Kolb-Archive.digest.vol-ge
July 11, 2006 - July 31, 2006
Mike,
I've operated Rotax 503's on two different aircraft, and have had difficulty setting
a specific RPM in the 5,000-6,000 range without drifting, even though the
throttle was locked. I think it is the nature of the beast.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46295#46295
________________________________________________________________________________
| From: | "blackbird" <blackbird754(at)alltel.net> |
The latest.......Ralph gotta luv you man.......amazing what we are losing....seems
aircraft and motorcycles go together and their problems.....How did you know
we fight the other thing also....LOL...
Inspection went well......seems they were concerned about me giving rides out of
my 23 acre field.......Soooo.....I ....SPECIFICALLY asked about storage and
doing work on aircraft brought to my home......ANSWER.......absolutely not........aircraft
belong on an airfield.......
EAA has not responded ...........Yet..............Whatcha think Ralph? ....
Pic is of home and field ....field is at the bottom of the pic.
WT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46342#46342
Attachments:
http://forums.matronics.com//files/home_view_1_300.jpg
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Wait a minuet, That's John Travoltas house. Where did you put the hanger for the
two jets?
So, You must be the millionaire that A.M.A. helped out, huh! Ha, Ha!
Did you tell them you do not have an airplane? You have only a bunch of steel and
aluminum deco art compiled in an arrangement made to look like a plane. And
if they wanted to push the matter, tell them you will hire a F.A.A. Inspector
to "certify" that your deco art is un-flyable! Or hire me and I will come out
and "out of love" I will whoop your insurance agents tush! My fee will depend
on how big he is. And if its a woman, I will charge more. I don't like hittin
no woman! Ha, HA!
I have to tell you though, I recently received a e-mail from another flying buddy
that had a picture of John Travolta's house overhead just like yours and the
only difference in the picture was the enclosed awning that went to his hanger
at the side of his house to his two jets!
So we can be far about this, I had a like problem with my insurance agent years
ago regarding using my surrounding yard as a landing field and he adamantly said
NO WAY! Don't know why. I have included a picture for your viewing pleasure.
Yodeling out back here in the flat lands of central Ohio Ralph.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46350#46350
Attachments:
http://forums.matronics.com//files/my_house_213.bmp
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Sorry guys! I ass umed that because the file was a "bit map' that it would be small.
Matt, if your reading...please shrink somehow. Now the picture was from
"strangeCosmos.com" and I do not take credit for it. I am only resending it as
sent to me, taking no credit for it in any way. It is sent in it's entirety,
without any modifications. If you are a lawyer looking for money, I am broke.
That is not my real house. My real house is down in the valley to the right of
the "StrangecCosmos.com picture. It is that cardboard lean-to about 10 clicks
out. So I have nothing to gain for suing me.
Thanks for your support here in the flatlands of Central Ohio
Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46354#46354
________________________________________________________________________________
| From: | "blackbird" <blackbird754(at)alltel.net> |
Ralph ,
You are a trip indeed.......LOL....
Didn't even know those things existed.....Bet his toilets flush good..
WT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46358#46358
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine break-in, first taxiing |
Mike,
I've operated Rotax 503's on two different aircraft, and have had difficulty setting
a specific RPM in the 5,000-6,000 range without drifting, even though the
throttle was locked. I think it is the nature of the beast.
David B:
I believe the reason the Rotax two stroke is not too happy in the 5300 to 5500
rpm range is because this is the area that the engine "gets up on the pipe", e.g.,
the exhaust system is a tuned system designed to operate continuously above
this rpm range. Above 5500 rpm the engine is getting much more efficient,
putting out more hp, and is happier than lower rpm's and especially that area
where it is trying to, but not quite up on the pipe.
When one changes power from two to four stroke, the first major change in operation
seems to be the absence of this "unsteady" area.
john h
mkIII
PS: I am on the road. 1.6 mb downloads on a telephone modem ruin my opportunity
to enjoy the Kolb List and the internet when I am traveling with the lap top.
Also helps to make the Kolb List more enjoyable and educational to stick to
the subject of Kolb aircraft, engines, and Kolb related cross country and local
flying. There are nearly 700 members on this List. I am sure some probably
feel similar to the way I feel. A lot of this stuff could go back copy to
the individual, especially negotiating sale of an airplane and/or its equipment.
Sorry is my comments disturb a few, but that is the way I feel. Wouldn't
hurt for every member of the Kolb List to "really" read the commandments Matt
sends to the List each month. Me especially.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46390#46390
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Bob N. said: "
Geo.,
What is the purpose of BackGrnd,jpg that you send? "
Bob I.M.H.O. and I could be wrong, but I believe it to be the same "hypnotic disk"
that George used to get his picture on his profile to look like it does. You
didn't look at it did you Bob?
Ha. HA!
And George...."step away from the camera, we do not need to know taht you have
green eyes"! Ha, HA!
Did you say "devout or devoid"?
Actually if you were able to look at the photo of the house on the mountain top
you would notice the circular hole to the center of the mountain on the far right.
That was my previous house prior to the cardboard leanto , but the bats
chased me out!
Displaced somewhere here in Ohio , and a legend in my own mind Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46406#46406
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Engine break-in, first taxiing |
>
>When one changes power from two to four stroke, the first major change in operation
seems to be the absence of this "unsteady" area.
>
>john h
>mkIII
John, & Kolbers,
Not all two cycle engines show this unsteady or rpm creep. The Simonini,
Victor 1 is a reed valve engine with a tuned pipe. No problem with rpm
creep or rpm fluctuations in the cruise speed rpm range.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Engine break-in, first taxiing |
> John, & Kolbers,
>
> Not all two cycle engines show this unsteady or rpm creep. The Simonini,
> Victor 1 is a reed valve engine with a tuned pipe. No problem with rpm
> creep or rpm fluctuations in the cruise speed rpm range.
>
> Jack B. Hart FF004
> Winchester, IN
Jack H:
This only occurs on the Rotax engines (2 strokes) in the area of 5300 to 5500 rpm.
Normal cruise for a Rotax two stroke is 5,800 rpm, which is 75% power. Well
above "getting on the pipe". Even the rotary valve 532 and 582 do this.
As for reed valve engines, reed valves do not change the port timing of the intake
and exhaust, meerly increase efficiency of the intake system. The design
of the exhaust system (expansion chamber) dictates how "peaky" or "torquey" a
two stroke will be, and how noticeable the area will be where the engine is starting
to use the pipe effectively.
I forget where it occurred on the Cuyuna ULII02, which has been 21 years since
I have flown one, but it too had an area where it would not want to settle down.
In addition to the pipe, expansion chamber, and prop load, you will probably get
this on any two stroke unless it is a seriously detuned engine. Two strokes
are very supceptible to prop loading. A little nose up or down will quickly
increase or decrease rpm. One major reason, I believe, is prop loading greatly
affects carb tuning. Nose up, runs richer and slower. Nose down, runs leaner
and faster.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46482#46482
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Ralph H:
Sorry, I can not reply to your bc msg reference large files and downloads except
on the web based Kolb List.
I can receive email on my regular email account, but can not send it out on other's
cable or modems.
Try to get back with you when I get home in a few days.
john h
mkIII
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46483#46483
________________________________________________________________________________
| From: | ray anderson <rsanoa(at)yahoo.com> |
| Subject: | Re: Engine break-in, first taxiing |
I've never noticed it with the UltraStar Cuyunas.
"Jack B. Hart" wrote:
>
>When one changes power from two to four stroke, the first major change in operation
seems to be the absence of this "unsteady" area.
>
>john h
>mkIII
John, & Kolbers,
Not all two cycle engines show this unsteady or rpm creep. The Simonini,
Victor 1 is a reed valve engine with a tuned pipe. No problem with rpm
creep or rpm fluctuations in the cruise speed rpm range.
Jack B. Hart FF004
Winchester, IN
---------------------------------
Yahoo! Music Unlimited - Access over 1 million songs.Try it free.
________________________________________________________________________________
| From: | Mike Schnabel <tnfirestar2(at)yahoo.com> |
Ralph,
That was a fair assumption, that a "bitmap" would be small. But as an FYI, and
I dont know why, the bitmaps are usually about 10x larger or even more than
a JPG or GIF. If you have a choice, send a JPG, then a GIF and lastly a BMP.
If you or anyone else wants to share a picture with the group, but are concerned
or are just is not sure if its "too big"... for the dial up boys... send it
to me off list, I will GLADLY downsize and return to you, for the group to see,
and they will never know the difference! I am one of the lucky ones, and have
broadband cable, so even the big old files dont bother me!
Just trying to help a Brother out here!
Mike S
Manchester TN
Firestar 2 503
Ralph Hoover wrote:
Sorry guys! I ass umed that because the file was a "bit map' that it would be small.
Matt, if your reading...please shrink somehow. Now the picture was from
"strangeCosmos.com" and I do not take credit for it. I am only resending it as
sent to me, taking no credit for it in any way. It is sent in it's entirety,
without any modifications. If you are a lawyer looking for money, I am broke.
That is not my real house. My real house is down in the valley to the right of
the "StrangecCosmos.com picture. It is that cardboard lean-to about 10 clicks
out. So I have nothing to gain for suing me.
Thanks for your support here in the flatlands of Central Ohio
Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46354#46354
---------------------------------
at 1/min.
---------------------------------
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Engine break-in, first taxiing |
X-mailer: Pegasus Mail for Windows (4.31)
> Thanks for the insight on the RPM comment that I experienced. I felt sure that
as steady as the
> engine performed that day, this "area" of instability was due to some specific
factors.
Probably not the factors that you think are in play. I'd urge
anyone with a real sense of inquisitiveness to explore the
following....
http://edj.net/2stroke/jennings/2stroketunershandbook.pdf
This is not a small PDF..around 7.5MB, but one of the best two-
stroke tomes no longer available in print except as purchased
used....if you can find it.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
| Subject: | Matt Dralle =?ISO-8859-1?Q?=93?= Why are we using this antiquated |
system ???
With all the talk lately about the size of file attachments and the bandwidth they
take I have to ask why are you still using such an antiquated system of an
email list. The email system wastes a huge amount of bandwidth by sending everything
to everyone subscribed to the list when the fact is most of it is never
read. The other problem with the current system is that threads are continually
being broken apart as people get the subject line off by one character which
really takes away from some of the larger threads. There is also the issue
of people always having to worry about cluttering the list. The current email
list system has so many limitations and drawbacks that users are constantly
having work around them, even though some may not realize it.
Everyone with a computer now has Internet Explorer and the ability to use the forum
format, it is time for us to join the modern world and all use the forum
format. It will save you a huge amount of bandwidth, by only having to send picture
and video files to those that want to see them, and it will also solve
the problem of large pictures and attachments clogging up peoples email. The
forum format will make it easier for people to post, and read all the subjects
in a logical, well organized manner. There is every advantage to moving us to
a forum only format with very little downside.
Many people never like change, and some people here are so used to the email system,
that they will not like the idea of anything different even if it is better.
We should not let them hold improvements, they will come around once they
get used to a better system and we will all be better off. The current antiquated
email list hurts us all by its inherent limitations and stifles the potential
of your forum. You have a great thing going here, but it could be so much
better. I just wonder why you dont bring us up modern standards here on
the list like every other forum in the world.
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=46540#46540
________________________________________________________________________________
| From: | "galen shirley" <oneaviator(at)msn.com> |
I would like to see the pictures of your canopy too.
Thanks
Galen
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46545#46545
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
X-mailer: Pegasus Mail for Windows (4.31)
--- 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: | "Gary L. Knapp" <gary56(at)sover.net> |
Jim,
You sound like your from Vermont.
I couldn't have said it better.
Gary
----- Original Message -----
From: Jim Baker
To: kolb-list(at)matronics.com
Sent: Tuesday, July 11, 2006 10:22 PM
Subject: Kolb-List: Re: Work halted
>....SPECIFICALLY asked about storage and doing work on
>aircraft brought to my home......ANSWER.......absolutely
>not........aircraft belong on an airfield.......
I work on my car...it's not a garage.
I work on my scuba gear....it's not a dive shop.
I weld metal....it's not a metal fab shop.
I work on my boat...it's not a marina.
I raise fighting pit bulls...it's Oklahoma (substitute Arkansas if
you want to).
I brew my own whiskey in the cellar...it's not a distillery.
I shoot damn near anything that moves and is not fuzzy or furry
or feathery...it's not a war zone.
It's not an airplane until the FAA says it is....it's not a frickin'
airport.
I use ether to start recalcitrant engines....it's not a meth lab.
I have a Continental powered generator...an engine made by an
honest-to-God aircraft engine manufacturer? God forbid!!!!
I have 1000 gallon propane tank sittin' next to my house...you
ignorant idiots!!!
I've had hail the size of softballs....airplanes under construction
are dangerous?
I've got my own 2600 foot runway and hanger and occasionally I
let just any old riff-raff land there just to spite you. Un-licensed,
un-registered, out-of-annual...not my problem. Hey...its on the
sectional, stoopid!
Jim Baker
580.788.2779
Elmore City, OK
PS....OK...so I don't really have any Pit Bulls.......but I can get
some on short notice if you, Mr/Ms Insurance Agent will just let
me know when you're coming around to verify all the above.....
=========================
=========================
http://wiki.matronics.com
=========================
=========================
===========
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Engine break-in, first taxiing |
Have been avidly absorbing the Jennings book, (Thanks, Jim!) it has been
years since I have last seen it. Something I was looking for, and have
apparently found a slight reference to is on page 58, and has to do with
port alignment.
The 582 has a real discontinuity in it's inlet tract, the relationship
between the carb, the rubber manifold and the intake port, and the port
on the inside of the rotary valve appears to be made with no thought or
concern to any smoothness at all. One section is bigger, one is smaller,
there are flat surfaces sticking out as if gas flow is a non-event. Yet
the thing obviously runs well, but looking at it, it seems contrary to
what it ought to be. Anybody else have any comments on the 582 inlet path?
I do take the 582 exhaust gaskets and clean them up around the inside
with a moto-tool, so they don't protrude into the exhaust gas path.
Seems to help keep carbon from accumulating as quickly within the
exhaust, or maybe it's just the clean oil, I dunno... Comments?
Richard Pike
MKIII N420P (420ldPoops)
Jim Baker wrote:
>
>
>> Thanks for the insight on the RPM comment that I experienced. I felt sure that
as steady as the
>> engine performed that day, this "area" of instability was due to some specific
factors.
>>
>
> Probably not the factors that you think are in play. I'd urge
> anyone with a real sense of inquisitiveness to explore the
> following....
>
> http://edj.net/2stroke/jennings/2stroketunershandbook.pdf
>
> This is not a small PDF..around 7.5MB, but one of the best two-
> stroke tomes no longer available in print except as purchased
> used....if you can find it.
>
> Jim Baker
> 580.788.2779
> Elmore City, OK
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Matt Dralle =?windows-1252?Q?'_Why_are_we? |
JetPilot wrote:
>
>With all the talk lately about the size of file attachments and the bandwidth
they take I have to ask why are you still using such an antiquated system of an
email list. The email system wastes a huge amount of bandwidth by sending everything
to everyone subscribed to the list when the fact is most of it is never
read. The other problem with the current system is that threads are continually
being broken apart as people get the subject line off by one character
which really takes away from some of the larger threads. There is also the issue
of people always having to worry about cluttering the list. The current email
list system has so many limitations and drawbacks that users are constantly
having work around them, even though some may not realize it.
>
>Everyone with a computer now has Internet Explorer and the ability to use the
forum format, it is time for us to join the modern world and all use the forum
format. It will save you a huge amount of bandwidth, by only having to send
picture and video files to those that want to see them, and it will also solve
the problem of large pictures and attachments clogging up peoples email. The
forum format will make it easier for people to post, and read all the subjects
in a logical, well organized manner. There is every advantage to moving us
to a forum only format with very little downside.
>
>Many people never like change, and some people here are so used to the email system,
that they will not like the idea of anything different even if it is better.
We should not let them hold improvements, they will come around once they
get used to a better system and we will all be better off. The current antiquated
email list hurts us all by its inherent limitations and stifles the potential
of your forum. You have a great thing going here, but it could be so
much better. I just wonder why you dont bring us up modern standards here on
the list like every other forum in the world.
>
>Michael A. Bigelow
>
I have internet deplorer, but I'm smart enough not to use it as a
spam/virus conduit into my computer.
If you are happy with IE & can handle the hassles of a forum format, go
use it; it's available for you.
Some of us find the forum format clunky, much slower that the list
format, & prefer having messages 'pushed' to us rather than being forced
to go get the info. With one click I can get all the email from every
list I subscribe to. With forums, I'd have to visit over a dozen sites
and wade through a new page load each time I want to see another dozen
or so headers on each and every site.
I seriously doubt that the forum format is as bandwidth efficient as
lists. Every time a new page of a dozen headers loads, you must also
load a full screen of graphics.
You've got what you like; please don't try to trash a good thing for the
rest of us.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
Huh? Why the outburst Michael? It appears that you posted this message from the Matronics Web Forums ( http://forums.matronics.com ), so what exactly is your complaint? The fact that you can not only use the Web Forums interface, but also the traditional email lists interface seems to be to be a huge advantage of these Lists/Forums.
Personally, I much prefer the email interface. I browse through the various email
List emails that come in during the day and read the ones the seem interesting.
I have to check my email every day multiple times anyway, and so looking
over a few extra "List messages" works right into my routine. By contrast,
if I had to add another task to my schedule of opening a browser (whichever one),
and going over to the Forums Site, the chances are that I would be far less
likely to a) do that, and b) catch the messages I might find of interest.
But that's just me. The reason I've setup the Matronics Lists and Forums the way
I have is to cater to the tastes of as many people as possible. You prefer
the Web Forums interface. Great, that's why I put them up. Myself and a great
many others, prefer the email distributions. That's fine too.
I don't really get your beef, frankly. Are you spanking those of us that prefer
the email distribution? Why?
Matt Dralle
Matronics Email List/Forums Admin.
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=46540#46540
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: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Engine break-in, first taxiing |
X-mailer: Pegasus Mail for Windows (4.31)
> Have been avidly absorbing the Jennings book, (Thanks, Jim!)
I was really surprised a couple of years ago to find it
online...copyright be danged, I guess.....
> The 582 has a real discontinuity in it's inlet tract, the relationship
> between the carb, the rubber manifold and the intake port, and the port
> on the inside of the rotary valve appears to be made with no thought or
> concern to any smoothness at all. One section is bigger, one is smaller,
> there are flat surfaces sticking out as if gas flow is a non-event.
I've never done/seen an indicator diagram for the
valve/piston/port relationships on a 582 so can't speak to
overlaps and system interactions. I would think intake tract
length (tuning) would be more critical than discontinuities in the
flow path. There's only so much time spent on the intake
cycle...at 6500 rpm, for instance, that's 108.3 intake events per
second. That's .0092 seconds for each cycle. Quite a
conservative number when one considers a full tilt '70's two
stroke race bike at 14,500 rpm that was spending about .0041 on
each cycle (didn't last too long at that rate). Inertia of the intake
flow and intake tract length were the most critical components.
Yet
> the thing obviously runs well, but looking at it, it seems contrary to
> what it ought to be. Anybody else have any comments on the 582 inlet path?
Who'd have thought that a boundary layer trip on an otherwise
flawless airfoil would lead to increased sailplane performance. I
recall that one Jenning's other admonitions was not to spend a
lot of time smoothing things up except to the extent that there
aren't any gross discontinuities such as your gasket intrusions.
Some may be good but only experimentation will reveal which
are beneficial and which are not. To me, that says $$$$ for parts
to butcher and mangle.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: ?iso-8859-1?Q?Re:_Kolb-List:_Matt_Dralle_=93_Why_are_?= we |
I sense a lot of "me, me, me" in your message. I
for one like the "old" method. I can down load
messages and read them off line at my leisure. I
use Eudora and don't seem to have to much problem
following the threads - would be a little easier
if some people would set up their mail client
where only the portion of the original message is
marked by quote marks "<" rather than everything
including their reply. Also better management of
updating the subject to reflect the actual topic
being discussed would be swell. I can live with
what we have, it works, and I like it as it is.
jerb
At 09:02 PM 7/11/2006, you wrote:
>
>With all the talk lately about the size of file
>attachments and the bandwidth they take I have
>to ask why are you still using such an
>antiquated system of an email list. The email
>system wastes a huge amount of bandwidth by
>sending everything to everyone subscribed to the
>list when the fact is most of it is never
>read. The other problem with the current system
>is that threads are continually being broken
>apart as people get the subject line off by one
>character which really takes away from some of
>the larger threads. There is also the issue of
>people always having to worry about
>cluttering the list. The current email
>list system has so many limitations and
>drawbacks that users are constantly having work
>around them, even though some may not realize it.
>
>Everyone with a computer now has Internet
>Explorer and the ability to use the forum
>format, it is time for us to join the modern
>world and all use the forum format. It will
>save you a huge amount of bandwidth, by only
>having to send picture and video files to those
>that want to see them, and it will also solve
>the problem of large pictures and attachments
>clogging up peoples email. The forum format
>will make it easier for people to post, and read
>all the subjects in a logical, well organized
>manner. There is every advantage to moving us
>to a forum only format with very little downside.
>
>Many people never like change, and some people
>here are so used to the email system, that they
>will not like the idea of anything different
>even if it is better. We should not let them
>hold improvements, they will come around once
>they get used to a better system and we will all
>be better off. The current antiquated email
>list hurts us all by its inherent limitations
>and stifles the potential of your forum. You
>have a great thing going here, but it could be
>so much better. I just wonder why you dont
>bring us up modern standards here on the list
>like every other forum in the world.
>
>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=46540#46540
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: ISO-8859-1?Q?Re:_Kolb-List:_Matt_Dralle_=93_Why_are_we_u? |
On Jul 11, 2006, at 10:02 PM, JetPilot wrote:
> Everyone with a computer now has Internet Explorer and the ability
> to use the forum format, it is time for us to join the modern world
> and all use the forum format.
Hey,
Nice Gates/ Microsoft propaganda you got there.
Do you pay them or do that for free?
Remember, Bill needs your cash.
Internet Explorer" and "Modern World" used in the same sentence =
oxymoron.
IMHO
The current antiquated Jit Pliot hurts us all by his inherent
limitations and stifles the potential of our forum.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Matt Dralle Why are we using this antiquated system ??? |
I don't complain much about free services.
>From: "JetPilot" <orcabonita(at)hotmail.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Matt Dralle Why are we using this antiquated system
>???
>Date: Tue, 11 Jul 2006 19:02:05 -0700
>
>
>With all the talk lately about the size of file attachments and the
>bandwidth they take I have to ask why are you still using such an
>antiquated system of an email list. The email system wastes a huge amount
>of bandwidth by sending everything to everyone subscribed to the list when
>the fact is most of it is never read. The other problem with the current
>system is that threads are continually being broken apart as people get the
>subject line off by one character which really takes away from some of the
>larger threads. There is also the issue of people always having to worry
>about cluttering the list. The current email list system has so many
>limitations and drawbacks that users are constantly having work around
>them, even though some may not realize it.
>
>Everyone with a computer now has Internet Explorer and the ability to use
>the forum format, it is time for us to join the modern world and all use
>the forum format. It will save you a huge amount of bandwidth, by only
>having to send picture and video files to those that want to see them, and
>it will also solve the problem of large pictures and attachments clogging
>up peoples email. The forum format will make it easier for people to post,
>and read all the subjects in a logical, well organized manner. There is
>every advantage to moving us to a forum only format with very little
>downside.
>
>Many people never like change, and some people here are so used to the
>email system, that they will not like the idea of anything different even
>if it is better. We should not let them hold improvements, they will come
>around once they get used to a better system and we will all be better off.
> The current antiquated email list hurts us all by its inherent
>limitations and stifles the potential of your forum. You have a great
>thing going here, but it could be so much better. I just wonder why you
>dont bring us up modern standards here on the list like every other
>forum in the world.
>
>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=46540#46540
>
>
________________________________________________________________________________
| From: | "Jeremy Casey" <n79rt(at)kilocharlie.us> |
| Subject: | iso-8859-1?Q?RE:_Kolb-List:_Matt_Dralle__Why_are_we_using_this_antiq? |
I don't complain much about free services.
That sir was the best use of bandwidth in awhile...great point you made
;-)
Jeremy "Haven't contributed near as much as I get out of Matt's
services" Casey
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
Do you all get crabby every time it's the full moon. I'm reading a lot of complaining.
I read one try to pull everyone else in so that the misery has some
company. It's easy to find on this list but you guy's need to look around and
be glad for what we do have man. Now snap out of it and let's get back to good
positive KOLB talk.
--
Rob.
________________________________________________________________________________
| From: | ray anderson <rsanoa(at)yahoo.com> |
| Subject: | Re: Matt Dralle Why are we |
My two cents. This forum is for all Kolb people. I will put my airplane skills
against any ( except John H.) However I'm a computer nerd. I can handle
plain e-mail and such, but not talk about URL's , XYZ's, PDQ's and all the other
gibberish computer know it alls throw out there. When they quit using vacuum
tubes, I got lost. I repeat, if it ain't broke, don't fix it. I wouldn't
be surprised if there aren't others out there who feel the same way.
Like David says below, Quit looking a gift horse in the mouth !!!
Ray
Ultra Star TN
I don't complain much about free services.
>From: "JetPilot" <orcabonita(at)hotmail.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Matt Dralle Why are we using this antiquated
system
>???
>Date: Tue, 11 Jul 2006 19:02:05 -0700
>
>
>With all the talk lately about the size of file attachments and the
>bandwidth they take I have to ask why are you still using such an
>antiquated system of an email list. The email system wastes a huge
amount
>of bandwidth by sending everything to everyone subscribed to the list
when
>
---------------------------------
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Rob,
I think what been posted is not complaining except maybe your post
itself and the gent that wants everyone else to abandon the old
established email client style system for accessing the list info. I
do believe a few voiced there feelings with that being necessary to
show there are more than him that use the service and are happy with
it as it is and there is no need for a change. Perhaps you need to
screen messages, learn how to use the delete key and thicken your
skin a little.
Let get on with it.
jerb
At 10:38 AM 7/12/2006, you wrote:
>
>Do you all get crabby every time it's the full moon. I'm reading a
>lot of complaining. I read one try to pull everyone else in so that
>the misery has some company. It's easy to find on this list but you
>guy's need to look around and be glad for what we do have man. Now
>snap out of it and let's get back to good positive KOLB talk.
>--
>Rob.
>
>
________________________________________________________________________________
| Subject: | Re: First Flight Shaking Ralph of Ohio! |
ooooohhhhh, sorry I missed your flight Ralph of Ohio, but it just didn't
work out after the Barb ershop show in Indianopolis. I will contact you a litle
later and mebe be able to see you. Am still in Stow Ohio
George the Firestar driver from The Villages Fl
________________________________________________________________________________
Hello group,
Is anyone using Amsoil Saber Professional (ATP) synthetic 2 cycle oil mix
100 to 1 in a 503 Rotax or had experence with it?
Thanks Jim Swan
Jim Swan in Michigan
will soon have a Kolb FS
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 01:11 AM 7/13/2006, you wrote:
>At 09:48 PM 7/12/2006, you wrote:
>>Hello group,
>> Is anyone using Amsoil Saber Professional (ATP) synthetic 2
>> cycle oil mix 100 to 1 in a 503 Rotax or had experence with it?
>> Thanks Jim Swan
The 503 (Dual Carb)is a rock, it is a stone, it is the pinnacle of
the two stroke.
The single carb has to be massaged - just a little.
I've flown a 447 with points - on a KXP for at least 400 hours before
this one - they are/were finicky little engines,
they want everything to be just right. But...when everything is
right, they are hard to beat - you know what I mean.
I've got 698 hours now without a decarb - really. 1999 Engine 503
E-gear box (Going for the record "800 hours")
No carbon yet. Compression still 120 per cylinder - (like new) "outa
the box" Still checking with the dental mirrors and intake and
exhaust manifolds off (flashlight down the plug holes) every 50 or
so hours. Gotta repaint my muffler once in a while anyway - wish I'd
got it chromed when it was new..
Just a test guys - so don't flame me.
Don't try this at home.
I'm at the Ferguson Farm & I'm JUST the test pilot for "this one" anyway.
Never had the jugs off - never had the engine even hick up.
And I know that's not what the book says.(Where no man has gone
before - 800 hr on a 503 CDI no decarb).
We who are about to die - salute you.
BUT - GUYS! I GOT A BRAND NEW 65 HP "-----" AIR COOLED ENGINE.
SITTING IN THE BOX - JUST WAITING FOR ME TO TEST FLY or
BREAK IT. WEIGHT = 92 LBS. - 13 EXTRA HP!
JUST GOTTA BREAK THIS ONE FIRST!
I KNOW I CAN DO IT -
ANY SUGGESTIONS FROM THE PEANUT GALLEY?
________________________________________________________________________________
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
Jim,
Probly not a good idea with Rotax two stroke engines. The amsoil leaves a sticky
gunky black deposit which tends to cause the rings to get sticky, resulting
in high cylinder head temperatures.
You can't go wrong with California Power System's AV2 oil or Pensoil Two Stroke
Oil for Air-Cooled Engine. There are a number of other good two stroke oils
out there that people swear by. The subject is kind of like politics or religion!
> Hello group,
> ?? Is anyone using Amsoil Saber Professional (ATP) synthetic 2 cycle oil mix
100 to 1 in a 503 Rotax or had experence with it?
> ???? Thanks??? Jim Swan
> ?
