Kolb-Archive.digest.vol-gg
August 25, 2006 - September 09, 2006
________________________________________________________________________________
| Subject: | Re: Kolb Serial Numbers |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
My Firestar II Kit Invoices are dated March 17, 1999. The root tube number is
F1281. At the time, they told me it was the last Firestar produced in PA. I
believe the root tube number is not the same as the serial number. I never did
find out the serial number - wasn't on the invoice.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57188#57188
________________________________________________________________________________
Rev Chuck
I Have a factory new 670L with everything but the carbs and radiators..including
the exhaust and a 2.65 redrive. It was on a unfinished project plane in a hangar
that a tornado destroyed this spring in central illinois.
I also Have another with about 20 hours on it...no carbs or ignition.
1500.00 for the new one, 1000.00 used one. I personally think it would be a great
engine for a mk3.
Its too much for my FireFly..and not right for my Luscombe!
email me at
donghe@one-eleven.net if you are interested.
Engines are located in Central Illinois at my house.
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57198#57198
________________________________________________________________________________
| Subject: | Re: Kolb Serial Numbers |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Don't know if my Mark III was the last, but it was close. M3-308 I had the pleasure
of talking with Mrs. Esther and Dennis a few times.
--------
Thanks too much,
John Bickham
Mark III-C
"Using my Repairman Certificate"
St. Francisville, LA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57207#57207
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Kolb Serial Numbers |
The invoice date for my FireStar from Pennsylvania was Nov. 12, 1998.
The engine kit was purchased from TNK May 26, 2000.
I used the number stamped on the fuselage for the Aircraft Serial Number
F1267.
Will Uribe
FireStar II N4GU
El Paso, TX
(mailto:up_country(at)hotmail.com) >
My Firestar II Kit Invoices are dated March 17, 1999. The root tube number
is F1281. At the time, they told me it was the last Firestar produced in PA.
I believe the root tube number is not the same as the serial number. I
never did find out the serial number - wasn't on the invoice.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
Chuck,
I have the 690 installed on my Mk-3 and it performs fine.
I designed and built my own engine and rad mounts and you will have to do
the same.
If you want pics of my set up or have any questions drop me a line off list.
Roger at ZDE is the guy you are looking for, his add is in the back of the
EAA Sport Pilot mag every month, if you can't find him I can get his number
for you.
Denny Rowe, PA, Cell 724 882 6788
rowedl(at)highstream.net
----- Original Message -----
From: " Chuck" <cstonex(at)msn.com>
Sent: Thursday, August 24, 2006 8:20 AM
Subject: Kolb-List: 2SI 690 L70
>
> Has any one ever installed a 2SI 3 cylinder in a MKIII? I have been
> looking at a MK III with a 503 which is great for solo but I know where I
> can get a low time 2SI three cylinder cheap. Where would I get the mount?
> I think there is a dealer in Southern Ill but I do not recall who it is or
> where they are located.
>
> Rev Chuck
>
>
> --
>
>
________________________________________________________________________________
| Subject: | Firestar ll purchase and flight J. Swan |
New owners of Firestar ll
Hello group.. Grandson Kendall and I left Michigan Sunday Aug 20 th about
3:30 Pm and headed for Stillwater, OK. We arrived at about 2 pm Monday and
took
a look at the firestar ll we had agreed to purchase, we paid the owner and
got things ready to fly it back to Michigan. We installed a key west regulat
or
so we would have some power for the gps and when we went to start the engin
e
to test it the starter rope broke.. The next morning we replaced the starte
r
rope and everything checked out so I let Kendall fly it to Bartlesville, OK
and I met him there with the car..we had a little gas dripping from rubber
grommet in the bottom of one tank , we moved it around a bit and got that
stopped, filled up with fuel and he took off. We had no other problems, sta
yed the
1st night in our tents in Missouri, the 2nd night in Indiana and then back h
ome
to Michigan. Had to wait awhile Thur morning for weather to clear up toward
s
Gary In. , I decided to let Kendall fly it all the way and to be the 1st to
land on our runway. We met some nice people on the trip and Kendall is a
better pilot . We picked up respect for wind . I had the hard job of drivin
g the
van and finding the airports. When we arrived home it was about to rain so
we folded up the wings and pushed it into the pole barn just as the rain
startedwhat a wonderful feature of the Kolb.
Will post a flying report when I get it in the air..Jim Swan Mic
higan
Do not archive
"For once you have tasted flight, You will walk this earth with your eyes
turned skyward. For there you have been, And there you long to return."
Thanks for your email Jim Swan 6147 Wilcox Rd., Eaton Rapids, Mi 48827 ph
517-663-8488 email arksey(at)aol.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firestar ll purchase and flight J. Swan |
Subject: Kolb-List: Firestar ll purchase and flight J. Swan
Jim S:
Sounds like you all had a fun and exciting trip. Good on ya.
john h
mkIII
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
Fellow Kolbers
Let me set the scenario.
Engine Rotax 582 Blue head with 85 hours.
Fuel used Hours 0 - 73 BP 93 MBTE
Hours 74 - 85 BP E10
Oil used Pennz oil for air cooled engines
I had an engine out on take off a few weeks ago in my 582 powered MK III
X. It happened on a Saturday morning around 8. As usual, I completed
my preflight and started the engine. I let it warm up at around 2800
rpm before I taxied to the runway for my run up. By the time I got to
the runway run up area my water temp was around 150 and my CHT was 180
or so. I increased my rpm to 3500 to do the mag check. By the time I
had completed the mag check, the CHT was 200 and water was at 155.
Everything looked good so I took the active runway and took off. I was
climbing at 65 mph IAS at a rate of 800 fpm. At 300 feet my engine
suddenly stopped. I nosed over and landed straight ahead without
incident. As soon as I was on the ground and off the runway I got out
of the plane and looked at my carb bowls, they were both full of clear
BP 93 with 10% ethanol. I turned the engine over by hand and noticed
the compression was not as strong as usual. At that point I figured the
engine had seized on me so I got back in the plane and started it to
taxi back to the hangar and let it cool off. The next morning I removed
the exhaust manifold and found evidence of a cold engine seizer in the
front piston.
I did not want to believe I had not let the engine warm up enough, but
the proof was in front of me so I accepted my mistake.
Fast forward 2 weeks
Earlier this week I was listening to an archived Ultralight Talk show
with Ronnie Smith as the guest talking about fuel. If I understood him,
he said, he is seeing cold engine seizer symptoms in engines using gas
with ethanol because the octane rating degrades at a much faster rate
than gas with MTBE. The use of lower octane fuel in an engine under
load will predetonate and cause the cold engine seizer.
I don't know if the fuel I was using caused my misfortune but I thought
it worthy to alert you to possible problems with the use of E10 fuel.
Jim Ballenger
Virginia Beach, VA
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Alas things are not as easy as when I went searching through the
records.
The info is still there but obfuscated behind a bush of Bill Gates's
proportions
by now. here is an example:
(try to find it by yourself) :)
http://tinyurl.com/rul9k
I think the serial numbers are in there somewhere too
but my life expectancy is a consideration.
Also, there are separate entries dependent on whether
you use MkIII vs Mk3, etc.
happy searching,
BB
On 25, Aug 2006, at 2:09 PM, john s. flannery wrote:
> "Go to the FAA list of registered Kolbs and browse through the numbers
> currently in use.- Then make one up.- I did."
> -
> That's what I hoped to hear, but can't find that list. The Kolb has no
> number stamped where it should be and the guy
> who traded it to the guy name Wright in Texas I bought it from, -and
> disappeared immediately after the trade... Dale Funk once in Iowa is a
> nebulous character I can't located.-A newspaper clipping of him and
a
> woman in front of an ultralight is -as close as I've come though I
> know he was involved in race cars someway. Tried posting the info to
> Kolb list once and it didn't make it.
> -
> Have the classic almost where I feel it is airworthy and am gradually
> getting farther away from the airport with increasing confidence in
> the 532 Rotax and the considerably improved rigging of this bird. This
> morning's flight with one door off was comfortable, handled well -and
> let me renew my approach to aerial earth images, which was my bag for
> some years in GA aircraft.
> -
> Thanks,
> -
> jsf
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Propellers - IVO or Warp |
Hi guys,
Getting on with my Mark 3 Xtra project with Flaps/Alirons and considering a
Rotax 912 ULS 100 HP and Prop.
Would like to get your input on which Prop to use. Planning on a 70", three
blade but need to make a decision on brand/model. Price for me is a serious
consideration and it would be very nice to have ease of adjustment. Without
your experience I'm sure there are many things I haven't considered.
Ivo has two suitable units. (1) Their Ultralite (Light) for up to 100HP (2)
Their Ultralite (Medium) for 100HP and higher. They also have the Magnum for
more powerful engines and higher speeds.
Warp of course has the Warp.
I understand the Warp is tougher and the Ivo much easier to adjust.
The Ivo light prop is less expensive and the Ivo Medium or Warp about the
same price.
What about maintenance? Also is the 2.5" spacer sufficient or will I need
the 4" spacer?
I live on Johns Island, SC just outside of Charleston. (lowcountry) about
sea level.
Density Altitude around 1200' - 2000' during the summer months and am a fair
weather flyer. Is there any other type in a light aircraft like ours?
Thanks -- John Ratcliffe
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Firestar ll purchase and flight J. Swan |
I agree with John, Good on ya and next time you're down Kansas way stop in
at 18KS. We'll fix you up with a bed, food and flying BS.
Rick
On 8/25/06, John Hauck wrote:
>
>
> Subject: Kolb-List: Firestar ll purchase and flight J. Swan
>
> Jim S:
>
> Sounds like you all had a fun and exciting trip. Good on ya.
>
> john h
> mkIII
>
>
--
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: | Re: MK3X ENGINE OUT |
Jim, Remember, this missive is worth exactly what you paid for it :-)
First you didn't say how old the fuel is. Refineries guarantee the octane o
f
their auto gas for two months. If you had suffered detonation, you'd have a
hole or big cavity about to become a hole in the top of the front piston.
Second, do you premix or use oil injection? If you have oil injection, is
the tank mounted so that the outlet tube never unports on climb out and was
the tank sufficiently full to also prevent unporting?
Last, never restart an engine that has siezed or that you think has siezed.
You only do more damage and may have destroyed the evidence to evaluate wha
t
happened.
Rick
On 8/25/06, Jim Ballenger wrote:
>
> Fellow Kolbers
>
>
> Let me set the scenario.
>
> Engine Rotax 582 Blue head with 85 hours.
>
> Fuel used Hours 0 - 73 BP 93 MBTE
>
> Hours 74 ' 85 BP E10
>
> Oil used Pennz oil for air cooled engines
>
>
> I had an engine out on take off a few weeks ago in my 582 powered MK III
> X. It happened on a Saturday morning around 8. As usual, I completed my
> preflight and started the engine. I let it warm up at around 2800 rpm
> before I taxied to the runway for my run up. By the time I got to the
> runway run up area my water temp was around 150 and my CHT was 180 or so.
I
> increased my rpm to 3500 to do the mag check. By the time I had complete
d
> the mag check, the CHT was 200 and water was at 155. Everything looked
> good so I took the active runway and took off. I was climbing at 65 mph
> IAS at a rate of 800 fpm. At 300 feet my engine suddenly stopped. I
> nosed over and landed straight ahead without incident. As soon as I was
> on the ground and off the runway I got out of the plane and looked at my
> carb bowls, they were both full of clear BP 93 with 10% ethanol. I turne
d
> the engine over by hand and noticed the compression was not as strong as
> usual. At that point I figured the engine had seized on me so I got back
> in the plane and started it to taxi back to the hangar and let it cool of
f.
> The next morning I removed the exhaust manifold and found evidence of a
> cold engine seizer in the front piston.
>
>
> I did not want to believe I had not let the engine warm up enough, but th
e
> proof was in front of me so I accepted my mistake.
>
>
> Fast forward 2 weeks
>
>
> Earlier this week I was listening to an archived Ultralight Talk show wit
h
> Ronnie Smith as the guest talking about fuel. If I understood him, he
> said, he is seeing cold engine seizer symptoms in engines using gas with
> ethanol because the octane rating degrades at a much faster rate than gas
> with MTBE. The use of lower octane fuel in an engine under load will
> predetonate and cause the cold engine seizer.
>
>
> I don't know if the fuel I was using caused my misfortune but I thought i
t
> worthy to alert you to possible problems with the use of E10 fuel.
>
>
> Jim Ballenger
>
> Virginia Beach, VA
>
> *
>
===========
===========
===========
===========
===========
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Firestar ll purchase and flight J. Swan |
Hi Jim,
What a great story and a fine beginning for you both and the
Kolb! Congrats!
Ed in JXN
MkII/503
----- Original Message -----
From: Arksey(at)aol.com
To: kolb-list(at)matronics.com
Sent: Friday, August 25, 2006 1:23 PM
Subject: Kolb-List: Firestar ll purchase and flight J. Swan
New owners of Firestar ll
Hello group.. Grandson Kendall and I left Michigan Sunday Aug 20 th
about 3:30 Pm and headed for Stillwater, OK. We arrived at about 2 pm
Monday and took a look at the firestar ll we had agreed to purchase, we
paid the owner and got things ready to fly it back to Michigan.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Okay, I'm a bit pumped tonight even after a week of 18 hour days. Tonight I
have my LSA RMA certificate. Three intensive weeks are over and in the
morning I'm off to Seattle to see my grand daughter. Can't wait to get back
home to my girlfriend, my dog, and my Mk III, but first I get to be
granddad. Hope all you guys have a great Labor Day. Fly safe.
--
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: | 2006 Kolb Homecoming, London, KY |
Hi Gang:
Don't forget this year's Kolb Homecoming at Labhart Field, London, KY.
Info can be found here on TNK web site:
http://www.tnkolbaircraft.com/tnk_2006.pdf
Everyone is welcome.
john h
mkIII
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
LSA RMA what's that?
>From: "Richard Girard" <jindoguy(at)gmail.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Kolb-List: Yippeeee!!!!!
>Date: Fri, 25 Aug 2006 19:35:59 -0700
>
>Okay, I'm a bit pumped tonight even after a week of 18 hour days. Tonight I
>have my LSA RMA certificate. Three intensive weeks are over and in the
>morning I'm off to Seattle to see my grand daughter. Can't wait to get back
>home to my girlfriend, my dog, and my Mk III, but first I get to be
>granddad. Hope all you guys have a great Labor Day. Fly safe.
>
>--
>Rick Girard
>"Ya'll drop on in"
>takes on a whole new meaning
>when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Yippeeee!!!!! |
| From: | "The BaronVonEvil" <grageda(at)innw.net> |
Hi Ric,
Do you live in the Washington State area? Ive been looking for a fellow Kolber
to get together with to compare notes with and and general B.S. about flying.
Let me know if this is something you would like to do some time.
Best Regards,
Carlos Grageda
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57440#57440
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Yippeeee!!!!! |
David, Light Sport Aircraft Repaiman with Maintenance Authority. It differs
from the LSA RIA (Light Spart Aircraft Repaiman with Inspection Authority)
in that I can perform and sign off annual and 100 hour conditional
inspections of E-LSA and S-LSA used for hire and instruction and annual
conditional inspections on S-LSA that are just used for personal use,
whereas someone with an LSA RIA can only sign off an annual conditional
inspection on an E-LSA that he owns (and is listed by N number on his
certificate). Clear as mud?
Rick
On 8/25/06, David Key wrote:
>
>
> LSA RMA what's that?
>
>
> >From: "Richard Girard" <jindoguy(at)gmail.com>
> >Reply-To: kolb-list(at)matronics.com
> >To: kolb-list(at)matronics.com
> >Subject: Kolb-List: Yippeeee!!!!!
> >Date: Fri, 25 Aug 2006 19:35:59 -0700
> >
> >Okay, I'm a bit pumped tonight even after a week of 18 hour days. Tonight
> I
> >have my LSA RMA certificate. Three intensive weeks are over and in the
> >morning I'm off to Seattle to see my grand daughter. Can't wait to get
> back
> >home to my girlfriend, my dog, and my Mk III, but first I get to be
> >granddad. Hope all you guys have a great Labor Day. Fly safe.
> >
> >--
> >Rick Girard
> >"Ya'll drop on in"
> >takes on a whole new meaning
> >when you live at the airport.
>
>
--
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: | Re: Yippeeee!!!!! |
Carlos, I lived in western Washington for 28 years but finally gave it up,
cashed out and moved to Udall, Kansas. My son and his family still live
there so I'll be back from time to time. Contact me off list and we can get
together while I'm there.
Rick
On 8/25/06, The BaronVonEvil wrote:
>
>
> Hi Ric,
>
> Do you live in the Washington State area? Ive been looking for a fellow
> Kolber to get together with to compare notes with and and general B.S.
> about flying.
>
> Let me know if this is something you would like to do some time.
>
> Best Regards,
>
> Carlos Grageda
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=57440#57440
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Jim Ballenger" <ulpilot(at)cavtel.net> |
| Subject: | Re: MK3X ENGINE OUT |
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Friday, August 25, 2006 8:27 PM
Subject: Re: Kolb-List: MK3X ENGINE OUT
Rick,
First you didn't say how old the fuel is.( 2 weeks old)
Refineries guarantee the octane of their auto gas for two months. (OK)
If you had suffered detonation, you'd have a hole or big cavity about
to become a hole in the top of the front piston. (OK)
Second, do you premix or use oil injection? (oil injection, mounted on
the engine with rotax mount and tank that was full)
Last, never restart an engine that has siezed or that you think has
siezed. You only do more damage and may have destroyed the evidence to
evaluate what happened.( You are right about destroying evidence, but it
still has the signs of the engine seizer)
Never the less, I just wanted to pass the word to be careful with the
E10 fuel.
Jim
MK3X
Virginia Beach, VA
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | A sleepless night |
Kolbers, As some wag once said, "A little knowledge is a dangerous thing".
There is a lot of confusion about the Sport Pilot Rule among the industry
and pilots. Many of you have written of your trip through the process of
becoming sport pilots, but I haven't seen a lot about getting your aircraft
registered.
The Sport Pilot Rule has a provision for bringing the existing fleet, i.e.
all the "fat ultralights" and aircraft that do not meet the requirements of
FAR 103, into the U.S. Registry. Simply put, you have until January 31st
2008 to get an airworthiness certificate for your aircraft. After midnight
on that date, if you cannot prove that you complied with the rules for
experimental amateur built aircraft, you cannot register your aircraft. You
will have a very expensive lawn ornament. Before then, you can provide a
receipt or fill out a form saying you own the aircraft and the receipt is
lost, the appropriate paper work to apply for an "N" number, get the
aircraft inspected and a special airworthiness certificate issued and you
have yourself a legal E-LSA.
Even if you can prove that you built it and are entitled to register your
aircraft as experimental amateur built, there is a very good reason not to.
That is that you can teach and rent an E-LSA until January 31st, 2010, you
cannot with an experimental amateur built, which makes your aircraft worth
more.
Why am I telling you this? Some of you are putting off getting your aircraft
finished. If you can, get your aircraft done by July 1st, 2007. This is an
arbitrary date I picked out of thin air. I picked it for the reason that
there is a big fleet out there and only so many FAA staffers and DAR's to
get the job of issuing airworthiness certificates done. July 1st gives you a
cushion should you have any glitches in the process or you local DAR is busy
and can't get to you.
Obviously I can't predict everything that might cause a glitch in the
process, but here is one and it could be a big one. When your DAR comes to
inspect your aircraft he should do a conditional inspection equivalent to an
annual. Some DAR's are just there to take your money, pencil whip the
paperwork and laugh all the way to the bank. You might get this guy, but
since by signing off your aircraft he opens himself up to legal liablity,
he's an idiot if he doesn't do his job. Personally, I don't want that guy
touching any part of any of my airplanes, but that's me. If, however, he is
a stand up guy, he will do the inspection by the list contained in 14 CFR 43
Appendix D. One of the requirements is to do an INTERNAL inspection of the
wings. I would bet that most of you do not have provisions in your wing
covering to do that inspection, I know I don't. Even if he doesn't do his
job properly, the first time you need an annual, whether you do it by virtue
of having gotten your Repairman Inspector certificate, or you get someone
like me with a Repairman Maintenence certificate, the annual must contain
the statement, "I certify this aircraft has been inspected in accordance
with 14 CFR 43 Appendix D and is in condition for safe operation".
Falsifying aircraft maintenance records is a crime. At the very least the
person signing off the annual can lose his ticket. The FAA has said they are
going to make examples of those who are caught in violation so they could
ask the judge to give the person who certifyed the annual a $10,000 fine and
10 years in jail. I won't make that mistake, would you?
My advice is put in inspection rings when covering, retrofit them during
your winter layup, or take a weekend, pull your wings off, get 'er done, and
be ready.
You will, of course, do exactly as you please.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
PS Some of you may find 14 CFR 91.409 (c) which says that light sport is
exempt from annuals and 100 hour inspections. The Feds say this exemption is
necessary because, unlike those aircraft that are not exempted, light sport
is not considered airworthy, but rather in condition for safe operation.
They give you an airworthiness certificate, but your aircraft isn't
considered airworthy. This came right from Oklahoma City. My instructor
called. Go figure.
Rick
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: MK3X ENGINE OUT |
And I should have added, good on you for sharing with the group. Hopefully
your engine needs nothing more than an acid etch to get the aluminum off the
cylinder walls, a touch up with a hone, a couple of pistons and some
gaskets, and you're good to go.
Rick
PS Be sure and inspect the cable going to the oil injection pump.
On 8/26/06, Jim Ballenger wrote:
>
>
> ----- Original Message -----
> *From:* Richard Girard
> *To:* kolb-list(at)matronics.com
> *Sent:* Friday, August 25, 2006 8:27 PM
> *Subject:* Re: Kolb-List: MK3X ENGINE OUT
>
>
> Rick,
>
> First you didn't say how old the fuel is.( 2 weeks old)
> Refineries guarantee the octane of their auto gas for two months. (OK)
> If you had suffered detonation, you'd have a hole or big cavity about to
> become a hole in the top of the front piston. (OK)
> Second, do you premix or use oil injection? (oil injection, mounted on the
> engine with rotax mount and tank that was full)
> Last, never restart an engine that has siezed or that you think has
> siezed. You only do more damage and may have destroyed the evidence to
> evaluate what happened.( You are right about destroying evidence, but it
> still has the signs of the engine seizer)
>
> Never the less, I just wanted to pass the word to be careful with the E10
> fuel.
>
> Jim
> MK3X
> Virginia Beach, VA
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: MK3X ENGINE OUT |
| From: | "Thom Riddle" <jtriddle(at)adelphia.net> |
Some points worth considering, regarding E10:
1) Rotax says 87 octane is high enough octane for the 2 stroke engines including
the 582.
2) Rotax says that their 2-stroke engines prefer no alcohol but up to 5% alcohol
is tolerable. As far as I can tell, they say nothing about what happens
or can be expected to happen if you burn E10 (10% ethanol).
3) Ethanol has higher knock resistance (higher octane rating) than gasoline
with or without MBTE.
4) Alcohol is hygroscopic meaning it is attracted to any water that may be
present and thus settles to the bottom of the tank, mixed with the water. The
gasoline thus separated from its alcohol effectively reduces the octane of the
fuel remaining. This is one of the reasons why it is even more important to
refill your tank after each flight when running gasohol than when running "pure"
gasoline. No air space, less chance for water condensation. This also a good
reason for draining a sample from your gascolator or low spot in system AFTER
a flight (as well as before flight) and before refilling tank, to get out what
ever water may be there so it does not mix with the alcohol in the fuel you
are adding.
I think the last point is the most important one if you have no choice but to burn
gasohol.
--------
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57474#57474
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Propellers - IVO or Warp |
John,
Between the two, I would go with the Warp.
You might also consider the Powerfin, I have an F model 68" Powerfin on
my Mk-3 and it is super easy to adjust and performs well. However I do
not have the high hours on it that others have with the Warp Drive. The
Warp is surely the most well proven prop for pushers.
Denny Rowe
----- Original Message -----
From: JRatcli256(at)aol.com
To: kolb-list(at)matronics.com
Sent: Friday, August 25, 2006 7:33 PM
Subject: Kolb-List: Propellers - IVO or Warp
Hi guys,
Getting on with my Mark 3 Xtra project with Flaps/Alirons and
considering a Rotax 912 ULS 100 HP and Prop.
Would like to get your input on which Prop to use. Planning on a 70",
three blade but need to make a decision on brand/model. Price for me is
a serious consideration and it would be very nice to have ease of
adjustment. Without your experience I'm sure there are many things I
haven't considered.
Ivo has two suitable units. (1) Their Ultralite (Light) for up to
100HP (2) Their Ultralite (Medium) for 100HP and higher. They also have
the Magnum for more powerful engines and higher speeds.
Warp of course has the Warp.
I understand the Warp is tougher and the Ivo much easier to adjust.
The Ivo light prop is less expensive and the Ivo Medium or Warp about
the same price.
What about maintenance? Also is the 2.5" spacer sufficient or will I
need the 4" spacer?
I live on Johns Island, SC just outside of Charleston. (lowcountry)
about sea level.
Density Altitude around 1200' - 2000' during the summer months and am
a fair weather flyer. Is there any other type in a light aircraft like
ours?
Thanks -- John Ratcliffe
-------------------------------------------------------------------------
-----
8/25/2006
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
In a message dated 8/26/2006 9:14:16 AM Eastern Standard Time,
rowedl(at)highstream.net writes:
John,
Between the two, I would go with the Warp.
My $.02............I like a Warp Drive prop because it's the toughest prop
you can buy. It's also real heavy. So heavy that, in some configurations, it's
out of spec. for your gearbox.
Check out the Kiev or Hot prop [same thing]. It's much lighter [you can use
an extension no problem] , more efficient, smoother, quieter, prettier, &
tough. We have one on a MkIII float plane with over 800 water landings & it
almost looks like new. I also have one on my FSII.
Costs about the same as a Warp.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | E-SLA N-numbering |
Hi folks,
Following up on Dick Girard's comments re: certifying
a "fat" ultralight as E-SLA. When you're applying for
your N-number, there is a 5"x 8" 3-part form that you
fill out. In the Ownership section, you can check
that you have a bill of sale, or that you lost the
bill of sale but declare that you really, really,
honestly do own the aircraft for which you're applying
for the N-number.
EAA recommends that you ALWAYS check the "I own it,
but lost the bill of sale" box EVEN IF you have the
bill of sale. Somehow, your application will go
through the process more quickly.
That happened here in Oregon. Of 3 people who sent in
their N-number applications at approximately the same
time, the two who checked "I have a bill of sale" had
their application sent back with a request for more
info, and the one who checked "I lost my bill of sale"
had theirs sail through. Don't ask me why...
Arty
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| Subject: | Fuel Line accessory question |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
I hope one of you remember the answer to this question. A while back, a long while
back, someone posted a picture of a metal bulb installed in the fuel line.
I did a search and couldn't find it. I thought it had something to do with pulsations
from the fuel pump. Does someone remember what it was called and exactlly
what it was used for? Here is a picture.
Thanks,
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57549#57549
Attachments:
http://forums.matronics.com//files/damper_closeup1_189.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fuel Line accessory question |
| I hope one of you remember the answer to this question. A while
back, a long while back, someone posted a picture of a metal bulb
installed in the fuel line. I did a search and couldn't find it. I
thought it had something to do with pulsations from the fuel pump.
Does someone remember what it was called and exactlly what it was used
for? Here is a picture.
|
| Thanks,
|
| --------
| Roger Lee
Roger:
Is that on a 914 turbo with return fuel line?
I've been flying 912 and 912S since 1994. Never saw one of those
"blubby" thingys before.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Fuel Line accessory question |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi John,
This is a 912s with no return line. I thought it might be a pulsation damper?
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57554#57554
________________________________________________________________________________
| Subject: | Re: "Jaz" modeling her "Mutt Muffs" |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Darned it man, I'm gonna turn you into the Association of pet lovers. Darned, their
way too tight and your making that dogs eyes buldge out!
Shame on you. protect his hearing and make him go blind. What a trade off!
Ralph is calling the Ohio Humaine Socieity on you right now!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57561#57561
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: A sleepless night |
Rick,
Simply one of the best posts this year. Excellent! Thanks for
the info.
Ed in JXN (MI)
MkII/503
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Saturday, August 26, 2006 6:28 AM
Subject: Kolb-List: A sleepless night
Kolbers, As some wag once said, "A little knowledge is a dangerous
thing". There is a lot of confusion about the Sport Pilot Rule among the
industry and pilots. Many of you have written of your trip through the
process of becoming sport pilots, but I haven't seen a lot about getting
your aircraft registered.
(Snip)
________________________________________________________________________________
| Subject: | Re: A sleepless night |
| From: | "John Williamson" <kolbrapilot1(at)comcast.net> |
Hi All,
"A little knowledge is a dangerous thing".
Clarification is in order here: This statement is not true!
"If, however, he is a stand up guy, he will do the inspection by the list contained
in 14 CFR 43 Appendix D. One of the requirements is to do an INTERNAL inspection
of the wings."
The Title to FAR Part 43 Appendix D tells you exactly what and when it is used:
"Appendix D to Part 43Scope and Detail of Items (as Applicable to the Particular
Aircraft) To Be Included in Annual and 100-Hour Inspections"
Here is the scope of the inspection as it pertain to the wings:
"(f) Each person performing an annual or 100-hour inspection shall inspect (where
applicable) all components of the wing and center section assembly for poor
general condition, fabric or skin deterioration, distortion, evidence of failure,
and insecurity of attachment."
As you can see, there is no reference to "One of the requirements is to do an INTERNAL
inspection of the wings."
You as the Manufacturer will be required to make an entry in the log books that
the aircraft/engine/propeller are in an "airworthy and safe condition for flight."
befoe the inspector will make his entry.
The inspector (FAA/DAR) is only required to inspect the aircraft in so far as to
determine it's eligibility for and the issuance of an Experimental Airworthiness
Certificate.
Go the regulations and look it up:
http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?&c=ecfr&tpl=/ecfrbrowse/Title14/14tab_02.tpl
The following statement is true but isn't the whole answer:
"Some of you may find 14 CFR 91.409 (c) which says that light sport is exempt from
annuals and 100 hour inspections."
The FAA will issue Operating Limitation for Experimental Light Sport and Experimental
Amateur Built aircraft. Here is a partial Exerpt of:
" PHASE II Operating Limitations
Following completion of Phase I requirements and a record documenting that completion,
the aircraft may be operated in accordance with Phase II of these Operating
Limitations.
No person may operate this aircraft for other than the purpose of recreation and
education as stated in the program letter for this aircraft. In addition, this
aircraft shall be operated in accordance with applicable air traffic and general
operating rules of CFR part 91 and all additional limitations prescribed
under the provisions of CFR part 91.319(e). These operating limitations are
a part of the FAA Form 8130-7, Special Airworthiness Certificate, and are to be
carried in the aircraft at all times for availability to the pilot in command
of the aircraft.
This aircraft is prohibited from operating in congested airways or over densely
populated areas unless directed by Air Traffic Control, or unless sufficient
altitude is maintained to effect a safe emergency landing in the event of a power
unit failure, without hazard to persons or property on the surface.
After completion of Phase I flight testing, unless appropriately equipped for night
and/or instrument flight in accordance with CFR section 91.205, this aircraft
is to be operated under VFR, day only.
No person shall operate this aircraft unless within the preceding twelve (12) calendar
months it has had a condition inspection performed in accordance with
the scope and detail of appendix D to CFR part 43, or other FAA approved programs,
and found to be in a condition for safe operation. This inspection will
be recorded in the aircraft maintenance records.
Condition inspections shall be recorded in the aircraft maintenance records showing
the following or a similarly worded statement: "I certify that this aircraft
has been inspected on (insert date) in accordance with the scope and detail
of appendix D to CFR part 43, or other FAA-approved programs and found to be
in a condition for safe operation," The entry will include the aircraft total
time in service, and the name, signature, certificate number, and type of certificate
held by the person performing the inspection."
* * * * * *
This is where the condition inspection will be spelled out and also tell you that
your "aircraft shall be operated in accordance with applicable air traffic
and general operating rules of CFR part 91 and all additional limitations prescribed
under the provisions of CFR part 91.319(e)."
The Certification and Operating Limitations process can be found in:
FAA Order 8130.2F w/Change 2 (7/10/2006) which can can be found at this link:
http://www.faa.gov/aircraft/gen_av/light_sport/
Well, if you made to here, Thank You. Remenber that all our advise is worth the
paper we are writing on.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57574#57574
________________________________________________________________________________
| Subject: | Re: A sleepless night |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
I registered my Kolb Mark III ELSA last year and got my LSA lic. I did not think
that getting the LSA lic. was difficult. I got the Gliem self study program
of books and CD. Studied for 2 months while I flew with the CFI for my hours and
took the written. The test of 40 questions was quite easy except for two out
in left field questions that no one seemed to know.
