Kolb-Archive.digest.vol-gh
September 09, 2006 - October 07, 2006
> 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 a
nd
> 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:
>
>
> - The Kolb-List Email Forum -
> -->
> - NEW MATRONICS WEB FORUMS -
> --> - NEW MATRONICS LIST WIKI -
> --> - List Contribution Web Site -
> Thank you for your generous support!
> -Matt Dralle, List Admin.
>
>
> *
>
===========
===========
===========
===========
===========
> *
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Don't remember the incident with the Mite,
|
| Richard Pike
No record in NTSB narratives.
john h
mkIII
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
Yes another mistake...
I spared nothing to get the quietest headset money can buy. The LightSpeed
30-3g for $600.
http://www.anrheadsets.com/products30-3g.asp
I have been putting up with them for about 10 hours. Yesterday I called the
company and discussed the impossible noise level with them. The guy I talked
to said that ANR headsets in a Kolb environment is not a good choice and
that the $150 dollar headsets might do better for this application.
Well I had purchased some of those several years ago for a passenger/spare
set and tried them out, wonderfull. I can hear the tower clearly now. The
Lightspeed company is taking the expensive ones back and sending me another
set of the cheap ones and refunding the remainder.
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: ANR Headsets |
I think you're referring to the Cross-Country's... I have those... and
they are great. My brother has a real expensive "GA" ANR headset,
too, and he prefers mine, too.
-- R
On 9/9/06, David Key wrote:
>
> Yes another mistake...
>
> I spared nothing to get the quietest headset money can buy. The LightSpeed
> 30-3g for $600.
> http://www.anrheadsets.com/products30-3g.asp
>
> I have been putting up with them for about 10 hours. Yesterday I called the
> company and discussed the impossible noise level with them. The guy I talked
> to said that ANR headsets in a Kolb environment is not a good choice and
> that the $150 dollar headsets might do better for this application.
>
> Well I had purchased some of those several years ago for a passenger/spare
> set and tried them out, wonderfull. I can hear the tower clearly now. The
> Lightspeed company is taking the expensive ones back and sending me another
> set of the cheap ones and refunding the remainder.
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: ANR Headsets |
David:
Can't go wrong with the DRE-6000 ANR for 275.00 or 280.00. I bought a
set last year and never looked back. They are wonderful. I had
gotten to the point I could not hear and understand on the DC 10-40.
Thought it was my radio, then thought it was John Williamson's radio.
Turned out to be a deaf old guy that could not overcome the outside
noise.
john h
mkIII
PS: Bought a set of Lite Speed ANR many years ago. Went through the
same problem you experienced. Some things never change. ;-)
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
| Subject: | Re: ANR Headsets |
I'll let you know how I make out with cheapies new from South Korea for
about $80 including shipping with five-year warranty, and a nice guy
handling the sales and shipment.. Should be here next week. Wanted Pilot
17-79 but even on eBay used they were more then triple what the budget
allowed. Haven't hardwired the handheld in yet. Other mechanical
rectifications take priority over talking.
j
----- Original Message -----
From: "David Key" <dhkey(at)msn.com>
Sent: Saturday, September 09, 2006 9:38 AM
Subject: Kolb-List: ANR Headsets
>
> Yes another mistake...
>
> I spared nothing to get the quietest headset money can buy. The LightSpeed
> 30-3g for $600.
> http://www.anrheadsets.com/products30-3g.asp
>
> I have been putting up with them for about 10 hours. Yesterday I called
> the company and discussed the impossible noise level with them. The guy I
> talked to said that ANR headsets in a Kolb environment is not a good
> choice and that the $150 dollar headsets might do better for this
> application.
>
> Well I had purchased some of those several years ago for a passenger/spare
> set and tried them out, wonderfull. I can hear the tower clearly now. The
> Lightspeed company is taking the expensive ones back and sending me
> another set of the cheap ones and refunding the remainder.
>
>
>
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
Early 60's(?) a Thorp builder nicked his prop tips when masking/
painting. Threw a pc of blade, engine came loose/off and plane
crashed, falality.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: ANR Headsets |
John F:
Don't know if you fly with glasses or not. If you do, like a lot of
us senior citizens, it is imperative that there are no air leaks
around the stems or anywhere else on the ear seals.
When I got my STE-6000 head set, the temper foam seals would not seal
around my ears and glass stems. Swapped a pair of the liquid gel
seals off my old DC 10-40 set, and the deed was done. Works like a
champ.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: hot dogs for lunch |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
I think you did get Thoms best side. But like Lar said, It would be better to have
a larger picture, as that side fits a lot of individuals on this site. Including
me!
I can't believe that he met you caues you was buying a hot dog. Man, he is really
a cheap date!
Ohio Ralph willing to visit for a steak!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60648#60648
________________________________________________________________________________
| Subject: | Re: Powers Oregon Fly-in |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Roger, Thank you for sharing those pictures and your adventure. That is what dreams
are made of and certanly what every Kolber would love to do deep in the back
of their mind.
Its obvious to us flat landers that you mountain boys trust your equipment a great
deal. We have farm fields galore, but you got ..........trees!
Man, just to hard for my little mind to ponder. thanks again.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60650#60650
________________________________________________________________________________
| Subject: | Re: hot dogs for lunch |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Planecrazzy, I'd have you squealing like a pig and lookin good in them doggy ear
protectors! And you would be happy after only 200 push-ups!
So how is the "Capin" and his crew at the frog site?
Hope you and doggy are enjoying them ear muffs, Watch the cartalidge in his ears
when you put on them muffs.
O ho O Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60652#60652
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
This was a local TV personality Mort Lloyd. His son has a big part in
organizing airshows at the Chattanooga airport.
Steven
NTSB Identification: IAD75AI008
14 CFR Part 91 General Aviation
Event occurred Tuesday, August 20, 1974 in MANCHESTER, TN
Aircraft: GLOBE GC-1B, registration: N3716K
----------------------------------------------------------------------------
------------------------------------------------ FILE DATE
LOCATION AIRCRAFT DATA INJURIES FLIGHT
PILOT DATA F
S M/N
PURPOSE---------------------------------------------------------------------
-------------------------------------------------------3-3030 74/8/20
MANCHESTER,TENN GLOBE GC-1B CR- 1 0 0 NONCOMMERCIAL
COMMERCIAL, AGE 44, 3077 TIME - 1145 N3716K
PX- 0 0 0 PLEASURE/PERSONAL TRANSP TOTAL HOURS, UNK/NR IN
DAMAGE-SUBSTANTIAL OT- 0 0 0 TYPE, INSTRUMENT
RATED. DEPARTURE POINT INTENDED DESTINATION
CHATTANOOGA,TENN SHELLBYVILLE,TENN TYPE OF ACCIDENT
PHASE OF OPERATION PROPELLER/ROTOR FAILURE: PROPELLER
IN FLIGHT: NORMAL CRUISE COLLISION WITH GROUND/WATER: UNCONTROLLED
IN FLIGHT: UNCONTROLLED DESCENT PROBABLE CAUSE(S)
POWERPLANT - PROPELLER AND ACCESSORIES: HUBS MISCELLANEOUS
ACTS,CONDITIONS - FATIGUE FRACTURE FACTOR(S) MISCELLANEOUS
ACTS,CONDITIONS - SEPARATION IN FLIGHT REMARKS- PROP HUB SERIAL NR
63874 MODEL 2D34C53 FAILED APRX 2IN FM CLAMP ASMBLY STRAP.PROP AND ENG
SPRTD.
>
> No record in NTSB narratives.
>
> john h
> mkIII
>
>
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | The 503 Blues... |
Now that I'm removing my single carb., points ignition, no provision, belt
drive 503 prop remover, I'm looking for some experienced advice...
My Firestar is a 5 rib wing, early bird... Has anyone experienced going
from a 447 to the single carb., points ignition 503, or visa verse?...
What's the bottom line in performance loss/gain?... I realize that there i
s
approximately 7 HP difference, but the 447 weighs less... I also realize
that the 447 consumes less fuel, so theoretically I wouldn't need to carry
as much fuel, but real life is that I'd still fill the tank...
I like the performance with the SC 503 and I don't really need a 503 DCDI,
but I definitely want a gearbox...
Thanx...
David
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: The 503 Blues... |
David, Here's a suggestion I picked up from a shop with 25+ years in Rotax
sales and service. If your 503 is running, leave it on the airplane and
advertise it for sale. A prospective buyer will be able to see and hear it
run. The shop owner claimed he averaged 20% more in sale price doing this
rather than just having an engine on a stand.
Rick
On 9/9/06, David Lehman wrote:
>
> Now that I'm removing my single carb., points ignition, no provision, bel
t
> drive 503 prop remover, I'm looking for some experienced advice...
>
> My Firestar is a 5 rib wing, early bird... Has anyone experienced going
> from a 447 to the single carb., points ignition 503, or visa verse?...
> What's the bottom line in performance loss/gain?... I realize that there
is
> approximately 7 HP difference, but the 447 weighs less... I also realize
> that the 447 consumes less fuel, so theoretically I wouldn't need to carr
y
> as much fuel, but real life is that I'd still fill the tank...
