anyone is interested > I > have some pics. > > ----- Original Message ----- > From: "woody" <duesouth(at)govital.net> > To: > Subject: Re: Kolb-List: Trailering a Kolb > > >> >> My Mk 3 had a broken tail boom from it being transported without the > boom >> supported. >> >> >> > >> > Pat /All. >> > I understand the main reason of supporting the boom while in transit is > to >> > keep the weight off the tail wheel rod so as not to bend it. >> > >> > Mike >> > Xtra/Jab 2200 >> >> > > > -- > > ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: D-Day
Date: Jun 08, 2005
<> Yeah. well that figures.. <> My Rotary Club has a connection with St. Lo which was right in the middle of the sweep in from the beaches. They also have a connection with a German Club.# When the Germans visited the French took them to Point de Hoc. They say the coach was very quiet on the return journey!! If you think it strange that Germans want to revisit France you should see the thousands of Japs who invade Pearl Harbor every year. Kolb. painting nearly finished. Kiwimick reports that the engineering chief from the Popular Flying Assoc who has to pass the Jabi/Kolb combination flew it yesterday ans was full of praise and considered the plane `transformed`. He also liked the VG`s. Noise test only to pass now. Cheers Pat I think it takes a simplification like "The longest day" to explain it to our kids... -- ________________________________________________________________________________
From: "Beauford" <beauford(at)tampabay.rr.com>
Subject: Re: Vortex Generation Hell
Date: Jun 08, 2005
Brother Sullivan... It downloaded 'jus fine, Sir... but them pictures with the nubile young ladies in them were conspicuously smaller than the other'ns... had to squint some.... got a little spit on the screen.... Thankee, b. ----- Original Message ----- From: "possums" <possums(at)mindspring.com> Subject: Re: Kolb-List: Vortex Generation Hell > > At 11:10 PM 11/27/2004, you wrote: >> >>Kolb Faithful..... >> >>I have crouched covertly in the e-mail >>-===================================================================== > > Beauford - check the bandwidth on this thing - time it takes to download - > photosite beta. > Click on "slideshow". It's quick here, but maybe not on your end?? > > http://sos.photosite.com/Album4/- > > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM05(at)comcast.net>
Subject: Re: Monument Valley
Date: Jun 08, 2005
Does anyone have a good photo of the group sitting around the camp. I'm also looking for a good photo of the Caravans and /or Twin Otters. Thanks everyone for your input on the article and the great photos I wish we could publish more photos because there are just so many great ones. Rick Neilsen Redrive VW powered MKIIIc ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: More MV Photos
Date: Jun 08, 2005
Looks good to me, Rick. I'm not sure which ones you're still waiting for, but let me know. There's lots of MV pics on the 2 previous pages, too, from 2003 and 2004........'specially on the '03 page. Let me know, too, what resolution they want, and I'll send them to you. It was good to finally meet you at MV. Guess it was kind of hectic, but it doesn't seem like we had much time to talk. Later, I'll want to talk more about your engine mount setup, and see some more pics. Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Richard & Martha Neilsen" <NeilsenRM05(at)comcast.net> Subject: Re: Kolb-List: More MV Photos > > > John/Everyone > > Very nice photos. Thanks for sharing them. > > For those of you that were sill out flying after Monument Valley I got a > response from Mary Jones at EAA's Sport Pilot. She promised that she would > publish a report of our Monument Valley flyin if I sent her a write up and > photos. So I asked for everyone's best photos to be placed on George > Alexander's web site at http://home.comcast.net/~kolbflyer/ by sending > George a copy of you best photos at gtalexander(at)att.net > We didn't get very good response to this request so I went ahead and ________________________________________________________________________________
Date: Jun 09, 2005
From: Ted Cowan <trc1917(at)direcway.com>
Subject: video
if anyone wants to know how to put really good video on line, they should visit Craig Baker's web pages. He has got it down pat for RC planes and events. visit his site at: www.psk560.com He is a really nice guy and I am sure he will tell you some of his secrets. He provides the videos to the clubs that hold the events and the pilots for a small donation if they chose. Ted Cowan. ________________________________________________________________________________
From: "jam'n" <jghunter(at)nol.net>
Subject: Re: Firefly on floats
Date: Jun 09, 2005
very nice!! jg ----- Original Message ----- From: <N27SB(at)aol.com> Subject: Kolb-List: Firefly on floats > > To all, > > Thanks to those of you that have shown interest in my projects. There are 2 > sites to look at that have shown interest. Hope this helps spur more interest > in Kolbs. > http://www.ultralightflyer.com/airshow-snf05/3.html > Click on "View Presentation" to see interview from SnF (need high speed) > > > http://www.skyshops.org/FLOATSHOME/floats%20kob%20firefly.htm > This is the home page for Skyshops, the importer for czech Floats > > I am currently talking to someone that wants a MKIIIC on straight floats. > > Steve Boetto > FF#007 > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM05(at)comcast.net>
Subject: Re: Monument Valley
Date: Jun 09, 2005
This is the next draft of the Sport Pilot Photo Article. PLEASE make comments better photo choices editing errors etc. I think I have the raw photos form every one but Larry Bourne (that other VW guy). But if I don't please send me your highest quality copy of those that I have picked. Also I have included a photo of a plane I think it is a Kolb Firestar II that has a blue nose with white stars on it. What is it and who belongs to it? The article follows: Monument Valley 2005 On May 20-22, 2005 we had our third annual Kolb Fly-In at Monument Valley. It's location is on the Utah/ Arizona border between Lake Powell and the 4 corners area. Some have called it our unplanned and unorganized Fly-In but everything was perfect. We like it informal and free from a lot of rules. We used the wonderful facilities at Goulding's Resort. They have a 1st class facility with a full range of services. Pictured at left of center is the hotel, restaurant, gift shop and museum. Center is the gas station, snack shop/convenience store, and car wash. Laundromat is behind it, and airport to the right and in front. Community services and campground are in the green area in the canyon. Prices are fair (cheap by air show standards), service excellent, food delicious. The airstrip is well maintained (for a dirt/paved runway) with massive cables for hooking our tiedowns too and auto fuel is close. What more could you ask for ?? Be sure to try the Navajo Taco in the restaurant. {Larry Bourne's Goulding Photo here} A Kluster of Kolbs ?? Nawww, too trite, but we did have a good turnout with Mk III's, FireStar IIs, a FireFlie, and a Kolbra, not to mention a Cessna C175 and a Mooney. {John Jung's Flight line Photo here} More than half the Kolbs at the Flyin actually flew in. The flyers were two from Texas (a Kolbra- John Williamson and MKIIIc- Gary Haley), one from Alabama (MKIIIc- John Hauck), one from Arizona (Firestar II- John Jung), and one from northern Utah (MKIIIc- Boyd Young) Things got off to a slow start on Friday as people arrived throughout the day. But those that were there didn't wait. {Rick Neilsen's photo of ??? here} (The plane is a Kolb with a blue nose with white stars who is this and what model) Friday evening as the sun was setting the monuments took on a deep red glow as a back drop for the Kolbs sitting on the runway at Gouldings. {Rick Neilsen's photo of Kolbra and MKIIIc with monument behind} Back at camp the hanger flying gets into high gear. {Will Uribe's camp photo here} Saturday morning the monuments took on that red glow to highlight the takeoff of John Hauck's Miss P'fer. {Rick Neilsen's photo of John Hauck's Miss P'fer} As the morning progressed the fun really got going as everyone took to the air. Those that had planes shared their airplanes and the unique geological beauty of Monument Valley. {Rick Neilsen's photo of monument under Dave Rain's C175 wing} {Jim Hefner's flight photo #9} {Boyd Young's photo of Erich Weavers MKIIIc between the monuments} {John Hauck's photo #2714} {John Jung's photo #1 of monuments} At mid-morning the wind came up and the intrepid pilots returned to earth to visit and relax. Ninety degree temps sent some into the shade of this conveniently parked RV's awnings, {Larry Bourne's camper awning photo} .......and some into the shade of wings. Could it get any nicer than this ?? {Larry Bourne's sitting under wing photo} The location couldn't be better. The scenery is breath taking and we have the air in the Valley all to ourselves except for a few Caravans and Twin Otters that fly tourists directly in and out of the Goulding Resort. The airport elevation is 5792 feet ASL and temperatures around the ninety 90 degree mark the density altitude more than 8 thousand feet. The heavily loaded tour planes struggling into the air make a stark contrast to our Kolbs, relatively unaffected by the high density altitude. {Will Uribe's Caravan and Twin Otter Photo here} When the wind died down in the afternoon and temperatures dropped, we headed out again. This year it seems like more people headed north to the San Juan River, near Mexican Hat, Utah for the different scenery there. It was great. {Boyd Young's photo of the goosenecks of the San Juan River with the San Juan State Park overlook} After flying on Saturday some of us took a 10 min. hike above the camp ground to view the arch and other scenery. {Jim Hefner's camp ground arch photo} Sunday morning most of us met at the Gouldings restaurant for breakfast and more talk before heading back to reality. Others needing more adventure take off for a loop around the western states ( Utah, California, Oregon, Idaho, Wyoming Nebraska Colorado, Kansas, and Okalahoma) before heading home. {Karen Cottrell's photo of John Hauck, John Williamson and Gary Haley here} ________________________________________________________________________________
Date: Jun 10, 2005
From: Ted Cowan <trc1917(at)direcway.com>
Subject: Flying C's Planetation
I am sorry to report that the Fly-in scheduled for June 11 at our Planetation has been cancelled due to weather. I am afraid the tropical storm in the gulf has forced this issue. At this time we are rescheduling for the weekend of June 18. The weather report for this weekend is not that great but at least it does not have a tropical storm in it and possibly this could all move out of the way. Ted Cowan, Alabama ________________________________________________________________________________
From: "Jimmy" <jhankin(at)planters.net>
Subject: Is the list working
Date: Jun 10, 2005
Hello ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Thanks
Date: Jun 10, 2005
I DO I DO! Hi Denny, Kiwimick monitors this list, when he has time. Just ask Cheers Pat -- ________________________________________________________________________________
From: "skyrider2" <skyrider2(at)earthlink.net>
Subject: Fly - In Cancelled
Date: Jun 11, 2005
Ted, Don't feel bad, that's a good call. This thing may not be as strong as Ivan or Charlie was, but it is HUGE and slow moving so it'll dump a lot of rain. Now if I could just get the GA Power company to start pulling the lake that I live on down a foot or so to keep it from flooding when Arlene gets up here, I'd be happy. Last year, Ivan caused so much flooding that boats were pushed up through the roofs of boathouses. One boathouse in particular, broke loose from it's foundation, and was last seen with two boats still in it, floating down the middle of the lake towards the dam. And this wasn't originally a "floating" boat house, it was a stationary one on pilings. I may see ya'll next weekend, weather permitting. Good luck !!! Doug Lawton NE Georgia & Whitwell TN Matthews Field and Gliderport From: Ted Cowan <trc1917(at)direcway.com> Subject: Kolb-List: Flying C's Planetation I am sorry to report that the Fly-in scheduled for June 11 at our Planetation has been cancelled due to weather. I am afraid the tropical storm in the gulf has forced this issue. At this time we are rescheduling for the weekend of June 18. The weather report for this weekend is not that great but at least it does not have a tropical storm in it and possibly this could all move out of the way. Ted Cowan, Alabama ________________________________________________________________________________
Date: Jun 11, 2005
Subject: [ Terry Davis ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Terry Davis Lists: Kolb-List,Ultralight-List Subject: Kolbs at the Alvord http://www.matronics.com/photoshare/davistcs@eoni.com.06.11.2005/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
Date: Jun 11, 2005
Subject: [ Scott Perkins ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Scott Perkins <2scott(at)bellsouth.net> Lists: Kolb-List,Ultralight-List Subject: Primm's broken gear-leg / strut-connect http://www.matronics.com/photoshare/2scott@bellsouth.net.06.11.2005/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
Date: Jun 11, 2005
Subject: [ Jimmy Hankinson ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Jimmy Hankinson Lists: Kolb-List,Ultralight-List Subject: Jimmy Hankinson Full Enclosure http://www.matronics.com/photoshare/jhankin@planters.net.06.11.2005/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
Date: Jun 11, 2005
Subject: [ Larry Bourne ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Larry Bourne Lists: Kolb-List,Ultralight-List Subject: Monument Valley Trip http://www.matronics.com/photoshare/biglar@gogittum.com.06.11.2005/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: "Rusty" <13brv3c(at)bellsouth.net>
Subject: Naked SlingShot ?