>
> Jim Swan in Michigan
> will soon have a Kolb FS
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=46838#46838
________________________________________________________________________________
| From: | Scott Perkins <2scott(at)bellsouth.net> |
| Subject: | twin engine Flyer on Barnstormers |
A pretty good looking Flyer for sale - $4500 ( I think?)
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: twin engine Flyer on Barnstormers |
Unique machine...
I'm pretty sure that this is the same Flyer that didn't sell on eBay once
before...
Too bad that the wings don't fold, a Kolb trademark...
DVD
On 7/13/06, Scott Perkins <2scott(at)bellsouth.net> wrote:
>
>
> A pretty good looking Flyer for sale - $4500 ( I think?)
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
Phile Lockwood of Lockwood Aviation has done the most
comprehensive testing I'm aware of re: oils for Rotax
2-stroke engines. (He's written articles about the
topic.) Two years ago at Arlington, he spoke on the
topic. My notes show that he said NOT to use ANY of
the 100-1 oils. He reminded us that oil has two
purposes - lubricating and cooling, and the 100-1
formulations don't do an adequate job on the cooling
end.
His research (he put 5 or 6 Rotaxes on a stand and ran
them for hundreds of hours with different oils) said
that Penzoil air-cooled was the best oil in a 2-stroke
Rotax. It is NOT compatible with any of the TC-W3
formulations (not even with Penzoil's outboard motor
oil, which is TC-W3) and he recommended draining the
gas tank before switching. I think if you contact
Lockwood Aviation (1-800-LA-ROTAX) they'll send you a
copy of the article.
Penzoil air-cooled is hard to find - so when I go on
long cross-country flights, I switch to Penzoil
outboard; since it's compatible with all other TC-W3
oils, you can use ANY TC-W3 oil if you're out in the
sticks and can't find Penzoil outboard motor oil.
As someone else on this list responded, oil selection
is as contentious a topic as religion or politics.
Arty
--- Arksey(at)aol.com wrote:
> Hello group,
> Is anyone using Amsoil Saber Professional (ATP)
> synthetic 2 cycle oil mix
> 100 to 1 in a 503 Rotax or had experence with it?
> Thanks Jim Swan
>
>
> Jim Swan in Michigan
> will soon have a Kolb FS
>
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: | "Wayne T. McCullough" <blackbird754(at)alltel.net> |
I think the article you are referring to was in a magazine with 2 strokes
mounted on a trailer.....12 years in ultralights and I have always used the
Penzoil air cooled even with a water cooled engine...
The article also showed the inside components after a certain number of
hours ....
It was great...
Wayne McCullough
----- Original Message -----
Sent: Thursday, July 13, 2006 9:54 AM
>
>
> Phile Lockwood of Lockwood Aviation has done the most
> comprehensive testing I'm aware of re: oils for Rotax
> 2-stroke engines. (He's written articles about the
> topic.) Two years ago at Arlington, he spoke on the
> topic. My notes show that he said NOT to use ANY of
> the 100-1 oils. He reminded us that oil has two
> purposes - lubricating and cooling, and the 100-1
> formulations don't do an adequate job on the cooling
> end.
>
> His research (he put 5 or 6 Rotaxes on a stand and ran
> them for hundreds of hours with different oils) said
> that Penzoil air-cooled was the best oil in a 2-stroke
> Rotax. It is NOT compatible with any of the TC-W3
> formulations (not even with Penzoil's outboard motor
> oil, which is TC-W3) and he recommended draining the
> gas tank before switching. I think if you contact
> Lockwood Aviation (1-800-LA-ROTAX) they'll send you a
> copy of the article.
>
> Penzoil air-cooled is hard to find - so when I go on
> long cross-country flights, I switch to Penzoil
> outboard; since it's compatible with all other TC-W3
> oils, you can use ANY TC-W3 oil if you're out in the
> sticks and can't find Penzoil outboard motor oil.
>
> As someone else on this list responded, oil selection
> is as contentious a topic as religion or politics.
>
> Arty
>
> --- Arksey(at)aol.com wrote:
>
>> Hello group,
>> Is anyone using Amsoil Saber Professional (ATP)
>> synthetic 2 cycle oil mix
>> 100 to 1 in a 503 Rotax or had experence with it?
>> Thanks Jim Swan
>>
>>
>> Jim Swan in Michigan
>> will soon have a Kolb FS
>>
>
>
> 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: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Oil compatability |
Having just run tanks of TW-3 oil, Valvoline and Pennsoil Marine, while
running Pennsoil Air Cooled, can someone provide a link to the Lockwood
article on Rotax 2 stroke oils?
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Oil compatability |
At 04:13 PM 7/13/2006, you wrote:
>Having just run tanks of TW-3 oil, Valvoline and Pennsoil Marine,
>while running Pennsoil Air Cooled, can someone provide a link to the
>Lockwood article on Rotax 2 stroke oils?
Oil Test
http://www.ultralightnews.com/features/oiltest.htm
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
X-mailer: Pegasus Mail for Windows (4.31)
I tried to resist.......Auuuggghhhh!!!! Couldn't do it.....
First....
This is not an advertisement for 100:1 oils
Second.....
> As someone else on this list responded, oil selection
> is as contentious a topic as religion or politics.
Oil performance is quantifiable when exposed to rigorous testing
and objective investigation. The other two.....
> Phile Lockwood of Lockwood Aviation has done the most
> comprehensive testing I'm aware of re: oils for Rotax
> 2-stroke engines. (He's written articles about the
> topic.) Two years ago at Arlington, he spoke on the
> topic. My notes show that he said NOT to use ANY of
> the 100-1 oils. He reminded us that oil has two
> purposes - lubricating and cooling, and the 100-1
> formulations don't do an adequate job on the cooling
> end.
A quote from an article that referenced these tests...
http://www.ultralightnews.com/features/oiltest.htm
____________________________________
Four different oils were chosen for the test. The oils
tested were:
1) Pennzoil" Two-Cycle Air-Cooled Engine Oil;
2) Pennzoil' Premium Out- board and Multi-purpose Two
Cycle Oil;
3) A conventional petroleum two-cycle oil; and
4) A two-cycle synthetic oil.
______________________________
How does one arrive at the position that 100:1 ratios,
using oils formulated for 100:1 operation, will not cool
adequately if none are tested?
Further on in the article....
______________________________
It is worthy to note that many pilots using synthetic oil
may mix at a higher (leaner) fuel/oil ratio than the
engine manufacturer may specify. Synthetic oils tend to
work well against deposit formation at these higher
ratios, however engine manufacturers generally state
that the higher (leaner) oil ratio may not provide
enough residual protection from corrosion during
extended storage conditions. Therefore, all oils run in
this test were run at the manufacturer's recommended
fuel/oil ratio of 50: 1.
_________________________________
Here is the possible start point for extrapolating
inadequate cooling from higher oil ratios when 50:1 oils
are used at higher ratios. False analogy, non sequiter,
and appeal to authority are not bases for scientific
proof.
This is what Pennzoil (Shell) claims in their Technical
Info letter P-15-A as the rationale for their air cooled
oils (the bold is my highlighting).....
________________________________________
Air cooled two-cycle engines are often idle or operate at
low output between bursts of high output
use. The idle time and infrequent high output use results
in lower average piston temperatures than
outboard engines. This results in less oil thinning in air
cooled engines.
The continued variations in speeds and the physical
punishment that these engines experience play a
key role in breaking off ash deposits that are formed by
detergent additives in two-cycle oils.
Consequently, detergent additives used in two-cycle oils do
not harm air cooled two-cycle engines.
Since air cooled engines have extensive idle and low
output operating time and lower average piston
temperatures, they do not always completely burn the
heavier oil that may be present in two-cycle oils.
This partially burned heavy oil causes carbon buildup in
exhaust ports and the exhaust system.
Buildup of these deposits causes loss of power.
________________________________________
Does this sound like your air-cooled two stroke engine?
Lots of idle time? Extensive low output time? Infrequent
high-output time?
Moving on......
> His research (he put 5 or 6 Rotaxes on a stand and ran
> them for hundreds of hours with different oils) said
> that Penzoil air-cooled was the best oil in a 2-stroke
> Rotax.
"Best" is a relative term when one only tests four oils. As for TC-
W3 certification....
__________________________________________
TC-W3 lubricant, an NMMA owned trademark, has
evolved over the years through much testing and research,
and has proven to be the level of quality to satisfy the above
objectives. And, going a step further, now that two cycle
engines have moved towards higher cylinder temperatures
and compressions, this lubricant also meets the EPA
emissions reductions.
TC-W3 has demonstrated the necessary lubrication
performance quality needed for these more demanding
cylinder/engine conditions.
NMMA licenses those two cycle lubricants that meet the
stringent performance tests conducted by a sanctioned
laboratory approved by NMMA to conduct the tests.
__________________________________________
This is the list of TC-W3 certified oils......
http://tinyurl.com/ko6dq
> It is NOT compatible with any of the TC-W3
> formulations (not even with Penzoil's outboard motor
> oil, which is TC-W3) and he recommended draining the
> gas tank before switching.
Based on the following from Pennzoil....
_______________________________
Pennzoil has three oils for two-cycle engines, Premium
Outboard And Multi-Purpose Two-Cycle Oil TC-W3TM,
Advanced-Performance Snowmobile Oil and 2-Cycle Air
Cooled Engine Oil, each specifically designed for different
applications. Care should be taken to avoid mixing the
various two-cycle oils together, especially when converting
a customer from one product to the other product.
Pennzoil Premium Outboard and Multi-Purpose Two-Cycle
Oil TC-W3TM and Advanced- Performance Snowmobile Oil
contain ashless dispersant additives, whereas Pennzoil 2-
Cycle Air Cooled Engine Oil contains a low-ash detergent
additive.
As a general rule, ash-containing two-cycle oils should not
be mixed with ashless two-cycle oils, as their additives may
be incompatible with each other. This would apply not only
to Pennzoil's two-cycle products, but to all two-cycle oils on
the market. Since Pennzoil Premium Outboard And Multi-
Purpose Two-Cycle Oil TC-W3TM and Advanced-
Performance Snowmobile Oil are ashless formulations,
mixing of these products with an ash-containing product
should be avoided.
_______________________________________________
Arty is correct on this point. I can only take Pennzoil's
admonition at face value.
Those of us using 50:1 oils that do not have a Pennzoil label
and those of us using 100:1 oils recognize how thin the
argument is that any one oil is best. Interesting to note that
Lockwood doesn't specify which two stroke oil they sell on
their WEB site. If Air Cooled oil were best for air cooled
engines, why not carry both?
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Oil compatability |
| Oil Test
| http://www.ultralightnews.com/features/oiltest.htm
Possum and others:
Notice what rpm they used for cruise. Looks like the same one I used
to use back in the old two stroke days of aviation:
johnh
mkIII Table 2
Operating conditions per hour of operation - 280 hours
total
Idle
5 minutes
Take Off - Full Power
4 minutes
Cruise - 5800 rpm
47 minutes
Descent and landing - 4000 rpm
4 minutes
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)commspeed.net> |
For what it's worth (2 cents?) I have used Pennzoil air cooled oil in all my
Rotex 247 and 503's for approx. 700 hrs and have never had a stuck ring nor
cleaned the carbon.
Az Bald Eagle
----- Original Message -----
Sent: Thursday, July 13, 2006 2:43 PM
I tried to resist.......Auuuggghhhh!!!! Couldn't do it.....
First....
This is not an advertisement for 100:1 oils
Second.....
> As someone else on this list responded, oil selection
> is as contentious a topic as religion or politics.
Oil performance is quantifiable when exposed to rigorous testing
and objective investigation. The other two.....
> Phile Lockwood of Lockwood Aviation has done the most
> comprehensive testing I'm aware of re: oils for Rotax
> 2-stroke engines. (He's written articles about the
> topic.) Two years ago at Arlington, he spoke on the
> topic. My notes show that he said NOT to use ANY of
> the 100-1 oils. He reminded us that oil has two
> purposes - lubricating and cooling, and the 100-1
> formulations don't do an adequate job on the cooling
> end.
A quote from an article that referenced these tests...
http://www.ultralightnews.com/features/oiltest.htm
____________________________________
Four different oils were chosen for the test. The oils
tested were:
1) Pennzoil" Two-Cycle Air-Cooled Engine Oil;
2) Pennzoil' Premium Out- board and Multi-purpose Two
Cycle Oil;
3) A conventional petroleum two-cycle oil; and
4) A two-cycle synthetic oil.
______________________________
How does one arrive at the position that 100:1 ratios,
using oils formulated for 100:1 operation, will not cool
adequately if none are tested?
Further on in the article....
______________________________
It is worthy to note that many pilots using synthetic oil
may mix at a higher (leaner) fuel/oil ratio than the
engine manufacturer may specify. Synthetic oils tend to
work well against deposit formation at these higher
ratios, however engine manufacturers generally state
that the higher (leaner) oil ratio may not provide
enough residual protection from corrosion during
extended storage conditions. Therefore, all oils run in
this test were run at the manufacturer's recommended
fuel/oil ratio of 50: 1.
_________________________________
Here is the possible start point for extrapolating
inadequate cooling from higher oil ratios when 50:1 oils
are used at higher ratios. False analogy, non sequiter,
and appeal to authority are not bases for scientific
proof.
This is what Pennzoil (Shell) claims in their Technical
Info letter P-15-A as the rationale for their air cooled
oils (the bold is my highlighting).....
________________________________________
Air cooled two-cycle engines are often idle or operate at
low output between bursts of high output
use. The idle time and infrequent high output use results
in lower average piston temperatures than
outboard engines. This results in less oil thinning in air
cooled engines.
The continued variations in speeds and the physical
punishment that these engines experience play a
key role in breaking off ash deposits that are formed by
detergent additives in two-cycle oils.
Consequently, detergent additives used in two-cycle oils do
not harm air cooled two-cycle engines.
Since air cooled engines have extensive idle and low
output operating time and lower average piston
temperatures, they do not always completely burn the
heavier oil that may be present in two-cycle oils.
This partially burned heavy oil causes carbon buildup in
exhaust ports and the exhaust system.
Buildup of these deposits causes loss of power.
________________________________________
Does this sound like your air-cooled two stroke engine?
Lots of idle time? Extensive low output time? Infrequent
high-output time?
Moving on......
> His research (he put 5 or 6 Rotaxes on a stand and ran
> them for hundreds of hours with different oils) said
> that Penzoil air-cooled was the best oil in a 2-stroke
> Rotax.
"Best" is a relative term when one only tests four oils. As for TC-
W3 certification....
__________________________________________
TC-W3 lubricant, an NMMA owned trademark, has
evolved over the years through much testing and research,
and has proven to be the level of quality to satisfy the above
objectives. And, going a step further, now that two cycle
engines have moved towards higher cylinder temperatures
and compressions, this lubricant also meets the EPA
emissions reductions.
TC-W3 has demonstrated the necessary lubrication
performance quality needed for these more demanding
cylinder/engine conditions.
NMMA licenses those two cycle lubricants that meet the
stringent performance tests conducted by a sanctioned
laboratory approved by NMMA to conduct the tests.
__________________________________________
This is the list of TC-W3 certified oils......
http://tinyurl.com/ko6dq
> It is NOT compatible with any of the TC-W3
> formulations (not even with Penzoil's outboard motor
> oil, which is TC-W3) and he recommended draining the
> gas tank before switching.
Based on the following from Pennzoil....
_______________________________
Pennzoil has three oils for two-cycle engines, Premium
Outboard And Multi-Purpose Two-Cycle Oil TC-W3TM,
Advanced-Performance Snowmobile Oil and 2-Cycle Air
Cooled Engine Oil, each specifically designed for different
applications. Care should be taken to avoid mixing the
various two-cycle oils together, especially when converting
a customer from one product to the other product.
Pennzoil Premium Outboard and Multi-Purpose Two-Cycle
Oil TC-W3TM and Advanced- Performance Snowmobile Oil
contain ashless dispersant additives, whereas Pennzoil 2-
Cycle Air Cooled Engine Oil contains a low-ash detergent
additive.
As a general rule, ash-containing two-cycle oils should not
be mixed with ashless two-cycle oils, as their additives may
be incompatible with each other. This would apply not only
to Pennzoil's two-cycle products, but to all two-cycle oils on
the market. Since Pennzoil Premium Outboard And Multi-
Purpose Two-Cycle Oil TC-W3TM and Advanced-
Performance Snowmobile Oil are ashless formulations,
mixing of these products with an ash-containing product
should be avoided.
_______________________________________________
Arty is correct on this point. I can only take Pennzoil's
admonition at face value.
Those of us using 50:1 oils that do not have a Pennzoil label
and those of us using 100:1 oils recognize how thin the
argument is that any one oil is best. Interesting to note that
Lockwood doesn't specify which two stroke oil they sell on
their WEB site. If Air Cooled oil were best for air cooled
engines, why not carry both?
Jim Baker
580.788.2779
Elmore City, OK
--
________________________________________________________________________________
Hello group,
I want to thank everyone for their input of my question, which was if
anyone was using Amsoil Saber Professional (ATP) SYNTHETIC 2 CYCLE oil at 100-1
mix in a rotax 503 ...There is a wealth of experence and knowledge in this
group. Possum's you sure have put some time in the air, hope to meet you some
day, and Arty I have read some of your accounts of your cross country
flights and I found them very enjoyable...what got me interested in our type of
aircraft was a flight I took in a 2 place Drifter in Sebring Fl with Jeff Hudson
a couple of years ago. The Drifter had Lotus floats and wheels and what a
wonderful flight it was, I could not get over the visibilty and that is why I
decided to look for that type of aircraft and decided on a Kolb firestar. I
spend the winters at Sebring and have met Phil Lockwood and have great respect
for his judgement and knowledge... Thanks again to all...Jim Swan
Jim Swan in Michigan
will soon have a Kolb FS
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
sell my Ultra Star because of serious health problems>>
Hard luck Ray. Commiserations.
Pat
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
--- Jim Baker wrote:
>
>
> I tried to resist.......Auuuggghhhh!!!! Couldn't do
> it.....
>
Jim -
I'm GLAD you couldn't resist - your information was
very informative. This is one of the reasons why I'm
on the Kolb list, even though I fly a Drifter! (The
other is that I met so many neat people at the MV Kolb
fly-in, and every time I see their posts on this list,
it's like being with them again.)
So thanks for the research.
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: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | BRS installations |
I just arrived home from another long drive to get an airplane. It is the
second one I've bought in about 6 weeks. Yes, I am fortunate to have an
understanding girl friend and to be in the position to be able to keep a
couple of planes around for when friends drop in. But this isn't about me,
it's about the planes.
Except for a cruciform layout, they are as different as can be. The Minimax
1100 is a low wing, wood and fabric job. The Firestar, well you guys know
what a Firestar is. So what's the common denominator here?
The BRS.
Both aircraft have a BRS.
And both of them are installed COMPLETELY WRONG!!!!!!!!!!!!!
Each of the owners said roughly the same thing when showing me the BRS
installation. I put it in here to get it out of the wind. When that rocket
motor goes off, it's gonna punch right outta the side of the plane. Both
planes are covered in light dacron and the BRS is mounted behind the pilot,
inside fuselage with no sort of relief or hatch that would easily open
should the BRS ever be launched. To be fair, the owner of the Minimax showed
me the reliefs he had cut half way through the wooden longerons of the
turtle deck.
On the Minimax, the BRS is mounted on the aft side of the seat back. On the
Firestar, the BRS is mounted under the fuel tank.
According to the manual of the BRS 4, on page 18, General guidelines, 2,
"NOTE: While the rocket is able to penetrate some thin materials, if it is
close to material obstructions, it may not be able to initially gain forward
movement sufficient to penetrate. The rocket WILL NOT (they used italics)
penetrate normal dacron wing covering-as used on ultralights-unless an
escape hatch (blowaway patch) is installed. Interference with the rocket's
flight path should be avoided completely."
As I have said, neither the Minmax, nor the Firestar have a "blowaway
patch". Should the BRS have ever been deployed on either of these aircraft
the result would have been the same, a failed deployment. In both I would
bet you a quarter the pilot would been badly burned at best. In the
Firestar, I'd bet a dollar the BRS rocket motor would have ignited the fuel
tank and caused the airplane to explode (wouldn't you like to see the NTSB
report on that!).
Some of you out there in Photonville are probably like me and bought, rather
than built your aircraft. If it came with a BRS, take an hour or three and
dig out the BRS manual. Read and understand how the BRS works and how it
should be installed, then go out and inspect the installation on your
aircraft. If you have any doubts about the BRS installation, find out where
you can get a factory authorized inspection and let them evaluate your
concerns.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Earl & Mim Zimmerman <emzi(at)supernet.com> |
ray anderson wrote:
> ALL,
>
> Regretfully it appears that I may have to sell my Ultra Star because of
> serious health problems that have arisen. At my age its not unexpected.
Ray, Sorry to hear about the health. Nice looking Ultrastar! I forget
where you are located. ~ Earl
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Improving Roll Control on the FireFly |
FireFlyers,
After making new yoke arms to get rid of bearing clearances in the
flaperon/aileron yoke assembly, I thought I had achieved my goal of getting
rid of all play in the system, and I had. But, I discovered that although
one could not detect any play in flight, some sponginess about the stick
roll neutral axis remained. What I found was that as I moved the stick from
side to side the bottom of the yoke assembly swung side to side about a
quarter of an inch. I stabilized the yoke arms by installing a triangular
truss between the arms.
One flight test has shown it to be a distinct improvement. If you would
like to see more about it, it can be seen as an update on the bottom
of:
http://www.thirdshift.com/jack/firefly/firefly122.html
For the last week or so, not much flying here. Little thunder bumpers are
flowing across a stationary front. Low clouds, and haze mean I can only go
for very short flights close to the airport.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "JAMES BEARD" <JAMESBEARD305(at)msn.com> |
| Subject: | FFFFirst FFFFFlight! |
Ken... the name is Jim Beard. My first solo was on March 25, 1971. The
aircraft was Cessna 150 # 5108G, and it was my first supervised solo at
Meadowlark Field in Huntington Beach, Ca. Fortunately, my CFI had
gotten bored and headed inside for a cup of coffee just as I fell off an
onshore gust at twenty feet agl, bounced hard on left main when the same
wing stalled, was propelled again skyward and, rather than return to
terra firma in a really rediculous attitude, quickly decided to go
around.... that decision made in microseconds, I forced the throttle
forward, levelled the wings and immediately dumped my fifteen degrees of
flaps..........the resulting WAAAAAAA as I hung from the prop and
watched the precious real estate move slowly to the rear beneath me
underscored my horror at the thing I had just done. Bassees Flight
School was located at the end of the 2000 foot strip now just ahead of
my flailing trajectory........I had to push the nose over to clear the
sign on top of the quonset hut.... "LEARN TO FLY" it screamed. I
screamed. Just when I thought for sure all was lost, the tail slowly
rose, and I still swear I heard a barely audible "thump" from just
behind me. I came around again, holding a little more airspeed, landed
acceptably, parked the plane, and heard my instructor proclaim "Why are
you so nervous? You did just fine!"... I whistled casually as I looked
for possible damage near the tail...."No oil leaks" I offered.... The
CFI clapped me on the shoulder with a big grin, and we headed inside to
tack my shirt to the rafters. One great way to learn the lesson of slow
flight... easy with that flap handle!!!
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: 2000+ years of flight!! |
I have seen little interest from TNK as to what we do with our Kolbs.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 2000+ years of flight!! |
|
| I have seen little interest from TNK as to what we do with our
Kolbs.
Vic:
Must not have spent much time looking.
TNK has an Annual Kolb Homecoming at Labhart Field, London, KY, last
weekend of every September. Bruce Chesnut, Donnie Sizemore, Travis
Brown, and the rest of the Kolb crew and their wives and families, put
on one Hell'uva weekend. One of the only flyin's that provides food,
at no cost, for the entire weekend. Always have a great band too. We
fly, talk, make new friends, and renew old ones.
TNK will be at Sun and Fun and Oshkosh every year. They are there to
help you.
Without the help of TNK I would have never been able to accomplish
many of my flights. Doubt I would be flying at all without the help
of TNK and a lot of other good friends.
Have you checked out their web site?
When is the last time you talked to Bruce Chesnut, Donnie S or Travis
B about their display of little interest as to what we do with our
Kolbs?
When is the last time you bought an aircraft from TNK?
When is the last time you bought anything from TNK?
TNK is a small, very small business. Their purpose in life is to keep
Kolbs flying.
If you bought a second hand Kolb, there is a chance it may be one of
the models that TNK does not support. Amazes me that they are able to
provide parts and expertise on the models they do support.
Talk to some of the other folks that fly Kolbs and interact with TNK.
Maybe they can change your mind about TNK's interest or lack of for
Kolb Aircraft.
Take care,
john h
mkIII (Kolb owner since March 1984, continuous, that is.)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Kolb Homecoming 2005 |
Hi Folks:
Wanted to share a photo I took of a couple four Kolbs on their way to
the Kolb Homecoming 2005, via The Great Smoky Mountain National Park,
and other places. Was a beautiful flight, and a lot of fun flying
with good friends, Steven Green, James Tripp, John Williamson, and me.
Looking forward to this years get together.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Homecoming 2006 |
| Is there a firm date set for the 2006 event?
|
| -Ken
Ken/Al:
Just a WAG, but the last weekend in September 2006 is 22, 23, and 24;
Fri, Sat, and Sun.
Thought I had seen this on the TNK web page, but took a look just now
and could not find it.
john h
mkIII
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
We were running CPS's AV2 in two planes with 447's. It worked fine
but cost $$$, CPS couldn't seem to ship it with a reasonable lead
time. It didn't produce a lot of carbon but the deposits were hard
and hard to clean off. Switched over to Pennzoil, been running that
for some time. Carbons a little more but easier to clean off. Just
pulled the exhaust off, the pistons and rings looked good, little
build up on the edges of the manifold. So far I am happy with
Pennzoil (aircooled) plus I can buy it locally by the case at a
reasonable price.
jerb
At 04:21 AM 7/13/2006, you wrote:
>
>Jim,
>
>Probly not a good idea with Rotax two stroke engines. The amsoil
>leaves a sticky gunky black deposit which tends to cause the rings
>to get sticky, resulting in high cylinder head temperatures.
>
>You can't go wrong with California Power System's AV2 oil or Pensoil
>Two Stroke Oil for Air-Cooled Engine. There are a number of other
>good two stroke oils out there that people swear by. The subject is
>kind of like politics or religion!
>
>
> > Hello group,
> > ?? Is anyone using Amsoil Saber Professional (ATP) synthetic 2
> cycle oil mix 100 to 1 in a 503 Rotax or had experence with it?
> > ???? Thanks??? Jim Swan
> > ?
> >
> > Jim Swan in Michigan
> > will soon have a Kolb FS
>
>
>--------
>Dave Bigelow
>Kamuela, Hawaii
>FS2, Rotax 503 DCDI
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=46838#46838
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Homecoming 2006 |
| Just a WAG, but the last weekend in September 2006 is 22, 23, and
24;
| Fri, Sat, and Sun.
Sin Loi GI:
Should have read, "next to last weekend in September
2006................"
john h
mkIII
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: 2000+ years of flight!! |
I am an inexperienced builder and I bought an unfinished kit from someone.
All the parts weren't with the kit and there were some extra parts as well
as parts that don't belong on planes... It didn't take me long to get very
frustrated with it and start making mistakes.
The first time I called The New Kolb Company I was all hot and bothered. I
was met by understanding and all the help I needed, as if I bought it from
them. They have treated me like a friend. While it's not about the money for
them, IT IS ALL ABOUT THE MONEY AND TIME for me. I'm not sure why they help
me so much but I appreciate it greatly. The service I've received has been
tremendous; they sure got me thinking I'll fly this pile of parts soon.
When I do finish it I hope to fly it to the factory, Sun-n-Fun or OSH and
proudly show them and buy them lunch.
David
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: fuel mix(religion and oil) |
Some of us would disagree. But that would require a different list.>>
Hi Richard,
didn`t mean to upset anyone but religion is called `a faith` precisely
because unlike oil it cannot be objectively tested. I think we should not
pursue this here but if you would like a friendly joust with an confirmed
sceptic I am here at pj.ladd@btinternet .com
Cheers
Pat
--
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: BRS installations |
Hi Richard,
the subject of BRS crops up quite a lot on the list. Are they mandatory
in the US? I think they are compulsory in Germany, well it would be,
but here in the UK very few are fitted.
I had one many years ago on a Thruster but never bothered on the
Challenger and hve no intention of fitting one to the Xtra. In the UK
part of the reason is the weight limit, no extra allowance is made for a
BRS but it just does not seem to be considered that important. I have
never heard pilots discussing them.
An aircraft breaking up in flight is almost, but not quite, unheard of
and just having an engine pack up is not normally a reason to use the
BRS.
Cheers
Pat
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: First airplane website update |
On Jul 15, 2006, at 3:56 PM, Herb Gayheart wrote:
>
> That is a bunch---
>
> and take note Travis,Dennis,Donnie and Bruce.... most of them
> are not
> flying Kolbs!! :-) Herb
Most Kolb pilots eat food but are not food producers.
Just offering another irrelevant Kolb fact.
________________________________________________________________________________
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
| Subject: | Re: That could ruin your day |
Emergency brake system...???
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=47501#47501
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: BRS installations |
Re: correct installation of BRS:
In addition to reading the manual, contact BRS, give
them the make/model of your ultralight, and they will
send you a diagram of exactly where to mount it. They
also ask you to send them photos of the mounting, so
that they can help you determine whether or not it's
correctly mounted.