>
> I like the performance with the SC 503 and I don't really need a 503 DCDI
,
> but I definitely want a gearbox...
>
> Thanx...
>
> David
>
>
> --
> "Attitude is everything ~ pick a good one"...
>
> *
>
===========
===========
===========
===========
===========
>
> *
>
>
--
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: The 503 Blues... |
David, Here's a suggestion I picked up from a shop with 25+ years in Rotax
sales and service. If your 503 is running, leave it on the airplane and
advertise it for sale. A prospective buyer will be able to see and hear it
run. The shop owner claimed he averaged 20% more in sale price doing this
rather than just having an engine on a stand.
Rick
On 9/9/06, David Lehman wrote:
>
> Now that I'm removing my single carb., points ignition, no provision, bel
t
> drive 503 prop remover, I'm looking for some experienced advice...
>
> My Firestar is a 5 rib wing, early bird... Has anyone experienced going
> from a 447 to the single carb., points ignition 503, or visa verse?...
> What's the bottom line in performance loss/gain?... I realize that there
is
> approximately 7 HP difference, but the 447 weighs less... I also realize
> that the 447 consumes less fuel, so theoretically I wouldn't need to carr
y
> as much fuel, but real life is that I'd still fill the tank...
>
> I like the performance with the SC 503 and I don't really need a 503 DCDI
,
> but I definitely want a gearbox...
>
> Thanx...
>
> David
>
>
> --
> "Attitude is everything ~ pick a good one"...
>
> *
>
===========
===========
===========
===========
===========
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
Roger,
Thanks for posting the pics...sure nice country, looks like not many
places for forced landings. Your kolb looks good with the tent under the
wing...good for you...
jswan FS II
MI
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: hot dogs for lunch |
Here we go again. Thought I was replying to a personal message and didn't
even look at the return address. Sorry all. Do not
Archive.
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Saturday, September 09, 2006 1:25 PM
Subject: Re: Kolb-List: hot dogs for lunch
>
> Yah, I can sorta make out the direction he's facing, but ya made it too
________________________________________________________________________________
| From: | <rogerpilot1(at)yahoo.com> |
| Subject: | Re: ANR Headsets |
Try a set of RAD headsets and intercom. They work
great in a Titan, and that's a real test!
__________________________________________________
________________________________________________________________________________
| From: | "ron wehba" <rwehba(at)cebridge.net> |
| Subject: | Re: hot dogs for lunch |
hi larry,,,, ron in texas
----- Original Message -----
From: "Larry Bourne" <biglar(at)gogittum.com>
Sent: Saturday, September 09, 2006 7:54 PM
Subject: Re: Kolb-List: hot dogs for lunch
>
> Here we go again. Thought I was replying to a personal message and didn't
> even look at the return address. Sorry all. Do not
> Archive.
>
> ----- Original Message -----
> From: "Larry Bourne" <biglar(at)gogittum.com>
> To:
> Sent: Saturday, September 09, 2006 1:25 PM
> Subject: Re: Kolb-List: hot dogs for lunch
>
>
>>
>> Yah, I can sorta make out the direction he's facing, but ya made it too
>
>
>
________________________________________________________________________________
| Subject: | Re: The 503 Blues... |
In a message dated 9/9/2006 7:56:14 PM Eastern Standard Time,
david(at)davidlehman.net writes:
My Firestar is a 5 rib wing, early bird... Has anyone experienced going from
a 447 to the single carb., points ignition 503, or visa verse?... What's the
bottom line in performance loss/gain?...
There was a guy at our field who had a bird like yours but with a 377; the
pilot was about 190 & he could outclimb FS II's with a 503 DCDI. I would go
with the 447.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: The 503 Blues... |
| From: | "David.Lehman" <david(at)davidlehman.net> |
[quote="HShack(at)aol.com"]In a message dated 9/9/2006 7:56:14 PM Eastern Standard
Time, david(at)davidlehman.net writes:
> My Firestar is a 5 rib wing, early bird... Has anyone experienced going from
a 447 to the single carb., points ignition 503, or visa verse?... What's the
bottom line in performance loss/gain?...
There was a guy at our field who had a bird like yours but with a 377; the pilot
was about 190 & he could outclimb FS II's with a 503 DCDI. I would go with
the 447.
Howard Shackleford
FS II
SC
> [b]
Thanx Howard, it kinda makes sense... I'm leaning towards the 447...
DVD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60690#60690
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
| Subject: | Re: Powers Oregon Fly-in |
Ralph,
Where there aren't trees, we have some other eat-you terrain. This is
typical. Of course here there's a real good paved landing strip except for
the cattle guard.
Engine out once in stuff like this on the airport here in Sierra County NM
in an N-3 Pup. Not a scratch thanks to that big Piper wing and 28 mph stall
speed, but haven't found enough time or money to rebuild that little
255-pounder which saved my butt.
jsf
----- Original Message -----
From: "Ralph Hoover" <flht99reh(at)columbus.rr.com>
> Its obvious to us flat landers that you mountain boys trust your equipment
> a great deal. We have farm fields galore, but you got ..........trees!
>
> Ohio Ralph
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=60650#60650
>
>
>
________________________________________________________________________________
| Subject: | Re: The 503 Blues...GET THE 447 |
In a message dated 9/9/2006 11:03:51 P.M. Eastern Standard Time,
david(at)davidlehman.net writes:
Have you tried it on the floats yet...
DVD
David, I fly the Firefly with a 447 on floats. The Firestar has a little
more wing but other than that they are similar. With no windshield or fairings
at all I fly at 60 mph and 5900 rpm. Takeoff and climb is spectacular. The 447
is all I need.
Steve
Firefly 007
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: The 503 Blues...GET THE 447 |
Thanx Steve...
David
On 9/10/06, N27SB(at)aol.com wrote:
>
> In a message dated 9/9/2006 11:03:51 P.M. Eastern Standard Time,
> david(at)davidlehman.net writes:
>
> Have you tried it on the floats yet...
>
> DVD
>
> David, I fly the Firefly with a 447 on floats. The Firestar has a little
> more wing but other than that they are similar. With no windshield or
> fairings at all I fly at 60 mph and 5900 rpm. Takeoff and climb is
> spectacular. The 447 is all I need.
> Steve
>
> Firefly 007
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| Subject: | Re: The 503 Blues... |
| From: | "John Jung" <jrjungjr(at)yahoo.com> |
David,
I have flown a 377 Firestar and a 503 Firestar II DI with one and two carbs. Also,
a 447 on another plane. After having a DI Rotax, I would not like to go back
to single ignition. The DI just runs better, less chance of a stall on decent,
lack of throttle lag on a go around, tolerates a rich mixture at high altitude,
etc. I would run the 503 and just not exceed the VNE. Also, the 503 can
be economical if you don't use all the power. I once flew home from Oshkosh with
an MXII at 45 mph and only used 2.25 g/h, and that was in a heaver Firestar
II.
John
--------
John Jung
Firestar II N6163J
Surprise, AZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60786#60786
________________________________________________________________________________
| From: | Kenanddenice(at)aol.com |
I'm new to the Kolb List, just want to send this out to see what happens as
I don't know what to expect.
Recently purchased a Kolb Firestar II kit and am in the process of building.
Ken Boise, Idaho
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)csrlink.net> |
Ken, Welcome to the list, when you have some time, check out the archives.
Many of the questions you have are probably already answered in the
archives. I hope you enjoy building your FSII, as much as I enjoyed
building mine. Lanny Fetterman FSII N598LF
________________________________________________________________________________
| From: | "The BaronVonEvil" <grageda(at)innw.net> |
Hi Ken
Good to see another Kolb enthusiast on the list. I fly a Firestar II myself.
If you need to look at one to answer a question or see how it was done, you're
welcome to come at look at mine.
Good luck with your new Kolb! :D
Carlos Grageda
Walla Walla, WA.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=60846#60846
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: ANR Headsets |
Hi John,
Good luck, let us know how they work. ANR (active noise reduction)
for $80? Do they have a web site?
For anyone with older David Clark-style sets, the ANR add-on from
headsets.com is excellent at $160.
Ed in JXN
MkII/503
----- Original Message -----
From: "john s. flannery" <jsflan(at)valornet.com>
Sent: Saturday, September 09, 2006 3:50 PM
Subject: Re: Kolb-List: ANR Headsets
>
> Believe it or not, they were ordered end of week and arrived minutes ago.
> Feather Lite Headset black, $79 with shipping included, from Graham
> Services Inc Wellston Oklahoma. George was super nice and hopefully
> they'll live up to his service. His phone is 405 258-4165
>
> Feel warm, no case, but they are going into the Kolb right away anyhow.
> I'll let you know if they are okay.
>
>
> jsf
>
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
Hi David,
Had a local guy years ago who also had a Mite. During an
annual, they only found 1 dead termite.
Unfortunately, there were 100,000 others who attended the
funeral...
Ed in JXN
----- Original Message -----
From: David Lehman
To: kolb-list(at)matronics.com
Sent: Sunday, September 10, 2006 9:37 PM
Subject: Re: Kolb-List: Re: aft W & B
The Mite's a great little airplane... 121mph indicated on 3.5 gph...
I guess I should say, it's great as long as the termites keep holding
hands...