The FAA LSA was a little different as they didn't really know themselves what was
going on. One guy had me fill out amateur built papers and then the FAA wanted
more info. Everytime you send them something it seems to take 3 weeks to get
something back. I talked to the main honcho at the FAA for LSA and he explained
everything. Then I had to call the FAA people that were handling my file
and explain it to them. After I filled out the correct paperwork I had my ELSA
paper work from FAA in a couple of days. Then there was nobody in Az. that inspected
LSA aircraft so I brought in John Shablow out of Calif. He was great.
You also have to option of going SLSA which would allow you to train or rent your
craft. The main difference is SLSA has to have an A/P or equivilent for inspections
and to preform work on your craft. If you rent it or train in it you
have to include 100 hr. inspections. I went ELSA so I can do all my own maintenance
and I took the "Condition of Inspection" class and now I can do my own
inspections. If you buy an SLSA you can bust it back to ELSA and then you can
do your own work again, but you can not ever take it back to SLSA.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57577#57577
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Propellers - IVO or Warp |
Just to muddy the waters a bit more -
Tried a three blade Kiev Hot Prop on the FSII with 582 and it did not
perform as well as an Ivo 68" two blade. And it was noisier.
Today I delivered my old J-6 Karatoo to the grass strip where the new
owner will be keeping it, I had always flown it with a 66" two blade
Warp Drive, but after it's "incident" a while back, it got a 68" two
blade Powerfin stuck on it instead. It is now about ten mph slower than
it was with the Warp Drive. Perhaps it would still be as fast if it was
a 66" prop instead? Don't know.
IMO, a Warp is extremely efficient, and almost indestructible. An Ivo is
equally efficient, fragile compared to the Warp, and (because of it's
flexibility) runs a lot smoother, much less vibration. Those would be my
first choices for a prop. And IMO, a two blade is more efficient than a
three blade.
Richard Pike
MKIII N420P (420ldPoops)
HShack(at)aol.com wrote:
> In a message dated 8/26/2006 9:14:16 AM Eastern Standard Time,
> rowedl(at)highstream.net writes:
>
> John,
> Between the two, I would go with the Warp.
>
>
> My $.02............I like a Warp Drive prop because it's the toughest
> prop you can buy. It's also real heavy. So heavy that, in some
> configurations, it's out of spec. for your gearbox.
>
> Check out the Kiev or Hot prop [same thing]. It's much lighter [you
> can use an extension no problem] , more efficient, smoother, quieter,
> prettier, & tough. We have one on a MkIII float plane with over 800
> water landings & it almost looks like new. I also have one on my FSII.
>
> Costs about the same as a Warp.
>
> Howard Shackleford
> FS II
> SC
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: Fuel Line accessory question |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
I finially found the picture and info I was looking for. It was in fact on the
matronics home page of things to buy. This is in fact a fuel flow pulsation dampner.
It is a stainless steel air chamber that acts like a shock absorber. This
reduces fuel flow reading fluctuations.
Thanks,
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57591#57591
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Propellers - IVO or Warp |
| IMO, a Warp is extremely efficient, and almost indestructible. An
Ivo is
| equally efficient, fragile compared to the Warp, and (because of
it's
| flexibility) runs a lot smoother, much less vibration. Those would
be my
| first choices for a prop. And IMO, a two blade is more efficient
than a
| three blade.
|
| Richard Pike
Richard:
Was wondering how an IVO could "run a lot smoother, much less
vibration" than a Warp Drive??
After 2,400 hours flying in front of a Warp Drive Prop, I have yet to
find any one of the several I have owned to show any signs of
"vibration".
Quite possibly, the Warp you were flying had a problem or was not
adjusted in pitch, equal in all blades.
Or maybe it is a characteristic of a two blade Warp. I do not know.
Have never flown a two blade Warp on my airplane, or any other that I
can recollect at this time.
For the record, I have never had to balance a Warp since day one,
which was September 1993. My Warp Drive Props are not babied. They
get to experience flight in many different environments, many of them
quite harsh. I just took off my last Warp Drive 3 blade prop which
was installed in June 2004, just prior to my departure for Point
Barrow, Alaska. This prop came home with dings from rocks, sand, and
gravel, bathed in a lot of rain. My last flight with this prop and
the engine that pushed me to Point Barrow twice, was just as smooth as
it was when first installed.
In fact, I do not know of anyone who has ever had to balance a Warp
Drive, even after minor repair from stuff that falls off the airplane
or stuff that is thrown into the prop by the tires.
BTW: Warp Drive has a life time guarantee of satisfaction for their
product. If for any reason you want to send it back and get your
money, they are happy to oblige. Most folks don't want to give their
Warp Drive away. They are tough, efficient, and will get you there
and back home safely.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fuel Line accessory question |
This reduces fuel flow reading fluctuations.
|
| Thanks,
|
| --------
| Roger Lee
Roger:
Thank goodness. I don't need to reduce the fuel flow reading
fluctuations on my engine.
The more stuff you stick on an airplane and engine, the more stuff
that can go wrong in the future, especially when you don't want it to
happen.
Ronnie Smith related a tale to me about a 912ULS with 12 hours on it.
Engine destroyed by loss of oil pressure. Seems the customer was
adamant about installing the oil temp sender in line on the oil hose.
Rotax has selected and provides an oil temp sender in the oil pump
where their engineers figure it will work best. Gentleman could not
be talked out of locating his oil temp sender in the oil feed hose.
At 12, or it may have been 17 hours, the connection failed and the
engine was history.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
John, I just purchased an IVO 66" two blade prop for my Firestar. Are you saying
that THere may be a need or a time when I would need to balance it? I thought
because of the factory weigh-in and match as well as the torque arm warping
of the blade what took place with one side took place with both sides.
Heroic Ohio 40 landing Ralph!
(A hero in my own mind).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57599#57599
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Propellers - IVO or Warp |
Not being an engineer, couldn't tell you why it is smoother. It is not
that the prop vibrates, or was imbalanced, or anything of that nature,
but having flown with both Ivo and Warp props, the engine/gearbox/prop
combination with an Ivo gives a distinct impression of being smoother. I
suspect the flexibility of the Ivo absorbs various harmonics,
engine/gearbox vibrations, etc., whereas the stiffness of the Warp does
not, but that is just a guess.
All of us on the list are aware you are a confirmed Warp advocate, and
you have good reason to be, but in my limited experience (having flown
only about 1,000 hours with only 4 Warp Drive props, three of them two
blades, and one of them a three blade - and having owned only 5 Ivo's,
two of them three blades and three of them two blades) an Ivo gives me a
distinct impression of providing a smoother flying experience.
Richard Pike
MKIII N420P (420ldPoops)
John Hauck wrote:
> Richard:
>
> Was wondering how an IVO could "run a lot smoother, much less
> vibration" than a Warp Drive??
>
> After 2,400 hours flying in front of a Warp Drive Prop, I have yet to
> find any one of the several I have owned to show any signs of
> "vibration".
>
> Quite possibly, the Warp you were flying had a problem or was not
> adjusted in pitch, equal in all blades.
>
> Or maybe it is a characteristic of a two blade Warp. I do not know.
> Have never flown a two blade Warp on my airplane, or any other that I
> can recollect at this time.
>
>
> john h
> mkIII
>
>
>
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Got my airworthiness certificate today |
While I was building it I said to myself I wish this was done so I can just
go fly it. Now that the day is here... I'm nervous.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Propellers - IVO or Warp |
| John, I just purchased an IVO 66" two blade prop for my Firestar.
Are you saying that THere may be a need or a time when I would need to
balance it? | Heroic Ohio 40 landing Ralph!
Ralph:
No, Sir!
I said I never had to balance a Warp Drive Prop.
I have flown IVO Props quite a bit on Kolb Factory airplanes over the
years. When the silver tape was applied correctly, and it was a new
prop, was smooth as can be. However, when the silver tape would start
to release, just a little, that little prop would wear you out.
With the Warp Drive, I like the idea of setting the prop up, then
flying 400 or 500 or more hours without touching it. No need to.
Once it is adjusted to the airplane and the engine, there isn't
anything left to do. The Warp I pulled off my airplane is still
adjusted exactly like it was in June 2004, when I installed and
adjusted it.
Yes, I am a Warp Drive kinda guy. In addition, you might call me a
Kolb kinda guy, a Rotax 912ULS kinda guy, MATCO wheels and brakes
kinda guy, among a few other items of equipment I have used for a long
time with a great deal of success, e.g., reliability.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
And John, Brother Kolber,
I appreciate that you didn't take my question as an attack upon your person. I
have always liked the careful way you word things, and have learned a bit of tact
from that way. Both of us having Military backgrounds and "older" men, I would
think myself as a low rank and you as an officer of merit would butt heads.
Yet we don't. I am glad for that maturity in both of us. I rely heavily upon
you're as well as others wisdom on this site. And guys, lets face it, We aren't
playing with stuff that accepts a lot of "dumb" anywhere in it's make-up.
Anytime we offer advise, it should be the best we can give because there as a
great deal of lurkers out there that will literally go out on your word and do,
because you said it worked!
I am always amazed the differing results each individual seems to attain from "much-like"
planes, albeit the build aspect. There are "hammer" mechanics as well
as detailers that are so meticulous that appearance is almost everything, not
discounting anyone's applications. I tend to be more the kind of guy that if
a pound of steel will do the job, lets make it out of two pounds and be better.
I once baked Lasagna in the oven. The box said 350 degrees for forty five
minutes. I did it at 700 degrees in 23 minuets. It wasn't there when I went to
get it! I really enjoy this site for the tremendous detail everyone offers, as
well as the civility of the writers.
I guess that when someone has applied the time tested ways to something, there
is where one should look first for ways. The more I fly, the greater the appreciation
grows in me for the value of the trials and tribulations of the many of
you that do some serious , distance flying, while I hang so close to the nest.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57626#57626
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
I think this was asked a while back but I can not find it in the
achieves. All thur the operation manual I see that the max. opposite
rotation on the 912 is 1 rotation.But I can no were it tells what
happens when the 912 is turned back ward more than one revolution?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912uls question |
But I can no were it tells what happens when the 912 is turned back
ward more than one revolution?
Rick:
That's an easy question to answer.
THE PROP FALLS OFF........... ;-)
Actually, turning the prop backwards can introduce air into the oil
system, which might then cause damage to the engine. We want our oil
system free of air. I make it a point to never turn my prop
backwards, not more than the width of a blade or two to line it up in
a "very military" mannner. hehehe
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Sport Pilot N Number |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Jim,
I was not the builder of my Mark III. I got on the FAA web site and reserved my
N number for $10. I assigned it a serial number, my birthday, and I listed myself
as the builder. The serial number will then stay with the plane for it's
life. If you constructed the plane you are the builder. Kolb Mark III is the type
and model.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57691#57691
________________________________________________________________________________
| From: | Mike Schnabel <tnfirestar2(at)yahoo.com> |
| Subject: | Re: Propellers - IVO or Warp |
John / Gang,
Interesting comments about the IVO prop and leading edge tape. The IVO on my
Firestar was a "factory installed option" so to speak. Meaning, it came with the
engine/airplane when built by Bryan M (great job by the way, Bryan knows how
to build a Kolb!). Anyway (my point) is to say that this plane with only about
6 hours of time on the engine, the leading edge tape is separating from the
prop. Granted, this plane has set dormant for several years inside an enclosed
trailer which may be the cause for this issue since it gets REALLY hot in there.
I have had several observers notice this, and sternly advise to replace the tape
before taking her up (only test flown after build, I am still in training).
For now, the few hours of taxi work I have done, I have left it as is. But will
replace it before first flight. It might just be me, but I think I hear a
noticeable change in sound when I run the engine right after pressing that tape
down. But it always lifts back up after a while.
Strike one against this 2 blade IVO.
Another problem I have is that this 2-blade prop rubs against the aileron tubes
when the plane is folded. Seems that the prop extension that is used, with
the thrust angle, causes this. I asked a fellow flyer why the extension, and his
thoughts were that to keep as much engine mass forward as possible, it was
necessary for the extension to clear the back of the cage. He thought it was regular
practice from Kolb (as they tend to be tail heavy?). Sounded reasonable
to me, and I am happy to have it, except it is wearing out my aileron tubes!
I have given serious thought to a 3-blade prop for that reason alone.
Strike 2 against this 2 blade IVO.
I dont know if I want to wait for strike 3, so I will just ask instead
What 3 blade adjustable prop is best on a Firestar 2, and which would you men
suggest? I would expect differing opinions, and thats a good thing. This list
is all about sharing of ideas, and were it not for that, all we would need would
be a single heres how to do it manual. What makes an idea worthy is when you
have some experience to justify the opinion.
There you have it, rant over. I hope you guys are all having a great weekend!
I know I have, Saturday Steven Green flew in and allowed me my first few moments
aloft in a Kolb (his Mk3) how sweet it is! Thanks Steven!
Mike S
Manchester TN
Firestar 2 503
John Hauck wrote:
| John, I just purchased an IVO 66" two blade prop for my Firestar.
Are you saying that THere may be a need or a time when I would need to
balance it? | Heroic Ohio 40 landing Ralph!
Ralph:
No, Sir!
I said I never had to balance a Warp Drive Prop.
I have flown IVO Props quite a bit on Kolb Factory airplanes over the
years. When the silver tape was applied correctly, and it was a new
prop, was smooth as can be. However, when the silver tape would start
to release, just a little, that little prop would wear you out.
With the Warp Drive, I like the idea of setting the prop up, then
flying 400 or 500 or more hours without touching it. No need to.
Once it is adjusted to the airplane and the engine, there isn't
anything left to do. The Warp I pulled off my airplane is still
adjusted exactly like it was in June 2004, when I installed and
adjusted it.
Yes, I am a Warp Drive kinda guy. In addition, you might call me a
Kolb kinda guy, a Rotax 912ULS kinda guy, MATCO wheels and brakes
kinda guy, among a few other items of equipment I have used for a long
time with a great deal of success, e.g., reliability.
Take care,
john h
mkIII
---------------------------------
Get your email and more, right on the new Yahoo.com
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Propellers - IVO or Warp |
Ivo used to use a really thick metal tape, but no more. The metal tape
that comes on them now is wimpy. Replace it with Powerfin tape, they use
a heavy thick vinyl, sticks great, price is right. Don't know how it
reacts to heat. Probably not too well. Their phone # is on their web page.
Concerning prop extensions, the air coming off the wing surfaces creates
a noise when it interfaces with the prop, and the further away from the
wing you can get the prop, the quieter it will be. If you have ever
listened to a Varieze when it flies over, they are a worst case example
of wing/prop interference noise. A two blade prop on a Kolb with a 2
stroke makes a lower-pitched growley sound, a three blade sounds like a
typical 2 stroke ultralight.
Richard Pike
MKIII N420P (420ldPoops)
Mike Schnabel wrote:
> John / Gang,
>
> Interesting comments about the IVO prop and leading edge tape. The IVO
> on my Firestar was a "factory installed option" so to speak. Meaning,
> it came with the engine/airplane when built by Bryan M (great job by
> the way, Bryan knows how to build a Kolb!). Anyway (my point) is to
> say that this plane with only about 6 hours of time on the engine, the
> leading edge tape is separating from the prop.
> I asked a fellow flyer why the extension, and his thoughts were that
> to keep as much engine mass forward as possible,
>
>
> Mike S
> Manchester TN
> Firestar 2 503
>
> *
> *
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: A sleepless night |
Rick,
I forgot in my last reply to tell you I am looking forward to hearing how
your bird performs with this combo.
Have fun and fly safe.
Denny
----- Original Message -----
From: "John Williamson" <kolbrapilot1(at)comcast.net>
Sent: Saturday, August 26, 2006 2:53 PM
Subject: Kolb-List: Re: A sleepless night
>
>
> Hi All,
>
> "A little knowledge is a dangerous thing".
>
> Clarification is in order here: This statement is not true!
>
> "If, however, he is a stand up guy, he will do the inspection by the list
> contained in 14 CFR 43 Appendix D. One of the requirements is to do an
> INTERNAL inspection of the wings."
>
> The Title to FAR Part 43 Appendix D tells you exactly what and when it is
> used:
> "Appendix D to Part 43?"Scope and Detail of Items (as Applicable to the
> Particular Aircraft) To Be Included in Annual and 100-Hour Inspections"
>
> Here is the scope of the inspection as it pertain to the wings:
> "(f) Each person performing an annual or 100-hour inspection shall inspect
> (where applicable) all components of the wing and center section assembly
> for poor general condition, fabric or skin deterioration, distortion,
> evidence of failure, and insecurity of attachment."
>
> As you can see, there is no reference to "One of the requirements is to do
> an INTERNAL inspection of the wings."
>
> You as the Manufacturer will be required to make an entry in the log books
> that the aircraft/engine/propeller are in an "airworthy and safe condition
> for flight." befoe the inspector will make his entry.
>
> The inspector (FAA/DAR) is only required to inspect the aircraft in so far
> as to determine it's eligibility for and the issuance of an Experimental
> Airworthiness Certificate.
>
> Go the regulations and look it up:
> http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?&c=ecfr&tpl=/ecfrbrowse/Title14/14tab_02.tpl
>
> The following statement is true but isn't the whole answer:
> "Some of you may find 14 CFR 91.409 (c) which says that light sport is
> exempt from annuals and 100 hour inspections."
>
> The FAA will issue Operating Limitation for Experimental Light Sport and
> Experimental Amateur Built aircraft. Here is a partial Exerpt of:
>
> " PHASE II Operating Limitations
>
> Following completion of Phase I requirements and a record documenting that
> completion, the aircraft may be operated in accordance with Phase II of
> these Operating Limitations.
>
> No person may operate this aircraft for other than the purpose of
> recreation and education as stated in the program letter for this
> aircraft. In addition, this aircraft shall be operated in accordance with
> applicable air traffic and general operating rules of CFR part 91 and all
> additional limitations prescribed under the provisions of CFR part
> 91.319(e). These operating limitations are a part of the FAA Form 8130-7,
> Special Airworthiness Certificate, and are to be carried in the aircraft
> at all times for availability to the pilot in command of the aircraft.
>
> This aircraft is prohibited from operating in congested airways or over
> densely populated areas unless directed by Air Traffic Control, or unless
> sufficient altitude is maintained to effect a safe emergency landing in
> the event of a power unit failure, without hazard to persons or property
> on the surface.
>
> After completion of Phase I flight testing, unless appropriately equipped
> for night and/or instrument flight in accordance with CFR section 91.205,
> this aircraft is to be operated under VFR, day only.
>
> No person shall operate this aircraft unless within the preceding twelve
> (12) calendar months it has had a condition inspection performed in
> accordance with the scope and detail of appendix D to CFR part 43, or
> other FAA approved programs, and found to be in a condition for safe
> operation. This inspection will be recorded in the aircraft maintenance
> records.
>
> Condition inspections shall be recorded in the aircraft maintenance
> records showing the following or a similarly worded statement: "I certify
> that this aircraft has been inspected on (insert date) in accordance with
> the scope and detail of appendix D to CFR part 43, or other FAA-approved
> programs and found to be in a condition for safe operation," The entry
> will include the aircraft total time in service, and the name, signature,
> certificate number, and type of certificate held by the person performing
> the inspection."
>
> * * * * * *
>
> This is where the condition inspection will be spelled out and also tell
> you that your "aircraft shall be operated in accordance with applicable
> air traffic and general operating rules of CFR part 91 and all additional
> limitations prescribed under the provisions of CFR part 91.319(e)."
>
> The Certification and Operating Limitations process can be found in:
> FAA Order 8130.2F w/Change 2 (7/10/2006) which can can be found at this
> link:
> http://www.faa.gov/aircraft/gen_av/light_sport/
>
> Well, if you made to here, Thank You. Remenber that all our advise is
> worth the paper we are writing on.
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.comcast.net/~kolbrapilot1
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=57574#57574
>
>
> --
>
>
________________________________________________________________________________
| From: | "Chris Mallory" <wcm(at)tampabay.rr.com> |
| Subject: | Some prop questions |
All,
Mr. Alexander and I both have FS II's both with 503 DCDI, the planes are
"almost" exactly alike except that (1)George's plane carries 5gal. fuel and
mine, 10gal. (2).. George is a bigger and heavier pilot than I am and (3) he
has a three blade Warp Drive and I have a three blade IVO prop.
On any given day under any given conditions, I can't for the life of me keep
up with him unless I run way over normal cruise rpm (way over).
I haven't checked my prop pitch (going to though) but I plane performs great
except during cruise (trying to catch George).
I personally think that he's running a turbo boost system but I can't prove
anything.
Anyway, I am giving serious thought to changing to a Warp Drive prop but in
light of the recent postings, I am wondering if I should go two blade or
stick with three blades.
What do you "experienced" gentleman think?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Some prop questions |
| What do you "experienced" gentleman think?
|
Chris:
Probably be a good idea to tune the prop to engine and airplane first.
Prop pitch is correct when the tach will bump the red line, wide open
throttle, straight and level flight. For a Rotax two stroke, that
would be 6,500 rpm, not 6,800 rpm. 6,500 rpm is maximum continuous
rpm.
This procedure will also give you your correct static rpm, used to
check the health of the engine during run up and pre-take off
procedures.
For 912's it would be 5,500 rpm, max continuous rpm.
This is the same way one props a boat to get optimum all around
performance.
Propping an airplane this way will give you best climb and cruise
performance.
A good person to talk to about Warp Drive Props is Daryl, chief honcho
of the company. He has been at this job for many years and is very
knowledgeable on the subject. His telephone number is:
1-800-833-9357
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Some prop questions |
John makes a good point that the prop needs to be tuned to the engine and
airplane but you first need to get a prop that matches your engine and
airplane. Refer to the factory recommendations for best prop because there
is kind of a black science to the prop selection. Most manufactures
experiment with a bunch of props before they get the best one. But when you
try nonstandard prop you will be the test pilot again. Generally speaking
the larger the diameter of the prop the more thrust you get up to the point
where the tips get close to supersonic. The down side is that the effective
speed range of the prop gets more narrow as the prop gets longer and closer
to the point were there is too much prop for the engine power. This is the
limit of my experience. Also three bladed props seem to run smoother on
Kolbs than two bladed props. I'm told that a properly selected two bladed
prop will produce more thrust than a three bladed prop.
I don't know the specifics but Steve Bennet at Great Plains Aircraft tested
(hopefully equal) Warp, Ivo, and PowerFin props and found that PowerFin
props produced the most thrust and were the lightest. Warp Drive produced a
bit less thrust and was the heaviest by quite a bit. Ivo produced the least
thrust and was in between the weight of the others.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIIIc
Serial # M3-174 Root tube #1044
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Sunday, August 27, 2006 11:03 AM
Subject: Re: Kolb-List: Some prop questions
>
> | What do you "experienced" gentleman think?
> |
>
> Chris:
>
> Probably be a good idea to tune the prop to engine and airplane first.
>
> Prop pitch is correct when the tach will bump the red line, wide open
> throttle, straight and level flight. For a Rotax two stroke, that
> would be 6,500 rpm, not 6,800 rpm. 6,500 rpm is maximum continuous
> rpm.
>
> This procedure will also give you your correct static rpm, used to
> check the health of the engine during run up and pre-take off
> procedures.
>
> For 912's it would be 5,500 rpm, max continuous rpm.
>
> This is the same way one props a boat to get optimum all around
> performance.
>
> Propping an airplane this way will give you best climb and cruise
> performance.
>
> A good person to talk to about Warp Drive Props is Daryl, chief honcho
> of the company. He has been at this job for many years and is very
> knowledgeable on the subject. His telephone number is:
>
> 1-800-833-9357
>
> Take care,
>
> john h
> mkIII
>
>
>
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Some prop questions |
Check John H's post on propping to hit 6,500 rpm, do that, and also pull
one blade out of your Ivo. You will need some cheap spacer blocks to do
it right, but try using it as a two-blade first. You might be pleasantly
surprised. And if not, it didn't cost you much.
Richard Pike
MKIII N420P (420ldPoops)
Chris Mallory wrote:
>
> All,
>
> Mr. Alexander and I both have FS II's both with 503 DCDI, the planes
> are "almost" exactly alike except that (1)George's plane carries 5gal.
> fuel and mine, 10gal. (2).. George is a bigger and heavier pilot than
> I am and (3) he has a three blade Warp Drive and I have a three blade
> IVO prop.
>
> On any given day under any given conditions, I can't for the life of
> me keep up with him unless I run way over normal cruise rpm (way over).
>
> I haven't checked my prop pitch (going to though) but I plane performs
> great except during cruise (trying to catch George).
>
> I personally think that he's running a turbo boost system but I can't
> prove anything.
>
> Anyway, I am giving serious thought to changing to a Warp Drive prop
> but in light of the recent postings, I am wondering if I should go two
> blade or stick with three blades.
>
> What do you "experienced" gentleman think?
>
> *
>
>
> *
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Some prop questions |
Kolbers,
Another propeller consideration is it's moment of inertia. This is a
measure of propellers flywheel effect. Considering all other things equal,
the heavier and higher moment of inertia propeller will be more difficult to
accelerate or decelerate and to absorb engine power impulses. This in turn
causes more work for the reduction unit, engine mounts and the fuselage in
that they have to absorb more
vibration.
For similar power settings, the lightest and lowest moment of inertia
propeller should feed the least vibration back to the cage.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: A sleepless night |
John you're trying to seperate the fly poop from the pepper, IMHO. What par
t
of "all components" exempts the internal parts of the wing? You are right
only on the point that I meant to say "in essence" before stating an
internal inspection is required. If it weren't required, do you think
Cessna, Piper, Aeronca, or any manufacturer would put inspection hatches on
the wings?
Go read Appendix D again starting from the beginning.
(a) Each person performing an annual or 100-hour inspection shall, before
that inspection, remove or open all necessary inspection plates, access
doors, fairing, and cowling. He shall thoroughly clean the aircraft and
aircraft engine.
(b) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) the following components of the fuselage and hull group:
Inspect does not mean take glance and write a sentence in the logs, it mean
s
inspect. To drive the point home the feds give you AC 43-13.1b so you have
a reference for the acceptable techniques of building, what to look for whe
n
inspecting, and how to correct an unacceptable condition.
Then go back and look at 43.15
(a) *General.* Each person performing an inspection required by part 91,
125, or 135 of this chapter, shall=97
(1) Perform the inspection so as to determine whether the aircraft, or
portion(s) thereof under inspection, meets all applicable airworthiness
requirements;
and then to drive the point home that the inspection is thorough:
(c) *Annual and 100-hour inspections.* (1) Each person performing an annual
or 100-hour inspection shall use a checklist while performing the
inspection. The checklist may be of the person's own design, one provided b
y
the manufacturer of the equipment being inspected or one obtained from
another source. This checklist must include the scope and detail of the
items contained in appendix D to this part and paragraph (b) of this
section.
Those shalls and musts mean exactly what they say, it's not optional. You
don't get to say I forgot, I missed it, or Oops.
John, I think we're really on the same page here, and you're holding my fee
t
to the fire because I made an absolute statement about the regs when, as I
said, I should have added that, "in essence" to make it clear that this is
the intent although it doesn't say this exact wording.
John, just so there's no misunderstanding between us, I really appreciate
you holding me accountable. The guys (and gals, for the PC crowd) on this
list deserve the correct information.
Rick
On 8/26/06, John Williamson wrote:
>
> kolbrapilot1(at)comcast.net>
>
> Hi All,
>
> "A little knowledge is a dangerous thing".
>
> Clarification is in order here: This statement is not true!
>
> "If, however, he is a stand up guy, he will do the inspection by the list
> contained in 14 CFR 43 Appendix D. One of the requirements is to do an
> INTERNAL inspection of the wings."
>
> The Title to FAR Part 43 Appendix D tells you exactly what and when it is
> used:
> "Appendix D to Part 43=97Scope and Detail of Items (as Applicable to the
> Particular Aircraft) To Be Included in Annual and 100-Hour Inspections"
>
> Here is the scope of the inspection as it pertain to the wings:
> "(f) Each person performing an annual or 100-hour inspection shall inspec
t
> (where applicable) all components of the wing and center section assembly
> for poor general condition, fabric or skin deterioration, distortion,
> evidence of failure, and insecurity of attachment."
>
> As you can see, there is no reference to "One of the requirements is to d
o
> an INTERNAL inspection of the wings."
>
> You as the Manufacturer will be required to make an entry in the log book
s
> that the aircraft/engine/propeller are in an "airworthy and safe conditio
n
> for flight." befoe the inspector will make his entry.
>
> The inspector (FAA/DAR) is only required to inspect the aircraft in so fa
r
> as to determine it's eligibility for and the issuance of an Experimental
> Airworthiness Certificate.
>
> Go the regulations and look it up:
>
> http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?&c=ecfr&tpl=/ecfrbrowse
/Title14/14tab_02.tpl
>
> The following statement is true but isn't the whole answer:
> "Some of you may find 14 CFR 91.409 (c) which says that light sport is
> exempt from annuals and 100 hour inspections."
>
> The FAA will issue Operating Limitation for Experimental Light Sport and
> Experimental Amateur Built aircraft. Here is a partial Exerpt of:
>
> " PHASE II Operating Limitations
>
> Following completion of Phase I requirements and a record documenting tha
t
> completion, the aircraft may be operated in accordance with Phase II of
> these Operating Limitations.
>
> No person may operate this aircraft for other than the purpose of
> recreation and education as stated in the program letter for this
> aircraft. In addition, this aircraft shall be operated in accordance wit
h
> applicable air traffic and general operating rules of CFR part 91 and all
> additional limitations prescribed under the provisions of CFR part 91.319
(e).
> These operating limitations are a part of the FAA Form 8130-7, Special
> Airworthiness Certificate, and are to be carried in the aircraft at all
> times for availability to the pilot in command of the aircraft.
>
> This aircraft is prohibited from operating in congested airways or over
> densely populated areas unless directed by Air Traffic Control, or unless
> sufficient altitude is maintained to effect a safe emergency landing in t
he
> event of a power unit failure, without hazard to persons or property on t
he
> surface.
>
> After completion of Phase I flight testing, unless appropriately equipped
> for night and/or instrument flight in accordance with CFR section 91.205,
> this aircraft is to be operated under VFR, day only.
>
> No person shall operate this aircraft unless within the preceding twelve
> (12) calendar months it has had a condition inspection performed in
> accordance with the scope and detail of appendix D to CFR part 43, or oth
er
> FAA approved programs, and found to be in a condition for safe
> operation. This inspection will be recorded in the aircraft maintenance
> records.
>
> Condition inspections shall be recorded in the aircraft maintenance
> records showing the following or a similarly worded statement: "I certify
> that this aircraft has been inspected on (insert date) in accordance with
> the scope and detail of appendix D to CFR part 43, or other FAA-approved
> programs and found to be in a condition for safe operation," The entry wi
ll
> include the aircraft total time in service, and the name, signature,
> certificate number, and type of certificate held by the person performing
> the inspection."
>
> * * * * * *
>
> This is where the condition inspection will be spelled out and also tell
> you that your "aircraft shall be operated in accordance with applicable a
ir
> traffic and general operating rules of CFR part 91 and all additional
> limitations prescribed under the provisions of CFR part 91.319(e)."
>
> The Certification and Operating Limitations process can be found in:
> FAA Order 8130.2F w/Change 2 (7/10/2006) which can can be found at this
> link:
> http://www.faa.gov/aircraft/gen_av/light_sport/
>
> Well, if you made to here, Thank You. Remenber that all our advise is
> worth the paper we are writing on.
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.comcast.net/~kolbrapilot1
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=57574#57574
>
>
===========
===========
===========
===========
===========
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "George T. Alexander, Jr." <gtalexander(at)att.net> |
| Subject: | Some prop questions |
All:
So rare that one has an opportunity to correct Mr. Mallory........
He states......"(3) he has a three blade Warp Drive"
He should have stated..... "(3) he has a three blade Power Fin"
I would have been harsher in my correction if Chris had not been so kind
when he said ".....and heavier...." That's being kind. Coulda said "fat"
Regards,
George "turbo boost" Alexander
http://gtalexander.home.att.net
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Chris Mallory
Sent: Sunday, August 27, 2006 10:33 AM
Subject: Kolb-List: Some prop questions
All,
Mr. Alexander and I both have FS II's both with 503 DCDI, the planes are
"almost" exactly alike except that (1)George's plane carries 5gal. fuel and
mine, 10gal. (2).. George is a bigger and heavier pilot than I am and (3) he
has a three blade Warp Drive and I have a three blade IVO prop.
On any given day under any given conditions, I can't for the life of me keep
up with him unless I run way over normal cruise rpm (way over).
I haven't checked my prop pitch (going to though) but I plane performs great
except during cruise (trying to catch George).
I personally think that he's running a turbo boost system but I can't prove
anything.
Anyway, I am giving serious thought to changing to a Warp Drive prop but in
light of the recent postings, I am wondering if I should go two blade or
stick with three blades.
What do you "experienced" gentleman think?
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: A sleepless night |
Roger, The only way you can get S-LSA certification is if the kit you built
has been certificated through the process established by ASTM committee F37.
There are no qualifying kits at this time from anyone.
