Kolb-Archive.digest.vol-gc
June 06, 2006 - June 21, 2006
This may be old news but Jerry at Green Sky Adventures is looking for a FS II as
a testbed for an HKS install. You may contact him for the details but there
is a cost savings involved. I considered it but cannot quite justify it for a
couple of reasons. One it is pricey compared to the 503 (but may pay for itself
over time with gas and overhaul costs). And, it will gain a few pounds possibly
aft and my light butt already operates at the aft limit.
http://www.greenskyadventures.com
Smiles included as this is a happy post with no attacks...
:D :D :D :D :D
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=38948#38948
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Wheel Camber on a FireFly |
<< Since I bent a landing gear leg ... The straightened leg survived
another landing on a rough grass field, ... Jack B. Hart >>
Jack -
I did not know you could straighten the stock (alum) Kolb gear legs in
place. Thanks for sharing your idea - I need to do the same on my Mark-III.
One of my gear legs is showing signs of slight bending, and I was thinking
of removing it to straighten it. Your jack-and-lever idea should work for a
Mark-III, wouldn't you think?
Dennis Kirby
New Mexico
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>
> HEY EVERYBODY !
>THE FIRST FIRE FLY WAS SOLD ON 4 - 10 - 1995
>
>
>TRAVIS @ KOLB
So! What is the rest of the story?
What serial number?
Where did it go?
If possible, who bought it?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Great Weekend |
Charles Davis wrote:
> Well, I didn't pilot, but I got to fly...if the pictures come through,
> they are of the nose of a B17. The first on the ground, and the 2d
> about 1000' over eastern PA. (look past the Norton bombsight...). We
> also got to see a Canadian Lancaster fly, one of only 2 in the world.
> I see in Sport Aviation that it'll be at Air Venture, and I would
> recommend it.
>
> To keep this Kolb related: on the to the way to the Reading, PA WWII
> Weekend Airshow, we stopped at KPTW for the EAA chapter's annual
> pancake breakfast, and were pleased to find Homer enjoying the food
> and the sights. He confirmed that he is tinkering with some designs
> for multi-engined single and 2 place planes, but only for his own
> enjoyment.
>
> Chuck
> Malvern, PA
> Firefly
I was flying on Sunday and the B17 past me on the way back to Reading.
He was flying at 2000 MSL. ~ Earl
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: MV06' Prop spacer |
Hey Bob,
I don't know what a Raven redrive is. I have the stock 912ul 2 point
whatever.It looks like I'm going to have about 5" from prop to trailing
edge of the aileron tube without a spacer. Don't think I need one unless
there is some other reason for a spacer a novice like myself wouldn't
know about.
There are a couple of us at least on this list that would like to see a
pic of that
fiberglass fairing on the leading edge of your gap seal.
I'll even buy the film as long as you have a digital camera. Thanks!
Vic
N40KX 912ul
Maine
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Wheel Camber on a FireFly |
Dennis, The stock aluminum MkIII leg is a pretty strong piece.
Take my word for it, it takes a BUNCH of pressure to restraighten.
-You would damage the plane before correcting any curvature.
Take it out if really necessary.
Even a perfect leg will show some flex with the normal aircraft
weight on it. Mine has some but they match. :)
I think I dropped it in from 3 feet recently with no problem.
-BB, MkIII, suzuki G10, 48.7hrs.
On 6, Jun 2006, at 11:13 AM, Kirby Dennis Contr MDA/AL wrote:
>
>
> << Since I bent a landing gear leg ... The straightened leg survived
> another landing on a rough grass field, ... Jack B. Hart >>
>
> Jack -
>
> I did not know you could straighten the stock (alum) Kolb gear legs in
> place. Thanks for sharing your idea - I need to do the same on my
> Mark-III.
>
>
> One of my gear legs is showing signs of slight bending, and I was
> thinking
> of removing it to straighten it. Your jack-and-lever idea should work
> for a
> Mark-III, wouldn't you think?
>
> Dennis Kirby
> New Mexico
>
>
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | KOLB MK-III SEAPLANE NICE |
Gordie Saum as me to post that his plane is for sale.
The Kolb is back on the market if you are interested $26,000 with the
trailer.
You can reach him at gksaum(at)starband.net for photos.
________________________________________________________________________________
| From: | "Bob Brocious" <bbrocious(at)hotmail.com> |
| Subject: | Chris Davis email |
I sent Chris an email to the address he used back in November. It was
returned as undeliverable. Anybody have a new one?
Kob Mark III "Miss B"
Bob Brocious
Tenacity Farm
Carrollton, Kentucky
________________________________________________________________________________
| Subject: | Re: Kolb Folded wing dolly. |
| From: | "George Alexander" <gtalexander(at)att.net> |
Ralph:
You may be thinking of Dennis Kirby's rig. Go to my website at:
http://gtalexander.home.att.net
Then click on "Trailering a Kolb".
Dennis' is the last one on the list. His email is in the listing (you'll have
to replace the (at) with the @ sign.
Hope this helps.
Ralph Hoover wrote:
> Someone in the past posted some pictures of their Kolb side-by-side with wings
folded and a dolly which cradled the wings and the main tube. The plane was
White with Green and Purple. I would like to get some more info on this, such
as dimensions. The base tube appears to be 2" square steel and the supports appear
to be White PVC somewhere around 4" cut in half. I tried the search using
"dolly", "tube", and other words with no success. So someone wouldn't thing I
had a hankerin of lazy about me.
>
> Any help out there. I want to make one.
>
> Likin-what-I-see here from Ohio Ralph
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=38989#38989
________________________________________________________________________________
| Subject: | Re: Kolb Folded wing dolly. |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
George and John, Both, Thank you. I believe it was the Dennis Kirby's rig. It looks
"cheaper" to me (sorry Dennis, but cheap is what I need right now). I have
contacted Dennis with a request to get me some details so that I may build one.
I certanly like the Stenev Greene unit quite well. I'm just not that gifted
welding wise nor monitarly to build that one for myself.
I need something that I can use to take my folded plane from the hanger (cost is
$50.00 filded -$ 125.00 unfolded). Right now I have more time (unfold and then
refold) than I do money.
Pooh-boy Ralph in Ohio!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=38995#38995
________________________________________________________________________________
| Subject: | Re: Great Weekend |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Pat Ladd wrote:
All the crew died in the crash, except the rear gunner, whose turret detached and
he survived.
Now Pat, that is really an aussome story. Thank you.
So is the mess hall bomb. I know how much der Germans like their crout und pork!
YA?
Half German, half Itilian Ralph of Ohio....Now you all know TOO MUCH!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=38997#38997
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | the great "gapsby" |
Vic, here's some pics. My feeling was that since the center section
doesn't really
provide any lift, why not funnel some air to the prop.
That tall engine and radiator blocks enough air but at least some gets
distributed evenly.
Fairings are in my imagination but not likely to be as fancy as uncle
Craig's.
Today's flying was super. -also non eventful. (mumble mumble)
-BB
DSCN0794.JPG
DSCN0795.JPG
DSCN0796.JPG
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Wheel Camber on a FireFly |
>
><< Since I bent a landing gear leg ... The straightened leg survived
>another landing on a rough grass field, ... Jack B. Hart >>
>
>Jack -
>
>I did not know you could straighten the stock (alum) Kolb gear legs in
>place. Thanks for sharing your idea - I need to do the same on my Mark-III.
>
>
>One of my gear legs is showing signs of slight bending, and I was thinking
>of removing it to straighten it. Your jack-and-lever idea should work for a
>Mark-III, wouldn't you think?
>
Dennis,
The leg was straightened before the camber was set. When adjusting the
camber, you are bending the 5/8 inch OD steel tube that is the FireFly axle,
not the leg.
Sorry for the confusion.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | the great "gapsby"-Iditarod |
| From: | "Gherkins Tim-rp3420" <rp3420(at)freescale.com> |
Robert,
This is uncle Craig's nephew...Milo. Wow, what a neat and clean gap
seal, it's this kind of stuff that I love about this list. Reading your
previous post I imagined what you were describing, but to see the
pictures in the last post....WOW, I really like it and think it's very
cleaver!
Uncle Craig's gap seal took many man hours to engineer and build. At
times I wish the "fancy" would have been "simple" and we would be flying
much sooner.
On another note: I finally named my Firestar II plane. The official
name is "Iditarod". Some folks at MV heard the reason for the name.
Kinda crazy story, but over the years as I would erect the plane in
front of the house, people all over would stop and ask questions about
the project. Uncle Craig and would laugh afterwards on some of the
comments such as, "what is that, a helicopter"? Or "what is that, a wet
sub"? OR my favorite and most unique question to me personally, "what
is that, a dog sled?" I thought, Dog sled? My knees went weak, and I
held back the outburst, and had fun with the question and nodded "yes,
it's my Iditarod sled I'm preparing for this winter"....... There was a
few other questions about where I keep the huskies, here in Arizona or
elsewhere??????? The following day- I shared this experience with uncle
Craig and we couldn't stop laughing- A fully enclosed Iditarod sled
designed and made the hottest desert in North America......so there you
have it... Good times, that is what this Kolb family has given me.
Currently test flying uncle Craigs plane, mine soon to follow.
Take care,
Tim Gherkins
Firestar II "Iditarod" 503DCDI-3blade Powerfin-BRS750- our website-
www.milows.com
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of robert bean
Sent: Tuesday, June 06, 2006 2:47 PM
Subject: Kolb-List: the great "gapsby"
Vic, here's some pics. My feeling was that since the center section
doesn't really
provide any lift, why not funnel some air to the prop.
That tall engine and radiator blocks enough air but at least some gets
distributed evenly.
Fairings are in my imagination but not likely to be as fancy as uncle
Craig's.
Today's flying was super. -also non eventful. (mumble mumble) -BB
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
CC: jhankin(at)planters.net
HEY EVERYBODY !
THE FIRST FIRE FLY WAS SOLD ON 4 - 10 - 1995
TRAVIS @ KOLB
Way to Go Travis.....Many thanks to Herb and Jack B......
I'm like Jack ...very curious who bought the first and where it went
?......Can Travis @ Kolb come thru with all the Answers ?
Stay tuned to this Same ""Bat " Channel Same "Bat "Station :-)
Stephen
Kolb Firefly 03035
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Great Weekend (& inconsiderate image posting) |
Earl & Mim Zimmerman wrote:
> Charles Davis wrote:
>
>> Well, I didn't pilot, but I got to fly...if the pictures come through,
>> they are of the nose of a B17. The first on the ground, and the 2d
>> about 1000' over eastern PA. (look past the Norton bombsight...). We
>> also got to see a Canadian Lancaster fly, one of only 2 in the world.
>> I see in Sport Aviation that it'll be at Air Venture, and I would
>> recommend it.
>>
>> To keep this Kolb related: on the to the way to the Reading, PA WWII
>> Weekend Airshow, we stopped at KPTW for the EAA chapter's annual
>> pancake breakfast, and were pleased to find Homer enjoying the food
>> and the sights. He confirmed that he is tinkering with some designs
>> for multi-engined single and 2 place planes, but only for his own
>> enjoyment.
>>
>> Chuck
>> Malvern, PA
>> Firefly
>
>
> I was flying on Sunday and the B17 past me on the way back to Reading.
> He was flying at 2000 MSL. ~ Earl
PLEEEEEASE show a little courtesy to those of us who can't get
broadband. This one email took almost 10 minutes to download.
Matt's notice tells you how to get a *free* software package that will
reduce image size for you with just a couple of mouse clicks. Note that
he says to keep image size under 200k, preferably much less*.
Quote:
Here are some rules for posting enclosures. Failure to abide by these rules could
result in the removal of a subscriber's email address from the Lists.
1) Pay attention to what you are posting!! Make sure that the files
you are enclosing aren't HUGE (greater that 1MB). Remember that there
are still people checking they're email via dial up modem. If you post
30MB worth of pictures, you are placing an unnecessary burden on these
folks and the rest of us, for that matter.
2) SCALE YOUR PICTURES DOWN!!! I don't want to see huge 3000 x 2000
pictures getting posted that are 3 or 4MB each. This is just
unacceptable. Use a program such as Photoshop to scale the picture
down to something on the order of 800 x 600 and try to keep the
file size to less-than 200KB, preferably much less.
Microsoft has a really awesome utility available for free that allows
you to Right-Click on a picture in Explorer and automatically
scale it down and resave it. This is a great utility - get it, use it!
http://www.microsoft.com/windowsxp/downloads/powertoys/xppowertoys.mspx
Look for the link "Image Resizer"
3) !! This would seem to go without saying, but I'll say it anyway. Do not
post anything that would be considered offensive by your grandmother.
And you know what I'm saying; I don't want to see anything even
questionable. !!
4) REMEMBER THIS: If you post a 1MB enclosure to a List with 1000 members
subscribed, your 1MB enclosure must be resent 1000 times amounting
to 1MB X 1000 = 1 Gigabyte of network traffic!! BE CAREFUL and BE COURTEOUS!
unquote
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: the great "gapsby" (image size) |
robert bean wrote:
> Vic, here's some pics. My feeling was that since the center section
> doesn't really
> provide any lift, why not funnel some air to the prop.
> That tall engine and radiator blocks enough air but at least some gets
> distributed evenly.
> Fairings are in my imagination but not likely to be as fancy as uncle
> Craig's.
>
> Today's flying was super. -also non eventful. (mumble mumble)
> -BB
Same images, using the recommended image resizer set to 'small'. Total
combined image size for all 3 images is about the same as *one* of the
original images.
Please, please, please re-read Matt's posting recommendations.
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: the great "gapsby" |
Well Bob I agree with everyone real nice job and idea.
Problem is thats not the plane In the pic I was looking at.
Thanks for your time anyway.
So, your not really Bob or I replied to the wrong one.
Would the real Bob, WITH a gap seal please stand up!
Got it! Richards reply mentions Bob D. Yeah thats the ticket, Bob D. come on
down.
Do you have pic's of that Kolb in the pic's you posted that would show more
detail of the fiberglass piece in front of or actually included in the gap
seal?
Vic, I think
N40KX 912ul
Maine
--
________________________________________________________________________________
Cc: dralle(at)matronics.com
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: List Enclosure Support |
Matt,
Is it possible to put on a filter that will reject large attachment
files that cause problems for the guys with slow dial-up connections?
Good intentions are sometimes inadequate and a large files are
sometimes posted accidently.
________________________________________________________________________________
| Subject: | Re: List Enclosure Support |
| From: | "Matt Dralle" <dralle(at)matronics.com> |
Limiting incoming enclosure size can usually be done in most Email Clients - e.g.
"Skip messages larger that xxxxKB".
That being said, stay tuned as I'm investigating a method that will automatically
put the enclosures up on the Matronics web server and replace them in the email
witha URL link to the same. Should be the cool setup.
Matt Dralle
Matronics Email List Admin
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=39097#39097
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: List Enclosure Support |
> Is it possible to put on a filter that will reject large attachment
> files that cause problems for the guys with slow dial-up connections?
For those of you using Outlook...
Located under TOOLS, OPTIONS, MAIL SETUP tab,
SEND/RECEIVE, and then EDIT the mail group
settings....sounds difficult but is easy once you find it.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "frank & margie" <frank-margie(at)worldnet.att.net> |
| Subject: | Tauidragger Toe In/Out |
Ref Jim's info:
-------------------
> I always set camber at 7 degrees with the weight of the aircraft on
the
> wheels.
> When you set your skinny or fat butt in the aircraft you have about 0
to
2 degrees camber.
> I always use 0 degrees toe in or toe out.
>
> Jim Hauck
---------------------------------------------------
Are there published spec's for Kolb toe and camber settings? EAA has
published some good info on toe in/out, basically saying that
taildraggers are better off with toe out. According to the article(s),
toe out helps prevent ground looping, because the slight outward bias
keeps the machine going straight. Especially when the weight shifts to
one side, that tire will resist the aircraft turning in the opposite
direction (it would turn toward the other side if it had toe in). (This
was mentioned on The List a while back, but I don't believe that
discussion reached any conclusion.)
We cured a bad case of squirrelly ground handling (in a taildragger
ultralight) by changing the original toe in condition to toe out. We
were supprised at how much difference it made, it was much more than we
expected. Based on that experience, we have been true believers in toe
out for taildraggers.
Which is why we were confused when we were shown manufacturer's
literature that specifies toe IN for some standard cert taildraggers,
specifically Cessna 140 and Stearman. And we've been told that many
other standard cert taildraggers also specify toe IN for the factory
settings.
Now we're REALLY confused. Can any of the technically astute folks on
this list shed any light on the subject?
Thanks,
Frank Clyma
Orange Park, FL
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Tauidragger Toe In/Out |
From: "frank & margie" <frank-margie(at)worldnet.att.net>
Subject: Kolb-List: Tauidragger Toe In/Out
Date: Tue, 6 Jun 2006 23:26:14 -0400
Sender: owner-kolb-list-server(at)matronics.com
X-Virus-Scanned: by amavisd-new at onlyinternet.net
...............................................
Now we're REALLY confused. Can any of the technically astute folks on this
list shed any light on the subject?
...............................................
Frank,
May be some question about being astute, but I believe the FireFly does well
without toe-in or toe-out because the cg is almost directly above the line
passing through the center of the wheels. This design feature makes the
FireFly easier to turn while on the ground. Now comes the BUT. But it has
a tendency to make the FireFly more unstable due to weight shifts or side
wind loads while taxiing if there is toe-in or
toe-out.
As for why you would want to use toe-in or toe-out, I don't know the answer.
It does keep you busy on the rudder pedals.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Tauidragger Toe In/Out |
Frank,
Toe-out greatly increases the bending stress on the landing gear legs
during a hard landing,
but toe-in helps to minimize the bending stress.
In a hard Kolb landing you will wish you had some toe-in,
but I agree with you about the toe-out handling advantage.
________________________________________________________________________________
| From: | "Robert Bennethum" <rbennethum(at)verizon.net> |
I just lowered the price on my Mk II to $9900. It was finished in 2001
and has 52 hrs total time on airframe and engine. It flies great, I was
out last weekend with it but unfortunately some new bills came up that
need to be paid. Check out my webpage for it!
Bob Bennethum
http://mysite.verizon.net/vze7ykbz/
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: List Enclosure Support |
Eugene, if you go on the BBS site, which I don't use, you can see the
individual file sizes before opening them.
Personally I like large files so I can zoon in for more detail,
especialy on porn sites. Kidding ofcourse.
Vic
N40KX 912ul
Maine
Matt,
Is it possible to put on a filter that will reject large attachment
files that cause problems for the guys with slow dial-up connections?
--
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I am looking for a engine plate that will fit a 503 to a Firestar II. I
also need the oil injection system? for a 503.
Larry, Oregon
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | interesting picture ... not kolb ... but flying high |
An Alaskan Volcano Erupts
Explanation:
What is happening to that volcano? It's erupting! The first person to
note that the Aleutian Cleveland Volcano was spewing ash was
astronaut Jeffrey N. Williams aboard the International Space Station.
Looking down on the Alaskan Aleutian Islands two weeks ago, Williams
noted, photographed, and reported a spectacular ash plume emanating
from the Cleveland Volcano.
________________________________________________________________________________
| From: | "Bob Brocious" <bbrocious(at)hotmail.com> |
| Subject: | battery recommendation please |
Folks,
I need to replace the battery for "Miss B." She has the 582 Rotax starter
to spin, and the EIS to power up. There are no other power requirements, no
lights (though I do have a hotbox to drive strobes, they're just not
installed). The box is 4"x8"x7". I see on the California Power Systems web
site that their batteries come in various amperages. They also have the
"no-maintenance" batteries. Any suggestions or experience you care to pass
along?
Bob Brocious
Mark III "Miss B"
Tenacity Farm
www.tenacityfarm.blogspot.com
Carrollton, Kentucky
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Landing Leg Replacement on a FireFly |
It is raining, so I put together a page. It can be seen at:
http://www.thirdshift.com/jack/firefly/firefly127.html
Jack B. Hart FF004
Winchester, IN
>Jack B. Hart FF004
>Winchester, IN
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: battery recommendation please |
| I need to replace the battery for "Miss B."
|
| Bob Brocious
Bob:
I start my 912ULS on a small 12 AH sealed lead acid battery. The one
I am using is 6+ years old.
I gave a friend of mine a 6AH sealed lead acid battery which he uses
on a Little Red Rocket (Maxair) and a 582. This battery is also 6+
years old.
john h
mkIII
________________________________________________________________________________
| Subject: | interesting picture ... not kolb ... but flying high |
| From: | "Eugene Zimmerman" <etzim62(at)earthlink.net> |
An Alaskan Volcano Erupts
Explanation:
What is happening to that volcano? It's erupting! The first person to note that
the Aleutian Cleveland Volcano was spewing ash was astronaut Jeffrey N. Williams
aboard the International Space Station. Looking down on the Alaskan Aleutian
Islands two weeks ago, Williams noted, photographed, and reported a spectacular
ash plume emanating from the Cleveland Volcano.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=39188#39188
Attachments:
http://forums.matronics.com//files/volcanoplume_830.jpg
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: battery recommendation please |
Seems to me that you had that bird up for sale? If you are keeping it,
go with John H's idea in his post. If you are selling it, go to a
motorcycle shop, get a battery to fit the space, spend $35, and pocket
the difference. I am using a Yuasa motorcycle battery, it spins the 582
quite well, and lasts about three years before needing replacement.
Richard Pike
MKIII N420P (420ldPoops)
Bob Brocious wrote:
>
> Folks,
> I need to replace the battery for "Miss B." She has the 582 Rotax
> starter to spin, and the EIS to power up. There are no other power
> requirements, no lights (though I do have a hotbox to drive strobes,
> they're just not installed). The box is 4"x8"x7". I see on the
> California Power Systems web site that their batteries come in various
> amperages. They also have the "no-maintenance" batteries. Any
> suggestions or experience you care to pass along?
>
> Bob Brocious
> Mark III "Miss B"
> Tenacity Farm
> www.tenacityfarm.blogspot.com
> Carrollton, Kentucky
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
| Subject: | Re: Great Weekend (& inconsiderate image posting) |
ray anderson wrote:
> Like Richard I downloaded the file and couldn't find it. Erased it and
> tried again loading it onto desktop. Found it there but when clicking on
> it, right mouse, left mouse, middle mouse, any old mouse, it wouldn't do
> any thing.
It worked for me?? Are you guys using windows XP? ~ Earl
________________________________________________________________________________
| From: | "Bob Pongracz" <pongoflyer(at)myway.com> |
For what it's worth, fhe fuselage on my Firefly project is stamped 'UL001', and
was apparently an early factory demo. The wings & tailfeathers are from
another plane. This may not count in the ongoing thread for FF's marked FF001...and
so on, but it is what it is.Bob PongraczFirefly project at PA88
_______________________________________________
No banners. No pop-ups. No kidding.
Make My Way your home on the Web - http://www.myway.com
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
On the ride with Dave in his C-175, we went between 2 of the spires, or
"monuments" on the way back from Mexican Hat. This looks pretty
impressive - and it was - but don't get too excited about risk. We were
at least 500 ft agl, (these things are ~700 ft high) and the spires were
more than 100 yards from each wingtip. The telephoto lens makes 'em
look very close, but it was plenty exciting as it was.
If you guys on dial up find this to be too long a download, let me know,
and I'll cut future ones down, as I did this. Lar.
________________________________________________________________________________
downloaded in short time with dial up...pictures are great...thanks Jim
Swan
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
10,000 feet through a frozen meadow in the Rocky Mountains. Also shot
from a Kolb mkIII.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
13,000 feet over the Rockies, and in a Kolb mkIII.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Big beer, Rigby, Idaho.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
John W under John H's wing over the Alvord Desert.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
This one may be eastern Nevada, or could be western Utah.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Landing Leg Replacement on a FireFly |
Anyone know why a newer leg would be longer than older leg?
Could it be that the slight increase in length make the tail heavier
thus help reduce the FireFly's tenancy to nose over under the right
conditions. We had an early model FireFly and it would go over
pretty easy compared to the FireStars. Usually occurred when you
were slow and the only harm was the pilots embarrassment being stuck
with the nose on the ground and the tail up in the air. I know I had
asked/suggested they move the gear forward just a little or extend it
to help reduce this tendency - could they had incorporated it, if so
that is a good thing.
jerb
At 11:09 AM 6/7/2006, you wrote:
>
>
>It is raining, so I put together a page. It can be seen at:
>
>http://www.thirdshift.com/jack/firefly/firefly127.html
>
>Jack B. Hart FF004
>Winchester, IN
>
>
> >Jack B. Hart FF004
> >Winchester, IN
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Any one need a FireFly nose cone (Kolb Aircraft vintage) or a gear
leg, I believe I still have one gear leg on hand. If interested
email me direct. Located in Dallas TX.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Great Pics, keep'em coming!
|
| Bob D.
Thanks Bob:
And taken with one of those cheap little Fuji cameras. ;-)
john h
mkIII
________________________________________________________________________________
thanks john for the pic's they are great....Jim Swan
do not archive...
________________________________________________________________________________
| From: | "RICHARD BUTLER" <RICHARDBUTLERS(at)msn.com> |
Looking for firefly project or completed. As close to P103 as possible.
Location not an issue.
Richard Butler, AZ
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | Re: firefly wanted |
Cc: RICHARD BUTLER
I have one that was never for sale but I will sell it. I just got it 2 month ago
I have it on it's landing gear with rudder completed. I have complete kit's
1 and 2 with big tires. I live in Phoenix, AZ close to Deer Valley airport.
Have all receipts from factory. Hear are some pictures
--
Rob.
---- RICHARD BUTLER wrote:
> Looking for firefly project or completed. As close to P103 as possible.
> Location not an issue.
> Richard Butler, AZ
________________________________________________________________________________
| From: | "Travis Brown" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: firefly wanted |
RICHARD PLEASE CALL TRAVIS @ KOLB 606 862 9692
----- Original Message -----
From: RICHARD BUTLER
To: kolb-list(at)matronics.com
Sent: Thursday, June 08, 2006 9:33 AM
Subject: Kolb-List: firefly wanted
Looking for firefly project or completed. As close to P103 as
possible.
Location not an issue.
Richard Butler, AZ
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: firefly wanted, enclosures |
Well , it looks like after 8 years on the Kolblist I'm going to have to
block them from my email. These 10 minute downloads of pics are too long for
my dial up. This last one should have been sent bc.
----- Original Message -----
From: <jeepacro(at)cox.net>
Cc: "RICHARD BUTLER"
Sent: Thursday, June 08, 2006 10:07 AM
Subject: Re: Kolb-List: firefly wanted
> I have one that was never for sale but I will sell it. I just got it 2
month ago I have it on it's landing gear with rudder completed. I have
complete kit's 1 and 2 with big tires. I live in Phoenix, AZ close to Deer
Valley airport. Have all receipts from factory. Hear are some pictures
> --
> Rob.
>
> ---- RICHARD BUTLER wrote:
> > Looking for firefly project or completed. As close to P103 as possible.
> > Location not an issue.
> > Richard Butler, AZ
________________________________________________________________________________
| Subject: | Re: firefly wanted, enclosures |
I agree, that was totally inconsiderate by sending such a large file.
In a message dated 6/8/2006 10:10:48 A.M. Mountain Daylight Time,
snuffy(at)usol.com writes:
--> Kolb-List message posted by: "Kirk Smith"
Well , it looks like after 8 years on the Kolblist I'm going to have to
block them from my email. These 10 minute downloads of pics are too long for
my dial up. This last one should have been sent bc.
----- Original Message -----
From: <jeepacro(at)cox.net>
Cc: "RICHARD BUTLER"
Sent: Thursday, June 08, 2006 10:07 AM
Subject: Re: Kolb-List: firefly wanted
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: firefly wanted, enclosures |
I doubt whether ill intentions were at heart in those photo attachments.
There are those of us who are not that savvy regarding pixels and photo
sizing.
-Myself included. I thought resizing would be enough but Lar informed
me
otherwise. In the future I will try to economize.
Meanwhile, if you don't want to tie up your machine you could read the
messages from the website.
-BB
like everything else, sometimes extra features have a downside.
On 8, Jun 2006, at 2:11 PM, FS2Kolb(at)aol.com wrote:
>
> I agree, that was totally inconsiderate-by sending-such a large
file.
> -
> -
> In a message dated 6/8/2006 10:10:48 A.M. Mountain Daylight Time,
> snuffy(at)usol.com writes:
>>
>> Well , it looks like after 8 years on the Kolblist I'm going to have
>> to
>> block them from my email. These 10 minute downloads of pics are too
>> long for
>> my dial up. This last one should have been sent bc.
>> ----- Original Message -----
>> From: <jeepacro(at)cox.net>
>> To:
>> Cc: "RICHARD BUTLER"
>> Sent: Thursday, June 08, 2006 10:07 AM
>> Subject: Re: Kolb-List: firefly wanted-
________________________________________________________________________________
| From: | "RICHARD BUTLER" <RICHARDBUTLERS(at)msn.com> |
| Subject: | Re: firefly wanted, enclosures |
Well isn't this interesting!
While I'm the one who put out the request for a "wanted fly"
and am not responsible for the "large" pictures.
In support of the person who sent the pictures to me... and all of you
let you give you my view:
I appreciated the pictures
I'm excited about the Firefly and ultralights
I am a private SE Seaplane pilot myself
My interest in ultralights is 10+ years old
So now the question that jumps out...
while sending large files is annoying
Is it better to gather a new to ultralight pilot like myself
or to complain about your personal internet connection on a site
dedicated to the furtherance of the future of ultralights.