________________________________________________________________________________
| Subject: | trailer for Firestar |
Hello Gang,
I am interested in purchasing a trailer for a Kolb Firestar. Will consider
open T type or light weight enclosed. If you have or know of one that someone
would consider selling contact me off line by email _ARKSEY(at)AOL.COM_
(mailto:ARKSEY(at)AOL.COM) or ph 517-663-8488 thanks Jim Swan
Do not archive
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Appendix D part 43 Inspection requirements |
(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:
(1) Fabric and skin=97for deterioration, distortion, other evidence of
failure, and defective or insecure attachment of fittings.
(2) Systems and components=97for improper installation, apparent defects, a
nd
unsatisfactory operation.
(3) Envelope, gas bags, ballast tanks, and related parts=97for poor conditi
on.
(c) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) the following components of the cabin and cockpit group:
(1) Generally=97for uncleanliness and loose equipment that might foul the
controls.
(2) Seats and safety belts=97for poor condition and apparent defects.
(3) Windows and windshields=97for deterioration and breakage.
(4) Instruments=97for poor condition, mounting, marking, and (where
practicable) improper operation.
(5) Flight and engine controls=97for improper installation and improper
operation.
(6) Batteries=97for improper installation and improper charge.
(7) All systems=97for improper installation, poor general condition, appare
nt
and obvious defects, and insecurity of attachment.
(d) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) components of the engine and nacelle group as follows:
(1) Engine section=97for visual evidence of excessive oil, fuel, or hydraul
ic
leaks, and sources of such leaks.
(2) Studs and nuts=97for improper torquing and obvious defects.
(3) Internal engine=97for cylinder compression and for metal particles or
foreign matter on screens and sump drain plugs. If there is weak cylinder
compression, for improper internal condition and improper internal
tolerances.
(4) Engine mount=97for cracks, looseness of mounting, and looseness of engi
ne
to mount.
(5) Flexible vibration dampeners=97for poor condition and deterioration.
(6) Engine controls=97for defects, improper travel, and improper safetying.
(7) Lines, hoses, and clamps=97for leaks, improper condition and looseness.
(8) Exhaust stacks=97for cracks, defects, and improper attachment.
(9) Accessories=97for apparent defects in security of mounting.
(10) All systems=97for improper installation, poor general condition, defec
ts,
and insecure attachment.
(11) Cowling=97for cracks, and defects.
(e) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) the following components of the landing gear group:
(1) All units=97for poor condition and insecurity of attachment.
(2) Shock absorbing devices=97for improper oleo fluid level.
(3) Linkages, trusses, and members=97for undue or excessive wear fatigue, a
nd
distortion.
(4) Retracting and locking mechanism=97for improper operation.
(5) Hydraulic lines=97for leakage.
(6) Electrical system=97for chafing and improper operation of switches.
(7) Wheels=97for cracks, defects, and condition of bearings.
(8) Tires=97for wear and cuts.
(9) Brakes=97for improper adjustment.
(10) Floats and skis=97for insecure attachment and obvious or apparent
defects.
(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.
(g) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) all components and systems that make up the complete
empennage assembly for poor general condition, fabric or skin deterioration
,
distortion, evidence of failure, insecure attachment, improper component
installation, and improper component operation.
(h) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) the following components of the propeller group:
(1) Propeller assembly=97for cracks, nicks, binds, and oil leakage.
(2) Bolts=97for improper torquing and lack of safetying.
(3) Anti-icing devices=97for improper operations and obvious defects.
(4) Control mechanisms=97for improper operation, insecure mounting, and
restricted travel.
(i) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) the following components of the radio group:
(1) Radio and electronic equipment=97for improper installation and insecure
mounting.
(2) Wiring and conduits=97for improper routing, insecure mounting, and obvi
ous
defects.
(3) Bonding and shielding=97for improper installation and poor condition.
(4) Antenna including trailing antenna=97for poor condition, insecure
mounting, and improper operation.
(j) Each person performing an annual or 100-hour inspection shall inspect
(where applicable) each installed miscellaneous item that is not otherwise
covered by this listing for improper installation and improper operation.
--
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: The 503 Blues... |
Thanx John...
Obviously you know of what you speak...
David
On 9/10/06, John Jung wrote:
>
>
> David,
>
> I have flown a 377 Firestar and a 503 Firestar II DI with one and two
> carbs. Also, a 447 on another plane. After having a DI Rotax, I would not
> like to go back to single ignition. The DI just runs better, less chance
of
> a stall on decent, lack of throttle lag on a go around, tolerates a rich
> mixture at high altitude, etc. I would run the 503 and just not exceed th
e
> VNE. Also, the 503 can be economical if you don't use all the power. I on
ce
> flew home from Oshkosh with an MXII at 45 mph and only used 2.25 g/h, and
> that was in a heaver Firestar II.
>
> John
>
> --------
> John Jung
> Firestar II N6163J
> Surprise, AZ
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=60786#60786
>
>
===========
===========
===========
===========
===========
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
Found a place to upload digital videos for free.
And it actually seems to work most of the time.
><http://www.youtube.com/watch?v=ahV6cd6X4fM>http://www.youtube.com/watch?v=ahV6cd6X4fM
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Were you perhaps looking for a place to land or crawfish?
Larry, Oregon
----- Original Message -----
From: possums
To: kolb-list(at)matronics.com
Sent: Monday, September 11, 2006 6:58 PM
Subject: Kolb-List: Viedos
Found a place to upload digital videos for free.
And it actually seems to work most of the time.
> http://www.youtube.com/watch?v=ahV6cd6X4fM
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 10:38 PM 9/11/2006, you wrote:
>Were you perhaps looking for a place to land or crawfish?
>Larry, Oregon
FlyFishing -
It's getting tighter at the home field too.
http://www.youtube.com/watch?v=uxrpk-Xh7IE
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
We don't get much chance to land on cushy, soft, green fields like you
folks in the eastern flatlands, and at Truth or Consequences
"International," NM, we have dirt with more than a few rock on the
alternate runways, usually preferred by me. The dirt is normally
showing. This year's monsoon rains have changed all that.
Yesterday evening after landing and taxiing to hangar, found this in one
landing gear. Guess the red one is just a hippy bird at heart.
jsf
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Now at 570 hr.'s on my FireFly I need to replace my cable thimbles for
my horizontal stabilizers. Thanks to John H. for bringing it to my
attention when we met at Homer's farm last month.
I noticed that there are stainless steel thimbles available as well as
the standard a/n steel models. I'm thinking of using the stainless
ones this time. Would appreciate any comments pro or con regarding
using the stainless steel ones?
Terry - FireFly #95
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk(at)frontiernet.net> |
Hi, I`m new to this list. I built a Twinstar MK-3 in 1996, sold it a
year later, became a CFII & built a lot of time, but now am missing the
old Kolb.
I`m hoping to find a MK-3, Firestar, or Slingshot .(going to look at a
Firestar next week)
I`m in TN, so if anyone knows of a deal within a reasonable drive, I`d
like to hear about it.
Thanks, Jim
________________________________________________________________________________
| From: | "Bill Rayfield" <bill.rayfield(at)optilogistics.com> |
Are you looking for a kit or already built?
I have a kit of a Kolbra - the first one - available.
Bill Rayfield - just south of Atlanta, GA
________________________________
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Kmet
Sent: Tuesday, September 12, 2006 11:17 AM
Subject: Kolb-List: New subscriber
Hi, I`m new to this list. I built a Twinstar MK-3 in 1996, sold it a
year later, became a CFII & built a lot of time, but now am missing the
old Kolb.
I`m hoping to find a MK-3, Firestar, or Slingshot .(going to look at a
Firestar next week)
I`m in TN, so if anyone knows of a deal within a reasonable drive, I`d
like to hear about it.
Thanks, Jim
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk(at)frontiernet.net> |
| Subject: | Re: New subscriber |
Bill, I`m not opposed to a kit, tell me more, is it complete/ with
engine?
----- Original Message -----
From: Bill Rayfield
To: kolb-list(at)matronics.com
Sent: Tuesday, September 12, 2006 11:18 AM
Subject: RE: Kolb-List: New subscriber
Are you looking for a kit or already built?
I have a kit of a Kolbra - the first one - available.
Bill Rayfield - just south of Atlanta, GA
-------------------------------------------------------------------------
-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Jim Kmet
Sent: Tuesday, September 12, 2006 11:17 AM
To: kolb-list(at)matronics.com
Subject: Kolb-List: New subscriber
Hi, I`m new to this list. I built a Twinstar MK-3 in 1996, sold it a
year later, became a CFII & built a lot of time, but now am missing the
old Kolb.
I`m hoping to find a MK-3, Firestar, or Slingshot .(going to look at a
Firestar next week)
I`m in TN, so if anyone knows of a deal within a reasonable drive, I`d
like to hear about it.
Thanks, Jim
s.com/Navigator?Kolb-List
________________________________________________________________________________
| Subject: | Re: New subscriber |
In a message dated 9/12/2006 11:19:12 AM Eastern Standard Time,
jlsk(at)frontiernet.net writes:
> I`m in TN, so if anyone knows of a deal within a reasonable drive, I`d like
> to hear about it.