Date: Jun 11, 2005
Catchy subject eh :-) I'm finally going to get started on the rework of the SS, and had an idea of something I just might try. If you go to the Kolb page, and look at the pics of the FireStar, you'll see that it has no covering on the fuselage cage at all. All it has is a nose pod, and windscreen. This is just incredibly cool to me. Anyone see a problem doing that with a SS, aside from the extra drag, and reduced speed, and trying to keep stuff out of the prop? I've always wanted an open aircraft, and I've considered a number of projects like that. For some reason, I never thought about leaving off the covering on the fuselage of the SS until I saw those pics of the FireStar. There's a very real chance that I'll decided the open cockpit isn't as much fun as it looks, but all I have to do then is cover the cage and make a note not to try that again :-) In other SS news, I'm planning to spend the week building my single rotor engine mount, and making a custom 22 gallon (or thereabouts) aluminum fuel tank. The mount will be easy, and the tank won't be that hard, if I can decide where to put it. The choices are: - The stock location. This would require cutting and modifying the frame to be able to get the tank in and out of the rear area. It's probably a bit more crash resistant in that location, but it will also add to the CG problems created by my heavier engine. - The rear seat area. I won't have a rear seat regardless. The tank could be much simpler in shape, and would have a natural low corner for a fuel pickup. It would not require any cutting of frame tubes, and would be easily removable. CG would be much better, and using fuel would have almost no effect on CG. The biggest drawback is when you need to carry stuff. I could use the stock fuel area as a baggage area, but it would be a bit harder to get stuff in and out of. Decisions, decisions... Cheers, Rusty (home undamaged by Tropical Storm Arlene, check hanger tomorrow) Mazda 13B rotary powered RV-3 (flying) Kolb Slingshot (Mazda single rotor project) Sonerai-IIL (almost gone on Ebay) ________________________________________________________________________________
From: DAquaNut(at)aol.com
Date: Jun 11, 2005
Subject: Re: Monument Valley
In a message dated 6/11/2005 10:37:26 A.M. Central Standard Time, NeilsenRM05(at)comcast.net writes: These planes (is) relatively affordable Rick, Understand I am not picking at you, but It should be These plane (are) through and it sounds good to me, for what ever that is worth. You have done a good job! Ed Do not archive ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: SlingShot; Fuel Tank: CG ing Without Wings
Date: Jun 11, 2005
Rusty, My engine will also be heavier than the converted SeaDoo 587 I was flying on old SS 003. I also am planning to get rid of the 2 rear tanks and go with a tank in the passenger seat area. I want a 22 gal tank as well. Any chance of making 2 of them & selling me one? I am trying to get back into the air before Big Lar, so any short cuts are on the table. I bunched some numbers yesterday with the help of George Randolph's wrist watch calculator & we did some CG scenarios. (We shared several exasperating moments, if you can suffer the pun.) I expect to come in under 180 lbs for the entire engine package. I threw in a monster IVO 3-blade Medium Inflight Adjustable prop at 19 lbs & figured for a 200 lb weight hanging on the tail. With a battery in the nose, some healthy instrument panel weight, & moving the fuel forward, it looked very do-able. We spent most of the day trying to come up with accurate & repeatable numbers for the weight of the SS's mains & tail with & Without pilot and with & without wings. It was extraordinarily difficult to come in with an under 1.5% error. It really helps to have a partner to blame the errors on. I say with & without wings because I can't assemble the wings in my shop so I wanted to know how the absence of the wings will affect my future CG calculations with just changes to the fuselage set up at 9 degrees inside my shop. If anyone is interested, my wings & struts together weigh 100 lbs. 85 lbs ends up on the mains & 15 on the tailwheel. Now I just have to add those numbers in when I am changing weight around on the plane & want to know how it effects the final CG & the plane can stay in the shop. The radiator, 2 intercoolers, a cabin heater, & parachute all need to find a location & they all want to be at or behind the CG for economy, but one or more may have to end up forward. Richard Swiderski, SS 003. In other SS news, I'm planning to spend the week building my single rotor engine mount, and making a custom 22 gallon (or thereabouts) aluminum fuel tank. The mount will be easy, and the tank won't be that hard, if I can decide where to put it. The choices are: - The stock location. This would require cutting and modifying the frame to be able to get the tank in and out of the rear area. It's probably a bit more crash resistant in that location, but it will also add to the CG problems created by my heavier engine. - The rear seat area. I won't have a rear seat regardless. The tank could be much simpler in shape, and would have a natural low corner for a fuel pickup. It would not require any cutting of frame tubes, and would be easily removable. CG would be much better, and using fuel would have almost no effect on CG. The biggest drawback is when you need to carry stuff. I could use the stock fuel area as a baggage area, but it would be a bit harder to get stuff in and out of. Decisions, decisions... Cheers, Rusty (home undamaged by Tropical Storm Arlene, check hanger tomorrow) Mazda 13B rotary powered RV-3 (flying) Kolb Slingshot (Mazda single rotor project) Sonerai-IIL (almost gone on Ebay) ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: Wanted: Dead or Alive--75mm Prop Flange
Date: Jun 12, 2005
Hello All, I am trying to adapt a 100mm rotax prop to a 75mm prop flange on a SPG-2 redrive for my Turbo Suzuki Geo Metro conversion project. I don't have an indexing table to drill 6 8mm holes on a 75mm prop shaft flange, & I'm looking to use another prop flange that I can center on mine & use as a pattern. A prop spacer plate won't work. Anybody have a busted rotax gearbox or just its propshaft, or any redrive prop flange that I can buy cheap or barrow? Richard Swiderski ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Wanted: Dead or Alive--75mm Prop Flange
Date: Jun 11, 2005
I'd think long and hard about that, Richard. Would it be possible to remove the prop shaft and take it to a machine shop and have it done right ?? I know that on some drives (Vamoose') it would be a very big job, but maybe some are easier. If you do it yourself, and come up a few 1,000ths off, it could well make you very unhappy. I've watched a machinist friend do a similar job, and the level of precision is amazing. Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Richard Swiderwski" <rswiderski(at)earthlink.net> Subject: RE: Kolb-List: Wanted: Dead or Alive--75mm Prop Flange > > > Hello All, > > I am trying to adapt a 100mm rotax prop to a 75mm prop flange on a > SPG-2 redrive for my Turbo Suzuki Geo Metro conversion project. I don't > have an indexing table to drill 6 8mm holes on a 75mm prop shaft flange, & > I'm looking to use another prop flange that I can center on mine & use as > a > pattern. A prop spacer plate won't work. Anybody have a busted rotax > gearbox or just its propshaft, or any redrive prop flange that I can buy > cheap or barrow? > > Richard Swiderski > > > ________________________________________________________________________________
From: "Grageda" <grageda(at)innw.net>
Subject: Cockpit Noise?
Date: Jun 11, 2005
Hi All, I have a Firestar II that I fly and am having trouble being understood on my com radio due to noise in the cockpit. I have a full windscreen due to the colder weather we experience here in the Northwest. I'm running a rotax 447 with a Tennessee 66 x34 prop and a stock muffler. I borrowed a radio shack db meter and measured 117db at cruise. I use a helmet with a headset and a mike muff. I was wondering if anyone else encountered this problem and what means they might have used to reduce noise in the cockpit . Thanks for your time Carlos Grageda grageda(at)innw.net ________________________________________________________________________________
Date: Jun 12, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Re: Cockpit Noise?
> >I was wondering if anyone else encountered this problem and what means they might have used to reduce noise in the cockpit . > Carlos, I had a similar problem with my FireFly. With an open cockpit with the engine turning 5,200 rpm, I measured 111 db with the sound pickup pointed forward at the top of the stick. I tried to get rid of noise by cutting power tips on the two blade prop and the noise level dropped to 106 db. Then I added a third blade so I could flatten the pitch. Noise level measured 105 db. I added soft spacer bushings to the upper and lower strut ends so they could not rattle. To get a little more speed, I streamlined the struts and discovered that it kept them from strumming in flight like a bass viola. And last I modified the rear wing swivel joints to prevent them from rattling. None of these last things seemed to effect the db reading at cruise. This noise reduction makes it more fun/relaxing to fly the FireFly, but it did not help radio communications. I could hear, but others could not understand me and what I heard contained engine ignition noise. I got rid of the ignition noise by removing the mag grounding wire that leads from the engine and down underneath the seat. It radiates mag noise like crazy. One could use shielded wire to the mag but it is lighter and easy to mount a temp closing switch back on the engine and use woven fish line to activate the switch. This let me hear better, but it still did not help others to understand me. I never worried too much about transmitting but there are times when it would be very convenient. I have attended air shows and fly ins with the FireFly that were located at tower airports. I have gotten by with just listening and using a cell phone. Last year, I finally put out an effort to get the problem solved. I ended up with the throat microphone. The noise reduction is incredible. It eliminated all open cockpit wind, propeller, and engine noise. I was unable to find something off the self that I could plug in to my radio to get it to work. Info about how I did it can be seen at: http://www.thirdshift.com/jack/firefly/firefly110.html Jack B. Hart FF004 Winchester, IN Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
Date: Jun 12, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Cockpit Noise?
Make sure the mike is touching your lips, and cup your hand around it if necessary. A prop shaft extension to get the prop further back and away will help. If you can enclose the rear part of your cockpit against the prop noise and then line it with soundproofing that will help a lot. So does an intake silencer and after muffler. I am using a two blade Ivoprop which is quieter than some others I have tried, I understand a Kiev Hot Prop is quieter yet, will have a chance to borrow one shortly and try it, will post results to the list. Richard Pike MKIII N420P (420ldPoops) > >Hi All, > >I have a Firestar II that I fly and am having trouble being understood on >my com radio due to noise in the cockpit. I have a full windscreen due to >the colder weather we experience here in the Northwest. I'm running a >rotax 447 with a Tennessee 66 x34 prop and a stock muffler. I borrowed a >radio shack db meter and measured 117db at cruise. I use a helmet with a >headset and a mike muff. > >I was wondering if anyone else encountered this problem and what means >they might have used to reduce noise in the cockpit . > >Thanks for your time >Carlos Grageda >grageda(at)innw.net > > ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: Cockpit Noise?
Date: Jun 12, 2005
Carlos and Group, The short answer is: It is all in the archives. I have a Firestar II and I have "been there, done that". The first thing to do put an extension between the prop and the flange. IVO sells them and they make a big difference. it is very necessary to have a low gain mic. On some headsets, the mic can be changed. Next, your radio should have active noise reduction and be turned on. These things will make it possible be to be heard. If you want your ears to be more comfortable, add foam ear plugs and a DRE 6000 headset. John Jung Surprise, AZ On Jun 11, 2005, at 11:56 PM, Kolb-List Digest Server wrote: > > I have a Firestar II that I fly and am having trouble being understood > on my com > radio due to noise in the cockpit. ________________________________________________________________________________
Date: Jun 12, 2005
From: Terry Frantz <tkrolfe(at)usadatanet.net>
Subject: Father's Day Fly-in
We are one week away from the second Father's Day Fly-in to Homer's farm. Actually we are doing it on that Saturday, June 18th., weather permitting. Sunday is a possible rain date Also, starting Friday the 17th., Shrevesport North in York County, PA is having it's UL Fly-in for the weekend. Several Kolber's used that as a stop over for their trip to Homer's last year. They then joined me at Smoketown Airport east of Lancaster to form up a flight to Homer's farm. I will again meet up with any and all that want to form a flight to Homer's. Will be there by 7:30 am and hope to depart by 8:15. I will need to contact Clara with a count of those coming by Tuesday at the latest so she can make arrangements for the picnic lunch. Please let me know if you are on the list below and can't make it or if not on the list and would like to join us. Otherwise, I will assume your good to go! Those that are attending: Steve Green Chuck Davis Charles Blackwell Gene Zimmerman Earl Zimmerman Tim Bob Pongracz Bill Varnes Tom Ohara Ken James George Alexander Gary Haley Wilmer Zimmerman Jeff Tshutte Joel Reed Rick Klebon Rick Hundley Dan Walter Bob Bennethum Jr. Sam & Susan Richard Bezzard & myself Looking forward to another great day at Homer's and meeting some of you for the first time, Terry - FireFly #95 ________________________________________________________________________________
Date: Jun 12, 2005
From: Terry Frantz <tkrolfe(at)usadatanet.net>
Subject: Re: Cockpit Noise?
Grageda wrote: > >Hi All, > >I have a Firestar II that I fly and am having trouble being understood on my com radio due to noise in the cockpit. I have a full windscreen due to the colder weather we experience here in the Northwest. I'm running a rotax 447 with a Tennessee 66 x34 prop and a stock muffler. I borrowed a radio shack db meter and measured 117db at cruise. I use a helmet with a headset and a mike muff. > >I was wondering if anyone else encountered this problem and what means they might have used to reduce noise in the cockpit . > >Thanks for your time >Carlos Grageda >grageda(at)innw.net > > > Have a friend experiencing the same problem. I fly an open cockpit Firefly with a 447 behind me. To reduce noise I have cut my Tennessee wood prop tips to be Power Point tips which reduced the prop noise considerably. Then added an intake silencer an got more improvement. Using an Icom A5 with Flightcom headset and everyone tells me that I come through loud and clear. My friend has a 447 on his FireStar II with the same Tennessee prop but hasn't cut the tips nor does he have an intake silencer. Using same radio with a different headset and can't be heard clearly with lots of background noise. Even with the mike close to his lips he is barely audible. Have begun to suspect electrical interference also. He is using a rectifier/regulator that requires it to be grounded as part of the dc circuit. Wonder if that is not turning his fuselage into an antenna? Terry - Firefly #95 ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Cockpit Noise?
Date: Jun 12, 2005
| Have begun to suspect electrical interference also. He is | using a rectifier/regulator that requires it to be grounded as part of | the dc circuit. Wonder if that is not turning his fuselage into an | antenna? | | Terry - Firefly #95 Terry/All: In my Firestar/447 days, I powered hand held King KX-99 and a STS radios straight off the reg/rec. However, I placed a large capacitor in line to soak up some of the electrical noise generated by the alternator and ignition. Without the capacitor I could not receive or transmit with success. Back then it was a no, no, to use anything was non-resistor type spark plugs. Said they would not operate with the point type ignition. I used WR4CP Bosch Spark Plugs, which did not degrade engine performance and did help reduce more electrical noise. Also used Bosch spark plug wires with metal connectors (shields) that housed the resisitors. Used to buy a set for a 1975 4 cyl Volvo. That would give me two sets of wires for the 447. Eventually, the metal caps/shields would crack and become unserviceable from engine vibration. john h titus, al ________________________________________________________________________________
From: "Richard Swiderwski" <rswiderski(at)earthlink.net>
Subject: Wanted: Dead or Alive--75mm Prop Flange
Date: Jun 12, 2005
Lar, It is a major job to disassemble the redrive. I have a lathe & can make a centering dole that should keep things dead on. Nothing is ever cheap or easy. ...Richard -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Bourne Subject: Re: Kolb-List: Wanted: Dead or Alive--75mm Prop Flange I'd think long and hard about that, Richard. Would it be possible to remove the prop shaft and take it to a machine shop and have it done right ?? I know that on some drives (Vamoose') it would be a very big job, but maybe some are easier. If you do it yourself, and come up a few 1,000ths off, it could well make you very unhappy. I've watched a machinist friend do a similar job, and the level of precision is amazing. Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Richard Swiderwski" <rswiderski(at)earthlink.net> Subject: RE: Kolb-List: Wanted: Dead or Alive--75mm Prop Flange > > > Hello All, > > I am trying to adapt a 100mm rotax prop to a 75mm prop flange on a > SPG-2 redrive for my Turbo Suzuki Geo Metro conversion project. I don't > have an indexing table to drill 6 8mm holes on a 75mm prop shaft flange, & > I'm looking to use another prop flange that I can center on mine & use as > a > pattern. A prop spacer plate won't work. Anybody have a busted rotax > gearbox or just its propshaft, or any redrive prop flange that I can buy > cheap or barrow? > > Richard Swiderski > > > ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: Wanted: Dead or Alive--75mm Prop Flange
Date: Jun 12, 2005
Go fer it. Sounds like you've got the set-up. Good luck. Do not Archive. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Richard Swiderwski" <rswiderski(at)earthlink.net> Subject: RE: Kolb-List: Wanted: Dead or Alive--75mm Prop Flange > > > Lar, > > It is a major job to disassemble the redrive. I have a lathe & can > make a centering dole that should keep things dead on. Nothing is ever > cheap > or easy. ...Richard > > -----Original Message----- > From: owner-kolb-list-server(at)matronics.com > [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Bourne > To: kolb-list(at)matronics.com > Subject: Re: Kolb-List: Wanted: Dead or Alive--75mm Prop Flange > > > I'd think long and hard about that, Richard. Would it be possible to > remove > > the prop shaft and take it to a machine shop and have it done right ?? I > know that on some drives (Vamoose') it would be a very big job, but maybe > some are easier. If you do it yourself, and come up a few 1,000ths off, > it > could well make you very unhappy. I've watched a machinist friend do a > similar job, and the level of precision is amazing. Lar. > > Larry Bourne > Palm Springs, CA > Building Kolb Mk III > N78LB Vamoose > www.gogittum.com > > ----- Original Message ----- > From: "Richard Swiderwski" <rswiderski(at)earthlink.net> > To: > Subject: RE: Kolb-List: Wanted: Dead or Alive--75mm Prop Flange > > >> >> >> Hello All, >> >> I am trying to adapt a 100mm rotax prop to a 75mm prop flange on a >> SPG-2 redrive for my Turbo Suzuki Geo Metro conversion project. I don't >> have an indexing table to drill 6 8mm holes on a 75mm prop shaft flange, >> & >> I'm looking to use another prop flange that I can center on mine & use as >> a >> pattern. A prop spacer plate won't work. Anybody have a busted rotax >> gearbox or just its propshaft, or any redrive prop flange that I can buy >> cheap or barrow? >> >> Richard Swiderski >> >> >> > > > ________________________________________________________________________________
From: "Silver Fern Microlights Ltd" <kiwimick(at)sfmicro.fsnet.co.uk>
Subject: Xtra/Jab 2200
Date: Jun 12, 2005
Hi all, I have finally got the Xtra/Jab approved pending a successful noise test which is booked the week starting the 20 june.Fingers crossed please, I am turning a 62" Prince P-Tip prop and boy it sure is a lovely prop. We have also been successful and got the vortex generators approved after a rigerous series of flight tests. yippee yippee Mike Xtra/Jab 2200 G-CDFA ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: SlingShot; Fuel Tank: CG ing Without Wings
Date: Jun 12, 2005
Hi Richard, You might not make it back before Big Lar when you consider how slowly I weld :-) And, if I charged you $1/hour for the tank, you probably couldn't afford it by the time it was done :-) Sorry, but it's not likely I'll be making two (good ones). I figure that I can make a tank that's 12" front to rear, 21" wide, and equal to the height of the seat tops (23" rear side, 16" front side). This computes to a volume of about 21 gallons. It could be made taller, but this seems like enough fuel, and it would only get in the way of stashing stuff in the stock tank location if it were taller. Thanks for the wing weight numbers. That will give me a good way to estimate the CG as well. I'm expecting the total engine system weight to be 220 lbs initially, but that will be reduced to about 190 if the aluminum housings ever become available. Add about 15 lbs for a turbo if you want insane, unsafe amounts of power :-) I won't do that to the poor SS though. I expect the single rotor to make 100 HP easy, and probably more like 120 HP once optimized. What do you expect from the turbo Geo? I had done some initial calculations, based on having 20 gallons of fuel in the stock location, and a chute mounted under the pilots seat. The plan was to use the chute as sort of a moveable ballast as needed. I'll have to get out the spreadsheet to figure what moving the fuel will do. I've also got to factor in a radiator, and oil cooler somewhere. Cheers, Rusty (I hate plain text) ________________________________________________________________________________
From: "dama" <dama(at)mindspring.com>
Subject: Re: Naked SlingShot ?