Even if you took this option with a qualifying kit, you must then build the
kit and equip it EXACTLY as specified by the kit manufacturer. If you change
anything your airworthiness certificate is null and void (CFR 21.181). To do
a change and keep your airworthiness certificate you would have to get a
letter of authorization from the manufacturer for that change (or each
change if you made more than one) and it would be airframe specific, i.e. it
would list the N number of you aircraft and is good ONLY for that aircraft.
Rick
On 8/26/06, Roger Lee wrote:
>
>
> Hi All,
>
> I registered my Kolb Mark III ELSA last year and got my LSA lic. I did not
> think that getting the LSA lic. was difficult. I got the Gliem self study
> program of books and CD. Studied for 2 months while I flew with the CFI for
> my hours and took the written. The test of 40 questions was quite easy
> except for two out in left field questions that no one seemed to know.
> The FAA LSA was a little different as they didn't really know themselves
> what was going on. One guy had me fill out amateur built papers and then the
> FAA wanted more info. Everytime you send them something it seems to take 3
> weeks to get something back. I talked to the main honcho at the FAA for LSA
> and he explained everything. Then I had to call the FAA people that were
> handling my file and explain it to them. After I filled out the correct
> paperwork I had my ELSA paper work from FAA in a couple of days. Then there
> was nobody in Az. that inspected LSA aircraft so I brought in John Shablow
> out of Calif. He was great. You also have to option of going SLSA which
> would allow you to train or rent your craft. The main difference is SLSA has
> to have an A/P or equivilent for inspections and to preform work on your
> craft. If you rent it or train in it you have to include 100 hr.
> inspections. I went ELSA so I can do all my own maintenance and I took the
> "Condition of Inspection" clas!
> s and now I can do my own inspections. If you buy an SLSA you can bust it
> back to ELSA and then you can do your own work again, but you can not ever
> take it back to SLSA.
>
> --------
> Roger Lee
> Tucson, Az.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=57577#57577
>
>
--
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: Some prop questions |
| Considering all other things equal,
| the heavier and higher moment of inertia propeller will be more
difficult to
| accelerate or decelerate and to absorb engine power impulses. This
in turn
| causes more work for the reduction unit, engine mounts and the
fuselage in
| that they have to absorb more
| vibration.
|
| For similar power settings, the lightest and lowest moment of
inertia
| propeller should feed the least vibration back to the cage.
|
| Jack B. Hart FF004
Jack:
The 912 series engines are not experiencing any problems with the
heavier 3 blade Warp Drive Props, especially those equipped with the
slip clutch. At 1,200 hours, all flown with the 70 and 72 inch Warp,
my gear box torsional vibration dampner showed not wear.
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Some prop questions |
Jack is absolutely correct here. The Warp drive is a great prop, but it is
heavy (lots of rotational inertia). If you are running a "B" box it is way
too heavy. If you run a "C", or "E" box, which has twice the allowable
limit as the "B", you are hitting the top of the limit at best. These limit
numbers come right from the Rotax manual for the gear box.
Rick
On 8/27/06, Jack B. Hart wrote:
>
>
> Kolbers,
>
> Another propeller consideration is it's moment of inertia. This is a
> measure of propellers flywheel effect. Considering all other things
> equal,
> the heavier and higher moment of inertia propeller will be more difficult
> to
> accelerate or decelerate and to absorb engine power impulses. This in
> turn
> causes more work for the reduction unit, engine mounts and the fuselage in
> that they have to absorb more
> vibration.
>
> For similar power settings, the lightest and lowest moment of inertia
> propeller should feed the least vibration back to the cage.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
--
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: Some prop questions |
Hey Geo,
I just upped my starvation insurance as I got older.
On Aug 27, 2006, at 3:02 PM, George T. Alexander, Jr. wrote:
> I would have been harsher in my correction if Chris had not been so
> kind when he said ".....and heavier...." That's being kind.
> Coulda said "fat"
>
> Regards,
>
> George "turbo boost" Alexander
________________________________________________________________________________
| Subject: | Re: A sleepless night |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
My error. I guess Mr. Shablow was mistaken and then I have mispoke.
Sorry about that.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57809#57809
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Some prop questions |
In a message dated 8/27/2006 11:10:02 A.M. Central Standard Time,
NeilsenRM(at)comcast.net writes:
I don't know the specifics but Steve Bennet at Great Plains Aircraft tested
(hopefully equal) Warp, Ivo, and PowerFin props and found that PowerFin
props produced the most thrust and were the lightest. Warp Drive produced a
bit less thrust and was the heaviest by quite a bit. Ivo produced the least
thrust and was in between the weight of the others.
My $.02 worth
Rick Neilsen
Did they consider smoothness quiteness or durability?
Ed Diebel
________________________________________________________________________________
| Subject: | Re: A sleepless night |
| From: | "John Williamson" <kolbrapilot1(at)comcast.net> |
Rick and All,
My last words on this subject:
"What part of "all components" exempts the internal parts of the wing?"
Well it seems you want to skip the very important words: "(where applicable)" that
are in the same sentence.
"You are right only on the point that I meant to say "in essence" before stating
an internal inspection is required. If it weren't required, do you think Cessna,
Piper, Aeronca, or any manufacturer would put inspection hatches on the wings?"
We don't interpret the FAR's, we do what they require by the words present. We
don't have to guess what the intent was.
"Go read Appendix D again starting from the beginning.
(a) Each person performing an annual or 100-hour inspection shall, before that
inspection, remove or open all necessary inspection plates, access doors, fairing,
and cowling. He shall thoroughly clean the aircraft and aircraft engine.
(b) Each person performing an annual or 100-hour inspection shall inspect (where
applicable) the following components of the fuselage and hull group: Inspect
does not mean take glance and write a sentence in the logs, it means inspect."
Again, there is only the requirement to "remove or open all necessary inspection
plates". We as the manufacturer determine what access is required to comply
with the letter of the FAR.
"To drive the point home the feds give you AC 43-13.1b so you have a reference
for the acceptable techniques of building, what to look for when inspecting, and
how to correct an unacceptable condition."
AC 43-13.1b is Acceptable Methods, Techniques, and Practices--Aircraft Inspection
and Repair" , not for "acceptable techniques of building" as you stated.
"Then go back and look at 43.15"
No need to go to that section of the FAR if "Experimental" is on the Airworthiness
Certificate and Operating Limitaions" since they say that I have to do the
condition inspection IAW Appendix D Part 43. Nowhere else will it say that any
other part of Part 43 applies to "Experimental" aircraft.
"Those shalls and musts mean exactly what they say, it's not optional. You don't
get to say I forgot, I missed it, or Oops."
This is very true and if this discussion does nothing but get a couple more people
to read the Regs, then it has not been for nothing.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=57862#57862
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Some prop questions |
George,
That makes me feel a whole lot better about my Powerfin prop.
Denny
PS: Which model Powerfin do you have?
----- Original Message -----
From: George T. Alexander, Jr.
To: kolb-list(at)matronics.com
Sent: Sunday, August 27, 2006 3:02 PM
Subject: RE: Kolb-List: Some prop questions
All:
So rare that one has an opportunity to correct Mr. Mallory........
He states......"(3) he has a three blade Warp Drive"
He should have stated..... "(3) he has a three blade Power Fin"
I would have been harsher in my correction if Chris had not been so
kind when he said ".....and heavier...." That's being kind. Coulda
said "fat"
Regards,
George "turbo boost" Alexander
http://gtalexander.home.att.net
-------------------------------------------------------------------------
-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Chris Mallory
Sent: Sunday, August 27, 2006 10:33 AM
To: Kolb List
Subject: Kolb-List: Some prop questions
All,
Mr. Alexander and I both have FS II's both with 503 DCDI, the planes
are "almost" exactly alike except that (1)George's plane carries 5gal.
fuel and mine, 10gal. (2).. George is a bigger and heavier pilot than I
am and (3) he has a three blade Warp Drive and I have a three blade IVO
prop.
On any given day under any given conditions, I can't for the life of
me keep up with him unless I run way over normal cruise rpm (way over).
I haven't checked my prop pitch (going to though) but I plane performs
great except during cruise (trying to catch George).
I personally think that he's running a turbo boost system but I can't
prove anything.
Anyway, I am giving serious thought to changing to a Warp Drive prop
but in light of the recent postings, I am wondering if I should go two
blade or stick with three blades.
What do you "experienced" gentleman think?
s.com/Navigator?Kolb-List
-------------------------------------------------------------------------
-----
8/25/2006
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Re: A sleepless night |
My Kolb Mark3 has the Kolb amphib floats and I'm a very big guy so I will
need all the power I can get.Will be a single place I'm pretty sure.
----- Original Message -----
From: "Denny Rowe" <rowedl(at)highstream.net>
Sent: Sunday, August 27, 2006 8:11 AM
Subject: Re: Kolb-List: Re: A sleepless night
>
> Rick,
> I forgot in my last reply to tell you I am looking forward to hearing how
> your bird performs with this combo.
> Have fun and fly safe.
>
> Denny
> ----- Original Message -----
> From: "John Williamson" <kolbrapilot1(at)comcast.net>
> To:
> Sent: Saturday, August 26, 2006 2:53 PM
> Subject: Kolb-List: Re: A sleepless night
>
>
> >
> >
> > Hi All,
> >
> > "A little knowledge is a dangerous thing".
> >
> > Clarification is in order here: This statement is not true!
> >
> > "If, however, he is a stand up guy, he will do the inspection by the
list
> > contained in 14 CFR 43 Appendix D. One of the requirements is to do an
> > INTERNAL inspection of the wings."
> >
> > The Title to FAR Part 43 Appendix D tells you exactly what and when it
is
> > used:
> > "Appendix D to Part 43?"Scope and Detail of Items (as Applicable to the
> > Particular Aircraft) To Be Included in Annual and 100-Hour Inspections"
> >
> > Here is the scope of the inspection as it pertain to the wings:
> > "(f) Each person performing an annual or 100-hour inspection shall
inspect
> > (where applicable) all components of the wing and center section
assembly
> > for poor general condition, fabric or skin deterioration, distortion,
> > evidence of failure, and insecurity of attachment."
> >
> > As you can see, there is no reference to "One of the requirements is to
do
> > an INTERNAL inspection of the wings."
> >
> > You as the Manufacturer will be required to make an entry in the log
books
> > that the aircraft/engine/propeller are in an "airworthy and safe
condition
> > for flight." befoe the inspector will make his entry.
> >
> > The inspector (FAA/DAR) is only required to inspect the aircraft in so
far
> > as to determine it's eligibility for and the issuance of an Experimental
> > Airworthiness Certificate.
> >
> > Go the regulations and look it up:
> >
http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?&c=ecfr&tpl=/ecfrbrowse/Title14/14tab_02.tpl
> >
> > The following statement is true but isn't the whole answer:
> > "Some of you may find 14 CFR 91.409 (c) which says that light sport is
> > exempt from annuals and 100 hour inspections."
> >
> > The FAA will issue Operating Limitation for Experimental Light Sport and
> > Experimental Amateur Built aircraft. Here is a partial Exerpt of:
> >
> > " PHASE II Operating Limitations
> >
> > Following completion of Phase I requirements and a record documenting
that
> > completion, the aircraft may be operated in accordance with Phase II of
> > these Operating Limitations.
> >
> > No person may operate this aircraft for other than the purpose of
> > recreation and education as stated in the program letter for this
> > aircraft. In addition, this aircraft shall be operated in accordance
with
> > applicable air traffic and general operating rules of CFR part 91 and
all
> > additional limitations prescribed under the provisions of CFR part
> > 91.319(e). These operating limitations are a part of the FAA Form
8130-7,
> > Special Airworthiness Certificate, and are to be carried in the aircraft
> > at all times for availability to the pilot in command of the aircraft.
> >
> > This aircraft is prohibited from operating in congested airways or over
> > densely populated areas unless directed by Air Traffic Control, or
unless
> > sufficient altitude is maintained to effect a safe emergency landing in
> > the event of a power unit failure, without hazard to persons or property
> > on the surface.
> >
> > After completion of Phase I flight testing, unless appropriately
equipped
> > for night and/or instrument flight in accordance with CFR section
91.205,
> > this aircraft is to be operated under VFR, day only.
> >
> > No person shall operate this aircraft unless within the preceding twelve
> > (12) calendar months it has had a condition inspection performed in
> > accordance with the scope and detail of appendix D to CFR part 43, or
> > other FAA approved programs, and found to be in a condition for safe
> > operation. This inspection will be recorded in the aircraft maintenance
> > records.
> >
> > Condition inspections shall be recorded in the aircraft maintenance
> > records showing the following or a similarly worded statement: "I
certify
> > that this aircraft has been inspected on (insert date) in accordance
with
> > the scope and detail of appendix D to CFR part 43, or other FAA-approved
> > programs and found to be in a condition for safe operation," The entry
> > will include the aircraft total time in service, and the name,
signature,
> > certificate number, and type of certificate held by the person
performing
> > the inspection."
> >
> > * * * * * *
> >
> > This is where the condition inspection will be spelled out and also tell
> > you that your "aircraft shall be operated in accordance with applicable
> > air traffic and general operating rules of CFR part 91 and all
additional
> > limitations prescribed under the provisions of CFR part 91.319(e)."
> >
> > The Certification and Operating Limitations process can be found in:
> > FAA Order 8130.2F w/Change 2 (7/10/2006) which can can be found at this
> > link:
> > http://www.faa.gov/aircraft/gen_av/light_sport/
> >
> > Well, if you made to here, Thank You. Remenber that all our advise is
> > worth the paper we are writing on.
> >
> > --------
> > John Williamson
> > Arlington, TX
> >
> > Kolbra, 912ULS
> > http://home.comcast.net/~kolbrapilot1
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=57574#57574
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > --
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: Some prop questions |
In a message dated 8/27/2006 7:21:16 P.M. Eastern Standard Time,
WillUribe(at)aol.com writes:
I'm satisfied with the IVO but I wish I would have bought a three blade
Power Fin. The IVO had problems with slinging the leading edge aluminum tape.
IVO said they got a bad batch of aluminum tape, I now use transparent tape.
Good point about the tape Will. When I started flying FF 007 it had the IVO
2 blade installed.
The tape would constantly try and peel off. Granted, I was throwing a lot of
water through it. I ordered 2 blade Warp and a 3 blade Kiev at the same time.
The Kiev arrived first and I have never taken it off the plane. I do not
think that there was much performance difference between the IVO and the Kiev.
Keep in mind that the IVO is 2 and the Kiev is 3. Kiev only makes a 3 blade
configuration. I suspect that a 2 blade Kiev would out perform the IVO.
However, the Kiev was much smoother and quieter than the IVO. Some day I will
get
around and try the Warp. I suspect that it will out perform both the IVO and
Kiev.
steve
________________________________________________________________________________
| Subject: | Champs and Chumps |
My neighbor here on the lake in Fla finally got his Champ back on floats and
parked next door. So I had the chance to go out and chase him around this
weekend. The Firefly on floats only goes about 62 mph at 6200 and the Chump does
an easy 75. However when it comes to takeoff, climb and turns the FF is all
over the Chump. Probably looked a lot like a mockingbird chasing a buzzard
from the ground. A lot of fun for all involved.
Time to tie down the trailer, WE got a Blow coming.
Steve
________________________________________________________________________________
| Subject: | Early Birds/Sausage Feast |
To All interested,
The 2nd Annual Custom Air Pre-Homecoming Cookout and Sausage Feast will be
held at Bryan's shop across the field from TNK on Thursday Afternoon. And yes
Travis, I made time to make the Sausage.
Everyone that arrives a day early for the Homecoming is Welcome.
Bryan and Steve
PS John, I made 2 for you
________________________________________________________________________________
| Subject: | Re: Some prop questions |
In a message dated 8/28/2006 11:06:23 AM Eastern Standard Time,
jbhart(at)onlyinternet.net writes:
> Any three blade propeller will be quieter than its corresponding two blade
> when they are both setup to absorb the same amount of power. The three blade
> will be set at lower pitch which translates into lower noise.
>
> Jack B. Hart FF004
> Winchester, IN
>
Makes sense Jack, If Kiev ever makes a 2 blade hub, I will switch. I suspect
that a 2 blade Kiev will be quieter than an IVO due to the blade design. I
think that the IVO does a good job and it is the easiest to adjust but it is not
suitable for water flying.
steve
________________________________________________________________________________
| From: | "Travis Brown (Kolb Aircraft)" <travis(at)tnkolbaircraft.com> |
| Subject: | Re: Early Birds/Sausage Feast |
Thank You Steve. I will be there.
Travis @ TNK
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Monday, August 28, 2006 10:35 AM
Subject: Kolb-List: Early Birds/Sausage Feast
To All interested,
The 2nd Annual Custom Air Pre-Homecoming Cookout and Sausage Feast
will be held at Bryan's shop across the field from TNK on Thursday
Afternoon. And yes Travis, I made time to make the Sausage.
Everyone that arrives a day early for the Homecoming is Welcome.
Bryan and Steve
PS John, I made 2 for you
________________________________________________________________________________
| Subject: | Re: Early Birds/Sausage Feast |
In a message dated 8/28/2006 11:18:24 AM Eastern Standard Time,
travis(at)tnkolbaircraft.com writes:
>
> Thank You Steve. I will be there.
>
> Travis @ TNK
>
I think that we should all vote to see if Travis should Sing for His Supper!
steve
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: A sleepless night |
John, Appendix D applies to ALL aircraft that require annual and 100 hour
inspections. The "where applicable" means if it ain't got a wing, i.e. a
rotorcraft.
Rick
On 8/27/06, Rick Pearce wrote:
>
>
> My Kolb Mark3 has the Kolb amphib floats and I'm a very big guy so I will
> need all the power I can get.Will be a single place I'm pretty sure.
> ----- Original Message -----
> From: "Denny Rowe" <rowedl(at)highstream.net>
> To:
> Sent: Sunday, August 27, 2006 8:11 AM
> Subject: Re: Kolb-List: Re: A sleepless night
>
>
> >
> > Rick,
> > I forgot in my last reply to tell you I am looking forward to hearing
> how
> > your bird performs with this combo.
> > Have fun and fly safe.
> >
> > Denny
> > ----- Original Message -----
> > From: "John Williamson" <kolbrapilot1(at)comcast.net>
> > To:
> > Sent: Saturday, August 26, 2006 2:53 PM
> > Subject: Kolb-List: Re: A sleepless night
> >
> >
> > >
> > >
> > > Hi All,
> > >
> > > "A little knowledge is a dangerous thing".
> > >
> > > Clarification is in order here: This statement is not true!
> > >
> > > "If, however, he is a stand up guy, he will do the inspection by the
> list
> > > contained in 14 CFR 43 Appendix D. One of the requirements is to do a
n
> > > INTERNAL inspection of the wings."
> > >
> > > The Title to FAR Part 43 Appendix D tells you exactly what and when i
t
> is
> > > used:
> > > "Appendix D to Part 43?"Scope and Detail of Items (as Applicable t
o
> the
> > > Particular Aircraft) To Be Included in Annual and 100-Hour
> Inspections"
> > >
> > > Here is the scope of the inspection as it pertain to the wings:
> > > "(f) Each person performing an annual or 100-hour inspection shall
> inspect
> > > (where applicable) all components of the wing and center section
> assembly
> > > for poor general condition, fabric or skin deterioration, distortion,
> > > evidence of failure, and insecurity of attachment."
> > >
> > > As you can see, there is no reference to "One of the requirements is
> to
> do
> > > an INTERNAL inspection of the wings."
> > >
> > > You as the Manufacturer will be required to make an entry in the log
> books
> > > that the aircraft/engine/propeller are in an "airworthy and safe
> condition
> > > for flight." befoe the inspector will make his entry.
> > >
> > > The inspector (FAA/DAR) is only required to inspect the aircraft in s
o
> far
> > > as to determine it's eligibility for and the issuance of an
> Experimental
> > > Airworthiness Certificate.
> > >
> > > Go the regulations and look it up:
> > >
>
> http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?&c=ecfr&tpl=/ecfrbrowse
/Title14/14tab_02.tpl
> > >
> > > The following statement is true but isn't the whole answer:
> > > "Some of you may find 14 CFR 91.409 (c) which says that light sport i
s
> > > exempt from annuals and 100 hour inspections."
> > >
> > > The FAA will issue Operating Limitation for Experimental Light Sport
> and
> > > Experimental Amateur Built aircraft. Here is a partial Exerpt of:
> > >
> > > " PHASE II Operating Limitations
> > >
> > > Following completion of Phase I requirements and a record documenting
> that
> > > completion, the aircraft may be operated in accordance with Phase II
> of
> > > these Operating Limitations.
> > >
> > > No person may operate this aircraft for other than the purpose of
> > > recreation and education as stated in the program letter for this
> > > aircraft. In addition, this aircraft shall be operated in accordance
> with
> > > applicable air traffic and general operating rules of CFR part 91 and
> all
> > > additional limitations prescribed under the provisions of CFR part
> > > 91.319(e). These operating limitations are a part of the FAA Form
> 8130-7,
> > > Special Airworthiness Certificate, and are to be carried in the
> aircraft
> > > at all times for availability to the pilot in command of the aircraft
.
> > >
> > > This aircraft is prohibited from operating in congested airways or
> over
> > > densely populated areas unless directed by Air Traffic Control, or
> unless
> > > sufficient altitude is maintained to effect a safe emergency landing
> in
> > > the event of a power unit failure, without hazard to persons or
> property
> > > on the surface.
> > >
> > > After completion of Phase I flight testing, unless appropriately
> equipped
> > > for night and/or instrument flight in accordance with CFR section
> 91.205,
> > > this aircraft is to be operated under VFR, day only.
> > >
> > > No person shall operate this aircraft unless within the preceding
> twelve
> > > (12) calendar months it has had a condition inspection performed in
> > > accordance with the scope and detail of appendix D to CFR part 43, or
> > > other FAA approved programs, and found to be in a condition for safe
> > > operation. This inspection will be recorded in the aircraft
> maintenance
> > > records.
> > >
> > > Condition inspections shall be recorded in the aircraft maintenance
> > > records showing the following or a similarly worded statement: "I
> certify
> > > that this aircraft has been inspected on (insert date) in accordance
> with
> > > the scope and detail of appendix D to CFR part 43, or other
> FAA-approved
> > > programs and found to be in a condition for safe operation," The entr
y
> > > will include the aircraft total time in service, and the name,
> signature,
> > > certificate number, and type of certificate held by the person
> performing
> > > the inspection."
> > >
> > > * * * * * *
> > >
> > > This is where the condition inspection will be spelled out and also
> tell
> > > you that your "aircraft shall be operated in accordance with
> applicable
> > > air traffic and general operating rules of CFR part 91 and all
> additional
> > > limitations prescribed under the provisions of CFR part 91.319(e)."
> > >
> > > The Certification and Operating Limitations process can be found in:
> > > FAA Order 8130.2F w/Change 2 (7/10/2006) which can can be found at
> this
> > > link:
> > > http://www.faa.gov/aircraft/gen_av/light_sport/
> > >
> > > Well, if you made to here, Thank You. Remenber that all our advise is
> > > worth the paper we are writing on.
> > >
> > > --------
> > > John Williamson
> > > Arlington, TX
> > >
> > > Kolbra, 912ULS
> > > http://home.comcast.net/~kolbrapilot1
> > >
> > >
> > >
> > >
> > > Read this topic online here:
> > >
> > > http://forums.matronics.com/viewtopic.php?p=57574#57574
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > > --
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
>
>
===========
===========
===========
===========
===========
>
>
--
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: | Re: E-SLA N-numbering |
WW, When you check the, "I have a bill of sale box", the FAA has to check
the ownership transfers all the way back to when the aircraft was first
registered.
Rick
On 8/26/06, TheWanderingWench wrote:
>
> thewanderingwench(at)yahoo.com>
>
> Hi folks,
>
> Following up on Dick Girard's comments re: certifying
> a "fat" ultralight as E-SLA. When you're applying for
> your N-number, there is a 5"x 8" 3-part form that you
> fill out. In the Ownership section, you can check
> that you have a bill of sale, or that you lost the
> bill of sale but declare that you really, really,
> honestly do own the aircraft for which you're applying
> for the N-number.
>
> EAA recommends that you ALWAYS check the "I own it,
> but lost the bill of sale" box EVEN IF you have the
> bill of sale. Somehow, your application will go
> through the process more quickly.
>
> That happened here in Oregon. Of 3 people who sent in
> their N-number applications at approximately the same
> time, the two who checked "I have a bill of sale" had
> their application sent back with a request for more
> info, and the one who checked "I lost my bill of sale"
> had theirs sail through. Don't ask me why...
>
> 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."
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: FS 2 stick conversion |
Wade,
My Firefly has the old system and it works well. Duane the Plane used Thin
Stainless sheet metal to make his own shims and it has held up well.
Also If you go to the new style, DO NOT mount your turnbuckles directly to
your stick as is done in the old system. They will fatigue and eventually fail.
The new system uses a short piece of cable in between the stick and the
turnbuckle.
Steve
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Early Birds/Sausage Feast |
|
| PS John, I made 2 for you
|
Steve B:
You da man!
Gang:
Recommend attending the Kolb Homecoming. We have a ball. Only flyin
I know of that takes care of you from the day before the flyin starts
until time to go home on Sunday.
Steve B makes some mean sausage. I was lucky to get there early last
year and enjoy some "early bird" sausage with Steve and Bryan.
Looking forward to this year's get together. Looks like I'll be
pulling the 5th wheel rather than flyin in. Not enough time to get
new engine and get it installed prior to time to go.
john h
mkIII (engineless and propless)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Early Birds/Sausage Feast |
| I think that we should all vote to see if Travis should Sing for
His Supper!
|
| steve
|
Steve:
Don't know about Travis singing for his supper or not. However, shore
would love to hear Travis pick that 5 string banjo. Travis is the
greatest!
john h
mkIII (engineless and propless)
________________________________________________________________________________
| Subject: | Re: A sleepless night |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Rick,
Why would someone lose $25k for switching form SLSA to ELSA?
The only thing I can think of off hand is that you would not be able to use it
as a trainer, but wouldn't you be able to do your own work and inspections?
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58053#58053
________________________________________________________________________________
| Subject: | Re: A sleepless night |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Just got off the phone to EAA. Other than not being able to train in the plane
or rent it out then there should not be any drawbacks. 95% people are recreational
flyers and not trainers anyway. Another interesting note from them was, as
the Regulations stand right now, if you did go back to ELSA from SLSA then you
could do your "Condition of Safe Operation" inspection, but at this time could
not do your own work. They said that was an FAA goof. They are in the process
of trying to get that changed so you can do your own work. They also said
that if you go back to ELSA then you would remove some of the restrictions that
a company might have put on as an SLSA. Case in point, I just bought a Flight
Design CT and they said not to fly at night, but if I take the plane back to
ELSA then I can legally fly at night if the plane is equiped with lights and
the pilot holds a private ticket.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58063#58063
________________________________________________________________________________
| From: | "George T. Alexander, Jr." <gtalexander(at)att.net> |
| Subject: | Some prop questions |
Denny:
Sorry for the delay in responding. Spent the day trying to secure my FS in
its trailer in case Ernesto decides to visit us at/near Airport Manatee.
The setup on my FS II is a 3 blade Power Fin, Model F; C gearbox (3.47
ratio) being driven by the R503 DCDI/Dual Carb.
Great combination.... along with a turbo booster. ;>)
George
http://gtalexander.home.att.net
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Denny Rowe
Sent: Sunday, August 27, 2006 9:23 PM
Subject: Re: Kolb-List: Some prop questions
George,
That makes me feel a whole lot better about my Powerfin prop.
Denny
PS: Which model Powerfin do you have?
----- Original Message -----
From: George T. <mailto:gtalexander(at)att.net> Alexander, Jr.
Sent: Sunday, August 27, 2006 3:02 PM
Subject: RE: Kolb-List: Some prop questions
All:
So rare that one has an opportunity to correct Mr. Mallory........
He states......"(3) he has a three blade Warp Drive"
He should have stated..... "(3) he has a three blade Power Fin"
I would have been harsher in my correction if Chris had not been so kind
when he said ".....and heavier...." That's being kind. Coulda said "fat"
Regards,
George "turbo boost" Alexander
http://gtalexander.home.att.net
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Chris Mallory
Sent: Sunday, August 27, 2006 10:33 AM
Subject: Kolb-List: Some prop questions
All,
Mr. Alexander and I both have FS II's both with 503 DCDI, the planes are
"almost" exactly alike except that (1)George's plane carries 5gal. fuel and
mine, 10gal. (2).. George is a bigger and heavier pilot than I am and (3) he
has a three blade Warp Drive and I have a three blade IVO prop.
On any given day under any given conditions, I can't for the life of me keep
up with him unless I run way over normal cruise rpm (way over).
I haven't checked my prop pitch (going to though) but I plane performs great
except during cruise (trying to catch George).
I personally think that he's running a turbo boost system but I can't prove
anything.
Anyway, I am giving serious thought to changing to a Warp Drive prop but in
light of the recent postings, I am wondering if I should go two blade or
stick with three blades.
What do you "experienced" gentleman think?
s.com/Navigator?Kolb-List
s.com/Navigator?Kolb-List
_____
Date: 8/25/2006
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: A sleepless night |
c29.1371605_alt_bound--
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Some prop questions |
Thanks George,
I also have the F model and have heard that it is the best you can do on
the 503 with the 3.47 ratio.
My 2SI only has a 2.65 gear set, I would love to see what it would do
with a C gearbox and the 3.47 ratio but I don't have the time to even
fly right now, let alone retrofit a new gearbox.
Good luck with the Hurricane.
Denny
----- Original Message -----
From: George T. Alexander, Jr.
To: kolb-list(at)matronics.com
Sent: Monday, August 28, 2006 9:52 PM
Subject: RE: Kolb-List: Some prop questions
Denny:
Sorry for the delay in responding. Spent the day trying to secure my
FS in its trailer in case Ernesto decides to visit us at/near Airport
Manatee.
The setup on my FS II is a 3 blade Power Fin, Model F; C gearbox
(3.47 ratio) being driven by the R503 DCDI/Dual Carb.
Great combination.... along with a turbo booster. ;>)
George
http://gtalexander.home.att.net
-------------------------------------------------------------------------
-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Denny Rowe
Sent: Sunday, August 27, 2006 9:23 PM
To: kolb-list(at)matronics.com
Subject: Re: Kolb-List: Some prop questions
George,
That makes me feel a whole lot better about my Powerfin prop.
Denny
PS: Which model Powerfin do you have?
----- Original Message -----
From: George T. Alexander, Jr.
To: kolb-list(at)matronics.com
Sent: Sunday, August 27, 2006 3:02 PM
Subject: RE: Kolb-List: Some prop questions
All:
So rare that one has an opportunity to correct Mr. Mallory........
He states......"(3) he has a three blade Warp Drive"
He should have stated..... "(3) he has a three blade Power Fin"
I would have been harsher in my correction if Chris had not been so
kind when he said ".....and heavier...." That's being kind. Coulda
said "fat"
Regards,
George "turbo boost" Alexander
http://gtalexander.home.att.net
-------------------------------------------------------------------------
---
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Chris Mallory
Sent: Sunday, August 27, 2006 10:33 AM
To: Kolb List
Subject: Kolb-List: Some prop questions
All,
Mr. Alexander and I both have FS II's both with 503 DCDI, the planes
are "almost" exactly alike except that (1)George's plane carries 5gal.
fuel and mine, 10gal. (2).. George is a bigger and heavier pilot than I
am and (3) he has a three blade Warp Drive and I have a three blade IVO
prop.
On any given day under any given conditions, I can't for the life of
me keep up with him unless I run way over normal cruise rpm (way over).
I haven't checked my prop pitch (going to though) but I plane
performs great except during cruise (trying to catch George).
I personally think that he's running a turbo boost system but I
can't prove anything.
Anyway, I am giving serious thought to changing to a Warp Drive prop
but in light of the recent postings, I am wondering if I should go two
blade or stick with three blades.
What do you "experienced" gentleman think?
s.com/Navigator?Kolb-List
s.com/Navigator?Kolb-List
-------------------------------------------------------------------------
---
Date: 8/25/2006
s.com/Navigator?Kolb-List
-------------------------------------------------------------------------
-----
8/25/2006
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
| From: | "ruscok" <ruscok(at)gmail.com> |
Steve-
If you wouldnt mind, I would like to see a picture of your Kolb on floats.
Thanks
Kendall
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58147#58147
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
In a message dated 8/29/2006 12:44:06 AM Eastern Standard Time,
ruscok(at)gmail.com writes:
>
>
> Steve-
> If you wouldnt mind, I would like to see a picture of your Kolb on floats.
>
>
> Thanks
> Kendall
>
Hi Kendall,
You can see some good pictures at :
http://www.skyshops.org/FLOATSHOME/floatshome.htm
Go to the bottom of that page and click on Firefly
www.tnkolbaircraft.com also has a few shots.
I am not up to speed on how to post directly on the list but I will send you
one direct.
If you have access to a lake the Firefly on floats is more fun than should be
legal.
Steve
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Champs and Chumps |
Don't worry... I'm sure the FAA is working on that. :-(
On 8/29/06, N27SB(at)aol.com wrote:
> If you have access to a lake the Firefly on floats is more fun than should
> be legal.