>
> Thanks, Jim
>
Hi JIm,
I am still sitting on a complete MK IIIc kit that I will sell for $2000.00
below cost. I can arrange to get it to TN.
Steve
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk(at)frontiernet.net> |
| Subject: | Re: New subscriber |
What is the price & does it include engine? or shall I say, what all
does it include?? Jim
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Tuesday, September 12, 2006 11:59 AM
Subject: Re: Kolb-List: New subscriber
In a message dated 9/12/2006 11:19:12 AM Eastern Standard Time,
jlsk(at)frontiernet.net writes:
I`m in TN, so if anyone knows of a deal within a reasonable drive,
I`d like to hear about it.
Thanks, Jim
Hi JIm,
I am still sitting on a complete MK IIIc kit that I will sell for
$2000.00 below cost. I can arrange to get it to TN.
Steve
________________________________________________________________________________
| From: | "Jack Day" <jwdfly16(at)bellsouth.net> |
| Subject: | Re: New subscriber |
----- Original Message -----
From: Jim Kmet
To: kolb-list(at)matronics.com
Sent: Tuesday, September 12, 2006 11:17 AM
Subject: Kolb-List: New subscriber
I Have a Mark III with a 582.
E-Mail jwdfly16(at)bellsouth.net
________________________________________________________________________________
| Subject: | Re: New subscriber |
In a message dated 9/12/2006 1:41:18 PM Eastern Standard Time,
jlsk(at)frontiernet.net writes:
>
> What is the price &does it include engine? or shall I say, what all does it
> include?? Jim
>
Jim, It is Kit 1 and 2. No engine
contact me direct for more info. Sometime this Fall I will get busy and put
it on Barnstormers.
steve
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 08:21 PM 9/12/2006, you wrote:
>Now that was pretty cool! I gave the first rating on the Coming Home
>vid, sorry they only allowed a 5! Sure hope you live in one of those
>couple of mini-mansions at the end of the runway, if not, they might
>get weary of the low flying possums out there!
>
>But how did you mount your camera? Hand holding one, could not
>really be safe? Could it?
>
>
>Mike S
On my head
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
Terry,
Looks like not many people recognized the significance of your question.
I'll offer my opinion for what it is worth.
Generally stainless steel has less strength and wear qualities than
standard steel.
If rust and corrosion are not the issue I'd go with the regular
steel ones. You are replacing them because of wear, right?
Perhaps it would be a good idea to chamfer the holes they fit through
a slight bit to remove the sharp edges that wear on the thimbles.
Gene
On Sep 12, 2006, at 9:38 AM, Terry wrote:
>
> Now at 570 hr.'s on my FireFly I need to replace my cable thimbles for
> my horizontal stabilizers. Thanks to John H. for bringing it to my
> attention when we met at Homer's farm last month.
>
> I noticed that there are stainless steel thimbles available as well as
> the standard a/n steel models. I'm thinking of using the stainless
> ones this time. Would appreciate any comments pro or con regarding
> using the stainless steel ones?
>
> Terry - FireFly #95
>
>
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Eugene Zimmerman wrote:
>
> Terry,
>
> Looks like not many people recognized the significance of your question.
> I'll offer my opinion for what it is worth.
>
> Generally stainless steel has less strength and wear qualities than
> standard steel.
> If rust and corrosion are not the issue I'd go with the regular
> steel ones. You are replacing them because of wear, right?
> Perhaps it would be a good idea to chamfer the holes they fit through
> a slight bit to remove the sharp edges that wear on the thimbles.
>
> Gene
>
> On Sep 12, 2006, at 9:38 AM, Terry wrote:
>
> >
> > Now at 570 hr.'s on my FireFly I need to replace my cable thimbles for
> > my horizontal stabilizers. Thanks to John H. for bringing it to my
>
Gene,
Your right, not much interest in my question! Thanks for your reply. I am
going to chamfer the stainless steel tangs when I replace them. Wish someone
had said something the first time to a new builder. I know stainless isn't
as strong as steel, but I'm not sure I agree about the wear factor.
The stainless tangs did a good job of wearing the AN steel thimbles without
any wear to themselves. I think it also depends of the alloy of the
stainless. I don't believe strength is an issue in this particular use, I
might be wrong.
Guess that's why I posted the question hoping someone else had experience
with them,
Terry _ FireFly #95
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Terry,
It might be easier and better to shim them. A brass shim will provide a
good bearing surface in comparison to stainless steel on steel.
How I did it can be seen at:
http://www.thirdshift.com/jack/firefly/firefly120.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
Hi Terry,
I prefer the stainless ones because I usually use stainless cable. On my
Firefly a lot of water ends up on everything. Did your thimbles wear through or
did they just get loose. There are a lot of opinions on HOW to install them. I
like to snip the little points off and when I swage the sleeve I squeeze the
end away from the thimble first and then squeeze the other half next to the
thimble. This sequence snugs everything up really tight. I then add the second
sleeve. Do the inside half first or you will create slack on your free end. Most
people also agree that you need a little bit of cable protruding out of the
second sleeve.
Lots of opinions on this so you should see more comments.
Steve B
Firefly 007 on Floats
________________________________________________________________________________
| From: | "Terry Frantz" <tkrolfe(at)usadatanet.net> |
Jim, Jack & Steve,
Thanks for the replies regarding the stainless steel thimbles. I think
I'm going to try the stainless type this time.
Steve, you brought up another question! You are using stainless cable,
what about the stretch I have heard about? I understand your choice
considering that you now have a float FireFly, but wondering if you had
any issue with them stretching? Thought about going that route also.
OH, and yes, they have wore down a bit, not through yet! Just trying to
be careful.
Terry - FireFly #95
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Wednesday, September 13, 2006 11:21 AM
Subject: Re: Kolb-List: Thimbles
Hi Terry,
I prefer the stainless ones because I usually use stainless cable. On
my Firefly a lot of water ends up on everything. Did your thimbles wear
through or did they just get loose. There are a lot of opinions on HOW
to install them. I like to snip the little points off and when I swage
the sleeve I squeeze the end away from the thimble first and then
squeeze the other half next to the thimble. This sequence snugs
everything up really tight. I then add the second sleeve. Do the inside
half first or you will create slack on your free end. Most people also
agree that you need a little bit of cable protruding out of the second
sleeve.
Lots of opinions on this so you should see more comments.
Steve B
Firefly 007 on Floats
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 08:21 PM 9/12/2006, you wrote:
>Now that was pretty cool! I gave the first rating on the Coming Home
>vid, sorry they only allowed a 5! Sure hope you live in one of those
>couple of mini-mansions at the end of the runway, if not, they might
>get weary of the low flying possums out there!
>
>But how did you mount your camera? Hand holding one, could not
>really be safe? Could it?
>
>
>Mike S
Actually - I had one of these things rigged up on my helmet, but have
since replaced the whole thing with a small Sanyo High Definition
Digital camera without all the wires (little thing has a 4 GB memory card).
As far as the neighbors go - no complaints yet - We were flying out
of there 12 years before they ever built those houses. Besides, I can
hover a little with the new plane.
________________________________________________________________________________
| From: | "JR" <jrsmith2(at)triad.rr.com> |
Thank you, these pictures are worth a M words....
----- Original Message -----
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Sent: Wednesday, September 13, 2006 12:24 PM
Subject: Re: Kolb-List: Thimbles
>
>
> Terry,
>
> It might be easier and better to shim them. A brass shim will provide a
> good bearing surface in comparison to stainless steel on steel.
>
> How I did it can be seen at:
>
> http://www.thirdshift.com/jack/firefly/firefly120.html
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
>
>
>
> --
>
>
________________________________________________________________________________
Terry,
by moving your bolt to the other holes you have the ability take up slack. I
have not had any noticeable stretch.
On my new Firefly I plan to use SS swaged terminal ends. I think that is what
Possum did.
steve
________________________________________________________________________________
| From: | "Terry Frantz" <tkrolfe(at)usadatanet.net> |
Steve,
Thanks for the info. I do know about being able to take up slack with
the other holes, I just didn't want an ongoing problem! Are you going
to use turnbuckles or still use the stainless steel tangs to adjust?
Terry - FireFly #95
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Wednesday, September 13, 2006 5:50 PM
Subject: Re: Kolb-List: Thimbles
Terry,
by moving your bolt to the other holes you have the ability take up
slack. I have not had any noticeable stretch.
On my new Firefly I plan to use SS swaged terminal ends. I think that
is what Possum did.
steve
________________________________________________________________________________
In a message dated 9/13/2006 7:11:39 P.M. Eastern Standard Time,
tkrolfe(at)usadatanet.net writes:
Steve,
Thanks for the info. I do know about being able to take up slack with the
other holes, I just didn't want an ongoing problem! Are you going to use
turnbuckles or still use the stainless steel tangs to adjust?
Terry - FireFly #95
Terry,
Not sure yet. Probably turnbuckles because I am not sure how good AC Spruce
is on tolerance. As far as an ongoing problem, I think if you get any stretch
at all it will stabilize. Keep in mind that the cables are good for almost
1000lbs if I remember right. The load on your cables has to be a mere fraction
of that. Also, if the cable stretches it probably bounces back. I actually
count on this fact on my cross brace cables on my floats. It absorbs energy and
helps minimize fatigue. Maybe the Experts will help on this one.