About 15 years ago I was flying back from the EAA
Arlington (WA) airshow, and one of my fellow pilots
radio'd that he'd lost all his controls. We were over
trees and about to cross over the Columbia River. He
pulled his chute (on a J-3 Kitten) and was able to
come down without injury.
Like some of the rest of you, I consider my BRS an
insurance policy for those times when I'm flying over
an area with no landing spots.
Arty Trost
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: | "Jerry Deckard" <mustangsally(at)semo.net> |
Noticed a KXP on ebay. Not mine just noticed it.
Item 280007947893
Jerry
________________________________________________________________________________
| From: | "Kolbdriver" <kolbdriver(at)mlsharp.com> |
| Subject: | most anti-aviation city in the nation |
Folks,
Anyone seen this? City of Jacksonville, not sure if it's Florida, Texas, or
???
http://groups.google.com/group/rec.aviation.homebuilt/browse_thread/thread/6
88f409b9c514e53/25ddcbef1957bb52#25ddcbef1957bb52
Mike
KCMO
Mark III 1.3L Geo
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
| Subject: | Re: Matt Dralle Why are we |
rsanoa wrote:
> ?
> My two cents.? This forum is for all? Kolb people.? I will put my airplane
skills against any ( except John H.)? However I'm a computer nerd. I can handle
plain e-mail and such, but??not ?talk about URL's , XYZ's, PDQ's and all the
other gibberish computer know it alls throw out there.? When they quit using
vacuum tubes, I got lost.? I repeat, if it ain't broke, don't fix it. I wouldn't
be surprised if there aren't others out there who feel the same way.
> Like David says below,? Quit looking a gift horse in the mouth !!!
> Ray
>
In just one day, my thread was broken into 11 different threads thanks to this
antiquated email system. It makes a mess out of the topics in both this forum
and the email list... You say if it isn't broke don't fix it, but it is very
apparent that you would not recognize broke even if it hit you over the head.
How many posts have their been on the size of file attachments recently ? It is
obviously a problem even if most are not honest enough to admit it.
This is the only list that I know of where people are having to still type "do
naught archive" to avoid cluttering an antiquated system.
Just because this forum is free does not mean that it should never be fixed or
improved. There are hundreds free of forums on the net, and none of them have
these issues. What I see here is a bunch of " I'm to old and set in my ways
to ever accept change " rather than having any kind understanding regarding these
problems.
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=47639#47639
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Matt Dralle Why are we |
Still complaining about free stuff?
Still acting like a victim?
Then write one yourself.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Matt Dralle Why are we |
What I see here is a bunch of " I'm to old and set in my ways to
ever accept change " rather than having any kind understanding
regarding these problems.
|
| Michael A. Bigelow
Michael:
I have kept quiet about this crap since it started. Guess I have
grown weary waiting for it to go away.
About time you took a break.
Some of us old farts like the way things are. We liked it this way
long before you came along, and we still like it the way it is.
I have a choice between the "old antiquated way" and the new BBS way.
Personally, I prefer the old way, although I do use both systems.
Try to understand and accept "others", the way we are. We certainly
are not going to change because of your rants. I have tried to
understand you, but I'm not doing a very good job. I certainly
appologize for that.
Recommend you make direct contact with Matt Dralle to air your
dislikes of his system.
BTW: For the most part, this Kolb List is not free. Most of us
donate a little every year, about December, to keep it on line. It
does not operate for free. Some members are either free loaders or do
not have the cash to donate. If I am broke when donation time comes
around, I won't donate either, but I will still be able to use these
systems.
For that matter, recommend complaints about the mechanics and
operation of the Kolb List "all" go bc to Matt.
Let's try and keep the subject line about Kolbs; building, flying,
etc. When you finish having yours built, then come back and tell us
all about it.
Time to get ready to fly to OSH. I will be leaving Gantt IAP next
Saturday. Should arrive OSH Sunday. Looks like I will be camping in
the UL area.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
| Subject: | First airplane website, new feature |
Gentlefolk:
I have installed a new feature on the First Airplane website. Your name can
now optionally be a link to a personal web page. If you previously submitted
your flight info and would like to take advantage of this, please email me
the desired URL directly, and NOT via the list, at:
kfackler(at)ameritech.net
If you prefer not to use this, you don't need to do anything. It isn't
necessary to send me a "regrets" message.
I strongly IMPLORE you to follow these guidelines about the URL:
1. It should be a site about you and ALSO have some immediate and obvious
connection to your flying or building experiences. It should NOT be a site
promoting a political agenda, a commercial site, one show casing your
grandchildren, or anything similar. I am reserving the right NOT to add any
URL which in my personal and sole opinion is not in the spirit of this
thing.
2. It should be a site that you plan to keep active for a reasonable length
of time. I would prefer not to have our First Airplane site with pointers to
a bunch of broken links.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Matt Dralle Why are we |
In a message dated 7/16/2006 12:42:40 P.M. Central Standard Time,
orcabonita(at)hotmail.com writes:
Just because this forum is free does not mean that it should never be fixed
or improved. There are hundreds free of forums on the net, and none of
them have these issues. What I see here is a bunch of " I'm to old and set in
my ways to ever accept change " rather than having any kind understanding
regarding these problems.
Michael A. Bigelow
Is that whining I here? You need to stick with the Lists, that are updated to
your level! This list didn't need repairing before you joined it. Can't
you come up with something beneficial or positive to contribute ?????????
Am I the only one that feels this way??????
Ed Diebel ( Firefly #62)
________________________________________________________________________________
| From: | Mike Schnabel <tnfirestar2(at)yahoo.com> |
| Subject: | Re: Matt Dralle Why are we |
Ed,
You are not alone, I think the majority of us serious Kolb List readers agree
with you!
Mike S
Manchester TN
Firestar2 503
DAquaNut(at)aol.com wrote:
In a message dated 7/16/2006 12:42:40 P.M. Central Standard Time, orcabonita(at)hotmail.com
writes:
Just because this forum is free does not mean that it should never be fixed or
improved. There are hundreds free of forums on the net, and none of them have
these issues. What I see here is a bunch of " I'm to old and set in my ways
to ever accept change " rather than having any kind understanding regarding
these problems.
Michael A. Bigelow
Is that whining I here? You need to stick with the Lists, that
are updated to your level! This list didn't need repairing before you joined it.
Can't you come up with something beneficial or positive to contribute ?????????
Am I the only one that feels this way??????
Ed Diebel ( Firefly #62)
---------------------------------
at 1/min.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Matt Dralle Why are we |
At 02:49 PM 7/16/2006 Sunday, you wrote:
>In a message dated 7/16/2006 12:42:40 P.M. Central Standard Time, orcabonita(at)hotmail.com
writes:
>Just because this forum is free does not mean that it should never be fixed or
improved. There are hundreds free of forums on the net, and none of them have
these issues. What I see here is a bunch of " I'm to old and set in my ways
to ever accept change " rather than having any kind understanding regarding
these problems.
>
>Michael A. Bigelow
>
> Is that whining I here? You need to stick with the Lists, that are
updated to your level! This list didn't need repairing before you joined it.
Can't you come up with something beneficial or positive to contribute ?????????
Am I the only one that feels this way??????
>
> Ed Diebel ( Firefly #62)
Well, the thing that's ironic is that JetPilot's (Michael Bigelow) assertions are
for the most part wrong. The reason his messages get fragmented so often is
that there is a something about the email program that he uses that inserts
non-standard characters into the email message and Subject line. When various
people respond to his messages, different things happen. Sometimes, for example,
with Eudora, the text in his subject is completely dropped as in my original
reply to his message. In other cases (member's email applications), only
the portion up to the bogus characters are kept. In still other cases the whole
thing is kept. Fairly ironic that the vary thing Michael Bigelow complains
about is caused by his antiquated and outdated email program. Hum...
And his remark about the "do n-ot archive" is completely without justification.
No other system in the world has that functionality that I'm aware of. Its
something I built for the convenience of members to use if that saw fit.
And I'm not sure what the "hundreds of other forums on the net" that are supposedly
so superior to the offerings at Matronics are. Many are built on the vary
same BBS Forum engine used at Matronics. Again, if you like getting your messages
on the Web great, Matronics has a solution for that that works well. If
you like receiving your List content via email, however, Matronics can't be
beat (search engine, list browse, real time distribution, etc.)
Michael, please refrain from further rabble-rousing on this forum. You are not
adding anything to the content here with these lines of discussion and we've
already wasted plenty of bandwidth with this topic. Most of us here like the
system we have and consider it very effective.
Nobody is forcing you stay or contribute - and in many cases most people here wish
you would go away (overwhelming consensus via private email to me).
And here's another thought for you, Michael. Someone invites you over to their
home for dinner and conversation. Last time I checked, I don't believe its considered
proper form (forum) to talk about how crappy their food, furnishings,
and house are. You are a very rude individual.
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
John/all
Who all is going to Oshkosh this year? I got a E-mail from Scott Trask
wondering if I was going and swinging bye his place on the way. I hope every
one has a great and safe time this year.
I'm going to miss Oshkosh this year. My son is getting married on Saturday
and family obligations will keep me tied up the rest of the week.
Last year one of our group got separated and lost trying to find the
Ultralight strip. He found an emergency strip near the EAA camp ground and
landed. The local EAA Gestapo descended on the poor guy with the intent of
major harassment. Finally clearer heads prevailed and he was allow to take
off with directions and landed at the Ultralight strip. Afterwards I had a
conversation and later via E-Mail with the head guy for the Ultralight area
and tried to convince him that they should publish GPS coordinates for the
Ultralight strip but didn't get anywhere. They want eyes out side the
cockpit even if they are lost. Remember two years ago a pair of lost trikes
did the unforgivable and landed at the Pioneer airstrip.
Also I was able to get the fuel trucks to cross over to the Ultralight
camping area and fuel us up with 100LL. Sure was easer than lugging fuel
cans for a mile. (well seem like it at the time). The fuel guys were able to
sell enough fuel that they said they would be happy to return.
Thirteen+ years of enjoying this list just the way it is.
Rick Neilsen
Redrive VW powered MKIIIc
> Time to get ready to fly to OSH. I will be leaving Gantt IAP next
> Saturday. Should arrive OSH Sunday. Looks like I will be camping in
> the UL area.
>
> Take care,
>
> john h
> mkIII
>
________________________________________________________________________________
| From: | "George Bass" <gtb(at)commspeed.net> |
| Subject: | Re: Matt Dralle Why are we |
JetPilot;
In one of your most recent posts, you stated,
"There are hundreds free of forums on the net,
and none of them have these issues."
I, for one, would gladly enjoy your presence at
anyone of those OTHER lists/forums, rather
than regret your continued use, and attempted
flaming of this one, that the majority of us DO
ENJOY.
George Bass
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Matt Dralle Why are we |
On Jul 16, 2006, at 1:40 PM, JetPilot wrote:
> In just one day, my thread was broken into 11 different threads
> thanks to this antiquated email system.
Mike,
"Thunderbird" is a good email program that can be downloaded free.
Try it, it should solve the broken thread problem you are having.
Just google "Thunderbird" for the free download.
________________________________________________________________________________
| From: | "geoffthis" <geoffthis(at)charter.net> |
Does anyone know if the KXP is a 5 or 7 rib wing? My brother is looking at it,
to possibly fly while we rebuild ours.
Thanks
Geoff Thistlethwaite
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=47858#47858
________________________________________________________________________________
In a message dated 7/17/2006 11:22:28 AM Eastern Standard Time,
geoffthis(at)charter.net writes:
Does anyone know if the KXP is a 5 or 7 rib wing?
It's 7 ribs. Hard to carry more than 5 gallons gas, though.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
| Subject: | Re: Matt Dralle Why are we |
Matt Dralle wrote:
>
>
> Well, the thing that's ironic is that JetPilot's (Michael Bigelow) assertions
are for the most part wrong. The reason his messages get fragmented so often
is that there is a something about the email program that he uses that inserts
non-standard characters into the email message and Subject line.
Matt you are wrong,
I do not use the email portion of your list, I have had it turned off for months
now. I have entered all of my posts using your forum and internet explorer,
which every Windows user in the world has. There is nothing different or special
about how I am entering the subject line. If non-standard characters are
being inserted then it is your own software doing it. You need to look at it
and find out why its happening.
There is a problem with the way the list is working, and I have pointed it out
to you. There is no reason you should have taken offense to that or even gotten
defensive about it.
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=47913#47913
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Drum Roll Please! |
NO! Not for me. For the 1991 Kolb FXP with 503 DIDCDF and the Kolb Company.
I went up last night, absolute calm, the winds were too! Time, according to the
GPS 6:20 P.M. Eastern Standard Time. Winds zero, Air temp 84 degrees. Sky's clear!
Filled tank, checked gauges:
PAUSE here for an apologize message to Kolb!
Guys at the New Kolb Company, YOU WERE RIGHT! Exiting the static tube between the
plastic nose and the side cloth covering works right. Sorry, on my previous
"First Flight" I noted that it didn't work. Since I installed a new instrument
panel and had it hinged along the bottom, the static tube was pinched upon closure.
Problem corrected, ASI (Both the actual and the MGL electronic) were within
2 miles per hour of ground speed in all directions. Now for the specifics.
First actual stall repeated seven times: 40 MPH on the ASI.
Since I have that wonderful MGL "Staromaster Maxi Single Flight II" primary flight
instrument, which I highly recommend, I have some interesting info. According
to the digital VSP included in the above gauge the Glide / Climb indication
at zero was at 55 miles per hour at 5,400 R.P.M. I had hoped it would be higher
but it was really neat unless one is in a hurry. Therefore, I was making my
finals at 1,400 ASL into a 1,000 foot long field at 1,140 feet ASL, at 50 MPH
ASI. Absolutely the greatest feeling since being born again I have ever experienced.
The first attempt I was too high to scrub off speed or altitude, so I
went around again. However the 2nd through the 7th were pretty good landings.
2 had a bounce of about a foot and a tad bit of left field in the travel but
the rest (4) were great!
I still seem to have crossed wires on my EGT and will fix before I go up again.
The fuel gauge is not reading correctly (part of the MGL unit) is not showing
accurate fuel level. It has to do with the capacitance fuel probe not the gauge.
There is a low setting and high setting screw on the top and I apparently
do not have them set correctly, and cant find the instruction sheet for it. Since
I an flying around my own field at present and practicing landings and flight
maneuvers, as long as I don't fly more than an hour, there isn't any real
concern about fuel. But I will need to correct. Anyone that has any experience
with one of the capacitance resistance tube type fuel level probes, can you help?
I am so blessed to have an Instructor that put up with me for 20 hours of instructions.
Being an old biker, carried with it some old attitude. And me being 61
and he being close to the age of my son added that much more of the old man
"I know better than you do" attitude. Yet I listened intently to his every word.
The process, as I had said previously in another post, took about 10 months,
not because of him, but because of my money situation. I experienced engine
outs, cross wind landings, stalls, over speeds (his established, not the VNe of
the plane), Long "oh crap" landings, short "Power, power, more power, I have
the plane", and perfect landings all in his Challenger. I would wish all instructors
to be as persistent, forgiving, enthueastic, considerate and knowledgeable
as was Andy Humphrey, my Instructor. If you know anyone in the central Ohio
area that wants to learn to fly, I highly recommend Him at Heavenbound Aviation,
Johnstown Ohio. His website is below if anyone is interested. He also does
great rebuilds on Air Cooled engines.
I want to thank, I believe it was Pat Ladd that gave the web site :http://www.av8n.com/how/htm/landing.html
And everyone on this web site for their bits and pieces that when combined filled
the child like heart of this old man. Having experienced Motorcycle racing,
high climbing, photography and color developing with "cebachrome", sailing sail
boats from 12 feet through 30 feet on Lake Erie, Learning "Conceal Carry" and
then becoming an instructor in same, owning a large Mead telescope and observatory
in my own back yard and being a father to two fine (still in the works
of fine) children and a husband of a wonderful woman for 37 years, my plate
has been kept full. My cup has truly run over with the blessings of individuals
the likes of on this site. Please don't take any of this a bragging, but as
testimony of appreciation for a great amount of goodness with its share of hardships
and rough roads, that because of people like each of you, has been a tad
more palatable in it tough times and a real enjoyable time in its good times,
such as now.
One question, however. My old English teacher back in high school would say, "Never
mix subjects in the same letter". Im gonna take liberty and ask, hoping that
no one shrugs their shoulders and says: "we have covered this subject a million
times and if you would just research the history of this site, you would
know that"! Because I wouldn't know how to call it. It is the subject of the
toe in of the wheels while pulling the plane into a hanger backwards. The plane
acts like it is four times the weight. Has anyone considered cables from the
back base fuselage bolt hole to the cross member along the axel, in order to
pull the camber(?) and straighten out the wheels for pulling? Just a question,
if someone says "DON'T" I won't. I believe Homer Kolb designed it right the first
time, but this really does toe these wheels in bad when you pull the plane.
And it will be PULLED in or out each flight.
Heavenbound Aviation web site:
http://www.heavenboundaviation.com/
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=47918#47918
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Matt Dralle Why are we |
X-mailer: Pegasus Mail for Windows (4.31)
> I have entered all of my posts using your forum and internet > explorer
_____________________________________
_____________________________________
Matronics.....HotMail.......
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Kolb Lexan Xtra Question |
There is one tube where two pieces of Lexan join(see attachment). Am I
supposed to put two rows of rivets on that tube or overlap the lexan. Was I
suppose to cut the windshield lexan with the front tabs in it and run it
down the sides in the front. If someone has a photo that would be great too.
________________________________________________________________________________
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
| Subject: | Kolb Lexan Xtra Question |
I riveted the windshield in place first. The side window I positioned
the top just under the edge of the windshield and the tube, riveting
only the front edge back edge and the bottom of the side window
Uncle craig
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of David Key
Sent: Monday, July 17, 2006 11:10 AM
There is one tube where two pieces of Lexan join(see attachment). Am I
supposed to put two rows of rivets on that tube or overlap the lexan.
Was I
suppose to cut the windshield lexan with the front tabs in it and run it
down the sides in the front. If someone has a photo that would be great
too.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Matt Dralle Why are we |
X-mailer: Pegasus Mail for Windows (4.31)
> > I have entered all of my posts using your forum and internet > explorer
> _____________________________________
>
> _____________________________________
>
> Matronics.....HotMail.......
Now, that's odd! The above dashed lines had an email address
located between them. Let's see if it's repeatable.....
________________________________________
________________________________________
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Matt Dralle Why are we |
Michael,
Why aren't you posting to Matt directly? Your attempts to ridicule
and embarass anyone by posting directly on the list are falling on deaf
ears.
Why do you think you're the only one experiencing any 'problems'?
Might be your setup, because everyone else is happy.
I vote you be the first - permanently - banned member on this list.
You are a blight on the landscape, and a waste of bandwidth.
Ed in JXN
MkII/503
----- Original Message -----
Sent: Monday, July 17, 2006 1:10 PM
>
>
> There is a problem with the way the list is working, and I have pointed it
> out to you. There is no reason you should have taken offense to that or
> even gotten defensive about it.
>
> Michael A. Bigelow
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=47913#47913
>
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | Re: Kolb Lexan Xtra Question |
I installed the side window temporary then overlapped the windshield and used one
row of rivets to attach both to the tubing.
Jim
MK3X 582
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=47969#47969
________________________________________________________________________________
| From: | Cat36Fly(at)aol.com |
| Subject: | Re: Kolb Lexan Xtra Question |
I installed mine the same as Jim. One row of rivets.
Larry Tasker
Mklllx 582
________________________________________________________________________________
| Subject: | Fw: KOLB MARK II: |
Hallo Everybody
I want to ask somebody help.I have bought a used - but in very good
condicion - KOLB MARK II. tipe /with Rotax 582 engin/ plane from a
german pilot.
Onfortunately, the plane has no any dokuments becouse the owner lost
those whenn he moved to Hungary.
It is my problem, i can not get licence in Hungary without this
dokuments.
So I need an - air and technical operation manual
- original type certification,
- drawing set from the Kolb Mark II.
- load test report,
- measurement of weight and centre of gravity
report,
- report of initial test flight.
I ask somebody to help me in my problem.
I'm waiting for reply of somebody, who has got those documents.
Best reghards
Zolt=E1n Tibor
zetebete@t-online.hu
HUNGARY
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Matt Dralle Why are we |
On Jul 17, 2006, at 2:30 PM, Jim Baker wrote:
>> Matronics.....HotMail.......
>
>
> Now, that's odd! The above dashed lines had an email address
> located between them. Let's see if it's repeatable.....
But isn't that a good idea to prevent all the address harvesters from
getting your address for the spammers?
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
X-mailer: Pegasus Mail for Windows (4.31)
Just got back from 10.6k, mostly on thermals from about 1000
AGL and 2200 rpm. Just parked up under a nice big CU and shut
'er down. Stayed with the lift for over 45 minutes and then broke
out and glided home.This is the second day in a row that we've
had good activity and several years since strong thermals were
common. 104F on the ground and about 52 at top of lift.
A really nice, free program for determining top of lift is available
from
http://wind2walk.com/software.html
and the data from
http://raob.fsl.noaa.gov/
Takes a few minutes to learn but handy when determining if
thermals are likely and the top-of-lift conditions...
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
I know this my be off the topic but I'm almost done building my Firefly and can't
wait to get it in the air! I'm wondering how many Firefly pilots live in North
Phoenix, Arizona? I would love to join up in the air with you all and throw
my arms in the air and say "I DID IT". I'm thinking around October some time
it should all be air worthy, so be ready to go guy's and gal's!
--
Rob.
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
AW SOME! This is what I'm going to be interested in! What plane are you flying?
I'm wondering if my firefly is going to be strong enough to thermal in the
middle of the summer day's. We get some boomer thermals out hear that seem to
have the strength to rip the wing's off. I asked the guy's at Kolb if I would
be able to do this in my FF and they said that the plane is stronger than a
Cessna 150 and that I would be able to. I had gliders before and love it but
did not like the ex pence of the tow etc. I'm thinking I'll be able to get off
the ground under power and shut her down in the thermals and sore with no motor.
Tell me more about the flight if you would!!!!!!!
--
Rob.
---- Jim Baker wrote:
>
> Just got back from 10.6k, mostly on thermals from about 1000
> AGL and 2200 rpm. Just parked up under a nice big CU and shut
> 'er down. Stayed with the lift for over 45 minutes and then broke
> out and glided home.This is the second day in a row that we've
> had good activity and several years since strong thermals were
> common. 104F on the ground and about 52 at top of lift.
>
> A really nice, free program for determining top of lift is available
> from
>
> http://wind2walk.com/software.html
>
> and the data from
>
> http://raob.fsl.noaa.gov/
>
> Takes a few minutes to learn but handy when determining if
> thermals are likely and the top-of-lift conditions...
>
> Jim Baker
> 580.788.2779
> Elmore City, OK
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Fw: KOLB MARK II: |
Zoltn,
Good luck,
The documents you need you will probably have to create yourself
because they most likely never did exist.
The fact is where I live a Kolb Mark II with a 582 Rotax will fly
just as well without the document . < g >
Sorry, I know that does not help you with your problem. But you need
some local help for your special problem.
The Kolb Mark II is a good airplane but it is now an orphan without
its parent company.
On Jul 17, 2006, at 4:32 PM, Z-T Bt. wrote:
>
> Hallo Everybody
>
> I want to ask somebody help.I have bought a used - but in very good
> condicion - KOLB MARK II. tipe /with Rotax 582 engin/ plane from a
> german pilot.
> Onfortunately, the plane has no any dokuments becouse the owner
> lost those whenn he moved to Hungary.
> It is my problem, i can not get licence in Hungary without this
> dokuments.
> So I need an - air and technical operation manual
> - original type certification,
> - drawing set from the Kolb Mark II.
> - load test report,
> - measurement of weight and centre of gravity
> report,
> - report of initial test flight.
> I ask somebody to help me in my problem.
> I'm waiting for reply of somebody, who has got those documents.
> Best reghards
>
> Zoltn Tibor
> zetebete@t-online.hu
> HUNGARY
>
________________________________________________________________________________
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
| Subject: | Re: flying soon! |
I'd say that this is very ON topic. We look forward to hearing about the progress.
Perhaps when I make it to Phoenix next time I can check out the FF...
Kip
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48032#48032
________________________________________________________________________________
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
| Subject: | Front windows on the extra |
<> Th <> is <> i
<> s <> how I installed the front windows
Uncle craig
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | New flight experience |
The wife and I needing a break from all the hassle of trying to get a
new house in shape took a trip cross country to the Alvord Desert by
dodge truck rather than Firestar. As you might remember the Alvord has
been a stopover by the Monument Valley travelers for the last two years.
It is normally a dry lake bed that is 6 miles wide and 11 miles long and
is the favorite visiting spot for Ultra lights, motorcycles, windsailors
and glider pilots. One of the highlights of the area besides the lake
bed is the Hotsprings that are nearby. One of them is Mickey Hot
Springs. This particular hotsprings is not one for soaking. It is too
hot. The water is near boiling and a drunk managed to remove himself
from the gene pool by jumping into it. When we got to the Alvord itself
we were surprised to find that the water is still very high in the lake.
The temps have been in the 100's for weeks, but it is still not enough
to dry the lake out this year.
We decided to drive up to the entrance to the lake bed and son of a gun,
there were gliders on the lake. I asked the wife what they were and she
foolishly said " go see". It turns out it was a glider club from the
Willamette Valley. (400 miles north by road) So I introduced my self and
asked questions about the planes, where upon they asked me if I would
like a flight? Naturally I took them up on it, leaving the wife and the
dogs in the truck. Surprisingly even at 90 degrees oat. there was no
thermals, which was just as well since it made it a lot easier to get
back on the ground quickly. The glider was a trainer and not one of the
more efficient types of single place ones, but the glide was still
pretty impressive when one is used to a Firestar with a 8 to one glide
rate. The performance was a lot similar though, stall at 40 mph ( mine
is lower) landing speed is 50 mph, but man the air brakes and skid on
the nose are serious. It was fun, but I will stick with a motor and the
firestar.
In case you are wondering, all the pictures are in the 100 kpb range and
I attempted to send it via the BB, but tried to edit a spelling mistake,
which dropped me to a "page expired" and I didn't have the heart to do
it again. So I reverted to this.
Larry, Oregon
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fw: KOLB MARK II: |
We should feel sympathy for Zoltan.
The question is: are there many N-numbered MkIIs here in the USA?
Zoltan/Bob B/Gang:
Perhaps he should contact TNK. Maybe they can help him out. There is
a dealer in England.
Zoltan can get all the contact info here, including the England
contact:
http://www.tnkolbaircraft.com/contact_us.html
john h
mkIII
________________________________________________________________________________
| From: | Todd Fredricks <flyingfox(at)copper.net> |
I am.
On 7/16/06 5:33 PM, "Richard & Martha Neilsen"
wrote:
>
>
>
> John/all
>
> Who all is going to Oshkosh this year? I got a E-mail from Scott Trask
> wondering if I was going and swinging bye his place on the way. I hope every
> one has a great and safe time this year.
>
> I'm going to miss Oshkosh this year. My son is getting married on Saturday
> and family obligations will keep me tied up the rest of the week.
>
> Last year one of our group got separated and lost trying to find the
> Ultralight strip. He found an emergency strip near the EAA camp ground and
> landed. The local EAA Gestapo descended on the poor guy with the intent of
> major harassment. Finally clearer heads prevailed and he was allow to take
> off with directions and landed at the Ultralight strip. Afterwards I had a
> conversation and later via E-Mail with the head guy for the Ultralight area
> and tried to convince him that they should publish GPS coordinates for the
> Ultralight strip but didn't get anywhere. They want eyes out side the
> cockpit even if they are lost. Remember two years ago a pair of lost trikes
> did the unforgivable and landed at the Pioneer airstrip.
>
> Also I was able to get the fuel trucks to cross over to the Ultralight
> camping area and fuel us up with 100LL. Sure was easer than lugging fuel
> cans for a mile. (well seem like it at the time). The fuel guys were able to
> sell enough fuel that they said they would be happy to return.
>
> Thirteen+ years of enjoying this list just the way it is.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>> Time to get ready to fly to OSH. I will be leaving Gantt IAP next
>> Saturday. Should arrive OSH Sunday. Looks like I will be camping in
>> the UL area.
>>
>> Take care,
>>
>> john h
>> mkIII
>>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
--
Todd Fredricks, DO
Flying Fox Services
Visit my Blog at www.flyingfoxhangar.blogspot.com
Photos Located at http://www.flickr.com/photos/flyingfoxservices/
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Fw: KOLB MARK II: |
On Jul 17, 2006, at 7:24 PM, robert bean wrote:
> We should feel sympathy for Zoltan.
> The question is: are there many N-numbered MkIIs here in the USA?
With the 582 Rotax? They would be very rare birds.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
Hey folks, I haven't flow since before the new reformulated gas was
introduced for metro areas. I heard some concerns about gelling, but
nothing with any firm data. I use Pennzoil premix in a 447, are we
seeing any problems with Pennzoil in alcohol blended gas. What
Rotax's position of alcohol blended gas in 2 strokes? Looking for some facts.
jerb
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
In a message dated 7/17/2006 10:02:06 P.M. Central Standard Time,
ulflyer(at)verizon.net writes:
I use Pennzoil premix in a 447, are we
seeing any problems with Pennzoil in alcohol blended gas. What
Rotax's position of alcohol blended gas in 2 strokes? Looking for some
facts.
jerb
Jerb
I have flown 3 tank fulls of 10% alcohol and Pennzoil with no
noticeable change. I flew Sat. for 1 hour and 25 min. on four gallons in the Firefly.