Date: Jun 12, 2005
That would be my Firestar, I believe. As far as I know it is the only Firestar (or Firefly, Slingshot, or Mk series) left uncovered. I had the blessings of the Pennsylvania factory and don't regret the decision at all. I do seem to be a bit slower than others though... Kip http://www.springeraviation.net/ ----- Original Message ----- From: "Rusty" <13brv3c(at)bellsouth.net> Subject: Kolb-List: Naked SlingShot ? > > Catchy subject eh :-) > > I'm finally going to get started on the rework of the SS, and had an idea of > something I just might try. If you go to the Kolb page, and look at the > pics of the FireStar, you'll see that it has no covering on the fuselage > cage at all. All it has is a nose pod, and windscreen. This is just > incredibly cool to me. > > Anyone see a problem doing that with a SS, aside from the extra drag, and > reduced speed, and trying to keep stuff out of the prop? > > I've always wanted an open aircraft, and I've considered a number of > projects like that. For some reason, I never thought about leaving off the > covering on the fuselage of the SS until I saw those pics of the FireStar. > There's a very real chance that I'll decided the open cockpit isn't as much > fun as it looks, but all I have to do then is cover the cage and make a note > not to try that again :-) > > In other SS news, I'm planning to spend the week building my single rotor > engine mount, and making a custom 22 gallon (or thereabouts) aluminum fuel > tank. The mount will be easy, and the tank won't be that hard, if I can > decide where to put it. The choices are: > > - The stock location. This would require cutting and modifying the frame to > be able to get the tank in and out of the rear area. It's probably a bit > more crash resistant in that location, but it will also add to the CG > problems created by my heavier engine. > > - The rear seat area. I won't have a rear seat regardless. The tank could > be much simpler in shape, and would have a natural low corner for a fuel > pickup. It would not require any cutting of frame tubes, and would be > easily removable. CG would be much better, and using fuel would have almost > no effect on CG. The biggest drawback is when you need to carry stuff. I > could use the stock fuel area as a baggage area, but it would be a bit > harder to get stuff in and out of. > > Decisions, decisions... > > Cheers, > Rusty (home undamaged by Tropical Storm Arlene, check hanger tomorrow) > Mazda 13B rotary powered RV-3 (flying) > Kolb Slingshot (Mazda single rotor project) > Sonerai-IIL (almost gone on Ebay) > > ________________________________________________________________________________
From: GeoR38(at)aol.com
Date: Jun 13, 2005
Subject: Re: Latest Trip Update
In a message dated 6/4/2005 2:19:29 PM Eastern Standard Time, kolbrapilot2(at)comcast.net writes: > kolbrapilot2(at)comcast.net> > > Since I flew the whole trip in a Kolb aircraft, I assume this is Kolb > related. > > I just updated the information and photos on the trip just completed. > Website address is below. > > John Williamson > Arlington, TX > > Kolb Kolbra, Rotax 912ULS, 812 hours > http://home.comcast.net/~kolbrapilot > Jonathon.....all I can say is an unqualified..................wow. what a great adventure....and what an absolutely wonderful way to to tell the story~!!...I love your website...and your running narrative technique!! I was actually there with you, buddy...I was actually there.....except for the wind in my face....and ...well, the bumpiness of the cloud thermals....and .......er ...the fresh smells.....and ....the ....sounds. geeez, I guess I really wasn't there at MV.....but I sure thought I was. I merely say.......thank you . George Randolph Firestar driver from The Villages ________________________________________________________________________________
From: "Creech, Lee (GOLD)" <Lee.Creech(at)ky.gov>
Subject: Cockpit Noise?
Date: Jun 13, 2005
-----Original Message----- From: Richard Pike [mailto:richard(at)bcchapel.org] Subject: Re: Kolb-List: Cockpit Noise? Make sure the mike is touching your lips, and cup your hand around it if necessary. A prop shaft extension to get the prop further back and away will help. If you can enclose the rear part of your cockpit against the prop noise and then line it with soundproofing that will help a lot. So does an intake silencer and after muffler. I am using a two blade Ivoprop which is quieter than some others I have tried, I understand a Kiev Hot Prop is quieter yet, will have a chance to borrow one shortly and try it, will post results to the list. Richard Pike MKIII N420P (420ldPoops) > >Hi All, > >I have a Firestar II that I fly and am having trouble being understood >on >my com radio due to noise in the cockpit. I have a full windscreen due to >the colder weather we experience here in the Northwest. I'm running a >rotax 447 with a Tennessee 66 x34 prop and a stock muffler. I borrowed a >radio shack db meter and measured 117db at cruise. I use a helmet with a >headset and a mike muff. > >I was wondering if anyone else encountered this problem and what means >they might have used to reduce noise in the cockpit . > >Thanks for your time >Carlos Grageda >grageda(at)innw.net > > ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: Naked SlingShot ?
Date: Jun 13, 2005
Hi Kip, Thanks very much for the pictures, and inspiration! I had no idea it was that rare to have one uncovered, but then again, I certainly never thought of it. Aside from the speed loss, have you had a chance to fly a normally covered FS to see the difference? In some of the pics, you have a tiny little windscreen, but in others you have a larger one. Is this Summer/winter, or bad idea/good idea :-) What thickness Lexan did you use on the larger one? The SS is a bit different in the wing root area, and I'll plan to use a windscreen that goes from the nose pod (which will get extended closer to me so I can reach it). Cheers, Rusty Mazda 13B rotary powered RV-3 (flying) Kolb Slingshot (Mazda single rotor project) Sonerai-IIL (sold, and ready to depart) That would be my Firestar, I believe. As far as I know it is the only Firestar (or Firefly, Slingshot, or Mk series) left uncovered. I had the blessings of the Pennsylvania factory and don't regret the decision at all. I do seem to be a bit slower than others though... Kip http://www.springeraviation.net/ ________________________________________________________________________________
Date: Jun 13, 2005
From: possums <possums(at)mindspring.com>
Subject: Naked SlingShot ?
At 09:53 AM 6/13/2005, you wrote: > >Hi Kip, > >Thanks very much for the pictures, and inspiration! I had no idea it was >that rare to have one uncovered, but then again, I certainly never thought >of it. > >Aside from the speed loss, have you had a chance to fly a normally covered >FS to see the difference? > >In some of the pics, you have a tiny little windscreen, but in others you >have a larger one. Is this Summer/winter, or bad idea/good idea :-) You don't need a windscreen either - at least in the summer. http://www.matronics.com/photoshare/possums@mindspring.com.07.26.2002/thum.jpg ________________________________________________________________________________
From: ghaley(at)wt.net
Subject: Re: Father's Day Fly-in
Date: Jun 13, 2005
Terry, I will not be able to make it this year. Have a safe flight and a grand old time at homer's. Gary Haley > > > We are one week away from the second Father's Day Fly-in > to Homer's farm. Actually we are doing it on that > Saturday, June 18th., weather permitting. Sunday is a > possible rain date > > Also, starting Friday the 17th., Shrevesport North in York > County, PA is having it's UL Fly-in for the weekend. > Several Kolber's used that as a stop over for their trip > to Homer's last year. They then joined me at Smoketown > Airport east of Lancaster to form up a flight to Homer's > farm. I will again meet up with any and all that want to > form a flight to Homer's. Will be there by 7:30 am and > hope to depart by 8:15. > > I will need to contact Clara with a count of those coming > by Tuesday at the latest so she can make arrangements for > the picnic lunch. Please let me know if you are on the > list below and can't make it or if not on the list and > would like to join us. Otherwise, I will assume your good > to go! > > Those that are attending: > > Steve Green > Chuck Davis > Charles Blackwell > Gene Zimmerman > Earl Zimmerman > Tim > Bob Pongracz > Bill Varnes > Tom Ohara > Ken James > George Alexander > Gary Haley > Wilmer Zimmerman > Jeff Tshutte > Joel Reed > Rick Klebon > Rick Hundley > Dan Walter > Bob Bennethum Jr. > Sam & Susan > Richard Bezzard > & myself > > Looking forward to another great day at Homer's and > meeting some of you for the first time, > > Terry - FireFly #95 > > > ==== > > ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM05(at)comcast.net>
Subject: Re: Naked SlingShot ?
Date: Jun 13, 2005
The SlingShot is designed to be a high speed Kolb. Granted still not HIGH speed but faster than the rest of the Kolbs. My primary concern is the short wings with the high wing loading. Is it a good idea to try to fly it naked (higher drag)? Could you get your self in a situation were you might not be able to fly faster than stall speed or on the raged edge just above stall. Any other Kolb this might be fun but I'm concerned about doing this to the SlingShot. Food for thought Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "possums" <possums(at)mindspring.com> Subject: RE: Kolb-List: Naked SlingShot ? > > At 09:53 AM 6/13/2005, you wrote: >> >>Hi Kip, >> >>Thanks very much for the pictures, and inspiration! I had no idea it was >>that rare to have one uncovered, but then again, I certainly never thought >>of it. >> >>Aside from the speed loss, have you had a chance to fly a normally covered >>FS to see the difference? >> >>In some of the pics, you have a tiny little windscreen, but in others you >>have a larger one. Is this Summer/winter, or bad idea/good idea :-) > > > You don't need a windscreen either - at least in the summer. > > http://www.matronics.com/photoshare/possums@mindspring.com.07.26.2002/thum.jpg > > > ________________________________________________________________________________
Date: Jun 13, 2005
From: dama(at)mindspring.com
Subject: Naked SlingShot ?
Rusty, the short windshield was TOO short. It was my first and changed it after getting beat up in the wind for 80 or so hours. For my new windshield, I wanted to be "open" but still be out of the wind. I also did not want doors. So...I came up with (actually borrowed an idea from Tom here at the Monroe airport) a half and half where I can just slide in from the side. I used 1/8 inch Lexan for enough rigidity as to not need the center tube. It took 3 people to wrap it around during the install but it has been great. I've only flown one other Firestar, and early KXP model and I can't tell the difference. My slowness may merely be my prop pitch.... Kip -----Original Message----- From: Rusty <13brv3c(at)bellsouth.net> Subject: RE: Kolb-List: Naked SlingShot ? Hi Kip, Thanks very much for the pictures, and inspiration! I had no idea it was that rare to have one uncovered, but then again, I certainly never thought of it. Aside from the speed loss, have you had a chance to fly a normally covered FS to see the difference? In some of the pics, you have a tiny little windscreen, but in others you have a larger one. Is this Summer/winter, or bad idea/good idea :-) What thickness Lexan did you use on the larger one? The SS is a bit different in the wing root area, and I'll plan to use a windscreen that goes from the nose pod (which will get extended closer to me so I can reach it). Cheers, Rusty Mazda 13B rotary powered RV-3 (flying) Kolb Slingshot (Mazda single rotor project) Sonerai-IIL (sold, and ready to depart) That would be my Firestar, I believe. As far as I know it is the only Firestar (or Firefly, Slingshot, or Mk series) left uncovered. I had the blessings of the Pennsylvania factory and don't regret the decision at all. I do seem to be a bit slower than others though... Kip http://www.springeraviation.net/ ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: First flight tendances
Date: Jun 13, 2005
Ed, My Fly needs up elevator trim and left aileron trim, and a tad bit of rudder..so I have trim tabs on all 3 axis. however...if there were none....it would still fly ok...In fact on the maiden flight, I had no tabs, and I didnt notice any need for trim...this is kinda funny because after the excitement wore off and a few flights were in the log...I began to notice on longer flights the need for trim, like after a half hour I realized I was holding rudder when my foot began to ache,,,and my arm began to tire from holding pressure against the stick. IT SEEMED alot more pronounced , but I am sure it was always there. ..so I wouldnt worry about it much on the first flight...fly it first...then see where ya need a tab... Up elevator is the most needed for mine probably because she is a tad heavy ( up to 290 now)and cg is quite a bit aft... FLew 150 miles (gps) last weekend on sat and 110 on sunday....total time both days was 4 hrs for a 65 mph average....burned 12 gallons of fuel for 21.6 mpg. Saw 115 mph on the gps once with a 75 indicated when I got my tail to the wind, good thing I was headed home!!....working up for a long flight in a straight line instead of all these circles....with 10 gallon onboard...figger I can make 200 miles with a gallon to spare...which would be 20 minutes reserve. Dont see why these little FireFlys couldn't travel cross country with alot of em...as long as ya dont need much gear! Don Gherardini FireFly 098 http://www.geocities.com/dagger369th/my_firefly.htm ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: Naked SlingShot ?