If it can't flex, It fatigues.
steve
________________________________________________________________________________
| From: | "Terry Frantz" <tkrolfe(at)usadatanet.net> |
Steve,
Thanks again for the reply! Think I'm going to use the stainless steel
thimbles and will consider using stainless steel cable even though I
have a lot spare gal.steel cable to make use of! Like you pointed out,
not much load on those aft cables. Send pictures of your new FloatFly
when you have it near done. I hope to make contact with you in the not
too distant future to see your creation!
Terry - FireFly #95
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Wednesday, September 13, 2006 7:28 PM
Subject: Re: Kolb-List: Thimbles
In a message dated 9/13/2006 7:11:39 P.M. Eastern Standard Time,
tkrolfe(at)usadatanet.net writes:
Steve,
Thanks for the info. I do know about being able to take up slack
with the other holes, I just didn't want an ongoing problem! Are you
going to use turnbuckles or still use the stainless steel tangs to
adjust?
Terry - FireFly #95
Terry,
Not sure yet. Probably turnbuckles because I am not sure how good AC
Spruce is on tolerance. As far as an ongoing problem, I think if you get
any stretch at all it will stabilize. Keep in mind that the cables are
good for almost 1000lbs if I remember right. The load on your cables has
to be a mere fraction of that. Also, if the cable stretches it probably
bounces back. I actually count on this fact on my cross brace cables on
my floats. It absorbs energy and helps minimize fatigue. Maybe the
Experts will help on this one.
If it can't flex, It fatigues.
steve
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 08:57 PM 9/13/2006, you wrote:
>Possums,"urn:schemas-microsoft-com:office:office" />
>That's a very interesting photo rig, more believable that that first
>pic you sent, that one looked to have a little bit too much "Uncle
>Sam" for a Kolb!
>
>Look forward to any new videos, so please keep us posted!!!
>
>Mike S
How bout this one - think the "YouTube" kids will belive it??
http://www.youtube.com/watch?v=kjwK_KLNHGU
________________________________________________________________________________
| Subject: | Check out N-Number Availabiltty Inquiry |
_Click here: N-Number Availabiltty Inquiry_
(http://registry.faa.gov/aircraftinquiry/NNAV_inquiry.asp)
________________________________________________________________________________
A few years ago Bruce Chestnut, Pres of TNK, wrote a nice guide on the full
process. It is available at TNK. Call Travis. EAA is also a good source.
steve
________________________________________________________________________________
| Subject: | Re: The 503 Blues... |
David, did I miss something or is this an original Firestar vs a Firestar
II. I did not think that the cage was designed to handle a 503.
steve
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Slack elevator cables |
I'm too lazy to search it out this morning, but someone recently suggested
checking elevator cables for slack in the Mk3. Whoever it was thank you very
much, now I think I know why mine has been such a pain to fly. I have an
early Mk3, serial number 043 is on the root tube. The cables were slack
because the trim cable did not go to the elevator bell crank just forward of
the boom tube as newer Mk3's do, but rather went all the way back to the
bell crank on the elevator itself. This was not a builder error as the fwd
bell crank did not have the tab to hook the trim to it. The effect of the
long trim cable was to pull the cable going from bell crank to bell crank
until it went slack. This happened at any trim setting other than full fwd.
the down elevator cable remained taut, but once the trim was set, up
elevator became pretty loosey goosey and you could indeed hold the elevator
still and move the stick forward and back at will.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
On 9/14/06, Richard Girard wrote:
> If you go the E-LSA route, S-LSA isn't an option, you or anyone else who
> buys your aircraft down the road can go take the 16 hour class and get your
> Repairman Inspection certificate for THAT AIRCRAFT ONLY. If you get another
> aircraft someday, you'll have to take the class again.
Rick --
I took the 16 hour class... our instructor said that the class
certificate was valid for any aircraft we owned in that type (fixed
wing). We take the certificate and the airworthiness certificate do
the FSDO, and they issue a Repairman Certificate for you for that
plane. If you get another fixed-wing plane, then take IT'S
airworthiness down the FSDO, and you get a R.C. for that plane, and so
on.
-- Robert
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Rick,
You can go right to the FAA site . Then it will guide you to the "reserve an N
number" section. You can pick your own number. If it is in use or reserved it
will tell you and you can pick another. The cost to reserve your own N number
is $10. It's a piece of cake. I have done it 3 times.
You can only register your Kolb as an ELSA. SLSA is for factory built and approved
aircraft from FAA. My new FD CT is SLSA. The ELSA will allow you to take
the 16 Hr. course. Then you get the Local FSDO to sign your application form and
presto you can do your own condition inspections. So long as you own the plane
you can put as many aircraft on that ticket as you want. There is no limit,
but you must own the plane. If you sell it then you have them remove you from
that certificate. When you buy another ELSA then you can be put back on a condition
inspection certificate again. You do not have to take the course again.
If you have any questions EAA will be happy to set you in the right direction,
ask for Joe. I have done all of this and have not had any issues.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61577#61577
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Slack elevator cables |
Rick,
I'm happy to have been of help to you in discovering this problem
before it caused you, or the plane any serious harm.
I can only hope all Kolb pilots will check their elevators for
control slack "under load".
Gene,
On Sep 14, 2006, at 8:42 AM, Richard Girard wrote:
> I'm too lazy to search it out this morning, but someone recently
> suggested checking elevator cables for slack in the Mk3. Whoever it
> was thank you very much, now I think I know why mine has been such
> a pain to fly. I have an early Mk3, serial number 043 is on the
> root tube. The cables were slack because the trim cable did not go
> to the elevator bell crank just forward of the boom tube as newer
> Mk3's do, but rather went all the way back to the bell crank on the
> elevator itself. This was not a builder error as the fwd bell crank
> did not have the tab to hook the trim to it. The effect of the long
> trim cable was to pull the cable going from bell crank to bell
> crank until it went slack. This happened at any trim setting other
> than full fwd. the down elevator cable remained taut, but once the
> trim was set, up elevator became pretty loosey goosey and you could
> indeed hold the elevator still and move the stick forward and back
> at will.
>
> Rick
>
> --
> Rick Girard
> "Ya'll drop on in"
> takes on a whole new meaning
> when you live at the airport. _-
> www.matronics.com/Navigator?Kolb-List _-
> www.matronics.com/contribution _-
> ===========================================================
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
Thanks for the good information posted on N-number and Aircraft
Registration generally from many quarters.
A few hours ago, I found a potentially deadly situation in the red
renovation.
Replacing the old seatbelts, I was about to cut off one of the red
overspray painted belts. I flicked the head of this rivet, it came free
and that was it. That seatbelt on the pilot's side had ONE pop rivet
attaching it (and me) to the airframe. The other belt on pilot's side
was 100 percent better. Two pop rivets...!
I would dearly like to find that person who set me up for potential life
loss. So if you are purchasing a Kolb from anyone, please go over it
with a fine-toothed comb and with the eyes of a couple of other people.
jsf
not for posting.
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Thursday, September 14, 2006 5:26 AM
Subject: Re: Kolb-List: N-number
John, You can go to http://www.faa.gov/. Along the right side of the
page is Top Requests and the third item down is Aircraft Registration.
About 2/3 of the way down the Aircraft Registration page in N numbers.
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
You only have to take the class once. You then can add or subtract what ever planes
you own on or off the certificate. Call EAA they will be glad to give you
all the info you want. I liked the class. It was informative. I changed a few
things on my Kolb when I got home.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61646#61646
________________________________________________________________________________
| Subject: | Kolb Mark III for sale |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
I still have a really nice Kolb Mark III Classic / 912s for sale. If you know of
anyone looking have them give me a call. The info was posted a while back on
the list. It's ready to go and lots of extras.
Roger Lee
Tucson, Az
520-574-1080
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=61648#61648
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Slack elevator cables |
Yer welcome Dwight, glad I could help.
That is what Kolb list friends are for.
Enjoy flying safely,
Gene
On Sep 14, 2006, at 1:52 PM, Dwight.Kottke(at)hti.htch.com wrote:
>
> Gene, I also have to say thank you. After repairing my Firestar
> from a hard landing, I flew it and the elevator was very sluggish.
> I checked the cable and sure enough, they were loose. After
> tightening and a test flight, my sweet old Firestar is back.
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Air speed markings |
I need to mark my air speed indicator before inspection and I can
find nothing in the manuals. Kolb mark 3 912ULS Can some one flying the
same configuration give me the bottom and top of the white arc,green
arc, yellow arc & the red. Rick Pearce
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
You can get a packet from EAA for $17.95 that has all the forms you need or
you can call Rainbow Aviation Services at 530-824-0644 and get all the forms
in their packet for $5.00. The RAS packet is LSA friendly and will probably
make it easier.