________________________________________________________________________________
| From: | "Mike Pierzina" <planecrazzzy(at)yahoo.com> |
I can't get the "new" list to work...Testing the back door...
Gotta Fly...
Mike in MN
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
At 02:53 PM 8/29/2006 Tuesday, you wrote:
>I can't get the "new" list to work...Testing the back door...
>
> Gotta Fly...
>Mike in MN
My bad... I installed a patch on the BBS Forum today to minimize spammer activity,
but fat-fingered one of the file edits. I've fixed the problem and posting
is working from the Forums now!
Best regards,
Matt Dralle
Matronics Email List Admin
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Champs and Chumps |
| I am not up to speed on how to post directly on the list but I will
send you
| one direct.
|
| Steve
Steve B:
You may post to the Kolb List by sending attachments with your email
post. Simple as pie.
john h
mkIII
PS: My photo of Miss P'fer (peefer) was taken on the Dempster Highway
between Dawson City, Yukon Territory and Eagle Plains, YT, on my
return flight from Tuktoyoktuk, Northwest Territy, Canada.
________________________________________________________________________________
| From: | "ropermike" <ropermike2002(at)yahoo.com> |
Hello guys! Let me introduce myself. My name is Mike Hillger and I'm from Garden
City, Texas. Thats halfway between Dallas and El Paso. I'm currently working
as a oil field drilling consultant in Columbia, Ms. I work 5 or 6 weeks at a
time and then go home for a week or so.
I am a Private Pilot and have about 300 hrs in a Piper Pacer that I sold back in
'96. I became infatuated with youre Kolbs and the Idea of owning one and hauling
it to various places and exploring from 500'! I have been lurking for about
6 months and have all the archives read up to 2003. Two months ago I stumbled
upon an ad in Barnstormers and before I knew it, John Cooley had babtized
me into the wonderful world of Kolb! I purchased his Mk ll. I have about 10 hrs
in the plane and I'm having a ball! I feel guilty after reading about all the
building all of you had to do but I'll get over it. When I get back home for
good I do plan on building a Mklll but dont tell my wife!
I havnt had anything to add to your forum cause I've been trying to soak up all
your knowledge. I do plan on doing some mods to the plane but for now i will
be content to just practice flying it. I might try to license it later but I
am having trouble soaking up all the complicated BS with the new rules and being
legal. I swore when I sold the Pacer, big brother would never know about my
next plane! (I'm still getting AD's after 10 years of not owning it!)I did buy
a boat trailer and modified it to haul the little plane around and it works
nicely but it's still evolving.
I posted a pic but I dont know if its there or not as Im new to posting. I hope
to be at the October Light in Lucedale and maybe I can meet a few of you......Thanks,
Mike Hillger
P.S....Whats all these smiley faces staring at me from the left?
[/img]
--------
The next best thing to playing and winning is playing and losing!...Mike Hillger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58341#58341
Attachments:
http://forums.matronics.com//files/pb270006_small_912.jpg
________________________________________________________________________________
| From: | "ron wehba" <rwehba(at)cebridge.net> |
hummm!!! south of big spring ,, hi from sweetwater, use-ta have a
ultrastar,, sold it and WANT it back.. oh well ,anyway welcome
----- Original Message -----
From: "ropermike" <ropermike2002(at)yahoo.com>
Sent: Tuesday, August 29, 2006 7:35 PM
Subject: Kolb-List: New Guy
>
> Hello guys! Let me introduce myself. My name is Mike Hillger and I'm from
> Garden City, Texas. Thats halfway between Dallas and El Paso. I'm
> currently working as a oil field drilling consultant in Columbia, Ms. I
> work 5 or 6 weeks at a time and then go home for a week or so.
>
> I am a Private Pilot and have about 300 hrs in a Piper Pacer that I sold
> back in '96. I became infatuated with youre Kolbs and the Idea of owning
> one and hauling it to various places and exploring from 500'! I have been
> lurking for about 6 months and have all the archives read up to 2003. Two
> months ago I stumbled upon an ad in Barnstormers and before I knew it,
> John Cooley had babtized me into the wonderful world of Kolb! I purchased
> his Mk ll. I have about 10 hrs in the plane and I'm having a ball! I feel
> guilty after reading about all the building all of you had to do but I'll
> get over it. When I get back home for good I do plan on building a Mklll
> but dont tell my wife!
>
> I havnt had anything to add to your forum cause I've been trying to soak
> up all your knowledge. I do plan on doing some mods to the plane but for
> now i will be content to just practice flying it. I might try to license
> it later but I am having trouble soaking up all the complicated BS with
> the new rules and being legal. I swore when I sold the Pacer, big brother
> would never know about my next plane! (I'm still getting AD's after 10
> years of not owning it!)I did buy a boat trailer and modified it to haul
> the little plane around and it works nicely but it's still evolving.
>
> I posted a pic but I dont know if its there or not as Im new to posting. I
> hope to be at the October Light in Lucedale and maybe I can meet a few of
> you......Thanks, Mike Hillger
>
> P.S....Whats all these smiley faces staring at me from the left?
>
> [/img]
>
> --------
> The next best thing to playing and winning is playing and losing!...Mike
> Hillger
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=58341#58341
>
>
> Attachments:
>
> http://forums.matronics.com//files/pb270006_small_912.jpg
>
>
>
________________________________________________________________________________
| From: | "ropermike" <ropermike2002(at)yahoo.com> |
Thanks guys,,,,,mmmmm Sweetwater!.......I'm gettin homesick!...How do Kolbs fly
in the wind? I havnt had mine home yet.
--------
The next best thing to playing and winning is playing and losing!...Mike Hillger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58352#58352
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Please map yourself on www.Frappr.com |
Mike Hillger and everyone that hasn't ploted themselfs on www.Frappr.com,
please do so. I hope to be flying around soon and want to stop in if I'm
near.
Thanks,
David
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
Simple as cake
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
Here you go Kendall
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Steve B:
I like your hanger.
Tell us about it, please.
Did you build it?
john h
mkIII
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Firestar II to Firefly |
Al,
My opinion on SP,
The Sport Pilot deadline is NOT going to make unregistered fat ul's
any more worthless than they are right now.
Only strict enforcement could do that.
If government funds and personnel are inadequate to enforce past and
current UL regulations, what makes you think the new Sport regs will
be strictly enforced upon unregistered fat ULs?
Fly invisible in Kolb Stealth ,,,,,,,,,,,,,,,,,,,, don't register
with your enemy.
On Aug 29, 2006, at 10:36 PM, Al Bumhoffer wrote:
> Just thinking out loud with the Sport Pilot deadline looming and
> making unregistered fat ul's worthless.
________________________________________________________________________________
| Subject: | Re: Steve's Hanger |
Hi John,
I posted several items last year but I think you were traveling.
It is a modified Quonset. Cost was $7500 delivered to Fla from Pittsburgh.
Foundation and slab $7000
Large apron out front $3000
I bolted this thing together by myself in about 40 hours
30' x 40' at almost 15' tall
Add about $1500 for a roll up door and heavy walk thru door.
On a hot summer day it is about as cool as standing under a tree
Hut is rated at 150 mph sitting in full exposure
All the toys and everyone goes in at Hurricane time, Even the Ferret.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: A sleepless night |
Roger, The E-LSA loses its ability to be used for training and rental on Jan
31st 2010. The S-LSA does not. That lose of utility is a big factor in the
relative value.
Rick
On 8/28/06, Roger Lee wrote:
>
>
> Just got off the phone to EAA. Other than not being able to train in the
> plane or rent it out then there should not be any drawbacks. 95% people are
> recreational flyers and not trainers anyway. Another interesting note from
> them was, as the Regulations stand right now, if you did go back to ELSA
> from SLSA then you could do your "Condition of Safe Operation" inspection,
> but at this time could not do your own work. They said that was an FAA goof.
> They are in the process of trying to get that changed so you can do your own
> work. They also said that if you go back to ELSA then you would remove some
> of the restrictions that a company might have put on as an SLSA. Case in
> point, I just bought a Flight Design CT and they said not to fly at night,
> but if I take the plane back to ELSA then I can legally fly at night if the
> plane is equiped with lights and the pilot holds a private ticket.
>
> --------
> Roger Lee
> Tucson, Az.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=58063#58063
>
>
--
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: Champs and Chumps |
Besides being a very nice shot, it illustrates very well what I've said
before........you don't hafta cut a picture down to 3"x4" to make a
small file in the computer. Compression factor is what makes it small.
This picture is clear, large and easily view-able, and is only 75 kb.
Nice to look at, easy to enjoy, and doesn't hurt the guys on dial-up to
open it. Nice work - and I'm envious.
I've offered several times to help people re-size their pictures for the
List, and just one ( 1 ) has taken me up on it. Lar.
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Wednesday, August 30, 2006 5:44 AM
Subject: Re: Kolb-List: Re: Champs and Chumps
Here you go Kendall
-------------------------------------------------------------------------
-----
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
Thanks Lar,
Building another one from scratch. Will Sell this one sooner of later
steve
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
Not sure how it works but all I did was pull up the photo in Paint and
shrink it 50%
I sent it out AOL so the compression was done for me.
Thanks for the compliment,
Duane da Plane built this Firefly
Bryan recovered and Repainted
I put the floats on
It is the most fun airplane to fly I have been in yet.
Steve
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Firestar II to Firefly |
Sure, fly fat, dumb and happy, just never not have all the breaks go your
way, or stop at the wrong airport, or have an engine out and let the landing
get out of your control, or the retrieval. Nobody does anything outside
their own self interest.
You have this great opportunity to gain so much and it's just all too much
effort. As my old friend Dorothy Lynn used to say, "You can lead a horse to
water, but you can't make it drink, and you can lead a horticulture, but you
can't make her think."
Rick
On 8/30/06, Eugene Zimmerman wrote:
>
>
> Al,
>
> My opinion on SP,
>
> The Sport Pilot deadline is NOT going to make unregistered fat ul's
> any more worthless than they are right now.
>
> Only strict enforcement could do that.
>
> If government funds and personnel are inadequate to enforce past and
> current UL regulations, what makes you think the new Sport regs will
> be strictly enforced upon unregistered fat ULs?
>
> Fly invisible in Kolb Stealth ,,,,,,,,,,,,,,,,,,,, don't register
> with your enemy.
>
>
> On Aug 29, 2006, at 10:36 PM, Al Bumhoffer wrote:
>
> > Just thinking out loud with the Sport Pilot deadline looming and
> > making unregistered fat ul's worthless.
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
To All,
I was going through some pictures last night and came across this one. It has
been two years since we all lost a great asset to our sport as well as a
great friend to all that knew him. I think about Norm every time I see a
Floatplane because he was so excited about this project. Norm was brave enough
to test
fly some of my crazy ideas and I miss him.
If anyone would like to see more pictures of this day let me know. this photo
was shot just seconds after the first test flight.
Steve
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Champs and Chumps |
That looks like fun.
>From: N27SB(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Re: Champs and Chumps
>Date: Wed, 30 Aug 2006 08:39:35 EDT
>
>Simple as cake
><< P5250003a.JPG >>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Champs and Chumps |
Nice pic and nice aircraft, Isn't it fun flying a Kolb on floats ?I had my KXP
on floats for three summers I sure miss it . Chris Davis
N27SB(at)aol.com wrote: Simple as cake
---------------------------------
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Champs and Chumps |
| Nice pic and nice aircraft, Isn't it fun flying a Kolb on floats ?I
had my KXP on floats for three summers I sure miss it . Chris Davis
Hi Chris:
I know you miss flying the KXP.
Hope all is fine with you and yours.
Good to hear from you again.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
In a message dated 8/30/2006 3:06:55 P.M. Eastern Standard Time,
capedavis(at)yahoo.com writes:
Nice pic and nice aircraft, Isn't it fun flying a Kolb on floats ?I had my
KXP on floats for three summers I sure miss it . Chris Davis
Hey Chris, not familiar with yours, What floats did you use and do you have
a picture. I don't know anyone that did float flying in the Little Kolbs. If
you are in Fla track me down.
steve
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Champs and Chumps |
Steve, I had ultra floats let me see if I can find a picture after the ultra floats
where developing leaks and I dropped the landing gear through one when I
was re installing the I switched to full lotus uni-float with retractable landing
gear that I still have which are for sale in case any one is interested
they need some work because I have been down for almost two years since the
crash with Norm Labhart at the Kolb factory 11/13/2004
sold my KXP in order to buy a Mk III I made a Deal with Bob Brocous and crashed
with Norm the next day. Ill try to find those pictures and post them soon.
Chris
N27SB(at)aol.com wrote: In a message dated 8/30/2006 3:06:55 P.M. Eastern
Standard Time, capedavis(at)yahoo.com writes:
Nice pic and nice aircraft, Isn't it fun flying a Kolb on floats ?I had my KXP
on floats for three summers I sure miss it . Chris Davis
Hey Chris, not familiar with yours, What floats did you use and do you have a
picture. I don't know anyone that did float flying in the Little Kolbs. If you
are in Fla track me down.
steve
---------------------------------
All-new Yahoo! Mail - Fire up a more powerful email and get things done faster.
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
Chris, It's good to see you are ready to go. I quit flying a few years ago
because I got tired of new restrictions. I have been flying the Firefly now for
about a year and a half and I am really enjoying the freedom. If there is
anything I can do to help just holler. The Firefly on Floats lets me combine my
love of flying and boating.
Steve Boetto
Firefly007
________________________________________________________________________________
| Subject: | Re: Champs and Chumps |
Chris, I look forward to the pictures
steve
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
For you dudes with those lush grassy, green pastures; this is what
those of us in the West face or look down on each day we go upstairs in
ultralights or GenAvs, as Uribe down West Texas way and Dennis up in
ABQ can vouch.
These jpgs are immediately off-airport at Truth or Consequences, NM.
Remember this is the rainy season. Seems, the cursed and ubiquitous
developers are talking about putting a NASCAR track in some of that
terrain , which would impinge on the Truth or Consequences Airport, cut
runway length and maybe put medivac out of business. We are 150 SM
from good hospitals.
The choice in what you fly here has to be something that will let you
live when your engine dies. Happened to me with an N-3 Pup (ala Cub)
and Mohser engine...rich/ lean placards were reversed by the Odessa,
Texas, builder. Didn't try to collect, but not really a member of the
ubiquitous litigious umurikun society. Didn't break another bone. So
hopefully this Kolb will hold up and let me get through another one.
jsf
Don't archive
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Some prop questions |
What I am learning to like with my Ivo prop is the ability to change the
pitch in flight. It seems that I can get more use of the broad power
band of the G10 Suzuki engine. Even though I use 14 degrees of pitch
for all modes of flight at density altitudes of 5,500 up to 10,000 msl
which give me good climb and cruise, I like having the extra power for
climb when I go to 11 degrees of pitch. That will let the engine rev at
6,000 rpms and almost doubles my climb rate. For some reason, I picked
up thrust when I cut the prop down from 72 inch dia to 70 inch dia.
Maybe I should cut off some more, but it is so powerful now and smooth,
I hate to take a chance in getting the blades too short. I now have
over 20 hrs of flight time on my Mk III Classic and finally got it to
fly hands off at a 70 mph cruise. With a little down left elevator, a
little lowering of the left flap, a fair amount of trim tab for right
rudder and some torque from the engine, it is just enough to balance my
over weight condition in the left seat. It might be a thrill to fly it
from the right seat. Vic in Sacramento
________________________________________________________________________________
| Subject: | GPS COORINATES FOR JIM SWAN RUNWAY |
Hello all,
Grandson Kendall took a GPS reading on our runway and here is the
coorinates he came up with. 42deg28.577N 084deg44.689W this should put you
over
the center of the runway...Runway runs East and West, grass , 2000' X 100',
slight hill in center sloping west to east, power line 200' west of west end
of runway. north-south gravel road is on west end of runway, my house is 2
story red brick there is a red pole barn, some old barns out in back of house
and a old silver quonset toolshed, old cement stave silo. These building are
just north of West end of runway.
We are located about 20 miles SW of Lansing Michigan and 5 miles West of
Eaton Rapids Michigan and 5 miles south and 5 miles East of Charlotte, Michigan.
In our old farm house we have 2 extra bedrooms and a bath upstairs and any
of you would be welcome to stay if passing thru...
Note- there is corn field on north side of runway and fence row on south
side with corn south of that....
jim swan FS ll
michigan
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Kolb Serial Numbers |
Steven, Mine is an old Mk III
Classic S/N M1142. Do not know what the last serial number was on the
Classics from PA. Vic in Sacramento
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
Those floats look fimilar I think they are setting out in my hanger soon
going on my Kolb Mark3 Rick Pearce
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Wednesday, August 30, 2006 10:18 AM
Subject: Kolb-List: Y B NORMal
To All,
I was going through some pictures last night and came across this one.
It has been two years since we all lost a great asset to our sport as
well as a great friend to all that knew him. I think about Norm every
time I see a Floatplane because he was so excited about this project.
Norm was brave enough to test fly some of my crazy ideas and I miss him.
If anyone would like to see more pictures of this day let me know.
this photo was shot just seconds after the first test flight.
Steve
-------------------------------------------------------------------------
-----
________________________________________________________________________________
Hi Rick, you are right. How is your project going?
steve
________________________________________________________________________________
For those of you who contacted me off line, here is another shot. Bryan
Melborn at the stick.
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Early Birds/Sausage Feast |
Here is a question for you Mark III pilots. I was flying near some
Sierra foothills yesterday 80 miles north of Reno with about a 5 mph
wind. It was early in the day and nice and still at pattern level
(5100"msl). Went up to 6000 and got thrashed by choppy air. Do not know
where it came from. How much choppy air will a Mark III Classic handle
and where can I attach a big handle to hang on to? Time to celebrate.
Have now made 66 landings.......one of which was a nice smooth
one......it was number 62. It was with full flaps and instead of going
to full stall, I just let it settle short of a full stall which is a no
no in a J-3.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Morning Gang:
The thread on flying rivers prompted me to pull out one of my favorite
river photos. This one was taken about halfway between Eagle Plains,
YT, and Dawson City, YT, a stretch of 250 miles with no population
(that's people) in between. That's the Blackstone River I am flying
south down. What a beautiful setting. With the weather so beautiful,
hard to believe I barely got through the next mountain pass, I believe
the Tombstone Mountains, and was put down by "no" ceiling a few miles
south.
Flying rivers is fun. Make sure to keep a way out if the fan quits.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Early Birds/Sausage Feast |
| How much choppy air will a Mark III Classic handle
| and where can I attach a big handle to hang on to?
As much as you can.
I hold on to the seat bottom with my left hand, and snug up the seat
belt/shoulder harness.
When it gets "really" uncomfortable, I find a place to land, if I am
in a location where I can.
john h
mkIII (landed in 38 mph wind, steady, Canon City, CO, 2003, in other
than smooth air) (don't want to do that again, anywhere)
________________________________________________________________________________
| From: | Dwight.Kottke(at)hti.htch.com |
Me and my trusty Firestar are once again back in the air. After my "hard
landing" a year ago its a great feeling to be up and about. I replaced
bent tubing, reinforced other areas, got rid of the sling seat and put in
a boat seat from Walmart (as was suggested on this list) and she's flying
fine. I would like to pass along to others who are building (or
rebuilding) that the felt tip pens used on erasable white boards are great
for using on our planes. We all know that pencils are bad news and
permanent pens are a mess to clean up. All you need is a wet rag and
these clean up great. They can be bought at any business supply store
(Office Max). Hopefully I will never need to use one again. I asked for
some help from the"List" over the rebuild procedure and would like to
thank every for there response.
The (Minnesota) Flying Farmer......................I've noticed there are
more Flying Farmers from other states on this list, that's great!
Dwight Kottke
Original Firestar 377 IVO BRS
________________________________________________________________________________
| Subject: | Re: Flying Rivers |
Beautiful shot John,
I'd have to go down and carve it up a bit with some aluminum floats.
steve
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
john s. flannery wrote:
>For you dudes with those lush grassy, green pastures; this is what those of us
in the West face or look down on each day we go upstairs in ultralights or GenAvs,
as Uribe down West Texas way and Dennis up in ABQ can vouch.
>
>These jpgs are immediately off-airport at Truth or Consequences, NM.
>
> Truncated!
> ------------------------------------------------------------------------
> This message exceeded the Maximum Message Size set in Preferences, so
> we have only downloaded the first few lines from the mail server.
>
> Click here
>
> to download the rest of the message.
>
________________________________________________________________________________
> Hi Rick, you are right. How is your project going?
> steve
>
Doing good as soon as I get a fuel regulator in & installed I will be
ready to start the eng. I still need to install the windsheild, doors &
rework the center section to clear the 912s. I have left it on the gear
till I get all these problems worked out so I won't have to work around
the floats. I'll than give it a float test in the pond to see if it sinks
with my fat @#$ in it. Talked to the local Gato office they said I
wouldn't have to have a retractable sign off to fly with the floats on
till I get my sea plane rating.
-----------------------------------------
________________________________________________________________________________
| Subject: | Re: Twin Engine Firestar 2 |
| From: | "contrabassoon" <matronics(at)westerling.com> |
Dave,
Great work, and kudos to you for it. I had the same idea for a 503 to F33 modification
- but I have a slightly different idea. Since you have the F33's already
in your possession, perhaps you might be interested in my idea?
Basically, the idea is to have the engines mounted 30" off center and use 28" props
on the F33's using direct drive (no belts). This will admitedly result in
less prop efficiency, but save the cost / liability / and maintenance of the
belts while virtually removing cross-prop interaction since there will be a few
inches between them - even with them mounted in-line!
This is similar to the lazair of many years ago, but in a pusher configuration.
Let me know if you are interested in trying this alternative, or perhaps interested
in taking an offer for those F-33's???
My email is airfields at westerling dot com
Again, kudos on the good work and execution. My opinion is that redundant two strokes
is indeed the way to go and much safer than the 503. I suppose the other
alternative is to find a cricri (Cricket) that someone is selling [Wink]
Fair skies and smooth landings to you sir - Jonathan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58769#58769
________________________________________________________________________________
Rick,
I think it is a great idea to learn the airplane with standard gearlegs.
The added weight and drag of the floats should not be taken lightly.
Steve
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Flying Rivers |
We have been sufeited, nay, well-supplied with many great air-pix
brought to us by intrepid Kolbsters who have roamed the air in search
of scenes to titillate those of us hard aground or chained to a
usurious mortgage. Not being well-grounded, and having long go
quitted myself of financial encumbrances, I broke the surly bonds and
went Kolbing.
After the many days of 90F a moderate day presented itself, just in
time for a week of Fall rainstorms, working its way up for
hurricanes. With a weather hiatus, I heave The Great Silver Bird from
its cage and do my usual walk-around, complete with wiggling, shaking
and close eye balling. No critters, no mud daubers. FireFly E003RN
broke into a chattering roar after the requisite five yanks on the
Armstrong Starter System. Sure, I have the Famous-Mark S.-Never-Fail-
Two-Strokes-Or-Fewer-Primer-Pump, waiting to be installed! Well, the
EIS has come alive and most of the numbers look mostly OK, good
enough to at least taxi. Doing Bob's Famous Cockpit Entry I do the
FireFly Bass-Ackwards Flop, being careful not to hit the throttle or
scrape the windshield with my Number 9 EEEEEEs. Throttle back to
1800, long enough to yank up the chock-on-a-rope. Out to the active,
waiting on two or three GAs... and the Citation that smells like a
coal oil lamp with a bad wick.
OK, good to go. Wind 8-10 on calibrated windsock, mostly on the nose.
Ease forward with left hand, little forward stick. Wooo, we're off
way before the second runway marker, making turns for 5300 on the
main shaft. Halfway down the 5600' runway, I'm at 700 and straight
out to leave both the circuit bashers and the many corporate iron
that uses our regional airport to escape the traffic madness at
Dulles and the insane regulations that preclude most prospective
users from the Washington ADIZ, aka The Black Hole.
Pretty cool, but scrunching down the wind just hits my forehead. Hope
the elastic string-thing holds my prescription shades...Mr. IVO hopes
too. Dang, i really have to put in a bit more pitch, EGTs too near
1200. Most of the numbers seem reasonable, so clear of the traffic
area, as well as what might be called "congested," I make for 500',
keeping all four eyes peeled for errant F-15s who might be hungry for
an easy FireFly decal to stick on their mighty steed. [To Homeland
Security: there is no truth to the rumor that it takes downing 10 ULs
to become a Black Hole Ase]
Boy, do we ever need rain! Yards are brown, except where the septic
tank drain fields are lush green. But then we're warned of possible
flash flooding of the many "cricks" and low areas. The all too
quickly vanishing apple and peach orchards are doing well, in spite
of the lack of rain and the rapidly encroaching houses...no known
chemical will hold them back! Circling back around our little town I
see the many parking lots jammed full of buyers, not just
shoppers...and hardly a clunker car to be seen. Either our economy is
in great shape, or the banks own the populace. Two huge (are there
any other?) WalMarts in a town of 22,000!
A pass over a couple loops of the low Shenandoah River shows many
sand and mud bars, few boater or fishers, no friendly waves. Back up
I-81 showed little evidence of near-three dollar gas. Hordes of
semis, coveys of four-heelers darting in/out...all easily besting the
FireFly. Saw no police; probably they were in plain-clothes cars
captured from drug dealers or other miscreants. Good on them.
Being on a short leash, I duck off the interstate and downwind for
the same active, watching for the zealous students doing their
interminable round-and-squat, repeat until PPLed. Back off the mighty
fan to 3500, AS around 40, down the old groove, just like the
playground slide. Usual small drop- and-flop (Paddles, did I catch
no. 2 wire?) and off to the barn.
With my good wife we toasted each other at our friendly Cork Street
Tavern, presenting my chit for a free desert, courtesy of the
management: "Happy (insert number here) Birthday, Bob."
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
Vary nice pictures,
Thanks for posting them.
In a message dated 8/30/2006 8:42:40 P.M. Mountain Daylight Time,
jsflan(at)valornet.com writes:
For you dudes with those lush grassy, green pastures; this is what those of
us in the West face or look down on each day we go upstairs in ultralights
or GenAvs, as Uribe down West Texas way and Dennis up in ABQ can vouch.
These jpgs are immediately off-airport at Truth or Consequences, NM.
Remember this is the rainy season. Seems, the cursed and ubiquitous developers
are
talking about putting a NASCAR track in some of that terrain , which would
impinge on the Truth or Consequences Airport, cut runway length and maybe put
medivac out of business. We are 150 SM from good hospitals.
The choice in what you fly here has to be something that will let you live
when your engine dies. Happened to me with an N-3 Pup (ala Cub) and Mohser
engine...rich/ lean placards were reversed by the Odessa, Texas, builder.
Didn't try to collect, but not really a member of the ubiquitous litigious
umurikun society. Didn't break another bone. So hopefully this Kolb will hold
up
and let me get through another one.
jsf
Don't archive
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Flying Rivers |
Happy Birthday, Bob!
Hope I can do a birthday flight if I reach your age.
john h
mkIII
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | turbulence at altitude. |
APilot(at)webtv.net
Subject: Re: Kolb-List: Early Birds/Sausage Feast
Here is a question for you Mark III pilots. I was flying near some
Sierra foothills yesterday 80 miles north of Reno with about a 5 mph
wind. It was early in the day and nice and still at pattern level
(5100"msl). Went up to 6000 and got thrashed by choppy air. Do not know
where it came from. How much choppy air will a Mark III Classic handle
and where can I attach a big handle to hang on to? Time to celebrate.
Have now made 66 landings.......one of which was a nice smooth
one......it was number 62. It was with full flaps and instead of going
to full stall, I just let it settle short of a full stall which is a no
no in a J-3.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>.
There are many possibilities... could have been a dry weather front.
Could be a wind sheer. Could be a boundary layer between different types of
air masses. Depending on the time of day it could have been thermal
activity. Or any combination of the above or others.... as to weather
the plane can handle it.... I am sure the plane can handle more than I
can...
Boyd young
Brigham city ut.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Vic and others, my lady friend indicated recently that she MIGHT
try a ride in the Kolb. Inspiration like that gave me enough ambition
to strap and bungee three salt bags, 40 lbs ea. into the empty seat
last night. This morning was pleasant with sun and a mild east wind,
60F. Take off was with one notch flaps and four trim.
Roll was increased from the usual 300' to about 600' on soft grass.
The flaps worked well but were no help after achieving a decent
elevation over interstate 90. Retracting resulted in a comfortable,
non-struggling climb and normal cruise.
Left turn on departure was over a couple folks laying out lines
for a possible new house. I could almost hear them thinking.
I stayed far enough to the side so a salt bag wouldn't hit them.
I was impressed with how much more solid the plane felt with
the 120 lbs added. Minor winds are much less noticeable.
Landing was same as ever.
BB, MkIII, suzuki, 60 hours
approx. 890 lbs lifted to date
________________________________________________________________________________
| Subject: | Re: Twin Engine Firestar 2 |
| From: | "contrabassoon" <matronics(at)westerling.com> |
Dave,
Thanks for the quick reply. I'll call about those engines on Tuesday when I return.
Good luck with the HKS engine. If I had the room in the engine compartment
I'd be giving that a shot too!
- Jonathan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58887#58887
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Propellers - Ivo or Warp |
Hi Guys,
First I would like to thank everyone for their input. Without everyone's
help, I wonder if building would be as much fun, buying is much easier.
Conclusions reached so far:
1. Warp is tougher and easier to repair, but heavier.
A. Not being foam filled would make them tougher, easier to repair and
heavier.
B. Is everyone using the nickel leading edge? This would impact all
three advantages.
2. Ivo is considered by some to be smoother, unless the leading edge tape
starts coming loose.
A. Without the nickel leading edge, Both brands would have leading edge
tape.
B. With less then 100HP engine the light Ivo would be used, whereas with
the 100HP engine a medium Ivo is recommended.
Would the added stiffness and additional weight of the medium make it
less smooth?
C. Smoothness suggests less vibration, if ultralites can be considered
quiet in any form, how would you quantify the difference?
(On a scale of 1-10) For smoothness? For Quietness?
3. An additional consideration in my case. With a 2 blade prop I can move
the plane into my air conditioned garage without modification to the door.
A 2-blade prop is considered more efficient and less expensive ???
Would appreciate a comparison between a 2-blade Ivo and Warp for
smoothness and quietness and between a 2-blade/3-blade prop, on a scale of 1-10.
4. Current prices:
Ivo 2 blade - $700
Ivo 3 blade - $890 (Medium)
Warp 2 blade - $495 (without nickel edge)
Warp 3 blade - $685 (without nickel edge)
Don't know what tapered tips cost. Didn't see any reference to tapered
tips on there site.
So many questions. If money wasn't a consideration, why not just pick one
and move on. Maybe an Ivo 3-blade. Can be converted to a 2-blade for a trial and
if I like it, would have a spare blade. More expensive though.
Again thanks for the help. Looking forward to all replies.
John Ratcliffe
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Flying Rivers |
John,
What is your cruise rpm and gph? I just got mine done and flew it, I want to
see what your numbers are.
Thanks,
David Key
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Robert < you dont know me but your letter got my interest because of the Suzuki?
you have a mkIII with a Suzuki, What kind a three cylinder ? Chris Davis
Vic and others, my lady friend indicated recently that she MIGHT
try a ride in the Kolb. Inspiration like that gave me enough ambition
to strap and bungee three salt bags, 40 lbs ea. into the empty seat
last night. This morning was pleasant with sun and a mild east wind,
60F. Take off was with one notch flaps and four trim.
Roll was increased from the usual 300' to about 600' on soft grass.
The flaps worked well but were no help after achieving a decent
elevation over interstate 90. Retracting resulted in a comfortable,
non-struggling climb and normal cruise.
Left turn on departure was over a couple folks laying out lines
for a possible new house. I could almost hear them thinking.
I stayed far enough to the side so a salt bag wouldn't hit them.
I was impressed with how much more solid the plane felt with
the 120 lbs added. Minor winds are much less noticeable.
Landing was same as ever.
BB, MkIII, suzuki, 60 hours
approx. 890 lbs lifted to date
---------------------------------
________________________________________________________________________________
| Subject: | Re: Flying Rivers |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Bob N. You sure do talk purdy! I almost went to sleep with them wurds. Thankey.
As to the people below spending like their ain't no mindset of realty, we have
that here in beautiful Sunbury, Ohio. You see, gas is now down to $2.39 per gallon
and its time to celebrate by spending again. God times abound and all should
be happy. Thank goodness and our lucky stars that we still have our credit
cards available. Little does the great populous know that the "giants are resting"
from their previous kill and will be back around the desert watering hole
when the greedy bastards get hungry again. Until then, the complacent hordes
of fools will gain acceptance for the "its ok for gas to be around $ 2.50 to
$ 3.00 per gallon. After all, they could be gouging(?) us for $ 5.00 per gallon".
You see, they fooled the Brits by making their gallon a quart bigger than our gallon.
That's why Pat and others are "happy" to pay equal to $ 7.00 per "Imperial"
gallon. Pat, lead by example, stop flying that plane!