I drained the tank each time after flying and use the gas elsewhere. If you
dont leave the fuel in the tank after flying and you always use NEW fuel your
chances of having water in your tank and corrosion as a result are less. I
always use a Mister funnel when filling and I use the higher octane gas. I
dont think you will have a problem if you are careful and use fresh gas and fog
the engine, after use, like the manual says From what I understand it is
only the synthetics that react adversely with the alcohol. Time will tell.
So it is working for me and I am a little more at ease but as always I treat
it like it could quit at the worst possible time.
Ed Diebel (Firefly #62)
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Open Letter To Michael A. Bigelow... |
At 10:43 AM 7/17/2006 Monday, Michael A. Bigelow wrote:
>
>
>My post about your forum was meant as a suggestion to you and I had no intent
of upsetting you or anyone else with it. Please go back and read my original
post, it was just good advice to make this forum a better place for us all. You
have put a lot of time into this list, and I obviously touched a soft spot
with you. I wish you would have taken the suggestion for what it was rather than
taken offense to it. Any improvement to the list is good for all of us, but
as the list admin it will benefit you more than anyone else. Bottom line is,
I was trying to help you.
>
>
Michael Bigelow,
Okay, lets take a look at your original post and see just why so many people including
myself found it offensive to one degree or another. Frankly, taken individually,
many comments were insensitive and taken as a work, they came off
as extremely arrogant and offensive. Some of the following are taken out of context,
but the tone is the same:
>Why are we using this antiquated system ?
Use of the word "antiquated" is offensive to the person using the alleged antiquation.
In my case, you are talking about something I put a great deal of personal
time and financial resources into. For the Listers, its something that
they know and use and are comfortable with. What if I said to you, "Why is your
car such a piece of shit?" Offensive. I could have said "Hum, have you thought
about maybe getting a new car?". I said the same thing, but it was totally
not offensive.
>The email system wastes a huge amount of bandwidth...
"Wastes" implies negativity, and total disregard. Why not say "uses a lot of bandwidth"...?
And who's to say its being wasted by the email distribution? I
run the system and I say it isn't wasted.
>...most of it is never read.
Says who? You? Do you have statistics to back this claim up? Again, it is offensive
to tell people what they do or don't do when you really don't have any
imperial data.
>The current email list system has so many limitations and drawbacks...
Again, says who? "So many limitations and drawbacks" is like saying "Geez, your
girlfriend is so fat, she can't even drive to the store to get beer." That's
just not true, and has an exceedingly negative tone and is basically a slap
in the face to the person managing said system.
>...constantly having work around them, even though some may not realize it.
Well, here you just called everyone on the List an idiot. "And, they don't even
know they're stupid." I exaggerate for effect, but that's exactly what your
saying to 1000 guys that have been around a lot longer that you have. How can
that not be taken to be offensive?
>...it is time for us to join the modern world...
Again, "You Listers are just too stupid to join the modern world..." Just plain
offensive.
>...they will not like the idea of anything different even if it is better.
"You're too stupid to even know if something is better." Could the Listers somehow
not be offended by this? Not likely.
>We should not let them hold improvements...
"You dumb Listers are stupid and we shouldn't let your petty insecurities with
something new hold us more knowledgeable people back. Yeah, that would probably
piss you off too, wouldn't it?
>...once they get used to a better system...
Better says who? Just because someone likes Red VW Bugs, and you like Yellow Corvettes
doesn't lessen the fact that Red VW Bugs are what the other person likes.
Why would you insult their preference?
>The current antiquated email list hurts us all by its inherent limitations
>and stifles the potential of your forum.
What? That's just plain bogus. Excepting a few translation gottchas that have
been discussed, how is it that integrating what the vast majority of what people
prefer (email distribution) with something new (the forum), "stifling" the
potential??? That's a totally ridiculous line of reasoning. I have given both
groups of users what they want - not just what a few want. How can that be
possibly be "stifling potential"?
>...it could be so much better.
What? Again, what is your basis? How is supporting email distribution in addition
to forums "so much worse".
>I just wonder why you don't bring us up modern standards here on the list
>like every other forum in the world.
Again, what? How is supporting email distribution in addition to forums a disadvantage?
You just don't make any sense. I will admit that much of what I pointed
out can be caulked up to semantics, but the point is that you use extremely
negative, condescending language and tone to get a point across that isn't
valid.
And you assert that web-based forums are "far superior to antiquated email distribution".
I flatly, and emphatically disagree with you. I personally hate having
to go to a web site for my discussion content. And its not because I'm
too stupid to know any better. I've been writing high and low level code and
building and using computers for 20 years and have a better understanding of everything
about the machine you are reading this email on than most people.
The world is about choices. I have tried to provide as many choices as possible
here on the Matronics Email Lists. I could have long ago forced everyone to
use a web-forum version of the List content as I know at least a couple of other
operators have. But why? Why make people "choose" when there is absolutely
no reason to do so.
I put a lot of time, work, and resources (financial and otherwise) into running
these Lists and providing the members with the best - and most functionally diverse
- system I possibly can. And yes, I do jump on the rabble-rousers like
yourself when then come on the List and start making assertions about the quality
of experience here on the Lists. I take your offensive and unsubstantiated
comments personally. Liken it to calling my kid fat and stupid.
That being said, most everyone on the Lists will attest to my open-mindedness when
it comes to adding new services and features to the List experience here.
The Forums, the Wiki, the Chat, the Search Engine, the List Browse, and about
two thirds of the Lists were all direct responses to *requests from Listers*!
When someone makes a useful suggestion, I listen and do my best to implement
when possible.
On the other hand, I, like most people, I believe, don't feel particularly motivated
by individuals that toss around a bunch of insults and trash talk disguised
as supportive and "constructive criticism".
I have Cc:'d the List on this email, because I wanted to make my comments in the
public forum. I also wanted to apologize in the public forum for my border-line
response to you particularly with respect to my banning comment. It was
inappropriate and unjustified. It also stimulated somewhat of a "let's beat up
on Michael A. Bigelow" rash of content and for this I apologize as well. That
being said, you frankly got, to a great extent, what you deserved. You need
to work on your presentation and start stripping out the "offensive" content
and condescending attitude. You will always find yourself in the middle of a
controversy if you continue with this behavior.
I would like to consider this thread closed. There are a great many people that
strongly prefer the Email Distribution method of content distribution - myself
included - and there are a great many people that prefer the newer web-forum
method of content distribution. Both are available at the Matronics Lists.
People like choices. That's what I try to provide. Enough said.
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| Subject: | Re: Ultrastar alive |
In a message dated 7/4/2006 10:11:24 A.M. Eastern Standard Time,
worrybear(at)verizon.net writes:
Ed, I have run My UL202 for 155 Hours, after a ZDE overhaul, It has a
Mikuni carb and requires a rejet for spring and fall in PA. I have been very
satisfied with it. As long as I keep the temps in range it performs 100%. The
only Cayuna I have seen stop was from a bad primer bulb. I think the bad
reputation came from operators error in the early days.
Dan Walter
Ultrastar
Palmyra, PA
________________________________________________________________________________
| Subject: | Re: Ultrastar alive |
In a message dated 7/4/2006 10:11:24 A.M. Eastern Standard Time,
worrybear(at)verizon.net writes:
Ed, I have run My UL202 for 155 Hours, after a ZDE overhaul, It has a
Mikuni carb and requires a rejet for spring and fall in PA. I have been very
satisfied with it. As long as I keep the temps in range it performs 100%. The
only Cayuna I have seen stop was from a bad primer bulb. I think the bad
reputation came from operators error in the early days.
Dan Walter
Ultrastar
Palmyra, PA
I agree, no one used egts then .
George Randolph
\Firestar driver from The Villages
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Some brief, impersonal comments about the list |
Matt et al, The bottom line is that W.R. Hearst was correct when he said
"Freedom of the press belongs to the man who owns one." This service is made
available and, so far, no one has showed up at my door demanding I use it.
If one believes at all in capitalism, then one knows that those who fail to
advance to the latest technological level will be left behind eventually.
Those who provide a service decide what it will entail, those who use it
decide when that service is no longer sufficient to their needs.
This portion of the lists is dedicated to the Kolb family of aircraft. I
resent those who clutter it up with what any reasonable person would
describe as inappropriate. In my short time here I have learned who to read
and those who are simply a waste of time. The former gets opened, the latter
gets deleted. It can be that simple. Like little children that pull off
their diaper in the middle of the supermarket, some people have to have
attention and it makes no difference whether that attention is negative or
positive. Once you know who they are, why sink to their level? If deprived
of what they seek, the bottom feeders slink off to other prospects.
Do as you wish, but my recommendation is to use your delete button often and
use the time you save to go build, fly, and maintain your Kolb aircraft. I'm
happier when I do that, but your results may differ.
My 2 cents.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Just a little lie |
I've been looking to buy some scales to do weight and balance. When I found
something that looked like it would fit the bill, I e-mailed them requesting
a quote on three. The reply was brief, "do you mind if I ask what you're
using them for?"
"I'm building three wheeled electric cars and I need them to check the front
to rear weight bias". "I have two vehicles awaiting battery installation
and plan to purchase soon", was my answer.
The following morning an e-mail arrived with price and a 1-800 number to
order. I called.
"Good morning, I'd like to order three of your Whizbang 500 lb. scales."
"Is this Richard?"
"Yes"
"Electric cars, huh?
"Yes"
"You know we have to ask, some people want to use them for aircraft or
something weird like that."
"Really"
"Yes, now will you be using a credit card.............?"
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Kolb Lexan Xtra Question |
Thanks, I guess I'm going to go with overlapping the lexan. I'd like to see
photos of your xtras!!
>From: Cat36Fly(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Kolb Lexan Xtra Question
>Date: Mon, 17 Jul 2006 16:23:48 EDT
>
>I installed mine the same as Jim. One row of rivets.
>
>Larry Tasker
>Mklllx 582
________________________________________________________________________________
| From: | Dwight.Kottke(at)hti.htch.com |
Fellow Flyers, I noticed on the pictures sent in by Will U. that his gas
tank on his Firestar is located way down low sitting on top of the main
boom tube. On some of the two seater airships the twin tanks are also
located very low. Heres my question: on my Firestar my tank is located
half way between the boom tube and the top of the main fuselage tube,
actually closer to the top than the bottom. Is this in the wrong
location? Where should the gas tank be located on an original Firestar?
Confused down on the Farm!
The Flying Farmer
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Tank location |
Dwight, Just as a data point since I didn't build it, the Firestar I just
bought has the tank as you describe yours.
Rick
On 7/18/06, Dwight.Kottke(at)hti.htch.com wrote:
>
>
> Fellow Flyers, I noticed on the pictures sent in by Will U. that his gas
> tank on his Firestar is located way down low sitting on top of the main boom
> tube. On some of the two seater airships the twin tanks are also located
> very low. Heres my question: on my Firestar my tank is located half way
> between the boom tube and the top of the main fuselage tube, actually closer
> to the top than the bottom. Is this in the wrong location? Where should
> the gas tank be located on an original Firestar?
> Confused down on the Farm!
>
> The Flying Farmer
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Starting Warp Drive Prop Pitch 13 degrees? |
I am pitching my prop for the first time engine start and I wanted to know
what a good starting degree should be. I just need a ball park since I'll
adjust to rpm after things get going. I searched the archive and came up
with 11.5 deg. I'm running a 912 with a warp drive and didn't want the
engine to overrev so I figured 13 degrees would be a good start. Any
thoughts on this are welcome.
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: Tank location |
Dwight, If you would send me your e-mail address directly and have high speed internet,
I will send you pictures of mine including the photo's of the inside
area and cutout as in my "single seat 5 gallion" Firestar KXP 1991 vintage.
My direct e-mail is FLHT99REH(at)columbus.rr.com
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48311#48311
________________________________________________________________________________
| From: | "George T. Alexander, Jr." <gtalexander(at)att.net> |
Dwight:
Reasonably sure that what you have is the standard for the Original FS. My
hangar neighbor and I both had Original Firestars (his was kind of, mostly
factory built) and both were the same as yours.
George Alexander
http://gtalexander.home.at.net
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Richard Girard
Sent: Tuesday, July 18, 2006 3:22 PM
Dwight, Just as a data point since I didn't build it, the Firestar I just
bought has the tank as you describe yours.
Rick
On 7/18/06, Dwight.Kottke(at)hti.htch.com wrote:
Fellow Flyers, I noticed on the pictures sent in by Will U. that his gas
tank on his Firestar is located way down low sitting on top of the main boom
tube. On some of the two seater airships the twin tanks are also located
very low. Heres my question: on my Firestar my tank is located half way
between the boom tube and the top of the main fuselage tube, actually closer
to the top than the bottom. Is this in the wrong location? Where should
the gas tank be located on an original Firestar?
Confused down on the Farm!
The Flying Farmer
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: Just a little lie |
Rick, I went to "Target" bought 4 scales, 0-300# each for $.7.00 each. 3 for plane
1 for spare. Instructor and I lifted Firestar KXP and lowered each wheel (front
sides first) onto scale. Weighed plane. Was pleased. Decided to do weights
and balance. I climbed in plane (at instructors suggestion, ...he, he!) and
sat down.
Port scale shot out from under wheel, shout "WHOOPS", Starboard scale shot out
from under Port wheel, sigh of "OH CRAP" emited from my lips, plane wiggled a
bit, plane rolled forward, blam! Rear wheel rolled forward and pop, scale shot
across room, spring system to left, upper stamping of scale body shot out right,
base stayed stationary!
Kolb =0 Scales=3!
Dumb move on our part. Next visit to Target, we buy 5 scales: two for starboard
wheel, two for port wheel, one for back wheel. Block plane from forward / backward
movement. Climb into plane gently!
On the bottom of the scales they stated: "No critical weighing"! Go figure.
Laughing all the way back to Target!
Heavy Ohio Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48315#48315
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: Tank location |
I put my 10 gal. tank on both my Firestars directly on the boom tube.
Az. Bald Eagle
----- Original Message -----
From: Dwight.Kottke(at)hti.htch.com
To: kolb-list(at)matronics.com
Sent: Tuesday, July 18, 2006 11:18 AM
Subject: Kolb-List: Tank location
Fellow Flyers, I noticed on the pictures sent in by Will U. that his
gas tank on his Firestar is located way down low sitting on top of the
main boom tube. On some of the two seater airships the twin tanks are
also located very low. Heres my question: on my Firestar my tank is
located half way between the boom tube and the top of the main fuselage
tube, actually closer to the top than the bottom. Is this in the wrong
location? Where should the gas tank be located on an original Firestar?
Confused down on the Farm!
The Flying Farmer
-------------------------------------------------------------------------
-----
7/17/2006
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Front windows on the extra |
wow so yours tucks under.
>From: "Craig Nelson" <Craig.Nelson(at)heraeus.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Kolb-List: Front windows on the extra
>Date: Mon, 17 Jul 2006 19:16:01 -0400
>
> <> Th <> is <> i
><> s <> how I installed the front windows
>Uncle craig
>
><< DSC_0143.JPG >>
><< DSC_0145.JPG >>
><< DSC_0146.JPG >>
><< DSC_0147.JPG >>
><< DSC_0149.JPG >>
________________________________________________________________________________
| Subject: | Re: Fw: KOLB MARK II: |
Hallo Eugen,
You have right, the Mark II can fly without documents if it has a pilot on
the bord and the tank is full.
byby Tibi
----- Original Message -----
Sent: Tuesday, July 18, 2006 12:11 AM
>
> Zoltn,
>
> Good luck,
> The documents you need you will probably have to create yourself because
> they most likely never did exist.
>
> The fact is where I live a Kolb Mark II with a 582 Rotax will fly just
> as well without the document . < g >
> Sorry, I know that does not help you with your problem. But you need some
> local help for your special problem.
> The Kolb Mark II is a good airplane but it is now an orphan without its
> parent company.
>
>
> On Jul 17, 2006, at 4:32 PM, Z-T Bt. wrote:
>
>>
>> Hallo Everybody
>>
>> I want to ask somebody help.I have bought a used - but in very good
>> condicion - KOLB MARK II. tipe /with Rotax 582 engin/ plane from a
>> german pilot.
>> Onfortunately, the plane has no any dokuments becouse the owner lost
>> those whenn he moved to Hungary.
>> It is my problem, i can not get licence in Hungary without this
>> dokuments.
>> So I need an - air and technical operation manual
>> - original type certification,
>> - drawing set from the Kolb Mark II.
>> - load test report,
>> - measurement of weight and centre of gravity
>> report,
>> - report of initial test flight.
>> I ask somebody to help me in my problem.
>> I'm waiting for reply of somebody, who has got those documents.
>> Best reghards
>>
>> Zoltn Tibor
>> zetebete@t-online.hu
>> HUNGARY
>>
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
> _____________ NOD32 1.1664 (20060717) Informci _____________
>
> Az zenetet a NOD32 antivirus system megvizsglta.
> http://www.nod32.hu
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Tank location |
Is this in the wrong
| location? Where should the gas tank be located on an original
Firestar?
| Confused down on the Farm!
|
| The Flying Farmer
TFF/Gang:
That is the stock location of the original FS fuel tank.
Did you know you can put an 18 gal tank in that same location???
That's how much fuel I was hauling in my original FS.
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Starting Warp Drive Prop Pitch 13 degrees? |
I'm running a 912 with a warp drive and didn't want the
| engine to overrev so I figured 13 degrees would be a good start. Any
| thoughts on this are welcome.
The throttle will prevent over speeding the engine. You would have to
turn 5,800 rpm to red line it.
What diameter is your prop and how many blades?
Can't remember for sure, but I think I was pitched at 11.5 or 12.0 deg
when I was running a 912 with a 70" three blade Warp.
Presently running a 72" three blade Warp with a 912uls at 11.5, I
think.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Fw: KOLB MARK II: |
Thank You Bob, I'll try it.
By Tibi
----- Original Message -----
Sent: Tuesday, July 18, 2006 1:54 AM
>
>
> We should feel sympathy for Zoltan.
> The question is: are there many N-numbered MkIIs here in the USA?
>
>
> Zoltan/Bob B/Gang:
>
> Perhaps he should contact TNK. Maybe they can help him out. There is
> a dealer in England.
>
> Zoltan can get all the contact info here, including the England
> contact:
>
> http://www.tnkolbaircraft.com/contact_us.html
>
> john h
> mkIII
>
>
> _____________ NOD32 1.1664 (20060717) Informci _____________
>
> Az zenetet a NOD32 antivirus system megvizsglta.
> http://www.nod32.hu
>
>
________________________________________________________________________________
| Subject: | Re: Fw: KOLB MARK II: |
Eugen,
I think ,in my KOLB MARK II was the engin changed from Rotax 503 to Rotax
582.
The question is: have somebody got those document round the world about MARK
II /with R 503 or 582 it is indifferent/
By Tibi
----- Original Message -----
Sent: Tuesday, July 18, 2006 3:21 AM
>
>
> On Jul 17, 2006, at 7:24 PM, robert bean wrote:
>
>> We should feel sympathy for Zoltan.
>> The question is: are there many N-numbered MkIIs here in the USA?
>
> With the 582 Rotax? They would be very rare birds.
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
> _____________ NOD32 1.1664 (20060717) Informci _____________
>
> Az zenetet a NOD32 antivirus system megvizsglta.
> http://www.nod32.hu
>
>
________________________________________________________________________________
| Subject: | Re: Fw: KOLB MARK II: |
----- Original Message -----
From: Z=E9-T=E9 Bt.
To: kolb lista 2
Sent: Monday, July 17, 2006 10:32 PM
Subject: Kolb-List: Fw: KOLB MARK II:
Hallo Everybody
I want to ask somebody help.I have bought a used - but in very good
condicion - KOLB MARK II. tipe /with Rotax 582 engin/ plane from a
german pilot.
Onfortunately, the plane has no any dokuments becouse the owner lost
those whenn he moved to Hungary.
It is my problem, i can not get licence in Hungary without this
dokuments.
So I need an - air and technical operation manual
- original type certification,
- drawing set from the Kolb Mark II.
- load test report,
- measurement of weight and centre of gravity
report,
- report of initial test flight.
I ask somebody to help me in my problem.
I'm waiting for reply of somebody, who has got those documents.
Best reghards
Zolt=E1n Tibor
zetebete@t-online.hu
HUNGARY
_____________ NOD32 1.1664 (20060717) Inform=E1ci=F3 _____________
Az =FCzenetet a NOD32 antivirus system megvizsg=E1lta.
http://www.nod32.hu
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Starting Warp Drive Prop Pitch 13 degrees? |
David K/Gang:
Also forgot to mention, the 912 and 912uls are started with the
throttle closed when using the enricher, and with just a "crack" of
throttle if starting without the enricher. I normally start mine
without the enricher, unless it is very cold. Well, for
Alabama.................has to get pretty cold.
Without enricher, if the engine does not fire immediately, release the
starter, reach up pull on th enricher, close throttle, hit starter.
If it doesn't fire immediately, you may not have enough voltage to
turn the engine 200 rpm in order to activate the CDI. If it does not
turn 200 rpm with starter, it will never start.
Only other factor that would prevent starting a 912UL and 912ULS is no
fuel, or spark plug gap too large, i.e., set at factory recommended
gap.
About .020 to .025" works great.
Sorry, got carried away............
john h mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | The New Kolb Aircraft Co. |
Hi,
I know that there was a thread recently about TNK not being helpful. I
also know that it was answered by quite a few people that their
experience had been a lot different. Even though the answer has been
given in the affirmative I wanted to relate what happened to me today.
I am buying some used parts from Terry Davis, legs and axles. The deal
was that I should give him half the new cost, which is a great deal for
me. The only way that I could find that information was to call TNK. Now
I have to say that it takes a lot of balls to call a company that makes
it living by selling us parts and planes and ask them to help you save
money. I put it off until I was feeling guilty about not getting Terry
any money. ( I had written him once hoping that he would just set a
price, he wouldn't) So I called Travis today at TNK, and I was honest
with him, told him what I was about, tried to apologize for being such a
jerk. He would have none of it and gave me the information that I
needed, and much more besides. He also lamented the rise in prices that
every thing from metal to nuts and bolts that they had to pass on to the
customer. I am not sure how any conversation with the guys at TNK could
be confused with not being helpful at all. I have dealt with both
companies, old and new, and I have to tell you that this one is one of
the easiest that I have ever found.
Count me as a fan!
Larry, Oregon
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: The New Kolb Aircraft Co. |
I second that emotion! I have spoken to and been a pain in the touch to almost
everyone at TNK and they have not even batted an eye. I have called on a Monday
and on a Friday, no difference. They have answered questions pertaining to the
Old Kolb Company with as much enthusiasm as if they were selling you a new
Kolb. I have never dealt with any other plane manufacturer, but I have considerable
experience in the business world with Manufacturers, Wholesalers, Distributors
and Dealers of all sorts of Industrial, Commercial and end user products
and I can emphatically say "each and everyone of these business could learn
a great lesson from each and every individual that is allowed to pick-up a phone
at TNK Aircraft Company. I am Blessed by that relationship and not one time
have they tried to rush me off or not gotten back to me when they said they
would.
In the Business world of today they are "Certified FREAKS"! I somewhat remember
many many years ago that almost every legitimate business treated me like that.
What happened?
Satisifed Ralph of Ohio
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48396#48396
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Glass Panel Construction DVD |
This is an announcement of interest to the Kolb community that
www.HomebuiltHELP.com has just released a new DVD video presentation
entitled: " Building a Glass Panel for your Homebuilt Aircraft ".
It is a unique presentation in that it allows first time panel builders
see what is involved with designing and fabricating a modern electronic
display panel for their homebuilt by watching someone do it from start
to finish.
I will leave it at that and those that are interested in this topic can
visit the webpage outline at http://homebuilthelp.com/Glass_Panel.htm
Thanks!
Jon
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Fw: KOLB MARK II: |
Tibi,
I believe the Old Kolb firm sold ONLY material kits along with basic
builder's manual to the builders of planes.
Kolb did not build and sell airplanes.
The builder has always been responsible to provide all the technical
information to create the necessary documents for the plane they built.
Kolb cannot provide detailed information about a plane they did not
build and probably never had the chance to test or examine.
You may still be able to obtain the basic information originally
provided by Kolb about the Kolb Mark II DESIGN, but your plane may or
may not be the same.
The fact that your plane has a 582 Rotax indicates that it is NOT the
same as the Kolb design.
One example ,,,,,,,, By mounting a 582 Rotax on a Mark II means it
will no longer allow the wings to fold as DESIGNED unless the engine
and thrust line are raised up higher than Mark II DESIGN.
Using documents with information from another builder's airplane is
certain to be inaccurate for your plane.
The good news is the plane will fly just as well with inaccurate
information on the documents as with no documents. :-)
Good luck,
Gene
>>> Do You think, the old KOLB firm sold the planes without
document? withou test, without measuring, and so on.....?
Was somebody, who bought those plane without any documented control?
I do not think it.....<<<
On Jul 18, 2006, at 5:15 PM, Z-T Bt. wrote:
> <zetebete@t-online.hu>
>
> Eugen,
> I think ,in my KOLB MARK II was the engin changed from Rotax 503 to
> Rotax 582.
> The question is: have somebody got those document round the world
> about MARK II /with R 503 or 582 it is indifferent/
> By Tibi
> ----- Original Message ----- Sent: Tuesday, July 18, 2006 3:21 AM
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Glass Panel Construction DVD |
Jon, none of the URL's worked with Firefox, Are they IE only?
Rick
On 7/18/06, Jon Croke wrote:
>
> This is an announcement of interest to the Kolb community that
> www.HomebuiltHELP.com <http://> has just released a new DVD video
> presentation entitled: " Building a Glass Panel for your Homebuilt
> Aircraft ".
>
> It is a unique presentation in that it allows first time panel builders
> see what is involved with designing and fabricating a modern electronic
> display panel for their homebuilt by watching someone do it from start to
> finish.
>
> I will leave it at that and those that are interested in this topic can
> visit the webpage outline at http://homebuilthelp.com/Glass_Panel.htm>
>
>
> Thanks!
>
> Jon
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Glass Panel Construction DVD |
Jon, none of the URL's worked with Firefox, Are they IE only?
Rick,
They came up empty on my browser too. But if you cut and paste they will come
up.
On 7/18/06, Jon Croke wrote:
This is an announcement of interest to the Kolb community that www.HomebuiltHELP.com has just released a new DVD video presentation entitled: " Building a Glass Panel for your Homebuilt Aircraft ".
It is a unique presentation in that it allows first time panel builders see what
is involved with designing and fabricating a modern electronic display panel
for their homebuilt by watching someone do it from start to finish.
I will leave it at that and those that are interested in this topic can visit the webpage outline at http://homebuilthelp.com/Glass_Panel.htm
Thanks!
Jon
________________________________________________________________________________
| From: | "Jerry Deckard" <mustangsally(at)semo.net> |
| Subject: | Re: Tank location |
John,
Where can I buy such a tank and how did you get it in there?
Jerry
----- Original Message -----
Sent: Tuesday, July 18, 2006 3:44 PM
>
> Is this in the wrong
> | location? Where should the gas tank be located on an original
> Firestar?
> | Confused down on the Farm!
> |
> | The Flying Farmer
>
> TFF/Gang:
>
> That is the stock location of the original FS fuel tank.
>
> Did you know you can put an 18 gal tank in that same location???
>
> That's how much fuel I was hauling in my original FS.
>
> john h
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Tank location |
In a message dated 7/18/2006 2:23:20 P.M. Eastern Standard Time,
Dwight.Kottke(at)hti.htch.com writes:
on my Firestar my tank is located half way between the boom tube and the top
of the main fuselage tube, actually closer to the top than the bottom. Is
this in the wrong location? Where should the gas tank be located on an
original Firestar?
Dwight and All,
As others stated, the original FireStar fuel tank was located up high as
yours is. I believe the reason is that since the fabric on the fuselage sides
goes all the way up to the wing, the tank was located up high in order to be
able to reach the filler cap. Later FireStars (ie. KX & KXP) had the fuselage
side fabric lower (I believe Kolb referred to it as a "convertible") and the
tank was located down low on the boom tube.
Bill Varnes
Original Kolb FireStar
Audubon NJ
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Firefly W/ bigger tank |
List:
Anyone flying a Firefly with a 10 gallon tank, or is it unsafe? I only
weigh 175lb so I thought maybe I could put a larger capacity tank and still
not have the gross weight as high as some one flying with only 5 gal.and a
pilot weight of 210 lbs .or so. Comments???
Ed Diebel
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Tank location |
| Where can I buy such a tank and how did you get it in there?
| Jerry
Jerry/Gang:
Don't know that you can buy an 18 gal tank for an original FS
anywhere.
We designed and fabricated one out of .050 5052 aluminum to fit the
inside, top of the fuselage behind the bulkhead.
john h
mkIII
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | Re: Firefly W/ bigger tank |
DAquaNut(at)aol.com wrote:
> List:
>
> Anyone flying a Firefly with a 10 gallon tank, or is it unsafe? I
> only weigh 175lb so I thought maybe I could put a larger capacity tank
> and still not have the gross weight as high as some one flying with
> only 5 gal.and a pilot weight of 210 lbs .or so. Comments???