>>>>>>>>>>
Call your local fsdo office,,,, they sent me out a package for free.
boyd
________________________________________________________________________________
| From: | Mike Schnabel <tnfirestar2(at)yahoo.com> |
| Subject: | Re: Fwd: Re: [ultralightchapter104] F-16 bird strike |
________________________________________________________________________________
| Subject: | N-number(REGESTRATION) |
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
Hay all:
I have read a lot lately about decisions to regester or not to regester,
ELSA or Experinental. My two bits: when you fill out form 8050-88 or
8050-88A and form 8050-1 you might consider your name you put in the
aircraft manufacturer box. Rather than your full name you might consider
an initial and last name. Maybe the middle initial and last name? Drop
the middle initial and use first initial and last name? The address is
a postal box. You are the manufacturer, and upon sale the prop is
removed with photo documentation. Pictures of the manufacturers
recommended prop bolts removed and tagged. The manufacturer keeps the
bolts. Picture documentation of the plane without the prop mounted. If
anyone ever fly's the plane without the recommended bolts that the
manufacturer still has someone mush have replaced them without the
recommendation of the manufacturer. In our litigation society if some
one steels your plane or you sell it and something bad happens the
attorneys come right to the manufacturer. I was with a DAR today and he
made this comment, although it's too late for me I thought I would Pass
it along
Uncle craig
The information transmitted is intended only for the person or entity to which
it is addressed and may contain confidential and/or privileged material. Any review,
retransmission, dissemination, or other use of, or taking of any action
in reliance upon,this information by persons or entities other than the intended
recipient is prohibited. If you receive this in error, please contact the
sender and delete the material from any computer.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Rotax Two Stroke Maintenance |
Morning Gang:
Got home last night from Chesapeake, VA. Delivered my 912ULS and Warp
Drive to a happy MKIIIx owner. He had the 582 removed from the Xtra,
and was ready to do some 4 stroke Kolb flying.
Found an email from Kodiak when I got home. Should be of interest to
all the two stroke Rotax guys on the List. Has to do with checks and
maintenance schedules, something you all were discussing just prior to
my departure for VA.
http://www.rotax-owner.com/si_tb_info/serviceb/SB505010535009.pdf
Got a few days to get ready to go to the Kolb Homecoming 2006. Plan
to be there Wednesday afternoon or night. Looks like we are going to
have cool weather, temps in the 70's and lows in the 40's. No rain in
the forecast.
See ya'll there,
john h
mkIII (powerless and propless)
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: N-number(REGESTRATION) |
Craig, If I get your goal, it's to keep your ties to the aircraft to a
minimum in the event you want to sell it.
I'll give you the short version of two hours spent with a lawyer discussing
liability.
You are wasting your effort.
"If a client wants to file a lawsuit alleging negligence, I'm going to go
through the aircraft log books and name every one whose name is there."
"I may have no interest in suing a particular mechanic, but I'll name
everyone at first and see what shakes out."
"Obviously, my goal is to get to the deep pockets."
Those were just some of the insights.
Simple protection, there are a few things you can do to mitigate your
liability.
1. Do good work. Maintain your aircraft as though your life depended upon
it.
2. Let someone else do the annuals. That person signs his name and certifies
the aircraft is in conditon for safe operation.
3. Sell the aircraft to a dealer. He has deeper pockets than you, generally.
Is there absolute protection, no. There are many things you can do, but they
may have other drawbacks. Go spend a couple of hundred bucks with a good
lawyer and get it from the horse's mouth.
Think about this, elaborate schemes to try and distance a seller from the
aircraft, make the seller look like he has something to hide.
Last, the FAA will not send certificates to a P.O. box.
Rick
On 9/16/06, Craig Nelson wrote:
>
>
> Hay all:
> I have read a lot lately about decisions to regester or not to regester,
> ELSA or Experinental. My two bits: when you fill out form 8050-88 or
> 8050-88A and form 8050-1 you might consider your name you put in the
> aircraft manufacturer box. Rather than your full name you might consider
> an initial and last name. Maybe the middle initial and last name? Drop
> the middle initial and use first initial and last name? The address is
> a postal box. You are the manufacturer, and upon sale the prop is
> removed with photo documentation. Pictures of the manufacturers
> recommended prop bolts removed and tagged. The manufacturer keeps the
> bolts. Picture documentation of the plane without the prop mounted. If
> anyone ever fly's the plane without the recommended bolts that the
> manufacturer still has someone mush have replaced them without the
> recommendation of the manufacturer. In our litigation society if some
> one steels your plane or you sell it and something bad happens the
> attorneys come right to the manufacturer. I was with a DAR today and he
> made this comment, although it's too late for me I thought I would Pass
> it along
> Uncle craig
>
>
> The information transmitted is intended only for the person or entity to
> which it is addressed and may contain confidential and/or privileged
> material. Any review, retransmission, dissemination, or other use of, or
> taking of any action in reliance upon,this information by persons or
> entities other than the intended recipient is prohibited. If you receive
> this in error, please contact the sender and delete the material from any
> computer.
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
| Subject: | Re: 503 headgasket leak |
Hi,
My 503DIDC has a slight headgasket leak.
Several friends have told me that others have a
similar problem. Please respond if you have the
problem and or the solution.
Thank You
Firestar503(at)yahoo.com
__________________________________________________
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | A FireStar in good company |
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: A FireStar in good company |
Subject: Kolb-List: A FireStar in good company
Will:
Tell us about it!
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Rotax Two Stroke Maintenance |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Thank you John. God willing, I will be at the homecoming via pick-um-up! Still
have a few more repairs to do to the Firestar. Fired it up first time today with
new IVO prop. Had to learn from prop neutral (as shipped), righty is loosie
and lefty is tighty. Cranked prop pitch adjust screw inward from neutral and
engine wanted to wind up. Cranked it out (almost all the way) and prop settled
at full throtle at 6,100 on the groung. Has a different sound than the old wooden
one. And I am so pleased the tranny and the engine never sounded tighter
and the EGT and CHT stayed well within the operating range. If Planecrazzys is
there I'm gonna make him get down and gimm-e 50. Unless he has taht attack dog
with him! Ha, HA!
Ohio Ralph, flyin high and haven't enen left the ground yet!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62013#62013
________________________________________________________________________________
| Subject: | Firestar for say..Et All |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Just found this on the Barnstormers site!
and brand new propellers. Sorrell Guppy biplane. Kolb Firestar. Mitchell Wing.
Blueprints. Sell as package for a ridiculously low price. PLUS Piper Cub parts.
90-year-old owner passed away. $30K invested. Will sell for less than $10K.
Contact Doug Laes - located Green Bay, WI USA Telephone: 920-360-8734 Posted
September 16, 2006 Show all Ads posted by this Advertiser Recommend This
Ad to a Friend Send a Message
It was posted today. Anyone know anything about the previous owner or the condition
of the planes?
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62017#62017
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| Subject: | Re: Firestar for say..Et All |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
I called him and asked it the planes are airworthy. There was silence and he said
"if you put them together". OK. How about pictures. "What do you want a picture
for?".
[Rolling Eyes]
Kip
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62035#62035
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: firestar ll elevator question...(jim swan) |
On our Firestar ll when I pull the stick back it moves the
left stabilizer some on the bolts that fastens it to the boom, the
right
stabilizer moves some , but not as much, when the stick is moved
back just the
opposite happens. Is this normal? Jim Swan
Jim S:
Sorry you are not going to be able to make the Kolb Homecoming.
Your elevator situation is normal, when the piano hinge pins are not
centered exactly on the elevator control mechanism on each side of the
tail boom. Will not hurt anything, but make sure the forward tang is
not being pushed or pulled into the bracket and placing a bending
moment on it.
I have one side that does not move, and the other side moves about an
1/8". Hasn't hurt the running none.............
john h
mkIII
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| From: | possums <possums(at)mindspring.com> |
At 10:13 PM 9/13/2006, you wrote:
>Great! the Moller Skykolb
>Maybe you can sell a few early editions to former Bede customers.
Here's another river scene I shot this morning.
This is a pretty neat little camera was $799 then $699 now $599 + the
memory chip $89.
The battery seems to last about an hour and the memory is 4 Gigabits.
Losses some quality when you upload to "YouTube" of course, but the
originals are
really good - even HighDef if you record them that way. I don't have
a HD TV, so I use a lower
setting. Of course you can never "really" bring it back home like it
was being there.
http://www.youtube.com/watch?v=lvUB654FZyI
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| Subject: | Re: firestar ll elevator question...(jim swan) |
thanks john,
makes me feel better about it....yep hate to miss the Kolb
homecomming....but will catch you all at sun and fun if not before.
jim swan firestar ll michigan
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| From: | possums <possums(at)mindspring.com> |
Here's another one I shot on the way home.
Gotta check out those VG's if you haven't already.
If you want to see the Original it's about 44 MB.... ouch!
That's why this site's so good - you lose some resolution
but doesn't take 15 minutes to download the video.
http://www.youtube.com/watch?v=toK44nRQktg
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
John and all, that guy Will really gets around. We had fun kicking
tires today at the H.A.G.
museum at Geneseo, NY. -About 10 minutes in a slow Kolb south of my
place.
That's his flying host,Thom Riddle on the left.
BB
DSCN0862.JPG
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| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Here's another one I shot on the way home.
| Gotta check out those VG's if you haven't already.