P.S. Bob N., I have not forgotten to answer you question to me regarding God, I
am still working on it. Its 8 pages and still a little more. The fact that my
son got married on short notice, my Mother, with cancer, died last week and my
daughter, with learning disabilities, totaled her car this week may cause a
slight delay in finishing it. That and my prop came in and I need to install
it for some personal R. and R.
Counting my pennies, as well as my Blessings, here in Ohio Ralph.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58913#58913
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
John, Please put down the drup pipe! (Joke, just a joke. Actually put down the
bottle of Jim Beam). The IVO Ultralight 2 blade prop is $ 400 not $ 700. Unless
you are equiping your plane with a 100 H.P. or greater engine, the ultralight
prop should suffice according to the IVO web site. I just purchased a IVO 66"
two blade prop to replace my old wooden prop and was told at any time I could
add a third (see single piece purchase) at any time. The weight and mfg date
are on the hub end of the prop. They are a very consious bunch of people and
the quality is as good as any.
Has anyone complained to IVO about the tape? They have a "tape replacement" video
on their web site if it is a problem. Did they offer to relpace tape to anyone
that had some of the tape come loose? If not, shame on them, the liabilities
connected with that could come back and bite them. Plus, the PR would be very
damaging to their growth and service value.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58919#58919
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Propellers - IVO or Warp |
My Ivo prop is kind of old. I think I bought it in 1999, The leading
edge tape is holding up good on all three blades. Vic Gibson in
Sacramento
________________________________________________________________________________
| Subject: | 1st flight in the firestar |
Hello gang,
I got the Firestar in the air yesterday and todaymade 3 take off a
nd
landingsyesterday it was a bit gusty . I was a bit surprised on ho
w fast it
accelerated and the takeoff roll was quite short even though I made a effor
t to
keep it on the ground to make sure I had good control as I had some crosswi
nd
wow how it will climb with the 503.I consider it overpowered, but
nice to have
that performace when you want it. I was a bit surprised in the air how
much the plane was moved about by the gusty conditions and not real happy w
ith
the way the controls felt. My landing I would not brag about but my excuse
was that I was landing to the East and carrying a bit more speed than
necessary to help with control in the conditions and this put me over the h
ill in the
middle of the field so I had to land on the East =C2=BD of the runway and a
djust
to the difference in elevation.. because of the light weight the plane
decelerates fast so that landing row is quite shorthandling on tak
eoff and
landing I thought was good.
Today the wind was still out of the NE but much smoother and it was a lot
better rideagain the takeoff and climb shows super performace and
landing roll
is quiet shorthandling very good on landing and take off.
I will have to
spend a lot more time with the plane to be able to fly it the way a person
should , but sure that will come about.
The one thing I did not like was the elevator controlwas very stif
f, when I
put the nose down and let go of stick it would stay in that position and th
e
same when I pulled the nose upthat sort of feeling I did not like
so when I
got done flying I lubricated and checked the whole control system and it
seemed to loosen up and will see if it is ok next flight. At least the pl
ane
and I survived.will have some questions in the near future
.all for now.
J swan firestar ll
Michigan
Do not archive
________________________________________________________________________________
| Subject: | Re: 1st flight in the firestar |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
J. Swan, Good for you. You didn't state if this was your first firestar flight
or if you are an old hand at the flying thing in general. I agree with you on
take off and landings, but I agree further with the windy flying. My firestar
moves around like a kite. I have a great deal more learning before I will be comfortable
flying any distance, as I am new to flying all together.
When I flew in my instructors Challenger, with the weight of both of us, it handled
forcefully but well. In comparison, the firestar seems so "giddy" in its
handling. Sorry to use some "girly" word to describe its movements but that seemed
to best fit my reaction when I fly it. It almost seems like it would be happier
with a 100 # weight mounted on the underside of the seat. And I sure agree
with you on the 503. What a monster. I'll bet with these firestars, they would
do great with just a 447 and single carb.
What cruise speed and RPM with what style prop? that would be helpful to some of
us.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=58980#58980
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | My Eskimo Friend |
On my last flight to Alaska, I eventually landed at Kaktovik (Barter
Island), Alaska. This tiny village is the most north eastern village
in Alaska, way over by the Canadian Border and on the Beaufort Sea.
When I landed there I did not know a sole. First these Eskimo boys
came over on their 4-wheeler to visit with me. They were on their way
fishing. Had the fishing gear on the 4 wheeler, were headed for the
beach, when they saw me land.
Soon after, Robert Thompson, another Eskimo and Vietnam Veteran of the
101st Airborne Division, drove up. Robert and I hit it off right
away. He had a PA-11 on Alaska tires. We were both in the 101st Abn
Div at the same time in VN. Before I left, Robert walked over to his
Piper, got a 5 gal can of car gas, and gave it to me to insure I had
plenty fuel to get back to Dead Horse. No fuel available at the air
strip at Kaktovik.
Robert is a guide in Arctic National Wildlife Refuge. Kaktovik is
inside the northern boundry.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | My Eskimo Friend (continued) |
Here's the url for Bob Thompson's web page:
http://www.kaktovikarcticadventures.com/
Hit the wrong button a minute ago. Fired off the post before I was
ready. Darn it!
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | My Eskimo Friend (continued some more) |
When my copy of the post arrived, I was looking at the three photos
and noticed the very visible N number on the tail boom: N101AB.
101st Airborne Division. Still can't get over meeting an Eskimo from
my old outfit in Kaktovik.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: thanks jhauck for the pics and info |
| Robert when you were in VN? |
| jswan FS ll michigan
No Sir: Didn't know Robert back then.
Every once in a while I get back in the Alaska pics. If I find
something interesting, I will surely post it.
john h
mkIII
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Flying Rivers |
Great post ol Buddy, made me recall how much of a hoot your books were
to read.
Denny
----- Original Message -----
From: Bob Noyer
To: kolb-list(at)matronics.com
Sent: Thursday, August 31, 2006 11:30 PM
Subject: Re: Kolb-List: Flying Rivers
We have been sufeited, nay, well-supplied with many great air-pix
brought to us by intrepid Kolbsters who have roamed the air in search of
scenes to titillate those of us hard aground or chained to a usurious
mortgage. Not being well-grounded, and having long go quitted myself of
financial encumbrances, I broke the surly bonds and went Kolbing.
After the many days of 90F a moderate day presented itself, just in
time for a week of Fall rainstorms, working its way up for hurricanes.
With a weather hiatus, I heave The Great Silver Bird from its cage and
do my usual walk-around, complete with wiggling, shaking and close eye
balling. No critters, no mud daubers. FireFly E003RN broke into a
chattering roar after the requisite five yanks on the Armstrong Starter
System. Sure, I have the Famous-Mark
S.-Never-Fail-Two-Strokes-Or-Fewer-Primer-Pump, waiting to be installed!
Well, the EIS has come alive and most of the numbers look mostly OK,
good enough to at least taxi. Doing Bob's Famous Cockpit Entry I do the
FireFly Bass-Ackwards Flop, being careful not to hit the throttle or
scrape the windshield with my Number 9 EEEEEEs. Throttle back to 1800,
long enough to yank up the chock-on-a-rope. Out to the active, waiting
on two or three GAs... and the Citation that smells like a coal oil lamp
with a bad wick.
OK, good to go. Wind 8-10 on calibrated windsock, mostly on the nose.
Ease forward with left hand, little forward stick. Wooo, we're off way
before the second runway marker, making turns for 5300 on the main
shaft. Halfway down the 5600' runway, I'm at 700 and straight out to
leave both the circuit bashers and the many corporate iron that uses our
regional airport to escape the traffic madness at Dulles and the insane
regulations that preclude most prospective users from the Washington
ADIZ, aka The Black Hole.
Pretty cool, but scrunching down the wind just hits my forehead. Hope
the elastic string-thing holds my prescription shades...Mr. IVO hopes
too. Dang, i really have to put in a bit more pitch, EGTs too near 1200.
Most of the numbers seem reasonable, so clear of the traffic area, as
well as what might be called "congested," I make for 500', keeping all
four eyes peeled for errant F-15s who might be hungry for an easy
FireFly decal to stick on their mighty steed. [To Homeland Security:
there is no truth to the rumor that it takes downing 10 ULs to become a
Black Hole Ase]
Boy, do we ever need rain! Yards are brown, except where the septic
tank drain fields are lush green. But then we're warned of possible
flash flooding of the many "cricks" and low areas. The all too quickly
vanishing apple and peach orchards are doing well, in spite of the lack
of rain and the rapidly encroaching houses...no known chemical will hold
them back! Circling back around our little town I see the many parking
lots jammed full of buyers, not just shoppers...and hardly a clunker car
to be seen. Either our economy is in great shape, or the banks own the
populace. Two huge (are there any other?) WalMarts in a town of 22,000!
A pass over a couple loops of the low Shenandoah River shows many sand
and mud bars, few boater or fishers, no friendly waves. Back up I-81
showed little evidence of near-three dollar gas. Hordes of semis, coveys
of four-heelers darting in/out...all easily besting the FireFly. Saw no
police; probably they were in plain-clothes cars captured from drug
dealers or other miscreants. Good on them.
Being on a short leash, I duck off the interstate and downwind for the
same active, watching for the zealous students doing their interminable
round-and-squat, repeat until PPLed. Back off the mighty fan to 3500, AS
around 40, down the old groove, just like the playground slide. Usual
small drop- and-flop (Paddles, did I catch no. 2 wire?) and off to the
barn.
With my good wife we toasted each other at our friendly Cork Street
Tavern, presenting my chit for a free desert, courtesy of the
management: "Happy (insert number here) Birthday, Bob."
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy/
-------------------------------------------------------------------------
-----
8/25/2006
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
Arksey,
Got you by a year and also started at 16. Full length cast on one
football-broken leg took me out of flying then and didn't get back for
some time. And, UL-types are new to me after 3K hours flying SELs
shooting land forms as aerial art from Alaska to Cabo San Lucas where I
wouldn't want my airplane today. Glad there are still a few Old F____'s
going upstairs. Here's a jpg of resting pelicans from yesterday's shoot
over the Rio Grande just north of Elephant Butte Reservoir here in New
Mexico.
jsf
----- Original Message -----
From: Arksey(at)aol.com
To: kolb-list(at)matronics.com
Sent: Friday, September 01, 2006 8:39 PM
Subject: Kolb-List: Ohio Ralph
Hi Ralph,,
I am 75 years old and starting flying when i was 16, but very
little time in ultra light type. These were my 1st in the firestar
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Propellers - IVO or Warp |
I bought a new Ivo recently from CPS . The leading edge tape was very
unsatisfactory and I removed it after only a few hrs. I am running
it without any leading edge protection for the moment. I received
replacement edges with the prop but they are the same junk as what
was on originally. It would be a wast of time to install them.
I have had satisfactory experiences with Ivo props in the past but
with their current quality control I can no longer recommend them. I
recommend Powerfin for anything running a B box gear reduction.
On Sep 1, 2006, at 6:42 PM, APilot(at)webtv.net wrote:
>
> My Ivo prop is kind of old. I think I bought it in 1999, The
> leading
> edge tape is holding up good on all three blades. Vic Gibson in
> Sacramento
>
>
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
| Subject: | Re: GPS COORINATES FOR JIM SWAN RUNWAY |
Dear Jim:
I added your field to my flying club's Ultralight Flight Planner. I hope
that was okay. If you want to see it, here's the website:
http://www.staliteaviation.com/gtuf/gtuf_menu.html
>From there, look for the link Ultralight Flight Planner in the Tools
section.
If you want me to add your phone number, let me know what it is.
Why don't you and/or your grandson consider joining us on our Fall Tour
event? You could even take turns flying the Firestar along the route.
Full info on that is also available on the website.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
----- Original Message -----
From: Arksey(at)aol.com
To: kolb-list(at)matronics.com
Sent: Thursday, August 31, 2006 12:56 AM
Subject: Kolb-List: GPS COORINATES FOR JIM SWAN RUNWAY
Hello all,
Grandson Kendall took a GPS reading on our runway and here is the
coorinates he came up with. 42deg28.577N 084deg44.689W this should
put you over the center of the runway...Runway runs East and West, grass
, 2000' X 100'
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
| Subject: | Re: GPS COORINATES FOR JIM SWAN RUNWAY |
I forgot to mention that I listed you as bring in Brookfield because
that seemed to be the closest city according to Mapquest. But if that's
wrong, let me know, please.
-Ken
----- Original Message -----
From: Arksey(at)aol.com
To: kolb-list(at)matronics.com
Sent: Thursday, August 31, 2006 12:56 AM
Subject: Kolb-List: GPS COORINATES FOR JIM SWAN RUNWAY
Hello all,
Grandson Kendall took a GPS reading on our runway and here is the
coorinates he came up with. 42deg28.577N 084deg44.689W
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
| Subject: | Michigan Fall Tour 2006 (a shameless plug) |
Fellow Kolbers:
My flying club, the Greater Thumb Ultralight Flyers (GTUF), is again
planning for a Fall Tour. The event is planned for Saturday, Sep 16. This is
a cross-country event to enjoy the beautiful Fall weather. A ground crew
provides auto gas at every stop and a motor home with trailer provides
support in the event of a distressed aircraft.
We've shortened the route some this year to allow/encourage some pilots with
slower airplanes to join in. The tour will start and end at Frankenmuth, MI
consisting of a more-or-less rectangular path around Saginaw with a stop at
a cider mill for lunch. Yes, they do have a runway there. ;-)
If you're interested in joining us, please go to this website:
http://www.staliteaviation.com/gtuf/gtuf_menu.html
There you'll find a description of the route, route maps, registration
forms, and operating guidelines. The 'official' registration deadline was
today, but we will continue to accept registrations from those who are truly
interested.
As an enticement to anyone who might be on the fence, we've arranged for a
'47 Luscombe to escort the flight to take air-to-air photos of the
participants. The club will compile the photographs into a CD available a
few weeks after the Tour. There is a fee to participate in the Tour to cover
the cost of our ground support vehicles. But the air-to-air photography is
FREE! To see an example, this website shows pictures of me and my Mark II
taken during last year's Tour:
http://www.kfackler.com/ken/new_kolb/index.html
-Ken Fackler
Kolb Mark II / A722KWF
GTUF Webmaster
Rochester MI
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: Flying Rivers |
Thanks Bob for a New set of vocabulary to decribe the mostly undecrible " Fun
" of Flying . LOL .
And a Happy Birthday to you too....
Pretty cool, but scrunching down the wind just hits my forehead. Hope the
elastic string-thing holds my prescription shades...Mr. IVO hopes too. Dang, i
really have to put in a bit more pitch, EGTs too near 1200. Most of the numbers
seem reasonable, so clear of the traffic area, as well as what might be called
"congested," I make for 500', keeping all four eyes peeled for errant F-15s
who might be hungry for an easy FireFly decal to stick on their mighty steed.
[To Homeland Security: there is no truth to the rumor that it takes downing 10
ULs to become a Black Hole Ase]
ou too.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Planes in Baja - John Flannery |
I'm curious, John.. Why wouldn't you want your plane in Cabo now ??
I've looked at the idea while traveling in Baja, tho' I haven't been as
far as Cabo, and wouldn't like to take my plane down there, either, for
several reasons. Lar.
----- Original Message -----
From: john s. flannery
To: kolb-list(at)matronics.com
Sent: Saturday, September 02, 2006 6:11 AM
Subject: Re: Kolb-List: Ohio Ralph
Arksey,
Got you by a year and also started at 16. Full length cast on one
football-broken leg took me out of flying then and didn't get back for
some time. And, UL-types are new to me after 3K hours flying SELs
shooting land forms as aerial art from Alaska to Cabo San Lucas where I
wouldn't want my airplane today. Glad there are still a few Old F____'s
going upstairs. Here's a jpg of resting pelicans from yesterday's shoot
over the Rio Grande just north of Elephant Butte Reservoir here in New
Mexico.
jsf
----- Original Message -----
From: Arksey(at)aol.com
To: kolb-list(at)matronics.com
Sent: Friday, September 01, 2006 8:39 PM
Subject: Kolb-List: Ohio Ralph
Hi Ralph,,
I am 75 years old and starting flying when i was 16, but very
little time in ultra light type. These were my 1st in the firestar
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
In a message dated 9/2/2006 9:58:01 A.M. Eastern Standard Time,
etzim62(at)earthlink.net writes:
--> Kolb-List message posted by: Eugene Zimmerman
I bought a new Ivo recently from CPS . The leading edge tape was very
unsatisfactory and I removed it after only a few hrs. I am running
it without any leading edge protection for the moment. I received
replacement edges with the prop but they are the same junk as what
was on originally. It would be a wast of time to install them.
I have had satisfactory experiences with Ivo props in the past but
with their current quality control I can no longer recommend them. I
recommend Powerfin for anything running a B box gear reduction.
Eugene,
The Firefly I bought from Duane came with a 2 blade IVO. The tape leading
edge was holding up OK for the first few hours of Seaplane use. After I dinged
it up with a loose bolt I called IVO for replacement tape. That was 2 years
ago. The replacement tape was much thinner and failed in about 2 hours. I asked
them why they went to a thinner tape and they said that the original vender
no longer had the thicker tape. After a few hours on the Internet I found a
tape supplier with a thicker tape. They sent me a sample roll. I also found
that they had supplied tape to IVO but IVO no longer bought from them. I never
tried the tape because shortly after that I received the Kiev prop. I suspect
that they are still using the thin stuff. I don't know how either tape holds
up with normal use, but with a lot of water exposure both fail quickly. If
you want to try some of the sample roll, let me know.
I think IVO makes a good product, It just is not suitable for Seaplanes.
Steve
________________________________________________________________________________
| From: | "Seamus Jones" <seamusrjones(at)hotmail.com> |
Hello All,
I have recently purchased a 2003 Kolb Mark III with a Rotax 582, B gearbox
with 2,58 gear ratio Minus a prop. Needles to say I'm in the market for a
new one. I researched some and have narrowed my selection down to the IVO
66" 3 blade prop. However, \I would like any wisdom anyone would share on
the subject.
Thank You for your time,
Shay Jones
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Need new Prop |
I imagine that you could buy a 72" Ivo for about the same price as a 66"
Why not get the longer blades and cut them down to suit you. I
originally purchased a 72" 3-blade and now I am at 70" dia. It is doing
so good that I may not go to a smaller dia. Just a thought.
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Need new Prop |
Question: Were you using a two blade or a three blade? I have been
warned about using a two blade on mine.
________________________________________________________________________________
| From: | Richard Pike <richard(at)bcchapel.org> |
| Subject: | Re: Need new Prop |
Go with an Ivo 2 blade, 68", and you will have a good prop and a smooth
flight, and good performance. That is the combination I am using on
mine. After trying several Warp Drive, Ivo and Kiev Hot Prop options, an
Ivo 2 blade 68" prop gives the best overall compromise between a great
climb and a great cruise for a MKIII with a 582 with a B box, 2.58:1
ratio. Be sure you get the hub extension. And you may need to make up
some motor mount extensions to raise your engine about an inch higher to
get sufficient clearance between the prop and the main tube.
If you get the Ivo 66" three blade, you will get more acceleration from
a standing start, (it will be awesome out of the hole) but I will pretty
much match you on climb, and outrun you top end. And at cruise, I will
be about three or four hundred RPM less than you for a given airspeed.
You don't want that. You want an engine that runs at less than 75% power
at cruise, which is 5600 rpm or less, and you won't get that with what
you are currently planning. Guess how I know this? (Been there, done
that, the T-shirt is in the rag box...)
Richard Pike
MKIII N420P (420ldPoops)
Seamus Jones wrote:
>
>
> Hello All,
>
> I have recently purchased a 2003 Kolb Mark III with a Rotax 582, B
> gearbox with 2,58 gear ratio Minus a prop. Needles to say I'm in the
> market for a new one. I researched some and have narrowed my
> selection down to the IVO 66" 3 blade prop. However, \I would like
> any wisdom anyone would share on the subject.
>
> Thank You for your time,
>
> Shay Jones
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Need new Prop |
Shay, You might want to consider doing a couple of things before deciding on
a prop.
First, confirm that your "B" box is indeed a 2.58. Someone could have
changed the ratio in the field and not restamped the box. Because of the
damper in the "B", this is pretty simple. Pull a plug from each cylinder,
find top dead center, you can use your thumb to tell when you have
compression, then pull the engine thru counting the compressions you feel
with your thumb. No, it won't get you fine detail, but you'll know real
quick if you're in the 2 or 3 part of the ratio.
Second, get yourself a copy of the California Power Systems catalog and read
the articles on choosing a prop. Then read the articles on gearboxes. What
you'll see is that the "B" box is marginal on a 582, it is only rated for 66
HP, and it is rated for only half the rotational mass of the "C" and "E"
boxes.
So what should you be looking for in props? In a word, light. While an
adjustable prop might get you something to futz with, I'm going to guess
that as a new owner you probably want to fly ASAP. A good wood prop is the
lightest you can get, it's the easiest to balance, and the easiest to
maintain. Call Travis or Donnie at the factory and get their input, too.
Tennessee Propellor makes nice wood props, ask them what they recommend. Ask
them if they have a return policy if they get the pitch wrong, or better
yet, do they have a known good for a 582 prop that you can use to take a
read on your particular setup.
Whatever you decide, when you get your new prop check it for balance, follow
the manufacturers installation and prop bolt torque recommendation and
RETORQUE schedule. Check the blade tip tracking after installation and after
each retorque, it should be .06" (1/16") or less.
As the new owner, you have a lot of unknowns facing you. While you're
waiting on the prop, pull the exhaust system and look in the ports to check
for general engine condition. While the exhaust is in your hands give it a
good shake to see if it's about to blow chunks through your new prop. Borrow
a dial indicator and check the prop flange for runout at the prop mounting
surface, it should be .003" or less. You say your Mk III is a 2003. Check
the engine serial number and check when it was manufactured and whether it
is a -90 or -99 engine (don't be fooled by a blue head, spray paint is cheap
and at least one 582 has shown up on eBay recently with a spray can
upgrade). After you get your new prop mounted, do a weight and balance
check, the method is right in the plans and it's easy to do.
Rick
On 9/3/06, Richard Pike wrote:
>
>
> Go with an Ivo 2 blade, 68", and you will have a good prop and a smooth
> flight, and good performance. That is the combination I am using on
> mine. After trying several Warp Drive, Ivo and Kiev Hot Prop options, an
> Ivo 2 blade 68" prop gives the best overall compromise between a great
> climb and a great cruise for a MKIII with a 582 with a B box, 2.58:1
> ratio. Be sure you get the hub extension. And you may need to make up
> some motor mount extensions to raise your engine about an inch higher to
> get sufficient clearance between the prop and the main tube.
> If you get the Ivo 66" three blade, you will get more acceleration from
> a standing start, (it will be awesome out of the hole) but I will pretty
> much match you on climb, and outrun you top end. And at cruise, I will
> be about three or four hundred RPM less than you for a given airspeed.
> You don't want that. You want an engine that runs at less than 75% power
> at cruise, which is 5600 rpm or less, and you won't get that with what
> you are currently planning. Guess how I know this? (Been there, done
> that, the T-shirt is in the rag box...)
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> Seamus Jones wrote:
> >
> >
> > Hello All,
> >
> > I have recently purchased a 2003 Kolb Mark III with a Rotax 582, B
> > gearbox with 2,58 gear ratio Minus a prop. Needles to say I'm in the
> > market for a new one. I researched some and have narrowed my
> > selection down to the IVO 66" 3 blade prop. However, \I would like
> > any wisdom anyone would share on the subject.
> >
> > Thank You for your time,
> >
> > Shay Jones
> >
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: Need new Prop |
Two blade... And remember this is a belt drive, not a gearbox...
DVD
On 9/2/06, APilot(at)webtv.net wrote:
>
>
> Question: Were you using a two blade or a three blade? I have been
> warned about using a two blade on mine.
>
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Need new Prop |
Hi David,
Which belt redrive was it? I'd suspect the redrive, and switch
to the proper gearbox. Haven't heard of any GB's letting the prop
depart the aircraft.
Ed in JXN
MkII/503
----- Original Message -----
From: David Lehman
To: kolb-list(at)matronics.com
Sent: Sunday, September 03, 2006 10:25 AM
Subject: Re: Kolb-List: Re: Need new Prop
Two blade... And remember this is a belt drive, not a gearbox...
DVD
________________________________________________________________________________
| From: | "Seamus Jones" <seamusrjones(at)hotmail.com> |
| Subject: | Re: Need new Prop |
Thanks for alll the insight on my prop purchase...........I bought this Mark
III (Miss B) from Bob Brocious in Kentucky who not only sold me a great
plane but threw in some sound advice for free, this Kolb-list being one of
them. Thanks again for the responses and thanks in advance for future
responses I will have as a new rookie Kolb owner.
Shay J.
>From: Richard Pike <richard(at)bcchapel.org>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Need new Prop
>Date: Sun, 03 Sep 2006 01:57:45 -0400
>
>
>Go with an Ivo 2 blade, 68", and you will have a good prop and a smooth
>flight, and good performance. That is the combination I am using on mine.
>After trying several Warp Drive, Ivo and Kiev Hot Prop options, an Ivo 2
>blade 68" prop gives the best overall compromise between a great climb and
>a great cruise for a MKIII with a 582 with a B box, 2.58:1 ratio. Be sure
>you get the hub extension. And you may need to make up some motor mount
>extensions to raise your engine about an inch higher to get sufficient
>clearance between the prop and the main tube.
>If you get the Ivo 66" three blade, you will get more acceleration from a
>standing start, (it will be awesome out of the hole) but I will pretty much
>match you on climb, and outrun you top end. And at cruise, I will be about
>three or four hundred RPM less than you for a given airspeed. You don't
>want that. You want an engine that runs at less than 75% power at cruise,
>which is 5600 rpm or less, and you won't get that with what you are
>currently planning. Guess how I know this? (Been there, done that, the
>T-shirt is in the rag box...)
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
>Seamus Jones wrote:
>>
>>Hello All,
>>
>>I have recently purchased a 2003 Kolb Mark III with a Rotax 582, B gearbox
>>with 2,58 gear ratio Minus a prop. Needles to say I'm in the market for a
>>new one. I researched some and have narrowed my selection down to the IVO
>>66" 3 blade prop. However, \I would like any wisdom anyone would share
>>on the subject.
>>
>>Thank You for your time,
>>
>>Shay Jones
>>
_________________________________________________________________
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Need new Prop |
At 12:01 AM 9/3/2006, you wrote:
>Well, there's a Warp Drive prop somewhere West of Chowchilla,
>CA... I think it ended up in a corn field... Prop shaft (belt
>drive) broke forward of the hub and the hub and prop departed my 503
>Firestar at about 1000' taking the right aileron spar/torque tube with it...
Never seen a 503 Firestar with a "belt drive" - what's it look like?
Who's idea was that?
But, then again, I don't get out much.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Need new Prop |
>
>
> Never seen a 503 Firestar with a "belt drive" - what's it look like?
> Who's idea was that?
>
> But, then again, I don't get out much.
>
Apparently they got supplied with Challenger kits at one time.
Hegar drives.
http://www.adventureaviation.org/CH_For_Sale.html
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
There's quite a good article on Prop balance, harmonics etc on this weeks AvWeb
'MotorHead' column (#15)
Just helps one appreciate the factors that make for a smooth engine/prop combination.
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=59338#59338
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: Need new Prop |
Shay, Glad to hear that Bob sold his ,plane I made a deal and made a down payment
and was ready n to pick it up when I was in a terrible crash with Norm at TNK
. He gave my wife the check back after the crash . Its a besutiful aircraft
and I hope you enjoy it ;Fair wind Chris Davis
Thanks for alll the insight on my prop purchase...........I bought this Mark
III (Miss B) from Bob Brocious in Kentucky who not only sold me a great
plane but threw in some sound advice for free, this Kolb-list being one of
them. Thanks again for the responses and thanks in advance for future
responses I will have as a new rookie Kolb owner.
Shay J.
>From: Richard Pike
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Need new Prop
>Date: Sun, 03 Sep 2006 01:57:45 -0400
>
>
>Go with an Ivo 2 blade, 68", and you will have a good prop and a smooth
>flight, and good performance. That is the combination I am using on mine.
>After trying several Warp Drive, Ivo and Kiev Hot Prop options, an Ivo 2
>blade 68" prop gives the best overall compromise between a great climb and
>a great cruise for a MKIII with a 582 with a B box, 2.58:1 ratio. Be sure
>you get the hub extension. And you may need to make up some motor mount
>extensions to raise your engine about an inch higher to get sufficient
>clearance between the prop and the main tube.
>If you get the Ivo 66" three blade, you will get more acceleration from a
>standing start, (it will be awesome out of the hole) but I will pretty much
>match you on climb, and outrun you top end. And at cruise, I will be about
>three or four hundred RPM less than you for a given airspeed. You don't
>want that. You want an engine that runs at less than 75% power at cruise,
>which is 5600 rpm or less, and you won't get that with what you are
>currently planning. Guess how I know this? (Been there, done that, the
>T-shirt is in the rag box...)
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
>Seamus Jones wrote:
>>
>>Hello All,
>>
>>I have recently purchased a 2003 Kolb Mark III with a Rotax 582, B gearbox
>>with 2,58 gear ratio Minus a prop. Needles to say I'm in the market for a
>>new one. I researched some and have narrowed my selection down to the IVO
>>66" 3 blade prop. However, \I would like any wisdom anyone would share
>>on the subject.
>>
>>Thank You for your time,
>>
>>Shay Jones
>>
________________________________________________________________________________
| Subject: | Re: Need new Prop |
| From: | "David.Lehman" <david(at)davidlehman.net> |
[quote="Ed in JXN"]Hi David,
Which belt redrive was it? I'd suspect the redrive, and switch to the
proper gearbox. Haven't heard of any GB's letting the prop depart the aircraft.
Ed in JXN
MkII/503
> ---
Hi Ed...
I don't know the manufacturer of the belt drive...
I think this Kolb is/was an excellent example of "you get what you pay for"...
If it ever flies again, it will be with a gearbox, or direct drive, no more belt
drives for me...
DVD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=59353#59353
Attachments:
http://forums.matronics.com//files/cimg1063sm_774.jpg
http://forums.matronics.com//files/cimg1062sm_186.jpg
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
I'm sorry to be the bearer of bad news. Bill Herrin, of Pineville, LA
was taking off in his little Luscombe from Ocala, FL yesterday evening
with his daughter on board and apparently lost power at low altitude and
crashed into a field. Neither survived the crash. I have no other
details.
Bill didn't say much on the Kolb List, but thoroughly enjoyed the
conversations and followed it closely. We became friends years ago thru
the List, I've visited him twice in "Lousy-ana," and he visited me here
in Furnace Springs on his way home from Monument Valley. He realized a
lifetime dream earlier this year when he flew his Luscombe from coast to
coast, with a stop to visit us in Monument Valley last May.
Bill was a good friend. He'll be missed. Lar.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
A moment of silence from this end....................
On 4, Sep 2006, at 2:34 PM, Larry Bourne wrote:
> I'm sorry to be the bearer of bad news.- Bill Herrin, of Pineville,
LA
> was taking off in his-little Luscombe-from Ocala, FL yesterday
evening
> with his-daughter on board and apparently lost power at low altitude
> and crashed into a field.- Neither survived the crash.- I have no
> other details.-
> -
> Bill didn't say much on the Kolb List, but thoroughly enjoyed the
> conversations and followed it closely.- We became friends years ago
> thru the List, I've visited him twice in-"Lousy-ana," and he visited
> me here in Furnace Springs on his way home from Monument Valley.- He
> realized a lifetime dream earlier this year when he flew his Luscombe
> from coast to coast, with a stop to visit us in Monument Valley last
> May.
> -
> Bill was a good friend.- He'll be missed.----------
------------ Lar.
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Bill was a good friend. He'll be missed. Lar.
***********************
Sorry to hear this.
Talked to Bill a few days ago.
He pitched his tent next to mine at MV. Every time I turned around to
use my chair, Bill had it over at his tent. ;-)
Bill made up for stealing my chair by buying my dinner at MV, a Taco
Salad.
He kept me up to date on the progress he was making from the time he
got the idea of buying the Luscombe to soloing it home from PA.
I did not know his daughter.
Could not find any info on the local Gainesville/Ocala/Orlando news,
papers or TV.
Take care,
john h
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Gang:
Will tried to post this earlier, but the Kolb List would not accept
it.
john h
----- Original Message -----
From: <WillUribe(at)aol.com>
Sent: Monday, September 04, 2006 2:38 PM
Subject: Re: Kolb-List: Bill Herrin
| _Click here: Small plane plunges into field, kills 2 | Ocala.com |
| Star-Banner | Ocala, Fla._
|
(http://www.ocala.com/apps/pbcs.dll/article?AID=/20060904/NEWS/209040348/1025)
|
|
| That is just such sad news. He spent the night on his way back from
Monument
| Valley. Here are some pictures I took the day he departed back
home.
|
|
|
|
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
I don't know why my posts are bouncing but let me try one more time.
That is just such sad news. He spent the night on his way back from Monument
Valley. Attached are some pictures I took the day he departed back home.