It would be a shame for anyone to discontinue their Kolb digest
subscription because their computer is slow.
Looking forward to seeing you all
R Butler
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
> Matt, unless you can limit the size of e-mails to say, 100K, we'll run into
this problem over and
> over again. Besides, you all have the PhotoShare space to put pictures.
One more time....YOU, the end user...yes YOU....have the
ability to limit the size of message that YOU receive via your
email program (at leat the Outlook and Pegasus folks). Not too
hard to figure out. Unless you just want to continue to
complain......
(the above "you" is generic..applies to no one in particular and
anyone who wishes to kill the large messages)
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
I'm not a master of picture file reducing. I'm a very considerate airplane loving
guy that just got on this kolb thing "8 day's ago" to learn things about
the KOLB Firefly. I can say that after just 8 day's of being on this Kolb thing
I have learned there are some not so happy Kolb owners with slow computers
that think I'm inconsiderate. I learned sometimes the plane can nose over on
landing's , and I piss off a few when I send pictures. sorry. Let's get back
to the plane. I've just started the building of this thing and I can say
I'm loving it! Flying it is going to be just as good I hope. The nose over on
landing thing, anyone out there had this happened to them? I want to hear on
a 1 to 10 scale how easy does this happen in you're opinion. How do you land
wheel or 3 point? Has anyone seen a fatter tail wheel that will fit so that
it can land in sand and not sink as bad? I'm thinking of the kind that Alaskan
bush plane makes. Any idea's of how I can make one supper light? Maybe even
off of a toy or something etc. Buy the way for all who can't open the picture
I rudely sent it was a picture of my unfinished Kolb Firefly sitting in my
driveway......................
Rob.
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: firefly wanted, enclosures |
Hard to say. You might end up being another............;) I do think
it's better to familiarize ourselves with the guidelines of posting and
understand them before posting. There are a lot of people that read this
list and many have slow dial up internet service on their giggle hz
computers. The action of posting a larger than suggested file would
suggest a lack of regard for, or ignorance of, the guidelines about
posting such files. Lack of consideration if you will. Matt has posted
the guidelines clearly for all to see any time they feel they need to .
They are good, workable, well thought out guidelines that can keep the
list running smoothly, and with civility.
Is it better to gather a new to ultralight pilot like myself
or to complain about your personal internet connection on a site
dedicated to the furtherance of the future of ultralights.
________________________________________________________________________________
| From: | "RICHARD BUTLER" <RICHARDBUTLERS(at)msn.com> |
| Subject: | Re: firefly wanted, enclosures |
I did not post the file ...just like to fly. And those that do.
R Butler
----- Original Message -----
From: Kirk Smith<mailto:snuffy(at)usol.com>
To: kolb-list(at)matronics.com
Sent: Thursday, June 08, 2006 4:06 PM
Subject: Re: Kolb-List: Re: firefly wanted, enclosures
Hard to say. You might end up being another............;) I do think
it's better to familiarize ourselves with the guidelines of posting and
understand them before posting. There are a lot of people that read this
list and many have slow dial up internet service on their giggle hz
computers. The action of posting a larger than suggested file would
suggest a lack of regard for, or ignorance of, the guidelines about
posting such files. Lack of consideration if you will. Matt has posted
the guidelines clearly for all to see any time they feel they need to .
They are good, workable, well thought out guidelines that can keep the
list running smoothly, and with civility.
Is it better to gather a new to ultralight pilot like myself
or to complain about your personal internet connection on a site
dedicated to the furtherance of the future of ultralights.
________________________________________________________________________________
| From: | "Guillermo Uribe" <WillUribe(at)aol.com> |
Hi Rob,
It doesn't take much to master picture resizing. Just a couple of clicks and
you are done. A slow computer has nothing to do with downloading pictures.
You can have the fastest computer in the world but if you have dial up it
will still take a very long time to download large files.
I have nosed over my FireStar twice but never on landing. I think it would
be very hard to do that unless you have an uncontrolled landing or you hit
something on the runway.
The first time I nosed over was when taking off a grass field (grass??? What
is that?) I went to full throttle at a stand still and didn't hold the
elevator up.
The second time I nosed over was when I started the engine at full throttle
and couldn't throttle down because the cable was bent.
If you watch the video I took last year at MV you will see some very good
techniques on landing Kolbs.
http://home.comcast.net/~kolbflyer/
Wouldn't installing a heavier tail wheel, may throw off your W&B requiring
you to add ballast in the nose of your Firefly.
I saw the picture you posted and I hope you are going to paint over the Zinc
chromate primer with two part epoxy primer or else when you apply the
polytac the Zinc chromate primer will start melting.
Hope this helps,
Will Uribe
Desert southwest
El Paso, TX
FireStar II N4GU
http://members.aol.com/firestartwo/Kit1.html
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of jeepacro(at)cox.net
Sent: Thursday, June 08, 2006 3:01 PM
Subject: Kolb-List: enclosures
I'm not a master of picture file reducing. I'm a very considerate airplane
loving guy that just got on this kolb thing "8 day's ago" to learn things
about the KOLB Firefly. I can say that after just 8 day's of being on this
Kolb thing I have learned there are some not so happy Kolb owners with slow
computers that think I'm inconsiderate. I learned sometimes the plane can
nose over on landing's , and I piss off a few when I send pictures. sorry.
Let's get back to the plane. I've just started the building of this thing
and I can say I'm loving it! Flying it is going to be just as good I hope.
The nose over on landing thing, anyone out there had this happened to them?
I want to hear on a 1 to 10 scale how easy does this happen in you're
opinion. How do you land wheel or 3 point? Has anyone seen a fatter tail
wheel that will fit so that it can land in sand and not sink as bad? I'm
thinking of the kind that Alaskan bush plane makes. Any idea's of how I can
make on!
e supper light? Maybe even off of a toy or something etc. Buy the way for
all who can't open the picture I rudely sent it was a picture of my
unfinished Kolb Firefly sitting in my driveway......................
Rob.
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
Go to Tools/Account Settings/Disk Space
> Richard Pike
> MKIII N420P (420ldPoops)
Richard,
I went to tools and accounts but I don't got no disk space thingy. I
can't find a thing that limits incoming email size anywhere.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Now, there would be the real deal. If you could tell your email not to
accept anything over xxxx kilobytes, then you wouldn't hafta sit thru long
downloads. Is such a thing really available ??
Before I got DSL it used to drive me crazy, trying to figure a way to stop
the fool thing from tackling a long download, and it just don't
listen....once it starts, you're stuck. Unfortunately, sometimes people
make mistakes, even with the best of intentions. I've goofed on occasion
myself, and sent friends a 3 or 4 megabyte photo by mistake. They don't say
thanks, believe me, if they're on dial up.
Someone mentioned sending larger pics on the on-line version. This makes a
lot of sense to me, and is easy enuf to do. If you're not sure how large
the picture you want to attach is, open it on your screen, (before you send
it) right click it, then click "properties" in the drop down box that
appears. The size, in kilobytes, will be right there. If it's larger than
100 kb, don't attach it to a regular email.........send it via the on-line
site. Should be simple enuf.
I'll repeat an earlier offer - if you're unsure of how to do any of this,
email me your picture; I'll resize it for you, and email it back, ready to
attach to a regular email. If you check the emails Bob D. teased me about
last night, you'll see that the photos are 1000x750 pixels; they are large,
bright and clear, and only use about 50 - 75 kb each. If you check his,
you'll see that his are also in the 30 -50 kb range, and hurt nobody's
feelings.
Please, if you get impatient, don't start another flame war over something
so easy to fix. Send it to Papa Lar, and I'll make it all better. :-) We
all got along and enjoyed the List for years.......let's continue to do so.
Lar.
----- Original Message -----
From: "Kirk Smith" <snuffy(at)usol.com>
Sent: Thursday, June 08, 2006 4:54 PM
Subject: Re: Kolb-List: Attachments
>
> Go to Tools/Account Settings/Disk Space
>> Richard Pike
>> MKIII N420P (420ldPoops)
>
>
> Richard,
>
> I went to tools and accounts but I don't got no disk space thingy. I
> can't find a thing that limits incoming email size anywhere.
>
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | FireFly Nose Over on Landing |
>
>I'm not a master of picture file reducing. I'm a very considerate airplane loving
guy that just got on this kolb thing "8 day's ago" to learn things about
the KOLB Firefly.
...............................
The nose over on landing thing, anyone out there had this happened to them?
I want to hear on a 1 to 10 scale how easy does this happen in you're opinion.
How do you land wheel or 3 point?
...............................
Rob,
I have put my FireFly into a bean and corn field, and I have landed it in
tall grass with a couple inches of water on the ground. In all cases, I
tried to three point it and it gave no indication of wanting to go on its
nose. Before I moved the flaperon control to the left side, I did not use
the flaperons, so the tail wheel hit first. With five degrees of flaperon
my FireFly will three point. I am using the four inch plastic wheels. I
always three point the FireFly so that I am in practice to touch down at the
lowest possible speed.
I have put it on its nose three times on grass. The first nose over was
during the first take off from grass. I was used to hard surface take offs
and I was too heavy on the throttle. I was too slow in recognizing what was
going on and did not get the throttle back in time. I never let the tail
come up. I hold the stick back against the stop. I slowly advance the
throttle. On take off from grass and with the stick back against the stop,
if the tail starts to come up you are on your way to a nose over. Be timid
with the throttle and nurse it up into ground effect, let the stick go
forward to get up to a reasonable flight speed and then aggressively advance
the throttle.
The other two nose overs were from trying to taxi through tall wet grass
over soft ground. With the four inch wheels you can't do it. It is best to
shut down, get out and hand man handle the FireFly to where ever you want to
go.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: Non-Kolb for sale |
Hi Richard,
How do you think that J6 would perform with a 912 Rotax? Kirk
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: firefly wanted, enclosures |
And if someone's savvy enough to operate a digital camera and
post pics to the 'Interweb', they should be able to resize to 640 x
480 with ease. I and many others would appreciate it !
Ed in JXN
I'm on the road, downloading on a dail up modem at a screaming
40kbps.
1.5 mb takes quite a while to download.
At home, my RR cable modem screams.
Agree, not that hard to reduce the size of pics prior to posting.
Thanks in advance,
john h
mkIII
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Non-Kolb for sale |
I would want it back... It would be a very good and very capable
airplane. Read an article years ago about a guy who hung a Subaru on the
nose of one and loved it, so it will obviously handle the extra weight
and power.
Richard Pike
MKIII N420P (420ldPoops)
Kirk Smith wrote:
>
> Hi Richard,
> How do you think that J6 would perform with a 912 Rotax? Kirk
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Blumax008(at)aol.com |
| Subject: | Re: FireFly Nose Over on Landing |
Rob...
Wanted to add this to the excellent reply by Mr. Hart...
If a nose over happens to you, be careful & deliberate getting out of the
cockpit. Slowly ease your way out while applying downward pressure to the
cockpit frame with you body, hands or both. This will prevent the tail from
banging into the ground as you get out & possibly damaging your tailwheel.
I had it happen to me once in soft sand. No problem, just a little sand in
the nose pitot.
Bill
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Restricting Long Downloads on Dial Up |
Yah, I'm sitting here fat & happy with my high speed cable connection,
but stuck when I'm on the road and using campground dial ups. Several
have mentioned setting a rule, but I couldn't figure that out. Last
night and this morning, Jim Baker very kindly took the time and trouble
to walk me thru it. Very simple, once I found the secret.
If you have dial up service, and don't want to accept the long
downloads, read on..................
For those with Outlook Express.........click on Tools, then on Message
Rules, then Mail. On the box that opens, click New on the right side,
then on the new box, in the top section (here's where I got stuck)
*Scroll Down* till you see "Where Message Size is More Than Size. Check
that box, and box 3 will highlight the word "Size." Click that and
choose the maximum size you want to accept, type it in,then then go to
section 2 and scroll down (I hadn't been seeing the scroll arrows) till
you can check the box saying "Do not Download it from server." That's
all there is to it. Later, if you get on high speed, just un-check it
from the Message Rules box. Simple.........I just couldn't see it.
Thanks, Jim. Lar.
________________________________________________________________________________
| From: | "Chuck Stonex" <cstonex(at)msn.com> |
| Subject: | Owners and Flyers in Des Moines |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | "Chuck Stonex" <cstonex(at)msn.com> |
| Subject: | Owners and Flyers in Des Moines |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | "Chuck Stonex" <cstonex(at)msn.com> |
| Subject: | Owners and Flyers in Des Moines |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: Restricting Long Downloads on Dial Up |
Larry Bourne wrote:
> Yah, I'm sitting here fat & happy with my high speed cable connection,
> but stuck when I'm on the road and using campground dial ups. Several
> have mentioned setting a rule, but I couldn't figure that out. Last
> night and this morning, Jim Baker very kindly took the time and
> trouble to walk me thru it. Very simple, once I found the secret.
>
> If you have dial up service, and don't want to accept the long
> downloads, read on..................
>
> For those with Outlook Express.........click on Tools, then on Message
> Rules, then Mail. On the box that opens, click New on the right side,
> then on the new box, in the top section (here's where I got
> stuck) *Scroll Down* till you see "Where Message Size is More Than
> Size. Check that box, and box 3 will highlight the word "Size."
> Click that and choose the maximum size you want to accept, type it
> in,then then go to section 2 and scroll down (I hadn't been seeing the
> scroll arrows) till you can check the box saying "Do not Download it
> from server." That's all there is to it. Later, if you get on high
> speed, just un-check it from the Message Rules box.
> Simple.........I just couldn't see it. Thanks,
> Jim. Lar.
Lar,
What did you set your limit for? 100 KB as has been mentioned on the
list, more or less? I don't want to lose reasonable size downloads.
Thanks for the heads up on how to set up the limit.
Terry
________________________________________________________________________________
| Subject: | Leave me out of this !!! |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I logged onto the list this morning for the first time in over a week and in amidst
the usual stuff and bickering I see my name in one of the topics posted by
dhkey(at)msn.com. I dont know who you are dhkey(at)msn.com but you have no right
to sign my name to any post ! Posting links to posts of mine from 4 months ago
to try to justify what you have done is dishonest and is just an obvious effort
by yourself to confuse people. Anyone can post links to old posts all day
long, it does not show anything other than an attempt to confuse readers by
implying something that is not true.
If you paid any attention to the 4 month old posts you erroneously quoted me on,
you would see that I have no problem with saying whatever I need to say here
and signing my name to it. Whatever may have been said 4 months ago here on
the list is history and over with as far as I am concerned. If some of you have
pissed people off and are having problems here on the list, be man enough to
deal with it yourself, dont blame your problems on me and try to drag me into
it. Most of all, do not sign my name to posts that I did not write, that is
just a cowardly thing to do.
Michael A. Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=39604#39604
________________________________________________________________________________
| From: | "Jimmy Hill" <hillstw(at)jhill.biz> |
| Subject: | Re: Owners and Flyers in Des Moines |
Forgive this method of replying in order to access the list, but I have
tried and tried the normal way and failed.
I have a very good Firestar II for sale, as I don't have time to fly it
and RV both. It has a strong 503 DCDI and is in exc. condition.
Jimmy
405-743-4455
----- Original Message -----
From: Chuck Stonex
To: kolb-list(at)matronics.com
Sent: Friday, June 09, 2006 9:05 AM
Subject: Kolb-List: Owners and Flyers in Des Moines
I'm still in the shopping stage which is the story of my life it
seems. Are there any Kolb Fire Star owners in the Des Moines IA area to
help me get used to a Kolb? It is my second choice plane and I have my
eye on a couple of them that interest me as an alternatrive to not being
able to get hanger space for my first choice.
LEBTF
Chuck Stonex
-------------------------------------------------------------------------
-----
more. It's free!
=========================
=========================
http://wiki.matronics.com
=========================
=========================
===========
________________________________________________________________________________
| From: | "Guillermo Uribe" <WillUribe(at)AOL.com> |
| Subject: | FireFly Nose Over on Landing |
Hi Rob,
The only thing that takes a hit when you nose over a Kolb is your pride but
if you nose over a Challenger your wallet also takes a hit.
This happened this morning.
Regards,
Will Uribe
El Paso, TX
FireStar II N4GU
http://home.elp.rr.com/airplane/
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Blumax008(at)aol.com
Sent: Friday, June 09, 2006 7:12 AM
Subject: Re: Kolb-List: FireFly Nose Over on Landing
Rob...
Wanted to add this to the excellent reply by Mr. Hart...
If a nose over happens to you, be careful & deliberate getting out of the
cockpit. Slowly ease your way out while applying downward pressure to the
cockpit frame with you body, hands or both. This will prevent the tail from
banging into the ground as you get out & possibly damaging your tailwheel.
I had it happen to me once in soft sand. No problem, just a little sand in
the nose pitot.
Bill
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Y'all;
Dang is the majority of this list having their monthly period, or is the
weather or moon phase causing everyone to be so danged touchy.
Jim Hauck
On 6/9/2006 4:07:21 PM, Chris Mallory (wcm(at)tampabay.rr.com) wrote:
> Everyone,
> My apologies guys, I didn't mean to slam those of you that don't have
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
X-SpamReason %%SpamReason%%:
> While you can screen the problem remains you still have the message
> in your mail box which mean you mail box will soon fill.
Nope. Kills it at the server before it downloads.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "bryan green" <lgreen1(at)sc.rr.com> |
| Subject: | Re: Leave me out of this !!! |
>
> I logged onto the list this morning for the first time in over a week and
> in amidst the usual stuff and bickering I see my name in one of the topics
> posted by >
I got back o the list 2 days ago after being gone for about six months.
In all the messages I've received about 20% were Kolb or airplane related
the rest was the usual people bitching about something or someone else, so
after this message I will be gone again for good.
I finished my Firestar and registered it as ELSA thanks tofor all the
help I got from this list and to the friends I made here John Hauck, Jim
Hauck, John Williamson, big Lar, Steve and a few others I hope to see you
soon. E-mail me B/C anytime.
I'm sending a picture of my plane and no dought it will piss someone
off!
Bryan Green (Elgin SC)
Sonex #929
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Leave me out of this !!! |
| I'm sending a picture of my plane and no dought it will piss
someone
| off!
|
|
| Bryan Green (Elgin SC)
| Sonex #929
Bryan:
The Firestar looks great. Looks like it may have a larger fuel tank
and longer gear legs.
Glad I could be of some help.
john h
MKIII
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
| Subject: | Re: Leave me out of this !!! |
Bryan;
Dang nice looking bird
Jim Hauck
----- Original Message -----
From: "bryan green" <lgreen1(at)sc.rr.com>
Sent: Friday, June 09, 2006 6:56 PM
Subject: Re: Kolb-List: Leave me out of this !!!
>
>
>>
>> I logged onto the list this morning for the first time in over a week and
>> in amidst the usual stuff and bickering I see my name in one of the
>> topics
>> posted by >
>
> I got back o the list 2 days ago after being gone for about six months.
> In all the messages I've received about 20% were Kolb or airplane related
> the rest was the usual people bitching about something or someone else, so
> after this message I will be gone again for good.
> I finished my Firestar and registered it as ELSA thanks tofor all the
> help I got from this list and to the friends I made here John Hauck, Jim
> Hauck, John Williamson, big Lar, Steve and a few others I hope to see you
> soon. E-mail me B/C anytime.
> I'm sending a picture of my plane and no dought it will piss someone
> off!
>
>
> Bryan Green (Elgin SC)
> Sonex #929
>
>
>>
>>
>>
>>
>>
>>
>>
>>
>
________________________________________________________________________________
| From: | "Vic" <vicw(at)vcn.com> |
| Subject: | Re: Kolb-List Digest: 31 Msgs - 06/08/06 |
Quit you complaining about picture sizes. Set you E-mail to kick any thing
over a certain size and you don't have the problem. I live full time in a
motor home and I depend on Verizon broadband for my e-mail. Sometimes I
have great speed and other times I have really slow speed. When the speed
is slow I just set my e-mail to block anything bigger than 1000K.
What really makes me happy is when some one sends me a link to the picture.
If I am at a place that has slow speed I can just save the link until I have
high speed and then I can download the picture. I enjoy pictures but have
learned to cope with the limitations of getting away from it all. By the
way, the fish are biting. Grilled fish for dinner tonight.
Right now I am parked on a creek bank in the mountains of Wyoming and my
connect speed is only 115 kbs. Not bad but not the best for big pictures.
When I get back to the real world and fast connect speeds (I am not rushing
the return) I will download the big stuff.
Vic W
Somewhere in Wyoming
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
In a message dated 6/9/2006 4:18:49 P.M. Eastern Standard Time,
jimh474(at)earthlink.net writes:
Dang is the majority of this list having their monthly period, or is the
weather or moon phase causing everyone to be so danged touchy.
Jim Hauck
Neither one Jim,
There's something in the water.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
________________________________________________________________________________
| Subject: | Re: Leave me out of this !!! |
In a message dated 6/9/2006 7:36:04 P.M. Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
I'm sending a picture of my plane and no dought it will piss
someone
| off!
|
|
| Bryan Green (Elgin SC)
| Sonex #929
Enjoyed your Post Bryan,
Nice to see someone having fun with their plane.
steve boetto
ff007
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
X-SpamReason %%SpamReason%%:
> Hmmm.............don't like that. I'd like to be able to access those
> messages when I get to a high speed link, like WiFi or such. Is there a way
> to screen them out when desired, and access them later ??
Read your choices in the rules list....leave it on the server if you
want to. I wouldn't, but you certainly can.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Don't give up on the list! |
Bryan,
Don't give up on the list. I mostly just lurk and monitor the list. I have
been on it for several years and have seen bad apples come and go. For the
most part the list is made up of good folks wanting to share experiences and
help one another. While I agree it has been excessively bad the past couple
of months, I truly believe that Matt has made it clear that flaming,
cussing, belittling, etc. will not be tolerated anymore. Give it a chance
for awhile and see if it gets better. Usually the bad apples rot and go
away.
By the way, that is a really nice looking plane. Long legs on a Kolb makes
them look sexy.....sort of, if you know what I mean.
I believe that I sold you a stick mount master cylinder. Did you use it on
this plane?
I would like to see some better pictures if you have them. Please send some
off list to me if you don't mind. I do have dial-up, so I'll just tolerate
the slow download.
Thanks,
John Cooley
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of bryan green
Sent: Friday, June 09, 2006 5:56 PM
Subject: Re: Kolb-List: Leave me out of this !!!
>
> I logged onto the list this morning for the first time in over a week and
> in amidst the usual stuff and bickering I see my name in one of the topics
> posted by >
I got back o the list 2 days ago after being gone for about six months.
In all the messages I've received about 20% were Kolb or airplane related
the rest was the usual people bitching about something or someone else, so
after this message I will be gone again for good.
I finished my Firestar and registered it as ELSA thanks tofor all the
help I got from this list and to the friends I made here John Hauck, Jim
Hauck, John Williamson, big Lar, Steve and a few others I hope to see you
soon. E-mail me B/C anytime.
I'm sending a picture of my plane and no dought it will piss someone
off!
Bryan Green (Elgin SC)
Sonex #929
>
>
>
--
--
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Something New!!!!!! |
I have a redrive VW powered MKIIIc that I'm trying to design a trailer for.
I have been trying to figure a easy/light way that I could build a
bracket/cart/something that I could clamp the tail boom to then fold the
wings and set them into this cart. Then with a electric winch just pull the
plane up and into the trailer. I want it easy to get the plane in and out of
the trailer.
I have a Toyota Mini Van that I have as a tow vehicle. I have a single axel
boat trailer that is light and long enough to do the job but the design
escapes me. Originally I had planned a cart the would run on rollers on a
tracks on the inside/sides of the trailer with track extensions so that the
plane could be connected and the wings folded easily before loading.
My latest idea is one track attached to the inside center top of the trailer
with a extension six to ten feet beyond the back of the trailer with slings
to hold the tail and wings. I would then winch the plane into the trailer.
The trailer will be 5' 6" wide at the back to accommodate the prop and
fuselage. At app. 6 ft from the back it will start to taper to about 2' 6"
at the front. The enclosure frame will be made from 1.5 to 2 inch steel
conduit then covered with corrugated steel roofing material.
I have been taking photos and looking at everyone else's ideas but I just
don't have what I feel is the good design. Any suggestions would be
appreciated.
Rick Neilsen
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Monument Valley Web Pages |
Hokay, sports fans, Big Lar's been a busy boy. I finally finished the
web pages for this year's MV trip. I didn't spend as much time as I
would have liked with the group this year, but thoroughly enjoyed it
all.
My cousin and I spent 5 really intense days going from Phoenix, up to
MV, and back to Phoenix, so this year, I had to split the trip between 5
pages. Page 4 on the ATV ride is kind of long. I hope you enjoy them.
I did enjoy building them, and really enjoyed the trip that made them
possible. I had trouble publishing the link to the Traveling page, so
take a look at:
http://www.webpictures.homestead.com/mv06.html
Lar.
________________________________________________________________________________
| Subject: | Re: Something New!!!!!! |
In a message dated 6/10/2006 12:28:04 A.M. Eastern Standard Time,
NeilsenRM(at)comcast.net writes:
I have a redrive VW powered MKIIIc that I'm trying to design a trailer for.
I have been trying to figure a easy/light way that I could build a
bracket/cart/something that I could clamp the tail boom
Rick,
I would not haul your MKIII backwards. I tried several configurations with
my Firefly on floats. It is easier to load backwards but the plane takes a
beating. I currently have FF#007 in an enclosed trailer (nose first). I have a
$50 electric winch that I got at Harbor Freight. It pulls the airplane in very
easy.
Steve Boetto
FF#007 on floats
________________________________________________________________________________
| Subject: | Re: Something New!!!!!! Trailer for sale |
Rick,
I also have the very looong very low aluminum trailer for sale that I used
to display the Firefly at SnF 2005. It would adapt very well to any Airplane.
Steve Boetto
FF #007
________________________________________________________________________________
| Subject: | Re: Something New!!!!!! |
In a message dated 6/10/2006 10:33:47 A.M. Eastern Standard Time,
pelletier(at)cableone.net writes:
Steve,
I have a MKIII and it loads into my enclosed trailer backwards. I don't
have any choice since whoever made the trailer designed it with a long,
pointy nose so that's the only way my plane will fit. But I don't understand
why/how the plane would take a beating just because it is in the trailer a
different way. Couldja explain please!
AzDave
Dave, good point
I assumed that Rick was talking about an open trailer.
Steve
________________________________________________________________________________
| From: | "John Murr" <jdm(at)wideworld.net> |
| Subject: | Re: Leave me out of this !!! |
Nice plane Bryan! I also have a Firestar. I see you are building Sonex 929.
I'm building Waiex 55. I'm sure we will meet up in the future!
John Murr
----- Original Message -----
From: "bryan green" <lgreen1(at)sc.rr.com>
Sent: Friday, June 09, 2006 6:56 PM
Subject: Re: Kolb-List: Leave me out of this !!!
>
>
>>
>> I logged onto the list this morning for the first time in over a week and
>> in amidst the usual stuff and bickering I see my name in one of the
>> topics
>> posted by >
>
> I got back o the list 2 days ago after being gone for about six months.
> In all the messages I've received about 20% were Kolb or airplane related
> the rest was the usual people bitching about something or someone else, so
> after this message I will be gone again for good.
> I finished my Firestar and registered it as ELSA thanks tofor all the
> help I got from this list and to the friends I made here John Hauck, Jim
> Hauck, John Williamson, big Lar, Steve and a few others I hope to see you
> soon. E-mail me B/C anytime.
> I'm sending a picture of my plane and no dought it will piss someone
> off!
>
>
> Bryan Green (Elgin SC)
> Sonex #929
>
>
>>
>>
>>
>>
>>
>>
>>
>>
>
________________________________________________________________________________
| From: | "Jimmy Hill" <hillstw(at)jhill.biz> |
Will try again to get this post to the list.
Have a very good Firestar II for sale.
503 DCDI, 3 blade prop, excellent.
$8500.
Jimmy
405-743-4455
________________________________________________________________________________
In a message dated 6/10/2006 10:17:59 A.M. Mountain Daylight Time,
hillstw(at)jhill.biz writes:
Will try again to get this post to the list.
Have a very good Firestar II for sale.
503 DCDI, 3 blade prop, excellent.
$8500.
Jimmy
405-743-4455
Hey Jimmy,
If it is in excellent condition you should be asking at least $10,000 for
it.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Something New!!!!!! |
Thanks All
Steve: I all ready have a trailer and it will be enclosed.
Will: The photos are great. I particularly liked the kneeling trailer.
The attached photo shows my boat trailer that I'm converting to a Kolb
hauler. Note the brackets below the lights. The main gear will sit on
the brackets when loaded and the wheels will be out in the open outside
the trailer enclosure. I will be keeping the plane at a small airport
community/county grass strip in Florida 4-5 months a year. They don't
have many hangers and don't allow any on the airport grounds. I will
keep my plane in the trailer while I'm down there. When parked I will
take the wheels off the trailer and the main gear brackets will sit on
the ground.
My problem is the enclosure and a system to get the plane in and out of
the trailer with the least effort.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Saturday, June 10, 2006 10:02 AM
Subject: Re: Kolb-List: Something New!!!!!!
In a message dated 6/10/2006 12:28:04 A.M. Eastern Standard Time,
NeilsenRM(at)comcast.net writes:
I have a redrive VW powered MKIIIc that I'm trying to design a
trailer for.