Date: Jun 13, 2005
My primary concern is the short wings with the high wing loading. Is it a good idea to try to fly it naked (higher drag)? Could you get your self in a situation were you might not be able to fly faster than stall speed or on the raged edge just above stall. Any other Kolb this might be fun but I'm concerned about doing this to the SlingShot. --------------------- Hi Rick, Thanks for the thoughts. My primary concern was turbulence over the fuselage cage causing problems with the airflow over the tail, but it's so similar to the FS, that I don't see that being a problem. I'll plan to keep the weight below what was originally allowed (I hope), though mine will be single place, rather than two place. I would think the windscreen, or lack thereof would cause the biggest problems, rather than the lack of fabric on the side of the cage. Best I can recall, I haven't heard anyone say they had any problems flying with any version of windscreen, or lack of windscreen. Heck, Possum's big feet would probably have a negative effect on airflow (and air quality ). I'm also not too worried about not having the power to generate any speed that might be needed to fly. I'll have over 100 hp. As I understand it, drag really isn't that significant at the 60-80 mph speeds we're talking about. It's everything at 200+ mph though. Thanks, Rusty (forging ahead) ________________________________________________________________________________
Date: Jun 13, 2005
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: SlingShot; Fuel Tank: CG ing Without Wings
Rusty wrote: > >Hi Richard, > >You might not make it back before Big Lar when you consider how slowly I >weld :-) And, if I charged you $1/hour for the tank, you probably couldn't >afford it by the time it was done :-) Sorry, but it's not likely I'll be >making two (good ones). > >I figure that I can make a tank that's 12" front to rear, 21" wide, and >equal to the height of the seat tops (23" rear side, 16" front side). This >computes to a volume of about 21 gallons. It could be made taller, but this >seems like enough fuel, and it would only get in the way of stashing stuff >in the stock tank location if it were taller. > >Thanks for the wing weight numbers. That will give me a good way to >estimate the CG as well. I'm expecting the total engine system weight to be >220 lbs initially, but that will be reduced to about 190 if the aluminum >housings ever become available. Add about 15 lbs for a turbo if you want >insane, unsafe amounts of power :-) I won't do that to the poor SS though. >I expect the single rotor to make 100 HP easy, and probably more like 120 HP >once optimized. What do you expect from the turbo Geo? > >I had done some initial calculations, based on having 20 gallons of fuel in >the stock location, and a chute mounted under the pilots seat. The plan was >to use the chute as sort of a moveable ballast as needed. I'll have to get >out the spreadsheet to figure what moving the fuel will do. I've also got >to factor in a radiator, and oil cooler somewhere. > >Cheers, >Rusty (I hate plain text) > Rusty, Rusty, Rusty.... How can an RV-x-building repeat-offender talk about building fuel tanks & just consider welding? There's an excellent feed up this way on Saturday. Fly up in the -3. Richard, you can build a tank using pop-style rivets & 'proseal' sealant & never get near a welder. If you give dimensions to a good sheet metal shop, they can bend up all the pieces for you & all it will take is the sacrifice of a couple of sets of clothing (kinda messy work) & the skill to run a rivet puller. If you want more info, let us know. Charlie (I love plain text) ;-) ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Naked SlingShot ?
Date: Jun 13, 2005
Sounds what you are looking for is like my original Kolb Flyer or my original Twinstar. It is a blast being out in the open and it is the best cameraplane you will ever find. I did find the wind beating on you after an hour took its toll and a bigger windshield changed the aerodynamics causing more drag and decreased performance. ----- Original Message ----- From: "Rusty" <13brv3c(at)bellsouth.net> Subject: RE: Kolb-List: Naked SlingShot ? > > Hi Kip, > > Thanks very much for the pictures, and inspiration! I had no idea it was > that rare to have one uncovered, but then again, I certainly never thought > of it. > > Aside from the speed loss, have you had a chance to fly a normally covered > FS to see the difference? > > In some of the pics, you have a tiny little windscreen, but in others you > have a larger one. Is this Summer/winter, or bad idea/good idea :-) What > thickness Lexan did you use on the larger one? The SS is a bit different in > the wing root area, and I'll plan to use a windscreen that goes from the > nose pod (which will get extended closer to me so I can reach it). > > Cheers, > Rusty > Mazda 13B rotary powered RV-3 (flying) > Kolb Slingshot (Mazda single rotor project) > Sonerai-IIL (sold, and ready to depart) > > > That would be my Firestar, I believe. As far as I know it is the only > Firestar (or Firefly, Slingshot, or Mk series) left uncovered. I had the > blessings of the Pennsylvania factory and don't regret the decision at all. > I do seem to be a bit slower than others though... Kip > > http://www.springeraviation.net/ > > > -- > > ________________________________________________________________________________
Date: Jun 13, 2005
From: "George E. Myers Jr." <gmyers(at)corridor.net>
Subject: Re: SlingShot; Fuel Tank: CG ing Without Wings
Hi Charlie I sure would love more info. I was considering bending one up but wasn't sure if I could get it sealed. Thanks George At 06-13-2005, you wrote: > >Rusty wrote: > > > > >Hi Richard, > > > >You might not make it back before Big Lar when you consider how slowly I > >weld :-) And, if I charged you $1/hour for the tank, you probably couldn't > >afford it by the time it was done :-) Sorry, but it's not likely I'll be > >making two (good ones). > > > >I figure that I can make a tank that's 12" front to rear, 21" wide, and > >equal to the height of the seat tops (23" rear side, 16" front side). This > >computes to a volume of about 21 gallons. It could be made taller, but this > >seems like enough fuel, and it would only get in the way of stashing stuff > >in the stock tank location if it were taller. > > > >Thanks for the wing weight numbers. That will give me a good way to > >estimate the CG as well. I'm expecting the total engine system weight to be > >220 lbs initially, but that will be reduced to about 190 if the aluminum > >housings ever become available. Add about 15 lbs for a turbo if you want > >insane, unsafe amounts of power :-) I won't do that to the poor SS though. > >I expect the single rotor to make 100 HP easy, and probably more like 120 HP > >once optimized. What do you expect from the turbo Geo? > > > >I had done some initial calculations, based on having 20 gallons of fuel in > >the stock location, and a chute mounted under the pilots seat. The plan was > >to use the chute as sort of a moveable ballast as needed. I'll have to get > >out the spreadsheet to figure what moving the fuel will do. I've also got > >to factor in a radiator, and oil cooler somewhere. > > > >Cheers, > >Rusty (I hate plain text) > > > >Rusty, Rusty, Rusty.... > >How can an RV-x-building repeat-offender talk about building fuel tanks >& just consider welding? There's an excellent feed up this way on >Saturday. Fly up in the -3. > >Richard, you can build a tank using pop-style rivets & 'proseal' >sealant & never get near a welder. If you give dimensions to a good >sheet metal shop, they can bend up all the pieces for you & all it will >take is the sacrifice of a couple of sets of clothing (kinda messy work) >& the skill to run a rivet puller. If you want more info, let us know. > >Charlie >(I love plain text) ;-) > > >-- George E. Myers Jr. San Marcos Tx. http://www.geohome.sytes.net gmyers(at)corridor.net -- ________________________________________________________________________________
Date: Jun 13, 2005
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: SlingShot; Fuel Tank: CG ing Without Wings
George E. Myers Jr. wrote: > >Hi Charlie >I sure would love more info. I was considering bending one up but wasn't >sure if I could get it sealed. >Thanks >George > Richard, George, If you need info on building the 'box', let me know, but Google 'fuel tank construction' first & see if you can learn enough to get you started. (Don't forget that a 20gal container with flat sides will need internal reinforcing ribs and you will need a suitable 'cradle' for it to sit in that can withstand 120 lbs times the number of G's you might pull, or bounce on landing. :-)) 32 thousandths thick 2024 or 6061 is probably the thinnest aluminum you should use. Here are some links to tank sealant: http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1118714867-124-495&action=search http://www.aircraftspruce.com/menus/ap/fuel_tanksealants.html I'd buy from Van's. they are happy to sell to anyone & usually have competitive prices. While you are on the phone you can also ask them for the name of an RV builder near you (there will be one near you) so you can see a tank being built. Most metal homebuilt kits these days use this type sealant for 'wet wing' fuel tanks. Caution: If you run auto fuel, go direct to the manufacturer of the sealant to be sure it's compatible with auto fuel. There are many different types available (plenty for repairing car & motorcycle tanks using car gas) & I wouldn't trust a vendor to know the right answer. Cleanliness is next to survival!! Wear gloves to keep skin oils off the metal. Clean Everything, rough up the joining surfaces with scotchbrite pads, Clean Everything, & build. Did I mention 'Clean Everything'? Use the most powerful chemical cleaner/degreaser you are willing to risk your health over. 'Type B' is the right consistency. This stuff is about the consistency of caulk after mixing. You can butter it into corners & over pop rivet heads on the inside of the open box with popsicle sticks, or mix in quart ziplock bags, cut a tiny corner off the bag & use it like a cake decorator's icing tool to apply the stuff with a lot less mess. If you bend the flanges out all around, you can use regular pop rivets. If you want a much cleaner look, bend the flanges in & use closed end pop rivets. http://www.hansonrivet.com/w22.htm Aluminum with steel mandrel is fine. If this is enough to get you started, do some reading. If I've totally confused you, let me know & I'll try again. Apologies if this is disjointed; not much time to type today. Charlie (If it were me, I'd do some measuring & then mosey on down to the local soft drink bottler & ask to see the plastic syrup drums they are about to throw away.) ________________________________________________________________________________
Date: Jun 14, 2005
From: Ted Cowan <trc1917(at)direcway.com>
Subject: Fly-in
Just want to let everyone know that the Flying C's Planetation Fly-in is a GO. We were put down for the tropical storm but we are back up and running. We have it scheduled for the weekend of June 18. Fly whatever you have, all welcome. Drive in for the food. Gas will be available. Go to: www.homestead.com/southernflyers and the events page for details and www.airnav.com and Al51 for airport details. Come on in on Friday and stay till Sunday or whatever. We will find a place for you to sleep. Ted and Beverly Cowan, Alabama ________________________________________________________________________________
Date: Jun 14, 2005
From: Ted Cowan <trc1917(at)direcway.com>
Subject: Accident
A good friend and member of the Southern Flyers Association, Mike Highsmith has been injured in an ultralight crash down in Panama City, Fl. Details of the crash are not important at this point. He and his passenger have suffered some broken bones and other problems. I am sure most remember Mr. Mike and his Ferguson. His plane was destroyed. They are going to need all the prayers they can get. See website for further details. www.homestead.com/southernflyers Ted Cowan, Alabama ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: floats aka Acro $
Date: Jun 14, 2005
I just recieved a quote from Stallion 51 to take a 1hr orientation flight. The price is $2,850.00. Includes lots of goodies, three cameras on the Mustang you get a copy, etc etc.. and you get stick time in a Shor-Nuff Mustang!>> Hi Mike, thats the one I took. It wasn`t quite as expensive then but it was still pretty salty.Only two cameras then. I suspect they have added one on the wing. They did offer shorter flights also. If you can possibly do it my advice is, go for it. Over a flying life of say 40 years its only about $70 a year. A bargain. (Statistics can always provide the answer you want) You will certainly talk about it for the rest of your life and watching the video during long winter evenings is well worth the money. The horizon rolling round and the shots of you grinning like an idiot in the cockpit remins you ,literally, of your misspent youth. You can also get a few free dinners by showing the video and giving a talk around your local flying clubs. Tips. Take someone with you to take external shots of you taxying out, flying the circuit and landing and taxying in and climbing out of the cockpit. There is also a video about the Mustang from which you can pinch a few combat scenes, camera gun frames, the enemy going down in smoke etc. There are also some low level strafing shots. We descended from 10,000ft to around 600 ft on a strafing run back into Kissimee before we popped up to circuit hight for the landing. Those shots can be cut into the `real` footage.All this can easily be edited into a pukka storyboard and with the addition of appropriate music makes a great film. I used mainly Glen Miller and Benny Goodman. Tip 2. Do not fly into cloud if you can help it. It condenses on the lens of the camera mounted up on the fin and reduces the clarity of the pictures. Good luck Pat -- ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: First flight tendances
Date: Jun 14, 2005
PAt...sorry...you have a good eye...and I shouldnt tell storys so late at nite... what I meant was need cg to be quite a bit more aft than it is. either way though, for me..elevator trim is the most desired to cut down on fatigue... The FireFly needs an in-flight adjustable elevator trim. Due to the high thrust line the trim need is different for each throttle setting. MOre so that any bird I have ever flown., but I suspect all Kolbs are similiar in this respect. If you get it trimmed for high cruise..then you will have to hold down on the stick when on in the pattern at low throttle settings, which makes me uncomfortable too! Don Gherardini OEM.Sales / Engineering dept. American Honda Engines Power Equipment Company CortLand, Illinois 800-626-7326 ________________________________________________________________________________
From: "Gene D. Ledbetter" <gdledbetter(at)earthlink.net>
Subject: Re: First flight tendances
Date: Jun 14, 2005
If you will look at my website - http://homepage.mac.com/gene1930/ PhotoAlbum2.html , you will view the simple elevator trim system that I have been using on my Firefly for about 3 years. The photos show two springs from Lowes but I added a 3rd one after these photos were taken. The system does eliminate the forward or back stick pressure when adjusted for a specific throttle setting. The trim wheel was cut from a nylon cutting board and the wooden spool for the nylon cord added. The wheel has a friction setting controlled by a wave washer. The system works for me. Gene Ledbetter Firefly - 294 hrs Cincinnati On Jun 14, 2005, at 10:00 AM, Don Gherardini wrote: > eleven.net> > > PAt...sorry...you have a good eye...and I shouldnt tell storys so > late at > nite... > what I meant was need cg to be quite a bit more aft than it is. > either way though, for me..elevator trim is the most desired to cut > down on > fatigue... > The FireFly needs an in-flight adjustable elevator trim. Due to the > high > thrust line the trim need is different for each throttle setting. > MOre so > that any bird I have ever flown., but I suspect all Kolbs are > similiar in > this respect. If you get it trimmed for high cruise..then you will > have to > hold down on the stick when on in the pattern at low throttle > settings, > which makes me uncomfortable too! ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: SlingShot; Fuel Tank: CG ing Without Wings
Date: Jun 14, 2005
Rusty, Rusty, Rusty.... How can an RV-x-building repeat-offender talk about building fuel tanks & just consider welding? ------------------------------------ (RD) Charlie, It's because I've been traumatized by the smell of proseal, that and the fact that I bought a $3500 TIG welder for just such jobs. Fortunately for the folks on this list, their noses will be burned out by the PolyStink products before they need a tank :-) Proseal is my fallback plan. If any of my seams have pinhole leaks, I'll proseal it on the outside :-) Cheers, Rusty (engine mount should be done this afternoon) ________________________________________________________________________________
Date: Jun 14, 2005
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: First flight tendances
Don, on the FSII, we used a motorcycle throttle type cable with a spring at one end and hooked to the bottom of the control stick, and a handle at the other end. By moving the handle, we can adjust trim tension on the stick. Gives easy hands off trim. Picture here - http://www.bcchapel.org/pages/0003/FSII%20Hot%20Box.html Richard Pike MKIII N420P (420ldPoops) > >The FireFly needs an in-flight adjustable elevator trim. Due to the high >thrust line the trim need is different for each throttle setting. MOre so >that any bird I have ever flown., but I suspect all Kolbs are similiar in >this respect. If you get it trimmed for high cruise..then you will have to >hold down on the stick when on in the pattern at low throttle settings, >which makes me uncomfortable too! > >Don Gherardini >OEM.Sales / Engineering dept. >American Honda Engines >Power Equipment Company >CortLand, Illinois >800-626-7326 > > ________________________________________________________________________________
From: Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject: Need advise about a Taskem digital altimeter?