Article published Sep 4, 2006
Small plane plunges into field, kills 2
BY MILLARD K. IVES
STAR-BANNER
Medical examiner Dona Faber, left, Inspector Mike Mongeluzzo and Deputy Art
King examine a plane crash in Marion Oaks off County Road 484 Sunday.
MORGAN PETROSKI/STAR-BANNER
MARION OAKS - Two people were killed late Sunday afternoon after their
antique two-seater plane crashed in a peanut field.
According to a witness, Richard McGinley, the 1946 Luscombe 8A had landed on
his family's private airstrip on County Road 484. It took back off and was
about 90 feet in the air when it appeared to stall.
He said the single-engine plane looked as if it was trying to turn back to
the airstrip when it nose-dived into the field.
The two unidentified occupants died on the scene.
"It banked to the left, went down and baboom!," said McGinley, using his
right hand to simulate the crash.
The medical examiner and Marion County Sheriff's Office investigators were
examining the wreckage of the grey plane, which has blue stripes, Sunday
evening as firefighters stood in the background.
The plane's wings were left intact but crumpled during impact. The nose took
the brunt of the impact and was partially caved in. Officials from the
Federal Aviation Administration were expected to be on the scene late Sunday
night.
Capt. James Pogue, a Sheriff's Office spokesman, said the plane is
registered in Louisiana. A search on the FAA's Web site indicated the plane is
registered to William D. Herren, of Pineville, La. Officials were still trying
late
Sunday to identify the occupants and where they live.
The crash was reported to 911 at about 5:30 p.m. and occurred just west of
Marion Oaks in a giant peanut field, which is about a mile and a half long.
McGinley, whose family owns the field, said he was eating dinner in a house
in the field, located on the south side of CR 484. He noticed an unfamiliar pl
ane had landed on his family's private airstrip on the north side of CR 484.
McGinley said he began to drive to the airstrip. But before he could reach
the plane, it had taken back off. He then saw it crash. McGinley said when he
approached the downed plane, both occupants appeared to be unconscious.
"I knew there was nothing I could do," McGinley said.
Millard K. Ives may be reached at millard.ives(at)starbanner.com or (352)
387-2488.
________________________________________________________________________________
| From: | APilot(at)webtv.net |
So sorry to hear about the death of two more people in a Luscombe. As
some of you know, my Son and one of his students was killed in 2001 in a
Luscombe. His engine failure was due to fuel starvation when he had
over 1/3 of a tank of fuel. The FAA is, and has been for years, aware
of this problem in all Luscombes that do not have wing tanks to feed the
fuel to the engine. What the FAA has done, and will not fix, is publish
an Advisory Circular which requires a decal on the instrument panel
which says something to the effect that all takeoffs are to be made with
carb heat on. I believe that most of you pilots will agree with me that
this in one stupid AC. Most of us who fly with passengers or a full
load want all the power that we can get. Pulling on the carb heat is
not what we do because it cost 100 or more rpms. Anyway, I strongly
suggest an independent analysis of this recent accident because the
NTSB, especially in the Atlanta Office, is either incompetent or have
some other agenda than discovering the truth and saving lives. I know
that I sound a little bitter. How many of you have lost your Son and
best friend and go around happy as a lark? By the way:
The Advisory Circular is: A-694 rev. 23
Vic Gibson (Sacramento)
________________________________________________________________________________
| Subject: | Re: 1st flight in the firestar |
In a message dated 9/1/2006 9:27:30 PM Eastern Standard Time, Arksey(at)aol.com
writes:
wow how it will climb with the 503.I consider it overpowered, but n
ice to
have that performace when you want it. I was a bit surpri
My first FS II with 503 flight I thought it was overpowered, too, but soon
you'll get used to being able to outclimb all those Challengers.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: First Flight |
In a message dated 9/2/2006 8:04:28 AM Eastern Standard Time,
davistcs(at)eoni.com writes:
It turns 6400 in climb, 6600 level flight with a full power EGT of 950,
cruise at 58 to 6000 has a EGT of about 1070 - 1100 and CHT of 280 - 300. Just
about perfect I think. The prop pitch really does control EGT after all, seeing
is believing. Mid range decents at 4200 to 5400 spike the EGT up closer to
1200 pretty fast, good thing to avoid.
In think you need another 1/2 degree of pitch........
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
In a message dated 9/2/2006 12:32:59 PM Eastern Standard Time, N27SB(at)aol.com
writes:
It just is not suitable for Seaplanes.
But the Kiev seems ideal.......
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
As of this morning, Vamoose is up and running again. Ran about 10
minutes, and so far no oil leaks. Lookin' good. Now the real fun
starts.
Not sure if this will apply to Rotax engines, but this VW with redrive
has quite a few starts on it without a prop, and so long as I'm very
careful with the throttle it seems to be fine.
Lar.
________________________________________________________________________________
________________________________________________________________________________
| From: | "ruscok" <ruscok(at)gmail.com> |
Sorry to hear the bad news. Although I did not know Bill, everytime we hear of
an aviation accident it hits home to all of us..
Everytime I hear of a aviation accident, I try to learn everything I can from it. We all recently learned of the airline accident in Lexington, KY which intrigued me of how something like that could happen, but we all know it only takes one mistake for things to go bad, which had prompted me to brush up on stalls and load factors and other related items. Recently I came across a very interesting article on a website that I often visit just to read about information. I thought I would share it with all of you, so I attached it. I put it in PDF format so that everyone could view it. If you cant view it, you will have to download adobe acrobat, which is free off from adobes site.Also the website in case you all want to visit it is www.overtheairwaves.com
Again, sorry to hear the bad news...
Kendall
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=59508#59508
Attachments:
http://forums.matronics.com//files/stalls_278.pdf
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
Say I had a stall warning device on my wing that went off at 40 mph. Then
lets say I turned downwind to base at a 75% degree turn at 55mph. I would
stall because of the increased G loads but would the stall warning device go
off?
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Stall Question |
David, Seems like a "how long is a piece of string" question. The simple
answer is no, if it's set for 40 it won't go off at 55. If it's an impact
device like an airspeed indicator in reverse, 55 knots worth of air
molecules would keep the device from triggering. With a little clever
engineering you could add a sliding door or similar way to close down the
opening so that at 55 and 2G's you get only 40 knots worth of air molecules
and the device triggers.
Fun thought experiment, thanks.
Rick
On 9/4/06, David Key wrote:
>
>
> Say I had a stall warning device on my wing that went off at 40 mph. Then
> lets say I turned downwind to base at a 75% degree turn at 55mph. I would
> stall because of the increased G loads but would the stall warning device
> go
> off?
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: A sleepless night |
Not into being an alarmist, but found this a while back and haven't heard a
Kolber raise a peep about boom inspection. Nor do I know how to go about that
task. Doubt the feds have followed up on booms generally. I have dealt with
major aluminum corrosion previously and one old pilot and rebuilder said I
saved him money. Said he wouldn't have to send flowers to my funeral.
_http://www.ultralightnews.ca/advisories1/drifter-structuralfailure.htm_
(http://www.ultralightnews.ca/advisories1/drifter-structuralfailure.htm)
jsf
Do not archive.
John,
This is from the Rans website.
_Click here: RANS Aircraft Main Page_ (http://www.rans.com/Alerts/AD131.htm)
Airworthiness Directive: 131
Date: October 21, 2004
Subject: Tail Boom
Compliance: Mandatory
Models Effected: All S-12 Airailes with Serial Numbers Before 01950000
Inspection of the tail boom on all Airaile models should be conducted at the
earliest possible date and prior to the next flight. The inspection is to
determine:
Installation of the tail boom doubler sleeve. Inspect the inside of the boom
to visually confirm the presence of a boom doubler sleeve. If there is not a
boom doubler sleeve present, the aircraft is to be grounded and the boom
replaced with a tail boom with the doubler sleeve. Flight is not recommended for
any version of the Airaile aircraft not equipped with a boom doubler sleeve.
The boom doubler sleeve can be viewed from the tail end of the boom using a
powerful flashlight. See drawing below for location.
Visually inspect the presence and integrity of the plastic strip installed
between the collar and tail boom. Take proper corrective action to replace or
reposition protective plastic strip. If no corrosion is present around the
collar, remove boom for inspection under the surface of the collar. No
corrosion should be present. Replace boom if corrosion is present.
General inspection of tail boom at all points of attachment and total
surface area for: the presence of corrosion inside and out, cracks, nicks, dents,
holes, or any deformation. Replace boom as required.
This inspection procedure is required at each annual condition inspection.
Thank you for your attention to this matter. Hopefully we have not
inconvenienced you to any great degree.
Fly safe.
Do not archive.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Flying Rivers |
The Rio Grande has never been this full, another test post.
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Stall Question |
David,
The simple answer is yes. If your stall warning is a true angle of
attack indicator and not a mere airspeed warning.
On Sep 4, 2006, at 11:13 PM, David Key wrote:
>
> Say I had a stall warning device on my wing that went off at 40
> mph. Then lets say I turned downwind to base at a 75% degree turn
> at 55mph. I would stall because of the increased G loads but would
> the stall warning device go off?
>
>
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
Will --
FYI, this what we get on a Mac --
On Sep 4, 2006, at 3:38 PM, WillUribe(at)aol.com wrote:
> 2e0.6139b680_alt_bound--
>
>
________________________________________________________________________________
| Subject: | Re: Stall Question |
David,
Stalls are a function of Angle of Attack not airspeed. If it truly is an AA
indicator it will measure the angle of attack vs airspeed. On a Cub it is as
simple as the bottom half of the door if it is open.
Or so I was taught by my Old Mentor.
Steve
________________________________________________________________________________
| From: | APilot(at)webtv.net |
John, from reading the article that you attached, the cause of the crash
was the same as the cause in my Son's fatal accident 5 years ago in a
Luscombe. Too bad, I know how the family feels. It is truly a
tragedy......my heart goes out to them.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Stall Question |
So are you saying that it will stall or not? I'm talking about the little
metal thing that yes measures the AOA
>From: N27SB(at)aol.com
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: Stall Question
>Date: Tue, 5 Sep 2006 09:20:45 EDT
>
>David,
>Stalls are a function of Angle of Attack not airspeed. If it truly is an AA
>indicator it will measure the angle of attack vs airspeed. On a Cub it is
>as
>simple as the bottom half of the door if it is open.
>
>Or so I was taught by my Old Mentor.
>
>Steve
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Oil Pressure question |
Thanks for all the answers. Here's today's question, I woke up today and
taxied to the end of the runway. The oil pressure was around 8 at idle, then
I took off and climbed to 1k and the oil pressure remained around 12. I
landed asap. So where do I start now. Yes oil level looks good, no leaks.
Someone said if you have low oil pressure stop ASAP. I wonder if I let it
warm up enough on the ground. This is the first day the plane has flown in
under 95 degrees. I am checking the Rotax manuals now.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
Found an article.
http://www.pipistrel.it/materiali%20download/Rotax912.pdf
It says if the oil pressure is under 7psi at flight. Well mine was above
that more like 10 psi but all the 9 hours I've flown the plane the pressure
has been between 25 - 35 psi and 10 is half that. I'm still alarmed. Any
thoughts would be helpfull, I haven't messed with anything near the engine.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Oil Pressure question |
David, I took this right from Leading Edge Airfoils online manual:
Oil pressure:
NORMAL 58 psi (4 bar) @ 5500 rpm, MAX 72 psi (5 bar), MIN 22 psi (1.5 bar)
@ 2800 rpm
Rick
On 9/5/06, David Key wrote:
>
>
> Thanks for all the answers. Here's today's question, I woke up today and
> taxied to the end of the runway. The oil pressure was around 8 at idle,
> then
> I took off and climbed to 1k and the oil pressure remained around 12. I
> landed asap. So where do I start now. Yes oil level looks good, no leaks.
> Someone said if you have low oil pressure stop ASAP. I wonder if I let it
> warm up enough on the ground. This is the first day the plane has flown in
> under 95 degrees. I am checking the Rotax manuals now.
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
Sad news, indeed - we all dread seeing these kinds of posts.
My Mark-3 was parked next to Bill's Luscombe at the MV fly-in in May. I had
only just met Bill at Monument Valley, and he struck me as an ingenious
tinkerer - he had a good idea for almost any design detail we encounter in
building our Kolbs.
In fact, when he observed how my cheap, knock-off copy of Arizona Dave's
control surface immobilizer (aka, the "spider") was ineffective in the wind,
he shared with me another idea for a compact, lightweight aileron gust lock.
Now, as a small tribute to Bill, I am determined to build the thing, and
then share the idea with all of you when it's done.
Be mindful of the "impossible 180-degree turn" back to the runway, when your
engine quits on takeoff. There is much literature on this topic out there.
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Oil Pressure |
David, Two questions. Have you added any oil to the engine before the low
pressure flight? What is the oil level now?
Rick
On 9/5/06, David Key wrote:
>
>
> Found an article.
> http://www.pipistrel.it/materiali%20download/Rotax912.pdf
>
> It says if the oil pressure is under 7psi at flight. Well mine was above
> that more like 10 psi but all the 9 hours I've flown the plane the
> pressure
> has been between 25 - 35 psi and 10 is half that. I'm still alarmed. Any
> thoughts would be helpfull, I haven't messed with anything near the
> engine.
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Oil Pressure question |
David
I'm in no way a Rotax person but you have a problem. It could be nothing
more than a pressure gage/sender issue but you don't know that. In
general your oil pressure will be high when the engine is cold even on a
95 degree day. Once it warms it will drop to what is a normal pressure.
The guide line oil pressures for Rotax are similar to my VW. I wouldn't
have continued to run the engine right after start up with the oil
pressure you were seeing. If my oil pressures don't start their normal
climb to 65-70 lbs at cold idle I would shut the engine down NOW. You
need to find out why this is happening.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Tuesday, September 05, 2006 4:04 PM
Subject: Re: Kolb-List: Oil Pressure question
David, I took this right from Leading Edge Airfoils online manual:
Oil pressure:
NORMAL 58 psi (4 bar) @ 5500 rpm, MAX 72 psi (5 bar), MIN 22 psi
(1.5 bar) @ 2800 rpm
Rick
On 9/5/06, David Key < dhkey(at)msn.com> wrote:
Thanks for all the answers. Here's today's question, I woke up today
and
taxied to the end of the runway. The oil pressure was around 8 at
idle, then
I took off and climbed to 1k and the oil pressure remained around
12. I
landed asap. So where do I start now. Yes oil level looks good, no
leaks.
Someone said if you have low oil pressure stop ASAP. I wonder if I
let it
warm up enough on the ground. This is the first day the plane has
flown in
--
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: Oil Pressure question |
The oil pressure was around 8 at idle, then
| I took off and climbed to 1k and the oil pressure remained around
12. I
| landed asap. So where do I start now.
David K:
Was wondering why you did not shut the engine down as soon as you
started it and saw that the oil pressure was 8 psi at idle?
To me, that would have been the time to be alarmed, not 1000 feet agl.
Could be:
1-in op sender, gauge, EIS, or what ever you are using.
2-put a mechanical oil pressure gauge on it and see what kind of oil
pressure you actually have.
3-double check you hoses. You are working with vacuum on the inlet
side and 3-5 psi on the return line to the tank. A tight bend can
reduce the volume of oil flow considerably.
4-try not to commit to flight when the instruments are not in the
green. ;-)
5-low and no oil pressure will kill a 912 quicker than anything else.
Take care,
john h
mkIII
PS: Normal oil pressure, hot (normal) engine and oil temp, is about
40 psi. 22 psi is minimum at idle.
Use your Rotax Operators Manual and/or go on line to Kodiak and use
their manuals. I wouldn't use the CPS or LEAF catalogs unless it was
a last resort and nothing else was available.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Stall Question |
|I stand corrected -- sort of. The little metal tab-thingie WORKS AS
| an AOA indicator, at the speeds Kolbs fly; and can be trusted to
warn
| you of an impending stall. I don't think we need a super-accurate,
| computer-controlled AOA indicator, though of course it's more
| accurate --
| Russ Kinne
Russ:
What are you basing your Kolb experience on?
Don't need another gadget on my Kolb.
Found out, early on, Kolbs stall if you get below the stall speed.
Also found out, at the same time, the ground is extremely hard and
unforgiving.
Through experience, demonstrating the MKIII, back in the good old
days, it was extremely difficult, and most of the time, impossible to
get the MKIII into an accelerated stall, intentionally. Once in a
while, with a rather large passenger, I could get it to fall through
an extremely tight turn. However, as soon as it was detected, it
could as quickly be gotten out of it.
Take care,
john h
mkIII (that needs airspeed to prevent stalls)
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Oil Pressure question |
Ok, I'd like to tell you a complex thing I did, but the oil filter came a
little loose and I tightened it and all was good again. Got in an hour at
sunset.
>From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Oil Pressure question
>Date: Tue, 5 Sep 2006 17:22:16 -0400
>
>David
>
>I'm in no way a Rotax person but you have a problem. It could be nothing
>more than a pressure gage/sender issue but you don't know that. In general
>your oil pressure will be high when the engine is cold even on a 95 degree
>day. Once it warms it will drop to what is a normal pressure. The guide
>line oil pressures for Rotax are similar to my VW. I wouldn't have
>continued to run the engine right after start up with the oil pressure you
>were seeing. If my oil pressures don't start their normal climb to 65-70
>lbs at cold idle I would shut the engine down NOW. You need to find out why
>this is happening.
>
>Rick Neilsen
>Redrive VW powered MKIIIc
> ----- Original Message -----
> From: Richard Girard
> To: kolb-list(at)matronics.com
> Sent: Tuesday, September 05, 2006 4:04 PM
> Subject: Re: Kolb-List: Oil Pressure question
>
>
> David, I took this right from Leading Edge Airfoils online manual:
>
> Oil pressure:
> NORMAL 58 psi (4 bar) @ 5500 rpm, MAX 72 psi (5 bar), MIN 22 psi
>(1.5 bar) @ 2800 rpm
>
> Rick
>
>
> On 9/5/06, David Key < dhkey(at)msn.com> wrote:
>
> Thanks for all the answers. Here's today's question, I woke up today
>and
> taxied to the end of the runway. The oil pressure was around 8 at
>idle, then
> I took off and climbed to 1k and the oil pressure remained around 12.
>I
> landed asap. So where do I start now. Yes oil level looks good, no
>leaks.
> Someone said if you have low oil pressure stop ASAP. I wonder if I let
>it
> warm up enough on the ground. This is the first day the plane has
>flown in
>
>
> --
> 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> |
BJ Moore contacted me and asked me to forward this picture on to the List.
I edited the pic for size, and here it is. Bill Herren is on the left, and
his Luscombe is in the right background. Lar.
----- Original Message -----
From: "BJ Moore" <BJMoore(at)bestutah.com>
Cc:
Sent: Tuesday, September 05, 2006 4:00 PM
Subject: Bill Herrin
> Hey Big Lar.
>
> It was nice to meet you at MV. I just heard of the news about Bill
> yesterday. This is a gut wrencher. I'm not a current member of the kolb
> list, even though I own one now. But I occasionally read what's in the
> Archives. I was told about this from a friend and the posts just showed
> up in the archives today. Maybe you could post a copy of this note to
> the list, FWIW.
>
> I met Bill at MV and immediately took to him. A zillion pictures were
> taken at MV while I was there flying Arty's drifter and helping her out
> with the problems. One of my favorite pictures was snapped by Doug
> Nielsen, who flew in with Arty in his sky raider....see attached. This
> is a picture of people having a real good time!
>
> The picture is of Bill (left) Arty, and myself all chuckling about
> something while we were working on replacing Arty's tach. Bill took me
> up in his Luscombe and let me fly it the whole time for an hour flight.
> I thought it was a very nice plane and that Bill was a real gentleman
> for letting me fly it. I was a complete stranger to him, except for the
> fun we were having while fixing Arty's plane, then the time we spent
> having meals and shooting the bull on the flight line.
>
> We were talking about the quality of the people at the MV fly-in...I
> remember Bill joking about something to the effect...."you don't know
> how many of these guys are going to be around in a year, so enjoy them
> now"....The other thing he mentioned jokingly is that his wife was
> "letting him fly to all these places and wasn't complaining a bit
> because she had a nice insurance policy on him"...
>
> It's hard to think back on him saying those things knowing that they
> became self fullfilling prophecies.
>
> Here is one thing I know, even though I didn't know Bill well.....He
> read his bible as he flew from place to place twice daily, in the
> morning and at night. We discussed a few passages while I was driving
> him from the campground to the airstrip. He carried and presented
> himself as a gentleman and a subscriber to the things found in that
> book. He loved helping others as was witnessed by him swinging out of
> his planned route to help Arty in Kanab when she had to land due to some
> more problems...
>
> If anybody is to make it....it's Bill, and hopefully I will get to fly
> with him again some day. Salt of the earth has a way of returning it's
> savor.
>
> B. J. Moore
> "flying moose"
>
> One final note. Bill was well aware of the fuel tank issue. We
> discussed it before we took off, and while he was checking me out in his
> plane.
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Huh ! ! ! You musta been reading my mind......I've been planning to contact
you on just this subject.
Do you have any baffling on your motor ?? Just running mine on the ground,
it overheated after a while without the prop, but seemed to hold temps OK
into the mid range with the prop on. How does it act in the air ?? I've
got the lower cylinder baffling on mine, but feel inclined to pull it out of
there. Seems like it would disrupt airflow from the front of the engine. I
do have a large oil cooler right in front of the prop and I read somewhere
that the oil is 40% of the cooling on these engines. Does that seem right
to you ??
The flightseeing trip near Bella Coola, B.C. this summer inspired me, and I
want to make the same trip next year, but towing a Vamoose that's equipped
with amphib Full Lotus's. If you like, I'll send a link to some pages I
published on the Nikon Forum about that trip. Lar.
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Sent: Tuesday, September 05, 2006 4:44 PM
Subject: Re: Kolb-List: Vamoose
>
>
> Lar
>
> You will find that the pusher prop doesn't help much in cooling your VW.
> The only thing that helps is to get moving. Normally it isn't a problem
> but sometimes at Oshkosh they have me sitting waiting for a open spot
> after taxiing for a while. Things get warm and sometimes I just have to
> shut it down.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> From: "Larry Bourne" <biglar(at)gogittum.com>
> To:
> Sent: Monday, September 04, 2006 11:46 PM
> Subject: Re: Kolb-List: Vamoose
>
>
>>
>> You don't cool it without a prop. That's why only 10 minutes - and that
>> at low rpms and no load. :-) Even at that, CHT was under 350 when I
>> shut it down. Prob'ly the oil cooling it....?? Do not
>> Archive.
>>
>> ----- Original Message -----
>> From: "John Hauck" <jhauck(at)elmore.rr.com>
>> To:
>> Sent: Monday, September 04, 2006 6:04 PM
>> Subject: Re: Kolb-List: Vamoose
>>
>>
>>>
>>>
>>>
>>> Not sure if this will apply to Rotax engines, but this VW with redrive
>>> has quite a few starts on it without a prop, and so long as I'm very
>>> careful with the throttle it seems to be fine.
>>> Lar.
>>>
>>> ***************
>>>
>>> How do you cool a VW without a prop? 10 minutes run time seems about
>>> enough to overheat, with no air going over it.
>>>
>>> john h
>>> mkIII
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Oil Pressure question |
| Ok, I'd like to tell you a complex thing I did, but the oil filter
came a
| little loose and I tightened it and all was good again. Got in an
hour at
| sunset.
David K:
How did the oil filter get a little loose?
john h
mkIII
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Oil Pressure question |
Good question. The DAR wanted me to put a worm gear on it and safty wire it.
That was the last time it was checked by hand. I took both the worm gear and
the safty wire off and now I will check it by hand on each preflight. It
looked tight each time I looked at it because the saftywire was tight but
the worm gear had slipped or wasn't on tight to begin with, can't be certian
now. There wasn't a drip of oil on the filter so someone must of been right
that there is a negative pressure there and nothing was pushing oil out.
Also I put reflex in the flaps and ailerions and have a much better crusie,
not to mention a much better stall. It pitches up in the stall now and it's
easy to see and feel.
The trim tab I built was only one bay tall and you were right that's not
enough. I've got a 45degree angle in it and still have a lot of right rudder
in a 5k cruise. Takeoffs are much better even with one bay. So I was
building it to two bays tall and everyone at the airport said there's no way
that's right. Don't put that on. There's no such thing as a plane that needs
a trim tab that big. Don't do it that way. Well we were right and now I get
to do it again.
There are less than 10 hours on the plane.
>From: "John Hauck" <jhauck(at)elmore.rr.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Oil Pressure question
>Date: Tue, 5 Sep 2006 20:11:48 -0500
>
>
> | Ok, I'd like to tell you a complex thing I did, but the oil filter
>came a
>| little loose and I tightened it and all was good again. Got in an
>hour at
>| sunset.
>
>
>David K:
>
>How did the oil filter get a little loose?
>
>john h
>mkIII
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Oil Pressure question |
| Good question. The DAR wanted me to put a worm gear on it and safty
wire it.
| That was the last time it was checked by hand.
David K:
Glad you made out ok. Always a first time for everything. However, I
have never had an oil filter release on a 912. I tighten them by
hand, as instructed, 3/4 turn after the gasket makes contact with the
base. In all cases, I have to use the oil filter wrench to loosen
them up. Gets to be a mess when I am on a cross country and do not
have my handy oil filter wrench. Usually end up punching a hole in
the filter with a big screw driver to crack it lose.
Don't know if you have a buncha "experienced" strap hangers at your
airport or not. But..........sounds as if you do. I can assure you,
there is nothing wrong with a mkIII that requires a large trim tab,
such as the one I finally put on my mkIII. Just happens to be the
nature of the beast.
Glad the aileron, flap, reflex made your mkIII fly better.
john h
mkIII
PS: If I listened to all the strap hangers, I'd still be on the
ground waiting to fly.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Oil Pressure question |
X-mailer: Pegasus Mail for Windows (4.41)
> tighten them by
> hand, as instructed, 3/4 turn after the gasket makes contact with the
> base. In all cases, I have to use the oil filter wrench to loosen
> them up.
A bit of Dow Corning DC-4 on the gasket surface will make the
job much easier at removal time.....
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Oil Pressure question |
| A bit of Dow Corning DC-4 on the gasket surface will make the
| job much easier at removal time.....
|
| Jim Baker
Jim B:
Afraid it might get too easy to remove. Just as soon keep it
difficult, since I do not use any mechanical means for safetying it.
john h
mkIII
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Oil Pressure question |
John,
If you only knew what I go through with the strap hangers... almost daily...
My problem is I'm nice and I listen. They all don't like my plane for dozens
of reasons and the newest will be that if it needs that sized trim tab then
it aint designed right. I get a new reason not to like it every three days.
I live on the airport so the neighbors are the strap hangers, they come by
like a small stream all day and night. I'm not sure what happened to
everyone else when I decided to build a plane, but they didn't get smarter.
You should of seen what happened when I ask for a second pair of eyes while
I calculated CG. I didn't ask how to do it, I ask for someone to watch me
while I did it. It got really spooky in seconds as the ideas and the beer
flowed. One guy said I had to take everything out and weigh it, he owns the
airport!!! I ask him very gently, don't you think the scales take into
account everything in the airplane. He still didn't get it, I dropped it,
while maintaining a huge silent concern for the people that didn't
understand that. I have sympathy for anyone in the building process that has
to go through that crap. I'm very surprised at the abundance of inaccurate
advise and the willingness of people to share it. I used to think that
anyone could build a Kolb, it's a very simple plane. Now I know that it's a
huge accomplishment and few have the knowlege to do it.
I realize now that the oil pressure was totally out of range and I shouldn't
of flown it. I am still new with the plane and learning the numbers. It is
normal for my EIS to show the red light when I am at low RPM's like while
taxiing. I set the limits based on flying limits. Now I know that the
numbers today were way too low. Wont happen again. Thanks for your concern.
>From: "John Hauck" <jhauck(at)elmore.rr.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: Oil Pressure question
>Date: Tue, 5 Sep 2006 21:10:43 -0500
>
>
> | Good question. The DAR wanted me to put a worm gear on it and safty
>wire it.
>| That was the last time it was checked by hand.
>
>David K:
>
>Glad you made out ok. Always a first time for everything. However, I
>have never had an oil filter release on a 912. I tighten them by
>hand, as instructed, 3/4 turn after the gasket makes contact with the
>base. In all cases, I have to use the oil filter wrench to loosen
>them up. Gets to be a mess when I am on a cross country and do not
>have my handy oil filter wrench. Usually end up punching a hole in
>the filter with a big screw driver to crack it lose.
>
>Don't know if you have a buncha "experienced" strap hangers at your
>airport or not. But..........sounds as if you do. I can assure you,
>there is nothing wrong with a mkIII that requires a large trim tab,
>such as the one I finally put on my mkIII. Just happens to be the
>nature of the beast.
>
>Glad the aileron, flap, reflex made your mkIII fly better.
>
>john h
>mkIII
>
>PS: If I listened to all the strap hangers, I'd still be on the
>ground waiting to fly.
>
>
________________________________________________________________________________
| From: | APilot(at)webtv.net |
re: 180 degree return to the runway. When we teach sailplane techniques,
we advise the pilot to call, out loud, his altitude on climb out. If he
is skilled at a 180 degree turn, then he knows exactly when he can make
it back to the runway. My super, first instructor, Amelia Reid, taught
me how to do it. My first try was in a Cessna 150, I lost 600 feet to
get it around. Later, after many, many practices, I got the 150 back to
the runway after a loss of only 100 ft of altutude. I was able to do
the same 180 degree turn with only a 50 ft loss of altutude in my PA-11
Cub Special. The point is: Learn to do the 180 degree turn correctly.
Call out your altitudes on every take off and do not take chances. If
the engine quits and you have the altitude that you are proficient in
the return to runway procedure; then, by all means land on the runway.
If you do not have the altitude and there is no more runway to land on,
then take your chances and land as the FAA recommends. The FAA
recommends teaching a pilot to land more or less straignt ahead.
Drrrrr. They also do not required spin training for a private ticket.
Why not learn techniques to save your life? Maybe it is not easy, but
is it worth the practice?
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Kolb building advisors |
Yes, you are right. Many folks have lots to say about our trials in
building the Kolb. I really enjoyed listening to all of the advice and
even some of the criticism. To sift through the remarks and information
was a challenge, to be sure. But, many had helpful remarks and
suggestions. I thank them all. Even those who tried to be helpful who
were not fully informed.. Building a Kolb or any other aircraft is not
an easy thing, in my opinion. I have found that there seems to be more
critics than there are builders.
Vic in Sacramento
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Oil Pressure |
Here is a question for Kolbers. My Mk III Classic feeds fuel to the
fuel injected Geo engine via a high pressure pump. Therefore, the hoses
must be secure and the electric wires to the pump must be tight. And,
of course, the pump must not break. My guess is that there is no way to
have a redundant back up system. Am I right? My 582 Rotax on my Kitfox
quit one time when it was parked up hill and the fuel in the header tank
drained back into the wing tank. It quit on takeoff. No damage
thankfully.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Oil Pressure |
I've got a redundant high pressure fuel system on my fuel injected VW
powered Mk III Classic. I also have a fuel pressure gauge and switches to
select either or both pumps. The system runs at 40 psi. Take a look at the
"Seats & Fuel System" page on my website, under "Building Vamoose." Just
click on the link in my signature at the end of this post.
I have found - the hard way - that the pumps must be "exercised"
periodically or they will jam up, possibly from fuel gumming up inside.
Lar.
----- Original Message -----
From: <APilot(at)webtv.net>
Sent: Wednesday, September 06, 2006 4:50 AM
Subject: Re: Kolb-List: Oil Pressure
>
> Here is a question for Kolbers. My Mk III Classic feeds fuel to the
> fuel injected Geo engine via a high pressure pump. Therefore, the hoses
> must be secure and the electric wires to the pump must be tight. And,
> of course, the pump must not break. My guess is that there is no way to
> have a redundant back up system. Am I right? My 582 Rotax on my Kitfox
> quit one time when it was parked up hill and the fuel in the header tank
> drained back into the wing tank. It quit on takeoff. No damage
> thankfully.
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Kolb building advisors |
I hear and understand what you're saying, but please be patient. I've been
a member of this Forum for something like 9 years now, and have learned a
lot, made many new friends, and like to think I've helped others from time
to time. In this past year, it seems like there've been a few bad mannered
people show up who've made it unpleasant for everyone. This seems to have
eased off, and the warm atmosphere has returned and is very welcome. Let's
hope those "slammers" stay gone. Bear with us. Most people on this List
are good folks. Lar.
----- Original Message -----
From: <APilot(at)webtv.net>
Sent: Tuesday, September 05, 2006 9:46 PM
Subject: Kolb-List: Re: Kolb building advisors
>
> Yes, you are right. Many folks have lots to say about our trials in
> building the Kolb. I really enjoyed listening to all of the advice and
> even some of the criticism. To sift through the remarks and information
> was a challenge, to be sure. But, many had helpful remarks and
> suggestions. I thank them all. Even those who tried to be helpful who
> were not fully informed.. Building a Kolb or any other aircraft is not
> an easy thing, in my opinion. I have found that there seems to be more
> critics than there are builders.