I have been trying to figure a easy/light way that I could build a
bracket/cart/something that I could clamp the tail boom
Rick,
I would not haul your MKIII backwards. I tried several configurations
with my Firefly on floats. It is easier to load backwards but the plane
takes a beating. I currently have FF#007 in an enclosed trailer (nose
first). I have a $50 electric winch that I got at Harbor Freight. It
pulls the airplane in very easy.
Steve Boetto
FF#007 on floats
________________________________________________________________________________
| Subject: | the great "gapsby" for VIC |
| From: | "Gherkins Tim-rp3420" <rp3420(at)freescale.com> |
Vic,
Go to our website www.milows.com and click on the "Permanent gap seal"
in the Xtra side of the site. You can see the rivets/clecos holding the
piece onto the gap seal, and if you look close in one picture you and
see the holes drilled to hold it and the windshield to the frame of the
plane where the windshield ends up around the gap seal.
Ours did not fit really to well, but with some prodding and flexing and
reworking a bit you can warp it to fit. A word about fiberglass parts,
you can leave them in the sun and get them warmed up and the epoxy/resin
will soften/relax up until cool, making it easier to warp and fit the
part. But once warmed up to a certain temperature the epoxy/resin will
not soften/relax again until you warm it up again but into a higher
temp.
They will set after cooling from coming from a higher warmer temp and
hold that hardened setting until warmed even hotter and so on....does
that make sense??
Here in Arizona, it doesn't take long to get a part warm to make it a
little easier to bend and mold those ears around the corner. We used
just one aluminum fabric rivet on each ear to pin them back on the upper
chromoly fuse tube. It took some pushing and flexing to get it flush
with a chromoly upper fuse tube. Just set up your plane outside in the
heat of the day and warm that part up in the sun and have another set of
hands to help hold, cuss and drill and rivet.
Hope that helps, let me know if that answers any questions. We have
digital cameras and can send specific pics if necessary (cropped of
course). Im not sure you could see the ear attachment rivet in the MV
picture just recently posted?? Cant remember???
Tim and Uncle Craig-The Milows
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Vic Peters
Sent: Saturday, June 10, 2006 9:39 AM
Subject: Re: Kolb-List: the great "gapsby" for VIC
Tim G.,
Thanks Tim, I already have the fairing just cant picture how to attach
it
and make those ears look good.
Vic
N40KX912ul
Maine
--
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
I am a dial up And am Proud of it . ( sounds like a AA meeting)
Totally appreciated the pics .
Two nose over's . One due to tall grass and other due to flat tire .
Proud to be an American . The Land of the freedom of choice .
A honor to know you " Kolbers" . The nice ones and the well , not so nice
:-))
Stephen
Firefly 03035
Don't Archive
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: the great "gapsby" for VIC |
Tim,
Now I get it. It's permanently attatched to the gap seal and screwed through
the windshield for removal, correct?
Thanks
Vic
N40KX912ul
Maine
--
________________________________________________________________________________
| Subject: | [ Richard Miles ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Richard Miles
Lists: Kolb-List,Ultralight-List
Subject: Kolb US Pictures
http://www.matronics.com/photoshare/ultrastarrick@yahoo.com.06.10.2006/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: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: the great "gapsby" for VIC |
Tim, Did you change the original oil tank line fittings to get AN ones to
work or did you find an AN that would wok with them?
Vic
N40KX912ul
Maine
--
________________________________________________________________________________
| Subject: | the great "gapsby" for VIC |
| From: | "Gherkins Tim-rp3420" <rp3420(at)freescale.com> |
Vic,
Your right, The brow is attached to the gap seal with aluminum rivets.
I keep forgetting that our gap seals are permanent and are different
then that of standard Kolb. I worked with ours so much that it becomes
the "norm" to me.
The gap seals on both of our Kolbs are attached to the fuselage and stay
that way even when wings are folded. To unattached my Firestar II gap
seal takes a few screws and bolts, but a bit of welding back in the
engineering stage before paint to make it work. On uncle Craig's Xtra
many 3/32 aluminum rivets, a few 1/8" rivets and a few bolts and screws
hold his together.
We did not use screws on the gap seal brow and windshield area as you
suggested, but easy to drill out 1/8" aluminum rivets.
We did not modify the oil tank at all, but found the AN
fittings.....uncle Craig was the one that scrounged those up. If you
can't find any, let us know and we will be glad to help you find
whatever you need to make it work.
You know where to find us,
Tim
Firestar II-"Iditarod"
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Vic Peters
Sent: Saturday, June 10, 2006 12:36 PM
Subject: Re: Kolb-List: the great "gapsby" for VIC
Tim,
Now I get it. It's permanently attatched to the gap seal and screwed
through
the windshield for removal, correct?
Thanks
Vic
N40KX912ul
Maine
--
________________________________________________________________________________
| From: | "Chuck Stonex" <cstonex(at)msn.com> |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | "Jimmy Hill" <hillstw(at)jhill.biz> |
OK--Would take 10,000 for it.
----- Original Message -----
From: FS2Kolb(at)aol.com
To: kolb-list(at)matronics.com
Sent: Saturday, June 10, 2006 12:29 PM
Subject: [SPAM] Re: Kolb-List: Firestar II
In a message dated 6/10/2006 10:17:59 A.M. Mountain Daylight Time,
hillstw(at)jhill.biz writes:
Will try again to get this post to the list.
Have a very good Firestar II for sale.
503 DCDI, 3 blade prop, excellent.
$8500.
Jimmy
405-743-4455
Hey Jimmy,
If it is in excellent condition you should be asking at least $10,000
for it.
________________________________________________________________________________
| From: | "pete haggerty" <pandv2(at)vivaccess.com> |
| Subject: | Re: Something New!!!!!! Trailer for sale |
what are you asking for the trailer
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Saturday, June 10, 2006 10:05 AM
Subject: Re: Kolb-List: Something New!!!!!! Trailer for sale
Rick,
I also have the very looong very low aluminum trailer for sale that I
used to display the Firefly at SnF 2005. It would adapt very well to any
Airplane.
Steve Boetto
FF #007
-------------------------------------------------------------------------
-----
6/9/2006
________________________________________________________________________________
| From: | "Don Martin" <kolbdriver(at)hotmail.com> |
Still looking for an engine plate? I've got one that you are welcome to.
Let me know if intereseted.
Don, Seattle
>From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Kolb-List: parts?
>Date: Wed, 7 Jun 2006 08:19:41 -0600
>
>I am looking for a engine plate that will fit a 503 to a Firestar II. I
>also need the oil injection system? for a 503.
>Larry, Oregon
________________________________________________________________________________
| Subject: | Re: Something New!!!!!! Trailer for sale |
In a message dated 6/10/2006 9:17:22 P.M. Eastern Standard Time,
pandv2(at)vivaccess.com writes:
what are you asking for the trailer
1600.00
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: Something New!!!!!! |
Rick,
This is what I use. If you are interested in more detail I will send you
more photos off list.
Steven Green
>
> I have a redrive VW powered MKIIIc that I'm trying to design a trailer
for.
> I have been trying to figure a easy/light way that I could build a
> bracket/cart/something that I could clamp the tail boom to then fold the
> wings and set them into this cart. Then with a electric winch just pull
the
> plane up and into the trailer. I want it easy to get the plane in and out
of
> the trailer.
>
> I have a Toyota Mini Van that I have as a tow vehicle. I have a single
axel
> boat trailer that is light and long enough to do the job but the design
> escapes me. Originally I had planned a cart the would run on rollers on a
> tracks on the inside/sides of the trailer with track extensions so that
the
> plane could be connected and the wings folded easily before loading.
>
> My latest idea is one track attached to the inside center top of the
trailer
> with a extension six to ten feet beyond the back of the trailer with
slings
> to hold the tail and wings. I would then winch the plane into the trailer.
> The trailer will be 5' 6" wide at the back to accommodate the prop and
> fuselage. At app. 6 ft from the back it will start to taper to about 2' 6"
> at the front. The enclosure frame will be made from 1.5 to 2 inch steel
> conduit then covered with corrugated steel roofing material.
>
> I have been taking photos and looking at everyone else's ideas but I just
> don't have what I feel is the good design. Any suggestions would be
> appreciated.
>
> Rick Neilsen
>
>
________________________________________________________________________________
| From: | "c b" <seedeebee(at)hotmail.com> |
| Subject: | Re: Monument Valley Web Pages |
Lar,
Your pictures are amazing. I wish I could have been there.
Maybe next year...
Chris Banys
Mark III 912 UL
10FR
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
Jerb Wrote
Would it not be better for people to learn to create there own web page
for photos and have a link to their web site. Most ISP give you an
amount of space for use for by the subscriber for web pages.
jerb
You already have one, Matt's BBS
Vic
________________________________________________________________________________
| From: | "Chuck Stonex" <cstonex(at)msn.com> |
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________________________________________________________________________________
| From: | "ron wehba" <rwehba(at)cebridge.net> |
http://www.webpictures.homestead.com/mv06.html
this one?
I am still hoping to find the site for the Monument Valley photos.
________________________________________________________________________________
| From: | "planecrazzzy" <planecrazzzy(at)yahoo.com> |
Details are at:
http://frogflyers.com/phpbb/viewtopic.php?p=561#561
Gotta Fly...
.
.
.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=40000#40000
________________________________________________________________________________
| Subject: | Re: Small Fly in |
| From: | "planecrazzzy" <planecrazzzy(at)yahoo.com> |
She did great....I gotta do something to protect her ears....Duct Tape ?
Just kidding , They make "dog Muffs" but I'm not sure if they make'm that
small.... Her Motto is : " Will Fly for FOOD "
Hey I checked out yer pictures and commentary...Good as usual !
That was weird that you guys heard some of those rocks crashing down.
Like the one guy said, once you get yer plane in the air , they'll be no
stopping you....
You remember when we was comparing cameras and pictures....
I got mine for doing close-ups ( details ) and such....
But it's a handful to use while I fly.... I'm thinking of getting another
one smaller....Or maybe a small digital cam corder that will do "stills"
I just ordered some "RAM" stuff , to mount my cameras on the plane...
I have remote controls & remote switches...
Gotta Fly...
Mike in MN
.
.
.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=40011#40011
________________________________________________________________________________
| From: | "Piper Cherokee" <pipercherokee(at)hotmail.com> |
| Subject: | Re: Small Fly in |
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________________________________________________________________________________
| From: | "ron wehba" <rwehba(at)cebridge.net> |
it is so hot here in tx the ants won't even come out
if they do get on the driveway they'll fry!!!!
The message is ready to be sent with the following file or link
attachments:
j2_0269.jpg
________________________________________________________________________________
| From: | "Piper Cherokee" <pipercherokee(at)hotmail.com> |
| Subject: | Re: Small Fly in |
--- MIME Errors - No Plain-Text Section Found ---
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________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
learning poly-tak will melt zink chromate I was wondering can I basically spray
on any (epoxy) paint I wont to and still be OK when I put the poly -tak on it?
I was told anything epoxy is OK with poly-tak, is this true? Thank
in advance.............Rob.
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
I'm a 160 lb pilot and was thinking motors and keeping it 103....Is anyone out
there flying the firefly with the rotax 277 and fully enclosed canopy?
Other than the obvious I was wondering if there was a big difference "in you're
opinion" in take off roll and climb out compared to one with a 477? One big
enough that you would say "I would never go with smaller motor again".
Rob.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
I have never been to crazy about spraying epoxy, it is pretty toxic.
However, you can brush it on and it is very easy to sand. I have brushed
epoxy on several fuselages and then gone over it with some 220 sandpaper
with good results. Since you will want to sand it a bit anyway to make
the Poly Tak stick well, why not? Poly Tak sticks to sanded epoxy real
well, with no adverse effects. If there is something of dissimilar
metals so you think you need zinc chromate between the metals, do it,
and then put epoxy over the zinc chromate, and then the Poly Tak. It
will last longer than you will.
Richard Pike
MKIII N420P (420ldPoops)
jeepacro(at)cox.net wrote:
>
> learning poly-tak will melt zink chromate I was wondering can I basically spray
on any (epoxy) paint I wont to and still be OK when I put the poly -tak on
it? I was told anything epoxy is OK with poly-tak, is this true? Thank
in advance.............Rob.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: full enclosures |
Rob,
A 447 will eat the 277 alive in all ways including smoothness and
reliability.
Build light, paint light and prop light (I think IVO is the lightest) but I
would stick with the 447.
That's my opinion, check others like Jack Hart, they may differ.
The Fly was built around the 447 and it performs with it.
Denny Rowe
Mk-3
----- Original Message -----
From: <jeepacro(at)cox.net>
Sent: Monday, June 12, 2006 1:19 AM
Subject: Kolb-List: full enclosures
>
> I'm a 160 lb pilot and was thinking motors and keeping it 103....Is anyone
> out there flying the firefly with the rotax 277 and fully enclosed
> canopy?
>
> Other than the obvious I was wondering if there was a big difference "in
> you're opinion" in take off roll and climb out compared to one with a 477?
> One big enough that you would say "I would never go with smaller motor
> again".
> Rob.
>
>
> --
>
>
________________________________________________________________________________
| Subject: | Re: full enclosures |
| From: | Herb Gayheart <herbgh(at)juno.com> |
Guys
My gripe with the 277 installations that I have seen over the year has
to do with the way they seem to eat Carbs.. Must be the vibration.. They
seem to shake the living day lights out of the floats and slider.. Herb
> Rob,
> A 447 will eat the 277 alive in all ways including smoothness and
> reliability.
> Build light, paint light and prop light (I think IVO is the
> lightest) but I
> would stick with the 447.
> That's my opinion, check others like Jack Hart, they may differ.
> The Fly was built around the 447 and it performs with it.
>
> Denny Rowe
> Mk-3
> ----- Original Message -----
> From: <jeepacro(at)cox.net>
> To: "Kolb"
> Sent: Monday, June 12, 2006 1:19 AM
> Subject: Kolb-List: full enclosures
>
>
> >
> > I'm a 160 lb pilot and was thinking motors and keeping it
> 103....Is anyone
> > out there flying the firefly with the rotax 277 and fully
> enclosed
> > canopy?
> >
> > Other than the obvious I was wondering if there was a big
> difference "in
> > you're opinion" in take off roll and climb out compared to one
> with a 477?
> > One big enough that you would say "I would never go with smaller
> motor
> > again".
> > Rob.
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > --
> >
> >
>
>
>
>
> =======================================
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
I found a good site on brakes,tire wheels, etc. @ www.tracyobrien.com .........I wish I had known about this before.................
--
Rob.
________________________________________________________________________________
| Subject: | Re: Monument Valley Web Pages |
Lar,
My Compliments to you for another bunch of great photos. I always enjoy looking
at your photo work..particularly the MV fly-in ones!
Don
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=40173#40173
________________________________________________________________________________
| From: | "RICHARD BUTLER" <RICHARDBUTLERS(at)msn.com> |
| Subject: | looking for Firefly Jerb |
Jerb are you the one that built Guy's firefly?
I'm looking at it as a possible bird.
If so are there any build photos? etc. Or history in the archives.
If you are the right Jerb.....how were the tubes put together? (oil
powder coat etc?)
I'm a little concerned about corrosion given the location of the plane.
Thanking you in advance for any advice.
Would it be possible for me to call you?
If so where?
Richard Butler
AZ
________________________________________________________________________________
| From: | "Chuck Stonex" <cstonex(at)msn.com> |
| Subject: | Re: Monument Valley Web Pages |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
In a message dated 6/11/2006 10:46:19 P.M. Mountain Daylight Time,
jeepacro(at)cox.net writes:
learning poly-tak will melt zink chromate I was wondering can I basically
spray on any (epoxy) paint I wont to and still be OK when I put the poly -tak
on it? I was told anything epoxy is OK with poly-tak, is this true? Thank
in advance.............Rob.
Rob,
Check out _Aircraft Technical Support_ (http://www.aircrafttechsupport.com/)
or call them toll free at 1-877-877-3334 and they will be able to help you.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: full enclosures |
Depending upon what you do with instrument panel, wheels and brakes,
and paint, you should be able to make the legal weight with the
447. We didn't build ours to make the weight. If I recall right,
may be thinking of my Hawk, we had 15# in our instrument panel
(sensitive altimeter, G-meter are both heavy). I like the EIS - use
it, its a good instrument. You might look at the new Stratomaster
instruments, they may offer good price performance.
We had heavier 6" wheel barrow wheels, Azusa expansion brakes, heavy
again, IVO 2 blade prop and alum extension, and the front only part
of the full enclosure. If you use a light altimeter, the small 5"
wheels, wood prop, and band brakes which I would do if doing over
again, they require a minor mod but they work better, you should be
able to come in right near the max weight limit with 447. Keep in
mind you have to build with light in mind. Don't go crazy with the
silver or the paint. We applied a single coat of silver on all lower
surfaces and two coats on all top surfaces. Painted it to the point
where the color looked good but you could still distinguish some of
the weave in the fabric. If you apply paint to the point where you
get that glossy finish look, it will add a lot of weight. Also,
didn't Hirth have a small single cylinder available without a Aux
power lighting coil. The Hirth's seem to be doing better now.
jerb
At 12:19 AM 6/12/2006, you wrote:
>
>I'm a 160 lb pilot and was thinking motors and keeping it 103....Is
>anyone out there flying the firefly with the rotax 277 and fully
>enclosed canopy?
>
> Other than the obvious I was wondering if there was a big
> difference "in you're opinion" in take off roll and climb out
> compared to one with a 477? One big enough that you would say "I
> would never go with smaller motor again".
>Rob.
>
>
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: full enclosures |
Unless some one has a new engine tucked away, can you get a 277 other
than used or rebuilt (by whom using what for parts) and next can you
get parts needed to properly maintain it?
jerb
At 12:19 AM 6/12/2006, you wrote:
>
>I'm a 160 lb pilot and was thinking motors and keeping it 103....Is
>anyone out there flying the firefly with the rotax 277 and fully
>enclosed canopy?
>
> Other than the obvious I was wondering if there was a big
> difference "in you're opinion" in take off roll and climb out
> compared to one with a 477? One big enough that you would say "I
> would never go with smaller motor again".
>Rob.
>
>
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | Re: full enclosures |
Thank you for the info. I was asking about the smaller motor because in the rule
book it say's that with a 447 it's illegal to put a on full enclosure. They
say it would make it faster than allowed. This is why I asked about the smaller
motor. I have the big wheels and the brakes and they are very heavy. Also
I noticed that the seat belt's were very heavy. Anyone know of an alternative
belt that would help save #? as far as the panel I'm going with the string
for the turning and bare min. for the motor. Has anyone been ramp checked by
thee FAA before? I'm taking my plane to a well know spot for the first time
I fly it and I'm wondering if I will be checked some day by the FAA for what
I don't know. Has there ever been a time when the FAA had there scales in the
truck and made you put the plane on them right then and there?
--
Rob.
---- jerb wrote:
>
> Depending upon what you do with instrument panel, wheels and brakes,
> and paint, you should be able to make the legal weight with the
> 447. We didn't build ours to make the weight. If I recall right,
> may be thinking of my Hawk, we had 15# in our instrument panel
> (sensitive altimeter, G-meter are both heavy). I like the EIS - use
> it, its a good instrument. You might look at the new Stratomaster
> instruments, they may offer good price performance.
>
> We had heavier 6" wheel barrow wheels, Azusa expansion brakes, heavy
> again, IVO 2 blade prop and alum extension, and the front only part
> of the full enclosure. If you use a light altimeter, the small 5"
> wheels, wood prop, and band brakes which I would do if doing over
> again, they require a minor mod but they work better, you should be
> able to come in right near the max weight limit with 447. Keep in
> mind you have to build with light in mind. Don't go crazy with the
> silver or the paint. We applied a single coat of silver on all lower
> surfaces and two coats on all top surfaces. Painted it to the point
> where the color looked good but you could still distinguish some of
> the weave in the fabric. If you apply paint to the point where you
> get that glossy finish look, it will add a lot of weight. Also,
> didn't Hirth have a small single cylinder available without a Aux
> power lighting coil. The Hirth's seem to be doing better now.
> jerb
>
>
>
>
> At 12:19 AM 6/12/2006, you wrote:
> >
> >I'm a 160 lb pilot and was thinking motors and keeping it 103....Is
> >anyone out there flying the firefly with the rotax 277 and fully
> >enclosed canopy?
> >
> > Other than the obvious I was wondering if there was a big
> > difference "in you're opinion" in take off roll and climb out
> > compared to one with a 477? One big enough that you would say "I
> > would never go with smaller motor again".
> >Rob.
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: full enclosures |
>
>I'm a 160 lb pilot and was thinking motors and keeping it 103....Is anyone out
there flying the firefly with the rotax 277 and fully enclosed canopy?
>
> Other than the obvious I was wondering if there was a big difference "in you're
opinion" in take off roll and climb out compared to one with a 477? One big
enough that you would say "I would never go with smaller motor again".
Rob,
I purchased a MZ34, 27 hp engine a couple of years ago. I was going to
mount it the winter of 2005, but found out I was going to be moving and so
it is still in the box. Currently, I am flying a FireFly with a Simonini
Victor 1+ 382cc reed valve engine. The FireFly weighs 248 pounds dry.
The reason, I want to go down in hp is that it allows one to reduce drag and
remain within the ultra light vehicle regulations. Since I have moved north
I would like to add a full enclosure for winter flying and some additional
fairings. By doing so, the charts indicate the FireFly will still cruise
well and the fuel flow should go down to some where around 1.5 gph. I
calculate that the change to the MZ34 will reduce dry weight to about 210
pounds. I don't expect much of a climb rate, but since I fly most of the
time from hard surfaces that is ok. I want the economical cruise. One can
always find a thermal to help get up to 2,000-3,000 feet agl. If you want
to hedge hop and barn storm, it is better to have more hp. The more you
reduce hp the more you have to fly like a sailplaner.
The new engine is an air cooled reed valve engine with a bulkhead mount.
Hirth build a similar engine. The engine will hang inverted behind the
original mounting location. The advantage is that I will still meet the
fully exposed engine drag requirement with much less overall profile drag
than the Victor 1+ or Rotax 447 present. Also there is no need for a engine
to propeller spacer.
The engine mount has been welded up. I am making a mockup so that I can get
the engine controls and muffler placement figured out. But it is low
priority at this time.
If you are going to build, think about how to do it lighter without
sacrificing strength. Go very light on the paint. I two coat silvered the
top surfaces of the wings and tail. I am using the four inch plastic wheels
with home made band brakes.
May be next year I will have an answer your last statement.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: full enclosures |
I flew with a 277 for 550 hours - a Maxair Hummer - it is not quite as
smooth as a 447, but if you hang it inverted like Maxair did, and use
soft mounts, it is not obnoxious at all. Also. to keep it from slinging
the carb as someone else mentioned, Maxair used a short length of thick
walled heater hose instead of the factory Rotax rubber carb adapter, and
it was bulletproof.
You will lose some climb compared to a 447, but a 1.5 to 1.75/ hr fuel
burn is very attainable. And depending on how you prop it, you will not
lose any cruise or top speed. If I was going to use a 277, I would hang
it inverted right behind the cage, that would keep the top of the wing /
gap seal clean, and use the exhaust system that lets the muffler hang
down alongside the main tube. You would probably come out with an
airplane that weighed around / less than 240 pounds. Having flown my
Hummer at weights between 242 (Part 103) and 285 pounds empty (Part 91
Experimental) it is amazing how much more responsive an airplane gets
with just that small difference.
I also like Jack Hart's ideas for you in his post.
Richard Pike
MKIII N420P (420ldPoops)
jeepacro(at)cox.net wrote:
>
> Thank you for the info. I was asking about the smaller motor because in the
rule book it say's that with a 447 it's illegal to put a on full enclosure. They
say it would make it faster than allowed. This is why I asked about the smaller
motor. I have the big wheels and the brakes and they are very heavy.
Also I noticed that the seat belt's were very heavy. Anyone know of an alternative
belt that would help save #? as far as the panel I'm going with the string
for the turning and bare min. for the motor. Has anyone been ramp checked
by thee FAA before? I'm taking my plane to a well know spot for the first time
I fly it and I'm wondering if I will be checked some day by the FAA for what
I don't know. Has there ever been a time when the FAA had there scales in the
truck and made you put the plane on them right then and there?
>
> --
> Rob.
>
> ---- jerb wrote:
>
>>
>> Depending upon what you do with instrument panel, wheels and brakes,
>> and paint, you should be able to make the legal weight with the
>> 447. We didn't build ours to make the weight. If I recall right,
>> may be thinking of my Hawk, we had 15# in our instrument panel
>> (sensitive altimeter, G-meter are both heavy). I like the EIS - use
>> it, its a good instrument. You might look at the new Stratomaster
>> instruments, they may offer good price performance.
>>
>> We had heavier 6" wheel barrow wheels, Azusa expansion brakes, heavy
>> again, IVO 2 blade prop and alum extension, and the front only part
>> of the full enclosure. If you use a light altimeter, the small 5"
>> wheels, wood prop, and band brakes which I would do if doing over
>> again, they require a minor mod but they work better, you should be
>> able to come in right near the max weight limit with 447. Keep in
>> mind you have to build with light in mind. Don't go crazy with the
>> silver or the paint. We applied a single coat of silver on all lower
>> surfaces and two coats on all top surfaces. Painted it to the point
>> where the color looked good but you could still distinguish some of
>> the weave in the fabric. If you apply paint to the point where you
>> get that glossy finish look, it will add a lot of weight. Also,
>> didn't Hirth have a small single cylinder available without a Aux
>> power lighting coil. The Hirth's seem to be doing better now.
>> jerb
>>
>>
>>
>>
>> At 12:19 AM 6/12/2006, you wrote:
>>
>>>
>>> I'm a 160 lb pilot and was thinking motors and keeping it 103....Is
>>> anyone out there flying the firefly with the rotax 277 and fully
>>> enclosed canopy?
>>>
>>> Other than the obvious I was wondering if there was a big
>>> difference "in you're opinion" in take off roll and climb out
>>> compared to one with a 477? One big enough that you would say "I
>>> would never go with smaller motor again".
>>> Rob.
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: full enclosures |
| You will lose some climb compared to a 447, but a 1.5 to 1.75/ hr
fuel
| burn is very attainable. And depending on how you prop it, you will
not
| lose any cruise or top speed.
| Richard Pike
Preacher Pike:
Perhaps men of the cloth can induce a 277 to perform as a 447 on a FF,
but us mere mortals may have a little problem there.
How you gonna get that little bitty 277 to equal top speed of a 447
powered FF???
john h
mkIII
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: full enclosures |
If your building light you can't have big heavy wheels and brakes -
light is light. Use the 5" wheels and band brakes, not the internal
drum expansion brakes, there heavy. You don't trim away the designed
structure, but what you add beyond it does add up quickly. As for
the enclosure yes it can increase the speed however if that is your
concern you can prop it for slower cruise which should give you
better climb unless your using a puny engine. We would cruise about
70 at our weight. Also we didn't use the vinyl part that covers the
area behind the pilot (more weight) but were in more moderate
climate. When it starts getting below 50 where water freezes in
Texas, we don't fly much. Ours with 447 we would continue to feed in
the throttle as it rolled gaining speed, it would still sit you back
in the seat. It had plenty of climb performance. With a lighter
pilot, not us 260-290 pounders, the ground roll would be greatly
reduced. Just keep in mind if you go to a small engine your going to
be running it contently near max RPM to get the power out of it -
think wear and tear and how it impacts reliability. You can run
minimum instruments - for a single cylinder one combo EGT/CHT, yes
you want a heart monitor, it clues you in what going on with the
engine. Things start changing your better start looking for the
reason. A airspeed is desirable, a good light (car/boat) compass for
navigation so you know what direction is what, a Tiny tach for RPM
and engine hours, and a cheap (non-sensitive) altimeter so at least
you can be close to blending in with normal GA traffic at the proper
altitudes.
I found that in the UL community people get some strange
ideals. Look at it this way, if the FAA wanted to bust people they
could go to Sun and Fun or Oshkosh and go down the line. If you look
like an ultralight, don't do stupid things that will attract
attention no body will bother you. The FireFly is small and looks
like and can be built to meet being an ultralight. The FAA has
bigger problems and fish to chase. Just do the right things, do your
preflights and look professional.
jerb
At 09:40 AM 6/13/2006, you wrote:
>
>Thank you for the info. I was asking about the smaller motor
>because in the rule book it say's that with a 447 it's illegal to
>put a on full enclosure. They say it would make it faster than
>allowed. This is why I asked about the smaller motor. I have the
>big wheels and the brakes and they are very heavy. Also I noticed
>that the seat belt's were very heavy. Anyone know of an alternative
>belt that would help save #? as far as the panel I'm going with the
>string for the turning and bare min. for the motor. Has anyone been
>ramp checked by thee FAA before? I'm taking my plane to a well know
>spot for the first time I fly it and I'm wondering if I will be
>checked some day by the FAA for what I don't know. Has there ever
>been a time when the FAA had there scales in the truck and made you
>put the plane on them right then and there?
>
>--
>Rob.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: full enclosures |
X-SpamReason %%SpamReason%%:
Just keep in mind if you go to a small engine your going to
> be running it contently near max RPM to get the power out of it -
> think wear and tear and how it impacts reliability.
http://www.simonini-flying.com/victor1_eng.htm
Interesting solution? 63.5 lbs for a 277 and 70.5 for a 362
(includes fluids).