Date: Jun 14, 2005
I got a used Taskem digital altimeter that uses a 9 volt battery. Does any one know if it is ok to wire it into to my 12 volt system and eliminate the little 9 volt battery? Will three extra volts kill the instrument? I keep forgetting to turn it off, so of course when I get back it just ate the battery. ________________________________________________________________________________
From: Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject: Need advise about Taskem digital altimeter
Date: Jun 14, 2005
I have Taskem digital altimeter that uses a 9 volt battery. Does any one know if it is ok to wire it into to my 12 volt system and eliminate the little 9 volt battery? Will three extra volts kill the instrument? I keep forgetting to turn it off, so of course when I get back it just ate the battery. ________________________________________________________________________________
From: gtalexander(at)att.net
Subject: Re: Need advise about Taskem digital altimeter
Date: Jun 15, 2005
Gene: According to the write up on the Spruce web site, they will take up to 30 VDC. See: http://www.aircraftspruce.com/catalog/inpages/taskem.php Hope to see you Saturday. George Alexander -------------- Original message from Eugene Zimmerman : -------------- > > I have Taskem digital altimeter that uses a 9 volt battery. > Does any one know if it is ok to wire it into to my 12 volt system and > eliminate the little 9 volt battery? > Will three extra volts kill the instrument? > > I keep forgetting to turn it off, so of course when I get back it just > ate the battery. > > > > > > Gene: According to the write up on the Spruce web site, they will take up to 30 VDC. See: http://www.aircraftspruce.com/catalog/inpages/taskem.php Hope to see you Saturday. George Alexander -------------- Original message from Eugene Zimmerman eugenezimmerman(at)dejazzd.com: -------------- -- Kolb-List message posted by: Eugene Zimmerman I have Taskem digital altimeter that uses a 9 volt battery. Does any one know if it is ok to wire it into to my 12 volt system and eliminate the little 9 volt battery? Will three extra volts kill the instrument? I keep forgetting to turn it off, so of course when I get back it just ate the battery. Chat, FAQ, ________________________________________________________________________________
Date: Jun 14, 2005
From: "Bob N." <ronoy(at)shentel.net>
Subject: Re: Need advise about a Taskem digital altimeter?
go to http://www.opamplabs.com/zenerreg.htm That shows you the ckt and computes the resistor and zener wattage. You can stick a milliammeter in series with one of the batt. leads to tell you the load. And ck the 12V line...it may be higher. Bob N. very old EE ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 14, 2005
Subject: Just for fun
Today was a beautiful day in Florida after 2 weeks of rain/ pre Hurricane weather. I decided to haul the Firefly(Puddle Buster) to the lake and do some exploring. So far all of my flights have been test flights. I did a 1 hour flight over Puzzle Lake. It is a flooded marsh that has many changing rivers that converge on both ends. I flew at 50 Ft and 55 mph. I saw deer, Roseatte Spoonbills and more monster Gators than you walk across. It was one of the most memorable flights I have had. I have only started to explore the potential of this aircraft. A Kolb Firefly on floats can go where no one dares to tread. At no time was I in compromise if I had a power failure. Thanks Homer for a wonderful design. Steve Boetto FF#007 ________________________________________________________________________________
From: "Don Gherardini" <donghe@one-eleven.net>
Subject: Re: Firefly gas tank
Date: Jun 14, 2005
Guy, If you browsed around my website and saw that bracket I made...that was all the modification I did. and I went to the trouble of welding tabs on the corners of the bracket/airframe junctions so I could put in the smaller "square" if I ever needed to install the 5 gal tank back into the bird. so now the 2 brackets that surround each tank are interchangeable. just 4 an-4 bolts and the fuel lines and the strap...oh ya..I used a different bottom alum plate that fit the big tank. BTW...the 10 gallon plastic tank came from quad city challenger.. The only real problem was the extra height makes it very hard to fill the tank from a 5 gallon can...so I bought a fuel jug from a race car aftermarket place that had the outlet on the very edge of the jug, and it came with a long neck hose....fills easy from this jug. Don Gherardini FireFly 098 http://www.geocities.com/dagger369th/my_firefly.htm ________________________________________________________________________________
Date: Jun 14, 2005
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: Just for fun
At 09:24 PM 6/14/2005, you wrote: >and more monster Gators than you walk across. >A Kolb Firefly on floats can go where no one dares to tread. I dunno Steve, those gators may LIKE flying snacks! ;-) -- Robert (fellow water-flyer) ________________________________________________________________________________
From: "Rusty" <13brv3c(at)bellsouth.net>
Subject: Just for fun
Date: Jun 14, 2005
A Kolb Firefly on floats can go where no one dares to tread. At no time was I in compromise if I had a power failure. Thanks Homer for a wonderful design. Steve Boetto FF#007 --------------------------- (RD) Stop that right now! You're NOT making me buy floats :-) Cheers, Rusty (single rotor engine "block" mounted on SS) ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 15, 2005
Subject: BRS for Sale
To All: I have the BRS 500 that I removed from Duane the Plane's Firefly. I had it repacked at the factory last month and it is still in the box. The original rocket has a little over 2 years left on the ten year rating. Duane made his own mount configuration which is simpler and lighter than the factory mount. I upgraded to the 750 model because of the added weight of the floats on my Firefly. I would like to get $800 out of it. A new rocket is $450, so even if you go that route it is still half the price of a new one. Please contact me on the List, First come, First serve BRS, Don't go anywhere without it steve FF#007 ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 15, 2005
Subject: Re: BRS for Sale
In a message dated 6/15/05 8:33:17 AM Central Daylight Time, 13brv3c(at)bellsouth.net writes: > You might want to check that shipping again. I've sold a couple BRS > chutes, > including one recently, and there is no legal way for you to ship the > rocket, unless you are certified to pack and ship this type of explosives. > > Cheers, > Rusty > > > Hi Rusty, You might be right, I have not done so since 911. In the past I have shipped model rocket motors and other such things but as we all know times change. I will check with UPS. However in this case it may not be a good value since the motor only has a couple of good years left. The $450 from BRS as I recall includes the shipping and may be abetter overall value. Thanks steve ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 15, 2005
Subject: Re: BRS for Sale
Rusty/All, I contacted both UPS and FedX. Anyone can ship acceptable hazardous stuff as long as the packing meets federal guidlines. The catch is that you have to go to a 2 day seminar to be certified. They tell me that it is not a big deal, but it must be done. So for the situation where you only want to one item one time it would not be worth it. thanks for the question, and thank you Osama. steve ________________________________________________________________________________
From: PaulServaty(at)aol.com
Date: Jun 15, 2005
Subject: Re: Kolb-List Digest: 33 Msgs - 06/14/05
Time: 1300EST 15 Jun 05 Fm:PaulServaty(at)aol.com Subj; Firestar for sale Hi fellow Kolbers I am selling my Kolb Firestar. Reason-Buying Blaine Pridgen's Kolb Firestar 11. My plane won the Reserve Grand Champion Sun&Fun 05. Specs: 1987 Firestar. Completed 1991. New 503DCDI under Rotax exchange program Jun 04. 860.7 A/F time. 176.9 Eng time. 2 blade Warp Drive, BRS-4 inside fuselage,4-point restraints, ICOM IC-A22 radio with PTT, round EIS with tach 1CHT dual EGT, Airspeed ind., Altimeter, Turn& Bank,Hourmeter and Compass. Tundra tires with individual hand brakes, streamline struts, 6-gal fuel tank. Paint is Aerothane with 2 shade red, yellow trim over insignia white using original Kolb pattern. SS bolts-nuts-washers thruout. Full enclosure and spare parts. Price 9500. This plane is simple & clean I plan on trailering my Kolb Jun 17 to Shreaveport North Father's Day Fly-in weather permitting. Telephone 301-769-2409. _PaulServaty(at)aol.com_ (mailto:PaulServaty(at)aol.com) Fly Safe Paul "OUTLAW" Servaty ________________________________________________________________________________
Date: Jun 15, 2005
From: Mike Pierzina <planecrazzzy(at)yahoo.com>
Subject: CHT / sparkplug thread
Here come the FLAMES , I can feel them already....... The sensors under the sparkpugs.....to me , didn't look like a good idea..... So "I" put them under a head bolt that was close to the sparkplug....and their outa my way... Gotta Fly... Mike in MN N381PM 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... --------------------------------- Stay in touch with email, IM, photo sharing & more. Check it out! ________________________________________________________________________________
Date: Jun 15, 2005
From: possums <possums(at)mindspring.com>
Subject: Re: Sparkpl;ugs
> > > > > >When replacing plugs, do you remove the plug ring when using a sensor > >between the plug and the head. searched the archives but only found a > >question and no answer. > > > >Would be good and helpful if at the end of out post where the signature is > >that every one put their location if only the state,********** just a > >thought. > > > >Jimmy Hankinson Got almost 640 hours on a 503 dual carb. I change the plugs at least every 30 hours (probably too often since I use the expensive plugs). I take the rings off where the sensors go. Tighten down to 240 In lbs. Still runs like new. ________________________________________________________________________________
From: "Kirk Smith" <snuffy(at)usol.com>
Subject: Re: D-Day
Date: Jun 15, 2005
Pat .!.. Cheers Do not arcjive ________________________________________________________________________________
From: "Larry Bourne" <biglar(at)gogittum.com>
Subject: Re: CHT / sparkplug thread
Date: Jun 15, 2005
No flames, Mike. I've read the same thing in several places. It's supposed to give more accurate head temps with it under a bolt. It's hotter under a plug. Lar. Larry Bourne Palm Springs, CA Building Kolb Mk III N78LB Vamoose www.gogittum.com ----- Original Message ----- From: "Mike Pierzina" <planecrazzzy(at)yahoo.com> Subject: Kolb-List: CHT / sparkplug thread > > Here come the FLAMES , I can feel them already....... > > > The sensors under the sparkpugs.....to me , didn't look like a good > idea..... > > So "I" put them under a head bolt that was close to the sparkplug....and > their outa my way... > > Gotta Fly... > > Mike in MN N381PM > > > 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... > > > --------------------------------- > Stay in touch with email, IM, photo sharing & more. Check it out! > > > ________________________________________________________________________________
From: russ kinne <kinnepix(at)earthlink.net>
Subject: q
Date: Jun 15, 2005
Kolbers A few misc details -- there used to be quite a few "breezy's" that flew just fine. FYI they were a set of wings from a Cub or Champ, and tail-feathers, ditto. Then a skeleton of welded-up 4130, whatever engine was available, mounted as a pusher, and no covering anywhere except for wings & tailfeathers. Usually not even a windscreen. Flew like a (slow) dream, lots of fun, but you learned to keep your mouth shut in case of flies, bugs, etc. Used to be reasonably common, but haven't seen many in recent years. In re the humungous "grizzly bear". A very excting and alarming story -- but it set off my radar & raised a bunch of flags -- and I don't believe a word of it. The "Alaskan newspaper" wasn't identified, nor the "US Forest Service employee" who shot it. And the height of 14 feet is WAY larger than any Alaskan Brown bear -- believed to be the largest carnivore on the planet. No. No way I'll believe this. An entertaining, scary, impressive, memorable BS story. That I'll believe. I haven't seen any of the pictures, but I have seen what Photoshop can do. Sorry, but I don't buy this for a nanosecond. Russ Kinne ________________________________________________________________________________
Date: Jun 15, 2005
From: Robert Laird <rlaird(at)cavediver.com>
Subject: Re: q
At 07:55 PM 6/15/2005, you wrote: > >Kolbers >A few misc details -- there used to be quite a few "breezy's" that flew >just fine. FYI they were a set of wings from a Cub or Champ, and >tail-feathers, ditto. Then a skeleton of welded-up 4130, whatever >engine was available, mounted as a pusher, and no covering anywhere >except for wings & tailfeathers. Usually not even a windscreen. Flew >like a (slow) dream, lots of fun, but you learned to keep your mouth >shut in case of flies, bugs, etc. Used to be reasonably common, but >haven't seen many in recent years. I was in Missouri in 2003, on Table Rock Lake, right near the Arkansas border, and caught this Breezy flying by: http://rtlaird.ath.cx:99/Aviation/breezy.jpg He looked like he was having fun! It had the distinctive sound of a Lycoming engine when it flew by. -- Robert ________________________________________________________________________________
Date: Jun 15, 2005
From: "nmatthew" <nmatthew(at)qwest.net>
Subject: First flight tendances
Gene & List I looked at your picture and noticed the aileron/elevator controls attach to the stick very differently than mine. I have a goofy sideways universal joint, which seems designed to fatigue the bolt that controls the ailerons. I have been trying to come up with a better configuration, like yours. I have to use a lot of force on the stick in gusty weather and my 15" old style ailerons are hard to push against. Is this a change by Kolb, or your own design? Matthew North FF029 447 Tucson -----Original Message----- From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Gene D. Ledbetter Subject: Re: Kolb-List: First flight tendances If you will look at my website - http://homepage.mac.com/gene1930/ PhotoAlbum2.html , you will view the simple elevator trim system that I have been using on my Firefly for about 3 years. The photos show two springs from Lowes but I added a 3rd one after these photos were taken. The system does eliminate the forward or back stick pressure ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Jun 16, 2005
Subject: Re: D-Day
Hurray for the Brits !!....." never before have so much been owed to so few" but like Prissy said in "Gone with the Wind".... " I helped ( the American Eagle Squadron) a little (birthing that baby) Do not Archive ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Jun 16, 2005
Subject: Re: BRS for Sale
Why and when would you use the BRS Chute ? Has anyone on the List EVER had to use the 'Chute " ? Stephen BamaGa Firefly ________________________________________________________________________________
Date: Jun 16, 2005
From: ray anderson <rsanoa(at)yahoo.com>
Subject: Re: BRS for Sale
Stephen As of to date, 177 reports of BRS chutes being used are recorded. That means 177 lives of pilots, plus any passengers they might have been carrying. Below are reports of three Kolbs using them. There's no record of the number of saves using other brands. I believe John Hauck of our list has saved his life two times by using a chute on his Kolbs. Evidence shows that the BRS has been used successfully 12 times at altitudes of 40 - 75 ft. . Mr. Pimm, at Tullahoma, a couple of weeks ago could easily have saved himself at his approx. altitude of 200 - 250 ft., except for one bit of pre flight negligence, he didn't remove the safety pin from the actuating handle of the chute before taking off. Kolb Teodoro Kindermann Eisel 3000 feet Loss of control March 2004 UltraStar James Rodeghero 100 ft Loss of Control 7/93 Kolb Michael Plonski 300 ft Component Failure 7/87 Flycrazy8(at)aol.com wrote: Why and when would you use the BRS Chute ? Has anyone on the List EVER had to use the 'Chute " ? Stephen BamaGa Firefly --------------------------------- Get on-the-go sports scores, stock quotes, news & more. Check it out! ________________________________________________________________________________
Date: Jun 16, 2005
From: "David L. Bigelow" <dlbigelow(at)verizon.net>
Subject: Rotax 503 Failure Poll
Has anyone on the list ever had a Rotax 503 quit in flight? Just asking as a point of interest. If so, was it a dual ignition model, do you know why it quit, and how did you and your Kolb glider do in the ensuing dead stick landing? Dave Bigelow FS2, 503 DCDI Kamuela, Hawaii ________________________________________________________________________________
From: Airgriff2(at)aol.com
Date: Jun 16, 2005
Subject: MK3 Amphib For Sale
If anyone is interested and wants to see nice photos of my MK3 on Full Lotus floats For Sale, I have posted it on Barnstormers.com Look under Experimental or Kolb. Fly Safe Bob Griffin Slingerlands NY ________________________________________________________________________________
From: PaulServaty(at)aol.com
Date: Jun 16, 2005
Subject: Re: Kolb-List Digest: 31 Msgs - 06/15/05
Time:0900EST 16 Jun 05 Fm: _PaulServaty(at)aol.com_ (mailto:PaulServaty(at)aol.com) Subj: Homer farm flight-Firestar for sale Terry -Firefire #95 I haven't really decided if flying to Homer's. May stay around Footlight Ranch & try to sell my Kolb. By the way my Kolb is in a enclosed trailer at my house, Flying field is less than a mile away. I live at Clements Maryland approx. 45 miles south of DC and 3 miles outside of the Washington ADIZ. I would like to keep my trailer for the new Kolb. Asking price is 9500 & is negotiable. Fly Safe Paul "OUTLAW" Servaty 24220 Victory Lane Clements,MD 20624 Tel: 301-769-2409 ________________________________________________________________________________
From: "Gene D. Ledbetter" <gdledbetter(at)earthlink.net>
Subject: Re: First flight tendances
Date: Jun 16, 2005
Matthew, This was the Kolb design that came with my kit. I have seen your design on older Fireflies and I don't know when Kolb made the change. You might be able to buy an upgrade kit from the folks in London. Gene On Jun 15, 2005, at 11:18 PM, nmatthew wrote: > > > Gene & List > > I looked at your picture and noticed the aileron/elevator controls > attach to the stick very differently than mine. I have a goofy > sideways > universal joint, which seems designed to fatigue the bolt that > controls > the ailerons. I have been trying to come up with a better > configuration, > like yours. I have to use a lot of force on the stick in gusty weather > and my 15" old style ailerons are hard to push against. > > Is this a change by Kolb, or your own design? > > Matthew North > FF029 447 Tucson ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 16, 2005
Subject: Re: First flight tendances
Hi Matt, My FF #007 has the old style rig. I also had the 15" flaperons. When I recovered the wings this year we rebuilt 11" flaperons. I am much happier with them. I have not been concerned with the old style stick, but I see your point. However an AN bolt is a tough Dude to been and even tougher to break. Steve FF#007 ________________________________________________________________________________
From: John Jung <jrjungjr(at)yahoo.com>
Subject: Re: Rotax 503 Failure Poll
Date: Jun 16, 2005
Dave and Group, I can tell you a little about dead stick in a Firestar. I used to fly an original Firestar with a 377, and I landed it dead stick many times, by choice. It flew fine without the engine. I did find that it was necessary to keep a closer eye on the airspeed, though. If I didn't, the stall would seem to sneak up and surprise me. With engine on stalls, the prop burbles when the center of the wing stalls, giving a little warning. There is no warning with an engine off stall. Thankfully, I can't help you with information on 503 failures. Mine has 190 trouble free hours. John Jung Firestar II 503 DCDI Surprise, Az ________________________________________________________________________________
Date: Jun 16, 2005
From: artdog1512 <nazz57(at)yahoo.com>
Subject: FireFly question ....
what is the maximum weight you can put in the cockpit of a FireFly?.... i'm 226lbs, am i too heavy? .............. tim ________________________________________________________________________________
Date: Jun 17, 2005
From: jerb <ulflyer(at)verizon.net>
Subject: Re: FireFly question ....