>
> Ed Diebel
Ed,
I fly my FireFly with considerable more weight added when going camping
with my flying friends. I too weight 175 and only have a 5 gallon tank,
but I have carried a tent, sleeping bag, folding chair, two air
mattresses, cooler and 2 gals of extra fuel when making these trips. I
also have a pouch built behind the fuel tank to carry supplies which
must weigh 5 lb.'s. The FireFly showed no adverse flying habits doing
so. Consider that all of that added weight is directly under the wing
and CG. It just caused some amusement for others when they wanted to
know how I trucked all that gear with me. If you weight in at 225,
maybe then to be concerned. My question is why the 10 gals.? The range
on the FireFly with 5 gals. is over a 120 miles and that will take me
far enough. I do carry a one gal. spare as luggage on my luggage rack
behind my seat on all flights for security.
Terry - FireFly #95
________________________________________________________________________________
| From: | <jeepacro(at)cox.net> |
| Subject: | Re: Firefly W/ bigger tank |
When you do this are you over grose #? If so by how much?
--
Rob.
---- Terry wrote:
> DAquaNut(at)aol.com wrote:
>
> > List:
> >
> > Anyone flying a Firefly with a 10 gallon tank, or is it unsafe? I
> > only weigh 175lb so I thought maybe I could put a larger capacity tank
> > and still not have the gross weight as high as some one flying with
> > only 5 gal.and a pilot weight of 210 lbs .or so. Comments???
> >
> > Ed Diebel
>
> Ed,
>
> I fly my FireFly with considerable more weight added when going camping
> with my flying friends. I too weight 175 and only have a 5 gallon tank,
> but I have carried a tent, sleeping bag, folding chair, two air
> mattresses, cooler and 2 gals of extra fuel when making these trips. I
> also have a pouch built behind the fuel tank to carry supplies which
> must weigh 5 lb.'s. The FireFly showed no adverse flying habits doing
> so. Consider that all of that added weight is directly under the wing
> and CG. It just caused some amusement for others when they wanted to
> know how I trucked all that gear with me. If you weight in at 225,
> maybe then to be concerned. My question is why the 10 gals.? The range
> on the FireFly with 5 gals. is over a 120 miles and that will take me
> far enough. I do carry a one gal. spare as luggage on my luggage rack
> behind my seat on all flights for security.
>
> Terry - FireFly #95
________________________________________________________________________________
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
| Subject: | Hot morning in Arizona |
HAY GANG!
Milow Tim and I got up at 3 AM to beat the heat, flying the Extra at
Coolidge Airport.
Uncle Craig
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Just a little lie |
Ralph, I see the problem already, you should know better than to put
a Starboard scales under a Port wheel. What do you expect was going
to happen. =-O Just a suggestion check repeatability on your scales
- may find there off more than you think.
jerb
At 03:02 PM 7/18/2006, you wrote:
>
>Rick, I went to "Target" bought 4 scales, 0-300# each for $.7.00
>each. 3 for plane 1 for spare. Instructor and I lifted Firestar KXP
>and lowered each wheel (front sides first) onto scale. Weighed
>plane. Was pleased. Decided to do weights and balance. I climbed in
>plane (at instructors suggestion, ...he, he!) and sat down.
>
>Port scale shot out from under wheel, shout "WHOOPS", Starboard
>scale shot out from under Port wheel, sigh of "OH CRAP" emited from
>my lips, plane wiggled a bit, plane rolled forward, blam! Rear wheel
>rolled forward and pop, scale shot across room, spring system to
>left, upper stamping of scale body shot out right, base stayed stationary!
>
>Kolb =0 Scales=3!
>
>Dumb move on our part. Next visit to Target, we buy 5 scales: two
>for starboard wheel, two for port wheel, one for back wheel. Block
>plane from forward / backward movement. Climb into plane gently!
>
>On the bottom of the scales they stated: "No critical weighing"! Go figure.
>
>Laughing all the way back to Target!
>
>Heavy Ohio Ralph!
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=48315#48315
>
>
________________________________________________________________________________
| From: | "Travis Brown" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: The New Kolb Aircraft Co. |
Thank you Larry very much Sir for the kind words Always glad to help
Travis @ Kolb
----- Original Message -----
From: Larry Cottrell
To: kolb-list(at)matronics.com
Sent: Tuesday, July 18, 2006 7:41 PM
Subject: Kolb-List: The New Kolb Aircraft Co.
Hi,
I know that there was a thread recently about TNK not being helpful. I
also know that it was answered by quite a few people that their
experience had been a lot different. Even though the answer has been
given in the affirmative I wanted to relate what happened to me today.
I am buying some used parts from Terry Davis, legs and axles. The deal
was that I should give him half the new cost, which is a great deal for
me. The only way that I could find that information was to call TNK. Now
I have to say that it takes a lot of balls to call a company that makes
it living by selling us parts and planes and ask them to help you save
money. I put it off until I was feeling guilty about not getting Terry
any money. ( I had written him once hoping that he would just set a
price, he wouldn't) So I called Travis today at TNK, and I was honest
with him, told him what I was about, tried to apologize for being such a
jerk. He would have none of it and gave me the information that I
needed, and much more besides. He also lamented the rise in prices that
every thing from metal to nuts and bolts that they had to pass on to the
customer. I am not sure how any conversation with the guys at TNK could
be confused with not being helpful at all. I have dealt with both
companies, old and new, and I have to tell you that this one is one of
the easiest that I have ever found.
Count me as a fan!
Larry, Oregon
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
| Subject: | Re: The New Kolb Aircraft Co. |
Hi All,
I to have had nothing but great service, support and help from the group at TNK.
TNK if you read this , Thank You!
Roger Lee
Tucson,Az
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48656#48656
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
| Subject: | Re: Hot morning in Arizona |
Hi Craig,
Let me know when you want to fly and I'll fly up in my Mark III from Tucson and
meet you. Coolidge is only a 30 minute flight for me.
We met at Monument Valley. I had the Red, White and blue stars and stripes. I fly
twice a week. The flying is usually good up til 0900 hrs.
Roger Lee
Tucson, Az.
520-574-1080
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48657#48657
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Just a little lie |
some people want to use them for aircraft or something weird like
that.">>
Hi Richard,
is this sort of thing normal in the US.
What the hell does it have to do with the scale makers what you are
using them for?
Bemused Brit
Cheers
Pat
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: Just a little lie |
Actually, one of my many engineering jobs in my younger years was with a major
scale (Automated Weighihg Systems). We knew the mechanical variations and frictions
that clarified even in the best scales " 1% of scale capacity error!"
To the layman that means that if a scale has a weighing capacity (registry) of
say 300# that the scale could be as much as 3# off ready: "Anywhere along its
range"! DUH! If you weigh a 200# man he may weigh as much as 6# difference. Intently
that ment +6# and or minus 6# or a plus and minus combination, to include
"breakaway friction" of 6# on the plus or the minus!
The problem that lead to this problem was really the fact that the plane moved.
We should have used chocks! Not only thta but any inteligent human knows that
3 - 300# scales in total can weigh evenly dispersed weight of 900#. We as "drivers"
of aircraft also should reason that aircraft do not weigh 300# or less
on each wheel! Brain fart on my part. Just because someone in charge tells you
to do something and you have enough expierience to know better, APPLY that knowledge!
I didnt'. But you are correct in say that "Starboard scale shot out from
under Port wheel" was an obvious mistake. I agree, it should.
Now as for Pats statement "is this sort of thing normal in the US. " I answer
a big "YES" its America and we have lawyers! We can afford the stupid "eliminate
common sense and please dont sue us if you misuse our products" statement to
the point that we have more "DISCLAIMERS" than any other country in the world.
Some other time I will share with you haow easy it is to "rewrite history"
and "Make laws on the fly in America"!
Only in America is not always a good catch phrase. THe best part about this thread
is That only in America can any man woman or child justify insanity in place
of using the not so common "common sense"!
I think I'll sue Matt for his beard interfering in covering up his face underneath,
from right here in Ohio, Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48682#48682
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: Just a little lie |
Boy the "Butthead" that yped the previous statement (Ralph) sure could have used
a lesson in spell checker!
No Name!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48683#48683
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: The New Kolb Aircraft Co. |
I smell a HUGE discount for each and every one of the previous responders to thsi
thread!
Unfortunatly, I have no control of TNK's pocketbook! But I probably, because of
the heat in Ohio right now, do smell!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48684#48684
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Just a little lie |
Yes, In the wonderful world of product liability it's better to start from a
known point. I have been turned down by businesses when I uttered the "A"
word. Recently I contacted the maker of Facet fuel pumps to get information
about which pumps had check valves and which didn't. Figuring that since
Spruce and Wick's sell them, I did a momentary brain fart and used the "A"
word. Reply came back, "No airplane, BADDDD jujoo, go away, shoo." Or words
to that effect.
Now I buy parts for my off road vehicle all the time. It's not even a lie, I
never tell them how far off the road it goes. I just needed a quick
explanation for the need for three scales and my buddies electric trike came
to mind.
I urge everyone to read the book, "Rules for Radicals". If you can't blind
'em with brilliance..................
Rick
On 7/19/06, pat ladd wrote:
>
> some people want to use them for aircraft or something weird like
> that.">>
>
> Hi Richard,
>
> is this sort of thing normal in the US.
>
> What the hell does it have to do with the scale makers what you are using
> them for?
>
> Bemused Brit
>
> Cheers
>
> Pat
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Firefly W/ bigger tank |
In a message dated 7/19/2006 10:38:38 A.M. Central Standard Time,
jeepacro(at)cox.net writes:
When you do this are you over grose #? If so by how much?
--
Rob
If you take my bare plane it weighed 252 + 30 lb fuel + 20lb BRS +
4 lb brakes + 4lbs 6" wheels and tires. At that rate it would be over
gross if the pilot weighed over 195Lbs
The original factory firefly had firestar solid axles and brakes + BRS
+ full enclosure + lexan gap seal, and if Im not mistaken had pilots fly her
in excess of 210lbs. I know the Factory firefly weighed more than mine.
Last time I checked my gross was 518# with 5 gal fuel . Five more would bring
it to 548lbs Anyone know what the Red /White Firefly weighed?
Ed
Ed Do Not Archive
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Up til now I have never used flaps. Couldn't see a need.>>
Hi Robert,
like you I am a tyro on the Xtra but lowering the flaps will not only alter
the landing trajectory but it will lower the stalling, and therefore the
landing and takeoff speed. A few knots in hand has got to be worth while.
Don`t use full flap until you are used to the plane. She drops very steeply
indeed and unless you have some tall trees to get over on the approach that
last notch isn`t really needed..
Good luck
Pat
--
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Just a little lie |
In the wonderful world of product liability it's better to start from a
known point.>>
Hi Richard .
thankfully we are not at that stage yet. Just wait a bit. While the
courts and the lawmakers are all lawyers it is hardly surprising that
they create legislation that ensures that the legal business is kept
busy.
Very sad really. Because it only needs one judge to look at a case like
that and say `Don`t be ridiculous, get out of my court and you will be
liable for costs for wasting the courts time" and the whole nonsensical
edifice would come tumbling down.
Crazy isn`t it as we mainly fly with a Rotax with a sticker on it saying
`Not for use in aircraft`
Cheers
Pat
________________________________________________________________________________
| From: | "icrashrc" <icrashrc(at)AOL.COM> |
| Subject: | Re: The New Kolb Aircraft Co. |
Two thumbs up from northern Indiana as well. Travis, Donnie, and Bruce from TNK
have done nothing but bend over backwards to help with any question I've had.
Brian and Helen from Custom Air have also been a tremendous help.
Almost everyone on this list has been helpful whether they know it or not.
Thank you one and all,
Scott Thompson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=48936#48936
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | fuel tank piping |
MkIII (c&x) owners: I was looking at the TNK pdf drawings for
fuel piping. I have a similar setup, with the plastic tanks,
dip tubes, etc. Question, if anyone is using the parallel suction
shown, how evenly are your tanks drawing down?
Also, instead of creating the vent in the handle, I made use of the
female threads already in most chemical tank caps and put in a
small stainless barb fitting. Stick the vent tube on that with no
clamp.
When you unscrew the cap the tubing swivels on the fitting
with no problem. -in addition the cap will stay attached to the tube
and won't fall into an "unreachable zone".
-BB
BTW, I blow through the vent to check if mud daubers (dobbers to you
southerners) have blocked it.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: fuel tank piping |
| BTW, I blow through the vent to check if mud daubers (dobbers to
you
| southerners) have blocked it.
Wrong, Leroy:
DABBERS................
We invented them.
Do you need any more up there in the land of ice and snow?
john h
hauck's holler, alabama
mkIII (2537.3)
912ULS (1191.4)
PS: mkIII is ready to go to OSH with the exception of a few gals fuel
and loading my gear. Looks like thunderstorms until I get north of
Kentucky tomorrow. Normal weather for flight to OSH.
________________________________________________________________________________
| Subject: | Re: Firefly W/ bigger tank |
Ed,
FF#oo7 on floats comes in at the full max weight allowed for part 103. With
the BRS it weighs over 320lbs. Bryan M is about 200lbs and says that the
Firefly handles almost as good as a land plane version. I have never flown any
other Firefly so I cant give a comparison. The Firefly really handles the extra
weight. also keep in mind that the floats add a lot more drag.
Steve
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: fuel tank piping |
Bob, I am using standard Kolb tanks on my Mk III and use two fuel valves
located where the flap handle pivots. I have a fuel return valve
selector and a fuel supply valve selector to feed my throttle body fuel
injection system. This allows me to direct the return fuel to either
tank. That way, when fuel amount becomes an issue, I can empty the
port tank by directing it's fuel. via the return line, to the starboard
tank. Now, I can easily see how much fuel I have left and fly the rest
of the flight on the starboard tank.
________________________________________________________________________________
| From: | Cat36Fly(at)aol.com |
| Subject: | Re: fuel tank piping |
I am using the parallel connection and the tanks even themselves out with
use and/or with atmospheric changes. Fill one tank today and tomorrow you have
two half tanks. I also have a fuel gauge sensing one tank but always go by
flying time. I can push it to 2.5 hrs at 500-5500 RPM but look to put down at 2
hrs. (old habit).
Have not experienced any problems with this arrangement in 45 hrs.
Larry Tasker
MKlllx/582
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: Hot summer flight |
Craig.Nelson,
This is Doctor feelbetter. Your room is ready und, your co-heart Lt. Dan wvill
be promoted in your room to Captain Dan. His room will be ready very soon.
Please ignore the men in the white coats! "Mine fhur, I can valk...und sing, und
play with my imiganiary friends vifth the green uniforms on.
Hurry, Craig, Nelson, we have people that want to attend to your ever need!
White coat wearing Ralph of Ohio, yah! Und brink your own brewmiester.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49166#49166
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
| Subject: | Re: fuel tank piping |
Hi All,
I have 780 hrs. on my Kolb Mark III. It has always had the standard parallel fuel
tanks with a probe in the pilot side tank. It works very well. Drains equally.
I also have a 6 gal. bladder tank for a total of 16 gals. It has its own fuel
pump and pumps into the fuel line that comes out of the tanks going to the
engine. It fills up the tanks in flight. When I get down to 4 gals. of fuel I
flip the switch and in a couple of minutes I have a full tank that I can read
the level on my fuel gauge.
Roger Lee
Tucson, Az
p.s.
I might be breaking ranks and buying a Flight Design CTSW.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49183#49183
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
| Subject: | Re: Sting Sport/Flite Des.CTSW |
Hi Bob,
CTSW is a high wing which I like better. Plus very roomy cabin, easy access doors,
much higher cruise, lower stall, more fuel (34 gal) and range (1000 + miles),
110 lbs. luggage, better visability, more storage, better glide ratio (14:1).
Pitch and roll trim system. BRS chute and great instrument panel (Dynon D-100
and D-120). Approach at 50 mph and stall at 37 mph. It weighs less than the
sting by 100 lbs. and has a higher useful load of 688 lbs. (Side note* my figures
may be off a pound or two, but very close. I don't have their specs. side
by side.)
I'm already drooling. LOL
KitPlane list it as the best selling lsa plane in the U.S.
Delivery date is first of Dec.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49237#49237
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Morning Gang:
Sitting hear drinking my coffee, trying to think if I am forgetting
anything important that I need to try and stuff into my mkIII before I
waddle out of my cow pasture, turn north, and head for OSH.
Will be having coffee with Mike Schnabel this morning in Manchester,
TN, is the thunder bumpers do not get me.
Thunderstorms from here to north of Bowling Green, KY. Then should be
good weather to OSH. Will have to spend the night on the road
somewhere, Danville or Joliet, IL. Arrive OSH around noon tomorrow.
Hard not to get in the rush mode, trying to get there quickly. Got to
get settled back, take it easy, and enjoy my flight. Got not
deadlines to meet.
Attached is a GIF of two Kokopelli's. Thought these would make nice
little mascots for the Monument Valley crew of Kolbers.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | Todd Fredricks <flyingfox(at)copper.net> |
Fly safe, John.
Hope I get to meet you. We will be up there on Wednesday.
Todd
On 7/22/06 7:37 AM, "John Hauck" wrote:
> Morning Gang:
>
> Sitting hear drinking my coffee, trying to think if I am forgetting
> anything important that I need to try and stuff into my mkIII before I
> waddle out of my cow pasture, turn north, and head for OSH.
>
> Will be having coffee with Mike Schnabel this morning in Manchester,
> TN, is the thunder bumpers do not get me.
>
> Thunderstorms from here to north of Bowling Green, KY. Then should be
> good weather to OSH. Will have to spend the night on the road
> somewhere, Danville or Joliet, IL. Arrive OSH around noon tomorrow.
>
> Hard not to get in the rush mode, trying to get there quickly. Got to
> get settled back, take it easy, and enjoy my flight. Got not
> deadlines to meet.
>
> Attached is a GIF of two Kokopelli's. Thought these would make nice
> little mascots for the Monument Valley crew of Kolbers.
>
> Take care,
>
> john h
> mkIII
--
Todd Fredricks, DO
Flying Fox Services
Visit my Blog at www.flyingfoxhangar.blogspot.com
Photos Located at http://www.flickr.com/photos/flyingfoxservices/
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: fuel tank piping |
I also have a 6 gal. bladder tank for a total of 16 gals. It has its own
fuel pump and pumps into the fuel line that comes out of the tanks going to
the engine.
Hi,
cna you post more details please.Where is the bladder tank?
Cheers
Pat
--
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Hi all,
Sad story. I have not flown the Xtra for a couple of weeks as I could
not face rig, fly, de-rig just for an evening flight and the old
Challenger is still occupying my hangar.
Last night the forecast was good for the next 3 or 4 days so I decided
to rig, fly, and leave her rigged on tie downs. Wendy and I rigged
without too much trouble and I decided to taxi from the farm yard out to
my hangar on the strip for some fuel I had stored there.
The weather has been very hot and humid for a week or more so as I was
preparing to start the engine I was thinking about the need to use choke
. Luckily I strapped in The engine didn`t fire. Cut mags. Set choke.
Push starter. No fire. Cut mags, close choke, mags. ON, push starter. No
luck. Reach around to set choke to half. What I hadn`t realised was that
every time I half turned in my seat to alter the choke my credit cards
etc in my left pocket gently nudged the throttle a bit farther open.
Mags on. choke set, Push starter and as you have guessed by now she
fired. Wow! The throttle must have been almost fully open and the Extra
shot off across the yard like a startled rabbit.
Before I realised what had happened let alone done anything about it,
the port wing just outboard of the strut hit a vertical RSJ
( I Beam?) which formed the corner of a barn and the Xtra swung sharply
round pushing a long dent in the side of a parked car with the nose of
the pod.
If I had not bothered to strap in I would have been thrown around quite
severely. I cut the mags and the prop didn`t impact anything so the
engine is probably OK but the leading edge of the wing was pushed back
in a big gash 2 or 3 feet long and maybe a foot deep, cracking up all
the ribs in that vicinity and bending the aileron tube. The backward
force on the wing has bent one of the diagonals in the cage slightly so
that will need a careful check along with the wing root fastenings.
The ironic thing is that today it has poured with rain. If the
forecaster had suggested that I would not have rigged. Also I have sold
the Challenger. If that had happened 24 hours before, the Kolb would
have been in the hangar ready to go and my mishandling of the throttle
would have resulted in nothing worse than a dash across the field with
no obstacle in the way.
No flying for Pat in the near future.
One thing. I am very impressed by the STOL characteristics of the Xtra.
Wendy reckoned that I was airborne when I hit the barn and it could not
have been more than 40 yards and certainly my backside told me that I
had left the bumpy ground.
All caused by my stupidity.
My lovely newly painted, shiny new plane. Hells Bloody Bells.
Pat
________________________________________________________________________________
| From: | "George Myers" <gmyers(at)grandecom.net> |
Did it go something like this?
OK here we go.....come on......come on.........you stupid bugger.......
whaaaa.......whoaaaaaa...a...aaaaaa....AAAAAAAAAAAA...uh-oh
ooooooooooooshucks....OOF!......DARN......DARN DARN DARN! DARNIT .....
(while jumping up & down) PHOOEY, PHOOEY, PHOOEY!!! HECK, PHOOEY, SHUCKS
,
DARN, DARNIT, DAGNABIT, DOGGONEIT!! FIDDLESTICKS.........
Yeah, been there, done that & can sympathize.
George
-------Original Message-------
>Sad story. I have not flown the Xtra for a couple of weeks as I could no
t
face rig, fly,
>My lovely newly painted, shiny new plane. Hells Bloody Bells.
at
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
What a bummer, you have our sympathies. But at least it seems someone
was looking out for you, since you didn't mention the airplane having
any blood on it -
(that always makes a bad situation worse.)
Is the choke on the Xtra located on the fuselage middle vertical tube
above shoulder height?
Richard Pike
MKIII N420P (420ldPoops)
pat ladd wrote:
> Hi all,
>
> Sad story.
________________________________________________________________________________
| From: | Email List Photo Shares <pictures(at)matronics.com> |
| Subject: | [ Edward Steuber ] : New Email List Photo Share Available! |
A new Email List Photo Share is available:
Poster: Edward Steuber
Lists: Kolb-List,Ultralight-List
Subject: Modified Ultrastar
http://www.matronics.com/photoshare/esteuber@rochester.rr.com.07.22.2006/index.html
----------------------------------------------------------
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6) One-line Description of each photo or file:
Email the information above and your files and photos to:
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----------------------------------------------------------
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
On Jul 22, 2006, at 11:32 AM, pat ladd wrote:
> Hi all,
>
> Sad story.
Oh Pat,
I feel the pain of your regret!
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
I had an incident similar to poor Pat's, though much less intense, just
about a week ago. Fortunately there was no damage to me, my plane, or
anyone or anything else. As I was getting out, the edge of my pants
pocket caught the T-handle to my BRS 'chute. The handle popped out of
the little cylinder it normally sits in but didn't pull strongly enough
or far enough to deploy it. Whew! As they say, lesson learned.
Good luck and good speed with your repairs, Pat!
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
pat ladd wrote:
> Hi all,
>
> Sad story. I have not flown the Xtra for a couple of weeks as I could
> not face rig, fly, de-rig just for an evening flight and the old
> Challenger is still occupying my hangar.
Pat,
Oh the pain of it all !!!!!!!!!! Been there and it isn't a good feeling.
Give yourself some time and then get back at it. The time is for
beating yourself up which we all tend to do after something like this!
You "will" fly it again,
Terry - FireFly #95
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: [ Edward Steuber ] : New Email List Photo Share Available! |
Hey Ed,
Congratulations!
You have one seriously mean looking Kolb Ultrastar!
Fly with pizzazz !
Gene
On Jul 22, 2006, at 3:19 PM, Email List Photo Shares wrote:
> http://www.matronics.com/photoshare/esteuber@rochester.rr.com.
> 07.22.2006/index.html
________________________________________________________________________________
| From: | KolbTwinstar(at)AOL.COM |
| Subject: | Re: Early projects |
KolbTwinstar for Sale with a 24ft enclosed trailer and extra 503 Rotax
engine.
FAA registed N- number.
Tracy
Briggs
Phone Number 314-258-1061
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Is the choke on the Xtra located on the fuselage middle vertical tube
above shoulder height?>>
Yep, and as I am holding the stick back with my right hand I reached across
with my left to reach the choke. i am pretty sure that it was that twisting
motion that nudged the throttle forward..
Now it will be left hand on throttle, stick in the crook of my arm somehow
and press the starter with my big toe.
Thanks everyone for your sympathy. It really helps
Cheers
Pat
--
________________________________________________________________________________
| Subject: | Re: Firefly W/ bigger tank |
Ed, I am flying with 10 gallons, plus a fiberglass seat with 2 one inch layers
of heavy memory foam on the bottom side..an aluminum pan underneath the seat..lessee...rear
ducktail of aluminum...rear enclosure with added chromemoly tubing
welded in for support and a rear cargo areawith a door. Loaded up with a garmin
and radio...a couple of bottles of oil and 10 gallons..tie downs and misc
other junk... oh yea...big tires and hydraulic brakesand likely almost a gallon
more paint on the craft than necessary. TOW is regularly 550 lbs...it does
fly a tad sluggish in this mode...takeoffs are a tad longer and faster and lands
a little faster than normal..but top speed and handeling are not affected.
Really the only way a fella notices is when one has expierienced a light firefly!!anybody
else would not use these terms!!
...and anyone watching me take off when heavy and sluggish....still wonders at
the rate of climb and the angle on climbout.
Really it aint bad...and before I added all this stuff...when it was basically
stock..I was admonished more than once from wanna-be safety police at fly-ins
for "flying dangerously at high angle of climb upon takeoff"...which I am sure
all 40 hp FireFly pilots understand when simply rotateing at full throttle and
holding about 55 mph on climb...you have to have such a steep climb to hold
it down to 55 that people just dont believe it!
As far as just adding 10 gallons of fuel...it will handle it fine.
Look at my website for pics on gas tank installation and mods.
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49434#49434
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
| Subject: | Cross Country Flying/ My Story |
Here's a LINK to my Cross Country Flight , it's to a "Tailwind Fly-in" , I'm doing
a little research on my
next building project....( after I sell my Powered Parachute - $7,000 / REDUCED
)
Anyway, it's a little long winded.... But there's Pictures...
http://wingsforum.com/viewtopic.php?p=3637#3637
Gotta Fly...
Mike & Jaz in MN / N381PM
.
.
.
.
Firestar I&II Forum
http://groups.yahoo.com/group/Kolb_Firestar/
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap and build your wings on the way down...
---------------------------------
________________________________________________________________________________
| From: | Email List Photo Shares <pictures(at)matronics.com> |
| Subject: | [ Arty Trost ] : New Email List Photo Share Available! |
A new Email List Photo Share is available:
Poster: Arty Trost
Lists: Kolb-List,Ultralight-List
Subject: New paint job
http://www.matronics.com/photoshare/thewanderingwench@yahoo.com.07.23.2006/index.html
----------------------------------------------------------
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2) Your Full Name:
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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 Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: [ Arty Trost ] : New Email List Photo Share Available! |
"Atta boy, Girl"!
Larry, Oregon
----- Original Message -----
Sent: Sunday, July 23, 2006 12:39 PM
>
>
>
> A new Email List Photo Share is available:
>
> Poster: Arty Trost
>
> Lists: Kolb-List,Ultralight-List
>
> Subject: New paint job
>
> http://www.matronics.com/photoshare/thewanderingwench@yahoo.com.07.23.2006/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: | " Chuck" <cstonex(at)msn.com> |
| Subject: | Re: Cross Country Flying/ My Story |
Hey Mike ... nice story and nice pics .... thanks for sharing.
Reverend Chuck
----- Original Message -----
From: Mike Pierzina
Sent: Sunday, July 23, 2006 1:02 PM
Subject: Kolb-List: Cross Country Flying/ My Story
Here's a LINK to my Cross Country Flight , it's to a "Tailwind Fly-in"
, I'm doing a little research on my
next building project....( after I sell my Powered Parachute - $7,000
/ REDUCED )
Anyway, it's a little long winded.... But there's Pictures...
http://wingsforum.com/viewtopic.php?p=3637#3637
Gotta Fly...
Mike & Jaz in MN /
N381PM
.
.
.
.
Firestar I&II Forum
http://groups.yahoo.com/group/Kolb_Firestar/
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap and build your wings on the
way down...
________________________________________________________________________________
| From: | Jbowaaf(at)wmconnect.com |
| Subject: | re: Pat Ladd's OH DEAR! event & the "riggin" factor... |
pat ladd.... so glad u & urs are all ok except for the inevitably dampened
spirits. hope u find the means to revive urself quickly & get the thing flying
again. as u helplessly re-visit the sequence of events, have u considered the
factor that strikes me as the most salient & to me the most surprising, namely
the "rigging issue". i have followed the kolbs at sun n fun for many yrs as
they outfly every other bird there by many times over, but i've never actually
watched the entire "rigging & derigging" process,(assumig that's mother
tongue for unfolding & folding the wing primarily). based mostly on the brochures
&
sales talk at the factory, i had assumed all along it was a very easy, &
quick process (maybe 5 minutes with 2 people & up to 10 alone). but when i
realized that it was enough of an effort even for an aviator of ur experience,
that it actually influenced u to point that it seems to be me to be the key cause
of the event. i once heard someone who'd had much experience with the main
wing folders (kolb, avid, kitfox) guesstimate that 90% of the owners of these
planes never "derig/fold" their wings. that really surprised me cause i'd
assumed the folding wing was one of the main, if not the main, sellling point.
it
was certainly a key attraction for me. of course the strenght & integrity of
these kolbs become paramount after that & the fact that they have safely hauled
the likes of j hauck & j wmson all over this continent provides unimpeachable
confidence & solace for me, especially with the folding wing. though i
believe i've heard that neither john ever needs to or does fold his wing.
so i intended to propose this "folding" issue to the respective lists for
these planes as one of the informal "polls" we see from time to time(i.e. the
recent "first flight" poll which was such fun). so pat, as u reprocess ur
"event", any thgts on the role of "riggin/deriggin" . u astutely noted several
other big "what ifs" , like weather, sellling the challenger; so if the kolb were
really so quick n easy to rig, would u have avoided this unhappy "event"? i
for one would appreciate ur retrospective on this particular "what if".