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| Subject: | Re: Hey Max, You Bastage |
| From: | "Max Stanford" <maxstanford77(at)yahoo.com> |
Planecrazzzy,
If you dont like those assholes on your back then take it up with them. If you
dont like some asshole saying you are posting as someone else, then tell him
what you think about it. You are just an idiot playing into their hands by telling
me that I am responsible for what someone else posted. If you dont like
the witch hunters on this list, then have the courage to do something about it.
Im sure they are very pleased and laughing their asses off for having beaten
you down to the point that you so afraid of them, that you blame others for
what they do. You are pathetic.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=40826#40826
________________________________________________________________________________
| From: | "Chris Mallory" <wcm(at)tampabay.rr.com> |
OK, MATT,
ARE YU GOING TO BAN THIS GUY LIKE YOU SAID OR LET HIM STIR UP CRAP AGAIN?
________________________________________________________________________________
| Subject: | Pictures of Seats - Work in Progress - for J. Cooley |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Hello List,
Here are a few pictures of some seats that I am working on. Again it this is the
result of a few other peoples ideas.
Wanted to make some new seats that are:
1) Crashworthy - if I had sling seats back in 04, may not be walking yet!
2) lighter than old ones that were crashworthy.
3) they have to fit.
4) a little more comfortable.
Could not find anything that fit the criteria, so decided to make my own.
The pictures are a little out of focus. Sorry, I'm not Big Lar ( That is a compliment,
Larry). But you get the idea if your interested. I did resize them!
Seats are made of 4130 Chrome tubing with .063" aluminum pan. The second picure
is taped up with one layer of blue painters tape and then a layer of aluminum
duct tape. This gives it the form for fiberglassing.
Next step is to fiberglass them with a freinds help (Bruce W.).
This will lift for access and will be removeable (ala John/Jim Hauck)
This one is for John Cooley. I ain't giving up on the list. The List has been
a valuable resource for me over the years. Granted, there used to be a lot more
content about building and flying Kolbs. I did like that more better. I
have been disappointed lately like a lot of folks. Some really knowledgeable
people have given up on the list because of the BS. That is a shame but I can't
blame them and do understand. I learned a lot from them and they have a lot
to offer. But on the outside chance that there is someone out there (like me
when I first started) that is wanting to read about building and flying Kolbs,
I'm not giving up. I'll keep posting my efforts, my "dumb ideas", and other
people's good ideas that I have learned mostly on this list. They may stimulate
a better idea. Sorry about that rant, I'm done.
Fly safe, keep the faith.
http://home.bellsouth.net/p/s/community.dll?ep=16&ext=1&groupid=291568&ck
--------
Thanks too much,
John Bickham
Mark III-C
"Using my Repairman Certificate"
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=40839#40839
Attachments:
http://forums.matronics.com//files/hpim0717_medium_196.jpg
http://forums.matronics.com//files/hpim0718_medium_139.jpg
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
For Mike and anyone else that carries their canine friends...
www.MuttMuffs.com
DVD
--
"Ultralight flying isn't about transportation; it's about the ma
gic of
pure, simple flight." - Scott Wilcox
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: full enclosures |
I thought he was saying that with a full enclosure it would break out of
the Part 103 constraints, and that was why he was going to a smaller
engine than a 447. Did not mean to imply that a 277 would equal a 447
on the same airframe, but that with a 277 and streamlining (illegal
under Part 103 with a 447) he would not lose anything. If his legal top
speed now is 64 with a 447, (and probably more like 75 actual) he will
probably still get that much with a 277 and a full enclosure / streamlining.
I put streamline cuffs on all the exposed tubing on my Hummer (a draggy
beast) and streamlined the gear legs, added a full fairing, curved
windshield, etc, and the 277 pushed it through the air 10 mph faster
than stock, which reached the Part 103 speed limit (and the Hummers
redline). If a 277 will do that on a Hummer, you know it will do it
better on a Kolb.
After all the clean-up mods I have done on my MKIII, the 582 will still
not push it as fast full throttle as a 912 would, but it will hang in
there at around 85 top end, and my rpm at 65 mph cruise has dropped by 5
- 600 rpm's. Now if a fat MKIII can get that much improvement by
streamlining and cleaning up, certainly a skinny Firefly can.
Richard Pike
MKIII N420P (420ldPoops)
John Hauck wrote:
>
>
> | You will lose some climb compared to a 447, but a 1.5 to 1.75/ hr
> fuel
> | burn is very attainable. And depending on how you prop it, you will
> not
> | lose any cruise or top speed.
>
> | Richard Pike
>
> Preacher Pike:
>
> Perhaps men of the cloth can induce a 277 to perform as a 447 on a FF,
> but us mere mortals may have a little problem there.
>
> How you gonna get that little bitty 277 to equal top speed of a 447
> powered FF???
>
> john h
> mkIII
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Pictures of Seats - Work in Progress - for J. Cooley |
John B:
I like your seats, especially the sheet aluminum pan. May save your
butt some day.
john h
mkIII
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Hey Max, You Bastage |
This is an unacceptable post. As I indicated last week, any member perpetuating
this thread or any similar thread will be banned from the List.
Effective immediately, "Max Stafford" has been banned from posting to the Matronics
Lists.
Matt Dralle
Matronics Email List Administrator
At 04:21 PM 6/13/2006 Tuesday, you wrote:
>
>Planecrazzzy,
>
>If you dont like those assholes on your back then take it up with them. If you
dont like some asshole saying you are posting as someone else, then tell him
what you think about it. You are just an idiot playing into their hands by telling
me that I am responsible for what someone else posted. If you dont like
the witch hunters on this list, then have the courage to do something about
it. Im sure they are very pleased and laughing their asses off for having beaten
you down to the point that you so afraid of them, that you blame others for
what they do. You are pathetic.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=40826#40826
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Re: Hey Max, You Bastage |
Thanks Matt, he was past due.
John Cooley
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Tuesday, June 13, 2006 10:43 PM
Subject: Re: Kolb-List: Re: Hey Max, You Bastage
This is an unacceptable post. As I indicated last week, any member perpetuating
this thread or any similar thread will be banned from the List.
Effective immediately, "Max Stafford" has been banned from posting to the Matronics
Lists.
Matt Dralle
Matronics Email List Administrator
At 04:21 PM 6/13/2006 Tuesday, you wrote:
>
>Planecrazzzy,
>
>If you dont like those assholes on your back then take it up with them. If you
dont like some asshole saying you are posting as someone else, then tell him
what you think about it. You are just an idiot playing into their hands by telling
me that I am responsible for what someone else posted. If you dont like
the witch hunters on this list, then have the courage to do something about
it. Im sure they are very pleased and laughing their asses off for having beaten
you down to the point that you so afraid of them, that you blame others for
what they do. You are pathetic.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=40826#40826
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
--
--
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Tie Down Suggestions |
Hi folks,
I just joined the list - after having an incredible
adventure joining the Monument Valley Kolber's a few
weeks ago. Met many wonderful folks, who didn't seem
to care at all that I had flown in (from Oregon) in a
single seat Maxair Drifter instead of in a Kolb. They
treated me like I was human anyway! :>)
On the flight, I lost my fantastically light titanium
tie downs. I can't get another pair now, and I'm
leaving for the EAA Airshow at Arlington, WA in a few
weeks, so need to get some soon.
Do any of you have a set of tie downs that you like?
Suggestions and contact information for obtaining tie
downs would be appreciated. Weight and size are a
factor for me, since everything has to be strapped
down and I already am carrying all my camping gear,
extra parts, etc. (I don't have a ground crew when I
fly.)
Thanks -
Arty Trost
Sandy, Oregon
www.LessonsFromTheEdge.com"Life's a daring adventureor nothing" Helen Keller"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Tie Down Suggestions |
>
............
>
>Do any of you have a set of tie downs that you like?
>Suggestions and contact information for obtaining tie
>downs would be appreciated. Weight and size are a
>factor for me, since everything has to be strapped
>down and I already am carrying all my camping gear,
>extra parts, etc. (I don't have a ground crew when I
>fly.)
Arty,
My solution can be seen at:
http://www.thirdshift.com/jack/firefly/firefly61.html
I use these quite a bit and they have worked very well. While welding, it
would have been good to weld the hoop closed on the top.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | Re: full enclosures |
This is exactly what I was getting at. With the 447 you cannot have a full enclosure
and be a legal ultralight. The legality is determent by advisory curricular
103.7 which is a very specific method for showing compliance with FAR part
103. According to AC 103.7 the firefly with a 447 will exceed the speed allowed
if equipped with a full enclosure. this brought me to my questions about
the smaller motor performance with enclosure compared to the bigger motor without
enclosure. Now how many NON compliant plane are out there? Don't answer
that one.
Rob.
---- Richard Pike wrote:
>
> I thought he was saying that with a full enclosure it would break out of
> the Part 103 constraints, and that was why he was going to a smaller
> engine than a 447. Did not mean to imply that a 277 would equal a 447
> on the same airframe, but that with a 277 and streamlining (illegal
> under Part 103 with a 447) he would not lose anything. If his legal top
> speed now is 64 with a 447, (and probably more like 75 actual) he will
> probably still get that much with a 277 and a full enclosure / streamlining.
>
> I put streamline cuffs on all the exposed tubing on my Hummer (a draggy
> beast) and streamlined the gear legs, added a full fairing, curved
> windshield, etc, and the 277 pushed it through the air 10 mph faster
> than stock, which reached the Part 103 speed limit (and the Hummers
> redline). If a 277 will do that on a Hummer, you know it will do it
> better on a Kolb.
>
> After all the clean-up mods I have done on my MKIII, the 582 will still
> not push it as fast full throttle as a 912 would, but it will hang in
> there at around 85 top end, and my rpm at 65 mph cruise has dropped by 5
> - 600 rpm's. Now if a fat MKIII can get that much improvement by
> streamlining and cleaning up, certainly a skinny Firefly can.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> John Hauck wrote:
> >
> >
> > | You will lose some climb compared to a 447, but a 1.5 to 1.75/ hr
> > fuel
> > | burn is very attainable. And depending on how you prop it, you will
> > not
> > | lose any cruise or top speed.
> >
> > | Richard Pike
> >
> > Preacher Pike:
> >
> > Perhaps men of the cloth can induce a 277 to perform as a 447 on a FF,
> > but us mere mortals may have a little problem there.
> >
> > How you gonna get that little bitty 277 to equal top speed of a 447
> > powered FF???
> >
> > john h
> > mkIII
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | Re: Tie Down Suggestions |
I make my wife stand there and hold it.
--
Rob.
---- "Jack B. Hart" wrote:
>
> >
> ............
> >
> >Do any of you have a set of tie downs that you like?
> >Suggestions and contact information for obtaining tie
> >downs would be appreciated. Weight and size are a
> >factor for me, since everything has to be strapped
> >down and I already am carrying all my camping gear,
> >extra parts, etc. (I don't have a ground crew when I
> >fly.)
>
> Arty,
>
> My solution can be seen at:
>
> http://www.thirdshift.com/jack/firefly/firefly61.html
>
> I use these quite a bit and they have worked very well. While welding, it
> would have been good to weld the hoop closed on the top.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Tie Down Suggestions |
Dang - another sign of inferiority to you Kolbers - I
don't have a wife! And my husband can't stand still.
If I could add some seats, I could use my 3 Great
Danes - they're pretty well trained to "down and stay"
almost indefinitely. (Yes, I actually DO have 3 Great
Danes.)
Any other suggestions?
Arty
--- jeepacro(at)cox.net wrote:
>
> I make my wife stand there and hold it.
> --
> Rob.
>
> ---- "Jack B. Hart" wrote:
>
>
> >
> TheWanderingWench
> > >
> > ............
> > >
> > >Do any of you have a set of tie downs that you
> like?
> > >Suggestions and contact information for obtaining
> tie
> > >downs would be appreciated. Weight and size are a
> > >factor for me, since everything has to be
> strapped
> > >down and I already am carrying all my camping
> gear,
> > >extra parts, etc. (I don't have a ground crew
> when I
> > >fly.)
> >
> > Arty,
> >
> > My solution can be seen at:
> >
> >
>
http://www.thirdshift.com/jack/firefly/firefly61.html
> >
> > I use these quite a bit and they have worked very
> well. While welding, it
> > would have been good to weld the hoop closed on
> the top.
> >
> > Jack B. Hart FF004
> > Winchester, IN
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: Tie Down Suggestions |
Jack B. Hart wrote:
>
>
>
>>
>>
>>
>............
>
>
>>Do any of you have a set of tie downs that you like?
>>Suggestions and contact information for obtaining tie
>>downs would be appreciated. Weight and size are a
>>factor for me, since everything has to be strapped
>>down and I already am carrying all my camping gear,
>>extra parts, etc. (I don't have a ground crew when I
>>fly.)
>>
>>
>
>Arty,
>
>My solution can be seen at:
>
>http://www.thirdshift.com/jack/firefly/firefly61.html
>
>I use these quite a bit and they have worked very well. While welding, it
>would have been good to weld the hoop closed on the top.
>
>Jack B. Hart FF004
>Winchester, IN
>
>
>
Jack,
You are what this list is all about!. Thanks for the idea of shortening
the ground stakes. Exactly why I haven't carried these on my FireFly is
because of the length and weight. Wish I had thought of that!! Now, if
some of the others could get the idea of what this list is suppose to be
or get lost!
Will be making a set pronto!
Terry - FireFly # 95
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: full enclosures |
Richard Pike wrote:
>
> Be glad to - here is the link
> http://www.bcchapel.org/pages/0003/kolb.htm
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> Dave & Eve Pelletier wrote:
>
>>
>>
>>
>> ----- Original Message ----- From: "Richard Pike" <richard(at)bcchapel.org>
>>
>>> After all the clean-up mods I have done on my MKIII, the 582 will still
>>> not push it as fast full throttle as a 912 would, but it will hang in
>>> there at around 85 top end, and my rpm at 65 mph cruise has dropped
>>> by 5
>>> - 600 rpm's. Now if a fat MKIII can get that much improvement by
>>> streamlining and cleaning up, certainly a skinny Firefly can.
>>>
>>> Richard Pike
>>> MKIII N420P (420ldPoops)
>>
>>
Richard,
This is long overdue, but I wanted to thank you for your idea of
lightening the aileron control by moving the holes on the bellcrank in
towards the center. I did this a couple of years ago and left the rest
of the bellcrank there in case I didn't like it. Never moved them back!
Thank you,
Terry - FireFly #95
________________________________________________________________________________
| From: | "Guillermo Uribe" <WillUribe(at)aol.com> |
| Subject: | Tie Down Suggestions |
Hi Arty,
I like the Claw tie downs, it may be too heavy for you to carry in you
airplane but check them out.
http://www.aircraftspruce.com/menus/ps/tiedownsupplies.html
Did you have any more problems with your tail wheel after you left MV?
Regards,
Will Uribe
FireStar II N4GU
El Paso, TX
http://members.aol.com/WillUribe/mv/
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of TheWanderingWench
Sent: Wednesday, June 14, 2006 8:21 AM
Subject: Kolb-List: Tie Down Suggestions
Hi folks,
I just joined the list - after having an incredible
adventure joining the Monument Valley Kolber's a few
weeks ago. Met many wonderful folks, who didn't seem
to care at all that I had flown in (from Oregon) in a
single seat Maxair Drifter instead of in a Kolb. They
treated me like I was human anyway! :>)
On the flight, I lost my fantastically light titanium
tie downs. I can't get another pair now, and I'm
leaving for the EAA Airshow at Arlington, WA in a few
weeks, so need to get some soon.
Do any of you have a set of tie downs that you like?
Suggestions and contact information for obtaining tie
downs would be appreciated. Weight and size are a
factor for me, since everything has to be strapped
down and I already am carrying all my camping gear,
extra parts, etc. (I don't have a ground crew when I
fly.)
Thanks -
Arty Trost
Sandy, Oregon
www.LessonsFromTheEdge.com"Life's a daring adventureor nothing"
Helen Keller"I refuse to tip toe through life just to arrive safely at
death."
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: Tie Down Suggestions |
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________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Kolbs on Open Trailers |
(NOTE - Subject line has been changed.)
<< The problem was on an open trailer the wind moving across a backwards
Kolb beats up the tail feathers. I guess it is the reason that seagulls
always stand Beak to the wind. Steve B. >>
Steve, -
You are absolutely correct: Beak to the wind.
If done right, our Kolbs travel just fine for long distances on open
trailers. I trailered my Mark-3 to and from Monument Valley last May, 7
hours driving time each way. My trailer is a simple, one axle flatbed, 22
feet long. My Kolb is secured pointing forward on the trailer. As long as
you secure everything (i.e., flaps & ailerons not flapping in the wind,
wings & tail boom supported, etc.), these Kolbs can endure prolonged open
trailer transporting without problems.
Another benefit of open trailering: You get LOTS of looks from the other
motorists! (They know a fun thing when they see it.)
But ... I think I want to FLY my plane there next year!
Dennis Kirby
N93DK, "Magic Bike"
Cedar Crest, NM
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | Re: Kolbs on Open Trailers |
If you can I would like to see a picture of it on the trailer and a few of the
key attach points. I will be doing the same thing. Thanks in advance
--
Rob.
---- Kirby Dennis Contr MDA/AL wrote:
>
> (NOTE - Subject line has been changed.)
>
> << The problem was on an open trailer the wind moving across a backwards
> Kolb beats up the tail feathers. I guess it is the reason that seagulls
> always stand Beak to the wind. Steve B. >>
>
> Steve, -
>
> You are absolutely correct: Beak to the wind.
>
> If done right, our Kolbs travel just fine for long distances on open
> trailers. I trailered my Mark-3 to and from Monument Valley last May, 7
> hours driving time each way. My trailer is a simple, one axle flatbed, 22
> feet long. My Kolb is secured pointing forward on the trailer. As long as
> you secure everything (i.e., flaps & ailerons not flapping in the wind,
> wings & tail boom supported, etc.), these Kolbs can endure prolonged open
> trailer transporting without problems.
>
> Another benefit of open trailering: You get LOTS of looks from the other
> motorists! (They know a fun thing when they see it.)
>
> But ... I think I want to FLY my plane there next year!
>
> Dennis Kirby
> N93DK, "Magic Bike"
> Cedar Crest, NM
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: full enclosures |
>
> And then you would get EGT's of incredible weirdness. Hot weirdness.
That's true.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Tie Down Suggestions |
Inferior ?? After a 5 day - each way - flight from Oregon ?? I don't
t'ink so. It was good to meet you, after reading your stories in UL Flyer.
The lightest tie downs I've seen, and heard good reports on are the ones
where you have 3 long stainless steel rods that you drive at angles thru a
ring. I don't have a name for 'em, but maybe someone can help us out.
The best and neatest tie downs from the wing to the stakes that I've seen
are the ones John Williamson made for his Kolbra. (and probably other
planes before that) Really slick. He might just be talked into sending you
a pic of them. Lar.
----- Original Message -----
From: "TheWanderingWench" <thewanderingwench(at)yahoo.com>
Sent: Wednesday, June 14, 2006 8:51 AM
Subject: Re: Kolb-List: Tie Down Suggestions
>
>
> Dang - another sign of inferiority to you Kolbers - I
> don't have a wife! And my husband can't stand still.
> If I could add some seats, I could use my 3 Great
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Tie Down Suggestions |
| The best and neatest tie downs from the wing to the stakes that
I've seen
| are the ones John Williamson made for his Kolbra. |
Lar.
Don't know if you noticed or not, but John W doesn't use those tie
down points any more. I think you are speaking of the wing fold
attach points, attached to the sheet metal fitting with about 8 ea
1/8" rivets. John W discovered these fittings would pull loose in the
right wind conditions. This year he is wrapping ropes, chains, or
what ever is available around the top lift strut fitting.
john h
mkIII
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Tie Down Suggestions |
This this link out, it will take you to Sporty's
Pilot Shop they sell the Claw Die Down lit -
weighs 8#, comes with the 3 claw mechanisms,
hammer, stakes, rope,carrying bag. I had heard
these work good, but haven't used one myself. I
would think they should be able to ship it
priority express or mail where you have them fairly quick.
jerb
http://www.sportys.com/acb/showdetl.cfm?Product_ID=10258&DID=19
At 09:20 AM 6/14/2006, you wrote:
>TheWanderingWench
>
>Hi folks,
>
>I just joined the list - after having an incredible
>adventure joining the Monument Valley Kolber's a few
>weeks ago. Met many wonderful folks, who didn't seem
>to care at all that I had flown in (from Oregon) in a
>single seat Maxair Drifter instead of in a Kolb. They
>treated me like I was human anyway! :>)
>
>On the flight, I lost my fantastically light titanium
>tie downs. I can't get another pair now, and I'm
>leaving for the EAA Airshow at Arlington, WA in a few
>weeks, so need to get some soon.
>
>Do any of you have a set of tie downs that you like?
>Suggestions and contact information for obtaining tie
>downs would be appreciated. Weight and size are a
>factor for me, since everything has to be strapped
>down and I already am carrying all my camping gear,
>extra parts, etc. (I don't have a ground crew when I
>fly.)
>
>Thanks -
>
>Arty Trost
>Sandy, Oregon
>
>
>www.LessonsFromTheEdge.com"Life's a daring
>adventureor
>nothing" Helen Keller"I
>refuse to tip toe through life just to arrive safely at death."
>
>
________________________________________________________________________________
| From: | "galen shirley" <oneaviator(at)msn.com> |
I just saw a picture in the photo gallary of a boom tube dolly made by erich weaver.
I could not get an e-mail to go thru to him. Did not see on the list either.
Anybody got an idea of what the saddle is made of?
Thanks
Galen
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41144#41144
Attachments:
http://forums.matronics.com//files/saddle_2_162.jpg
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: boom tube dolly |
The set up that I have is a plastic water pipe cut in half, just measure the
tube- 6 inches? and buy an 8 or 10 inch diameter piece of the pvc pipe, cut
it in half and put some carpet inside the pipe to cradle the boom tube. The
PVC at that size is big enough and tuff enough to bolt to and handle the
load.
Larry, Oregon
----- Original Message -----
From: "galen shirley" <oneaviator(at)msn.com>
Sent: Wednesday, June 14, 2006 10:00 PM
Subject: Kolb-List: boom tube dolly
>
> I just saw a picture in the photo gallary of a boom tube dolly made by
> erich weaver. I could not get an e-mail to go thru to him. Did not see
> on the list either. Anybody got an idea of what the saddle is made of?
>
> Thanks
> Galen
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=41144#41144
>
>
> Attachments:
>
> http://forums.matronics.com//files/saddle_2_162.jpg
>
>
>
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
I just saw a picture in the photo gallary of a boom tube dolly made by erich
weaver.
I could not get an e-mail to go thru to him. Did not see on the list
either.
Anybody got an idea of what the saddle is made of?
Thanks
Galen
>>>>>>>>>>>>>>>>>
Erics boom tube dolly is a plastic irrigation Saddle that fits the 6 inch
pipe and has a 2 inch pipe thread outlet.. When in the trailer it is
attached to some type of attachment that goes to the floor of his trailer.
during loading and unloading he screws a wheel into the pipe thread attach
point.. To try and find the saddle I would try a sprinkler / irrigation
supplier.
Boyd
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
Any Kolbers in Traverse City Mich? 0r the Denver area? --pls contact me
Thanx
Russ Kinne
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Tie Down Suggestions |
On my Cessna Skywagon, I use two stakes, plain straight rods with sharpened
ends, about 18' long, at each location. They are pounded into the ground so
they cross - there's a bracket that holds them in that position. Simple and
works a charm.
The stakes are titanium; it's the best combination of strength and
lightness.
The aluminum bracket has a hole for the rope to the wing.
Here's what I've learned at Boulder Airport, watching airplanes get blown
over in our high winds.
These things not what most people do. Most people do it wrong.
1. Rope stretch lets the airplane bounce around, and the dynamic overloads
break the airplane loose. Here's how to avoid that:
a) Make the ropes out of polyester. One of the marine ropes like Sta-Set is
excellent. Do not use nylon or polypropylene ropes or straps. It's too
stretchy. If possible, double up on the ropes.
b) Tie the ropes tight! I mean so tight that when you're pulling on them,
the airplane squeaks.
c) Tie the wing tiedowns first, then pull the plane back with the tail one.
That makes the ropes tighter.
d) Don't tie the ropes over the strut - tie them so that they can't possibly
slip down and pull the strut out of column.
2. Orientation is important. If you can predict where the wind will come
from, place the plane so that it's a quartering headwind. Sideways is okay.
Head into the wind is bad, because that way the wing will work, and the
possibility of dynamic overloads is high. Don't have the wind coming from
behind at all, because of the potential for control surface damage.
Got a question now - how do y'all tie the ropes to the wings? On my
Firestar, there's no tiedown points.
Thanks!
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Tie Down Suggestions |
| Got a question now - how do y'all tie the ropes to the wings? On my
| Firestar, there's no tiedown points.
|
| Thanks!
| Dave Paule
| Boulder, CO
Dave:
Use the bottom tang on the upper lift strut tang to weld a sturdy
ring. I use a FS starter rope ring, but found out at Moab, UT, last
year, that it may need to be a bit stronger. Wind pulled hard enough
to elongate the ring on both wings. ;-(
Take care,
john h
mkIII
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Tie Down Suggestions |
First - what a great list! So many responses to my
question.
David Paule wrote:
"I use two stakes, plain straight rods with
sharpened ends, about
18' long. They are pounded into the ground so
they cross - there's
a bracket that holds them in that position. The
stakes are
titanium..."
I've seen these and they seem perfect. Where are they
available? Your description is similar to Lar's -
although he describes a "ring" rather than a bracket.
Jack Hart-
Thanks for the detailed tie down info you put on your
webpage. Your dog spiral fix looks very good. I also
came across some tie downs from Aircraft Spruce (their
MAS Tie Down System) which are a coiled variation of
the dog tie downs. They weigh 4 lbs. - the least I've
seen so far.
J.D. Stewart-
Randy is incredibly busy and I don't know if he's
making tie downs right now. And since I need them for
an upcming flight, I put out my message to the Kolb
list.
Will Uribe and David Lehman-
The Claws (8 lbs.) and Fly Ties (6 lbs.) are not only
heavy, but also look pretty bulky. So I decided to
look further.
Again - thanks to all of you for your responses. The
one that appeals most to me is the suggestion to just
keep flying and not bother tying down at all!
Arty
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Tie Down Suggestions |
X-SpamReason %%SpamReason%%:
> | Got a question now - how do y'all tie the ropes to the wings? On my
> | Firestar, there's no tiedown points.
Why not just replace the lift strut pin with an AN44 or AN45 eye
bolt? Same tensile strength. Carabiner or other similar
attachment can be used to connect to the eye hole.....
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Response to Will Uribe's ? about tail wheel troubles after |
MV (Long story)
--- Guillermo Uribe wrote:
>
>
> Hi Arty,
> Did you have any more problems with your tail wheel
> after you left MV?
>
> Regards,
> Will Uribe
> FireStar II N4GU
> El Paso, TX
For those of you who weren't aware, I went through 2
tail wheels getting to MV and Dennis Kriby was
generous enough to give me a 3rd tail wheel when I was
there. So - here's "The REST of the Story."
After leaving MV, Doug Nelsen (Sky Raider) and I
(Maxair Drifter) flew southwest to Page, AZ, which is
right on Lake Powell. The busiest airport I've ever
flown into - lots and lots of scenic charter flights
going in and out. But we got in and out just fine,
and continued on to red rim rock country in Kanab, UT
- we could get a peek at the Grand Canyon to the south
(Doug was up at 11,000' MSL.) About 20 miles out the
wind came up, and I really fought for control for the
rest of this leg. Winds were absolutely calm at the
ground at Kanab, and I made a perfect landing - then
was shocked by a sudden ground loop! When I tried to
straighten out and turn onto the taxiway, I couldn't
turn. I radio'd Doug to go around, jumped out and saw
that the tailwheel horn had broken in half! So I got
on the radio again, asked Doug to keep circling until
I could get off the active runway, and pushed, heaved,
grunted and groaned that fully loaded Drifter onto the
taxiway.
As we were working on a repair, Bill Herren, a
Luscombe pilot who had been at Monument Valley heard
me on the radio telling Doug I'd lost my tailwheel.
Although he was headed in a completely different
direction, he diverted to Kanab Airport to see if he
could be any help. And two other fellows (John and
his son) who had been at Monument Valley were driving
by on their way home, saw my Drifter tied down, and
also stopped.
I had a spring-driven steerable tailwheel. The "field
repair" that Doug figured out was to make it
completely immoveable - which meant turning was very
difficult on the ground. I could make very wide,
sweeping turnssometimes, depending on the wind.
After we left Kanab, we flew north, past Colorado City
on our way to Hurricane and then Cedar City, UT. We
were about 12 miles past Colorado City when my EGTs
spiked and I lost RPMs. I put down in a gigantic
"pasture" (cows, but no grass, just scattered
sagebrush.) Doug circled several times and then
landed. I called Joel Jacobson, my Rotax mechanic
(thank heavens for cell phones) and he said it sounded
like a stretched diaphragm in the fuel pump. Well, I
had brought along a spare fuel pump.