Height is the more limiting factor although at that weight you'll probably be over the recommend gross weight which I believe is conservative. I flew ours at around 270. jerb > > > what is the maximum weight you can put in the >cockpit of a FireFly?.... i'm 226lbs, am i too heavy? >.............. tim > > ________________________________________________________________________________
Date: Jun 17, 2005
From: Terry Frantz <tkrolfe(at)usadatanet.net>
Subject: Flight to Homer's
Gang, I am gearing up for tomorrow's flight to Homer's. Will be at Smoketown Airport at 7:30/ 7:45 am to meet up with any and all that want to join a group flight to Homer's. Want to leave Smoketown no later than 8:15/8:30 heading East. Looking to spending another great day with Clara and Homer at their farm talking flying and looking at each other's planes. Right now it looks like a group of 24 going to be there. Hope everybody has a good flight including those braving the highways! Not to late to decide to join us. Will be on communication channel 122.75 for the flight. Terry - Firefly #95 ________________________________________________________________________________
From: ghaley(at)wt.net
Subject: Re: Flight to Homer's
Date: Jun 17, 2005
Sorry I can't make this one...sounds like you have a good group. next year. have a safe trip/flight. Gary Haley, Cypress, TX I am gearing up for tomorrow's flight to Homer's. ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 17, 2005
Subject: Wingding
To All, I fold my Firefly every time I fly, I also do it by myself. The hardest part was coming up with a way to hold the leading edge root mount in place while I get to it. Mine is harder because it is 7 feet in the air due to the floats and trailer. I came up with a little clip assy that lets you hook the forward mount temporarily in place. If anyone is interested in it let me know and I will post a picture. Steve FF# 007 ________________________________________________________________________________
From: Ron <CaptainRon1(at)cox.net>
Subject: Subaru Engine
Date: Jun 17, 2005
> Are there any Kolbers with a Subaru motor on an M3. If there are I'd > like any feedback that you may have. I found a great deal on an RDU > for the Subaru, the motor itself is inexpensive and I am told that it > will fit the Rotax mount on an Mark III Xtra. Ron Sierra Vista Arizona ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Subaru Engine
Date: Jun 17, 2005
There used to be a guy with one on an Ultra star and he seemd happy with it. If the engine is still running good don't mess with it. I have seen a couple improper rebuilds cause major problems. Usually the extra safety items that are added fail first eg dual ignition or carbs. If they don't actually fail there seems to be an estra ordinary time spent getting them to run right. I have a book written by a guy that had over 900 flying hours on a soob that he just removed from a car and put in the plane, fuel injection and all. Even with all those hours on it in the air he was always told at semiinars he gave that he had to get rid of the fuel injection and install dual ignition. Check with Sooby users to find out what the actual all up weight will be. Have fun ----- Original Message ----- From: "Ron" <CaptainRon1(at)cox.net> Subject: Kolb-List: Subaru Engine > > > Are there any Kolbers with a Subaru motor on an M3. If there are I'd > > like any feedback that you may have. I found a great deal on an RDU > > for the Subaru, the motor itself is inexpensive and I am told that it > > will fit the Rotax mount on an Mark III Xtra. > > Ron > Sierra Vista Arizona > > > -- > > ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Subaru Engine
Date: Jun 17, 2005
There used to be a guy with one on an Ultra star and he seemd happy with it. If the engine is still running good don't mess with it. I have seen a couple improper rebuilds cause major problems. Usually the extra safety items that are added fail first eg dual ignition or carbs. If they don't actually fail there seems to be an estra ordinary time spent getting them to run right. I have a book written by a guy that had over 900 flying hours on a soob that he just removed from a car and put in the plane, fuel injection and all. Even with all those hours on it in the air he was always told at semiinars he gave that he had to get rid of the fuel injection and install dual ignition. Check with Sooby users to find out what the actual all up weight will be. Have fun ----- Original Message ----- From: "Ron" <CaptainRon1(at)cox.net> Subject: Kolb-List: Subaru Engine > > > Are there any Kolbers with a Subaru motor on an M3. If there are I'd > > like any feedback that you may have. I found a great deal on an RDU > > for the Subaru, the motor itself is inexpensive and I am told that it > > will fit the Rotax mount on an Mark III Xtra. > > Ron > Sierra Vista Arizona > > > -- > > ________________________________________________________________________________
Date: Jun 17, 2005
From: Steve Kroll <muso2080(at)yahoo.com>
Subject: Re: Rotax 503 Failure Poll
<<<< Has anyone on the list ever had a Rotax 503 quit in flight?>>>> I have Dave. The problem with mine turned out to be a cracked pulse line near the engine. I would recommend changing that little chunk of plastic (worth about 50 cents) every 50 hours to avoid the possibility of it spoiling your day. My 503 is a SCSI model (one carb....one set of points) and it's mounted to a Mk2 completed in '98. The airplane has been flawless in every other way but it should be. It took me the best part of 9 years to build it. I have an excuse though. I have RA (Rheumatoid Arthritis) and did not always feel like working on it. Now, flying it is the very best medicine I take. When I'm flying, and for several days afterward, there's not a pain in my body. It must be the adrenalin rush. I feel like a kid again every time I fly. The glider ride was a thrill to say the least. I was lucky to be close to the airport but I was down low (maybe 800-1000 feet) and I had just taken off so I was upwind. I was surprised at how calm and efficient I was making the decision of where to land. and going through the motions of getting there. I elected to do a 180 and land downwind back at the airport which wasn't that far behind me but first things first.....get the nose down and get 50mph indicated before I started the turn. You can do almost anything with a Mk2 at 50mph. Once the turn was made I was kind of shocked at the deck angle to maintain a safe speed. I would have thought that a prop at idle speed ( which I had done many times before on final approach) would have created more drag than a prop standing still in the air but that was not the case. I don't know what the airspeed was as I was completely focused on flying the airplane. I just know that I had plenty of control response that I was able to keep right up to touchdown...... which came up very soon. The whole event probably didn't take much more than a minute. It was also the very first time I had landed the airplane downwind in any kind of wind (probably 15mph). I was very lucky as it might have turned out quite different if I had been any lower. As it was, witnesses on the ground said it looked like I had planned the whole thing...like I was practicing or something. In retrospect, I wouldn't recommend making a 180 degree turn while deadstick and that low if there is any land able terrain not far off your course. You may scratch up your airplane but you'll live to tell the story to your grand kids. What I did turned out to be too close for comfort. Steve Kroll --------------------------------- Rekindle the Rivalries. Sign up for Fantasy Football ________________________________________________________________________________
From: Ron <CaptainRon1(at)cox.net>
Subject: Re: Subaru Engine
Date: Jun 17, 2005
Thanks Woody Good advice Its the old adage "if it ain't broke don't fix it". I wonder why they thought that the factory fuel injection was not as good as carbs.. ================================================= On Jun 17, 2005, at 7:37 PM, woody wrote: > > There used to be a guy with one on an Ultra star and he seemd happy > with it. > If the engine is still running good don't mess with it. I have seen a > couple > improper rebuilds cause major problems. Usually the extra safety items > that > are added fail first eg dual ignition or carbs. If they don't actually > fail > there seems to be an estra ordinary time spent getting them to run > right. I > have a book written by a guy that had over 900 flying hours on a soob > that > he just removed from a car and put in the plane, fuel injection and > all. > Even with all those hours on it in the air he was always told at > semiinars > he gave that he had to get rid of the fuel injection and install dual > ignition. Check with Sooby users to find out what the actual all up > weight > will be. Have fun > ----- Original Message ----- > From: "Ron" <CaptainRon1(at)cox.net> > To: > Subject: Kolb-List: Subaru Engine > ________________________________________________________________________________
From: "woody" <duesouth(at)govital.net>
Subject: Re: Subaru Engine
Date: Jun 18, 2005
> Good advice > Its the old adage "if it ain't broke don't fix it". I wonder why they > thought that the factory fuel injection was not as good as carbs.. Because everyone knows that "real" airplane engines have carbs and dual ignition. That is why continental and lycoming are stuck with 1930's technology. If they change anything the liability issues will kill them ________________________________________________________________________________
Date: Jun 18, 2005
From: Charlie England <ceengland(at)bellsouth.net>
Subject: Re: Subaru Engine
The hangar flyers were probably just superstitious, but... There are good reasons to be cautious with automotive fuel injection. The various Subaru (& most other brands) injection computers have literally dozens of problem detection modes, most of which will shut the engine down. If you don't find & work around each & every one on the test stand, you may discover it 100 feet in the air over trees after takeoff on your 73rd flight. Many are being flown successfully, but someone had to find all the inputs to the computer that can cause shutdown & add jumpers, resistors, etc to 'trick' the computer into believing that the car wheels are turning at the right speed, the water temp isn't too high, the tranny isn't in park, etc etc. All those 'tricks' add failure modes because every jumper is another risk point to break or come loose, causing engine stoppage. I much prefer injection to a carb, but I want to be aware of all the risk factors. Charlie Ron wrote: > >Thanks Woody >Good advice >Its the old adage "if it ain't broke don't fix it". I wonder why they >thought that the factory fuel injection was not as good as carbs.. > >================================================= > > >On Jun 17, 2005, at 7:37 PM, woody wrote: > > > >> >>There used to be a guy with one on an Ultra star and he seemd happy >>with it. >>If the engine is still running good don't mess with it. I have seen a >>couple >>improper rebuilds cause major problems. Usually the extra safety items >>that >>are added fail first eg dual ignition or carbs. If they don't actually >>fail >>there seems to be an estra ordinary time spent getting them to run >>right. I >>have a book written by a guy that had over 900 flying hours on a soob >>that >>he just removed from a car and put in the plane, fuel injection and >>all. >>Even with all those hours on it in the air he was always told at >>semiinars >>he gave that he had to get rid of the fuel injection and install dual >>ignition. Check with Sooby users to find out what the actual all up >>weight >>will be. Have fun >>----- Original Message ----- >>From: "Ron" <CaptainRon1(at)cox.net> >>To: >>Subject: Kolb-List: Subaru Engine >> ________________________________________________________________________________
Date: Jun 18, 2005
Subject: [ Dave Pelletier (AzDave) ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Dave Pelletier (AzDave) Lists: Kolb-List,Ultralight-List Subject: "Tie Up" Straps http://www.matronics.com/photoshare/pelletier@cableone.net.06.18.2005/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: "Rusty" <13brv3c(at)bellsouth.net>
Subject: More fun that pecking on a wristwatch calculator
Date: Jun 18, 2005
Hi Richard, Attached is a W&B spreadsheet that I've been playing with. If it feels a little warm, that's because I stole it from someone on the Sonerai list :-) This particular spreadsheet is cool because you can add, and subtract weights. I basically started with the original W&B of ss-003, and modified it to fit my current options, so it's only the roughest of estimates at the moment. I still don't know what I'll do about fuel. The stock fuel location will be hard to use as storage, so I'd rather use it for fuel, so it will be out of my way. It doesn't do the CG any favors though. Cheers, Rusty ________________________________________________________________________________
From: Eugene Zimmerman <eugenezimmerman(at)dejazzd.com>
Subject: Re: Flight to Homer's
Date: Jun 18, 2005
Hey Terry, Just a note to say "thank you,Terry" for another well coordinated annual Homer Kolb fly-in event. Thanks to your efforts there was another excellent turn out. Did you get a count of how many planes flew in? The weather was great, the food was great, and Homer Clara were great, The pilots were great. One suggestion for next year??? How about getting a great big "Thank You" card for everyone to sign and perhaps indicate which model plane they flew in to present to Homer and Clara before we leave? Thanks again Terry, and most of all "Thank You" ,,,,,,,,,,,,,,, (((( Homer )))) Hey guys, The Man is a Treasure. On Jun 17, 2005, at 10:17 AM, Terry Frantz wrote: > > Gang, > > I am gearing up for tomorrow's flight to Homer's. Will be at > Smoketown > Airport at 7:30/ 7:45 am to meet up with any and all that want to join > a > group flight to Homer's. Want to leave Smoketown no later than > 8:15/8:30 heading East. Looking to spending another great day with > Clara and Homer at their farm talking flying and looking at each > other's > planes. > > Right now it looks like a group of 24 going to be there. Hope > everybody > has a good flight including those braving the highways! Not to late to > decide to join us. Will be on communication channel 122.75 for the > flight. > > Terry - Firefly #95 > > ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Jun 18, 2005
Subject: Re: Wingding
Yes Steve I would like to see your Wing Thingy and you techinique for folding the wings of your Firefly single handly.... ________________________________________________________________________________
From: Flycrazy8(at)aol.com
Date: Jun 19, 2005
Subject: Re: D-Day
Yes Pat, The Poles were excellent airmen worthy of praise..If Hitler hadn't changed his tactics by bombing London instead of his nearly successful bombing of the airfields things would have turned out different for England ..For I'm sure you remember that the Poles helped save the day when the RAF was so depleted of pilots during the Battle for Britain that they were called on to fill the shortage and help turn the tide against Germany . I too was saying Hurray for the Polish flyers. ________________________________________________________________________________
From: DAquaNut(at)AOL.com
Date: Jun 19, 2005
Subject: Re: Wingding
In a message dated 6/18/2005 10:25:21 P.M. Central Standard Time, Flycrazy8(at)aol.com writes: Yes Steve I would like to see your Wing Thingy and you techinique for folding the wings of your Firefly single handly.... Yeah, Me too Steeve, Ed Do not archive ________________________________________________________________________________
From: "Richard & Martha Neilsen" <NeilsenRM05(at)comcast.net>
Subject: Re: Subaru Engine
Date: Jun 20, 2005
Ron I looked at Subaru engines when I was considering engines for my MKIIIc. My view of the engine is that it is one of the best automotive engines available for aircraft use. I talked to a guy that put a direct drive Subaru on his MKIIIc. He said he was happy with the setup but he sold the airplane and the first thing the buyer did was put a rotax on it. Sometimes builders overlook the negatives of their creations? I really considered the engine but it just seemed to be too heavy. My VW is heaver than the 912 Rotaxes and that has caused me some issues with weight and balance but I'm happy with the setup. I don't remember the installed weight of the Subaru but it seem like it is 30-50 lbs more than the VW and that just seemed to be too much for any of the big Kolbs. My $.02 worth Rick Neilsen Redrive VW powered MKIIIc ----- Original Message ----- From: "Ron" <CaptainRon1(at)cox.net> Subject: Kolb-List: Subaru Engine > >> Are there any Kolbers with a Subaru motor on an M3. If there are I'd >> like any feedback that you may have. I found a great deal on an RDU >> for the Subaru, the motor itself is inexpensive and I am told that it >> will fit the Rotax mount on an Mark III Xtra. > > Ron > Sierra Vista Arizona > > > ________________________________________________________________________________
Date: Jun 20, 2005
From: Terry Frantz <tkrolfe(at)usadatanet.net>
Subject: Fly-in at Homer's