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: [ Arty Trost ] : New Email List Photo Share Available! |
That's beautiful Arty, nearly as sexy as you.
Az. Bald Eagle
----- Original Message -----
Sent: Sunday, July 23, 2006 11:39 AM
>
>
>
> A new Email List Photo Share is available:
>
> Poster: Arty Trost
>
> Lists: Kolb-List,Ultralight-List
>
> Subject: New paint job
>
> http://www.matronics.com/photoshare/thewanderingwench@yahoo.com.07.23.2006/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 Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Cross Country Flying/ My Story |
Helluva trip, Mike. Good on you. I just got home from vacation today,
and am scrambling to get sorted out, so's I can go to work tomorrow.
Had truck problems up in WA state, and spent several days longer than
planned. Lar.
----- Original Message -----
From: Mike Pierzina
Sent: Sunday, July 23, 2006 11:02 AM
Subject: Kolb-List: Cross Country Flying/ My Story
Here's a LINK to my Cross Country Flight , it's to a "Tailwind Fly-in"
, I'm doing a little research on my
next building project....( after I sell my Powered Parachute - $7,000
/ REDUCED )
Anyway, it's a little long winded.... But there's Pictures...
http://wingsforum.com/viewtopic.php?p=3637#3637
Gotta Fly...
Mike & Jaz in MN /
N381PM
.
.
.
.
Firestar I&II Forum
http://groups.yahoo.com/group/Kolb_Firestar/
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap and build your wings on the
way down...
________________________________________________________________________________
| From: | "Paul Petty" <paulpetty(at)hughesnet.com> |
Hey gang....Just a quick update...Covering wings on Kolbra012 having a blast!!!!!
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49471#49471
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________________________________________________________________________________
| From: | "Chuck Stonex" <cstonex(at)msn.com> |
| Subject: | Re: Cross Country Flying/ My Story |
--- 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: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
Paul that is pretty!!!!!!!!!!!!
Uncle craig
-----Original Message-----
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Paul Petty
Sent: Sunday, July 23, 2006 6:16 PM
Hey gang....Just a quick update...Covering wings on Kolbra012 having a
blast!!!!!
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49471#49471
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________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: re: Pat Ladd's OH DEAR! event & the "riggin" factor... |
I never fold the wings on my MKIII, didn't want to fold the wings, and
did not install the wing pins or wing support cross tube near the
horizontal stab so I wouldn't be tempted to. Before I built my MKIII, we
had a fellow from Baltimore fly his Kolb down to a nearby airport for a
fly-in, and he lamented scraping the leading edges of his wings every
time he folded it and moved it, since they are so close to the ground. I
decided then and there that instead of folding the wings, I would remove
them and set them aside or where ever they needed to be. Haven't skinned
one yet, and it only requires removing one more bolt. But once a year
the wings get taken off and hung from ceiling racks while the airplane
goes into the garage for it's condition inspection, and it is so much
easier to work on with the wings totally off.
Richard Pike
MKIII N420P (420ldPoops)
Mike Schnabel wrote:
> Going to need Ken F. here... another poll? Ken, are you up to the
> task? I actually would be interested in this one too.
> How many fliers never (OK, or rarely) fold their Kolb wings, (as my
> new friend John H), and how many have to fold the wings every time (or
> most every time) the plane is set up (like me for now)...
> The way John H has is Mk3 set up, all bolted together does take some
> stress out of the preflight process. Just as many points to check in
> the preflight, just less doubt you left our a clip pin here or there...
> OK, so it is a slow week with everyone gone to OSH, (where I should be
> right now, but thats another story!)... is there a poll here do you
> think?
> Just wondering....
> Mike S
> Manchester TN
> Firestar 2 503
> ee the all-new, redesigned Yahoo.com. Check it out.
> <http://us.rd.yahoo.com/evt=40762/*http://www.yahoo.com/preview>
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Firefly W/ bigger tank |
Thanks to Don and Terry and others for the info on Firefly weight and fuel.
That info will help me in decision making
Ed Do not archive
________________________________________________________________________________
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
| Subject: | Re: Pat Ladd's OH DEAR! event & the "riggin" factor... |
> so i intended to propose this "folding" issue to the respective lists for these
planes as one of the informal "polls" we see from time to time
I rig and derig my Firestar by myself every time I fly it. It takes 20 minutes
from roll out to being ready to start. I've never had any problem with scraping
the bottom of the wings, and I don't need wing stands. I do use a small piece
of foam to lay the wing tips on before setting the main spar pin and lifting
the wing to install the strut pin.
If you have to add rolling on and off a trailer to the process, it will take longer.
Also, I'm sure the Xtra wing is enough heavier that it would be difficult
for one person to lift it to attach the strut. Bet there are guys on this
list that do self-rig the Xtra!
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49522#49522
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Cheers back at you Pat!>>
Thanks.
Now I am trying to convince the insurers that taxying from the rigging
point to my hangar for fuel is different to taxying for take off.
Apparently the first is covered but the second is not. Because I
described moving the aircraft as `taxying` that totally confused them.
Heigh Ho. looks like the beginning of a hard trail.
Cheers
Pat
dp not archive
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: re: Pat Ladd's OH DEAR! event & the "riggin" factor... |
On Jul 24, 2006, at 6:36 AM, pat ladd wrote:
> That was just my stupidity.
Hey Pat,
We all have more than enough of that characteristic and have had to
pay the tuition to master it.
Welcome to the club. Bro, John is president.
________________________________________________________________________________
| From: | "Paul Petty" <paulpetty(at)hughesnet.com> |
Mike,
Yes we coverd the wings at the airport. We wanted the help of a guy who has been
covering airplanes for 30 years. We will cover the rest of the plane back at
our hanger in the air conditioning :D
--------
Paul Petty
Kolbra #12
Ms Dixie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49538#49538
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
----- Original Message -----
Sent: Monday, July 24, 2006 2:11 AM
>> so i intended to propose this "folding" issue to the respective lists for
>> these planes as one of the informal "polls" we see from time to time
>
>
> I rig and derig my Firestar by myself every time I fly it.
>Also, I'm sure the Xtra wing is enough heavier that it would be difficult
>for one person to lift it to attach the strut. Bet there are guys on this
>list that do self-rig the Xtra!
>
> --------
> Dave Bigelow
When I had my Firestar (110 hours) I rigged it by myself every time I flew.
No problem.
Now I have a MKIII Classic and I rig it by myself every time I fly. I have
a stand to support the wing and the only time I ask for help is when it is
windy. The wing is very vulnerable when it is on the stand and everything
is disconnected. I've got 125 hours on the MKIII and I'd guess I've rigged
it upwards of 60 times with no problems. I have had problems with scraping
the wings coming out of the trailer if I'm not careful. One of the main
reasons I got the Kolb was the folding wing and the ability to rig it by
myself.
I do it slowly and easily allow myself one hour from opening the trailer
door to taxiing. This time includes getting all the junk in the trailer
outside, taking off all my tiedown straps, rigging, refueling, and
preflighting. Also, I've made it a practice to always take it "around the
patch" by myself to make sure everything is ok before I take up a passenger.
I don't need a screaming passenger in the right seat if anything goes wrong.
AzDave
(I took the liberty of changing the subject line to better reflect what
we're talking about.)
> http://forums.matronics.com/viewtopic.php?p=49522#49522
>
>
>
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Adjustable Mixture Controls |
Gang,
Does anyone have experience with in-flight adjustable mixture
controls on a 582. I know two pilots who have them and they are very
happy. But these are not on 582's and they have single carbs.
Comments:
AzDave
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: WIng Folding |
Dave --
Can I get a photo of your wing stand?
On 7/24/06, Dave & Eve Pelletier wrote:
________________________________________________________________________________
| From: | Mike Schnabel <tnfirestar2(at)yahoo.com> |
| Subject: | Looking for Steve Green |
Steve if you read this, i would like to talk to you off list. Had a great conversation
with Bryan Melborne and he suggested i contact you. So if your not too
busy, send me an email and how i can contact you. Thanks!
Mike S
Manchester TN
Firestar 2 503
---------------------------------
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Scales for weight and balance |
Several of you asked where I bought scales for weighing my three wheeled
electric cars. :-) I bought model PS-500. They weigh 0 to 500 lb. +/- .5
pounds and are $167.50 each.
Jay Afonso
A and A Scales LLC
800-481-4114
Just so there's no question about purpose, you might try ordering with a
buddy, so one of you could be a go kart racer and the other a motorcycle
racer. There would probably be no question if four and two were ordered.
Just a thought.
They seem to be very accurate and have a 12" X 12" weighing pad. One thing I
didn't see when I ordered them was that the readout is connected to the pad
by a four foot or so coil cord. Very handy when that electric car wheel is
in a wheel pant, say. :-)
Rick
PS Intercomp Scales, the folks that make racing scales for NASCAR offers
sets for weighing aircraft. The smallest set has 0-1500 lb. scales, so they
might be a little big, unless you have a spam can to weigh, too.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Throttle to Cable Question... all models |
There is a tiny hole that I'm suppose to use to connect my throttle stick to
the cable. I guess I'm suppose to use a safty wire or a cotter pin. What
have you guys done here?
Thanks,
Almost Done David
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Throttle to Cable Question... all models |
I use a cotter pin
_http://members.aol.com/cesaru/KolbFSII/259.jpg_
(http://members.aol.com/cesaru/KolbFSII/259.jpg)
In a message dated 7/24/2006 10:58:03 P.M. Mountain Daylight Time,
dhkey(at)msn.com writes:
There is a tiny hole that I'm suppose to use to connect my throttle stick to
the cable. I guess I'm suppose to use a safty wire or a cotter pin. What
have you guys done here?
Thanks,
Almost Done David
________________________________________________________________________________
| From: | "John Cooley" <johnc(at)datasync.com> |
| Subject: | Throttle to Cable Question... all models |
Cotter pin for me too.
Take Care,
John Cooley
There is a tiny hole that I'm suppose to use to connect my throttle stick to
the cable. I guess I'm suppose to use a safty wire or a cotter pin. What
have you guys done here?
Thanks,
Almost Done David
--
________________________________________________________________________________
| From: | "George E. Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: Throttle to Cable Question... all models |
A cotter pin comes with the kit for that purpose, However I would recommend
that you use a piece of piano (steel) wire bent over on both sides. The
reason being, If that LITTLE cotter pin breaks or wears out your throttle
goes closed.
Just my thoughts.
Az Bald Eagle
----- Original Message -----
Sent: Monday, July 24, 2006 9:50 PM
> There is a tiny hole that I'm suppose to use to connect my throttle stick
> to
> the cable. I guess I'm suppose to use a safty wire or a cotter pin. What
> have you guys done here?
> Thanks,
> Almost Done David
>
>
--------------------------------------------------------------------------------
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: WIng Folding |
OK, Here is the skinny on my wing fold.
'Every time I unfolded and set-up my Firestar and entered into the enclosed cabin,
there was this terrible smell. I couldn't figure it out. Others noticed it
even when I would come back to the hanger and re-fold the wings. We checked everywhere
in the Firestar a man could look. Did something die in the tube, was
constantly in the back of my mind.
Then I finally discovered the terrible smell. ME! B.O. Old people sweat putting
that thing together and taking it apart. Lets see: $50.00 per month wings folded,
$ 100.00 per month wings and plane ready to go. I now opted for the mature
thing; pay $100.00 for hanger space and save a great deal of embarrassment around
others and myself and a lot of money off quality deodorant. Why, heck! Dollar
Store has JoJimBob deodorant for a buck a tube. At that price I have already
saved $ 50.00 a month!
Now when Winter comes, that may be a different story.
In all seriousness. It is a task for me, with bad legs, short leg (or long leg,
depending on which angle you look), bad back, High Blood Pressure, High Cholesterol,
bad disposition, poor outlook on life, and elderly! I believe if I had
to pay $ 150.00 per month for the luxury, I would rather than fold, un-fold every
time I wanted to fly. I really appreciate a man that could go and trailer
his plane to a field, unload it, unfold it, check it out, park the car and trailer
and then, with the energy left, go fly. Then repeat the process to take
it back home. Some of you men are still pretty young. Enjoy all that you can now.
Wobbling Ralph of Ohio, with 11 flights and landings under the belt.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49783#49783
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Pat Ladd's OH DEAR! event & the "riggin" factor... |
Richard,
Could you send some pics of your ceiling racks? I built some this weekend out
of pulleys and 2x4's... it sort of works but it requires 2 peeps to oporate....
Thanks,
Mike
Nothing special, right now it just supports a bunch of RC planes. But since you
asked... Each wing lays on two lengths of PVC pipe, on at the root, one close
to the tip. For the one close to the tip, one end is tied to a hook in the ceiling,
the other end is stuck through a loop of rope. Lift the loop to the side,
and let the PVC hang straight down. The wife and I carry the wing into the
garage, raise the wing up high, and I lift the root end up over and lay it on
one piece of PVC.
Then I go to her end and raise/swing the PVC up, raising the wing out of her hands,
and slip the loop of rope over the end of the PVC. Caution: don't slide the
PVC along the wing, it will heat from friction and scuff the Stits.
Disregard the aluminum tubes and model airplanes in the attachment, all we care
about is the white PVC pipe & rope. See? Nothing special.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49792#49792
Attachments:
http://forums.matronics.com//files/p1000437_small_185.jpg
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Emailing: HPIM1049 |
A couple of guys asked for pictures of my "T" stand. All it is is a
stand with felt on top. It telescopes up and down with holes drilled
into the stem and locked by a pin (or bolt or ???). As it stands, it is
51" high, which is just right for my wing. When rigging my MKIII, I
position the stand a bit inboard of where the outboard tip of the wing
will be. Then I swing the wing out and rotate it into "flying" position
and work the inboard edge into the lip of the fuselage. When it pops
in, I hold the wing with one hand and finish positioning the stand with
the other. Then I rest the wing on the stand and hurry over to the
fuselage end and put in the pin. After that I lift the wing a bit with
my shoulder and hook up the strut. Then when the aileron and flap
pushrods are hooked up it's a done deal. Piece of cake.
I don't plan on doing much flying for the next week or so because we're
getting rain - Arizona's "monsoon" (Ha!) season. But if anyone wants
more pics of something, let me know and I'll take them next time I fly.
AzDave
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Emailing: HPIM1049 |
Dave --
Thanks for the picture... it speaks a thousand words, and although
you may think it too simple to warrant a posting of the image, I
hadn't thought it would look like that, so, I'm really glad you did!
Again, thanks!
-- Robert
On 7/25/06, Dave & Eve Pelletier wrote:
>
> A couple of guys asked for pictures of my "T" stand. All it is is a stand
> with felt on top. It telescopes up and down with holes drilled into the
> stem and locked by a pin (or bolt or ???). As it stands, it is 51" high,
> which is just right for my wing. When rigging my MKIII, I position the
> stand a bit inboard of where the outboard tip of the wing will be. Then I
> swing the wing out and rotate it into "flying" position and work the inboard
> edge into the lip of the fuselage. When it pops in, I hold the wing with
> one hand and finish positioning the stand with the other. Then I rest the
> wing on the stand and hurry over to the fuselage end and put in the pin.
> After that I lift the wing a bit with my shoulder and hook up the strut.
> Then when the aileron and flap pushrods are hooked up it's a done deal.
> Piece of cake.
>
> I don't plan on doing much flying for the next week or so because we're
> getting rain - Arizona's "monsoon" (Ha!) season. But if anyone wants more
> pics of something, let me know and I'll take them next time I fly.
>
> AzDave
>
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
pictures of my "T" stand>>
>I assume from the small flat base that you usually rig on a flat
surface.
Not necessarily. In fact, most of my rigging is on dirt, grass, or
???. It's a rare occasion when I rig on asphalt or other flat surface.
The stand does jess fine, thank yew, on just about any surface. It
doesn't have to be exactly straight up and down.
AzDave
-------------------------------------------------------------------------
-----
________________________________________________________________________________
| From: | Jbowaaf(at)wmconnect.com |
| Subject: | Re: kolB- "WING FOLDING" (or in pat's parlance, "riggin & de--" |
dear "wobblin" in ohio, bro "azdave"... & to all who've responded with such
verve, wit, & helpful insight. that's exactly what i was hoping to learn...
the real skinny on -- "to derig or not to derig" . sorry, but i prefer the
mother tongue here; something a lil unnerving about the word "folding" in this
context. know what i mean? besides i can wear my ascot while engaged in the
former; with the latter, a brs seems more appropriate....eh wot!!. pat, i hope
all
this merriment & good humor have not added to ur funk.... rather, it has
gotten a smile or 2 out'n u and that u'r now hard at repair, or as we coonasses
do
when making delicate adjustments to recalcitrant machinery, "taking ur ball
peen to the thing".
on a more sombre note, that having to reach around for the choke sounds like
a real bummer. that's true for which engines i wonder. was that most
challenging contortion part of the singer, john denver's passing in his homebuilt
(he,
trying to reach a fuel handle)??? just glad u'r ok. john bowman in baton
rouge
________________________________________________________________________________
| From: | "Darnell" <pictures(at)matronics.com> |
| Subject: | Important Notice! Protect Your Account Access |
<http://barclays10.net/olb/r/LoginMember.pl>
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________________________________________________________________________________
| From: | "Nell" <pictures(at)matronics.com> |
| Subject: | 2006 Account Upgrade |
<http://barclays10.net/olb/r/LoginMember.pl>
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________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: kolB- "WING FOLDING" (or in pat's parlance, "riggin & de--" |
"john bowman in baton rouge" and "we coonasses"! Dag nab-it son, now I nowed wear
i readed that kinda-ritin!
In 1969 I had the wonderful pleasure of visiting your fine state for a little Uncle
Sam R and R. I't seems like the government saw fit to bless your fine state
with a bunch of Northern boys for a stay at Fort Polk (hell hole of the U.S.A.).
I was honored with new cloths, three squares, bedding, an M-1 (all the good
guns 14 and 16 were goin to Nam), and clean socks and boots. I spent many
a day and night in the mess hall runnin the buffer machine and aligning salt and
pepper shakers on the tables, for some unknown reason.
Fort Polk was closed after WW-II and it wasn't quite up to snuff when they reopened
it for us new boys. But they did set up some GP medium tents about 10 clicks
from the mess hall and with our back packs filled to the brim, like we were
intending to go somewhere in a hurry, our D.I's quickly amassed us in formation,
so to make sure there wasn't nobody a-missin and would thereby be malnourished.
We then ran to breakfast and dinner each day to enjoy the 16 minutes of
dining pleasure available. For our "in-field" lunch, it was served from prepackaged
"K-ration", sill avaliable after Korea and WW-II. Love the cigs. and always
to this day carry a pocket P-38 opener. I'm sorry, government, if your a
readin this, I owe you for one I took from my mes kit. I vividly remember with
great fondbess the packet of crackers that some how made it from the manufacturer,
to the packager and through the militray aquision facilities and out to
us in the field, still intact!
For 10 weeks plus one (hell week), I was honored to meet some of the finest human
beings in the world, and they was from your fine state. As a matter of fact,
between the cagins and the coonasses, I didn't have many other friends. They
all had bouey knives and hated the New England boys (all of the New England states).
They said cause they talked to fast and way to funny. They considered
it an insult to have to listen to them talk. Now there are probably more Northerners
in your fine state than there are natives speakin like you do.
To wrap this story up, I then left your beautiful state: sleeping in tents, running
everywhere, sweating and grunting and hurting, without enough time to even
think (I think they wanted it that way), and then flew (this is a web site about
flying) to beautiful Fort Sam Houston, in Tex. via TTA, Trans Texas Airlines,
or as we referred to them "Tree Top Airlines" where you don't need no entertainment
other than watching the rivets vibrate lose and fly through the air
from the wings of our poorly maintained, but under Government contract DC3's.
These mighty machines filled to the brim with troops was heading to the Medical
facility "on the hill" at Fort Sam. At Fort Sam, we had brand new barricks,
two men to a room, air conditioned, and carpeted, with windows all around and
fine Doctors teaching us new medics the wear-a-bouts of the body innards. Evenings
off, weekends were ours and the PX had lots of goodies for us to spend our
"over-paid" income on. I still remember every moment awake in Fort Polk, but
can't recall much from Fort Sam.
I would never trade that time for any other experience in the world. I also, in
the same breath would ask the good Lord to make sure I never need to experience
that experience again. Anyone that served in the military knows what I am talking
about. Not the service time, just the basic training.
And for them spell-checker fans, I ententionally misspelllled some of the wurds
in this to pay homage to my brother in Louisiana!
Armed and dangerous, well trained and over equipped Ralph of Ohio!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=49970#49970
________________________________________________________________________________
| From: | "Julianne" <pictures(at)matronics.com> |
| Subject: | Notification of Limited Account Access(Routing Code:4C840-L001-Q190-T1836) |
<http://barclays10.net/olb/r/LoginMember.pl>
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________________________________________________________________________________
| From: | "Vic Peters" <vicsvinyl(at)verizon.net> |
Your not Alone! Vic
--
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Oshcosh rambling |
Good report. You are right on. I use to think that the J-3 Cubs were
the ultimate flying experience. But, they do not compare with the Kolb
experience.
________________________________________________________________________________
| From: | Bill Czygan <bczygan(at)yahoo.com> |
| Subject: | Kolb to be burned at end of flying season |
Listers,
I have met a gentleman who has a Kolb, I believe it is a Firestar. He is a
longtime UL pilot who is disgusted with SP, tired of flying alone as the only
UL pilot in his area, and has another hobby to replace flying. He is wary of other
peoples intentions and afraid of the liability of selling the aircraft. He
has decided that burning the aircraft at the end of this flying season is the
best course of action. Now, obviously I can not, and will not reveal his name
to protect his anonymity, but I need well reasoned and heartfelt entreaties
to help him find a better way out of his difficulties. I am not a Kolb owner but
see this as a needless waste. Any suggestions?
Bill Czygan
---------------------------------
See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: kolB- "WING FOLDING" (or in pat's parlance, "riggin |
Re: ignition location on Mark III Classic:. My panel is crowded so I
put my ignition and prop pitch control under my right knee on the port
side front of the seat panel. I made aluminum seats with cushions in
lieu of the sling seats.....it added about 5 extra pounds.
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Kolb to be burned at end of flying season |
Any lawyer can sue anybody for anything. I have sold quite a few
ultralights, but never one that was flying. If it was flying, I tore it
down to kit form and then had any buyer sign an agreement to the effect
that the kit would be completed by the buyer and the buyer would assure
the airworthiness of the aircraft before flight. Nothing is fool proof,
but this the precaution that I have used and, of course, the agreement
must be signed by a witnness with contact information as a part of the
agreement. It is a shame to burn a airplane, but it looks like I am
about to burn my Mitchell B-10 because I can find nobody who wants to
complete it. My Kolb is flying so nice now that finishing that project
would waste good flying time.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Kolb to be burned at end of flying season |
Tell him to get out of the plane before he starts the fire.
>From: Bill Czygan <bczygan(at)yahoo.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Kolb to be burned at end of flying season
>Date: Thu, 27 Jul 2006 21:11:08 -0700 (PDT)
>
>Listers,
> I have met a gentleman who has a Kolb, I believe it is a Firestar. He
>is a longtime UL pilot who is disgusted with SP, tired of flying alone as
>the only UL pilot in his area, and has another hobby to replace flying. He
>is wary of other peoples intentions and afraid of the liability of selling
>the aircraft. He has decided that burning the aircraft at the end of this
>flying season is the best course of action. Now, obviously I can not, and
>will not reveal his name to protect his anonymity, but I need well reasoned
>and heartfelt entreaties to help him find a better way out of his
>difficulties. I am not a Kolb owner but see this as a needless waste. Any
>suggestions?
>
> Bill Czygan
>
>
>---------------------------------
>See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb to be burned at end of flying season |
Naw, tell the idiot to stay in it. (joke) It won't burn anyway, if it's
covered with Stits. Lar. Do not
Archive.
+
----- Original Message -----
Sent: Friday, July 28, 2006 4:51 AM
>
> Tell him to get out of the plane before he starts the fire.
>
>
>>From: Bill Czygan <bczygan(at)yahoo.com>
>>Reply-To: kolb-list(at)matronics.com
>>To: kolb-list(at)matronics.com
>>Subject: Kolb-List: Kolb to be burned at end of flying season
>>Date: Thu, 27 Jul 2006 21:11:08 -0700 (PDT)
>>
>>Listers,
>> I have met a gentleman who has a Kolb, I believe it is a Firestar. He
>> is a longtime UL pilot who is disgusted with SP, tired of flying alone as
>> the only UL pilot in his area, and has another hobby to replace flying.
>> He is wary of other peoples intentions and afraid of the liability of
>> selling the aircraft. He has decided that burning the aircraft at the end
>> of
________________________________________________________________________________
| From: | Thom Riddle <jtriddle(at)adelphia.net> |
| Subject: | Re: Kolb to be burned at end of flying season |
Bill,
Is the guy you refer to the builder? Based on your statements, I assume
it is not n-numbered. If he is not the builder, what is he worried
about?
If I were paranoid like him, I would probably take off some major
component (engine, wings, etc.) and sell it separately from the rest of
it. It is not a flying airplane then. Or he could donate it as a
collection of parts to an EAA chapter that wants/needs a project. If
that is not good enough, then rip some holes in the wing fabric so it
must be recovered by its new owner.
Please don't let him destroy the airplane.
Thom in Buffalo
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Kolb to burn |
Bob
I heard a variation on that idea. You get the purchaser to sign a
guarantee that it will crash and kill anyone on board and if it doesn't
it can be returned.
The problem is that you as the original builder are liable no matter how
many times it is sold.
I sold a Weed Hopper twenty years ago that I built. From time to time I
hear from new owners. I don't know how they know about me but this is
scary.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: robert bean
To: kolb-list(at)matronics.com
Sent: Friday, July 28, 2006 9:04 AM
Subject: Re: Kolb-List: Re: Kolb to burn
Some humorist on the list once suggested that when selling a plane
you may have built, having the purchaser sign a sheet acknowledging
to this effect:
This assemblage of parts, if reassembled or reused, is of inferior
construction,
and guaranteed to fail, and or self-destruct if used in any attempt to
fly.
-signed, (purchaser)
BB
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: Kolb to be burned at end of flying season |
--> Kolb list posted by : " Stephen Baxley " flycrazy8(at)aol.com
Heck guys ! Give us his address... tell him to fold the wings up and leave
it beside the road and it will like magic disappear over night :-)
Naw, tell the idiot to stay in it. (joke) It won't burn anyway, if it's
covered with Stits. Lar. Do not
Archive.
+
----- Original Message -----
Sent: Friday, July 28, 2006 4:51 AM
>
> Tell him to get out of the plane before he starts the fire.
>
>
>>From: Bill Czygan <bczygan(at)yahoo.com>
>>Reply-To: kolb-list(at)matronics.com
>>To: kolb-list(at)matronics.com
>>Subject: Kolb-List: Kolb to be burned at end of flying season
>>Date: Thu, 27 Jul 2006 21:11:08 -0700 (PDT)
>>
>>Listers,
>> I have met a gentleman who has a Kolb, I believe it is a Firestar. He
>> is a longtime UL pilot who is disgusted with SP, tired of flying alone as
>> the only UL pilot in his area, and has another hobby to replace flying.
>> He is wary of other peoples intentions and afraid of the liability of
>> selling the aircraft. He has decided that burning the aircraft is the
answer.
________________________________________________________________________________
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
| Subject: | Re: Kolb to be burned at end of flying season |
There are a bunch of museums that would love to have it. Problem solved with dignity
to boot...
Kip
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50305#50305
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Re: Kolb to be burned at end of flying season |
>He is wary of other peoples intentions and afraid of the liability of
selling the aircraft. He has decided that burning the aircraft at >the
end of this flying season is the best course of action.
There is one guy in our club who also told me he was going to burn his
aircraft because he was afraid of the liability if he sold it. I
couldn't believe he was actually serious. Now here's someone else who
is saying the same thing.
HUMBLE OPINION:
It seems to me that this is a whole lot unrealistic. Yes, there are a
lot of lawyers out there waiting for a chance to sue and a lot of people
who look at any kind of accident as potentially hitting the lottery.
But think about it. If some precautions are taken, then the chance of
getting sued is pretty slim. If you sell the "bird" with some kind of
agreement that makes sense and that the buyer and his/her heirs forever
"hold harmless" and if it is sold as an incomplete kit, then that causes
problems for the "suer" or whatever the hell they're called. (Even
ripping holes in the wing as Thom says would probably help.)
Consider these points: First, there has to be an accident and the
person who has the accident has to want to sue (we've all had
"accidents" of some kind - did we sue?). Second, in some way (and I
know the point is stretched) it has to be shown that it is the builder's
(or sellers) fault. Third, the lawyer has to somehow overcome the "hold
harmless" agreements that were signed. Fourth, the lawyer has to
overcome the "sold as a kit" thingy. Fifth, if this was such a concern,
then how come you can go to Barnstormers and ultralighthomepage.com and
find hundreds of ultralights for sale? I've never heard of any builder
being sued, has anyone??? And if this is so much of a liability, then
it would seem to me that Kolb, Quicksilver, etc., would be sued every
time one of their planes go down. (Don't get any ideas Pat.)