As we were changing it out, a small helicopter circled
and landed. Out got a county sheriff. He examined
our planes very closely, especially Doug's, which is
fully enclosed. Seems that he'd gotten a number of
calls from folks who had seen Doug circling and
thought we were trying to smuggle in "the prophet"
Warren Jeffs - a polygamist who's been on the FBI most
wanted list for over a year, and is from Colorado
City. Reassured that there was no room in either of
our ultralights for 2 people, he took our names,
birthdates, and phone numbers and left.
Changing out the fuel pump seemed to do the job, and
we took off. As we got near Hurricane, we got the
mother of all tail winds! My air speed indicated was
60 mph- my GPS was showing 103 mph! But it was
steady. Sixteen miles out of Cedar City we got caught
by a rain squall. No way around it. Good visibility,
but the rain was painful, painful, painful! Facial
acupuncture. Doug was up front and kept radio'ing -
"Are you o.k.? Do you want to land?" I had my left
arm over my face for some protection, and I said,
"Just keep flying!" We finally landed at Cedar City
and you would have laughed to see us struggle to get
my Drifter to the tie-down area...remember, immovable
tail wheel.
Doug wasn't laughing - he was doing all the work.
Since the tail wheel won't turn, and since the winds
were high, Doug got on one wing while I slowly taxied,
and when my nose wasn't going in the right direction,
he'd grab the wing and pull on it till the nose went
in the right direction. Both of us were wiped out
when we got to the tie-down area, and we rested in the
FBO for a few hours. The winds mellowed enough that
by 6:00 p.m. we decided to try and make it to Beaver,
where BJ, my Drifter repair friend is.
Getting out to the runway was a repeat of getting off
it - taxi slow while Doug pulled on the wing, dragging
it around so the nose would go in the right direction.
But once I was lined up on the runway, I took off
straight and true. We made it to Beaver by 8:00 p.m.
and Doug, BJ and I worked until 11:30 p.m. using
camping headlamps and BJ's truck headlights - to
change out my rudder and tail wheel assembly. BJ is
building a Drifter, so he cannibalized his plane for
me. So now I have a white rudder and a marvelous new
tail wheel assembly.
But our tailwheel troubles weren't over - mine were,
but Doug's were just beginning!
After Beaver we flew to Ely, NV and then Eureka, NV
and it was there that Doug saw that his frame (where
the tail wheel attaches) was cracked. He did a fix
that he thought would get him home. (And told me
sternly, "No more off-field landings!") WRONG!
(About the fix, that is.) We got to Battle Mountain
and then Winnemucca airports o.k., then landed at
McDermitt (on the Nevada-Oregon state line) to top off
for the remaining 51 miles to Larry and Karen
Cottrell's home airstrip near Rome, OR. I landed in a
crosswind and taxied to the turnout - Doug landed and
his tailwheel assembly collapsed under the sideload
strain. I called Larry, who said he'd be there with a
trailer. I flew the 51 miles to his place and passed
Larry as he drove to McDermitt to get Doug. Doug
called his wife and asked her to hook up his trailer
and drive out to the Cottrells to pick him up. This
was Wed. evening, May 24.
Thursday, May 25, about noon, John Houck (Kolb Mark
III) and John Williamson (Kolb Kolbra) flew in and it
was like old home week. Doug's wife arrived about 6
p.m. They put the Sky Raider on Doug's trailer and
took off, planning to drive home that night.
Jan and Doug had barely left, when Roger and Dana
Hankins from Merlin, OR came in, trailering Roger's
Kolb Firestar. So we had a pilots' hang-out at Larry
and Karen's. (For dinner we had bear burgers, from a
bear that Larry shot. Both he and Karen are avid
hunters.) On Friday, John Hauck took me in his Kolb,
John Williamson took Larry in his, and Roger got in
his single-seater. We all went for a great flight
down the Owahyee River Canyon. The rest of the day we
spent hanging out looking at all the pictures we all
took on our flights so far - as well as old pics from
previous flights.
With Doug gone, I was faced with flying home on my
own. Norm (my husband) wasn't happy about me flying
450+ miles by myself out in the middle of the eastern
Oregon desert, but there's a good, lightly-used
highway to follow and where I could land if I had
problems.
I left Larry and Karen Cottrell's home in Rome, Oregon
on Saturday morning, May 27. The weather forecast
wasn't great, but it was definitely safe for flying.
My first leg was 95 miles to Burns, Oregon. Larry and
Karen were my "FAA-equivalent" - I gave them my flight
plan, my ETA, and promised that I'd call as soon as I
touched down. If I didn't call within 30-45 minutes
of my ETA, they'd come looking.
If you go to Google Earth and pull up the photos of
this leg, you'll see lots of desolate
sagebrush-dotted, ravine-covered hills, rising into
the Steens Mountain range, and then settling down into
more sagebrush-covered flatlands on the other side of
the Steens. I followed the highway religiously, so
that if I went down it wouldn't be a problem to find
me.
There was a high, grey overcast, and a 22 mph
headwind, which thankfully was fairly steady but it
really slowed me down. It was also bitterly cold. Due
to the headwind, it took me 2.25 hrs. to make the 95
mile flight to Burns. During this leg, I saw only 2
vehicles on the highway.
The wind picked as I warmed up in the Burns FBO,
(gusting to 35 knots along my intended route) so I
ended up spending the next 1.5 days in Burns. By
Monday morning the skies were bright blue with some
white puffy clouds and even a slight wind out of the
southeast. Since I was flying northwest, that was
great. The next leg - from Burns to Bend - was 135
miles and it was an easy one. I've flown this route
about 30 times, since I fly to the Alvord Desert/Steen
Mountain for a ul fly-in every year, and this was the
easiest flying I've ever done on this leg. Usually
there's a strong quartering headwind, and it's work,
work, work staying level and on track. Not this time
- I had a very slight tailwind (about 3 mph) and no
turbulence.
Because it was Memorial Day, there were lots of pilots
taking advantage of a vacation day and good weather,
and there was lots of air traffic in and out of Bend.
I managed to sneak in, refuel quickly, and head out
again. My next refueling stop was 51 miles to Madras
- again, no problem en route.
What I did next was pretty foolish. I had been flying
the highway religiously - and checking in with Larry
and Karen at every stop. My next stop was supposed to
be The Dalles, which is at the east end of the
Columbia River Gorge. It's an exceptionally windy
spot. As I flew, I realized that I could save time
and effort by flying directly to Hood River (west of
The Dalles, also on the Columbia River) and landing
there instead of going to The Dalles. Picture
"cutting the corner" pretty big time. It meant leaving
the highway and flying a GPS route - over some farms
and pastures and fields, but mostly over the forested
foothills of the Cascades.
As I altered course for Hood River, I had an inner
dialogue. One voice said "This is REALLY, REALLY
stupid. Larry and Karen think you're going to The
Dalles, following the highway. They'll never look for
you - or send anyone to look for you - way out here.
And look at all the forest and mountain ridges on this
route. No road beneath you...nowhere to land. This is
SO stupid and irresponsible."
Another voice was saying, "You'll only be over the
forest and ridges for about 25 minutes before you get
to the Hood River valley. And the engine has been
working like a charm ever since you put in the new
fuel pump. Don't be such a wienie."
Maybe I shouldn't have, but I listened to the 2nd
voice, and made it into Hood River, where it was
gusting up to 22 knots. I was able to land without
much difficulty, even though I got 2 radio warnings
from glider pilots that the turbulence was too much
for an ultralight. That was 2:30 p.m. - and the wind
increased as I refueled. So I waited, and waited, and
waited. The wind didn't die down, and I decided not
to compound my stupidity by taking off and flying down
the Gorge - one of the windiest spots on earth.
(That's why Hood River is considered one of - if not
THE - best windsailing spot in the world.)
I called Norm (home is just 40 miles away from Hood
River) and he decided to drive up. We went to a neat
hotel right on the Columbia and on Tuesday morning I
was wheels-off at 6:30 a.m., and had a wonderful
flight home. Calm air and blue skies - it doesn't get
any better than this. I landed at Sandy River Airport
at 7:10 a.m. - beat Norm home by almost an hour.
Well, Will - how's that for an exceptionally long
answer to a simple question?
Arty
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | "Vince Hallam" <vince(at)devonwindmills.co.uk> |
I once parked my 65 ton [empty] Britannia at your windy
city,{Chicago}. No tie downs, but a ground crewman saw it in a gust ,he said
18 inches off the ground!
I forget what the wind was , 46 years ago,
Vnz
!
07941 313141
00441803 316191
www.devonwindmills.co.uk
----- Original Message -----
From: "David Paule" <dpaule(at)frii.com>
Sent: Thursday, June 15, 2006 3:51 PM
Subject: Kolb-List: Re: Tie Down Suggestions
>
> On my Cessna Skywagon, I use two stakes, plain straight rods with
> sharpened
> ends, about 18' long, at each location. They are pounded into the ground
> so
> they cross - there's a bracket that holds them in that position. Simple
> and
> works a charm.
>
> The stakes are titanium; it's the best combination of strength and
> lightness.
>
> The aluminum bracket has a hole for the rope to the wing.
>
> Here's what I've learned at Boulder Airport, watching airplanes get blown
> over in our high winds.
>
> These things not what most people do. Most people do it wrong.
>
> 1. Rope stretch lets the airplane bounce around, and the dynamic overloads
> break the airplane loose. Here's how to avoid that:
>
> a) Make the ropes out of polyester. One of the marine ropes like Sta-Set
> is
> excellent. Do not use nylon or polypropylene ropes or straps. It's too
> stretchy. If possible, double up on the ropes.
>
> b) Tie the ropes tight! I mean so tight that when you're pulling on them,
> the airplane squeaks.
>
> c) Tie the wing tiedowns first, then pull the plane back with the tail
> one.
> That makes the ropes tighter.
>
> d) Don't tie the ropes over the strut - tie them so that they can't
> possibly
> slip down and pull the strut out of column.
>
> 2. Orientation is important. If you can predict where the wind will come
> from, place the plane so that it's a quartering headwind. Sideways is
> okay.
> Head into the wind is bad, because that way the wing will work, and the
> possibility of dynamic overloads is high. Don't have the wind coming from
> behind at all, because of the potential for control surface damage.
>
> Got a question now - how do y'all tie the ropes to the wings? On my
> Firestar, there's no tiedown points.
>
> Thanks!
> Dave Paule
> Boulder, CO
>
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Tie Down Suggestions |
I use the steel dog type screw in tie downs but really wish I had purchased
the titanium tie downs when they were available. I don't trust the tie downs
I have so I put in two for each wing one gets roped to the lift strut and
one gets roped to the wing fold fitting. That's four for the wings. Then I
hook one to the tail wheel bell crank and pull it tight. The locked tail
wheel will restrict the rudder movement to some extent. Then I loop my seat
belt over the control stick to control aileron and elevator movement. It has
survived sitting in the open field at Oshkosh for the last three years a
hole week at a time. There have been some major thunder/rain/wind storms and
nothing has broken or flown away yet.
There are three things I want to do in this are and they are:
Get some of those titanium tie downs.
Weld on some John Hauck rings on my lift strut tangs.
Devise a real rudder/elevator gust lock.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Thursday, June 15, 2006 11:08 AM
Subject: Re: Kolb-List: Re: Tie Down Suggestions
>
> | Got a question now - how do y'all tie the ropes to the wings? On my
> | Firestar, there's no tiedown points.
> |
> | Thanks!
> | Dave Paule
> | Boulder, CO
>
>
> Dave:
>
> Use the bottom tang on the upper lift strut tang to weld a sturdy
> ring. I use a FS starter rope ring, but found out at Moab, UT, last
> year, that it may need to be a bit stronger. Wind pulled hard enough
> to elongate the ring on both wings. ;-(
>
> Take care,
>
> john h
> mkIII
>
>
>
________________________________________________________________________________
| Subject: | [ Will Uribe ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Will Uribe
Lists: Kolb-List,Ultralight-List
Subject: Kolb Trailers
http://www.matronics.com/photoshare/WillUribe@aol.com.06.15.2006/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: | Larry Rice <rice(at)iapdatacom.net> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 06/13/06 |
Folks,
I have a 377 that needs a crankshaft, which our friends in Austria no
longer make. I notice that the 503 has the same stroke. Will a 503 crank
work?
Larry the micromong guy
--
________________________________________________________________________________
| From: | "GALEN SHIRLEY" <oneaviator(at)msn.com> |
| Subject: | Re: boom tube dolly |
Larry, Thanks for the suggestion. DId you attach a wheel to the support?
Galen
>From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: boom tube dolly
>Date: Wed, 14 Jun 2006 22:20:59 -0600
>
>
>The set up that I have is a plastic water pipe cut in half, just measure
>the tube- 6 inches? and buy an 8 or 10 inch diameter piece of the pvc pipe,
>cut it in half and put some carpet inside the pipe to cradle the boom tube.
>The PVC at that size is big enough and tuff enough to bolt to and handle
>the load.
>
>Larry, Oregon
>
>
>----- Original Message ----- From: "galen shirley" <oneaviator(at)msn.com>
>To:
>Sent: Wednesday, June 14, 2006 10:00 PM
>Subject: Kolb-List: boom tube dolly
>
>
>>
>>I just saw a picture in the photo gallary of a boom tube dolly made by
>>erich weaver. I could not get an e-mail to go thru to him. Did not see
>>on the list either. Anybody got an idea of what the saddle is made of?
>>
>>Thanks
>>Galen
>>
>>
>>
>>
>>Read this topic online here:
>>
>>http://forums.matronics.com/viewtopic.php?p=41144#41144
>>
>>
>>
>>
>>Attachments:
>>
>>http://forums.matronics.com//files/saddle_2_162.jpg
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>http://www.matronics.com/Navigator?Kolb-List
>http://wiki.matronics.com
>
>
_________________________________________________________________
________________________________________________________________________________
| From: | "GALEN SHIRLEY" <oneaviator(at)msn.com> |
Boyd
Thanks for the info. THose saddles are kind of expensive but may be worth
it.
Galen
>From: "boyd" <by0ung(at)brigham.net>
>Reply-To: kolb-list(at)matronics.com
>To: ,
>Subject: Kolb-List: boom tube dolly Date: Thu, 15 Jun 2006 07:24:30 -0600
>
>
>I just saw a picture in the photo gallary of a boom tube dolly made by
>erich
>weaver.
>I could not get an e-mail to go thru to him. Did not see on the list
>either.
> Anybody got an idea of what the saddle is made of?
>
>Thanks
>Galen
>
> >>>>>>>>>>>>>>>>>
>
>Erics boom tube dolly is a plastic irrigation Saddle that fits the 6 inch
>pipe and has a 2 inch pipe thread outlet.. When in the trailer it is
>attached to some type of attachment that goes to the floor of his trailer.
>during loading and unloading he screws a wheel into the pipe thread attach
>point.. To try and find the saddle I would try a sprinkler / irrigation
>supplier.
>
>
>Boyd
_________________________________________________________________
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Tie Down Suggestions |
| Hey Hauck, any "tips" on tools to bring....I'm thinkin the basics
|
| Gotta Fly...
| Mike in MN
Mike:
What ever you think you may need to keep your bird in the air long
enough to get you there and home again.
Basically, I use an old Rotax tool kit, the one that is plastic and
rolls up. I have added a few wrenches, pliers, allen wrenches, etc.
Duct tape, safety wire, nylon tie wraps, are always handy for
temporary repairs.
With a two stroke, definitely a socket and rachet to pull plugs and
something to gap them with.
As you gain experience flying your Kolb, you will find out what it is
going to take to keep you going.
john h
mkIII
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 06/13/06 |
Sorry,
The 503 crank will NOT fit.
The 447 uses the same crank and bottom end as a 377 but uses bigger
pistons and cylinders.
On Jun 15, 2006, at 9:10 PM, Larry Rice wrote:
>
> Folks,
>
> I have a 377 that needs a crankshaft, which our friends in Austria no
> longer make. I notice that the 503 has the same stroke. Will a 503
> crank
> work?
>
> Larry the micromong guy
>
>
> --
>
>
> www.matronics.com/Navigator?Kolb-List
> wiki.matronics.com
>
>
________________________________________________________________________________
| From: | "Guillermo Uribe" <WillUribe(at)aol.com> |
| Subject: | Response to Will Uribe's ? about tail wheel troubles after |
MV (Long story)
Hi Arty,
Great report, I really enjoyed reading about your adventures and thank you
for posting them here on the Kolb list.
Regards,
Will Uribe
FireStar II N4GU
El Paso, TX
http://members.aol.com/WillUribe/mv/
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of TheWanderingWench
Sent: Thursday, June 15, 2006 10:25 AM
Subject: Kolb-List: Response to Will Uribe's ? about tail wheel troubles
after MV (Long story)
Well, Will - how's that for an exceptionally long
answer to a simple question?
Arty
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: boom tube dolly |
----- Original Message -----
From: "GALEN SHIRLEY" <oneaviator(at)msn.com>
Sent: Thursday, June 15, 2006 7:59 PM
Subject: Re: Kolb-List: boom tube dolly
>
> Larry, Thanks for the suggestion. DId you attach a wheel to the support?
> Galen
Actually mine is attached to the floor of the trailer on a arm that I can
pivot up from outside the folded wings to support the tail while I trailer
it. I have a track that guides the tailwheel up and over the support. When
the plane is in place I pivot the support up and lock it in place.
Larry, Oregon
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Kolb-List Digest: 24 Msgs - 06/13/06 |
A 447 crank will work. I have an old LEAF catalog, it shows the 377 and
447 use the same crank.
The 996-333 is the current part number for the 447 with point ignition.
Richard Pike
MKIII N420P (420ldPoops)
Larry Rice wrote:
>
> Folks,
>
> I have a 377 that needs a crankshaft, which our friends in Austria no
> longer make. I notice that the 503 has the same stroke. Will a 503 crank
> work?
>
> Larry the micromong guy
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Tie Down Suggestions |
I ran across the link for the titanium tie downs it is
http://www.airtimemfg.com/
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "russ kinne" <kinnepix(at)earthlink.net>
Sent: Thursday, June 15, 2006 5:23 PM
Subject: Re: Kolb-List: Re: Tie Down Suggestions
>
> David
> FWIW, I disagree with your 1-d) -- I suggest you put the rope through
________________________________________________________________________________
| Subject: | Re: full enclosures |
Rob,
IT has been my experience that firefly built to conform to the part 103 requirements
by "Calculation" will still exceed the top speed limitation with a 447
unless you specifically underprop the aircraft. I can assure you that if you build
it with no streamlineing and no enclosure and stick a prop that will limit
the engine to around 6000 to 6200 or so static rpm that it will readily fly
fast enough to exceed the part 103 top speed. So the "calculations" are not that
accurate anyway. The question really is, do you want it to comply by calculation,
or by real world performance numbers.
If you build it with all the streamlineing you can..a full enclosure, and brakes
and even heavy and so on, adjust the prop to make the best rpm at 6500 or so
WOT straight and level, it will run out around 85 to 90 mph.(447/60 inch)
IF you dont fool with any extra drag reduction like leg fairings and struts and
such...and build it without a full enclosure, you will have an airplane that
will be uncomfortable to fly at anything other than a low rpm cruise unless you
have a really strong neck. ( and still fly too fast for compliance)
The laid back seating position makes your neck hurt when holding your head against
the wind.
Of all the things I did to my FlagFly the full enclosure is the last thing I would
ever remove due to simple pilot comfort.
IN reference to the ramp check question, the only time I ever was, was back in
1977, in Oklahoma, Flying a Spartan School of Aeronautics 150, while on a cross
country flight during private pilot training. I believe the FAA agent simply
waited for any plane to land with the school logo on the tail to check the students
paperwork, which was always up to snuff because the school always kept
it up. I have always thought that they were just "flexing" their muscles to intimidate,
maybe make a student believe that this was the norm for the future.
Never have been checked since....lessee...wow...almost 30 years..egad!
Feeling old all of a sudden!
Don
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41421#41421
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Tie Down Suggestions |
X-SpamReason %%SpamReason%%:
> I ran across the link for the titanium tie downs it is
> http://www.airtimemfg.com/
>
> Rick Neilsen
> Redrive VW powered MKIIIc
I'd be intersted to see if a magnet will stick to these items.....
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Tie Down Suggestions |
The answer to that question is no! I have both items and they would not
stick together.
Larry, Oregon
----- Original Message -----
From: "Jim Baker" <jlbaker(at)msbit.net>
Sent: Friday, June 16, 2006 10:10 AM
Subject: Re: Kolb-List: Re: Tie Down Suggestions
>
> X-SpamReason %%SpamReason%%:
>
>> I ran across the link for the titanium tie downs it is
>> http://www.airtimemfg.com/
>>
>> Rick Neilsen
>> Redrive VW powered MKIIIc
>
> I'd be intersted to see if a magnet will stick to these items.....
>
> Jim Baker
> 580.788.2779
> Elmore City, OK
>
>
>
________________________________________________________________________________
| Subject: | Re: Kolbs on Open Trailers |
In a message dated 6/14/2006 3:21:51 P.M. Eastern Standard Time,
Dennis.Kirby(at)kirtland.af.mil writes:
<< The problem was on an open trailer the wind moving across a backwards
Kolb beats up the tail feathers. I guess it is the reason that seagulls
always stand Beak to the wind. Steve B. >>
Steve, -
You are absolutely correct: Beak to the wind.
If done right, our Kolbs travel just fine for long distances on open
trailers. I trailered my Mark-3 to and from Monument Valley last May, 7
hours driving time each way. My trailer is a simple, one axle flatbed, 22
feet long. My Kolb is secured pointing forward on the trailer. As long as
you secure everything (i.e., flaps & ailerons not flapping in the wind,
wings & tail boom supported, etc.), these Kolbs can endure prolonged open
trailer transporting without problems.
Another benefit of open trailering: You get LOTS of looks from the other
motorists! (They know a fun thing when they see it.)
But ... I think I want to FLY my plane there next year!
Dennis Kirby
N93DK, "Magic Bike"
Cedar Crest, NM
My 2 cents: I dragged my firestar to The Villages Fla with my son's ford
pickup pullin a 2 wheel boat trailer modified (by me and my son) last year
during the horrible hurricane season and naturally selected the timing DURING
one of them....Jean, I think....you know, the one that was soooooo big that
it covered the entire state!!!...... and was slow moving to boot! Lotsa side
pressure on this open trailer and my poor stressed out plane..... haven't
flown it yet.
I also was proud of my creation with an electric hoist for $50 from Harbor
Freight....works great btw, and built up platforms on the back by all weather
wood.....my son LOVES to work in wood...and the plane was dragged up ramps
backwards to a hinged stanchion which when one pulled the cord, would come up
and cradle the boom on its carpet, and hold it up off the tail wheel. The
backwards wings were noproblem at all as they were covered with a nonpenetrating
$12 canvas like tarp and sewed masculinely on one side. Masculine means that
the stitches were at least 3/4 inch with heavy thread....cord was more like
it. Only took an hour to sew it and it totally closed air off from entering
the area of the wingtips and tail. MORE CREATIVITY!.........YEAH!
But I would never do it again as the Hurricane was soooooo unrelenting that
the stresses on the airframe had to be gross, as the one wheel left the
pavement 3 times with the crosswinds hitting the wings. The rest of the Firestar
was wrapped with plastic wrap btw.
The new thing here is the cross wind forces,,,,, they were unhealthy at
least!!
George Randolph
Firestar driver from the Villages, Fl
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: full enclosures |
>
>Rob,
>IT has been my experience that firefly built to conform to the part 103 requirements
by "Calculation" will still exceed the top speed limitation with a 447
unless you specifically underprop the aircraft. I can assure you that if you
build it with no streamlineing and no enclosure and stick a prop that will limit
the engine to around 6000 to 6200 or so static rpm that it will readily fly
fast enough to exceed the part 103 top speed. So the "calculations" are not
that accurate anyway. The question really is, do you want it to comply by calculation,
or by real world performance numbers.
>
.............................
FireFlyers
The neat thing about the calculations is that they allow you to provide
definitive proof that your FireFly meets all AC 103-7 requirements to be
called an ultralight. And better yet a document copy made up of AC 103-7
Appendix 1, 2, 3 & 4 is considered to be sufficient proof that a FireFly
meets all requirments. As long as your FireFly's weight is under 254
pounds, fuel tank is no more than five gallons, and your computed drag
factor is not less than 11.8 and your engine hp no more than 38, you can fly
it as fast as it will go and it is legal.
You can make changes where they are not specifically prohibited. For
example, strut drag does not say that struts have to be round, therefore you
can streamline them etc. You can feather all trailing edges of the wings
and tail feathers.
If you make changes that reduce the computed drag factor to less than 11.8,
engine hp has to be reduced to make ultralight requirements.
If you have not seen the document, an example can be seen at:
http://www.thirdshift.com/jack/firefly/fireflylegal.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Stats for MV trip w/a 503 |
I hafta join those who spoke of enjoying your description of your trip. It
was great. Thanks. Lar.
----- Original Message -----
From: "TheWanderingWench" <thewanderingwench(at)yahoo.com>
Sent: Friday, June 16, 2006 7:00 AM
Subject: Kolb-List: Stats for MV trip w/a 503
>
>
> Stats for the MV trip:
> Maxair Drifter with Rotax 503 DCDI - HEAVILY loaded!
> :>)
>
> Total trip days: 17 (Includes 3 days of non-flying)
> Flight hours: 52
> Miles traveled: 3027 (includes "sightseeing miles" @
> MV)
> Gallons gas: 196 (averaged 3.77 gph)
>
>
> Arty
>
________________________________________________________________________________
| From: | Larry Rice <rice(at)iapdatacom.net> |
Guys,
Thanks for the crank information. I was really stumped about what I was
going to do!
Peace,
Lary the micro mong guy
PS. I was off list for quite a while, what with moving to Urbana, Ohio,
but I'm back.
--
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Tie Down Suggestions |
Thanks for the thoughtful comments on my tiedown suggestions.
I'll comment on some of them now. Before I do, I want to reiterate the most
important point - don't permit any slack or any stretch in the tiedowns,
because it's aircraft motion in strong winds that destroys airplanes.
1. John Hauck suggested that I "Use the bottom tang on the upper lift strut
tang to weld a sturdy ring" on my Firestar. Mine already has a tiedown ring
as an eyebolt for one of the strut through-bolts. I was unsure if that was
adequate and so far, haven't used it (I've kept the plane out of the wind,
actually).
2. TheWanderingWench asked where she could get similar tiedown hardware and
what the bracket was. The bracket is a piece of round aluminum bar, about
two and a half inches in diameter and about an inch thick. There are two
perpendicular diametrical holes for the stakes, offset so the stakes don't
touch, and a hole parallel to the axis but offset so it'll clear the stakes,
for the rope. The stakes are home made, with the titanium purchased from
Titanium and Alloys. I don't have any contact information now for them.
3. George T. Alexander, Jr. hoped that I meant that the stakes were about 18
inches long, rather than 18 feet long, as I'd written. Yes, George, they are
indeed the shorter length, thanks for checking.
4. Jim Baker suggested: "Why not just replace the lift strut pin with an
AN44 or AN45 eye bolt? Same tensile strength. Carabiner or other similar
attachment can be used to connect to the eye hole....." My Firestar has
something like that but with a big hefty welded ring in each. I don't know
where the builder got them.
5. Russ Kinne reminded me to "put the rope through the ring AND around the
strut...." Russ, I do this. Honestly! I just forgot to mention it. But I do
it for exactly the reasons you mention. I've noticed that Cessna tiedown
rings can take more load than Piper ones, though, at least as evidenced by
airplanes flipped over.
6. However, Russ also recommended that the elevator be held forward to keep
the tail down in tailwinds. It doesn't seem to matter much, at least with
production general aviation planes, as long as the controls are locked. For
the Firestar, it's probably good advice, because it's best to keep the plane
from ever moving during a windstorm, and the horizontal tail's stronger for
a down load than an up load.
Thanks again for the great comments!
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Group, today I ventured a record distance (for me) in the Kolb.
A journey down into the hills south of here with two other planes
to fellow Kolber Bob Erb's camp at 2000'+.
The good part was the trip down, superb. -and the camp fit
for a king. Very interesting runway too with a sort of a hammock
shape. You get a good run down one side and try to outclimb the
other.
The bad part, and I hesitate to even mention it after the epic
travels of Arty, was the return ride. The wind had picked up briskly
combined with a lot of thermals and rollers off the BIG hills.
Struggling for uniform speed and altitude cost at least 30% more
fuel than normal. It ran well but I encountered my first aileron
flutter
with the many rapid attitude changes. Lotsa throttle changes.
I have the balance rods but they didn't help much sitting on a shelf
in the shop.
No damage done except to my nerves.
pic generously reduced by BigLar: (I hope)
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Drat! I lost it somehow.....
________________________________________________________________________________
| From: | "frank & margie" <frank-margie(at)worldnet.att.net> |
Ref;
A 447 crank will work. I have an old LEAF catalog, it shows the 377 and
447 use the same crank.
The 996-333 is the current part number for the 447 with point ignition.
Richard Pike
MKIII N420P (420ldPoops)
Larry Rice wrote:
>
> Folks,
>
> I have a 377 that needs a crankshaft, which our friends in Austria no
> longer make. I notice that the 503 has the same stroke. Will a 503
crank
> work?
>
> Larry the micromong guy
------------------------------------------------------------------
Larry/Richard,
I think most 377's will only accept the old style 377/447 crank. The
currently available 447 crank only fits newer s/n engines, from what
I've heard. Call Lockwood/Green Sky/South Mississippi/etc; those folks
can tell you for sure. Have your engine s/n available when you call.