> Vic in Sacramento
>
>
>
________________________________________________________________________________
In a message dated 9/6/2006 2:28:04 A.M. Eastern Standard Time,
APilot(at)webtv.net writes:
The FAA
recommends teaching a pilot to land more or less straight ahead.
AP,
I just realized that in the past two years I have not had to land on
anything straight and narrow. The Seaplane Program at Brown's actually do teach
you
to approach and land at a significant bank. Seemed odd at first but now feels
normal. I guess in the good old days when airports were a big round field
this was also common.
steve b
Firefly on floats
________________________________________________________________________________
| Subject: | : Kolb-List:180 degree turn |
| From: | "Gherkins Tim-rp3420" <rp3420(at)freescale.com> |
Vic,
I'm interested in the 180 degree turn, how do you do it properly? Just
looking to see what tips were taught. Appreciate you sharing them.
Tim
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of
APilot(at)webtv.net
Sent: Tuesday, September 05, 2006 9:17 PM
Subject: Re: Kolb-List: Re: Bill Herrin
re: 180 degree return to the runway. When we teach sailplane techniques,
we advise the pilot to call, out loud, his altitude on climb out. If he
is skilled at a 180 degree turn, then he knows exactly when he can make
it back to the runway. My super, first instructor, Amelia Reid, taught
me how to do it. My first try was in a Cessna 150, I lost 600 feet to
get it around. Later, after many, many practices, I got the 150 back to
the runway after a loss of only 100 ft of altutude. I was able to do
the same 180 degree turn with only a 50 ft loss of altutude in my PA-11
Cub Special. The point is: Learn to do the 180 degree turn correctly.
Call out your altitudes on every take off and do not take chances. If
the engine quits and you have the altitude that you are proficient in
the return to runway procedure; then, by all means land on the runway.
If you do not have the altitude and there is no more runway to land on,
then take your chances and land as the FAA recommends. The FAA
recommends teaching a pilot to land more or less straignt ahead.
Drrrrr. They also do not required spin training for a private ticket.
Why not learn techniques to save your life? Maybe it is not easy, but
is it worth the practice?
________________________________________________________________________________
| Subject: | Re: Stall Question |
In a message dated 9/5/2006 10:03:19 P.M. Eastern Standard Time,
jhauck(at)elmore.rr.com writes:
Through experience, demonstrating the MKIII, back in the good old
days, it was extremely difficult, and most of the time, impossible to
get the MKIII into an accelerated stall, intentionally. john h.
That makes sense John. When I first started flying the Fire on floats turns
felts odd and I had a tendency to "milk
' around a turn with a shallow bank and too much rudder. Bryan M. saw this
from the ground and recommended that I try this: Drop the nose a bit, rock in
about 45 deg of bank and Haul Back on the stick. The airplane turns on a dime
with no tendency to stall. It feels a lot like doing a hook turn on a slalom
ski around a float. Why does a Kolb do this and most other AC do not?
steve b
________________________________________________________________________________
| From: | "Hedrick" <khedrick(at)frontiernet.net> |
| Subject: | need firestar II or 503 for sale |
I have a good Rotex 503 DCDI and 2 blade IVO prop, but I need a flyable air
frame for a firestar II. Anyone have any good leads on one?
Or I have a 503 for sale and parts and pieces of the old firestar.
Keith Hedrick
Carlinville IL
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Stall Question |
| Drop the nose a bit, rock in
| about 45 deg of bank and Haul Back on the stick. The airplane turns
on a dime
| with no tendency to stall. It feels a lot like doing a hook turn on
a slalom
| ski around a float. Why does a Kolb do this and most other AC do
not?
|
|
| steve b
Steve B:
I don't know about airplanes, but this is how we turn helicopters in a
hard banking turn. We turn the helicopter with aft cyclic and the
Kolb with elevator. I don't have enough experience flying other fixed
wing aircraft to comment on how they fly. A few hours in a 152 to get
a private ticket 16 years ago is the extent of my "other" fixed wing
type experience. Got a few hours playing with Kolbs though. ;-)
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Stall Question |
Thanks John.
After thinking about it, I'm going to guess that it has to do with a short
fat low aspect wing mated with low mass. This is probably a situation where the
low mass works for you.
BTW, I have seen you do this maneuver at low airspeeds and low altitudes.
Its a cool turn.
steve b.
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Oil Pressure question |
Hi Dave,
Welcome to the brotherhood of aviation. I feel for you, with all
the unsought opinions. That's why it's called (by some) the "Aircraft
Oglers and Polishers Association". Sounds like you're doing just fine,
listen politely and do it your way when no one's around. How long have you
been married? ;^)
Ed in JXN
MkII/503
----- Original Message -----
From: "David Key" <dhkey(at)msn.com>
Sent: Tuesday, September 05, 2006 11:36 PM
Subject: Re: Kolb-List: Oil Pressure question
>
> John,
> If you only knew what I go through with the strap hangers... almost
> daily... My problem is I'm nice and I listen. They all don't like my plane
> for dozens of reasons and the newest will be that if it needs that sized
> trim tab then it aint designed right. I get a new reason not to like it
> every three days. I live on the airport so the neighbors are the strap
> hangers, they come by like a small stream all day and night. I'm not sure
> what happened to everyone else when I decided to build a plane, but they
> didn't get smarter. You should of seen what happened when I ask for a
> second pair of eyes while I calculated CG. I didn't ask how to do it, I
> ask for someone to watch me while I did it. It got really spooky in
> seconds as the ideas and the beer flowed. One guy said I had to take
> everything out and weigh it, he owns the airport!!! I ask him very gently,
> don't you think the scales take into account everything in the airplane.
> He still didn't get it, I dropped it, while maintaining a huge silent
> concern for the people that didn't understand that. I have sympathy for
> anyone in the building process that has to go through that crap. I'm very
> surprised at the abundance of inaccurate advise and the willingness of
> people to share it.
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Oil Pressure |
All the GA planes I've flown with FI have a high-pressure backup
pump that's electric. Most are only good in cruise, that's to say, the pump
won't supply enough at takeoff to keep the fire lit but will work at 75-80%
power. Some, like the Cessna 210, have a double-rocker for two pumps with
one rocker spring-loaded 'off'. That way, you're holding the switch down
continuously until it's not needed (when the emergency's over).
Maybe you could fit an inline auto or aircraft pump?
Ed in JXN
----- Original Message -----
From: <APilot(at)webtv.net>
Sent: Wednesday, September 06, 2006 7:50 AM
Subject: Re: Kolb-List: Oil Pressure
>
> Here is a question for Kolbers. My Mk III Classic feeds fuel to the
> fuel injected Geo engine via a high pressure pump. Therefore, the hoses
> must be secure and the electric wires to the pump must be tight. And,
> of course, the pump must not break. My guess is that there is no way to
> have a redundant back up system. Am I right? My 582 Rotax on my Kitfox
> quit one time when it was parked up hill and the fuel in the header tank
> drained back into the wing tank. It quit on takeoff. No damage
> thankfully.
>
________________________________________________________________________________
| From: | Kirby Dennis Contr MDA/AL <Dennis.Kirby(at)kirtland.af.mil> |
| Subject: | Re: Stall Question |
"John Hauck" wrote: << Through experience, demonstrating the MKIII, it was
extremely difficult to get the MKIII into an accelerated stall,
intentionally. Once in a while, with a rather large passenger, I could get
it to fall through an extremely tight turn. >>
I have discovered that my Mark-III has a very effective, built-in stall
warning device. It is the "growl" you hear when, just prior to the stall,
the separated, turbulent airflow comes off the wing and goes through the
prop. Impossible to ignore.
This pre-stall growl happens in straight-ahead stalls (especially with power
on), and in banked, accelerated stalls (especially with a passenger).
Accompanying this pre-stall growl is a slight bobbing of the nose. Fly any
slower (or bank any steeper), and the plane will stall. Gotta love an
airplane that "talks" to you so clearly!
Dennis Kirby
912ul, 58 hrs
New Mexico
________________________________________________________________________________
| Subject: | Re: Oil Pressure question |
In a message dated 9/6/2006 11:06:16 AM Eastern Standard Time,
edchmiel(at)mindspring.com writes:
> Welcome to the brotherhood of aviation. I feel for you, with all
> the unsought opinions.
Good point Ed, I listen to people that build and fly their own AC. You will
get enough differing opinions in that arena alone.
steve b
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: need firestar II or 503 for sale |
Does it have to be a firestar II? I have a nice original firestar I'm not
flying at present.
Rick
On 9/6/06, Hedrick wrote:
>
> I have a good Rotex 503 DCDI and 2 blade IVO prop, but I need a flyable
> air frame for a firestar II. Anyone have any good leads on one?
>
>
> Or I have a 503 for sale and parts and pieces of the old firestar.
>
>
> Keith Hedrick
>
> Carlinville IL
>
>
> *
>
>
> *
>
>
--
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> |
Richard,
I posted my answer to the group so that the incorrect parts can be checked.
As far as I'm concerned there is no such thing as an "aft WB" as there is no
"forward WB", there is only one WB and that's of the plane which yeilds the
CG for the plane. That CG may or may not fall into the cg range of the
plane. There are two main terms used to reference this range called aft cg
limit and forward cg limit which the CG for the plane must fall into to fly
safe.
So you could say I don't know how to do an "aft W&B" Yet, I do know how to
do a W&B and I do know what my aft cg limit is. If you want to know how I
did my weight and balance let me know, my aft cg limit is a calculation of a
percentange(35%) of the cord length of my wing(66 in) in my case that was
23.1 inches. The W&B would take a while to type but simple. In short (dont
do it this way!) set the wings at 9 degrees and weight all wheels and
multiply by the distance from the datum(leading edge of the wing) divide
that by the empty weight. Then make sure it's between the cg limits.
>From: "Richard Girard" <jindoguy(at)gmail.com>
>To: dhkey(at)msn.com
>Subject: W & B
>Date: Wed, 6 Sep 2006 11:00:35 -0500
>
>How did you do the aft W & B?
>
>Rick
>
>--
>Rick Girard
>"Ya'll drop on in"
>takes on a whole new meaning
>when you live at the airport.
________________________________________________________________________________
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
Here's a new video of a dead stick landing taken from a gyro. Hopefully it will
work for you. Engine is turned off in the first 5 seconds of the vid...
Kip
http://gyrobuilder.homelinux.org/deadstick.mp4
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=59979#59979
________________________________________________________________________________
| From: | Thom Riddle <jtriddle(at)adelphia.net> |
| Subject: | : Kolb-List:180 degree turn |
Tim,
You addressed your question to Vic about how to do a 180 degree turn,
but I'm going to take the liberty of adding my $2 worth (inflation :-).
1) AT ALTITUDE get into take-off configuration with full power and hold
Vy (best ROC speed). SUDDENLY close the throttle. Be prepared for a BIG
nose up pitch change and very rapid loss of airspeed because the sudden
loss of power in a high thrust line pusher at full power will surprise
you if you have never done this before. You will likely have no more
than a very few seconds to get the nose down with aggressive nose down
elevator to keep from stalling. This simulating sudden power failure
during take-off configuration is essential to learning to do this well.
2) Get the speed up (throttle closed or dead engine when it is the real
thing) to at least 1.5 x power off 1 G stall speed and do a 45 degree
banked turn of 180 degrees. You will be surprised at how quickly you
can make the turn this way, but make sure you keep the nose way down
and speed up. A leisurely turn per the "authorities" will put you in
the trees way before you get around. Their concern is that you will
make a steep bank turn at near 1G stall speed. This of course will kill
you, so they say don't do steep turns. The solution is to keep the
speed up while in the steep turn. If you don't keep the speed up, you
risk sudden death. It is that simple.
3) Repeat this several times and note the amount of altitude lost
during this maneuver. Practice improves your performance up to a point.
You must get accustomed to the sudden change in pitch and airspeed and
know by sight and feel the limit of your bank, and required airspeed so
you gain a muscle memory for automatically doing the right thing at the
right time. With high thrust line pushers this is a critical skill that
must acquired with practice if you hope to successfully make a turn
back to the runway. If you don't acquire this skill and muscle memory
do not try a turn back to runway. As the FAA says, it is a recipe for
death.
4) Once you are comfortable doing this and have a conservative altitude
loss number, double that number to allow for the reaction time delay
due to shock when the engine really quits during take-off and to allow
for imprecision and imperfection in executing the turn. I double it
also because if you maintain the runway centerline during climb out,
the turn back is actually more than 180 degrees. That is why I also let
the airplane drift downwind (during crosswind take-offs) so that the
turn back will not require much more than 180 degrees. The FARs say you
are supposed to maintain runway HEADING during climb out but it says
nothing about allowing down-wind drifting, so I let it if it is safe to
do so.
5) This doubled altitude loss number (make it part of your climb out
mental check list) should become your absolute minimum for doing a turn
back with a power failure during take-off.
I keep flaps extended (take-off and landing config) until I reach this
altitude then raise flaps and go to normal climb mode. Before take-off
at any airport I mentally add this number to ground elevation and look
for the Altimeter to cross that altitude. Until I am higher than that
altitude AGL my mind is prepared ONLY for a straight ahead emergency
landing, This decision height should be made based on your own numbers
in your aircraft. Each aircraft is different and one number does not
fit all airplanes.
I expect some will disagree with this but it is something I practice
with every new airplane I fly. You never know when you will need it. It
could be on your next take-off.
Thom in Buffalo
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: kolblist : stall question |
Do a Google search for micro mesh. It's what we use to polish our
helicopter windows.
Guy Morgan
Morning Guy:
Is that plexiglass, or are you all using lexan polycarbonate in rotary
wing now?
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
David, Well the Kolb MkIII is an interesting case as the fuel is almost at
midway between the forward and aft limits. I checked my forward c.g. with
two FAA people and 2.5 gallons of fuel (30 minutes with my 582). Aft c.g.
was done with one FAA person and full fuel. If I had oil injection, instead
of mixing, I'd have done the forward c.g. with minimum oil in the tank and
aft c.g. with the oil tank full . And now that I'm looking at the
calculation block rather than just the drawing of the airplane showing the
arms, I see that it's exactly the way the factory said to do it in C) and
D). Didn't mean to screw anybody up with the terminology.
Rick
On 9/6/06, David Key wrote:
>
>
> Richard,
> I posted my answer to the group so that the incorrect parts can be
> checked.
>
> As far as I'm concerned there is no such thing as an "aft WB" as there is
> no
> "forward WB", there is only one WB and that's of the plane which yeilds
> the
> CG for the plane. That CG may or may not fall into the cg range of the
> plane. There are two main terms used to reference this range called aft cg
> limit and forward cg limit which the CG for the plane must fall into to
> fly
> safe.
>
> So you could say I don't know how to do an "aft W&B" Yet, I do know how
> to
> do a W&B and I do know what my aft cg limit is. If you want to know how I
> did my weight and balance let me know, my aft cg limit is a calculation of
> a
> percentange(35%) of the cord length of my wing(66 in) in my case that was
> 23.1 inches. The W&B would take a while to type but simple. In short (dont
> do it this way!) set the wings at 9 degrees and weight all wheels and
> multiply by the distance from the datum(leading edge of the wing) divide
> that by the empty weight. Then make sure it's between the cg limits.
>
>
> >From: "Richard Girard" <jindoguy(at)gmail.com>
> >To: dhkey(at)msn.com
> >Subject: W & B
> >Date: Wed, 6 Sep 2006 11:00:35 -0500
> >
> >How did you do the aft W & B?
> >
> >Rick
> >
> >--
> >Rick Girard
> >"Ya'll drop on in"
> >takes on a whole new meaning
> >when you live at the airport.
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Guy Morgan" <morganguy(at)hotmail.com> |
| Subject: | Re: kolblist : stall question |
It's Lexan. Someone makes a kit that includes various grades of the micro
mesh with three or four different stages of polish just for doing Plexiglas.
I can't for the life of me remember who we got it from, though. Some places
to look would be Aviall, Aircraft Spruce, Eastwood Co., 3M. It works great.
I highly recommend it.
Best Regards,
Guy Morgan
Evergreen Helicopters
2001 Terminal Dr.
Galveston, TX 77554
work: (409) 740-0231
cell: (409) 692-2864
----- Original Message -----
From: "John Hauck" <jhauck(at)elmore.rr.com>
Sent: Wednesday, September 06, 2006 12:38 PM
Subject: Re: Kolb-List: kolblist : stall question
>
>
> Do a Google search for micro mesh. It's what we use to polish our
> helicopter windows.
>
> Guy Morgan
>
> Morning Guy:
>
> Is that plexiglass, or are you all using lexan polycarbonate in rotary
> wing now?
>
> john h
> mkIII
>
>
>
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
I see what you mean now. To answer your question I did not do a aft w&b or a
forward w&b, I guess you might say I did an empty w&b, which is to say
nothing was in the plane except oil and coolant. I guess that leads me to a
couple more qeustions. 1) Can you tell me your CG with a 104 lb passenger
and 3 lbs of bags and 7.5 gallons of fuel and a 10 lb seat cusion or would
you have to redo the W&B again? Mine would be 18.45 with the doors on and
18.8 if I did it with the doors off. 2) What if you bought bigger or smaller
wheels, does that mean put the wheels on, find the two FAA guys again, and
redo the for CG and aft CG's?
I don't know maybe the FAA guys are just plain fat or it could be like bad
carbs and good carbs the weight is diffrent. also I'm surprised you got
anything done with two FAA guys around. Next time try booting the fattest
FAA guy out and putting in two nice looking petite girls they're harder to
find but I bet the CG comes out a lot better.
3) What did your pilot arm came out to be?
>From: "Richard Girard" <jindoguy(at)gmail.com>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: aft W & B
>Date: Wed, 6 Sep 2006 12:49:07 -0500
>
>David, Well the Kolb MkIII is an interesting case as the fuel is almost at
>midway between the forward and aft limits. I checked my forward c.g. with
>two FAA people and 2.5 gallons of fuel (30 minutes with my 582). Aft c.g.
>was done with one FAA person and full fuel. If I had oil injection, instead
>of mixing, I'd have done the forward c.g. with minimum oil in the tank and
>aft c.g. with the oil tank full . And now that I'm looking at the
>calculation block rather than just the drawing of the airplane showing the
>arms, I see that it's exactly the way the factory said to do it in C) and
>D). Didn't mean to screw anybody up with the terminology.
>
>Rick
>On 9/6/06, David Key wrote:
>>
>>
>>Richard,
>>I posted my answer to the group so that the incorrect parts can be
>>checked.
>>
>>As far as I'm concerned there is no such thing as an "aft WB" as there is
>>no
>>"forward WB", there is only one WB and that's of the plane which yeilds
>>the
>>CG for the plane. That CG may or may not fall into the cg range of the
>>plane. There are two main terms used to reference this range called aft cg
>>limit and forward cg limit which the CG for the plane must fall into to
>>fly
>>safe.
>>
>>So you could say I don't know how to do an "aft W&B" Yet, I do know how
>>to
>>do a W&B and I do know what my aft cg limit is. If you want to know how I
>>did my weight and balance let me know, my aft cg limit is a calculation of
>>a
>>percentange(35%) of the cord length of my wing(66 in) in my case that was
>>23.1 inches. The W&B would take a while to type but simple. In short (dont
>>do it this way!) set the wings at 9 degrees and weight all wheels and
>>multiply by the distance from the datum(leading edge of the wing) divide
>>that by the empty weight. Then make sure it's between the cg limits.
>>
>>
>> >From: "Richard Girard" <jindoguy(at)gmail.com>
>> >To: dhkey(at)msn.com
>> >Subject: W & B
>> >Date: Wed, 6 Sep 2006 11:00:35 -0500
>> >
>> >How did you do the aft W & B?
>> >
>> >Rick
>> >
>> >--
>> >Rick Girard
>> >"Ya'll drop on in"
>> >takes on a whole new meaning
>> >when you live at the airport.
>>
>>
>>
>>
>>
>>
>>
>
>
>--
>Rick Girard
>"Ya'll drop on in"
>takes on a whole new meaning
>when you live at the airport.
________________________________________________________________________________
| From: | "olendorf" <olendorf(at)gmail.com> |
Surprised no one saw this. I like the comment that he had 2 hours of flight time.
http://www.nbc4i.com/news/9744012/detail.html
Ultralight Plane Crashes Into Barn, Injuring Man
Family Members Say Pilot Had 2 Hours Of Flight Time
RADNOR, Ohio -- An Indiana man was hospitalized after the ultralight plane he was
piloting crashed Saturday in northwestern Delaware County.
The pilot, John R. Tapp, 32, of Indianapolis, was airlifted to Grant Medical Center
in Columbus, according to the Ohio State Highway Patrol.
Tapp was flying a Kolb Firestar Ultra-life aircraft. Troopers said he had just
taken off westbound from a private residence on Thomas Road, then turned to the
northwest after takeoff, completed a 360-degree turn and then crashed nose-first
into a fence and a barn.
Tapp was thrown from the aircraft during the crash, according to the patrol.
An ultralight aircraft does not require a pilot's license, troopers said. According
to the aircraft's owner, Tapp received two hours of flight training and was
practicing taxiing prior to taking off.
The crash remains under investigation.
--------
Scott Olendorf
Schenectady, NY
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60014#60014
________________________________________________________________________________
| From: | " Chuck" <cstonex(at)msn.com> |
| Subject: | Re: Firestar crash |
Sounds like he earned this one. The comment about two hours and no license
does not exactly help the sport though.
Rev Chuck
----- Original Message -----
From: "olendorf" <olendorf(at)gmail.com>
Sent: Wednesday, September 06, 2006 2:32 PM
Subject: Kolb-List: Firestar crash
>
> Surprised no one saw this. I like the comment that he had 2 hours of
> flight time.
>
> http://www.nbc4i.com/news/9744012/detail.html
>
>
> Ultralight Plane Crashes Into Barn, Injuring Man
> Family Members Say Pilot Had 2 Hours Of Flight Time
>
>
>
> RADNOR, Ohio -- An Indiana man was hospitalized after the ultralight plane
> he was piloting crashed Saturday in northwestern Delaware County.
>
> The pilot, John R. Tapp, 32, of Indianapolis, was airlifted to Grant
> Medical Center in Columbus, according to the Ohio State Highway Patrol.
>
> Tapp was flying a Kolb Firestar Ultra-life aircraft. Troopers said he had
> just taken off westbound from a private residence on Thomas Road, then
> turned to the northwest after takeoff, completed a 360-degree turn and
> then crashed nose-first into a fence and a barn.
>
>
> Tapp was thrown from the aircraft during the crash, according to the
> patrol.
>
> An ultralight aircraft does not require a pilot's license, troopers said.
> According to the aircraft's owner, Tapp received two hours of flight
> training and was practicing taxiing prior to taking off.
>
> The crash remains under investigation.
>
> --------
> Scott Olendorf
> Schenectady, NY
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=60014#60014
>
>
>
________________________________________________________________________________
| From: | APilot(at)webtv.net |
Regarding the CG of a Kolb Mk III and probably most aircraft. I first
flew mine with a 33 percent of chord CG. I did not like the way it
felt. I moved the battery to the nose cone and recalculated the CG. It
is now 28 percent and I like the way it flies. I would be worried if it
was less that 22 percent because the elevator might not be effective
enough to make a decent landing unless I burned it in. I do not know
what the CG limits are. If someone knows, please pass it on. Thanks
________________________________________________________________________________
| From: | "George Alexander" <gtalexander(at)att.net> |
Nice job Kip! Your gyro friend did a good job of recording it as well.
Curious as to what your AGL was when you shut down.
Crude numbers from shut down...
2 minute to complete approx 450 deg turn and enter "downwind", (check the attached
image for the down angle)
+ 15 sec to base,
+ 15 sec turning final and
+ 17 sec to touchdown. (final time [Wink] )
2 min 42 sec total.
Overall.... impressive. Thanks for sharing.
N111KX (Kip) wrote:
> Here's a new video of a dead stick landing taken from a gyro. Hopefully it will
work for you. Engine is turned off in the first 5 seconds of the vid...
> Kip
>
> http://gyrobuilder.homelinux.org/deadstick.mp4
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60057#60057
Attachments:
http://forums.matronics.com//files/kiplaurie_01_181.jpg
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Stall Question |
My Mark III Classic has a noise or a growl, but I thought that it was
cavitation of the prop. Maybe not.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
John,
What altitude do most of the guys do cross country at? 2,000? 1500? Lets say
there are landing options.
Thanks,
David
________________________________________________________________________________
| Subject: | the stall I never forgot..jswan |
Back in the 40's and shortly after I had soloed in the J-3 my instructor
turned me over to another instructor who had just got back from world war l
l, he
had been a navy pilot in the war. I was in my teens and they must have sort
of knew what a young kid of that age might have on his mind. We took off a
nd
climbed up to a safe altitude and he told me to circle over a house below u
s,
we were at a cruise power setting and maintaining altitude. He told me to
imagine that my girl friend was down there on the porch in a bathing suit
waving at me. He had me keep tightening the turn up and to maintain altitud
e I had
to keep putting in more top rudder and kept a lot of back pressure on the
stick to keep the turn tightthen the plane stalled and over the to
p we went
and started to spin, I mean it happened right now and I applied opposite ru
dder
and got the stick forward and recoveredIt was sort of violent and
I never
forgot what he had showed me and taught me.
jswan FS ll
MI
do not archive
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Micro-Surface finishing products |
I'm looking at a kit (box) of Micro-Surface Finishing Product, 1217
West Third St, Box 818, WIlton IA 52778. I've used this magic stuff
on many aircraft windshields and side windows...some with really deep
scratches (many times from raking a fuel hose across the windshield)
plus inside scratches from a hand wiping condensation..with a ring on
a finger! Also works on overspray. Gotta follow directions and take
yer time...and put in a lotta time. It's a mulstistep process,
starting with coarse mesh sheets and going progressively finer. Works
on all kinds of plastic, not on glass!!!
The only time it failed:
Middle-aged pilot, attempting to show off by taking his trophy blond
for a ride in the rented 172. Unfortunately, a bird had let fly with
a big white plocture, right in the pilot's view. He scurries around,
trying to find a rag and some water to clean up. Gone quite a while.
Upon his return, the blond says "I got it, awready." And it looked
quite clean, especially so, with application of his wet rag. So he
starts up, and is taxiing out when a huge white thing appears on the
windscreen. WHA? Reaches around with the still damp rag, splotch goes
away. Few feet further, splotch returns. "Whadya put on the
windshield?" Just a little of this. It was fingernail polish
remover!! Spring '71 Hyde Field, (W32) Clinton VA.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
Hi, George. Shutdown was at about 2200' AGL. I was not real consistent with holding
speed but I could have probably stayed up longer had I concentrated on a
minimum sink speed...
I really bounced the landing because I was watching the gyro!
Kip
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60105#60105
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Dave/All
I don't remember what those W& B numbers are and I don't care, you shouldn't
either. What IS important is to know the aircraft loading that might put you
beyond these limits. I set up a spread sheet on the computer and played with
different passenger/fuel/baggage loadings till I found out where the limits
are. For example the aft CG limits are with empty fuel tanks with a solo 160
LB pilot. The forward limits are with empty fuel tanks and something like
500 LB of pilot & passenger. In other words I will always weigh more than
the point were I will have a aft CG condition and the forward limit is with
a passenger weight that is a good 50 lbs more than my max gross weight. I
have the spread sheet results taped in my aircraft log book for future
reference but in my case I know I will never be out side the CG limits. Do
you know what loading conditions might put you outside you CG limits?
I had to move my battery to the nose cone to get these figures with my
airplane and the redrive VW. If you have a more standard configuration you
may be ok but do you know that? Also my first flight instructor told me to
always check the W&B with full and empty tanks. Even with the tanks near the
CG the figures will change slightly.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "David Key" <dhkey(at)msn.com>
Sent: Wednesday, September 06, 2006 2:55 PM
Subject: Re: Kolb-List: aft W & B
>
> I see what you mean now. To answer your question I did not do a aft w&b or
> a forward w&b, I guess you might say I did an empty w&b, which is to say
> nothing was in the plane except oil and coolant. I guess that leads me to
> a couple more qeustions. 1) Can you tell me your CG with a 104 lb
> passenger and 3 lbs of bags and 7.5 gallons of fuel and a 10 lb seat
> cusion or would you have to redo the W&B again? Mine would be 18.45 with
> the doors on and 18.8 if I did it with the doors off. 2) What if you
> bought bigger or smaller wheels, does that mean put the wheels on, find
> the two FAA guys again, and redo the for CG and aft CG's?
>
> I don't know maybe the FAA guys are just plain fat or it could be like bad
> carbs and good carbs the weight is diffrent. also I'm surprised you got
> anything done with two FAA guys around. Next time try booting the fattest
> FAA guy out and putting in two nice looking petite girls they're harder to
> find but I bet the CG comes out a lot better.
>
> 3) What did your pilot arm came out to be?
________________________________________________________________________________
| From: | <kfackler(at)ameritech.net> |
> What altitude do most of the guys do cross country at? 2,000? 1500?
I routinely fly 3500 for easterly headings and either 2500 or 4500 for
westerly headings. In other words, by the book.
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Micro-Surface finishing products |
try: http://www.plexusplasticcleaner.com/plexus.html
bn
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| John,
| What altitude do most of the guys do cross country at? 2,000? 1500?
Lets say
| there are landing options.
| Thanks,
| David
Whatever it takes to get the job done.
Whatever is most comfortable.
Where the most favorable winds are.
Anywhere from tree tops to 15,000 feet asl.
john h
mkIII
________________________________________________________________________________
| From: | APilot(at)webtv.net |
That is a difficult question. What altitude? Use to be that we could
fly above 10,000 ft which would give us good true airspeed and sometimes
hypoxia. Now, we can only go to 10,000 ft legally. However, when the
flowers and trees are in bloom, my favorite altitude ranges between 5
and 50 feet. That is the beautiy of flying.....a choice to enjoy or get
somewhere quickly. Sometimes we get lucky and do both.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
"I don't remember what those W& B numbers are and I don't care, you
shouldn't either."
Lets see I have less than 10 hours in my plane and someone is telling me I
shouldn't care about weight and balance... I guess you know where that
advice is going... the recycle bin.
"in my case I know I will never be out side the CG limits." It must be great
to already know your W&B limits. Now I'm going to learn mine.
"Also my first flight instructor told me to always check the W&B with full
and empty tanks." Yea it sounded like a great idea, I wish I'd done that.
Yet, I had never heard the terms "AFT W&B" and "FORWARD W&B" glad Mr. Girard
cleared that up for me.
So what would you call a W&B with only oil and coolant? An "empty W&B"?
>From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Re: Kolb-List: aft W & B
>Date: Wed, 6 Sep 2006 22:21:59 -0400
>
>
>
>Dave/All
>
>I don't remember what those W& B numbers are and I don't care, you
>shouldn't either. What IS important is to know the aircraft loading that
>might put you beyond these limits. I set up a spread sheet on the computer
>and played with different passenger/fuel/baggage loadings till I found out
>where the limits are. For example the aft CG limits are with empty fuel
>tanks with a solo 160 LB pilot. The forward limits are with empty fuel
>tanks and something like 500 LB of pilot & passenger. In other words I will
>always weigh more than the point were I will have a aft CG condition and
>the forward limit is with a passenger weight that is a good 50 lbs more
>than my max gross weight. I have the spread sheet results taped in my
>aircraft log book for future reference but in my case I know I will never
>be out side the CG limits. Do you know what loading conditions might put
>you outside you CG limits?
>
>I had to move my battery to the nose cone to get these figures with my
>airplane and the redrive VW. If you have a more standard configuration you
>may be ok but do you know that? Also my first flight instructor told me to
>always check the W&B with full and empty tanks. Even with the tanks near
>the CG the figures will change slightly.
>
>Rick Neilsen
>Redrive VW powered MKIIIc
>
>----- Original Message ----- From: "David Key" <dhkey(at)msn.com>
>To:
>Sent: Wednesday, September 06, 2006 2:55 PM
>Subject: Re: Kolb-List: aft W & B
>
>
>>
>>I see what you mean now. To answer your question I did not do a aft w&b or
>>a forward w&b, I guess you might say I did an empty w&b, which is to say
>>nothing was in the plane except oil and coolant. I guess that leads me to
>>a couple more qeustions. 1) Can you tell me your CG with a 104 lb
>>passenger and 3 lbs of bags and 7.5 gallons of fuel and a 10 lb seat
>>cusion or would you have to redo the W&B again? Mine would be 18.45 with
>>the doors on and 18.8 if I did it with the doors off. 2) What if you
>>bought bigger or smaller wheels, does that mean put the wheels on, find
>>the two FAA guys again, and redo the for CG and aft CG's?
>>
>>I don't know maybe the FAA guys are just plain fat or it could be like bad
>>carbs and good carbs the weight is diffrent. also I'm surprised you got
>>anything done with two FAA guys around. Next time try booting the fattest
>>FAA guy out and putting in two nice looking petite girls they're harder to
>>find but I bet the CG comes out a lot better.
>>
>>3) What did your pilot arm came out to be?