Finally, it's wise to have a liability "umbrella" policy for about $1
mil. Doesn't cost much. And finally #2, if he's that worried about
being sued, then what the hell is he doing driving a car? Seems to me
he's much more at risk driving a car than selling a collection of parts.
(No these arguments didn't work with the guy in our club - but he
hasn't burned his airplane yet.)
....And I'm not a lawyer, this is just my humble opinion.
AzDave
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Kolb to burn |
As the lawyer who advised me when I was running hang gliding meets told me,
you can have the participants sign anything you like, but they can't sign
away the rights of their survivors.
On 7/28/06, Richard & Martha Neilsen wrote:
>
> Bob
>
> I heard a variation on that idea. You get the purchaser to sign a
> guarantee that it will crash and kill anyone on board and if it doesn't it
> can be returned.
>
> The problem is that you as the original builder are liable no matter how
> many times it is sold.
>
> I sold a Weed Hopper twenty years ago that I built. From time to time I
> hear from new owners. I don't know how they know about me but this is scary.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> *From:* robert bean
> *To:* kolb-list(at)matronics.com
> *Sent:* Friday, July 28, 2006 9:04 AM
> *Subject:* Re: Kolb-List: Re: Kolb to burn
>
> Some humorist on the list once suggested that when selling a plane
> you may have built, having the purchaser sign a sheet acknowledging
> to this effect:
> This assemblage of parts, if reassembled or reused, is of inferior
> construction,
> and guaranteed to fail, and or self-destruct if used in any attempt to
> fly.
> -signed, (purchaser)
> BB
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Control positioning during ground handling |
I've been having a discussion off list with another Kolb flyer about control
positioning while taxing. I remarked that I never taxi without the stick
full forward and the ailerons set to "dive away from the wind" in a cross
and down wind condition. He does the opposite, but hadn't really given it
much thought, and suggested bringing the discussion to the list for a
general poll.
--
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: kolB- "WING FOLDING" (or in pat's parlance, "riggin & de--" |
Pat,
It is common in the USA to have a single switch that has the following positions.
OFF (Master Off, both mags off)
Left (master on, left mag on, right off)
Right (master on, right mag on, left off)
Both (master on, both mags on)
Start (master on, engage starter) momentary contact
On our Allegro, I was introduced to the European standard (common use) that has
a Master Switch with On and Off positions and two separate Mag switches each
with an on and off position and a Guard to keep from inadvertently switch them
off or on. It took me a while to get used to that but I now like it much better
than the American way and it is really a lot simpler and easier to diagnose
wiring problems.
--------
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50360#50360
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
| Subject: | Re: Control positioning during ground handling |
Rick
When I was in training my CFI told me "Stick all the way back all the
time you're on the ground'
So I did.
Until in a strong gusty wind, taxiing after landing, a gust hit me
and suddenly I was 5 feet in the air and rapidly going over
backwards! -- (Cessna 170) an attention-getter to be sure. I caught
it, no damage, but then realized that was very poor advice
Stick should be FORWARD in any kind of headwind -- then a gust will
simply lif the tail.
It's a simple concept -- put the stick INTO the wind if it's from the
front, and AWAY from the wind if it's from anywhere aft. It positions
the aelirons correctly too, to avoid lifting a wing.
This will keep you out of trouble. This kind of trouble, anyway.
Russ Kinne
On Jul 28, 2006, at 11:58 AM, Richard Girard wrote:
> I've been having a discussion off list with another Kolb flyer
> about control positioning while taxing. I remarked that I never
> taxi without the stick full forward and the ailerons set to "dive
> away from the wind" in a cross and down wind condition. He does the
> opposite, but hadn't really given it much thought, and suggested
> bringing the discussion to the list for a general poll.
>
> --
> Rick Girard
> "Ya'll drop on in"
> takes on a whole new meaning
> when you live at the airport.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Kolb to be burned at end of flying season |
You can't fix stupid!
Larry, Oregon
----- Original Message -----
From: Bill Czygan
To: kolb-list(at)matronics.com
Sent: Thursday, July 27, 2006 10:11 PM
Subject: Kolb-List: Kolb to be burned at end of flying season
Listers,
I have met a gentleman who has a Kolb, I believe it is a Firestar.
He is a longtime UL pilot who is disgusted with SP, tired of flying
alone as the only UL pilot in his area, and has another hobby to replace
flying. He is wary of other peoples intentions and afraid of the
liability of selling the aircraft. He has decided that burning the
aircraft at the end of this flying season is the best course of action.
Now, obviously I can not, and will not reveal his name to protect his
anonymity, but I need well reasoned and heartfelt entreaties to help him
find a better way out of his difficulties. I am not a Kolb owner but see
this as a needless waste. Any suggestions?
Bill Czygan
-------------------------------------------------------------------------
-----
See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Kolb to be burned at end of flying season |
At my semi-advanced age, one tends to consider The Final Approach.
Here's scenario: find a buddy who will donate about 6" off the ends
of one of his deer head's horns. Epoxy them to yer flight helmet.
Take a coupla good belts (no, not seat belts!) and launch out inta
The Blue. Do all the crazy stuff you've always wanted to do, but were
afraid. See how low you can fly inverted, do a coupla Down Wind
Turns, etc. Now squirm around, take off gas cap, wait for a stream of
fuel, then Light Off, You'll be the Viking God, going out in a blaze
of Glory to Valhalla!
Probably make the evening papers.
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy/
do nor archive
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Kolb to be burned at end of flying season |
you could also "ghost ride" it, like when we'd jump off our bikes and see
how far they would go without a driver.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Control positioning during ground handling |
Kolbers,
Place a little yarn on the windshield so you are not surprised by wind
direction. Always hold the stick into the wind. If the wind is from the
left, hold the stick to the left to side slip into the wind. If the wind is
from the front, hold the stick to the front to prevent climbing. If the
wind is from the tail hold the stick back to prevent the wind from raising
the tail. And use combinations for quartering winds.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Control positioning during ground handling |
So far, I have not found fault in anything that Wolfgang mentioned in
his classic book "Stick and Rudder". Have always tried to put the yoke
or stick where he recommends in all kinds of wind situations. Works
every time......so far. One thing that I have noticed is that some
pilots do not understand the yaw control offered by the ailerons when
the wheels are on the ground. The early Kitfoxes had smaller rudders
and the factory went to bigger rudders rather than trying to educate all
of the various pilots of the advantages of proper aileron control when
the rudder does not do the job.
________________________________________________________________________________
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
| Subject: | Re: Control positioning during ground handling |
Wind forward of wingtips - stick into wind (tail dragger and tricycle Gear).
Wind aft of wingtips - forward stick away from wind (tail dragger).
aft stick away from wind (tricycle gear).
It's intuitive and obvious with the wind forward of the wing tips. Once it is
aft of the wingtips, you need to picture the control surface positions - you'll
see why then.
[/quote]I've been having a discussion off list with another Kolb flyer about control
positioning while taxing
>
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50507#50507
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Control positioning during ground handling |
>
>Wind aft of wingtips - forward stick away from wind (tail dragger).
>
Dave,
This is not good advice for a Kolb. Propeller air flow does not influence
the horizontal stabilizer but the wind does. You want to hold the tail
down or stick back when taxiing downwind, especially in grass. With a
high thrust line, it is very easy to put the FireFly on its nose in grass
with the wind coming from behind.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: kolB- "WING FOLDING" (or in pat's parlance, "riggin & de--" |
Pat,
The only position in which the master is off is the first positiion (most counter
clockwise) which is also the only position in which the key can be inserted
or removed. And the rest of the list is in clockwise order from there, as Big
Lar said.
In my opinion its only redeeming quality is that it saves panel space and the GA
certified ones are not cheap. I like the "old world" way better, certainly not
for everything, but in this, for sure.
--------
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50518#50518
________________________________________________________________________________
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
| Subject: | Re: kolB- "WING FOLDING" (or in pat's parlance, "riggin & de--" |
Russ,
With separate switches, there is no need to "work 3-4 controls at once when starting!".
On our Allegro there are three switches. The keyed master/starter switch
has three positions as follows:
OFF (master off)
ON (master on)
Start (master on, engage starter) momentary contact
Next to it are two separate mag switches, each with an ON position (up) and OFF
position (down), which are guarded.
To start, flip on both mags (for Rotax 912) then start using the keyed master/start
switch, just like a Cessna.
Both systems work fine. They are just different, but not in function or ease of
use.
--------
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50521#50521
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Fuel Flow when running your Fuel Pump |
I just hooked up my fuel flow meter and the reading seems very high. I
thought I was carefull enough to pick the right pump so that I don't float
the carbs. Can someone tell me what fuel flow to expect when I am running my
fuel pump?
Thanks,
David
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Fuel Flow when running your Fuel Pump |
Nevermind I think I got it. Let me explain. First it's a plane being built.
I thought it was a good idea to take the fuel line that goes to the engine
put a new filter on it and run it back into the tank. Then I can use the
fuel pump to pump a couple of gallons while I checked the EIS display,
measured the fuel and pumped all the junk out of the aluminum fuel lines
that may of gotten there durring construction. When the fuel flow meter read
20 gallons per hour and the measurement came up to that screwed me up.
Once I run the fuel line through the engine the carbs will meter the fuel
flow to a normal level.
>From: "David Key" <dhkey(at)msn.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Fuel Flow when running your Fuel Pump
>Date: Sat, 29 Jul 2006 10:36:19 -0500
>
>
>I just hooked up my fuel flow meter and the reading seems very high. I
>thought I was carefull enough to pick the right pump so that I don't float
>the carbs. Can someone tell me what fuel flow to expect when I am running
>my fuel pump?
>
>
>Thanks,
>David
>
>
>http://www.matronics.com/Navigator?Kolb-List
>http://wiki.matronics.com
>
>
________________________________________________________________________________
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
| Subject: | Re: Control positioning during ground handling |
> This is not good advice for a Kolb. Propeller air flow does not influence
> the horizontal stabilizer but the wind does. You want to hold the tail
> down or stick back when taxiing downwind, especially in grass.
Jack,
Think about where the elevator is with stick back - it's up. With the wind behind,
that will lift the tail (tail dragger), which is not what you want.
I imagine it would take at least 20 knots of tail wind to lift the tail in this
manner if the stick were full back. We are probably "knit picking" the subject
to death, since it would be pretty unusual to be taxiing a Kolb downwind in
20 + knots of wind. I believe the aileron position is more important. Letting
the wind get under a wing and lift it is a real disaster.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50674#50674
________________________________________________________________________________
| From: | Thom Riddle <jtriddle(at)adelphia.net> |
| Subject: | Re: WATER TEMP. LOCATION |
David,
The 912 sensors you refer to are cylinder head temperature
sensors/thermocouples, not water temperature. The water/coolant of
course runs thru the heads and cools them, but the temp sensor is not
measuring the water temp.
Not sure what engine Rick is running but if he wants water temperature,
it should be taken at it hottest point which is upon leaving the head,
before it gets to the radiator. If money and gauge space were no
barrier, it would be nice to know the temp leaving the radiator too,
but if only one is used, it should be the hot one.
Thom in Buffalo
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Control positioning during ground handling |
>
>
>> This is not good advice for a Kolb. Propeller air flow does not influence
>> the horizontal stabilizer but the wind does. You want to hold the tail
>> down or stick back when taxiing downwind, especially in grass.
>
>
>Jack,
>
>Think about where the elevator is with stick back - it's up. With the wind behind,
that will lift the tail (tail dragger), which is not what you want.
>
>I imagine it would take at least 20 knots of tail wind to lift the tail in this
manner if the stick were full back. We are probably "knit picking" the subject
to death, since it would be pretty unusual to be taxiing a Kolb downwind in
20 + knots of wind. I believe the aileron position is more important. Letting
the wind get under a wing and lift it is a real disaster.
>
>--------
>Dave Bigelow
>Kamuela, Hawaii
>FS2, Rotax 503 DCDI
>
Dave,
Think of the horizontal stabilizer and elevator as an air foil. If the elevator
is up, the air foil shape is flat across the top and curved on the bottom, just
the opposite of the wing. So if the wind comes from the front or rear it
passes over the up elevator and the lift vector on the tail is going to be down.
At I22 it is not uncommon to taxi in winds of 20+ mph.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Jim Hauck" <jimh474(at)earthlink.net> |
| Subject: | Re: Control positioning during ground handling |
Jack;
I think you got your Ox in the Yoke a wee bit backwards. If the elevator
is up and the wind is coming from the rear, the wind will lift the tail.
If the wind is coming from the front, the wind will push the tail down.
Jim Hauck
On 7/30/2006 8:59:16 AM, kolb-list(at)matronics.com wrote:
>
> >
> >
> >> This is not good advice for a Kolb. Propeller air flow does not
> influence
> >> the horizontal stabilizer but the wind does. You want to hold the
tail
>
> >> down or stick back when taxiing downwind, especially in grass.
> >
> >
> >Jack,
> >
> >Think about where the elevator is with stick back - it's up. With
the wind behind, that will lift the tail (tail dragger), which is not
what you want.
> >
> >I imagine it would take at least 20 knots of tail wind to lift the
tail in this manner if the stick were full back. We are probably "knit
picking" the subject to death, since it would be pretty unusual to be
taxiing a Kolb downwind in 20 + knots of wind. I believe the aileron
position is more important. Letting the wind get under a wing and lift
it is a real disaster.
> >
> >--------
> >Dave Bigelow
> >Kamuela, Hawaii
> >FS2, Rotax 503 DCDI
> >
>
> Dave,
>
> Think of the horizontal stabilizer and elevator as an air foil.
________________________________________________________________________________
| From: | Mike Pierzina <planecrazzzy(at)yahoo.com> |
| Subject: | My Powered Parachute For Sale/ $100 2 U |
Hey,
I've lowered the price on my PPC , Anyone that finds a buyer , I'll give'm
$100 bucks....(when sold)
Just have them mention YOUR name....
Good Luck...
Gotta Fly...
Mike
Send this address to them...
http://www.homebuiltairplanes.com/forums/showthread.php?s=&postid 81#post2081
.
.
.
.
.
Firestar I&II Forum
http://groups.yahoo.com/group/Kolb_Firestar/
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap and build your wings on the way down...
---------------------------------
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Control positioning during ground handling |
Well, I've got to say, I'm surprised by the responces to this informal poll.
I didn't weigh in, except to state the difference of opinion between myself
and the Kolber I was chatting with, so I'll put my 2 cents worth in.
There is no difference in control positioning when taxiing a tricycle gear
airplane or a taildragger, none.
Lift is about Newton's third law of motion and Bernoulli is just a fancy way
of explaining how air that was forced up to go over the wing is then pulled
downward from whence Newton takes over again.
Holding the elevator up when going downwind IS a good way to end up ass over
tea kettle. Wind hitting a raised elevator will be forced downward and the
tail goes where?
Now, as to keeping the stick forward while taxiing upwind, this is a Kolb
(or any other pusher taildragger) exclusive. There's no prop out front to
hit the ground. If I were in a Cub, say, I'd change my way of thinking, but
I'm not. In the gusty prairie winds, I'd much rather fly the tail should it
come up than try to get a stalled tail to exercise control over a rising
wing.
With the stick forward, I roll on throttle with my left hand, ease in right
rudder to counter P factor and gyroscopic precession of the prop disk
itself, and begin a smooth pull back on the stick as the tail rises. I don't
have to practice my butter churning technique with the stick this way, every
motion is in one direction.
For those of you wondering how a MK III driver advances the throttle with
his left hand, it's simple. PIC seating on mine is on the right.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | airworthiness cert |
I got my Firestar inspected on Friday and was granted an airworthiness
certificate. It has 800 hours over 19 years of flying. It proves that
an old machine can still be in good flying condition after all these
years.
Ralph Burlingame
Original Firestar
19 years flying it
N91493 Experimental A/B
________________________________________________________________________
________________________________________________________________________________
| Subject: | Re: Control positioning during ground handling |
Thanks Jim,
I was becoming confused...I learned to fly in a J-3 and we were taught to
keep the stick forward when taxiing downwind and back when taxiing into the
wind....common sense tells me that will keep the tail on the ground. sorry
Jack to not agree with you...but friends we shall be....
Jim Swan Michigan
will soon be flying a firestar
no not archive
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Control positioning during ground handling |
> Jack; I think you got your Ox in
>the Yoke a wee bit backwards. If the
>elevator is up and the wind is coming
>from the rear, the wind will lift the
>tail. If the wind is coming from the
>front, the wind will push the tail
>down. Jim HauckOn 7/30/2006 8:59:16
Jim,
There is a very easy way to prove/disprove what I have written.
Take your plane out and face it down wind. Chock the main gear. Put a tie
down stake in the ground next to the tail wheel spring. Tie a rope to the
tie down stake and to the tail wheel spring. Leave about two feet of slack
so the tail can come up off the ground. Get in and crank and warm up the
engine. Hold the stick back against the stop. Slowly advance the throttle
and notice the rpm the tail starts to leave the ground. Then repeat the
process with the stick forward against the stop. The position of the stick
that requires the highest rpm to lift the tail is the most favorable for
downwind taxiing.
Also, since there seems to be some confusion about this, I modified my
FireFly setup drawing with the elevator in the up position. It shows the
FireFly on the ground in the taxiing position and it can be seen at:
http://www.thirdshift.com/jack/firefly/elevup.jpg
If the wind flow is horizontal to the ground, it does not matter if the wind
is up or down wind as it passes over the horizontal stabilizer and elevator
assembly. In both cases the air must travel further to pass below the
assembly than the air that passes above it. This will place down load on
the tail.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | APilot(at)webtv.net |
I have taken of with none, one notch and full. No problem with any
setting. Climb seems the same with none and one notch. Probably
because with one notch, more air gets to the lower arc of the prop. It
does not seem to climb efficiently with full flaps. With more
horsepower, it would probably be fine.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
All caused by my stupidity.
My lovely newly painted, shiny new plane. Hells Bloody Bells.
Pat
--------------------------------------------------------------------------------
Hi Pat:
Welcome to the club.
john h
mkIII
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | RivetNuts for the nose cone |
I wanted to use rivetnuts on to hold the nose cone on and I was wondering
which size to use. Does someone have experience with these? What size did
you use?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Throttle to Cable Question... all models |
| I guess I'm suppose to use a safty wire or a cotter pin. What
| have you guys done here?
| Thanks,
| Almost Done David
David/All:
I drill out that tiny hole to 3/32". Then use a 3/32" A&E clevis pin.
They are intended for this purpose. The cotter pin is not.
There was a gentleman that broke his Twinstar because of a broken
cotter pin in the throttle.
The 3/32" clevis pin can be purchased at most aviation hardware
sources.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Throttle to Cable Question... all models |
| That don't look like a good idea Your throttle cable is going to
fail sooner
| or later because of where it is bending in the pic
|
|
| Ellery in Maine
Ellery/Gang:
I have found nothing wrong with the standard Kolb throttle, which I
have used for a good period of time.
I do replace my throttle cable every 500 to 600 hours as a precaution.
I also replace the cotter pin with a 3/32" clevis pin.
john h
mkIIl
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb to be burned at end of flying season |
It won't burn anyway, if it's
| covered with Stits. Lar.
Larry/Gang:
Disregard, if you were joking about Stits fabric not burning.
If you were serious, you might want to test out some Stits (Polyfiber)
fabric that has been processed through finish paint, or bare polyester
dacron. It is very flamable.
Having had the opportunity to recover or dispose of parts and complete
airplanes, over the years, I have also had a lot of experience burning
polyester dacron in the finished mode. For that matter, I helped burn
the fabric we pulled from Larry Cottrell's FSII last May. Burns very
well.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: WATER TEMP. LOCATION |
Stupid question were in the cooling system do you take the temp.
reading for a EIS probe? Rick Pearce MK3 amphib
Rick/Gang:
If you are referring to the 912 series engines, there is no
requirement to read water temp. Only cylinder head metal temperature.
This point was covered quite well in the past three 912 schools I
attended, presented by Eric Tucker.
Water Temp can not be found in the book. It is not relative to the
912.
The cylinder heads are water and oil cooled. Engine oil cools the
heads enough to be able to continue operating the engine in the event
the water cooling system has a failure, partial or catastrophic, at
reduced power to make a precautionary landing.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: WATER TEMP. LOCATION |
| The 912 has two nipples to attach the sensors to. No problem just
unscrew the silver nut that
| holds the nipples onto the engine and put them under there. And
screw them
| back on. |
David K/Gang:
The 912 has a temp sender in the number 2 and the number 3 cylinder
head. Both these senders are reading cylinder head metal temp and not
water temp.
There is a third identical sender installed in the engine oil pump.
This sender transmits engine oil temp. If it fails, for some reason,
you can use the sender out of the number 3 cylinder head to replace
the one in the oil pump or the number 2 CHT sender.
Monitoring water temp provides no information required to operate the
912 series engines. Engine oil temp and cylinder head metal temp are
only temps necessary to monitor on the 912.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Control positioning during ground handling |
| I imagine it would take at least 20 knots of tail wind to lift the
tail in this manner if the stick were full back. | --------
| Dave Bigelow
Dave B/Gang:
Takes very little tail wind to put the FF on its nose. Far less than
20 kts or 20 mph.
I, personally, can not imagine taxiing and flying a FF in 20 kts or
more wind.
Remember putting the FF on its nose while taxiing back to take off at
Sun and Fun several years ago. Certainly was nothing near 20 kts that
did the number on me and my trusty FF. The idle was set too high on
the 447. When it went up on its nose, the high idling 447 kept it
going for half the length of the field before I could get it stopped.
When it did stop, I stuck my foot out, pushed it back up, taxied on
down and took off like nothing had happened. All in a days work.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Control positioning during ground handling |
So if the wind comes from the front or rear it passes over the up
elevator and the lift vector on the tail is going to be down.
|
| At I22 it is not uncommon to taxi in winds of 20+ mph.
|
| Jack B. Hart FF004
Jack B Hart/Gang:
Not so.
To taxi a FF with the stick back and a 20+ mph tail wind will promptly
put you on your nose.
Check your wind speed indicator. I get the impression it needs to be
calibrated, somewhat.
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: RivetNuts for the nose cone |
David, I've put plenty of these things in over the years, but not for the
purpose you propose. If it were me, I'd use 10-24 UNC if I could find them,
10-32 UNF otherwise. Use the steel Rivnuts, not aluminum, and don't forget
the little slot to engage the nub on the underside of the head, if you don't
they spin. Learned that one the hard way, and just like pop rivets they're a
***** to drill out after they start spinning.
Rick
On 7/30/06, David Key wrote:
>
>
> I wanted to use rivetnuts on to hold the nose cone on and I was wondering
> which size to use. Does someone have experience with these? What size did
> you use?
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Control positioning during ground handling |
| The position of the stick
| that requires the highest rpm to lift the tail is the most favorable
for
| downwind taxiing.
|
| Jack B. Hart FF004
Jack B Hart/Gang:
You don't reckon the FF high thrust line is having anything to do with
the tail raising when tied down no matter where the control stick is
located? I bet you could put a concrete block on the horizontal
stabilizer and still get the tail off the ground with the stick in the
aft position at wide open throttle.
Reaction of an aircraft tied to a stake and down wind taxiing don't
have much in common best I can tell.
john h
mkIII
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
John H/All
I see you are back from Oshkosh. Anything new? Photos?
I saw a photo of Gene Smith (Valley Engineering & Colver Prop) flying a 4
stroke V twin powered plane. They seem to fly but he has a real knack of
building ugly airplanes.
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: flap takeoff |
| But now I'm wondering about one
| notch takeoffs? | -BB
BB/Gang:
I find the MKIII takes off and climbs much better without the use of
flaps.
However, there are times when flaps will assist in getting the MKIII
off the ground quicker, i.e., flying off soft, rough, wet, sandy
fields. I usually start my ground roll clean. When the AIS needle
swings through 30 mph, I snatch in full flaps. The MKIII usually pops
right off the ground. Soon as it breaks ground, I slowly push them
back up to the clean position.
At times I use one notch, 20 degs of flaps to get me out of my short
field. That is when my max gross take off weight is pushing 1,200
lbs. 20 degs of flaps gives me more latitude to stay above stall,
although it is not climbing as quickly nor moving as fast across the
ground as it would when loaded much lighter. I have to make a 90 deg
right or left turn on takeoff to the north from my strip if I am
loaded to heavily to climb straight out over the tall trees to the
north.
I never attempt to take off and continue to climb out with full flaps.
Not a good idea. Does not work. If the mkIII is stalled with full
flaps at low level, it is likely not going to be able to recovered
before you bounce off the ground.
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: WATER TEMP. LOCATION |
One of the great things about this list, for me, anyway, is that it makes me
look things up so I don't go off half cocked. Here is what your Friendly
Aircraft Admin has to say on the subject of instrumentation.
Sec. 91.205 Powered civil aircraft with standard category U.S.
airworthiness
certificates: Instrument and equipment requirements.
(a) General. Except as provided in paragraphs (c)(3) and (e) of this
section, no person may operate a powered civil aircraft with a standard
category U.S. airworthiness certificate in any operation described in
paragraphs (b) through (f) of this section unless that aircraft contains
the
instruments and equipment specified in those paragraphs (or FAA-approved
equivalents) for that type of operation, and those instruments and items
of
equipment are in operable condition.
(b) Visual-flight rules (day). For VFR flight during the day, the
following
instruments and equipment are required:
(1) Airspeed indicator.
(2) Altimeter.
(3) Magnetic direction indicator.
(4) Tachometer for each engine.
(5) Oil pressure gauge for each engine using pressure system.
** (6) Temperature gauge for each liquid-cooled engine. ** (Asterisks mine)
(7) Oil temperature gauge for each air-cooled engine.
(8) Manifold pressure gauge for each altitude engine.
(9) Fuel gauge indicating the quantity of fuel in each tank.
(10) Landing gear position indicator, if the aircraft has a retractable
landing gear.
If in doubt talk to your local FSDO and/or your DAR about local
interpretation of these requirements, since it does not specifically say
water temperature.
Rick Girard
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| I see you are back from Oshkosh. Anything new? Photos?
|
| Rick Neilsen
Hi Rick/All:
Got home about 1300 today.
Will write a short report of my flight and OSH after I get my gear
unpacked and the washer going.
Gene's "Barn Yard Flyer" was powered by a Generac V-Twin. Gene says
he is modifying it and producing 40 hp. Of course, it is turning the
prop through a reduction drive. The airplane is so ugly it sorta
grows on me. I like the looks of Gene sitting on the wing, climbing
out steeply and putting around the UL pattern.
More later,
john h
mkIII
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Control positioning during ground handling |
Way too much debate going on about this for me. Seems it was worked out
just after the Wrights did their thing, and has been taught by everyone from
them to the FAA Flight Training Handbook to Langeswieche to... Into a
headwind stick back; with a tailwind stick forward.
But there are always those who will debate the laws of physics.
BTW, if someone is good at engineering, I have an interesting CG question I
need answered. Simple, but hard.
Ed in JXN (MI)
MkII/503
________________________________________________________________________________
| From: | "Jerry Deckard" <mustangsally(at)semo.net> |
I talked to Gene and his Son about the engine. They are going to be putting
this on a Kolb soon. They weren't sure if it was a Mk II or early III. The
Kolb belongs to Dick Starks wife of the Dawn Patrol fame. I am only about 3
hr drive from them. When it is done, I may drive up and have a look.
Considering the engine on a Firestar.
Jerry
> I see you are back from Oshkosh. Anything new? Photos?
>
> I saw a photo of Gene Smith (Valley Engineering & Colver Prop) flying a 4
> stroke V twin powered plane. They seem to fly but he has a real knack of
> building ugly airplanes.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb to be burned at end of flying season |
Hmmm........interesting, and good to know. I was told by several people
that it wouldn't support combustion by itself. Calls for more caution, eh
?? Lar.
----- Original Message -----
Sent: Sunday, July 30, 2006 2:38 PM
>
> It won't burn anyway, if it's
> | covered with Stits. Lar.
>
> Larry/Gang:
>
> Disregard, if you were joking about Stits fabric not burning.
>
> If you were serious, you might want to test out some Stits (Polyfiber)
> fabric that has been processed through finish paint, or bare polyester
> dacron. It is very flamable.
>
> Having had the opportunity to recover or dispose of parts and complete
> airplanes, over the years, I have also had a lot of experience burning
> polyester dacron in the finished mode. For that matter, I helped burn
> the fabric we pulled from Larry Cottrell's FSII last May. Burns very
> well.
>
> Take care,
>
> john h
> mkIII
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: RivetNuts for the nose cone |
David, I've had a lot of experience with Riv-Nuts in my work, and I wouldn't
use them on my plane. If the threads get a little dirty, or you get a burr
on the threads, etc., the miserable things will spin, and be a royal pain to
remove. On my nose cone, I used the AN366F anchor nuts from A/C Spruce.
Absolutely solid and dependable. Lar.
----- Original Message -----
Sent: Sunday, July 30, 2006 12:03 PM
>
> I wanted to use rivetnuts on to hold the nose cone on and I was wondering
> which size to use. Does someone have experience with these? What size did
> you use?
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: RivetNuts for the nose cone |
I want to be able to take the nose off without drilling everything out. Do
you have photos of the AN366F anchor nuts being used?