Gene, Thank you! I believe there were 18 planes parked there including Homer's. It was a good day! Great idea about the card. Wish I had thought of that before Saturday. In lieu of that I would ask everyone who was there to send a personal thank you to Homer and Clara. I did this last year. I know they would enjoy the feedback. Their e-mail address is: homerclara(at)yahoo.com Their mailing address is: 580 Wall St. Phonexville, PA 19460 Take the time, drop a line of thanks, Terry - FireFly #95 ________________________________________________________________________________
From: "PATRICK LADD" <pj.ladd(at)btinternet.com>
Subject: Re: Rotax 503 Failure Poll
Date: Jun 20, 2005
It seems to me that an engine that idles at 2000 rpm actually produces thrust. Mine will creep on pavement if I'm not holding brake>> Hi Steve, with the prop turning it will always produce thrust. For arguments sake enough to propel you at 10 mph .However when some other force, in this case gravity, propels the plane at 50 mph you will already be going faster than the prop can propel you and it will therefore act as a brake as the turning prop `gets in the way`. With the prop stopped just that blade is `in the way`, not the disc. I think thats right. The more I think about it the more confused I get. You are dead right about being hard to judge glide ratio. Its hard to judge speed. Most of us here fly at around 1000 to 1500 ft agl and if it goes quiet suddenly there`s a second or two of total disbelief, then you stuff the nose down, then you find a field, not that one there are electricity lines, not that one, there are cows, not that one the crops are 4 feet high. By then unless you are very cool you are at 500 ft and hurtling earthwards. You ease the nose up, get the speed back, get the flaps down, sod the flaps, there`s the hedge, arrive in the field with a bump, or two, brakes on, dont stand her on her nose, why dont I have a tricycle undercart? Stop just before the far hedge. Sit and shake. Get out and shake some more. Then you begin to think how incredibly well you have coped with that emergency. Wow! Am I a great pilot or what? Heh, Heh. Cheers Pat -- ________________________________________________________________________________
From: "Wayne @ Engravers.net" <wayne(at)engravers.net>
Subject: Re: Rotax 503 Failure Poll
Date: Jun 20, 2005
I've had three engine outs with me 582. One was right over the airport as I was teaching a student how to do engine out landings, another was from carb ice over a frozen reservoir lake. The third was a forced shut down of the engine when it became unbalanced because one blade lost it's stainless steel leading edge. Of all the hundreds of landings I've made over the years those three were the smoothest, best touch downs ever. Wayne ----- Original Message ----- From: "PATRICK LADD" <pj.ladd(at)btinternet.com> Subject: Re: Kolb-List: Rotax 503 Failure Poll > > It seems to me that an engine that idles at 2000 rpm actually produces > thrust. Mine will creep on pavement if I'm not holding brake>> > > Hi Steve, > with the prop turning it will always produce thrust. For arguments sake > enough to propel you at 10 mph .However when some other force, in this > case > gravity, propels the plane at 50 mph you will already be going faster than > the prop can propel you and it will therefore act as a brake as the > turning > prop `gets in the way`. With the prop stopped just that blade is `in the > way`, not the disc. > I think thats right. The more I think about it the more confused I get. > You are dead right about being hard to judge glide ratio. Its hard to > judge > speed. Most of us here fly at around 1000 to 1500 ft agl and if it goes > quiet suddenly there`s a second or two of total disbelief, then you stuff > the nose down, then you find a field, not that one there are electricity > lines, not that one, there are cows, not that one the crops are 4 feet > high. > By then unless you are very cool you are at 500 ft and hurtling > earthwards. > You ease the nose up, get the speed back, get the flaps down, sod the > flaps, > there`s the hedge, arrive in the field with a bump, or two, brakes on, > dont > stand her on her nose, why dont I have a tricycle undercart? Stop just > before the far hedge. Sit and shake. Get out and shake some more. > Then you begin to think how incredibly well you have coped with that > emergency. Wow! Am I a great pilot or what? Heh, Heh. > > Cheers > > Pat > > > -- > > > ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 20, 2005
Subject: Kiev prop
To All interested in Kiev props, I have now flown about 5 hours on the Three blade 63.5" Kiev prop. At first I was a little confused because it appeared that it was harder to get off the water with the Kiev Vs the Ivo 2 blade. Well I figured it out, The Kiev produces a LOT more thrust. The problem was that because there is more thrust the plane is forced harder on the floats forward of the step due to the high thrust line of the Firefly design, so with the same back pressure that I was used to with the Ivo I was not properly trimming the attitude of the floats for minimum resistance on the water. By doubling the back pressure and getting the floats to the proper attitude the Firefire almost leaps off the water. The prop is much smoother and quieter and seems to be unaffected by water. Steve B FF#007 ________________________________________________________________________________
Date: Jun 20, 2005
From: Jack & Louise Hart <jbhart(at)ldd.net>
Subject: Ferrying the FireFly from Perryville, MO to Winchester, IN
FireFlyers & Kolbers, I have enclosed the latest two entries from my flight log. I was not able to fly the FireFly the whole way. Adverse wind conditions slowed progress so that we were into the second day when I believe a bearing failure occurred on the power end of the Victor 1+ crankshaft. Overall it was a tremendous experience, I would recommend it to anyone. Met a lot of great people and came close to several who were not at all pleased with grass roots aviation. But the snobs were few in number and my wife and I had a great time. This trip proved that one can plan for the trip and then one must modify the plan as the trip progresses. Just don't worry about what is too far ahead. Just keep going. I surprised my self in that I had flown over six hours in one day and could have gone more. The best part is the FireFly is here and only two miles away. Even if it is not flyable at the moment it is better here than not here. Does that make sense? Jack B. Hart FF004 Winchester, IN My flight log notes follow: June 18, 2005 - Flights 525, 526, 527, 528, 529 & 530 - 6 hours 17 minutes - 177:08t, Victor 1+ 97:08. Left Perryville at 8 am into a clear cool morning sky and headed for Mt Vernon. Could not climb to altitude because ground speed fell below 30 mph and so I had to settle for about 1,000 feet agl. Since I had not flown the FireFly since May 7, I watched the timer and the gps estimated time of arrival and I realized I was not going to be able to make the 63 miles to Mt Vernon. So much for planning. I had planned for no more than 65 mile hops but it was not going to work out so I had move to plan B. I diverted to Benton, Illinois to make use of a more favorable wind. Upon landing I celled Louise and told her to continue to Mt Vernon, and I would get gas at Benton and meet her there. I walked over to a fellow working on a mower and asked about getting gas. He said the dreaded words "We don't have any." The earliest he would have gas would be Monday. I calculated my fuel flow rate, and I went back to him and said I need a minimum of a half gallon and I can make it to Mt Vernon. He said he would see if we could get some out the tank. By pulling the hose off the reel and with him holding the nozzle in the tank, I walked the hose and we got 3/4 a gallon. As we were rolling the hose back in, he looked at me and said "That is not much of an airplane", and I said "It is a whole lot of fun." I burned 4.7 gallons getting to Mt Vernon. Louise walked fuel cans through the FBO so that I could refuel. My radio battery went dead, so I took it off my leg and put it in the luggage compartment. A couple of fellows chatted at me about the local EAA Chapter activities. They thought I was brave to try and fly an ultralight to Indiana. The main runway was closed so I had to use a cross runway to land, but upon leaving I used a parallel taxiway because it was headed in the direction towards Effingham, Illinois. The thermals were starting to be more pronounced and since I could not climb without loosing ground speed, I just had to put up with them. On final to Effingham, a plane taxied out and back taxied. It was evident he did not see me so I "S" turned and slowed up so that I would have enough runway space to land over the top. Very friendly people at the airport. They opened the security gate and let Louise drive in to deliver gas. One of the fellows there was a father of the pilot that back taxied. He said he could not understand why his son did not see me because he said he could see my nose light before he could see me. The next hop was to be to Paris, Illinois, but it was a 63 mile hop and so I elected to land at Casey, Illinois. When I approached there was all kinds of activity. It was their "Airport Day". Louise was there, and she had stopped at McDonalds and got me a hamburger for lunch. Because I was using more gas than I planned, I decided to fuel up with 100 LL. I got out my reserve oil supply. It comes in plastic packets which you have to tear open and squeeze like a tooth paste tube to get the oil into the tank. I got it into position to squeeze and dropped the complete packet into the tank. Louise got me some empty fuel cans and hand transfer pump from the pickup. I pumped the tank dry, took the tank out turned it on its side and shook the packet to the opening and got it out. It could have been embarrassing if it had not been for a bunch of older than me guys standing around talking experimental aircraft and the crazy things that had happened to them. Flew on to Paris, Illinois. Things were going better in that I arrived before Louise. In fact she was not sure where the airport was and then she saw me cross above the road a head of her. I had to land in a strong cross wind with lots of trees and gaps close to the runway, so I got the FireFly down as quick as I could. This gave me a long taxi to the ramp. Before I could get there another fellow made a downwind approach and did a touch and go. While refueling the same plane made three more touch and goes. I taxied out to the ramp and he landed and did not take the early ramp for the parallel runway and was going to taxi on down to my end. The dreaded GA confrontation! I taxied out onto the runway toward him and rotated 360 to get back to the ramp, turned onto the parallel runway and took off. Sometimes smaller is better. Flew on toward Crawfordsville, Indiana. The clouds were closing and getting lower and with the sun getting lower in the west and flying northeast it looked dark and threatening. But the country side was beautiful with bright spots on the ground where the sun came through. I had to fly no more than 1,000 feet agl because at 1,500 feet I was in the bottom of the clouds. Thermal activity was abating but I could get on thermal streets and pick up four or five miles ground speed. After crossing the Wabash River the trees start and there are more trees than open land. From a distance and being so low, the trees looked continuous and I did not like the idea of going over them. When I got closer I discovered open spots and so I flew from spot to spot but always in the general direction of the airport. Then I could see a bright spot that contained a red barn, and I realized that was at the airport. After landing and taxiing up to the FBO, I shut the engine down. A young fellow came out and asked if I had had a good day. I said yes but I thought it had just ended. Could he put the FireFly up for the night. He said they had a courtesy hangar, and I could pick up my plane at eight the next morning. A courtesy car would take and pick me up from town. Louise drove up and we pushed the FireFly into the hangar. I felt good, but I figured Louise had put in a much rougher day than I did. To Airport----|Vector-|--Air--|--Time--|--Ground--|--Fuel---|--Fuel---| --------------|-(deg)-|-Miles-|(Hr:Min)|Speed(mph)|Used(gal)|Rate(gph)| Benton--------|--79---|--51.2-|---1:18-|--39.4----|---3.2---|--2.46---| Mt Vernon-----|--10---|--22.1-|---0:38-|--34.9----|---1.5---|--2.37---| Effingham-----|--18---|--54.2-|---1:33-|--35.0----|---3.9---|--2.52---| Casey---------|--60---|--32.5-|---0:49-|--39.8----|---2.1---|--2.57---| Paris---------|--32---|--32.5-|---0:51-|--38.2----|---2.4---|--2.82---| Crawfordsville|--64---|--43.9-|---1:08-|--38.7----|---3.0---|--2.65---| Total/Average-|-------|-236.4-|---6:17-|--37.5----|--16.1---|--2.56---| What a fun day. June 19, 2005 - Flight 531 - 56 minutes - 178:04t, Victor 1+ 98:04 - burned 2.2 gallons of fuel for and average burn rate of 2.59 gph over all. Spent the previous night in a Super 8 motel. The Indy Grand Prix Race was the next day so the room was very expensive. Got to the airport at 8 am. Pulled the FireFly out of the hangar and refueled. Got off the ground by 8:30. Good flight to Indianapolis Executive Airport on the north side of Indianapolis. Taxied up to the FBO and tried to shut down the engine, but the ground wire to the switches had broken. Turned the fuel valve off, set the brake and got out to hold the FireFly while I advanced the throttle to speed up using all the gas in the float bowl. My grand daughter, son and his wife met me. I got there a head of Louise. Right then problems cropped up. They chased us off the apron in front of the FBO where it would be easy to carry fuel to the FireFly and sent us to the refueling area. Louise showed up and I tried to get them to let her drive in with the pickup but they refused to open the gate and chased us further down the apron. Then they brought a gas truck over to open the gate so the pickup could come in. After refueling, I primed the engine and pulled the propeller through two times as usual and everything was smooth and normal. I got my gear on and strapped myself in. On start up I heard a scrapping noise and I closed the throttle to bring the engine to a slow idle, but I could not shut the engine down by grounding the mags, so I turned on the enrichener to kill the engine. I got out and banged on things to see what was loose and found not a thing. Tried to turn the propeller and the engine was frozen. I believe a bearing ball on the power out put end of the engine failed, lodged and tore up the cage. Traveled to my son's house and ate a Father's Day lunch, and called U-Haul and rented a 26 foot enclosed truck with six pads. Picked it up at 1:30pm and we headed back to the airport. My son helped me to remove the wings. The line boys let me drive the truck in and we loaded the FireFly into the truck. The FireFly traveled the last 100 miles no more than five feet off the ground. Called my son-in-law and he came out to help get the FireFly out of the truck, into the hangar and to remount the wings. Then all of us went out for ice cream and called it a day. Jack & Louise Hart jbhart(at)ldd.net ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Rotax 503 Failure Poll, Changed to 582 and Prop Failure
Date: Jun 20, 2005
| another was from carb | ice over a frozen reservoir lake. The third was a forced shut down of the | engine when it became unbalanced because one blade lost it's stainless steel | leading edge. | Wayne Hi Wayne: Would you please expand on carb ice experience, symptoms, engine performance and lack there of, and what you discovered and how you determined you actually had carb ice. Did you have time to inspect the carb throat? Was it the idle circuit, power circuit, or both. Do you think it was moisture in the fuel or in the atmosphere? The reason I asked is based on the infrequency of actual carb ice with two strokes and the Bing carb, and lack of frequency of carb ice with the Rotax 4 strokes. I have gotten carb ice once with the 912S. Never with a two stroke. The 912S carb iced up the idle jet. Lost the engine on short final going into Toad River Airstrip, BC, in 2000. 912S would not run, period, below 3,000 rpm. Above 3,000 it purred like a kitten. Got it back to the tie down area, walked across the Alaska Highway to make a phone call, came back 30 minutes later, cranked the 912S and it idled perfectly at 1,500 rpm. By that time the ice had melted. Had no visible signs of ice or moisture on the outside of the carb, that I can remember. Conditions were ripe for carb ice. Had very recently rained in the valley. Altitude probably 3,000 ASL, temp 40 to 45F, small, wet clouds hanging in the valley. I installed a carb heat system prior to my 2001 flight north. Recently removed it, hoping to get a little more power out of the 912S. Don't think it made a lot of difference, if any, but did get rid of a lot of hoses, clamps and air filter covers. Reference the SS leading edge seperating from the prop. What brand of prop was it? size? previous damage? etc??? Thanks, john h titus, alabama MKIII/912S ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: Kiev prop
Date: Jun 20, 2005