>
>
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
Once again if anyone is interested I have a spread sheet for doing the W&B
it is in quarto pro but if you have other software I may be able to save it
in a form you can use. Contact me off list.
Boyd young by0ung(at)brigham.net
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | RE: Kolb-List Digest: 55 Msgs - 09/06/06 |
about 45 deg of bank and Haul Back on the stick. The airplane turns on a
dime with no tendency to stall. It feels a lot like doing a hook turn on a
slalom ski around a float. Why does a Kolb do this and most other AC do
not?
steve b
>>>>>>>>>>>>>>>>>>
Here is 1 reason that may shed some light on the question.
My mark III has close to the same amount of wing as a cub or a Cessna
150.... and the GA aircraft have twice the empty weight of the kolb... if
you double the weight of your aircraft it will start responding the same as
the GA craft..... also try pulling it into a 75 deg bank and haul back on
the stick.... it will give you 6 cents change. When I have done this at
a lower airspeed and power level... I will hear a different prop noise...
that is telling me that the airflow into the prop is changing due to the
airflow over the wing starting to separate, approaching an accelerated
stall.
Boyd Young
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | : Kolb-List:180 degree turn |
The 180 degree turn back to the runway is or should be a practiced
maneuver. An earlier post described the procedure very nicely. When the
engine first quits, it is important to keep your airspeed. I prefer the
best rate of climb speed, but best angle of climb speed will work, but
you will have less margin of safety. The previous post noted the
advantage to let the airplane drift down wind on takeoff to make any
necessary turn back to the runway less that 180 degrees, On an airplane
with a high thrust line such as my Kolb Mark III Classic, the loss of
power will cause a sudden nose up situation. That is a no no. Quicker
response is necessary to maintain your preferred airspeed. On a mid or
low thrust line, the adjustment is easier. What you do after that
important step is: (as an old WW II instructor showed me years ago)
Dive, bank and yank. That is kind of cute, but is not the whole answer.
This is where the practice comes in. As you bank severely, you take the
chance of stalling a wing tip. That is a no no. But, a good bank with
the nose down will get you around quickly. As you are pulling in the
steep turn, you will notice ( I should say: you will learn to notice)
that the plane is trying to stall. As it tries, you begin the roll out.
The roll out, in itself, will prevent the stall. Some refer to that as
rolling out the stall. You, most likely, will not do this maneuver
correctly the first time. But, after 20 or 30 tries, it will get less
intimidating and you will find that any airplane will do it, but the
numbers will be different. That is why you need to know your airplane
and your skill level. It is worth learning if not just for the peace of
mind of knowing that you can do it. Vic (Sacramento)
________________________________________________________________________________
| Subject: | Re: Firestar crash |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Rev, I agree.
If you look back at my experience documented in here somewhere, I too lifted from
a "taxi" experience gone wild. Easy to do with such a light powerful plane
such as the Kolb. I had 20 hours instruction and had quality training, but nothing
in the world explaines the experience of alone for the first time in a plane
taht your not specifically familiar with, since my training was a nose wheel
Challenger two place.
Quite an experience indeed. I too feel for taht man and hope that he again, after
additional instructions gets back in the saddle again!
Even after my last 40 drop at 50 mles per hour, I will be back up soon!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60238#60238
________________________________________________________________________________
| From: | " Chuck" <cstonex(at)msn.com> |
| Subject: | Re: Firestar crash |
I had several hours of training and experiance in a 2 seat T bird and was
playing with a Fisher (?) Bi Plane one day. I kept edging the throttle up a
little and it finally broke loose and started to move ...... scared the crap
outta me. I turned the motor off and hand pushed it back into it's orginal
place OFF the taxi way. God I love flying! Maybe someone will locate this
fellow and get him properly trained.
Rev Chuck
----- Original Message -----
From: "Ralph Hoover" <flht99reh(at)columbus.rr.com>
Sent: Thursday, September 07, 2006 2:38 PM
Subject: Kolb-List: Re: Firestar crash
>
>
> Rev, I agree.
>
> If you look back at my experience documented in here somewhere, I too
> lifted from a "taxi" experience gone wild. Easy to do with such a light
> powerful plane such as the Kolb. I had 20 hours instruction and had
> quality training, but nothing in the world explaines the experience of
> alone for the first time in a plane taht your not specifically familiar
> with, since my training was a nose wheel Challenger two place.
>
> Quite an experience indeed. I too feel for taht man and hope that he
> again, after additional instructions gets back in the saddle again!
>
> Even after my last 40 drop at 50 mles per hour, I will be back up soon!
>
> Ohio Ralph
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=60238#60238
>
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
David, Sure, you can do any weight and balance you want and an empty wieght
and balance is perfectly logical. When I was learning to fly GA, the flying
club I belonged to was very strict about students doing a W & B before every
flight. It required us to go to the aircraft's maintenance book get the
current empty W & B and then calculate the c.g. for that days loading
condition. From that we then had to answer a series of questions about the
performance we could expect at that loading and the days weather.
Now for yesterdays questions, I had to go back and do them again as I can't
find diddely since we moved. Someday I will unpack, please God. So, I got my
buddy Dave and we went through the process again. I was looking for a reason
to try out my new scales, anyway. I did it at the aircraft's current
condition and removed or added fuel by calculation. The tanks held a total
of 6 gallons. I used 2 gallons for my forward W & B calculation.
P = 7
FAA people all weigh 170 lb. which makes me about 1 1/5 of an FAA person,
correspondingly all my passengers weigh 4/5 of an FAA person. FAA people
should not be confused with FFA people, which are as a rule, larger.
Forward W & B
Rt MG = 265.5 lb. @ 6.8" = 1805.5 in/ lb.
Lt MG = 257.5 lb. @ 6.8" = 1751.0 in./lb.
TW = 83.0 lb. @ 204.5" = 16,973.5 in./lb.
ME = 205 .lb @ -7" = -1435 in./lb.
Pass = 145 .lb @ -7" = -1015 in./lb
Fuel = -24lb. @ 20.5" = -492 in./lb.
total wt. = 932 lb. total moment 17588.0 in./lb Forward C.G. = 18.87 in.
28.6% of Chord
Aft W & B
Rt MG = 265.5 lb. @ 6.8" = 1805.5 in/ lb.
Lt MG = 257.5 lb. @ 6.8" = 1751.0 in./lb.
TW = 83.0 lb. @ 204.5" = 16,973.5 in./lb.
ME = 205 .lb @ -7" = -1435 in./lb.
Fuel = 24lb. @ 20.5" = 492 in./lb.
Total wt. = 835 lb. Total moment 19587.0 in.lb. Aft C.G. = 23.45 in.
35.54% of Chord
So if I fly alone with full tanks, I am outside the aft limit by a smidgeon.
In my defense, I usually fly full tanks only if I'm going out for the day
and then I put in the aux. tank in the passenger seat which adds 50lb. @ -5
in. = -250 in/lb. which puts me at 21.85" or 33.1%. I run down the main
tanks to 1/4 then use the pump on the aux. tank to transfer fuel.
Now, I've been waiting to tell this story and looking for a context. I can
make this relevent, even if it's by a somewhat circuitous route.
During the last week of class we had a guy fly in to Corning in his brand
spanking 30 hour old S-LSA. He was complaining about noise in the
headphones. He thought it was coming from the spark plugs and he wondered if
he could put some clearance bumps, taken from an Ercoupe no less, on his
cowl so that he could run standard aircraft wires and plugs. As a group,
being properly trained in those parts of 14 CFR that apply, we intoned, in
harmony, "not without a letter of authorization from the manufacturer that
mentions this specific aircraft by N number."
One of the other students and I began poking about his maintenance manual
for the recommended spark plugs. Said spec'd plugs were a Nippon Denso part
of which he had one and seven NGK's, unmentioned in said manual put in by
the factory. Hmm, what about these Accel wires plugged into the mags of the
O-200 with RTV (and done sloppily, at that).
It was at this point that someone noticed a crack running from about 1 1/2"
outboard of the prop flange to about the same distance on the other side.
And oil puking out the breather tube all over the nose gear wheel fairing.
"Yeah, it's been doing that for the last 20 hours or so". Well, lets just do
a leak down test. 75/80, 73/80, 72/80, 65/80. Not good.
What kind of break in did you do?
"The factory told me that Continental does all the breakin required."
What about retorquing the prop, per Sensenich service bulletin, after the
first two hours of operation, and then again at 10 hours?
"Huh?"
And what's this starter, that's not a stock Continental unit?
"I had two stock starters and they both puked oil, so I put in a Skytech and
it stopped the leak."
It was then that, Brian, our instructor stepped in.
Well at the least, the changes made by you and the factory have made your
Airworthiness certificate null and void.
"Huh?"
"I can do maintenance can't I, just like I did on my 172?"
You didn't do maintenance, you did modification and alteration, which you
aren't allowed to do. Do you have insurance on this?
"Yeah"
Well the function of the FAA and NTSB in a crash is to find ways for your
insurance to not pay the claim. Why don't you cancel your insurance, use
that money to fix the airplane, then reinsure.
"Hmmmmm"
Owner went off to call factory, during which he was heard to say, "Well
they're running some kind of class here and they're just nitpicking
everything."
In the end, he was advised of the danger the crack in the prop represented
and that he should park the aircraft at least until he got a replacement
prop.
And the reply, wait for it......"no, I reckon it got me here, it'll get me
home." The prop was still untorqued as he lifted off about five minutes
later.
So in the context of W & B what do you suppose would be the consequence of a
cracked prop finally giving up the good fight and sending part of itself off
into space? And if it, by the imbalance created, took the O-200 and a
portion or all of the engine mount with it?
Rick
On 9/6/06, David Key < dhkey(at)msn.com> wrote:
>
>
> "I don't remember what those W& B numbers are and I don't care, you
> shouldn't either."
>
> Lets see I have less than 10 hours in my plane and someone is telling me I
>
> shouldn't care about weight and balance... I guess you know where that
> advice is going... the recycle bin.
>
> "in my case I know I will never be out side the CG limits." It must be
> great
> to already know your W&B limits. Now I'm going to learn mine.
>
> "Also my first flight instructor told me to always check the W&B with full
> and empty tanks." Yea it sounded like a great idea, I wish I'd done that.
> Yet, I had never heard the terms "AFT W&B" and "FORWARD W&B" glad Mr.
> Girard
> cleared that up for me.
>
> So what would you call a W&B with only oil and coolant? An "empty W&B"?
>
>
> >From: "Richard & Martha Neilsen" < NeilsenRM(at)comcast.net>
> >Reply-To: kolb-list(at)matronics.com
> >To:
> >Subject: Re: Kolb-List: aft W & B
> >Date: Wed, 6 Sep 2006 22:21:59 -0400
> >
> >
> >
> >Dave/All
> >
> >I don't remember what those W& B numbers are and I don't care, you
> >shouldn't either. What IS important is to know the aircraft loading that
> >might put you beyond these limits. I set up a spread sheet on the
> computer
> >and played with different passenger/fuel/baggage loadings till I found
> out
> >where the limits are. For example the aft CG limits are with empty fuel
> >tanks with a solo 160 LB pilot. The forward limits are with empty fuel
> >tanks and something like 500 LB of pilot & passenger. In other words I
> will
> >always weigh more than the point were I will have a aft CG condition and
> >the forward limit is with a passenger weight that is a good 50 lbs more
> >than my max gross weight. I have the spread sheet results taped in my
> >aircraft log book for future reference but in my case I know I will never
> >be out side the CG limits. Do you know what loading conditions might put
> >you outside you CG limits?
> >
> >I had to move my battery to the nose cone to get these figures with my
> >airplane and the redrive VW. If you have a more standard configuration
> you
> >may be ok but do you know that? Also my first flight instructor told me
> to
> >always check the W&B with full and empty tanks. Even with the tanks near
> >the CG the figures will change slightly.
> >
> >Rick Neilsen
> >Redrive VW powered MKIIIc
> >
> >----- Original Message ----- From: "David Key" < dhkey(at)msn.com>
> >To:
> >Sent: Wednesday, September 06, 2006 2:55 PM
> >Subject: Re: Kolb-List: aft W & B
> >
> >
> >>
> >>I see what you mean now. To answer your question I did not do a aft w&b
> or
> >>a forward w&b, I guess you might say I did an empty w&b, which is to say
> >>nothing was in the plane except oil and coolant. I guess that leads me
> to
> >>a couple more qeustions. 1) Can you tell me your CG with a 104 lb
> >>passenger and 3 lbs of bags and 7.5 gallons of fuel and a 10 lb seat
> >>cusion or would you have to redo the W&B again? Mine would be 18.45 with
> >>the doors on and 18.8 if I did it with the doors off. 2) What if you
> >>bought bigger or smaller wheels, does that mean put the wheels on, find
> >>the two FAA guys again, and redo the for CG and aft CG's?
> >>
> >>I don't know maybe the FAA guys are just plain fat or it could be like
> bad
> >>carbs and good carbs the weight is diffrent. also I'm surprised you got
> >>anything done with two FAA guys around. Next time try booting the
> fattest
> >>FAA guy out and putting in two nice looking petite girls they're harder
> to
> >>find but I bet the CG comes out a lot better.
> >>
> >>3) What did your pilot arm came out to be?
> >
> >
> >
> >
> >
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Richard Swideski <rswiderski(at)earthlink.net> |
| Subject: | Re: Kolb-List Re: Bill Herren -Friend |
Good Evening Listers,
Ive not had much time to monitor the List lately, I see you have wonderfully noted
the passing of Bill Herren. Out of friendship to him, I would like to share
some thoughts and feelings. Bill was on his way to see me on his last flight.
Earlier when he called to see if I was going to be around that afternoon,
my wife Katy answered the phone & was greeted with the question Are you baking
any brownies? It was a long standing joke we had about a box of brownies he
took home from a Sun & Fun hanger flying session 6 or 7 years ago. He always
would lament how sad that day was when that box of stale brownies finally went
dry. As usual, he got us to laughing. He was excited to check on my project
& I was excited to pick his brain. He mentioned he was going to make a quick
visit to his daughter before he flew in. When he never showed, we figured
he got distracted with family. Our hearts sank & we cried when we saw the morning
paper.
Though I have known Bill for many years now, I cant say I had the privilege of
being his friend until this year. When Katy asked me what was my highlight of
Sun & Fun, as she was helping me unload my trailer, I was surprised by my immediate
answer. I said, My visit with Bill Herren. He would sit like he was
invisible, just taking in the talk, then pipe in with a quip that would just crack
me up, and while I was laughing, I would be thinking, Wow, thats really
profound! He truly was a joy to be with. He returned the next day & watched
the airshow from my trailer & talked about a wide variety of things from Kolbs
to creation.
I dearly miss my new friend, Bill. He was brilliant yet humble, profound yet
funny, a jokester yet a man of deep conviction and faith. He was a committed
Christian & deeply involved in service. The footprint he has left in my life
is a treasure. I am sure I speak for many. I know he intended his trip to my
place as a short one, but I also know it was the greatest trip of his life.
Beholding to Bill,
Richard Swiderski
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: Kolb-List Re: Bill Herren -Friend |
Richard...
Sounds like Bill was the fortunate one to have you and your wife for
friends...
David
On 9/7/06, Richard Swideski wrote:
>
> rswiderski(at)earthlink.net>
>
> Good Evening Listers,
>
> I've not had much time to monitor the List lately, I see you have
> wonderfully noted the passing of Bill Herren. Out of friendship to him,
I
> would like to share some thoughts and feelings. Bill was on his way to s
ee
> me on his last flight. Earlier when he called to see if I was going to b
e
> around that afternoon, my wife Katy answered the phone & was greeted with
> the question "Are you baking any brownies?" It was a long standing joke
we
> had about a box of brownies he took home from a Sun & Fun hanger flying
> session 6 or 7 years ago. He always would lament how sad that day was wh
en
> that box of stale brownies finally went dry. As usual, he got us to
> laughing. He was excited to check on my project & I was excited to pick
his
> brain. He mentioned he was going to make a quick visit to his daughter
> before he flew in. When he never showed, we figured he got distracted wi
th
> family. Our hearts sank & we cried when we saw the morning paper.
> Though I have known Bill for many years now, I can't say I had the
> privilege of being his friend until this year. When Katy asked me what w
as
> my highlight of Sun & Fun, as she was helping me unload my trailer, I was
> surprised by my immediate answer. I said, "My visit with Bill Herren".
He
> would sit like he was invisible, just taking in the talk, then pipe in wi
th
> a quip that would just crack me up, and while I was laughing, I would be
> thinking, " Wow, that's really profound!" He truly was a joy to be
> with. He returned the next day & watched the airshow from my trailer &
> talked about a wide variety of things from Kolbs to creation.
> I dearly miss my new friend, Bill. He was brilliant yet humble,
> profound yet funny, a jokester yet a man of deep conviction and faith. H
e
> was a committed Christian & deeply involved in service. The footprint he
> has left in my life is a treasure. I am sure I speak for many. I know h
e
> intended his trip to my place as a short one, but I also know it was the
> greatest trip of his life.
>
> Beholding to Bill,
> Richard Swiderski
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| Subject: | Re: Propellers - IVO or Warp |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
I bought 4 sets of Powerfin leading edge tape after reading Rev. Pike's recommendation.
My 66" 2 blade Ivo is still on the first set 200hrs later. The tape
is pretty thin. I didn't see how it could provide enough protection, but it
does a great job.
I often fly off of gravel, sand and crushed granite runways and used to get small
dings in the metal tape. The plastic tape takes it in stride and the prop
underneath is undamaged so far. If you are having tape problems on your Ivo,
put the Powerfin tape on it. Thanks for the tip Mr. Pike.
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60304#60304
________________________________________________________________________________
| Subject: | Firestar II Fit? |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Hello:
A friend of mine is thinking about buying a Firestar II. He is 6' 1" and weighs
280 lbs. The plane is out of state and he is worried about fitting into it.
He squeezed himself into my KXP (stock webbing seat) without too much trouble
and had plenty of leg room, but was a little unhappy with the headroom. Is
there any difference between the Firestar II and the original in terms of headroom?
I agreed to ask "The List" their thoughts. If there are any Firestar II drivers
of similar size out there, please comment.
Thanks in advance
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60309#60309
________________________________________________________________________________
| Subject: | Re: Firestar II Fit? |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
R. Hankins wrote:
> Hello:
>
> I agreed to ask "The List" their thoughts. If there are any Firestar II drivers
of similar size out there, please comment.
>
> Thanks in advance
I am of similar size and I have only one problem with headroom in my Firestar II.
I wear a helmet, and the extra height makes it close. Without the helmet, no
problem. Also, if I didn't have the chute mounted in the gap seal, it would
not be as "close" for the helmet.
John Jung
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60327#60327
________________________________________________________________________________
| Subject: | Re: Oil Pressure |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
I can remember years back (read decades) that a Missionary Aviation Fellowship
(MAF) pilot named Nate Saint down in South America was pondering the same sort
of question for their light aircraft. As I recall, one day he saw a Bus starting
to drive away with the engine cover removed and a man sitting on the fender
with what turned out to be a fuel line in his hand. He was, in effect, the
seudo carburator. Apparently the 'real' carb. was U/S and with this fuel line
with his thumb over the exit to regulate the flow and spraying directly into
the intake (after air filter removed) he was changing the engine power to suit
the conditions at the time. Ultra basic and no doubt inefficient, but it worked.
>From this experience MAF developed an alternative or back up fuel system for their
aircraft so that if there was a fuel blockage or whatever that caused fuel
starvation you could pull this 'alternative' fuel handle somewhere on the panel
and a fixed rate of fuel was supplied to the engine, possibly at a high cruise
pwr setting ... can't remember exactly, and thus by-passing the normal fuel
system.
So it gave them some 'redundancy' or 'back-up' for all those hours of flying over
inhospitable jungle and mountain terrain enabling them to get to a suitable
airfield in case of fuel system malfunctions.
Don't know what's happened since then. Havent heard of it any more, but it certainly
was an ingenious and simple back up method.
David Lucas.
(The older I get the smarter I was)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60332#60332
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: Oil Pressure |
MAF actually got an STC to install this setup on their fuel injected
206s... Same theory as a primer that injects raw fuel into the intake
manifold...
DVD
On 9/8/06, David Lucas wrote:
>
>
> I can remember years back (read decades) that a Missionary Aviation
> Fellowship (MAF) pilot named Nate Saint down in South America was ponderi
ng
> the same sort of question for their light aircraft. As I recall, one day
he
> saw a Bus starting to drive away with the engine cover removed and a man
> sitting on the fender with what turned out to be a fuel line in his hand.
He
> was, in effect, the seudo carburator. Apparently the 'real' carb. was U/
S
> and with this fuel line with his thumb over the exit to regulate the
> flow and spraying directly into the intake (after air filter removed) he
> was changing the engine power to suit the conditions at the time. Ultra
> basic and no doubt inefficient, but it worked.
>
> >From this experience MAF developed an alternative or back up fuel system
> for their aircraft so that if there was a fuel blockage or whatever that
> caused fuel starvation you could pull this 'alternative' fuel handle
> somewhere on the panel and a fixed rate of fuel was supplied to the engin
e,
> possibly at a high cruise pwr setting ... can't remember exactly, and thu
s
> by-passing the normal fuel system.
>
> So it gave them some 'redundancy' or 'back-up' for all those hours of
> flying over inhospitable jungle and mountain terrain enabling them to get
to
> a suitable airfield in case of fuel system malfunctions.
>
> Don't know what's happened since then. Havent heard of it any more, but i
t
> certainly was an ingenious and simple back up method.
>
> David Lucas.
> (The older I get the smarter I was)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=60332#60332
>
>
===========
===========
===========
===========
===========
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| Subject: | Re: Firestar II Fit? |
| From: | "George Alexander" <gtalexander(at)att.net> |
Roger:
My stats are: 6'3", 260# and another issue, size 14 shoe.
Headroom in the FS II is not a problem, even wearing a helmet. (Had an original
FS with a solid gap seal where headroom was an issue. Copied a fix that Dennis
Souder had come up with for a friend by putting an inverted 10" pie pan on
the underside of the gap seal to give a little more headroom. Worked great.)
The issue for me in the FSII is leg room. (At 6'1", this may not be as much of
a problem for your friend.) The front seat back rests against the tube that
runs side to side of the cage. This tube is the forward edge of the rear seat,
but more importantly, provides support to keep the cage from buckling in case
of a nose first impact. This layout causes my knees to be very high and restricts
the side-to-side throw of the stick.
So far, my fixes have been to: replace the foam in the seat back with the thinnest
that I could find and to install a piece of 3/8" brake line toward the rear
edge of the windscreen to push the sides out so that I can open my legs to give
more room. This also forces my big feet into an open "V" on the rudder pedals
( -- -/- ) so my toes don't rub the nose cone.
In the attached image (cropped from one taken by Chris Mallory) you can get some
sense of the head room, the bow in the wind screen and the position of my knees.
Since I would not likely ever put anything other than gear in the "back seat",
am looking at possibly moving that tube a few inches aft in a way that will not
violate the integrity of the cage. Would also have to reconfigure the seat
bottom to clear the pullies/cables. Have discussed alternatives with several
knowledgable people. Work in progress.
All said and done, I feel very comfortable with the current setup and it's worth
whatever it takes to fly this FSII.
R. Hankins wrote:
> Hello:
> A friend of mine is thinking about buying a Firestar II. He is 6' 1" and weighs
280 lbs. The plane is out of state and he is worried about fitting into it.
He squeezed himself into my KXP (stock webbing seat) without too much trouble
and had plenty of leg room, but was a little unhappy with the headroom. Is
there any difference between the Firestar II and the original in terms of headroom?
>
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60344#60344
Attachments:
http://forums.matronics.com//files/ga_fs_ii_cage_197.jpg
________________________________________________________________________________
| Subject: | Re: Firestar II Fit? |
In a message dated 9/8/2006 9:41:21 AM Eastern Standard Time,
gtalexander(at)att.net writes:
Headroom in the FS II is not a problem, even wearing a helmet. (Had an
original FS with a solid gap seal where headroom was an issue. Copied a fix that
Dennis Souder had come up with for a friend by putting an inverted 10" pie pan
on the underside of the gap seal to give a little more headroom. Worked
great.)
I'm 6' @ 270 lb. When I wore a helmet, it would hit the bottom of the metal
gap seal. My solution was to pop rivet in the biggest opaque plastic mixing
bowl I could get from Wal-mart. Worked pretty good, but helmet would still hit
some.
The final solution was to completely remove the bottom & front of the metal
gap seal, extended by 4" & installed the chromoly "bow" (included with kit to
attach full enclosure windshield). Fabricated a new windshield out of .090"
lexan that attaches at the top to the "bow". Formed an aluminum filler to go
between the new windshield & the gap seal. My new windshield is shaped pretty
much like the old "shorty" windshield- except taller. Wind doesn't push my
head back all the time & my head has lots of room.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
In case you missed it -- American Legend Aircraft (TX) is modifying
Cubs to take the Jabiru 120JHP engine . They report saving 1/2 to 1
GPH, better climb & better short-field performance, comoared to the
Cointinentfgal )-200 (100HP)
Obviously they think highly of the Jabiru
Russ Kinne
________________________________________________________________________________
| Subject: | Re: Firestar II Fit? |
In a message dated 9/8/2006 11:24:54 AM Eastern Standard Time,
david(at)davidlehman.net writes:
Howard...
Would you please send me a picture(s) of that setup...
Thanx...
David
Will send pics in a few days. I don't have camera right now.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: Firestar II Fit? |
I had a similiar problem with my FireFly. I solved it with a solid alum center
gap seal section with no bottom. I also hinged the top surface midway...or actually
right above the wing attachment pins so it can be easily raised up to get
to these pins. Works very well.
Gained 7 inches of headroom, now I can take off my headset and raise it above my
head and place it on a hook I fashioned in the upper rear of the cockpit. I
can reachup and take off my hat and scratch my head and never touch the top!.
Here is a link to my FireFly site and the "modifications" page. scroll down for
several pics of this mod.
http://www.geocities.com/dagger369th/modifcations.htm
--------
Don G
FireFly#098
http://www.geocities.com/dagger369th/my_firefly.htm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60504#60504
________________________________________________________________________________
| Subject: | Re: Firestar II Fit? |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Thanks to all for the good information. George, the picture was very helpful.
Howard, please send me a copy of your set up also. I will pass the information
on.
Thanks again,
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60507#60507
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
jswan FS ll
mich.
Sorry for the delay in responding to your e-mail. Which of the two "elderly gentlemen"
are you? The one with the Mich. (yuck) shirt and camo pants or the better
looking one with the flat brimmed baseball cap and the "smerk on your face"!
Ha, HA!
Ohio Ralph
P.S. Nice plane in the background!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60517#60517
________________________________________________________________________________
| Subject: | Powers Oregon Fly-in |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Well I finally did it. I found a way to fit my camping gear into my KXP and flew
to a fly-in instead of trailering. Spent Saturday and Sunday nights under
the wing in perfect comfort. There were 13 other ultralights (and no one else)
on the field. On Sunday, we all flew into HalfMoon Bar, a remote lodge down
in the wild and scenic section of the Rogue River Canyon. It is only accessible
by white-water raft, jetboat or aircraft. One of our party broke a landing
gear fitting on his Thundergull while landing. Bill, the lodge manager graciously
allowed me to use his acetylene outfit to weld it back up and we all flew
out safely. The KXP climb put all the other planes to shame. It is trips
like these that really show the ability of our little planes. I've attached some
air and ground shots of the lodge. What a great weekend.
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60524#60524
Attachments:
http://forums.matronics.com//files/fltln_918.jpg
http://forums.matronics.com//files/halfmnbr_172.jpg
http://forums.matronics.com//files/tractorstar_193.jpg
http://forums.matronics.com//files/highbar_211.jpg
________________________________________________________________________________
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
> So in the context of W & B what do you suppose would be the consequence of a
cracked prop finally giving up the good fight and sending part of itself off into
space? And if it, by the imbalance created, took the O-200 and a portion or
all of the engine mount with it?
>
Had a friend years back who was flying a BN-2 Islander which had the 260HP Lycoming
O-540. It threw a prop blade during cruise flight, fortunately away from
the airframe and not into it. The resulting vibration was so violent that in
the few seconds that it took to realize what had happened and shut the engine
down, the engine had ripped itself out of its mounts and only the cowling was
holding it ! So fortunately for him, the weight and balance part of the equation
remained the same. One can only hypothesise what the effect would have been
if gravity had won over the remaining strength of the cowling. The remaining
engine got them to the closest suitable field where he landed safely.
A mid mounted engine departing the airframe in flight might just be controlable....
maybe, if it was close to the C of G in the first place and you reacted quickly
enough, and no other collateral damage resulted, etc (a lot of 'if's).
I think that an airframe with a nose mounted engine loss would be catastrophic.
Totally uncontrolable.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60552#60552
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Powers Oregon Fly-in |
The KXP climb put all the other planes to shame. It is trips like
these that really show the ability of our little planes. I've
attached some air and ground shots of the lodge. What a great
weekend.
|
| --------
| Roger in Oregon
Morning Roger:
Thanks for sharing the photos. Beautiful place, and exciting too.
Hope to make that one, one of these days.
Lots more water and trees on that side of the state. ;-)
john h
mkIII
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
Does anyone remember the "Mooney Mite" ? tiny single seater, with I'm
told a wooden firewall. Long ago, at altitude one day over Cape Cod
the engine, prop & mount departed the aircraft -- wow, talk about
'losing an engine'! The pilot found that if he leaned waaaay foward,
and kept the speed above 110, it was controllable - just. He managed
to land it safely.
I've never been able to verify this but I do believe it happened more
or less as reported. Praps some of you computer-whizzes can research
this & get some details? It's beyond my meager skills.
Losing the engine like that on a Kolb would give you a forward CG
problem, not an aft one ; but might be workable.(I'd hate to try it)
You'd need tons of speed & full up-elevators and LOL too --
Russ Kinne
On Sep 9, 2006, at 7:42 AM, David Lucas wrote:
>
>
>> So in the context of W & B what do you suppose would be the
>> consequence of a cracked prop finally giving up the good fight and
>> sending part of itself off into space? And if it, by the imbalance
>> created, took the O-200 and a portion or all of the engine mount
>> with it?
>>
>
>
> Had a friend years back who was flying a BN-2 Islander which had
> the 260HP Lycoming O-540. It threw a prop blade during cruise
> flight, fortunately away from the airframe and not into it. The
> resulting vibration was so violent that in the few seconds that it
> took to realize what had happened and shut the engine down, the
> engine had ripped itself out of its mounts and only the cowling was
> holding it ! So fortunately for him, the weight and balance part
> of the equation remained the same. One can only hypothesise what
> the effect would have been if gravity had won over the remaining
> strength of the cowling. The remaining engine got them to the
> closest suitable field where he landed safely.
>
> A mid mounted engine departing the airframe in flight might just be
> controlable.... maybe, if it was close to the C of G in the first
> place and you reacted quickly enough, and no other collateral
> damage resulted, etc (a lot of 'if's). I think that an airframe
> with a nose mounted engine loss would be catastrophic. Totally
> uncontrolable.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=60552#60552
>
>
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
I had a Mite, serial #29, 65 Lycoming...
They had metal firewalls (CAA requirement)... The Mite had a tubular cage
(metal skinned) with a wooden monocoque fuselage, wood wings and tail...
DVD
On 9/9/06, russ kinne wrote:
>
> Does anyone remember the "Mooney Mite" ? tiny single seater, with I'm
> told a wooden firewall. Long ago, at altitude one day over Cape Cod the
> engine, prop & mount departed the aircraft -- wow, talk about 'losing an
> engine'! The pilot found that if he leaned waaaay foward, and kept the sp
eed
> above 110, it was controllable - just. He managed to land it safely. I've
> never been able to verify this but I do believe it happened more or less
as
> reported. Praps some of you computer-whizzes can research this & get some
> details? It's beyond my meager skills.
> Losing the engine like that on a Kolb would give you a forward CG problem
,
> not an aft one ; but might be workable.(I'd hate to try it) You'd need to
ns
> of speed & full up-elevators and LOL too --
>
>
> Russ Kinne
>
>
> On Sep 9, 2006, at 7:42 AM, David Lucas wrote:
>
>
> So in the context of W & B what do you suppose would be the consequence o
f
> a cracked prop finally giving up the good fight and sending part of itsel
f
> off into space? And if it, by the imbalance created, took the O-200 and a
> portion or all of the engine mount with it?
>
>
> Had a friend years back who was flying a BN-2 Islander which had the
> 260HP Lycoming O-540. It threw a prop blade during cruise flight,
> fortunately away from the airframe and not into it. The resulting vibrati
on
> was so violent that in the few seconds that it took to realize what had
> happened and shut the engine down, the engine had ripped itself out of it
s
> mounts and only the cowling was holding it ! So fortunately for him, the
> weight and balance part of the equation remained the same. One can only
> hypothesise what the effect would have been if gravity had won over the
> remaining strength of the cowling. The remaining engine got them to the
August 25, 2006 - September 09, 2006
Kolb-Archive.digest.vol-gg