Frank Clyma
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | Re: Response to Will Uribe's ? about tail wheel troubles after |
M
Arty
I really enjoyed reading your post. Thanks for sharing.
Jim
MK III X
Virginia Beach,VA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41530#41530
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | Re: Response to Will Uribe's ? about tail wheel troubles after |
M
Arty
I really enjoyed reading your post. Thanks for sharing.
Jim
MK III X
Virginia Beach,VA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41531#41531
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
Okay gang. Got a buddy with a beautiful Kolb SlingShot and he is
experiencing some hairy problem. Read:
SYMPTOMS
Loss of power during take-off. Full power is applied at take-off generating
6200-6300 rpm. At approximately 200 ft altitude the rpm begins to drop
gradually until it reaches approximately 5000 rpm. When it begins dropping,
I will bring the throttle back to around in case the engine is beginning
to seize. Even though I should be turning around 5500-5600 rpm at this
setting the engine continues to slow until it reaches 5000 rpm. The engine
seems to operate normally at throttle positions below where 5000 rpm would
typically be. Above this throttle setting has no effect on rpm.
Temperatures are in the normal range. The engine is running smoothly.
Switching on the electric fuel pump does not have any effect. If I tie the
airplane down and run the engine the symptoms do not occur and the engine
runs normally. The symptoms during flight are consistent, they happen every
flight.
CHECKS AND WORK COMPLETED
1. Cleaned air filter.
2. Disassembled and cleaned carburetors.
3. Replaced spark plugs.
4. Pulled and cleaned fuel tanks (I did find a moderate amount of dirt in
tanks).
5. Filter all gas before returning to tanks (The gas is fresh).
6. Replaced all fuel lines.
7. Replaced fuel filter.
8. Pulled the cylinders to check for seizure (no evidence was found). The
rings were free.
9. Replaced muffler with a known good one.
10. Replaced tube in left tire (what can I say, it was flat).
FURTHER CHECKS TO BE COMPLETED
1. Install a fuel pressure gauge at the carburetors to confirm fuel
pressure.
2. Go thru the ignition system. (How do I do this?)
3. Replace pulse line.
Thanks for any help that you may be able to contribute.
Jim Holbrook
He lives down in Panama City, Fl, and I am here to tell you, it aint no
place to have the engine act up. We gotta help him. All you engineers,
soothsayers, knowitalls and high time flyers, HELP. Gotta get this thing
fixed. Maybe the electronics are working the advance backwards? You can
reply off line or on line whichever. All maybe benefit from this. Mass
problem to be solved. Ted Cowan
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: 582 problems |
First question: has it always done this, or is this something new?
If it has always done this, I can only think of two reasons:
1) prop load changes due to airspeed.
2) air pressure on the carburetors/fuel system changes due to airspeed.
So -
Try taking some pitch out of the prop and let it wind up a bit tighter
static.
Possibly you have so much pitch in the prop that it is stalled static,
and the 6300 rpm static does not reflect what flight loadings would be.
As you increase airspeed, the prop unstalls and begins to bite,
and loads itself down so that 5,000 rpm is all the engine will pull.
If someone else on the field has the same prop/ engine/ gearbox
combination,
compare your prop pitch to theirs.
Caution: if you prop for too high an RPM static, the prop can sometimes
unload
so much at cruise that your EGT's will go higher than normal.
Here is another one to look at -
The little tubes that run under the carbs, from one side of the carb to
the other,
do they have 4 holes in them, located perpendicular to each other?
Or are they located in an area where in-flight air pressure or suction
could occur?
As the RPM's begin to fall, what does the EGT do?
And what kind of engine is it? And how many hours? Prop? Gearbox ratio?
I like your idea of a fuel pressure check. Good idea.
Richard Pike
MKIII N420P (420ldPoops)
tc1917 wrote:
>
> Okay gang. Got a buddy with a beautiful Kolb SlingShot and he is
> experiencing some hairy problem. Read:
>
> SYMPTOMS
>
> Loss of power during take-off. Full power is applied at take-off
> generating
> 6200-6300 rpm. At approximately 200 ft altitude the rpm begins to drop
> gradually until it reaches approximately 5000 rpm. When it begins
> dropping,
> I will bring the throttle back to around in case the engine is
> beginning
> to seize. Even though I should be turning around 5500-5600 rpm at this
> setting the engine continues to slow until it reaches 5000 rpm. The
> engine
> seems to operate normally at throttle positions below where 5000 rpm
> would
> typically be. Above this throttle setting has no effect on rpm.
> Temperatures are in the normal range. The engine is running smoothly.
> Switching on the electric fuel pump does not have any effect. If I
> tie the
> airplane down and run the engine the symptoms do not occur and the engine
> runs normally. The symptoms during flight are consistent, they happen
> every
> flight.
>
> CHECKS AND WORK COMPLETED
>
> 1. Cleaned air filter.
> 2. Disassembled and cleaned carburetors.
> 3. Replaced spark plugs.
> 4. Pulled and cleaned fuel tanks (I did find a moderate amount of dirt in
> tanks).
> 5. Filter all gas before returning to tanks (The gas is fresh).
> 6. Replaced all fuel lines.
> 7. Replaced fuel filter.
> 8. Pulled the cylinders to check for seizure (no evidence was found).
> The
> rings were free.
> 9. Replaced muffler with a known good one.
> 10. Replaced tube in left tire (what can I say, it was flat).
>
> FURTHER CHECKS TO BE COMPLETED
>
> 1. Install a fuel pressure gauge at the carburetors to confirm fuel
> pressure.
> 2. Go thru the ignition system. (How do I do this?)
> 3. Replace pulse line.
>
> Thanks for any help that you may be able to contribute.
>
> Jim Holbrook
>
> He lives down in Panama City, Fl, and I am here to tell you, it aint
> no place to have the engine act up. We gotta help him. All you
> engineers, soothsayers, knowitalls and high time flyers, HELP. Gotta
> get this thing fixed. Maybe the electronics are working the advance
> backwards? You can reply off line or on line whichever. All maybe
> benefit from this. Mass problem to be solved. Ted Cowan
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
One more thing -
In my own experience, the coil type tiedowns don't work as well in dry or
sandy or gravelly ground as straight stakes. The coils can pull right out,
along the axis of the thing.
And another thing -
Make sure that nearby airplanes, also tied down, can't blow into yours. You
might need to retie them yourself....
Dave Paule
Boulder, CO
________________________________________________________________________________
| From: | "Gherkins Tim-rp3420" <rp3420(at)freescale.com> |
Arty-You Wench! And fellow Kolbers,
I am so excited to see the posts of the GREAT Arty Trost
(WanderingWench----and she is!). It was a great pleasure to meet and
then get to know this charismatic and fun little gal during the MV get
together. She is very open and fun to be around and what a
pilot!!!!!!!!She flies a Maxair Drifter pusher, which is an updated
version of the original 1970's circa Hummer designed by the late Clause
Hill.
The Hummer in my opinion is the best little ultralight back in the 70's
and even today (old poops may attest to that). It is the first plane
that had me dream'n as a young lad of building and flying my own plane.
Because of its great pilot view from the pusher configuration, it made
me want a Kolb with the same great view. Uncle Craig owned and flew the
one that conjured dreams of flight in my head. (Wench- we just found
old pictures of him and his Hummer-trailer and flying the hummer....we
will post them soon).
The wench flies her Drifter with just a small nose pod to cover her feet
and mainly hold instruments. She has a windshield---the size of a post
card. Arty- I could just imagine seeing you holding your arm over your
face to keep the rain from pelting you. What a pioneer for women
ultalight aviation, and a inspiration for all of us hesitant to wonder
out of our back yard. She basically flew the whole southwest on the end
of a broom stick!!!
It is a treat for all of us to have her on our list. Her husband has
nothing to do with aviation, but like a true companion lets the wench's
leash out so she can pursue her love, and give us a chance to meet a
very endearing lady.
Arty, great post on the tail wheel, and welcome, welcome, welcome to the
Kolb list.
Tim Gherkins and uncle Craig- "The Milows"
Firestar II and Mrk III Xtra- "The Iditarods"
www.milows.com
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
TheWanderingWench
Sent: Thursday, June 15, 2006 9:25 AM
after MV (Long story)
-->
--- Guillermo Uribe wrote:
>
>
> Hi Arty,
> Did you have any more problems with your tail wheel
> after you left MV?
>
> Regards,
> Will Uribe
> FireStar II N4GU
> El Paso, TX
For those of you who weren't aware, I went through 2
tail wheels getting to MV and Dennis Kriby was
generous enough to give me a 3rd tail wheel when I was
there. So - here's "The REST of the Story."
Well, Will - how's that for an exceptionally long
answer to a simple question?
Arty
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| Subject: | Re: Great Weekend |
In a message dated 6/6/2006 6:47:38 A.M. Eastern Standard Time,
pj.ladd(at)btinternet.com writes:
In the UK we have the only other flying Lanc in the world as part of the
Battle of Britain Flight, which also includes a Spit and a Hurricane.
We also have J for Jane which is a Lanc which cannot fly as she needs a new
main spar (1 Million pounds sterling) but does taxi runs . I managed to get
on one of those a couple of years ago. In fact it isn`t so much a `run` as a
creep but being inside the fuselage with those four Merlins roaring just
feet away is certainly thrilling.
Forgive the non Kolb post but I think most flyers are interested in flying
generally, not just what pertains to their own type of machine.
Cheers
Pat
do not archive
you sure have that right Pat, thanks for your post.
George Randolph
Firestar driver from the villages.....btw, we have a lot of Brits in our
Villages! You may want to check it out sometime....my door is always open to
someone who knows of the Merlins. Bless them and their inventors.
________________________________________________________________________________
| From: | "pete haggerty" <pandv2(at)vivaccess.com> |
| Subject: | Re: Kolbs on Open Trailers |
What is the distance from the rear edge of your trailer, to the center of
the saddle ? Pete
>
> This is how the boom tube is supported...The saddle pivots....
>
> --------
> .
> .
> .
> .
________________________________________________________________________________
| From: | "Ron" <captainron1(at)cox.net> |
Ethanol is an excellent fuel, its octane is 110 and its volatility is lower
than avgas. I will run ethanol in my Suzuki conversion as soon as I have it
running All the articles I have read so far say nothing about the Ethanol
itself. They talk about the effects or speculated effects of the Ethanol on
old rubber parts. I don't know of any modern seals that deteriorate because
of ethanol. Heck we drink the stuff, we call it Vodka sans the 15% mogas. In
all respects Ethanol is a better avefuel than the expensive stuff we burn
now. As we have not heard of any crushes attributed to E-85 I can safely say
that its looking pretty good. For sure somebody is flying with it already.
Ron
Arizona
======================
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard Girard
Sent: Friday, June 02, 2006 8:51 AM
Ted, I buy avgas as a treat for my Shovelhead. I can't put it directly into
the tank, but I can buy a can of gas and put it in at home.
Lobby your state to keep ethanol out of high test gas. Most people by the
cheapest grade, anyway, so that's where we get the most bang for the buck,
so to speak.
On 6/2/06, tc1917 wrote:
>
>
> I know it was probably discussed recently but I need to do some research
> for
> our ultralight club. Namely, what, if any difference may we expect when
> the
> alcohol starts dumping into our gas. I can find several studies and
> suggestions by others in the field but want to know what this knowledge
> base
> has to say about it. What can we expect and what conditions are going to
> be
> dangerous; What we can do about it. It is going to be all over,
> everywhere
> at one time and this looks like a disaster to air craft of every
> size. Can
> we use something to lesson the problem or neutralize the water
> effect? Can
> we use Marvel Mystery oil in our gas (or oil). Going to the local
> airports
> and filling a can with avgas is out of the question for most. I am not
> sure
> they will even sell it to you like that. (gas can - red -- diesel can -
> green -- avgas can - ?. I know a bunch of you are engineers of some sort
> -
> I have heard you blert it out long enough. Now, put your heads together
> and
> tell us for sure and forever, can we use the crap in our tanks on 2 and 4
> strokers, etc. Ted Cowan, Alabama. p.s. I already know ROSUCKS already
> states NOT to use this in our engines. But what is the ulternative?
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Thom Riddle <jtriddle(at)adelphia.net> |
| Subject: | Re: Wilbur Wright's Birthplace |
Jack,
Sounds like you had fun and a bit of an adrenalin flow. So how short
was the field?
Thom in Buffalo
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Gasoline (Ethanol, actually) |
There's one little issue to think about. Well, there may be others, but this
is the biggie.
Ethanol has about 12,000 BTU per pound, and gasoline has about 18,500 BTU
per pound.
This means that gasoline has over more 50% more energy than ethanol. Looking
at it the other way, ethanol has only 65% the energy of gasoline. A 50 hp
motor, rated on gasoline, would only produce 32 hp on pure ethanol.
Methanol has about 9,00 BTU per pound, so it's even worse.
That's why your car gets worse mileage on mixed gasoline and alcohol than it
does on straight gasoline. The mixture doesn't have the energy density that
gasoline does.
Dave Paule
Boulder, CO
Ron wrote:
Ethanol is an excellent fuel, its octane is 110 and its volatility is lower
than avgas..... All the articles I have read so far say nothing about the
Ethanol
itself.... In all respects Ethanol is a better avefuel than the expensive
stuff we burn
now.....
Ron
Arizona
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Gasoline (Ethanol, actually) |
> Looking
> at it the other way, ethanol has only 65% the energy of gasoline. A 50 hp
> motor, rated on gasoline, would only produce 32 hp on pure ethanol.
I'd say that was an incorrect assessment. If you want to leave
the mass units per HP per hour the same, which you clearly
cannot do since the mass of ethanol required is greater than
straight gasoline, you'd need to bump the flow rates up and the
result would be an engine that is just as powerful, if not more
so...runs cooler, too, at equivalent horsepower because of the
greater latent heat of evaporation of ethanol (marginal
improvements for the 10-15% stuff). You need to think in terms
of stoichiometry, not energy per unit mass.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Hans van Alphen" <BMW_flyer(at)bellsouth.net> |
| Subject: | Never ever mix Marvel Mystery Oil with Synthetic Oil |
Hi Rick and Kolbers,
Unfortunately I have heard this before that people use Marvel Mystery Oil as
an additive to their synthetic Oil.
Big Mistake.
I use Marvel Mystery Oil on every tank of Gas as I believe it is a great
additive and the engine will burn cleaner.
But you do NOT want to add this to your Synthetic Oil as it will "clean"
your oil and strip it of all its additives important for lubrication.
I use Mobil 1 Synthetic Oil.
Fly safe
Hans van Alphen
Mark III Xtra
BMW powered.
> -----Original Message-----
snip
Can we use Marvel Mystery oil in our gas (or oil). Going to the local
>> airports.................
snip
> Rick Girard
> "Ya'll drop on in"
> takes on a whole new meaning
> when you live at the airport.
>
________________________________________________________________________________
| From: | Comcast <davis207(at)comcast.net> |
| Subject: | Re: Kolb-List Digest: 12 Msgs - 06/17/06 |
Ron -
Re: "In all respects Ethanol is a better avefuel than the expensive
stuff we burn now."
Except for one that's more important for planes then even for cars:
Specific Energy. A pound of gasoline simply contains more energy then a
pound of alcohol. Unless you have a computer controlled engine to take
advantage of it, 110 octane (a measure of burning smoothness, not
energy) gives you no added benefit over a lower octane fuel, provided
the lower octane fuel meets your engine's minimal octane requirement.
Two weeks ago, I had a discussion about this issue with a Exxon chemical
engineer. His job is formulating fuels, and the forum was the Philly
MIT Alumni chapter, so I suspect he know a little about this. His
estimate of added power extractable from higher octane was < 1%. That's
based on changing the way the engine runs (mainly timing) which only
some engines can do. It's not based on higher energy content from
higher octane. For mogas, he even said that higher grades will, if
anything, give lower mileage, as the octane boosting chemicals have a
lower specific energy then straight gasoline. In this respect, alcohol
is even "worse".
Chuck
Ethanol is an excellent fuel, its octane is 110 and its volatility is lower
than avgas. I will run ethanol in my Suzuki conversion as soon as I have it
running All the articles I have read so far say nothing about the Ethanol
itself. They talk about the effects or speculated effects of the Ethanol on
old rubber parts. I don't know of any modern seals that deteriorate because
of ethanol. Heck we drink the stuff, we call it Vodka sans the 15% mogas. In
all respects Ethanol is a better avefuel than the expensive stuff we burn
now. As we have not heard of any crushes attributed to E-85 I can safely say
that its looking pretty good. For sure somebody is flying with it already.
Ron
Arizona
=====================
________________________________________________________________________________
| From: | "Wayne T. McCullough" <blackbird754(at)alltel.net> |
| Subject: | Pics of Kolbra 004 |
Hey guys,
I really have been working....LOL
Wayne
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________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Test, Please Ignore... |
Testing Enclosure Replacement Code...
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Attachment: http://www.matronics.com/enclosures/5762dd8f38c2bb4b0d513b5c6af3be8e2b561ec7.txt
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Kolb-List Digest: 12 Msgs - 06/17/06 |
Not Found
The requested URL /enclosures/
74fcb762855f7d074e79865b0833fa6be7543dcd.txt was not found on this
server.
Apache/2.0.52 Server at www.matronics.com Port 80
? ? ? ? ?
On Jun 18, 2006, at 7:05 PM, Jim Baker wrote:
> The attachment was larger than 10 bytes.
> It was removed, but may be accessed at this URL:
>
> http://www.matronics.com/enclosures/
> 74fcb762855f7d074e79865b0833fa6be7543dcd.txt
>
________________________________________________________________________________
| From: | "Ron" <captainron1(at)cox.net> |
| Subject: | Re: Gasoline (Ethanol, actually) |
I have been running Ethanol E-85 in both the Yukon and Cavalier. I had
several runs up to PHX from Sierra Vista. Here is the report sort of semi
scientific. I drive usually at 85mph or higher it's a bunch of miles to go.
Anyway the mileage difference is nil. The biggest spread I had was 1.5 mpg
difference, but that I attribute most likely to heavy traffic in PHX enroute
to the pump. I fuel here in Sierra Vista with e-85 and used it on several
trips, back I use regular and premium. My best guess at why the difference
in BTU is not translating into any practical difference in MPG is mogas
burns faster and a lot of the btu's are simply absorbed by the coolant or go
out the exhaust. Ethanol burns slower and more of its energy gets to make
motive force. Anther interesting thing besides that it smells better, is
that the engine runs smoother. As for the cars the Yukon a 1996 model runs
fine on E-85 once warmed up but stumbles till then. In it I am running E-50
now. I stop at the mogas pump dump 10 gallons and move up to the Ethanol
pump and dump 13 gallons or so. The Cavalier a 2000 year model runs fine on
straight E-85 except the check engine light comes on if I run it hard like
the drive to PHX. All it takes to reset the lights is a tank of mogas. In
town at slow drive the computer does not complain. I have been doing this
for about 6 months. There are no mechanical problems.
I think for those that have fixed ignition timing retarding the ignition to
take advantage of the slower burn rate will nil out much of the btu
advantage that mogas has. I'll try it with my Kolb once its running and see
if there is any difference
Ron
Arizona
=================
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of David Paule
Sent: Sunday, June 18, 2006 9:09 AM
There's one little issue to think about. Well, there may be others, but this
is the biggie.
Ethanol has about 12,000 BTU per pound, and gasoline has about 18,500 BTU
per pound.
This means that gasoline has over more 50% more energy than ethanol. Looking
at it the other way, ethanol has only 65% the energy of gasoline. A 50 hp
motor, rated on gasoline, would only produce 32 hp on pure ethanol.
Methanol has about 9,00 BTU per pound, so it's even worse.
That's why your car gets worse mileage on mixed gasoline and alcohol than it
does on straight gasoline. The mixture doesn't have the energy density that
gasoline does.
Dave Paule
Boulder, CO
Ron wrote:
Ethanol is an excellent fuel, its octane is 110 and its volatility is lower
than avgas..... All the articles I have read so far say nothing about the
Ethanol
itself.... In all respects Ethanol is a better avefuel than the expensive
stuff we burn
now.....
Ron
Arizona
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | FireFly Wing Swivel Joint Repair |
FireFlyer's,
After 200+ hours the FireFly rear wing spar swivel joints started to sound
like tinny sleigh bells. Earlier I had shimmed them with thin brass shim
stock. Some of the shims stayed in place and others did not. As a result,
all the shaking and quaking at the rear of the fuselage slowly wore the pin
OD's and the mating hole ID's.
I purchased some inexpensive Oilite flanged sleeve bushings from McMaster
Carr, drilled out the holes, inserted the bearings, and new slightly longer
pins and removed all the play from the swivel joints. Also, I bushed the
stud that passes through the cage clevis. I used a washer and two nested
"O" rings so that I could put the joint into compression but still let it
pivot.
Before the repair, the trailing edge of the wing would move over an eight of
an inch. After the repair, there is no movement. The nice thing about this
repair is that if play shows up again, all one has to do is replace the
bushings. There should be little to no wear on the steel surfaces.
If you would like to see how it was done, it can be seen at:
http://www.thirdshift.com/jack/firefly/firefly128.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "David Paule" <dpaule(at)frii.com> |
| Subject: | Re: Gasoline (Ethanol, actually) |
You'd also need a means of pumping more air into the engine, allowing for it
to expand, and getting more exhaust out of it.
After arranging those things, it wouldn't be the same engine.
Dave Paule
Boulder, CO
Jim Baker wrote:
....you'd need to bump the flow rates up and the result would be an engine
that is just as powerful, if not more so...runs cooler, too, at equivalent
horsepower because of the greater latent heat of evaporation of ethanol
(marginal improvements for the 10-15% stuff). You need to think in terms of
stoichiometry, not energy per unit mass.
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
Y'all;
Seems, that y'all are talking about a blended fuel and not 100% alcohol.
To run 100% alcohol it is necessary to enlarge the main jets 40% as alcohol needs
a much richer fuel/air mixture than gasoline.
Another problem with 100% alky is it has a tendency to wash oil off the cylinder
walls unless you use castor oil as a lubricant.
You gain power with 100% alky but you burn a bunch more doing it.
I base this on experience from racing cars a few centuries ago using 100% Alky.
So if you are looking to run cheaper, don't think so.
Jim Hauck
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
I can't seem to open up the pictures of the repair of swivel joint. Can you send
me some pictures? Thanks in advance
--
Rob.
---- "Jack B. Hart" wrote:
>
> FireFlyer's,
>
> After 200+ hours the FireFly rear wing spar swivel joints started to sound
> like tinny sleigh bells. Earlier I had shimmed them with thin brass shim
> stock. Some of the shims stayed in place and others did not. As a result,
> all the shaking and quaking at the rear of the fuselage slowly wore the pin
> OD's and the mating hole ID's.
>
> I purchased some inexpensive Oilite flanged sleeve bushings from McMaster
> Carr, drilled out the holes, inserted the bearings, and new slightly longer
> pins and removed all the play from the swivel joints. Also, I bushed the
> stud that passes through the cage clevis. I used a washer and two nested
> "O" rings so that I could put the joint into compression but still let it
> pivot.
>
> Before the repair, the trailing edge of the wing would move over an eight of
> an inch. After the repair, there is no movement. The nice thing about this
> repair is that if play shows up again, all one has to do is replace the
> bushings. There should be little to no wear on the steel surfaces.
>
> If you would like to see how it was done, it can be seen at:
>
> http://www.thirdshift.com/jack/firefly/firefly128.html
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
| After 200+ hours the FireFly rear wing spar swivel joints started
to sound
| like tinny sleigh bells. Earlier I had shimmed them with thin brass
shim
| stock. Some of the shims stayed in place and others did not. As a
result,
| all the shaking and quaking at the rear of the fuselage slowly wore
the pin
| OD's and the mating hole ID's.
|
| I purchased some inexpensive Oilite flanged sleeve bushings from
McMaster
| Carr, drilled out the holes, inserted the bearings, and new slightly
longer
| pins and removed all the play from the swivel joints. Also, I
bushed the
| stud that passes through the cage clevis. I used a washer and two
nested
| "O" rings so that I could put the joint into compression but still
let it
| pivot.
|
| Before the repair, the trailing edge of the wing would move over an
eight of
| an inch. After the repair, there is no movement. The nice thing
about this
| repair is that if play shows up again, all one has to do is replace
the
| bushings. There should be little to no wear on the steel surfaces.
|
| If you would like to see how it was done, it can be seen at:
|
| http://www.thirdshift.com/jack/firefly/firefly128.html
|
| Jack B. Hart FF004
| Winchester, IN
|
|
|
|
|
|
|
|
|
|
|
|
|
|
________________________________________________________________________________
| From: | "Ron" <captainron1(at)cox.net> |
John I am going to run an experiment on this today. I am suspecting that
Ethanol is less cleanser / solvent of regular oil than standard mogas, and
the reason I suspect that is because of the smoothness of the engine while
burning Ethanol.
This is the test I am going to do. I am going to take the same piece of
aluminum sheet dunk it in Philips 20/60W aveoil, and then dunk it in a jar
of avgas and then a jar of ethanol, each one in its own turn. I'll report
the results here. I also have a qt. of Mobil-1 and I'll try the same test
with it.
Now as I think of it I also have a new piece of fuel injection hose which I
will cut and drop into the Ethanol jar and leave it in it for a few weeks.
I am guessing that is we can drink it as Vodka it is not going to be
damaging at all to the stuff we have on our airplanes.
( I have to admit I am becoming an Ethanol fan as I see it as away to rid us
of Foreign oil that sponsors terrorism), and I like having the American
farmers get wealthy, keeping the money here.
Ron
Arizona
================================
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Hauck
Sent: Monday, June 19, 2006 11:03 AM
Y'all;
Seems, that y'all are talking about a blended fuel and not 100% alcohol.
To run 100% alcohol it is necessary to enlarge the main jets 40% as alcohol
needs a much richer fuel/air mixture than gasoline.
Another problem with 100% alky is it has a tendency to wash oil off the
cylinder walls unless you use castor oil as a lubricant.
You gain power with 100% alky but you burn a bunch more doing it.
I base this on experience from racing cars a few centuries ago using 100%
Alky.
So if you are looking to run cheaper, don't think so.
Jim Hauck
________________________________________________________________________________
| From: | "Vince Hallam" <vince(at)devonwindmills.co.uk> |
Perhaps pat can give us a run down on what the UK authorities have said
about tolerating Mogas up to 6000 feet, but no ethanol permitted at all
Vince Hallam
please phone rather than email for best results!
07941 313141
01803 316191
www.devonwindmills.co.uk
----- Original Message -----
Sent: Monday, June 19, 2006 7:36 PM
>
> John I am going to run an experiment on this today. I am suspecting that
> Ethanol is less cleanser / solvent of regular oil than standard mogas, and
> the reason I suspect that is because of the smoothness of the engine while
> burning Ethanol.
> This is the test I am going to do. I am going to take the same piece of
> aluminum sheet dunk it in Philips 20/60W aveoil, and then dunk it in a jar
> of avgas and then a jar of ethanol, each one in its own turn. I'll report
> the results here. I also have a qt. of Mobil-1 and I'll try the same test
> with it.
> Now as I think of it I also have a new piece of fuel injection hose which
> I
> will cut and drop into the Ethanol jar and leave it in it for a few weeks.
> I am guessing that is we can drink it as Vodka it is not going to be
> damaging at all to the stuff we have on our airplanes.
> ( I have to admit I am becoming an Ethanol fan as I see it as away to rid
> us
> of Foreign oil that sponsors terrorism), and I like having the American
> farmers get wealthy, keeping the money here.
>
> Ron
> Arizona
>
> ================================
>
> -----Original Message-----
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Hauck
> Sent: Monday, June 19, 2006 11:03 AM
>
>
> Y'all;
>
> Seems, that y'all are talking about a blended fuel and not 100% alcohol.
>
> To run 100% alcohol it is necessary to enlarge the main jets 40% as
> alcohol
> needs a much richer fuel/air mixture than gasoline.
>
> Another problem with 100% alky is it has a tendency to wash oil off the
> cylinder walls unless you use castor oil as a lubricant.
>
> You gain power with 100% alky but you burn a bunch more doing it.
>
> I base this on experience from racing cars a few centuries ago using 100%
> Alky.
>
> So if you are looking to run cheaper, don't think so.
>
> Jim Hauck
>
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
>
>Hi Jack,
> Nice work and nice illustrations...
>
> Question....Aren't you supposed to have Bolts on those ears instead of
> Pins....?
>
> Gotta Fly...
> Mike in MN
Mike,
The loads are pure shear loads so there is no need for bolts. Pins for
a given holding distance are lighter than bolts.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|
| John I am going to run an experiment on this today. I am suspecting
that
| Ethanol is less cleanser / solvent of regular oil than standard
mogas, and
Ron:
I haven't made any posts ref alcohol.
Bro Jim did though.
john h
mkIII
________________________________________________________________________________
| From: | Ron <CaptainRon1(at)cox.net> |
| Subject: | E-85 Ethanol lubricity test results. |
As someone earlier (BJ) posted about the possibility of Ethanol
washing off oil from cylinder walls I had to find out if there is any
such danger.
My test is about as scientific as can be, in other words repeatable
by anyone following my procedures.
two aluminum tabs .025 identical.
Two Dixie cups clear plastic.
Two separate types of oil tested, Mobil-1 5W-30, and Philips X/C
20-50 aviation oil.