| The prop is | much smoother and quieter and seems to be unaffected by water. | | Steve B Hi Steve/Gang: What kind of material is the leading edge of the Kiev? I have a problem, although minor with my present Warp Drive, with rain errosion inside the nickle steel leading edge. It is carbon fiber, but the rain is tougher than it is without the steel leading edge protection. john h titus, alabama MKIII/912S ________________________________________________________________________________
Date: Jun 20, 2005
From: Charlie England <ceengland(at)bellsouth.net>
Subject: glide windmilling or prop stopped, was: Rotax 503 Failure Poll
PATRICK LADD wrote: > >It seems to me that an engine that idles at 2000 rpm actually produces >thrust. Mine will creep on pavement if I'm not holding brake>> > >Hi Steve, >with the prop turning it will always produce thrust. For arguments sake >enough to propel you at 10 mph .However when some other force, in this case >gravity, propels the plane at 50 mph you will already be going faster than >the prop can propel you and it will therefore act as a brake as the turning >prop `gets in the way`. With the prop stopped just that blade is `in the >way`, not the disc. >I think thats right. The more I think about it the more confused I get. >You are dead right about being hard to judge glide ratio. > >snipped> >Cheers > >Pat > This is a regular discussion topic for flyers of bigger planes. Among RV'rs, it's widely known that a constant speed prop has much higher drag windmilling than stopped. Guys flying fixed pitch props don't see the effect. The difference is that c/s props go to fine (low speed or climb) pitch at idle or with the engine stopped & act more or less like small helicoptor blades in autorotation. The fixed pitch props obviously stay at cruise (coarse) pitch & don't cause nearly as much drag when windmilling. It's like leaving your car in high gear or downshifting to low while going down a hill. The f/p guys who have tested usually can't tell the difference between idle & prop stopped. It's going to be hard to relate this directly to an ultralite type a/c because there's so much more inherent drag in the airframe (probably masking the effect of the prop) and with pushers, the air is *really* dirtied up before it goes through the prop. Also, even though the u/l prop stays in fine pitch, there usually isn't that much difference between normal approach speeds & cruise, as there is in a fast homebuilt. To really know the effect, you'd need a 'sensitive' altimeter, a stopwatch, extremely still air, enough time to do both tests under the same conditions (don't forget to start with the same amount of fuel, etc) & the willingness to shut down the engine for the prop-stopped half of the test. Did I muddy the waters even more? Charlie ________________________________________________________________________________
Date: Jun 20, 2005
From: Richard Pike <richard(at)bcchapel.org> 503 Failure Poll
Subject: Re: glide windmilling or prop stopped, was: Rotax
503 Failure Poll Let me muddy the waters some more. Let's say you are using a 2 blade 68" prop, and it requires X amount of pitch to function at the proper balance of thrust and RPM. Now you go to a 3 blade 66" prop - you would like to keep the prop as long as possible, but that extra blade adds load, so you need to go a bit shorter to absorb the same amount of horsepower - but because you are now using three blades, you are probably using less pitch for the three blade than you did for the two blade. Or to simplify the whole thing - a three blade prop for a given engine will probably be using a finer pitch than a two blade prop for that engine. (Unless that three blade prop is notably shorter than the two blade it replaced) Therefore - a three blade prop should always cause more drag than a two blade over and above the inherent drag caused by an extra blade, simply because those blades will be at a finer pitch. Or not? Comments? And on a related note - back in 1985 when I was flying a Maxair Hummer - legal ultralight - with a Rotax 277 and a 56X32 two blade wood Tennessee Propeller : at idle with the prop windmilling, the prop acted enough like a speed brake that you couldn't get it over 60 mph with full forward stick. Kill the engine and let the prop stop, push the stick forward and you could quickly go right to red line. Richard Pike MKIII N420P (420ldPoops) > >This is a regular discussion topic for flyers of bigger planes. Among >RV'rs, it's widely known that a constant speed prop has much higher drag >windmilling than stopped. Guys flying fixed pitch props don't see the >effect. The difference is that c/s props go to fine (low speed or climb) >pitch at idle or with the engine stopped & act more or less like small >helicoptor blades in autorotation. The fixed pitch props obviously stay >at cruise (coarse) pitch & don't cause nearly as much drag when >windmilling. It's like leaving your car in high gear or downshifting to >low while going down a hill. The f/p guys who have tested usually can't >tell the difference between idle & prop stopped. > >It's going to be hard to relate this directly to an ultralite type a/c >because there's so much more inherent drag in the airframe (probably >masking the effect of the prop) and with pushers, the air is *really* >dirtied up before it goes through the prop. Also, even though the u/l >prop stays in fine pitch, there usually isn't that much difference >between normal approach speeds & cruise, as there is in a fast >homebuilt. To really know the effect, you'd need a 'sensitive' >altimeter, a stopwatch, extremely still air, enough time to do both >tests under the same conditions (don't forget to start with the same >amount of fuel, etc) & the willingness to shut down the engine for the >prop-stopped half of the test. > >Did I muddy the waters even more? > >Charlie > > ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: glide windmilling or prop stopped, was: Rotax 503 Failure
Poll
Date: Jun 20, 2005
To really know the effect, you'd need a 'sensitive' | altimeter, a stopwatch, extremely still air, enough time to do both | tests under the same conditions (don't forget to start with the same | amount of fuel, etc) & the willingness to shut down the engine for the | prop-stopped half of the test. | | Did I muddy the waters even more? | | Charlie Hi Charlie/Gang: The difference in any of the Kolb model aircraft I have flown over the years, between dead stick and idle speed, is quite dramatic. Glide is greatly increased. It is quite evident to most pilots of Kolb aircraft. Seems there are one or two that do not readily perceive this difference. Why? I do not know. Expensive instrumentation, calm air, and all the rest are not a requirement to see and feel the difference. There are still a lot of Kolb pilots that do their first engine off landing as the result of a lost engine. For my own purposes, I find it much more beneficial to practice intentional dead stick flight and landings until I am very comfortable with the maneuver. Then.......when the real thing come along unexpectedly, it isn't nearly as eye opening as the pilot that has not practiced. For those of us that have the luxury of a "self commencer" or "electric starter", it is quite easy and safe to practice engine off/dead stick flight without landing. Easy to restart and regain altitude to repeat the exercise. I tried this early own in my brand new 1987 Firestar. Was the first airplane I could get an air restart by pulling the starter rope inside the cockpit. Worked great after a short engine off flight of about 1,500 feet altitude. Was so much fun I repeated the maneuver from about 4,500 feet, gliding engine off to 1,500 feet for a restart. No such luck. Could not get enough pull on the rope to get the 447 to restart. 3,000 feet of altitude had cooled the engine off beyond my capability to do an air restart. I did have enough forethought to practice above a very large, flat hay field though, experiencing my first engine off landing in my brand new Firestar, unintentional BTW. For what it is worth, my own humble opinion, john h titus, alabama MKIII/912S ________________________________________________________________________________
From: "John Hauck" <jhauck(at)elmore.rr.com>
Subject: Re: glide windmilling or prop stopped, was: Rotax 503 Failure
Poll
Date: Jun 20, 2005
| And on a related note - back in 1985 when I was flying a Maxair Hummer - | legal ultralight - with a Rotax 277 and a 56X32 two blade wood Tennessee | Propeller : at idle with the prop windmilling, the prop acted enough like a | speed brake that you couldn't get it over 60 mph with full forward stick. | Kill the engine and let the prop stop, push the stick forward and you could | quickly go right to red line. | | Richard Pike Hi Richard/All: Original FS with Jim Culver 60X32 fixed pitch wood prop, two blade, performed much the same as your Hummer. john h MKIII/912S Titus, Alabama, USA ________________________________________________________________________________
From: N27SB(at)aol.com
Date: Jun 20, 2005
Subject: Re: Kiev prop
Hi John, nice to see you back, the leading edge is inlaid brass. Much like the Warp it does not cover the entire leading edge. After about 60 take offs (rain is not a factor here) I see no deterioration inside the brass and not a blemish or even a mark on the brass. I would suspect that hours of flight in rain would have a similar effect on the unprotected leading edge. Sounds like a dumb question but did you ever install the clear leading edge material that Warp supplies inside the nickel arch? In my application I really dump the water to it at times so I may have to come up with something if I start to see a break down. Flying the little Firefly with choppy winds aloft is a piece of cake compared to a Kentucky Trail Ride. :-) Steve B FF #007 ________________________________________________________________________________
From: "Vince Nicely" <vincenic(at)xtn.net>
Subject: Re: Rotax 503 Failure Poll
Date: Jun 20, 2005
David, Sorry it has taken me so long to form a reply to your question. Yes, I have had two in-flight engine failures with a Rotax 503 DCDI engine on my Kolb Firestar II. Let me rush to say both failures were my fault, not the engine's fault. The airplane glides with glide ratio of 7 or 8 to 1 and handles fine without power. Below I will give a little detail for those interested. When I started flying my Firestar 10 years ago, I was new to this type airplane and to two-stroke engines and was a fairly new pilot. I learned some things from my experiences. For the first failure, I decided to try some different spark plugs that had been recommend by another user. I bought and installed the plugs and ground-ran the engine to full power. Everything looked great. Went to the end of the 3500 foot paved runway and took off. Just as I passed over the other end of the runway at 500 ft AGL, the engine went to idle. I knew that I could turn back with less than 200 ft altitude loss from earlier tests, so I quickly reversed course. Now, I was over the end of the runway and quickly realized I was too high! I might over shoot the other end. Some serious S-turns burned some altitude and I landed and stopped just short of the end of the runway. So, from 500 ft AGL I was able to reverse course and had to use S-turns to get down in 3500 ft. The engine never quit. So, I then tied the tail to the ground and ran the engine at full power. Just about the time I would have crossed the runway end, the engine went to idle again. I did this repeatedly. Because spark plugs were the change, I installed a new set of the standard plugs and continued testing. Engine ran fine at full power for longer than the indicated time. Threw away the trial plugs. There was no evidence of a seizure, the temperatures were well with in the book range and with new plugs it ran fine. I do not know why it failed, only that it was reproducible. The second failure was a seizure of the engine at about 1500 ft AGL just as I was about to cross a mountain ridge and enter a region over forest. Fortunately, I had fields and even a grass runway within gliding distance. The Firestar II flies fine without power, so I turned to the new heading, radioed to my friends that I had a problem and set up an approach to where I intended to land. My skills were such that I realized at about 100 ft AGL that I was probably not going to make the grass strip I had in mind, so I diverted course slightly to avoid some obstructions and landed in a grassy field with long grass. Landed near full stall and the plane slowed quickly in the deep grass, but it did not pitch-pole. So, how did I manage to seize the engine? In another note, I plan to give some more detail on why I am confident of the conclusion I give here, but let me give the answer. I had changed the main jets to leaner ones outside the recommendations of the Rotax charts. I had done this change 8 years ago and had added over 200 hours on the engine between the jet change and the engine failure. On the day of the failure, I held the airplane in a full-throttle climb longer than I usually do, and at the end I got silence. Lessons I have taken from these experiences: 1) When I have an engine failure, I do what I have practiced. So, continual practice of good emergency procedures is important to me. In the first example, I knew it was OK to turn back for I had practiced it. In the second failure, there were some better approach procedures I could have used. In a bi-annual flight review just a couple of weeks prior to the failure the instructor had made some suggestions for improved methods of selecting landing sites and approaches. However, eventhough I later decided the new procedures would have been better than what I did, I used the procedures I had practiced rather than the new procedures I had not yet practiced. While I landed OK, my ego would have fared better had it been a little more on plan. 2) It is probably best to use the recommended parts and settings. However, if you, like me, have an overpowering urge to try other things, perhaps you will want to consider the need to test extensively. I believe I need to run the engine on the ground in the same mode I will run it in the air to test any changes I make. Otherwise, I need to stay over the runway and test all the flight conditions I intend to access. In both cases mentioned here, I did ground tests, but they did not adequately simulate the conditions encountered in flight. 3) My Firestar II glides just fine ( has an estimated glide ratio of 7 or 8 to 1 in typical flight condition) and I believe will take good care of me if I do not stall it to far above ground. It spins easily if stalled and recovers fine only if you are high enough (wonder how I know?). I would not want to try stretching a glide when near the ground, but thought it better to make a final course correction and take a less preferred landing site. Vince Nicely FireStar II ----- Original Message ----- > Has anyone on the list ever had a Rotax 503 quit in flight? Just asking as a point of interest. If so, was it a dual ignition model, do you know why it quit, and how did you and your Kolb glider do in the ensuing dead stick landing? > > Dave Bigelow > FS2, 503 DCDI > Kamuela, Hawaii ________________________________________________________________________________
From: "John Williamson" <kolbrapilot2(at)comcast.net>
Subject: Leading Edge Tape
Date: Jun 20, 2005
Hi Folks, I have used the Warp Drive props with the nickel leading edge protection on the Jabiru and the Rotax 912S. Haven't had any damage to the nickel leading edge material. On both props, I installed the urethane tape supplied by Warp Drive inboard of the nickel leading edge material. So far the tape has absorbed all the nicks and dings that could have damaged the props. The material sticks extremely well. Does anybody know how to remove the tape without damaging the blades? I'm thinking of replacing the tape with some new ones from Warp Drive. I start flying tomorrow morning on a three day trip down to the Big Bend National Park area here in Texas. This is the first trip to do some planned primitive camping (no food or bathroom near the campsite)! This is the last area in Texas that I haven't flown over in the Kolbra. John Williamson Arlington, TX Kolb Kolbra, Rotax 912ULS, 820 hours http://home.comcast.net/~kolbrapilot no not archive ________________________________________________________________________________
From: Ron <CaptainRon1(at)cox.net>
Subject: Re: Subaru Engine
Date: Jun 21, 2005
Well Great Plains VW is always an option. The thing is, is that they told me when I called them that its going to cost me $7.5K complete kit. I just can let myself spring for that yet, first I am going to check all available options. I am also looking at the Geo motor but I can't find where its going to give me the min of 80-hp that I think I need. In the meantime I don't know how long I am going to be around home base, as I have another job offer in the Caribbean that I think I am going to take. I should have gone for that Hirth back a few years ago for $2.5K as Woody recommended. On Jun 20, 2005, at 7:07 AM, Richard & Martha Neilsen wrote: > > > Ron > > I looked at Subaru engines when I was considering engines for my > MKIIIc. My > view of the engine is that it is one of the best automotive engines > available for aircraft use. I talked to a guy that put a direct drive > Subaru

May 27, 2005 - June 21, 2005

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