Possum:
Thanks for the videos. Been a while since I have flown the Etowah
River and the Cartersville, GA, area. Gave me a nice refresher of the
area.
john h
mkIII
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
Good old Canadas. Never pursued them but flew 300 hours one summer on
Great White Pelican air strike survey in Cessna 150 and did
roundy-rounds with the big birds as they were gaining altitude to go
back to their roost on Gunnison Island in Great Salt Lake. They accepted
the Taylorcraft that day, just kept milling.
A friend caught nine Canada Geese coming his way right in dark after an
engine overhaul in his Cessna 185. Full power got him down at a nearby
airport just ahead.
jsf
----- Original Message -----
From: possums
To: kolb-list(at)matronics.com
Sent: Saturday, September 16, 2006 9:35 PM
Subject: Re: Kolb-List: Viedos
Here's another one I shot on the way home.
Gotta check out those VG's if you haven't already.
If you want to see the Original it's about 44 MB.... ouch!
That's why this site's so good - you lose some resolution
but doesn't take 15 minutes to download the video.
http://www.youtube.com/watch?v=toK44nRQktg
________________________________________________________________________________
| Subject: | John Hauck flyby |
| From: | "Bob Dalton" <wiserguy(at)comcast.net> |
Flyby at MV06'
--------
Bob Dalton
Manteca, Ca.
wiserguy(at)comcast.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62179#62179
Attachments:
http://forums.matronics.com//files/hauck_flyby_112.wmv
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
I have the plane packed and ready for departure early in the morning, if
the morning fog is favorable. I plan to circle the Appalachian
Mountains enroute to TNK. I will leave TN heading south through Jasper,
GA then up the east side of the mountains through the Shanendoa valley,
Smoketown, PA, Albany and Buffalo, NY, Columbus, OH then south to
London. The weather looks like I may spend Tuesday watching it rain but
it should pass on through,
Hope to see Ya'll in London
Steven Green
MKIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: John Hauck flyby |
| Flyby at MV06'
|
| --------
| Bob Dalton
Hi Bob D:
That's a good one. I turned my volume up a bit to hear the STE
exhaust bark. Sounds good.
Thanks,
john h
mkIII (powerless, but 912ULS is on order)
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Kolb Homecoming |
Sounds like quite a trip for a "Kolb" Steve,
What are you flying and when will you be at Smoketown?
Gene,
On Sep 17, 2006, at 9:35 PM, Steven Green wrote:
> I have the plane packed and ready for departure early in the
> morning, if the morning fog is favorable. I plan to circle the
> Appalachian Mountains enroute to TNK. I will leave TN heading
> south through Jasper, GA then up the east side of the mountains
> through the Shanendoa valley, Smoketown, PA, Albany and Buffalo,
> NY, Columbus, OH then south to London. The weather looks like I
> may spend Tuesday watching it rain but it should pass on through,
>
> Hope to see Ya'll in London
> Steven Green
> MKIII
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ============================================================ _-
> ============================================================ _-
> contribution_-
> ===========================================================
________________________________________________________________________________
| From: | "e.bayliss" <e.bayliss(at)blueyonder.co.uk> |
Hello all here
I am Eddie Bayliss from Liverpool in the UK
I have been lurking on this list for two years,ever since I
bought my damaged mk 111 .I have enjoyed reading about and learning from
the people here who seem to know what they are talking about. Up
untill now I haven't had anything to post but as from last saturday
evening when I finally got a flight in my own kolb I am hoping to have
something to contribute to this list in the future. My aircraft was
repaired , and passed its pfa inspections in september of last year but
it took from then untill july of this year for all the paperwork to be
processed and a permit to check fly issued ( Pat ladd and mike Moulai
will know about how slow our system in the uk can be, especially if the
person who started the repairs (not me ) did not follow the accepted
paperwork trail ) eventually with the check flight passed I have found a
local pilot ( he used to demo them for the importer in the early
nineties) who can get me flying the kolb , So now not only have I got a
kolb but soon will be able to fly it solo and hopefully make some
useful contributions to the photo and message postings here
Please be prepared for lots of stupid questions from a new kolb pilot
Eddie
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Eddie:
Welcome to the Kolb List.
Hope you get up and flying soonest.
john h
mkIII
________________________________________________________________________________
| From: | APilot(at)webtv.net |
What is your CG location (25, 28, 30 or higher)? My Kolb was not very
much fun to fly at 33% location, but it is a dream to fly at the 28%
location. You may notice that it drops in rather suddenly as you full
stall it just over the runway. Some have recommended that newer pilots
do wheel landing at first, to help keep the landing gear from bending.
Vic (Sacramento, California)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| You may notice that it drops in rather suddenly as you full
| stall it just over the runway. Some have recommended that newer
pilots
| do wheel landing at first, to help keep the landing gear from
bending.
| Vic (Sacramento, California)
|
Vic:
Full stall landings do not bend main gear legs.
It is excessive height above the ground when the stall occurs that
bends gear legs.
Doesn't matter what kind of fixed wing we are flying, if we stall them
above the ground, they will fall out of the sky.
Nothing different about a Kolb.
As far as I know........
john h
mkIII (powerless, but on order)
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Eddie
Welcome. I admire your persistence in getting through the regulatory
hoops. Good luck. I'm sure you will enjoy that Kolb.
Also there is only one stupid question..... The one you think is stupid
and don't ask. That's what we are here for.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: e.bayliss
To: kolb-list(at)matronics.com
Sent: Wednesday, December 12, 2001 7:56 PM
Subject: Kolb-List: 1st post
Hello all here
I am Eddie Bayliss from Liverpool in the UK
I have been lurking on this list for two years,ever since I
bought my damaged mk 111 .I have enjoyed reading about and learning from
the people here who seem to know what they are talking about. Up
untill now I haven't had anything to post but as from last saturday
evening when I finally got a flight in my own kolb I am hoping to have
something to contribute to this list in the future. My aircraft was
repaired , and passed its pfa inspections in september of last year but
it took from then untill july of this year for all the paperwork to be
processed and a permit to check fly issued ( Pat ladd and mike Moulai
will know about how slow our system in the uk can be, especially if the
person who started the repairs (not me ) did not follow the accepted
paperwork trail ) eventually with the check flight passed I have found a
local pilot ( he used to demo them for the importer in the early
nineties) who can get me flying the kolb , So now not only have I got a
kolb but soon will be able to fly it solo and hopefully make some
useful contributions to the photo and message postings here
Please be prepared for lots of stupid questions from a new kolb pilot
Eddie
________________________________________________________________________________
Hi Eddie,
welcome...and good for you getting the Kolb and you ready to fly. I
believe there is people on the list that can and will answer most questions a
person might have. Keep us posted on your progress.
jim Swan Firestar ll mich.
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
John --
Somehow I missed why you sold you 912S, and what you're getting to
replace it... a 914 maybe? :-)
-- Robert
On 9/18/06, John Hauck wrote:
> john h
> mkIII (powerless, but on order)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Somehow I missed why you sold you 912S, and what you're getting to
| replace it... a 914 maybe? :-)
|
| -- Robert
Robert:
Going with another 912ULS.
Sold the old engine to buy a new engine.
john h
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Full stall landings |
I have yet to perform a full stall landing without the tail wheel
hitting first. I have bent the tail wheel up a couple inches, added
larger diameter tires, use full flaps (which changes the relative
decalage) and am still not able to perform a full stall without the
tailwheel hitting first. That, of course,will cause the main wheels to
drop on. This type of landing works good on Cubs, T-crafts, Citabrias,
C-120s and C-140s, Luscombes and Kitfoxs. That is all of the planes in
which I have experience. There must be something wrong with my Mk III.
Of course, it lands nicely on the mains and also if you let it settle
just before the full stall. Now that I understand how my plane lands,
it is no longer an issue for me, but I thought maybe I might save
someone a bent gear leg.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Is the message here that brevity is the soul of wit?
On 9/19/06, pat ladd wrote:
>
>
--
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: Full stall landings |
Seriously, you've got to put your whole self
| into the moment, fly it down right to stall, and use one notch of
flaps to
| really fine point on it. And then, WHAM.
| Rick Girard
Rick:
I usually land with full flaps, on the mkIII. That puts the aircraft
into an attitude that is not quite as nose high as half flaps or no
flaps at all.
My mkIII sits somewhat higher in the nose, but the 8" Maule Tundra
Tail Wheel canceled some of that out, unfortunately.
Should get a chance to practice landings in the Factory FSII this
week. We'll see if I can still land a Kolb that is in the normal
landing gear configuration.
Plan to get out of hauck's holler in the morning and sleep on Labhart
Field tomorrow night.
See you all there,
john h
mkIII
________________________________________________________________________________
| From: | "Jeff Nelson" <jenelson1(at)hotmail.com> |
| Subject: | New Member Panel Question |
Hello All
My name is Jeff Nelson and I have recently acquired a Kolb Firestar KXP.
It did not take me long to realize I needed to do some updates and one
was the panel. It was not in good shape so I am going to rebuild it.