Drained 100LL avgas into Dixie cup.
Poured E-85 into Dixie cup.
Applied AvOil to both alum tabs.
Inserted one tab one into Avgas, and one into E-85.
Lifted both tabs out after 30 seconds.
Tab into E-85 had most of the oil still on it except that which by
force of gravity drained to bottom of Dixie cup.
Tab into avgas was clean of oil. rubbed tab a bit to see if there is
any oil film on it, could not tell any difference, from the bare alum
and previously coated parts.
Repeated experiment a couple of times including swishing the tabs in
the fuels. In all cases the tab in the Avgas was washed clean and the
tab into the E-85 still had oil on it.
The test with the Mobil-1 had the same results with the difference
that the Mobil-1 was even harder to wash off with the Ethanol.
In fact I had to wash the Ethanol tab in the Avefuel to clean it so
it would not stain the box I keep my scrap alum in.
Because of this I am certain that any motor using E-85 will last way
longer than any motor using Petro fuel all else being equal.
I am still checking on rubber parts. I put an O-ring #14 into the
ethanol jar, also a piece of Fuel injection hose, and a silicon
gasket. Wrote Jun-19-06 on it and put it aside.
Ron
Arizona
=================================================
>
>Perhaps pat can give us a run down on what the UK authorities
>have said about tolerating Mogas up to 6000 feet, but no ethanol
>permitted at all
>Vince Hallam
>please phone rather than email for best results!
>07941 313141
>01803 316191
>www.devonwindmills.co.uk
>----- Original Message ----- Sent: Monday, June 19, 2006 7:36 PM
>
>>
>>John I am going to run an experiment on this today. I am suspecting that
>>Ethanol is less cleanser / solvent of regular oil than standard mogas, and
>>the reason I suspect that is because of the smoothness of the engine while
>>burning Ethanol.
>>This is the test I am going to do. I am going to take the same piece of
>>aluminum sheet dunk it in Philips 20/60W aveoil, and then dunk it in a jar
>>of avgas and then a jar of ethanol, each one in its own turn. I'll report
>>the results here. I also have a qt. of Mobil-1 and I'll try the same test
>>with it.
>>Now as I think of it I also have a new piece of fuel injection hose which I
>>will cut and drop into the Ethanol jar and leave it in it for a few weeks.
>>I am guessing that is we can drink it as Vodka it is not going to be
>>damaging at all to the stuff we have on our airplanes.
>>( I have to admit I am becoming an Ethanol fan as I see it as away to rid us
>>of Foreign oil that sponsors terrorism), and I like having the American
>>farmers get wealthy, keeping the money here.
>>
>>Ron
>>Arizona
>>
>>================================
>>
>>-----Original Message-----
>>[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Hauck
>>Sent: Monday, June 19, 2006 11:03 AM
>>
>>
>>Y'all;
>>
>>Seems, that y'all are talking about a blended fuel and not 100% alcohol.
>>
>>To run 100% alcohol it is necessary to enlarge the main jets 40% as alcohol
>>needs a much richer fuel/air mixture than gasoline.
>>
>>Another problem with 100% alky is it has a tendency to wash oil off the
>>cylinder walls unless you use castor oil as a lubricant.
>>
>>You gain power with 100% alky but you burn a bunch more doing it.
>>
>>I base this on experience from racing cars a few centuries ago using 100%
>>Alky.
>>
>>So if you are looking to run cheaper, don't think so.
>>
>>Jim Hauck
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Ron <CaptainRon1(at)cox.net> |
| Subject: | E-85 Ethanol lubricity test results. |
As someone earlier (BJ) posted about the possibility of Ethanol
washing off oil from cylinder walls I had to find out if there is any
such danger.
My test is about as scientific as can be, in other words repeatable
by anyone following my procedures.
two aluminum tabs .025 identical.
Two Dixie cups clear plastic.
Two separate types of oil tested, Mobil-1 5W-30, and Philips X/C
20-50 aviation oil.
Drained 100LL avgas into Dixie cup.
Poured E-85 into Dixie cup.
Applied AvOil to both alum tabs.
Inserted one tab one into Avgas, and one into E-85.
Lifted both tabs out after 30 seconds.
Tab into E-85 had most of the oil still on it except that which by
force of gravity drained to bottom of Dixie cup.
Tab into avgas was clean of oil. rubbed tab a bit to see if there is
any oil film on it, could not tell any difference, from the bare alum
and previously coated parts.
Repeated experiment a couple of times including swishing the tabs in
the fuels. In all cases the tab in the Avgas was washed clean and the
tab into the E-85 still had oil on it.
The test with the Mobil-1 had the same results with the difference
that the Mobil-1 was even harder to wash off with the Ethanol.
In fact I had to wash the Ethanol tab in the Avefuel to clean it so
it would not stain the box I keep my scrap alum in.
Because of this I am certain that any motor using E-85 will last way
longer than any motor using Petro fuel all else being equal.
I am still checking on rubber parts. I put an O-ring #14 into the
ethanol jar, also a piece of Fuel injection hose, and a silicon
gasket. Wrote Jun-19-06 on it and put it aside.
Ron
Arizona
=================================================
>
>Perhaps pat can give us a run down on what the UK authorities
>have said about tolerating Mogas up to 6000 feet, but no ethanol
>permitted at all
>Vince Hallam
>please phone rather than email for best results!
>07941 313141
>01803 316191
>www.devonwindmills.co.uk
>----- Original Message ----- Sent: Monday, June 19, 2006 7:36 PM
>
>>
>>John I am going to run an experiment on this today. I am suspecting that
>>Ethanol is less cleanser / solvent of regular oil than standard mogas, and
>>the reason I suspect that is because of the smoothness of the engine while
>>burning Ethanol.
>>This is the test I am going to do. I am going to take the same piece of
>>aluminum sheet dunk it in Philips 20/60W aveoil, and then dunk it in a jar
>>of avgas and then a jar of ethanol, each one in its own turn. I'll report
>>the results here. I also have a qt. of Mobil-1 and I'll try the same test
>>with it.
>>Now as I think of it I also have a new piece of fuel injection hose which I
>>will cut and drop into the Ethanol jar and leave it in it for a few weeks.
>>I am guessing that is we can drink it as Vodka it is not going to be
>>damaging at all to the stuff we have on our airplanes.
>>( I have to admit I am becoming an Ethanol fan as I see it as away to rid us
>>of Foreign oil that sponsors terrorism), and I like having the American
>>farmers get wealthy, keeping the money here.
>>
>>Ron
>>Arizona
>>
>>================================
>>
>>-----Original Message-----
>>[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Hauck
>>Sent: Monday, June 19, 2006 11:03 AM
>>
>>
>>Y'all;
>>
>>Seems, that y'all are talking about a blended fuel and not 100% alcohol.
>>
>>To run 100% alcohol it is necessary to enlarge the main jets 40% as alcohol
>>needs a much richer fuel/air mixture than gasoline.
>>
>>Another problem with 100% alky is it has a tendency to wash oil off the
>>cylinder walls unless you use castor oil as a lubricant.
>>
>>You gain power with 100% alky but you burn a bunch more doing it.
>>
>>I base this on experience from racing cars a few centuries ago using 100%
>>Alky.
>>
>>So if you are looking to run cheaper, don't think so.
>>
>>Jim Hauck
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Ron <CaptainRon1(at)cox.net> |
| Subject: | Re: E-85 Ethanol lubricity test results. |
I need to add that the temperature in the hanger was near 100f.
If someone wants to repeat the experiment and he is in the arctic
then you will have oil remaining on both tabs with the 30 second
immersion test, but likely not with the swishing test. In the
combustion chamber the temps are higher.
>
>Ron
>Arizona
>
>=================================================
>
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
Ron, all
I'v e been told it takes more energy to produce Ethanol than you get
out of it! --
does anyone know?or have a comment?
do nboit archgi9ve
On Jun 19, 2006, at 4:05 PM, Vince Hallam wrote:
>
>
> Perhaps pat can give us a run down on what the UK authorities
> have said about tolerating Mogas up to 6000 feet, but no ethanol
> permitted at all
> Vince Hallam
> please phone rather than email for best results!
> 07941 313141
> 01803 316191
> www.devonwindmills.co.uk
> ----- Original Message ----- Sent: Monday, June 19, 2006 7:36 PM
>
>
>>
>> John I am going to run an experiment on this today. I am
>> suspecting that
>> Ethanol is less cleanser / solvent of regular oil than standard
>> mogas, and
>> the reason I suspect that is because of the smoothness of the
>> engine while
>> burning Ethanol.
>> This is the test I am going to do. I am going to take the same
>> piece of
>> aluminum sheet dunk it in Philips 20/60W aveoil, and then dunk it
>> in a jar
>> of avgas and then a jar of ethanol, each one in its own turn. I'll
>> report
>> the results here. I also have a qt. of Mobil-1 and I'll try the
>> same test
>> with it.
>> Now as I think of it I also have a new piece of fuel injection
>> hose which I
>> will cut and drop into the Ethanol jar and leave it in it for a
>> few weeks.
>> I am guessing that is we can drink it as Vodka it is not going to be
>> damaging at all to the stuff we have on our airplanes.
>> ( I have to admit I am becoming an Ethanol fan as I see it as away
>> to rid us
>> of Foreign oil that sponsors terrorism), and I like having the
>> American
>> farmers get wealthy, keeping the money here.
>>
>> Ron
>> Arizona
>>
>> ================================
>>
>> -----Original Message-----
>> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Hauck
>> Sent: Monday, June 19, 2006 11:03 AM
>>
>>
>> Y'all;
>>
>> Seems, that y'all are talking about a blended fuel and not 100%
>> alcohol.
>>
>> To run 100% alcohol it is necessary to enlarge the main jets 40%
>> as alcohol
>> needs a much richer fuel/air mixture than gasoline.
>>
>> Another problem with 100% alky is it has a tendency to wash oil
>> off the
>> cylinder walls unless you use castor oil as a lubricant.
>>
>> You gain power with 100% alky but you burn a bunch more doing it.
>>
>> I base this on experience from racing cars a few centuries ago
>> using 100%
>> Alky.
>>
>> So if you are looking to run cheaper, don't think so.
>>
>> Jim Hauck
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> www.matronics.com/Navigator?Kolb-List
> wiki.matronics.com
>
>
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: E-85 Ethanol lubricity test results. |
I just LUV the scientific method! hehehehe
Really!
-- Robert
On 6/19/06, Ron wrote:
>
> As someone earlier (BJ) posted about the possibility of Ethanol
> washing off oil from cylinder walls I had to find out if there is any
> such danger.
> My test is about as scientific as can be, in other words repeatable
> by anyone following my procedures.
> two aluminum tabs .025 identical.
> Two Dixie cups clear plastic.
> Two separate types of oil tested, Mobil-1 5W-30, and Philips X/C
> 20-50 aviation oil.
> Drained 100LL avgas into Dixie cup.
> Poured E-85 into Dixie cup.
> Applied AvOil to both alum tabs.
> Inserted one tab one into Avgas, and one into E-85.
> Lifted both tabs out after 30 seconds.
> Tab into E-85 had most of the oil still on it except that which by
> force of gravity drained to bottom of Dixie cup.
> Tab into avgas was clean of oil. rubbed tab a bit to see if there is
> any oil film on it, could not tell any difference, from the bare alum
> and previously coated parts.
> Repeated experiment a couple of times including swishing the tabs in
> the fuels. In all cases the tab in the Avgas was washed clean and the
> tab into the E-85 still had oil on it.
> The test with the Mobil-1 had the same results with the difference
> that the Mobil-1 was even harder to wash off with the Ethanol.
> In fact I had to wash the Ethanol tab in the Avefuel to clean it so
> it would not stain the box I keep my scrap alum in.
> Because of this I am certain that any motor using E-85 will last way
> longer than any motor using Petro fuel all else being equal.
> I am still checking on rubber parts. I put an O-ring #14 into the
> ethanol jar, also a piece of Fuel injection hose, and a silicon
> gasket. Wrote Jun-19-06 on it and put it aside.
>
> Ron
> Arizona
>
> =================================================
>
> >
> >Perhaps pat can give us a run down on what the UK authorities
> >have said about tolerating Mogas up to 6000 feet, but no ethanol
> >permitted at all
> >Vince Hallam
> >please phone rather than email for best results!
> >07941 313141
> >01803 316191
> >www.devonwindmills.co.uk
> >----- Original Message ----- Sent: Monday, June 19, 2006 7:36 PM
> >
> >>
> >>John I am going to run an experiment on this today. I am suspecting that
> >>Ethanol is less cleanser / solvent of regular oil than standard mogas, and
> >>the reason I suspect that is because of the smoothness of the engine while
> >>burning Ethanol.
> >>This is the test I am going to do. I am going to take the same piece of
> >>aluminum sheet dunk it in Philips 20/60W aveoil, and then dunk it in a jar
> >>of avgas and then a jar of ethanol, each one in its own turn. I'll report
> >>the results here. I also have a qt. of Mobil-1 and I'll try the same test
> >>with it.
> >>Now as I think of it I also have a new piece of fuel injection hose which I
> >>will cut and drop into the Ethanol jar and leave it in it for a few weeks.
> >>I am guessing that is we can drink it as Vodka it is not going to be
> >>damaging at all to the stuff we have on our airplanes.
> >>( I have to admit I am becoming an Ethanol fan as I see it as away to rid us
> >>of Foreign oil that sponsors terrorism), and I like having the American
> >>farmers get wealthy, keeping the money here.
> >>
> >>Ron
> >>Arizona
> >>
> >>================================
> >>
> >>-----Original Message-----
> >>[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Hauck
> >>Sent: Monday, June 19, 2006 11:03 AM
> >>
> >>
> >>Y'all;
> >>
> >>Seems, that y'all are talking about a blended fuel and not 100% alcohol.
> >>
> >>To run 100% alcohol it is necessary to enlarge the main jets 40% as alcohol
> >>needs a much richer fuel/air mixture than gasoline.
> >>
> >>Another problem with 100% alky is it has a tendency to wash oil off the
> >>cylinder walls unless you use castor oil as a lubricant.
> >>
> >>You gain power with 100% alky but you burn a bunch more doing it.
> >>
> >>I base this on experience from racing cars a few centuries ago using 100%
> >>Alky.
> >>
> >>So if you are looking to run cheaper, don't think so.
> >>
> >>Jim Hauck
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: home from MV |
In a message dated 5/24/2006 7:42:21 P.M. Eastern Standard Time,
WillUribe(at)aol.com writes:
Greetings everyone,
I'm happy to be home safe, Monday was a terrible day at Grants, and the
winds were gusting to 51 mph.
I made a small webpage with my trip log and a few pictures. Don't get
analytical with the figures because I probably wrote down something wrong.
http://www.members.aol.com/willuribe/mv/
Regards,
Will Uribe
FireStar II N4GU
El Paso, TX
http://home.elp.rr.com/youngeagle/
do not archive
Great story, and I love your format on this voyage Guillermo....sp?
Jorge RANDOLPH , DE The Villages, Fl
________________________________________________________________________________
| From: | "Ron" <captainron1(at)cox.net> |
I heard it too. I somehow don't believe those boys are investing so heavily
into ethanol to loose money. From what I've heard Ethanol plants are
sprouting in Iowa overnight. I think even Bill Gates is investing in an
Ethanol plant in California. There are some big players getting into that
market. ADM and some others, those are serious folks who don't Kidd around
when it comes to money.
Brazil runs on Ethanol.
Ron
Arizona
===================
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of russ kinne
Sent: Monday, June 19, 2006 5:46 PM
Ron, all
I'v e been told it takes more energy to produce Ethanol than you get
out of it! --
does anyone know?or have a comment?
do nboit archgi9ve
On Jun 19, 2006, at 4:05 PM, Vince Hallam wrote:
>
>
> Perhaps pat can give us a run down on what the UK authorities
> have said about tolerating Mogas up to 6000 feet, but no ethanol
> permitted at all
> Vince Hallam
> please phone rather than email for best results!
> 07941 313141
> 01803 316191
> www.devonwindmills.co.uk
> ----- Original Message ----- Sent: Monday, June 19, 2006 7:36 PM
>
>
>>
>> John I am going to run an experiment on this today. I am
>> suspecting that
>> Ethanol is less cleanser / solvent of regular oil than standard
>> mogas, and
>> the reason I suspect that is because of the smoothness of the
>> engine while
>> burning Ethanol.
>> This is the test I am going to do. I am going to take the same
>> piece of
>> aluminum sheet dunk it in Philips 20/60W aveoil, and then dunk it
>> in a jar
>> of avgas and then a jar of ethanol, each one in its own turn. I'll
>> report
>> the results here. I also have a qt. of Mobil-1 and I'll try the
>> same test
>> with it.
>> Now as I think of it I also have a new piece of fuel injection
>> hose which I
>> will cut and drop into the Ethanol jar and leave it in it for a
>> few weeks.
>> I am guessing that is we can drink it as Vodka it is not going to be
>> damaging at all to the stuff we have on our airplanes.
>> ( I have to admit I am becoming an Ethanol fan as I see it as away
>> to rid us
>> of Foreign oil that sponsors terrorism), and I like having the
>> American
>> farmers get wealthy, keeping the money here.
>>
>> Ron
>> Arizona
>>
>> ================================
>>
>> -----Original Message-----
>> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Hauck
>> Sent: Monday, June 19, 2006 11:03 AM
>>
>>
>> Y'all;
>>
>> Seems, that y'all are talking about a blended fuel and not 100%
>> alcohol.
>>
>> To run 100% alcohol it is necessary to enlarge the main jets 40%
>> as alcohol
>> needs a much richer fuel/air mixture than gasoline.
>>
>> Another problem with 100% alky is it has a tendency to wash oil
>> off the
>> cylinder walls unless you use castor oil as a lubricant.
>>
>> You gain power with 100% alky but you burn a bunch more doing it.
>>
>> I base this on experience from racing cars a few centuries ago
>> using 100%
>> Alky.
>>
>> So if you are looking to run cheaper, don't think so.
>>
>> Jim Hauck
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> www.matronics.com/Navigator?Kolb-List
> wiki.matronics.com
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: First Flight |
I thoroughly enjoyed my first extended flight in the Kolb. She was
easy to fly, Although that flap lever is a pain. She has much more
arrow stability than the Challenger and held her course, feet off the
pedals, easily.
Pat
--------------------------------------------------------------------------------
Patrick:
Good for you.
I know you are happy to finally get some air time in your new bird and
have it home to its roost.
Bet your oil pressure problem is the sender. We have problems on the
912's with oil pressure senders. Seems the vibration tends to shorten
their lives and scrambles their brains.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 11:35 PM 6/19/2006, you wrote:
>
>I heard it too. I somehow don't believe those boys are investing so heavily
>into ethanol to loose money. From what I've heard Ethanol plants are
>sprouting in Iowa overnight.
The US imposes a 54-cent-per-gallon tariff on ethanol to discourage
imports and protect domestic farmers. Simply put: Is this 54 cents
justified at a time when prices are skyrocketing?
http://www.greencarcongress.com/2006/04/petrobras_and_m.html
________________________________________________________________________________
| From: | "Ron" <captainron1(at)cox.net> |
No I don't think it's the right thing to do. I think Ethanol production
should be encouraged anywhere in the world. For one thing its bio friendly,
for another if we really get bummed out we can always drink a bit of it.
There is an inbuilt advantage in north America for Ethanol. You can't grow
much in those far flung deserts.
Ron
Arizona
=============================
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of possums
Sent: Tuesday, June 20, 2006 8:29 AM
At 11:35 PM 6/19/2006, you wrote:
>
>I heard it too. I somehow don't believe those boys are investing so heavily
>into ethanol to loose money. From what I've heard Ethanol plants are
>sprouting in Iowa overnight.
The US imposes a 54-cent-per-gallon tariff on ethanol to discourage
imports and protect domestic farmers. Simply put: Is this 54 cents
justified at a time when prices are skyrocketing?
http://www.greencarcongress.com/2006/04/petrobras_and_m.html
________________________________________________________________________________
| From: | "Gene Ledbetter" <gdledbetter(at)aol.com> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Jack,
I checked my Firefly Wing Swivel Joints today and after 328 hours can report that
there is minimum wing movement. I have always used bolts for the swivel joint
connections and although that may not be significant, it has allowed the joints
to be tightened to the point that the bolts have never been loose to move
or shake.
Gene
--------
Gene D.
2000 Firefly
330 Hours
New 447
Brakes, Ivo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41905#41905
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
I have a large stab xtra and wanted to know where to attach the guide wires
on the tail. The directions I have say 18 inches from the outside edge of
the h-stab. I'd like to know the measurment from another large stab xtra
builder, I'm not sure my directions are for my stab.
Also a measurement going down from the top of the trailing edge of the
vertical stab would be helpfull.
Thanks,
David
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
| Subject: | Re: First Flight |
Jolly good show old chap!!!!
Hi All,
I finally made it.
Pat
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
russ kinne wrote:
>
> Ron, all
> I'v e been told it takes more energy to produce Ethanol than you get
> out of it! --
> does anyone know?or have a comment?
>
> do nboit archgi9ve
It *always* takes more energy to create a fuel than you get out of it.
It's just that some forms had the energy put in there with no effort on
our part.
You're probably thinking of the debate over cost of ethanol from corn, &
it might (or might not) be true. There are other sources that are much
more efficient in energy production. Brazil uses sugar cane & they have
declared themselves energy independent. Another source is called (I
think) switch grass.
If you really want to talk about cost, what do 2500 (& climbing) dead,
18,000 (& climbing) as-good-as-dead & before it's over, around
$2trillion left for our kids & grand kids to pay, add to the cost of gas?
Comment mode off :-)
Charlie
(He who spends the money, raises the taxes)
________________________________________________________________________________
Once the big players get setup they will just give bribes (AKA political
contributions) to our politicians so in turn they will make the use of ethanol
mandatory and make the big players even richer.
Do not archive
In a message dated 6/19/2006 9:37:06 P.M. Mountain Daylight Time,
captainron1(at)cox.net writes:
I heard it too. I somehow don't believe those boys are investing so heavily
into ethanol to loose money. From what I've heard Ethanol plants are
sprouting in Iowa overnight. I think even Bill Gates is investing in an
Ethanol plant in California. There are some big players getting into that
market. ADM and some others, those are serious folks who don't Kidd around
when it comes to money.
Brazil runs on Ethanol.
Ron
Arizona
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
mating hole ID's.
|
| I purchased some inexpensive Oilite flanged sleeve bushings from
McMaster
| Carr, drilled out the holes, inserted the bearings, and new slightly
longer
| pins and removed all the play from the swivel joints. Also, I
bushed the
| stud that passes through the cage clevis. I used a washer and two
nested
| "O" rings so that I could put the joint into compression but still
let it
| pivot.
|
| Jack B. Hart FF004
Jack:
Looks like you have drastically deviated from Kolb plans and
instructions on how to attach the wing fold universal joint and
attachment to the cage.
After more than 2,500 hours flight time, I have not had a requirement
to change out the bolts in the wing fold universal joint, nor adjust
the tension on the attachment hardware to the cage. These parts of my
mkIII remain snug, safe, and secure.
Don't believe bronze bushings are the remedy to your problem. Quite
possibly, had you used bolts washer and nyloc nuts as prescribed by
the plans and instructions, you would not have wear on your "clevis
pins" and holes in the universal joints.
Reference the attachment at the cage, two "O" rings are not going to
keep that piece of hardware from moving on the ground and in flight,
when the wings are loading and unloading. A combination of thick and
thin AN washers will give you the appropriate snugness required at
this point with castellated nut and cotter pin.
If the bolts are snugged up tight after the wings are repositioned
from storage to flight position, wear on these bolts and holes will
certainly be discouraged. If I had to fold my airplane after each
flying session, I would insure the bolts in the universal joints were
loose during the flight prep process, snugging them up tight prior to
flight. When time came to fold the airplane, a second or two to
loosen these bolts prior to folding the wings.
NOTE: Jack can configure his FF any way he wants to, as anyone else
can do likewise. However, let it be noted that his procedure for
taking slack out of the wing fold universal joint and wing attachment
to the fuselage is certainly not a "normal, safe, recommended" method
of maintenance.
"Nuther NOTE: This is in no way a personal attack on Jack Hart.
john h
mkIII
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Huh ? What? Is the list funky, or are you shooting blanks?
On Jun 19, 2006, at 2:03 PM, John Hauck wrote:
>
> | After 200+ hours the FireFly rear wing spar swivel joints started
> to sound
> | like tinny sleigh bells. Earlier I had shimmed them with thin brass
> shim
> | stock. Some of the shims stayed in place and others did not. As a
> result,
> | all the shaking and quaking at the rear of the fuselage slowly wore
> the pin
> | OD's and the mating hole ID's.
> |
> | I purchased some inexpensive Oilite flanged sleeve bushings from
> McMaster
> | Carr, drilled out the holes, inserted the bearings, and new slightly
> longer
> | pins and removed all the play from the swivel joints. Also, I
> bushed the
> | stud that passes through the cage clevis. I used a washer and two
> nested
> | "O" rings so that I could put the joint into compression but still
> let it
> | pivot.
> |
> | Before the repair, the trailing edge of the wing would move over an
> eight of
> | an inch. After the repair, there is no movement. The nice thing
> about this
> | repair is that if play shows up again, all one has to do is replace
> the
> | bushings. There should be little to no wear on the steel surfaces.
> |
> | If you would like to see how it was done, it can be seen at:
> |
> | http://www.thirdshift.com/jack/firefly/firefly128.html
> |
> | Jack B. Hart FF004
> | Winchester, IN
> |
> |
> |
> |
> |
> |
> |
> |
> |
> |
> |
> |
> |
> |
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Eugene Zimmerman
|
| Huh ? What? Is the list funky, or are you shooting blanks?
Shoot'n blanks.............
john h
PS: A msg I posted yesterday afternoon came strolling across my
monitor late tonight. Always better the second time around. Maybe it
was a shadow.
________________________________________________________________________________
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Jack:
You are scaring me, Jack. In theory the pins are in pure shear loading. The shear
load is not what will bite you. If the ears of the piece closest to the
cage try to spread the clip on the pin will be sheared off and we may be reading
unwelcome stories of your early demise. Another failure mode: the vibration
that forced the repair in the first place may weaken the clip or safety ring
as it rattles in the pin hole. Safety pins and rings are made in China more
often then not these days, even when purchased from a reputable source. In
my mind, a weight savings of less than an ounce doesn't justify the added risk.
The bushings look nice, but those pins scare the puddin' out of me. Those are
"Oh Sh-t" bolts you are playing with.
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41989#41989
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
John / Kolb Folks,
I also believe that Jack Hart's swivel joint repair is not one of his
characteristically good ideas.
In my humble opinion removing metal to install bushings and o-rings
in the swivel joint is NOT a GOOD idea or actual improvement.
Finding and correcting the cause and replacing the worn parts would
much better.
Worn swivel joints is not a common problem on Kolb planes.
Could it be possible that some of Jack's other modifications
contributed to the unusual wear of these parts?
His engine/redrive may well have a different vibration profile than
the standard 447 Rotax.
On Jun 21, 2006, at 12:40 AM, John Hauck wrote:
>
> Eugene Zimmerman
> |
> | Huh ? What? Is the list funky, or are you shooting blanks?
>
>
> Shoot'n blanks.............
>
> john h
>
> PS: A msg I posted yesterday afternoon came strolling across my
> monitor late tonight. Always better the second time around. Maybe it
> was a shadow.
>
>
________________________________________________________________________________
| From: | "Edward Steuber" <esteuber(at)rochester.rr.com> |
Pat,
Good Show Old Chap ! Sorry , I could not resist the remark !
I think you will find the Kolb in comparison to the Challenger has a more
balanced feel in relation to the way the rudder and aileron ratio is , although
the Challenger flys well .
Now ...if I can just get the last coat of dope on the Ultrastar I too can
have some fun ...although I was working my AgCat this morning spraying the
top of a 30 acre greenhouse with water soluble paint...(filter light for light
sensitive crops)..but that's not the same...that's work !
Have fun with your new toy...
Ed
in Western NY
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Eugene and Kolbers,
First of all, I apologize to all who I have offended, BUT what is wrong with
providing a bearing material in a rotating joint? Since a rotating joint of
similar material is always going to show greater wear than if one surface is
made of a bearing material, why not change it? For less than four dollars,
I have the equivalent of a new and improved swivel joint.
As for strength, I sent the following to another Kolber:
"I know it looks bad but we are fortunate that Homer and/or Dennis gave us a
very robust design in this area. The steel is 0.125 inches thick.
........................................ To check out the worst case, the
tangs for the clevis that attaches to the wing attachment point is only
0.875 inches wide. By drilling the 5/16 inch ID out to 7/16 of an inch you
have a cross sectional area to support tension or compression of 7/16 times
1/8. Or the equivalent of 0.055 square inches. Unhardened 4130 has a yield
stress of 95,000 psi, so each tang will support (95,000 x -.055) 5,195
pounds or the modified clevis will support over five tons before yielding."
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: Large Stab xtra |
I have a large stab xtra and wanted to know where to attach the guide wires
Hey David,
I bought a MK3 classic in 93' then changed the 2nd kit to a MK 3 Extra.
The Horizontal Stbs are the same 50''x33.25".
New plans say 18" in and 7 5/16" down the vertical.
I'll trade this info for mounting plans for a BRS soft pack.