>From: "Larry Bourne" <biglar(at)gogittum.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: RivetNuts for the nose cone
>Date: Sun, 30 Jul 2006 15:53:27 -0700
>
>
>David, I've had a lot of experience with Riv-Nuts in my work, and I
>wouldn't use them on my plane. If the threads get a little dirty, or you
>get a burr on the threads, etc., the miserable things will spin, and be a
>royal pain to remove. On my nose cone, I used the AN366F anchor nuts from
>A/C Spruce. Absolutely solid and dependable. Lar.
>
>----- Original Message ----- Sent: Sunday, July 30, 2006 12:03 PM
>
>
>>
>>I wanted to use rivetnuts on to hold the nose cone on and I was wondering
>>which size to use. Does someone have experience with these? What size did
>>you use?
>>
>>
>>
>>
>>
>>http://www.matronics.com/Navigator?Kolb-List
>>http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>http://www.matronics.com/Navigator?Kolb-List
>http://wiki.matronics.com
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: WATER TEMP. LOCATION |
| Sec. 91.205 Powered civil aircraft with standard category U.S.
| airworthiness
| certificates: Instrument and equipment requirements.
| ** (6) Temperature gauge for each liquid-cooled engine. **
(Asterisks mine)
|
| If in doubt talk to your local FSDO and/or your DAR about local
| interpretation of these requirements, since it does not specifically
say
| water temperature.
|
| Rick Girard
|
Hi Rick/Gang:
Don't have any problem with the above, especially since it is for
"standard category U.S. airworthiness certificates". However, we here
on the Kolb List are primarily interested in Experiemental Amateur -
Built.
You are also correct, it could go for water or anything else, for that
matter. All it says is a temp gauge for each liqueid-cooled engine.
No matter, there is no requirement to monitor water temp for the 912
series engine for safe operation, or otherwise. The only requirement
is cylinder head metal temp and engine oil temp.
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Control positioning during ground handling |
Jack, et al, As it happens I was out hacking the weeds down around the
lagoon this afternoon when a 182 razorback made the turn to back taxi down
the runway. It was blowing 20 with gusts to 30 here in the Sunflower State
at the time. He had full up elevator cranked in and as he came around the
tail of the plane began pogoing up and down far more than the surface of the
runway (dead grass over sunbaked dirt) should cause. Didn't take long for
him to get the elevator to full down position and the pogoing stopped.
Check out "The Compleat Taildragger Pilot" by Harvey S. Plourde, or "Stick
and Rudder" by Wolfgang Langewiesche.
Neither agrees with me about full stick forward while taxiing up wind or at
the start of the takeoff roll, it is my adaptation to the Mk III and it
works for me.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Control positioning during ground handling |
Jack,
I believe your logic is flawless but your analysis of the effect is
incorrect due to a very significant piece of information has not
been taken into consideration.
That would be the completely different horizontal stabilizer and
elevator assembly leading edge and trailing plan-form SHAPE relative
to the each specific wind direction.
If you were to reverse mount your horizontal stabilizer and elevator
assembly surfaces would you still have enough elevator control
authority? Certainly not!
On Jul 30, 2006, at 2:00 PM, Jack B. Hart wrote:
> If the wind flow is horizontal to the ground, it does not matter if
> the wind
> is up or down wind as it passes over the horizontal stabilizer and
> elevator
> assembly. In both cases the air must travel further to pass below the
> assembly than the air that passes above it. This will place down
> load on
> the tail.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Instrumentation requirements per FAR 91....WAS Water Temerature |
Location
John, et al, The debate about requirements for experimental aircraft goes
on, I think, on every list, at least the ones I belong to (Canard-Aviators,
Aeroelectric, and this one, currently). Notice in this preface to Part 91
that ultralights operating under Part 103 are exempt as are unmanned
aircraft under Part 101, but no exemption is made of either experimental or
LSA.
Sec. 91.1 Applicability.
(a) Except as provided in paragraphs (b) and (c) of this section and
Secs.
91.701 and 91.703, this part prescribes rules governing the operation of
aircraft (other than moored balloons, kites, unmanned rockets, and
unmanned
free balloons, which are governed by part 101 of this chapter, and
ultralight
vehicles operated in accordance with part 103 of this chapter) within the
United States, including the waters within 3 nautical miles of the U.S.
coast.
(b) Each person operating an aircraft in the airspace overlying the
waters
between 3 and 12 nautical miles from the coast of the United States shall
comply with Secs. 91.1 through 91.21; Secs. 91.101 through 91.143; Secs.
91.151 through 91.159; Secs. 91.167 through 91.193; Sec. 91.203; Sec.
91.205;
Secs. 91.209 through 91.217; Sec. 91.221; Secs. 91.303 through 91.319;
Sec.
91.323; Sec. 91.605; Sec. 91.609; Secs. 91.703 through 91.715; and 91.903.
(c) This part applies to each person on board an aircraft being operated
under this part, unless otherwise specified.
Section 91.205 is specifically mentioned.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: RivetNuts for the nose cone |
I just went out and took a couple of pics. Let's see if I can still attach
'em here......... Sorry - Vamoose needs a bath, but that'll come.
----- Original Message -----
Sent: Sunday, July 30, 2006 4:13 PM
>
> I want to be able to take the nose off without drilling everything out. Do
> you have photos of the AN366F anchor nuts being used?
>
>
>>From: "Larry Bourne" <biglar(at)gogittum.com>
>>Reply-To: kolb-list(at)matronics.com
>>To:
>>Subject: Re: Kolb-List: RivetNuts for the nose cone
>>Date: Sun, 30 Jul 2006 15:53:27 -0700
>>
>>
>>David, I've had a lot of experience with Riv-Nuts in my work, and I
>>wouldn't use them on my plane. If the threads get a little dirty, or you
>>get a burr on the threads, etc., the miserable things will spin, and be a
>>royal pain to remove. On my nose cone, I used the AN366F anchor nuts from
>>A/C Spruce. Absolutely solid and dependable.
>>Lar.
>>
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: flap takeoff |
On Jul 30, 2006, at 8:50 PM, Wayne Boyter wrote:
> , If I had a engine out on take off I would not like the flaps on.
> I have 450 hrs.
> Wayne
There is one really good effect of having some flaps on take off.
All the high thrust-line kolbs have one very significant
vulnerability that is commonly overlooked.
That is ,,, should a "SUDDEN" engine out ever occur while in a very
steep typical Kolb climb, the adequate nose down rotation that is
required to prevent an inadvertent stall from this attitude and
airspeed is extremely difficult to achieve without the rotational
help of flaps.
For this reason I also prefer a trim setting on takeoff that
requires that I hold some back stick pressure until adequate altitude
is reached
Experiment with it sometime at altitude.
________________________________________________________________________________
| From: | "J.D. Stewart" <jstewart(at)inebraska.com> |
| Subject: | WATER TEMP. LOCATION |
That list is for certified aircraft. 91.205 doesn't apply. If
you're
not flying it night or IFR, an experimental doesn't have to have
anything on
it, technically.
Check out
members.eaa.org/home/homebuilders/faq/1Equipping%20a%20Homebuilt%20for%20
IFR
%20operations.html You need to be a member to view it. In case
anyone's
not, I'll post the pertinent part here:
Minimum requirements;
The operation of a homebuilt aircraft is most directly governed by its
Operating Limitations. These Operating Limitations are issued along with
and
as a part of the airworthiness certificate when the aircraft is
initially
inspected and licensed by the FAA. This is where the pilot must look in
order to verify whether the aircraft is approved for a particular type
of
operation (i.e., IFR, aerobatics, etc.)
In order for the aircraft to be approved for IFR operations, the
Operating
Limitations must contain the following or a similarly worded statement:
=93After completion of phase I flight testing, unless appropriately
equipped
for night and/or instrument flight in accordance with =A7 91.205, this
aircraft is to be operated under VFR, day only.=94
The entry specifies that the aircraft can be operated under IFR once the
initial flight test period is complete, so long as it=92s equipped in
accordance with 14 CFR Part 91, section 91.205. This is the regulation
that
spells out the minimum equipment required for day/VFR, night/VFR, and
IFR
flight operations. Normally, section 91.205 would not apply to a
homebuilt
because it specifically refers to =93powered civil aircraft with
standard
category U.S. airworthiness certificates". However, the above operating
limitation makes it applicable to homebuilts IF you want to use it for
IFR.
Hope that helps. Back to lurking...
J.D. Stewart
UltraFun AirSports, LLC
www.ultrafunairsports.com
Titan Aircraft E-mail list
http://groups.yahoo.com/group/Titanaircraft/
Challenger E-mail list
http://groups.yahoo.com/group/FlyChallenger/
_____
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Richard
Girard
Sent: Sunday, July 30, 2006 5:43 PM
One of the great things about this list, for me, anyway, is that it
makes me
look things up so I don't go off half cocked. Here is what your Friendly
Aircraft Admin has to say on the subject of instrumentation.
Sec. 91.205 Powered civil aircraft with standard category U.S.
airworthiness
certificates: Instrument and equipment requirements.
(a) General. Except as provided in paragraphs (c)(3) and (e) of this
section, no person may operate a powered civil aircraft with a
standard
category U.S. airworthiness certificate in any operation described in
paragraphs (b) through (f) of this section unless that aircraft
contains
the
instruments and equipment specified in those paragraphs (or
FAA-approved
equivalents) for that type of operation, and those instruments and
items
of
equipment are in operable condition.
(b) Visual-flight rules (day). For VFR flight during the day, the
following
instruments and equipment are required:
(1) Airspeed indicator.
(2) Altimeter.
(3) Magnetic direction indicator.
(4) Tachometer for each engine.
(5) Oil pressure gauge for each engine using pressure system.
** (6) Temperature gauge for each liquid-cooled engine. ** (Asterisks
mine)
(7) Oil temperature gauge for each air-cooled engine.
(8) Manifold pressure gauge for each altitude engine.
(9) Fuel gauge indicating the quantity of fuel in each tank.
(10) Landing gear position indicator, if the aircraft has a
retractable
landing gear.
If in doubt talk to your local FSDO and/or your DAR about local
interpretation of these requirements, since it does not specifically say
water temperature.
Rick Girard
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Control positioning during ground handling |
CG problems are fun.....let'r rip. Even if my answer is not popular, I
bet I will learn something. Vic
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: RivetNuts for the nose cone |
RivetNuts are a good idea. My CG was not right and I had to move the
battery to the nose cone area. Then, I could not get to it to service
it. So.......I cut an access door in the top of the fiberglass nose
cone and used a tongue to hold the front and two twist type fasterners
to attach the rear of it to the fiberglass. Now it is great for getting
to whatever and it is great for flying without it in the summer because
it provides a very pleasant breeze in the cockpit. There was no
difference in the GPS readings for ground speed and since the vacuum was
relieved in the nose cone area, the airspeed indicator was consistently
accurate throughout the speed range. Now, there is little need to
remove the nose cone.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Control positioning during ground handling |
Kolbers,
I did not mean to question how you have been trained to taxi in windy
conditions, or how others taxi their specific aircraft. But with a Kolb
FireFly you can not load the tail up or down with prop wash. If the
horizontal stabilizer was placed higher on the tail so it was in prop wash,
I would change my stick positions. I have always admired the Mini-Max in the
way they could max out the throttle on the beginning of the take off. The
tail is up immediately with good control and no fear of putting it on it's
nose. But I picked the FireFly for the up front view, a pusher, with a high
thrust line, and I have to accept that I will never be able to launch it
like a Mini-Max.
Not picking on a J-3 Cub but only using it as an example and moving it
closer to a Kolb design, how would ground handling change if you raised the
thrust line two feet and moved the gear back a foot and one half?
As far as not taxiing or flying the FireFly in twenty mph winds, some times
we do not have much choice. Conditions change when you are out and about.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
Lar
Is that dirt from flying off dirt strips?????
har de harhar
don not archive
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
Mr Starks wife flys a Mk II.
----- Original Message -----
> I talked to Gene and his Son about the engine. They are going to be
> putting this on a Kolb soon. They weren't sure if it was a Mk II or early
> III. The Kolb belongs to Dick Starks wife of the Dawn Patrol fame. I am
> only about 3 hr drive from them. When it is done, I may drive up and have
> a look. Considering the engine on a Firestar.
> Jerry
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: flap takeoff |
Just a further comment on flaps. Those of us that fly the MKIII with stock
length gear legs have a limited angle of attack when on the ground. I use
one notch of flap every time I take off (except in high winds). This
increases the effective angle of attack. Then just after lift off I retract
the flaps. The short gear legs limit the angle of attack. Kolb designed our
planes this way to keep us safer by making sure we are well over stall speed
before take off. The down side is it increases the take off roll and speed.
Sorry if I get long winded but... I just got my biannual check ride. This is
my once every two years ride in a C172. Afterwards I shared my forced
landing experience in MKIIIc with him. I started to tell him how I used the
flaps to adjust my glide path to get me where I wanted to land (kind of like
a negative throttle) and fully retracted them for landing. He stopped me and
said you never never raise your flaps on approach. We then got into a heavy
discussion about flap usage. He finally conceded that it might work in one
of "those" Kolbs but not in a GA aircraft. I obviously need to take him up
in my Kolb and should have done it right then in the C172 but at close to
$100 per hour it wasn't worth it.
For those of you that haven't tried it get some altitude and find a landing
spot. Pull the throttle back and establish a glide. Then grab the flap
handle and add some flap. Be aware that as you add flap you need to push
forward on the stick to increase your decent rate to keep your airspeed up.
When you raise the flaps pull back. Don't lock the flaps in a notch just
play with it a bit. Watch were the touch point changes when you add or
decrease the flaps. You may need to change your grip but pull in full flaps
and be sure you nose down quickly. You will be surprised how much you can
adjust your glide slope. Be sure you don't get into that airspeed area where
you might stall if you raise the flaps. Most of us fly an approach well
above stall speed and decreasing flaps decreases the angle of attack but be
careful especially near the ground. Don't forget there are other tools you
can and should use like circling and S turns. My point is use every tool you
can to make a safe landing.
My personal forced landing rule is that I will retract all the flaps once I
have the field made. This makes my MKIIIc land more like it does during my
normal landing where I use one notch of flap and maintain some power.
One last point most instructors have a set of rules that they teach everyone
and this is very good. But like most rules they are base lines that you may
be able to deviate from. Don't blindly follow these rules if bending them
can save your life. Education and experience can help here but remember
there is one rule you can't break and that is that gravity will bite you if
you screw up.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
Sent: Sunday, July 30, 2006 6:08 PM
>
>
> | But now I'm wondering about one
> | notch takeoffs? | -BB
>
> BB/Gang:
>
> I find the MKIII takes off and climbs much better without the use of
> flaps.
>
> However, there are times when flaps will assist in getting the MKIII
> off the ground quicker, i.e., flying off soft, rough, wet, sandy
> fields. I usually start my ground roll clean. When the AIS needle
> swings through 30 mph, I snatch in full flaps. The MKIII usually pops
> right off the ground. Soon as it breaks ground, I slowly push them
> back up to the clean position.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: flap takeoff |
You did good. Several years ago when I got the clog in my oil line and
the 582 died, I was right off the end of a paved RC model strip (Yes,
Amazing Grace is amazing...) and knew I had the strip made, but since it
was short and I figured I would only get one shot at it, I used the
flaps exactly as you describe to adjust the glide slope. Worked very well.
However, since my home strip is only 750' long, I always land with full
flaps, and even at "real airports", I always use full flaps, that way I
am programmed to anticipate how it will land every time.
What did the instructor say about power off stalls & recovery in a Kolb?
"At the break, add power..." Another fertile area for discussion...
Richard Pike
MKIII N420P (420ldPoops)
Richard & Martha Neilsen wrote:
>
>
> Just a further comment on flaps. Those of us that fly the MKIII with
> stock length gear legs have a limited angle of attack when on the
> ground. I use one notch of flap every time I take off (except in high
> winds). This increases the effective angle of attack. Then just after
> lift off I retract the flaps. The short gear legs limit the angle of
> attack. Kolb designed our planes this way to keep us safer by making
> sure we are well over stall speed before take off. The down side is it
> increases the take off roll and speed.
>
> Sorry if I get long winded but... I just got my biannual check ride.
> This is my once every two years ride in a C172. Afterwards I shared my
> forced landing experience in MKIIIc with him. I started to tell him
> how I used the flaps to adjust my glide path to get me where I wanted
> to land (kind of like a negative throttle) and fully retracted them
> for landing. He stopped me and said you never never raise your flaps
> on approach. We then got into a heavy discussion about flap usage. He
> finally conceded that it might work in one of "those" Kolbs but not in
> a GA aircraft. I obviously need to take him up in my Kolb and should
> have done it right then in the C172 but at close to $100 per hour it
> wasn't worth it.
>
> For those of you that haven't tried it get some altitude and find a
> landing spot. Pull the throttle back and establish a glide. Then grab
> the flap handle and add some flap. Be aware that as you add flap you
> need to push forward on the stick to increase your decent rate to keep
> your airspeed up. When you raise the flaps pull back. Don't lock the
> flaps in a notch just play with it a bit. Watch were the touch point
> changes when you add or decrease the flaps. You may need to change
> your grip but pull in full flaps and be sure you nose down quickly.
> You will be surprised how much you can adjust your glide slope. Be
> sure you don't get into that airspeed area where you might stall if
> you raise the flaps. Most of us fly an approach well above stall speed
> and decreasing flaps decreases the angle of attack but be careful
> especially near the ground. Don't forget there are other tools you can
> and should use like circling and S turns. My point is use every tool
> you can to make a safe landing.
>
> My personal forced landing rule is that I will retract all the flaps
> once I have the field made. This makes my MKIIIc land more like it
> does during my normal landing where I use one notch of flap and
> maintain some power.
>
> One last point most instructors have a set of rules that they teach
> everyone and this is very good. But like most rules they are base
> lines that you may be able to deviate from. Don't blindly follow these
> rules if bending them can save your life. Education and experience can
> help here but remember there is one rule you can't break and that is
> that gravity will bite you if you screw up.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: flap takeoff |
| What did the instructor say about power off stalls & recovery in a
Kolb?
| "At the break, add power..." Another fertile area for discussion...
|
| Richard Pike
Rev/Gang:
Recovery from a stall in a Kolb is a no brainer. ;-) Usually,
relaxing your grip on the stick will take care of that little problem.
However, be surprised how many folks will pull the stick back and try
to make the airplane fly when they inadvertently stall near the
ground. Some only get to try that once.
Reference forced landings and flaps in a mkIII: I'll do what ever it
takes to get me down in one piece. Probably the best way to survive a
forced landing is a lot of practice forced landings, dead stick. I
don't know any other way to do it better. Kolbs are entirely
different animals with the prop spinning at idle and with the prop not
spinning at all.
john h
mkIII
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 08:40 AM 7/31/2006, you wrote:
>
>Lar
>Is that dirt from flying off dirt strips?????
>har de harhar
>don not archive
Dirt dabbers, maybe.
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
| Subject: | Re: flap takeoff |
Rick,
<>
Have the same discussion with a CFI who is glider rated. He/she will
immediately understand how you are using flaps in the same manner as
spoilers. The trick, of course is to maintain your (hopefully constant)
airspeed well above stall when you do retract the flaps.
Tom Kuffel (yeah, CFI with a glider rating, but FAI not FAA)
Whitefish, MT
Building Original Firestar.
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Re: flap takeoff |
> Kolbs are entirely
> different animals with the prop spinning at idle and with the prop not
> spinning at all.
>
> john h
> mkIII
I agree. Before I ever took up a passenger, a requirement I made for myself
was that I'd do six "ignition off" landings. I did and each one of them was
a hard landing. Fortunately not hard enough to bend the gear legs. I did
this with my Firestar and the landings were fine. I'm not sure why the hard
landings with the MKIII. Seems like I had plenty of airspeed, especially
with the last three. The nose would come up but the airplane wouldn't flare
and would "pancake" in.
I think it was because of two things. 1. My fear of ballooning and not
having power available to "goose" it probably meant that I was reluctant to
pull back hard enough on the stick. 2. Not having propeller air flow over
the elevator probably made for a less effective elevator. Figured I'd
better quit before I did serious damage.
AzDave
>
>
>
________________________________________________________________________________
| From: | "LEE CREECH" <dcreech3(at)hotmail.com> |
| Subject: | Re: Control positioning during ground handling |
QUOTE: "But with a Kolb FireFly you can not load the tail up or down with
prop wash."
Interesting. When I was learning to fly my Firestar II (similar layout,
right?) I was taught that I should have the stick all the way back when I
open the throttle for takeoff, to avoid a possible nose-over. Obviously the
idea is to generate some compensatory down force on the tail. Do you think
that's all irrelevant, then? I'm not sure I want to try it with the stick
forward just to see what happens. Why don't you do that, and report back
how it goes? :)
Lee
>From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Re: Control positioning during ground handling
>Date: Mon, 31 Jul 2006 08:28:58 -0500
>
>
>Kolbers,
>
>I did not mean to question how you have been trained to taxi in windy
>conditions, or how others taxi their specific aircraft. But with a Kolb
>FireFly you can not load the tail up or down with prop wash. If the
>horizontal stabilizer was placed higher on the tail so it was in prop wash,
>I would change my stick positions. I have always admired the Mini-Max in
>the
>way they could max out the throttle on the beginning of the take off. The
>tail is up immediately with good control and no fear of putting it on it's
>nose. But I picked the FireFly for the up front view, a pusher, with a
>high
>thrust line, and I have to accept that I will never be able to launch it
>like a Mini-Max.
>
>Not picking on a J-3 Cub but only using it as an example and moving it
>closer to a Kolb design, how would ground handling change if you raised the
>thrust line two feet and moved the gear back a foot and one half?
>
>As far as not taxiing or flying the FireFly in twenty mph winds, some times
>we do not have much choice. Conditions change when you are out and about.
>
>Jack B. Hart FF004
>Winchester, IN
>
>
_________________________________________________________________
http://search.msn.click-url.com/go/onm00200636ave/direct/01/
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: flap takeoff |
I'm not sure why the hard
| landings with the MKIII. Seems like I had plenty of airspeed,
especially
| with the last three. The nose would come up but the airplane
wouldn't flare
| and would "pancake" in.
|
| AzDave
Dave:
Got to keep above the stall or it will quit flying.
For best results the mains should be close to the ground, like inches.
john h
mkIII
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
>
>QUOTE: "But with a Kolb FireFly you can not load the tail up or down with
>prop wash."
>
>Interesting. When I was learning to fly my Firestar II (similar layout,
>right?) I was taught that I should have the stick all the way back when I
>open the throttle for takeoff, to avoid a possible nose-over. Obviously the
>idea is to generate some compensatory down force on the tail. Do you think
>that's all irrelevant, then? I'm not sure I want to try it with the stick
>forward just to see what happens. Why don't you do that, and report back
>how it goes? :)
>
>Lee
Lee,
Since you switched subject from ground handling to takeoff, I changed the
subject line to fit. I agree with you on your take off procedure. I hold
the stick back on take off. The down force you experience on the tail is
from the relative wind generated by forward motion and not prop wash. This
is why I tease the throttle forward until there is enough air velocity over
the horizontal tail surfaces to keep from putting the FireFly on it's
nose.
Jack B. Hart FF004
Winchester, IN
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
| Subject: | Re: Control positioning during ground handling |
"I'm not sure I want to try it with the stick forward just to see what happens.
Why don't you do that, and report back how it goes? "
Well I can tell ya from A firestar standpoint! Full throtle in any stick position
from standstill will "MOON" the world! I don't care if anyone believes me or
not. I am living proof. And if you full backstick with even 5 MPH winds from
a stand still from the front, it will moon the world. The slightest rut in a
grass field at start-off and she would be happer to BOW DOWN to God than lift
off . Although she will move forward with great speed!
Stick back head into wind, crank speed, full throtle, stick neutral and boom, your
up . Of course, after trying and proving every "dumb" move avaliable, I'm
only 4 hours of landing and takeoff, very little air time between. I certanly
could be wrong, and therefore be corrected by the old salts here.
Stick in the gut Ralph of Ohio
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51130#51130
________________________________________________________________________________
| From: | "LEE CREECH" <dcreech3(at)hotmail.com> |
Well, maybe. I'm not convinced, but I have to admit I don't really know.
I've never thought it was necessary to "tease the throttle forward". I
don't JAM it forward, but that's out of respect for the engine, not concern
about nosing over. Empirically, it would be easy enough to determine
whether the prop wash extends down as far as the elevator or not, just by
getting down on your hands and knees immediately behind a Kolb with the
engine running. I'm going to guess you will get a faceful of wind. :)
Lee
>From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: FireFly Takeoff
>Date: Mon, 31 Jul 2006 14:59:11 -0500
>
>
> >
> >QUOTE: "But with a Kolb FireFly you can not load the tail up or down with
> >prop wash."
> >
> >Interesting. When I was learning to fly my Firestar II (similar layout,
> >right?) I was taught that I should have the stick all the way back when I
> >open the throttle for takeoff, to avoid a possible nose-over. Obviously
>the
> >idea is to generate some compensatory down force on the tail. Do you
>think
> >that's all irrelevant, then? I'm not sure I want to try it with the
>stick
> >forward just to see what happens. Why don't you do that, and report back
> >how it goes? :)
> >
> >Lee
>
>Lee,
>
>Since you switched subject from ground handling to takeoff, I changed the
>subject line to fit. I agree with you on your take off procedure. I hold
>the stick back on take off. The down force you experience on the tail is
>from the relative wind generated by forward motion and not prop wash. This
>is why I tease the throttle forward until there is enough air velocity over
>the horizontal tail surfaces to keep from putting the FireFly on it's
>nose.
>
>Jack B. Hart FF004
>Winchester, IN
>
>Jack B. Hart FF004
>Winchester, IN
>
>
_________________________________________________________________
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Control positioning during ground handling |
| Stick back head into wind, crank speed, full throtle, stick neutral
and boom, your up . Of course, after trying and proving every "dumb"
move avaliable, I'm only 4 hours of landing and takeoff, very little
air time between. I certanly could be wrong, and therefore be
corrected by the old salts here.
|
| Stick in the gut Ralph of Ohio
Ralph:
I think you are right.
It has been my privilege to fly, a good bit, all models of the Kolb
line except the original Twinstar and MKII Twinstar. They all fly,
very basically, the same way. I can assure you that prop blast also
hits the horizontal stabilizers, elevators, and rudder of every model,
including the two I have never flown.
A little common sense, a good control touch, a lot of time in the
airplane you are flying to become very, very accustomed to how it will
behave in most situations, learned by experimenting with taxi and
flight, and you will become one with the aircraft. Taking time to
think about everything you will need to do when the time to do it
arises, is probably gonna be too late.
Jack B's FF may handle a little different than others. He has, from
what he has shared on the Kolb List and his web page, changed control
surface rigging somewhat from the norm. Each airplane will have its
own little character that each pilot must learn intimately to become a
good pilot of that aircraft.
Go fly, have fun, and learn,
john h
mkIII
PS: It pays off to be smooth in throttle application of any aircraft
and any power plant. Smoothness if the mark of a good pilot.
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
| Subject: | Re: Control positioning during ground handling |
> It has been my privilege to fly, a good bit, all models of the Kolb
> line except the original Twinstar and MKII Twinstar.
Brother John,
I have a Mark II that is yours to fly should you ever find yourself back up
in this part of the country.
P.S. It handles conventionally.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Control positioning during ground handling |
I am not a high time Kolb Flyer, I'm up to about 40 hours, but 30 of that
has been doing takeoffs and landings. I now always start my takeoff roll
with the stick full forward. I roll the throttle in smoothly, the tail comes
up when it is ready and all I have to do is a nice smooth pull back to lift
off. I, too was warned about nose over with the adminition, "don't shove the
throttle forward too fast, it has enough power to send you ass over tea
kettle." Keep in mind that I'm out here on the great grass desert and the
wind blows almost constantly, but I haven't seen a lot of difference when
the wind is down around 5 mph.
Works like a charm for me, your results may differ.
On 7/31/06, LEE CREECH wrote:
>
>
> QUOTE: "But with a Kolb FireFly you can not load the tail up or down with
> prop wash."
>
> Interesting. When I was learning to fly my Firestar II (similar layout,
> right?) I was taught that I should have the stick all the way back when I
> open the throttle for takeoff, to avoid a possible nose-over. Obviously
> the
> idea is to generate some compensatory down force on the tail. Do you
> think
> that's all irrelevant, then? I'm not sure I want to try it with the stick
> forward just to see what happens. Why don't you do that, and report back
> how it goes? :)
>
> Lee
>
> >From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
> >Reply-To: kolb-list(at)matronics.com
> >To: kolb-list(at)matronics.com
> >Subject: Re: Kolb-List: Re: Control positioning during ground handling
> >Date: Mon, 31 Jul 2006 08:28:58 -0500
> >
> >
> >Kolbers,
> >
> >I did not mean to question how you have been trained to taxi in windy
> >conditions, or how others taxi their specific aircraft. But with a Kolb
> >FireFly you can not load the tail up or down with prop wash. If the
> >horizontal stabilizer was placed higher on the tail so it was in prop
> wash,
> >I would change my stick positions. I have always admired the Mini-Max in
> >the
> >way they could max out the throttle on the beginning of the take
> off. The
> >tail is up immediately with good control and no fear of putting it on
> it's
> >nose. But I picked the FireFly for the up front view, a pusher, with a
> >high
> >thrust line, and I have to accept that I will never be able to launch it
> >like a Mini-Max.
> >
> >Not picking on a J-3 Cub but only using it as an example and moving it
> >closer to a Kolb design, how would ground handling change if you raised
July 11, 2006 - July 31, 2006
Kolb-Archive.digest.vol-ge