Vic
912UL
Maine
--
________________________________________________________________________________
| From: | Rick Miles <ultrastarrick(at)yahoo.com> |
| Subject: | Ultrastar re-drive |
I have purchased a spare engine for my US and was wondering if any body on the
list would have a re-drive for sale. Thank you
Rick
ultrastar
Lompoc CA.
---------------------------------
Everyone is raving about the all-new Yahoo! Mail Beta.
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: First Flight |
Amazing. "herbgh" asked the same question I wanted answers too also! Comparison
of Challenger to Kolb. But even better, a NEW Kolb flier. You would be more
sensitive to the variations.
Ohio ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42062#42062
________________________________________________________________________________
| From: | Thom Riddle <jtriddle(at)adelphia.net> |
| Subject: | re:FireFly Wing Swivel Joint Repair |
Jack,
As a fellow retired mechanical engineer and machine designer, I don't
see a thing wrong with your use of hi-strength close tolerance pins and
oilite bushings. I can't count the number of times I've used oilite
bushings and hi-strength pins in machine designs subject to extreme
vibration and impact loads in shear with no failures ever. Not sure I
would have put o-rings there because they will compress, as you stated,
but since the longitudinal loads on these pins are minimal, probably
not much of an issue.
Thom in Buffalo
________________________________________________________________________________
| From: | "John Murr" <jdm(at)wideworld.net> |
I need to replace the brakes assembly on my original Firestar because I am
less than satisfied with the 15 year old brakes despite tinkering with them.
I'm looking at the AZUSA 5" brakes and wheels. Does anyone have any
experience with theses?
I read comments in the past about MATCO hydraulic break for the Mark III,
etc, but I think this would be over kill on a Firestar.
Any other suggestions?
Thanks.
John Murr
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Jack,
The main concern I have is your ,,,,, "If I had it to do over again,
I would try this approach on the cage pivot stud." ,,, web page diagram.
Why do you think that would be an improvement?
On Jun 21, 2006, at 10:50 AM, Jack B. Hart wrote:
>
>
>>
>
> Eugene and Kolbers,
>
> First of all, I apologize to all who I have offended, BUT what is
> wrong with
> providing a bearing material in a rotating joint? Since a rotating
> joint of
> similar material is always going to show greater wear than if one
> surface is
> made of a bearing material, why not change it? For less than four
> dollars,
> I have the equivalent of a new and improved swivel joint.
>
> As for strength, I sent the following to another Kolber:
>
> "I know it looks bad but we are fortunate that Homer and/or Dennis
> gave us a
> very robust design in this area. The steel is 0.125 inches thick.
> ........................................ To check out the worst
> case, the
> tangs for the clevis that attaches to the wing attachment point is
> only
> 0.875 inches wide. By drilling the 5/16 inch ID out to 7/16 of an
> inch you
> have a cross sectional area to support tension or compression of
> 7/16 times
> 1/8. Or the equivalent of 0.055 square inches. Unhardened 4130 has
> a yield
> stress of 95,000 psi, so each tang will support (95,000 x -.055) 5,195
> pounds or the modified clevis will support over five tons before
> yielding."
>
> Jack B. Hart FF004
> Winchester, IN
>
>
________________________________________________________________________________
| From: | "c b" <seedeebee(at)hotmail.com> |
| Subject: | Fuel Pressure Ghosts |
All,
I have been experiencing a problem with fuel pressure and I was wondering if
you all had any suggestions.
First, I have a 912UL with a parallel fuel system. An electric pump is
inline with the output of the engine driven pump. A separate line feeds the
engine driven unit. The fuel pressure sender is located after the electric
pump (and after a check valve) in the output line that "T"'s with the output
of the engine driven pump.
At idle, I show 5.6 psi with the engine pump. Switching the electric pump on
and off does not change the fuel pressure reading.
At wide open throttle, the pressure slowly drops to 0.0 on the engine pump
alone. Adding the electric pump back in brings it to between 0.8 and 2.0.
Reducing throttle brings the pressure reading slowly back to 5 psi or so
regardless of whether the electric pump is on. At mid throttle, 4500 rpm, I
can't get more than 3.5 psi. In essence, the fuel pressure varies inversely
with throttle setting (assuming this is not indicator error).
I haven't gone for very long at 0.0, but the engine never coughed or slowed
with that reading.
This is a new phenomenon.
Any advice or ideas?
Thanks,
Chris Banys
Mark III 912UL
10FR
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fuel Pressure Ghosts |
| At wide open throttle, the pressure slowly drops to 0.0 on the
engine pump
| alone.
| Any advice or ideas?
|
| Chris Banys
| Mark III 912UL
Chris:
One thing for sure, if the fuel pressure is "actually" zeroing out for
more than a few seconds at WOT and the engine does not quit, then it
ain't fuel pressure, but sender.
I am not an advocate of parallel fuel systems. Believe the electric
pump in series with the engine driven pump is the best way to go. Not
much else I can say about it, but I have flown 2,500+ hours in the
MKIII and 750+ in the FS with pumps in series.
I don't have a fuel pressure monitor, so I have no idea what the
pressure is. However, the 912S has flown many hours on end at WOT and
altitudes up to 15,000 feet with out a burp.
Sometimes we tend to complicate a very simple system.
john h
mkIII (looking for a simpler way)
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
>
>Jack,
>The main concern I have is your ,,,,, "If I had it to do over again,
>I would try this approach on the cage pivot stud." ,,, web page diagram.
>Why do you think that would be an improvement?
>
Eugene,
I have used this method to get all of the play out of the aileron control up
next to the stick. The reason, I believe, it would be better is that it is
simpler than what I have done. The trick is to make the chamfer just large
enough so that when the nut is compressed up to the plate the "O" ring is
completely contained in the chamfer space. This gives some compliance for
the "O" ring to keep the clevis centered on the stud, but does not keep the
clevis from being rotated. And better yet, as the mating surface between
the clevis and the cage wear, the "O" ring acts as a compressive spring and
maintains joint tightness. Also, if the "O" ring keeps the stud from
touching the hole ID, there can be no wear between the stud and the clevis
hole.
The thing to remember is that during flight these two vertical surfaces are
in compression (drag force) and most of the lifting force is handled by the
main spar connector and the struts, so it takes very little compressive "O"
ring force to keep the rear spar centered/located.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Blumax008(at)aol.com |
| Subject: | Re: Fuel Pressure Ghosts |
In a message dated 6/21/2006 2:45:24 PM Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
Sometimes we tend to complicate a very simple system.
I second that emotion...to the Nth. degree!
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
>
..............
>
>If the bolts are snugged up tight after the wings are repositioned
>from storage to flight position, wear on these bolts and holes will
>certainly be discouraged. If I had to fold my airplane after each
>flying session, I would insure the bolts in the universal joints were
>loose during the flight prep process, snugging them up tight prior to
>flight. When time came to fold the airplane, a second or two to
>loosen these bolts prior to folding the wings.
>
John,
Page 15 of the FireFly assembly instruction manual, it shows the Wing
Folding Mechanism, and it states "Do not overtighten AN5-16A bolts as
they must be free to rotate."
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "William Herren" <wmdherren(at)hotmail.com> |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | "Jeremy Casey" <n79rt(at)kilocharlie.us> |
| Subject: | re:FireFly Wing Swivel Joint Repair |
Jack,
Got to take issue with the O-rings. (Don't like the pins either, no
worries on the strength issue just risk of breaking a cotter pin during
fold/unfold seems unnecessary considering the minuscule weight
savings...)
In Bruhn's "Analysis and design of Flight Vehicle structures" he has an
excellent example of a wing drag strut where he demonstrates that under
quite normal flight loads (high angle of attack) the drag strut will
actually be in TENSION not compression. The forward component (in
relation to the airplane centerline)of the lift force (perpendicular to
the ground) greatly exceeds the drag component (relative to the
airplane centerline). So the wing is actually pulling forward (i.e. drag
strut in tension) So your o-rings are being further compressed from
actual flight loads, not just from the nut. IF/WHEN they ever break and
fall out you will have much movement in that joint.
Jeremy
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
| >If the bolts are snugged up tight after the wings are repositioned
| >from storage to flight position, wear on these bolts and holes will
| >certainly be discouraged. If I had to fold my airplane after each
| >flying session, I would insure the bolts in the universal joints
were
| >loose during the flight prep process, snugging them up tight prior
to
| >flight. When time came to fold the airplane, a second or two to
| >loosen these bolts prior to folding the wings.
| >
| John,
|
| Page 15 of the FireFly assembly instruction manual, it shows the
Wing
| Folding Mechanism, and it states "Do not overtighten AN5-16A bolts
as
| they must be free to rotate."
|
| Jack B. Hart FF004
| Winchester, IN
Jack:
Please reread what I wrote above.
If I was a wing folder, i.e., had to fold and unfold my Kolb to fly
each time, I would:
-Loosen the two bolts in each universal joint during the folding and
unfolding process. However, I would snug them up tight once the wings
are in position. This will preclude the bolts and holes from wearing
and enlarging. Time to fold it back up. Loosen the bolts again.
-The clevis fitting on the cage can be adjusted properly with use of
thin and thick AN washers as required.
I can assure you, the trailing edge of the wing and the universal
joints and clevis attachment get a work out in flight, during
acceleration, deceleration, operation of ailerons/flaps, and when
flying in turbulence. Probably the most load and wear will come from
ground ops.
Another thing to think about is wear from vibration. Loose fittings
tend to encourage accelerated wear.
A few things that we did to prevent this wear, based on a lot more
than 200 hours flight time, were:
Welded steel bushings in the lift struts to fit snug in the lift strut
attachments. Then bolted tight to prevent wear.
No clevis pins in the wings and controls. All bolts and nuts.
200 hours is mighty early to experience the problems you are
experiencing with your Kolb.
One thing I have learned from building and flying these little Kolb
airplanes, is to listen "carefully" to what others have to say, digest
it, then either use it, store it, or throw it away. I have learned an
awful lot from those that have gone before me and those that have come
after me. I still have a lot to learn about these little Kolb
airplanes I build, fly, and maintain. I especially learn a lot about
Kolbs from reading your posts.
Keep it simple.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: AZUSA Breaks |
In a message dated 6/21/2006 12:43:53 PM Eastern Standard Time,
jdm(at)wideworld.net writes:
I read comments in the past about MATCO hydraulic break for the Mark III,
etc, but I think this would be over kill on a Firestar.
Matco's are not overkill on a Firestar.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
(quite Kolb related) Took my oral and proficiency exam today and now I is a
full fledged Spirt Plop -- Spirt Plob -- Sprit Blob -- Sport Pilot, yeah,
thats that ticket!!! I am glad it is over and now my little SlingShot and I
are both LEGAL. Feels good but I AM tired. Just thought my friends on the
list should know if a dummy like me can get the job done, you all got no
excuses and time is running out. happy days. Ted Cowan, Alabama
________________________________________________________________________________
| From: | "c b" <seedeebee(at)hotmail.com> |
| Subject: | Re: Fuel Pressure Ghosts |
John,
Thanks for the advice. I agree that systems should be simple, but they
should also be redundant where possible.
What is the failure mode of the engine driven pump? Is it possible for it to
fail in a way that would block flow from the electric pump if the two are in
series?
Thanks again,
Chris Banys
MK III
>I am not an advocate of parallel fuel systems. Believe the electric
pump in series with the engine driven pump is the best way to go. Not
much else I can say about it, but I have flown 2,500+ hours in the
MKIII and 750+ in the FS with pumps in series.
>Sometimes we tend to complicate a very simple system.
>john h
>mkIII (looking for a simpler way)
________________________________________________________________________________
| From: | "Ron" <captainron1(at)cox.net> |
All of you folks that want to know about E-85 here is a link. I think it
will answer all of your questions, including that of power and such.
http://en.wikipedia.org/wiki/E-85#Power_output_and_usage_in_Racing
Ron
Arizona
_____
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of William Herren
Sent: Wednesday, June 21, 2006 12:09 PM
After I left Monument Valley I went on out to Calif to see my brother. I
attended the Watsonville fly-in and watched Chris Byngs (sp) win the spot
landing contest in his MKIII. He would have had the bomb drop too but they
allowed a helicopter drop from a hover. Being from LA I got the long dist
award. I added up the mileage for the trip, not including sightseeing at
2301 mi at Watsonville, CA. They had something that I didn't know existed
anymore, 80 octane av gas. Since my Luscombe's Cont 65 was designed to burn
it I bought a load. As I expected, I found no difference in power or
mileage, I was using the gas the engine was designed to use. I can't figure
out how you can get the same mileage on 2/3 the BTUs. You can get the power
by burning more ethanol. Bill in Lousyana
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
On my MkIII I have an aluminum shim at the universal joint/cabin
interface to correct a slight sweep inaccuracy (left wing only). Last
year I noticed
a slight wiggle during preflight and in the spring removed it for
inspection, dabbed in a touch of anti-seize and snugged it back down.
The trick, at least on the mKIII, is to get a happy medium on tightness
due to the cotter pin hole. The aluminum had conformed a bit to
the mating surfaces and needed a little correction. Paint/epoxy on
the same surfaces will do the same thing. Crank it down
pretty good and back it off to the hole and you will be fine.
I have a few hours on it since and all looks and feels well.
I don't intend to be doing a seasonal loosening/tightening exercise
with one fold per season.
-BB
On 21, Jun 2006, at 3:40 PM, John Hauck wrote:
>
>
> | >If the bolts are snugged up tight after the wings are repositioned
> | >from storage to flight position, wear on these bolts and holes will
> | >certainly be discouraged. If I had to fold my airplane after each
> | >flying session, I would insure the bolts in the universal joints
> were
> | >loose during the flight prep process, snugging them up tight prior
> to
> | >flight. When time came to fold the airplane, a second or two to
> | >loosen these bolts prior to folding the wings.
> | >
> | John,
> |
> | Page 15 of the FireFly assembly instruction manual, it shows the
> Wing
> | Folding Mechanism, and it states "Do not overtighten AN5-16A bolts
> as
> | they must be free to rotate."
> |
> | Jack B. Hart FF004
> | Winchester, IN
>
> Jack:
>
> Please reread what I wrote above.
>
> If I was a wing folder, i.e., had to fold and unfold my Kolb to fly
> each time, I would:
>
> -Loosen the two bolts in each universal joint during the folding and
> unfolding process. However, I would snug them up tight once the wings
> are in position. This will preclude the bolts and holes from wearing
> and enlarging. Time to fold it back up. Loosen the bolts again.
>
> -The clevis fitting on the cage can be adjusted properly with use of
> thin and thick AN washers as required.
>
> I can assure you, the trailing edge of the wing and the universal
> joints and clevis attachment get a work out in flight, during
> acceleration, deceleration, operation of ailerons/flaps, and when
> flying in turbulence. Probably the most load and wear will come from
> ground ops.
>
> Another thing to think about is wear from vibration. Loose fittings
> tend to encourage accelerated wear.
>
> A few things that we did to prevent this wear, based on a lot more
> than 200 hours flight time, were:
>
> Welded steel bushings in the lift struts to fit snug in the lift strut
> attachments. Then bolted tight to prevent wear.
>
> No clevis pins in the wings and controls. All bolts and nuts.
>
> 200 hours is mighty early to experience the problems you are
> experiencing with your Kolb.
>
> One thing I have learned from building and flying these little Kolb
> airplanes, is to listen "carefully" to what others have to say, digest
> it, then either use it, store it, or throw it away. I have learned an
> awful lot from those that have gone before me and those that have come
> after me. I still have a lot to learn about these little Kolb
> airplanes I build, fly, and maintain. I especially learn a lot about
> Kolbs from reading your posts.
>
> Keep it simple.
>
> john h
> mkIII
>
>
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: Large Stab xtra |
wait!!! I have no BRS plans, I was just going to be good and say my prayers.
There is no reason to be good at this point and by the time you wish you had
a shute you probably won't have time for a prayer.
Our stabs must be large only comparativly speaking, if there are larger ones
I'd might like to know where and why.
Vic
Maine
--
________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
| Subject: | Re: AZUSA Breaks |
Buy one of the complete kits available, you'll be better off, money- time.
Matco, Hegar, Azusa all have different options. Some include tires and all.
Vic
Maine
--
________________________________________________________________________________
| From: | "Kirk Smith" <snuffy(at)usol.com> |
-- Sport Pilot, yeah,
> thats that ticket!!! I am glad it is over and now my little SlingShot and
I
> are both LEGAL.
Jolly good show old chap!
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fuel Pressure Ghosts |
| What is the failure mode of the engine driven pump? Is it possible
for it to
| fail in a way that would block flow from the electric pump if the
two are in
| series?
|
| Thanks again,
|
| Chris Banys
| MK III
Chris:
Guess the engine driven pump on a 912 could fail in several different
modes:
1-Prop shaft fail. Not likely.
2-Eccentric lobe on prop shaft fail. Not likely.
3-In and out check valves fail. Maybe, but not likely.
4-Diaphram fail. Maybe.
5-Spring on fuel pump arm fail. Maybe.
6-Fuel lines fail. Maybe.
Only way I could see a failure of the engine pump itself would be a
very large hole in the diaphram. The pump is a Pierburg manufactured
in Germany for automobiles. Seldom, if ever, see a pump failure on an
auto.
With the electric pump to back it up, seems one would be in pretty
good shape to make it to the next field to make necessary repairs.
I, personally, do not like the idea of doubling up on fuel lines,
adding more check valves to the system, more fittings, etc.
Is my system complete fail safe. Nope. Just like anything else in
this world, there is always the possibility that it will break.
However, I think it is the best system for me and my airplane.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
I am glad it is over and now my little SlingShot and I
| are both LEGAL. Ted Cowan, Alabama
Good on ya Ted.
Good to have a neighbor that is legal. ;-)
john h
mkIII
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
>
John,
All I am trying to do is improve the swivel joint so that it will not
experience significant wear in the way I believe Homer and/or Dennis
intended the joint to be used. It may take another 200 or more hours to
determine if I have indeed made an improvement or not.
In spite of your good luck at hard bolting, I am not comfortable with the
concept. If things are not matched up perfectly, it is possible to induce
hidden stress by hard bolting. I will remain with pins at all wing and
strut attachment points. I believe the added compliance will reduce stress
levels in the wings, struts, and the cage. I may have some wear problems
but a few dollars of bushings and "O" rings will make it as good as new, and
I can fold the wing without using a wrench.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Hi Jack:
| All I am trying to do is improve the swivel joint so that it will
not
| experience significant wear in the way I believe Homer and/or Dennis
| intended the joint to be used. It may take another 200 or more
hours to
| determine if I have indeed made an improvement or not.
Did not realize there was a problem in this area. Anyone else
experiencing wallowed out holes and worn bolts in the wing fold
universal joints?
| In spite of your good luck at hard bolting, I am not comfortable
with the
| concept. If things are not matched up perfectly, it is possible to
induce
| hidden stress by hard bolting.
You are way over my head on the above. Once before when I shared with
the Kolb List the way we welded steel bushings in the lift struts to
fit snug and bolt down tight, you mentioned the "induction of hidden
stress by hard bolting" phenomenon. Do not have a clue what you are
talking about.
Most everything on my airplane is riveted hard or hard bolted to keep
it together, to prevent vibration damage. Please explain in
"layman's" terms what you are talking about. After 2500+ hours on the
mkIII I am afraid I am going to lose a wing because I used bushings
and bolts on the lift strut and snug the bolts down on my universal
joints on the drag strut.
Thanks in advance.
john h
mkIII
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
Who is the author, and what are his credentials?
Wikipedia is all well and good, except that anyone can be an expert on
anything for a while, until the peer-review process shows it to bogus.
In the comments section of the article, not everyone is impressed with
the author's data.
And while all this may in fact be true for the 912, have you ever
actually mixed gasoline with ethanol and 2-stroke oil and watched what
happens? It's not pretty. Did you ever run a 503 on it? The EGT's went
nuts.
If you want to run it in your weed-eater, fine, but please not in my 582.
Richard Pike
MKIII N420P (420ldPoops)
Ron wrote:
>
> All of you folks that want to know about E-85 here is a link. I think it
> will answer all of your questions, including that of power and such.
>
>
>
> http://en.wikipedia.org/wiki/E-85#Power_output_and_usage_in_Racing
>
>
>
> Ron
>
> Arizona
>
>
>
>
>
> _____
>
> [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of William Herren
> Sent: Wednesday, June 21, 2006 12:09 PM
>
>
>
> After I left Monument Valley I went on out to Calif to see my brother. I
> attended the Watsonville fly-in and watched Chris Byngs (sp) win the spot
> landing contest in his MKIII. He would have had the bomb drop too but they
> allowed a helicopter drop from a hover. Being from LA I got the long dist
> award. I added up the mileage for the trip, not including sightseeing at
> 2301 mi at Watsonville, CA. They had something that I didn't know existed
> anymore, 80 octane av gas. Since my Luscombe's Cont 65 was designed to burn
> it I bought a load. As I expected, I found no difference in power or
> mileage, I was using the gas the engine was designed to use. I can't figure
> out how you can get the same mileage on 2/3 the BTUs. You can get the power
> by burning more ethanol. Bill in Lousyana
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Alabama! And you can fly? Wow, That is something. that means that "even I, here
in Ohio can learn to fly"!
But I gotta ask ya a personal question, and nobody on the Kolb site will know I
asked you or what your answer was but you and me.
Did ya put it up on blocks in the back yard after ya landed? Cause my next door
neighbor says that anybody from Alabama or Arkansas ussed to put their wheeled
vehicles in their backyard on block and remove the wheels, afoore some critter
done runned off with them! I'll bet "Possum" knows what I'm-a talkin here.
Good for you ,and by the way, don't be no guest, be family. Join our site and share
your escapades (thats American for adventures). Ha, HA!
Get some hours on that airscooter!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42172#42172
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: FireFly Wing Swivel Joint Repair |
Thanks Jack,
I understand your explanation and rationale. We are fortunate to
have conservatively designed Kolb planes to fly and tinker with.
I have certainly done my share of modifying too. I suppose it is
normal for each guy to prefer his own modifications over someone else's.
Please do keep sharing your ideas and EXPERIMENTS.
That is what this sport is all about.
The fun we have flying our little EXPERIMENTS is just one of the
consequences. ; )
Gene
On Jun 21, 2006, at 3:54 PM, Jack B. Hart wrote:
>
>
>>
>>
>> Jack,
>> The main concern I have is your ,,,,, "If I had it to do over again,
>> I would try this approach on the cage pivot stud." ,,, web page
>> diagram.
>> Why do you think that would be an improvement?
>>
>
> Eugene,
>
> I have used this method to get all of the play out of the aileron
> control up
> next to the stick. The reason, I believe, it would be better is
> that it is
> simpler than what I have done. The trick is to make the chamfer
> just large
> enough so that when the nut is compressed up to the plate the "O"
> ring is
> completely contained in the chamfer space. This gives some
> compliance for
> the "O" ring to keep the clevis centered on the stud, but does not
> keep the
> clevis from being rotated. And better yet, as the mating surface
> between
> the clevis and the cage wear, the "O" ring acts as a compressive
> spring and
> maintains joint tightness. Also, if the "O" ring keeps the stud from
> touching the hole ID, there can be no wear between the stud and the
> clevis
> hole.
>
> The thing to remember is that during flight these two vertical
> surfaces are
> in compression (drag force) and most of the lifting force is
> handled by the
> main spar connector and the struts, so it takes very little
> compressive "O"
> ring force to keep the rear spar centered/located.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
________________________________________________________________________________
| From: | Herb Gayheart <herbgh(at)juno.com> |
All right already... There is a plain and simple splanation as to why
my auto is on blocks...!!
My friend needs the tires so's she can pass the auto inspection
tomorrow.. Gosh!!! :-) Oncts ya crosses the hi O river ---nothing gets
better!! :-)
Herb
writes:
>
>
> Alabama! And you can fly? Wow, That is something. that means that
> "even I, here in Ohio can learn to fly"!
>
> But I gotta ask ya a personal question, and nobody on the Kolb site
> will know I asked you or what your answer was but you and me.
>
> Did ya put it up on blocks in the back yard after ya landed? Cause
> my next door neighbor says that anybody from Alabama or Arkansas
> ussed to put their wheeled vehicles in their backyard on block and
> remove the wheels, afoore some critter done runned off with them!
> I'll bet "Possum" knows what I'm-a talkin here.
>
> Good for you ,and by the way, don't be no guest, be family. Join our
> site and share your escapades (thats American for adventures). Ha,
> HA!
>
> Get some hours on that airscooter!
>
> Ohio Ralph
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=42172#42172
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
Way to GO Ted ( greazed lightning) Cowan !!!!!
Something I can bounce my granKids on my knee and say that I'm SO glad that
I actually know a real and forsure goodness "Sport Pilot" .... Tell us all
how the test went !!.... Enquiring minds are dying to know......
Are you the Kolb's first legal Sport Pilot ?
Stephen
Firefly
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 09:25 PM 6/21/2006, you wrote:
>
>Alabama! And you can fly? Wow, That is
>something. that means that "even I, here in Ohio can learn to fly"!
>
>But I gotta ask ya a personal question, and
>nobody on the Kolb site will know I asked you or
>what your answer was but you and me.
>
>Did ya put it up on blocks in the back yard
>after ya landed? Cause my next door neighbor
>says that anybody from Alabama or Arkansas ussed
>to put their wheeled vehicles in their backyard
>on block and remove the wheels, afoore some
>critter done runned off with them! I'll bet
>"Possum" knows what I'm-a talkin here
>The woods of Alabama are full of peril....
>rattlesnakes and water moccasins and nests of
>copperheads; bobcats, bears, coyotes, wolves,
>and wild boar; hillbillies destabilized by gross
>quantities of impure corn liquor and generations
>of profoundly unbiblical sex; rabies-crazed
>skunks, raccoons, and squirrels; merciless fire
>ants and ravening blackfly; poison ivy, poison
>sumac, poison oak, and poison salamanders; even
>a scattering of moose lethally deranged by a
>parasitic worm that burrows a nest in their
>brains and befuddles them into chasing hapless
>campers through remote, sunny meadows to their
>death stories of fliers abruptly vaporized
>("tweren't nothing left of him but a scorch
>mark") by tree trunk-sized bolts of lightning
>when caught in sudden storms and sent spinning
>on to distant valley floors. If you're lucky you
>can hope to spend the rest of your life propped
>in a chair with a bib around your neck.
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
Hey Ralph, you've met your match... ;-)
On 6/21/06, possums wrote:
>
>
> At 09:25 PM 6/21/2006, you wrote:
> flht99reh(at)Columbus.rr.com>
> >
> >Alabama! And you can fly? Wow, That is
> >something. that means that "even I, here in Ohio can learn to fly"!
> >
> >But I gotta ask ya a personal question, and
> >nobody on the Kolb site will know I asked you or
> >what your answer was but you and me.
> >
> >Did ya put it up on blocks in the back yard
> >after ya landed? Cause my next door neighbor
> >says that anybody from Alabama or Arkansas ussed
> >to put their wheeled vehicles in their backyard
> >on block and remove the wheels, afoore some
> >critter done runned off with them! I'll bet
> >"Possum" knows what I'm-a talkin here
>
>
> >The woods of Alabama are full of peril....
> >rattlesnakes and water moccasins and nests of
> >copperheads; bobcats, bears, coyotes, wolves,
> >and wild boar; hillbillies destabilized by gross
> >quantities of impure corn liquor and generations
> >of profoundly unbiblical sex; rabies-crazed
> >skunks, raccoons, and squirrels; merciless fire
> >ants and ravening blackfly; poison ivy, poison
> >sumac, poison oak, and poison salamanders; even
> >a scattering of moose lethally deranged by a
> >parasitic worm that burrows a nest in their
> >brains and befuddles them into chasing hapless
> >campers through remote, sunny meadows to their
> >death stories of fliers abruptly vaporized
> >("tweren't nothing left of him but a scorch
> >mark") by tree trunk-sized bolts of lightning
> >when caught in sudden storms and sent spinning
> >on to distant valley floors. If you're lucky you
> >can hope to spend the rest of your life propped
> >in a chair with a bib around your neck.
>
>
--
"Attitude is everything ~ Pick a good one"...
________________________________________________________________________________
| From: | "john s. flannery" <jflan(at)zianet.com> |
Each day since this bird came up the road from Texas on a trailer a couple
weeks ago, there have been myriad blanks to fill. A gift of curses perhaps.
Each remedy brings discovery. Righted steps produce revelation of wrong pr
evious steps by unknowns. No fear of flying on my part; mainly fear of the
past life of this 480+/- pound simplified complexity is the cue to awarene
ss, caution and approach. Who did what to her and how badly was she treated
in her earlier life? A red-slathered fledermaus, her honesty and past hid
den by paint like an aging whore, but one probably good for a lot more ride
s.
Today I heard the first encouraging words from a Canadian who has worked on
the Kolbs since 2002 and with his and perhaps others advice and help from
those who produce, modify and fly this brand of aircraft, perhaps she can
reach the status other Kolbs hold. Trustworthy, hands-off flier. One hundre
d eighty degrees from where she has been in our aerial rodeos. Meanwhile I
spend hours working from one end to the other, off the street corners defin
itely, but not enough time enjoying being above it all. Learning; earning.
jsf
Attachment: http://www.matronics.com/enclosures/0bc34dab43120e205ba41122a18eb2f494dbf10a.jpg
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
Looks good from here... Was this the one on eBay?...
June 06, 2006 - June 21, 2006
Kolb-Archive.digest.vol-gc