My question is this. What do you all have in your panels and what
configuration is it? Are there any pictures that are available? right
now I have an altimeter 3 1/8", Airspeed 3 1/8", CHT 2", EGT 2", Tach
2", and fuel quantity 2" I can configure these so I can also get my
handheld radio mounted on the panel. Are there any other units that
might combine some of these gauges? I hope to get this done so I can
fly it yet this fall but I have a few other things that need attention
as well. I will also be licensing this in LSA this year.
Thank for your time
Jeff Nelson
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: New Member Panel Question |
At 02:00 PM 9/19/2006, you wrote:
>Hello All
>
>My name is Jeff Nelson and I have recently acquired a Kolb Firestar
>KXP. It did not take me long to realize I needed to do some updates
>and one was the panel. It was not in good shape so I am going to
>rebuild it. My question is this. What do you all have in your
>panels and what configuration is it? Are there any pictures that
>are available?
I tried to keep mine as simple as I could.
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: New Member Panel Question |
WOW!... Where does one get one of those EFIS, terrain map, TV thingies?...
That's cool!...
DVD
On 9/19/06, possums wrote:
>
> At 02:00 PM 9/19/2006, you wrote:
>
> Hello All
>
> My name is Jeff Nelson and I have recently acquired a Kolb Firestar KXP.
> It did not take me long to realize I needed to do some updates and one wa
s
> the panel. It was not in good shape so I am going to rebuild it. My
> question is this. What do you all have in your panels and what
> configuration is it? Are there any pictures that are available?
>
>
> I tried to keep mine as simple as I could.
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | "e.bayliss" <e.bayliss(at)blueyonder.co.uk> |
First
Thanks to all who replied to my first post
And to vic (sacramento) who asked about my cg location , I am an ex trike
(weightshift ) pilot ,as you know we do not do weight and balance with
trikes so I am going to have to get my head round understanding this with
the help of my instructor, I have dug out the weight and balance sheet that
was very kindly sorted out for me by the inspector who did the permit
inspection and check weighed the aircraft , according to this form the
forward cg limit is 325mm (12.795 inch) and the reaward limit is 570mm (
22.44090 inch)at max of 390kg (859.794 lbs) and min of 200 kg (440.920 lbs)
with the datum point being the leading edge of the wing . I hope this makes
sense to you .I do know however, that it felt great to fly and with pitch
control forces being about the same as I am used to but the stick forces in
roll are a lot heavier than the plane I did the conversion to three axis
training in ( ikarus C42) . It was nothing that needs worrying about , just
different
.Now I am looking forward to getting some more training in with my
conversion pilot when he has free time . Hopefully after an hour or two in
the circuit I can master the landing and get some solo hours in to settle
down with the kolb and then post some photos of my local area and airfield
Eddie (Liverpool)
----- Original Message -----
From: <APilot(at)webtv.net>
Sent: Monday, September 18, 2006 9:11 PM
Subject: Re: Kolb-List: 1st post
>
> What is your CG location (25, 28, 30 or higher)? My Kolb was not very
> much fun to fly at 33% location, but it is a dream to fly at the 28%
> location. You may notice that it drops in rather suddenly as you full
> stall it just over the runway. Some have recommended that newer pilots
> do wheel landing at first, to help keep the landing gear from bending.
> Vic (Sacramento, California)
>
>
________________________________________________________________________________
| Subject: | Re: New Member Panel Question |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
First, Possum, Watch that VNe, 90 !! what! That is a firestar is it not?
Now to Jeff's question. EIS is very good and the company jumps through hoops according
to responses on this site.
I personally opted for $ 600. in instruments. They are from The Sport Flying Shop ( www.sportflyingshop.com/Instr/Stratomaster/MaxiSingles/maxisingles.html ) and are the "Statomasters. Just like diamonds, you can drop a lot on glass. Choose carefully what you want to accomplish. My two gauges; E-1 EMS for engine monitoring covers two EGT's, Two CHT's, RPM and hour meter. The EGT and CHT as well as RPM are shown in numbers as well as settable bar graph. Also included is an external reset able warning lamp signal (gotta buy your own lamp). The other glass gauge is the "Flight - 2 , 3.5 gauge. This covers all flight information; ALT, ASI, RPM, Fuel level, fuel range, and all kinds of other (unused by me, information). I specifically like the VSI. Again, a l ot of info is bar graphed and the numbers are readable from the seat of a Firestar. Also the warning levels, such as ASI stall, and others are settable. (Again you have to drop a dime on your own bulbs for the red warning). They are the 3.5" Maxi singles.
I the attached pictures, you will note the engine on the left and the flight on
the right. Ideal for me. And yes, that is a mechanical ASI in the center. As
per my instructor, "leave it in in case electric failure". I have come to read
it mostly and the glass for everything else. One problem I do have with the Stratomaster
gauges with the warning lamp. It may also exist with the EIS. When
your properly strapped in your firestar, you can't reach the gauges to "touch
any button to reset the warning lamps"! I have advised the Sport flying shop.
They were intrigued by my suggestions. The chip driving these instruments have
sooooooo much extra function capability, it would take very little to write
code for a momentary, off gauge push button to reset the system. I now use a plastic
stick, one foot long carried on the right side of my seat to reset the
gauges, or to move to other functions within the left lower quadrant of the Flight
- 2.
Now if only I could convince them to add a small "gryo" chip, man wha we could
have in one instrument. I do dearly love that VSI. Great information, my butt
has yet to recognize. THe distance from where your head is and where the gauges
are is something to consider when you think size. I don't believe you could
pack more "readable" gauges into a Kolb Firestar instrument panel than I have.
Refering to information displaying not quantity. Someone, I'm sure has more gauges.
Also, Should you desire, I made a template set that includes the dash panel cutout.
This assumes you have the origional fiberglass nosecone and dash molded in.
It allows you to cut out the area needed for the "flip down" instrument panel
(some fitting required). TYhen the second piece is to lay over a piece of aluminum
or colored lexan or material of your choice (I used aluminum and made
swirles with a sander for dispersing light on flat shinny aluminum). The second
template also has the three cutouts for gauges I have installed (members, I
installed my 3.5 Mechanical ASI back in). And it also includes the tick or punch
marks for the power switches (left and right) as well as fuses (left and right)
and of course the "warning lamps" that are not included but avaliable at
radio shack. I will lend these out for a deposit of $ 50.00. You get it all back
when I get the templates back. I am not trying to make any money, but others
may also want to skip the learning process of weeks taht I went through to determin
clearances (remember, the nose tapers drastically), and the ability to
hinge the panel to get to wireing (what a Blessing that is to correct wiring
or change parts or pieces and to swing the panel out of the way in order to work
on the Pitiot tube and Strobe system in teh front.
I hope this helps!
Ohio Ralph shooting straight from the hip!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62593#62593
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________________________________________________________________________________
| Subject: | Re: New Member Panel Question |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
OK, thats it!
I saw Planecrazzys polished waxed and supurbly detailed instrument panel. But there
are no markers as to what is being displayed on the EIS. Therefore, I have
attached a photo, in flight showing what you see from the seat and how the legends
of the "Stratomaster Gauges" strut their stuff!
But, I am not in any way saying that Planecrazys "Mizer" ain't the purdiest thing
on any plane I've seen yet!
Ralph of Ohio!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62596#62596
Attachments:
http://forums.matronics.com//files/dscf1042_small_154.jpg
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Eddie in Liverpool,
Let me just tell you from the American get go, we don't do no micrometer here in
America. Everything we do comes out in 1/4", 1/8" 1/2" or teh full inch.
I wanna, when I get some money, come over there and beat-up your inspector cause
he has to be wrong.
"forward cg limit is 325mm (12.795 inch) and the reaward limit is 570mm (
22.44090 inch)at max of 390kg (859.794 lbs) and min of 200 kg (440.920 lbs)"
See, eddie, we would only have that dimension 12.795 at 12.750 or 7....whetre is
my dag nab calculator, slide rule, demension scale thing....?
Oh, never mind Eddie, he messed up on the weightt thing also, see we don't weigh
things at 440.920 here in America unless it was going on the space shuddle and
each gram cost a million dollars (38000.357.6 pounds).
The actual weight of the plane would be max 860 pounds and the minium would be
440 pounds, because we don't want to have to deal with one pound or a bunch of
ounces!
Welcome to the torture box, brother flier. I am so glad to hear your getting to
fly after reading poor Pats escapades. Hope you can take the ragging this site
has to offer! Now I am going out and have a stout!
Ohio Ralph looking to get 50 push-ups from John H!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62600#62600
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: New Member Panel Question |
Possum, you a baaaaad boy. :-) Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
Vamoose
www.gogittum.com
----- Original Message -----
From: possums
To: kolb-list(at)matronics.com
Sent: Tuesday, September 19, 2006 12:31 PM
Subject: Re: Kolb-List: New Member Panel Question
At 02:00 PM 9/19/2006, you wrote:
Hello All
My name is Jeff Nelson and I have recently acquired a Kolb Firestar
KXP. It did not take me long to realize I needed to do some updates and
one was the panel. It was not in good shape so I am going to rebuild
it. My question is this. What do you all have in your panels and what
configuration is it? Are there any pictures that are available?
I tried to keep mine as simple as I could.
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: New Member Panel Question |
Here's what we had on our FireFly.
[]
At 01:00 PM 9/19/2006, you wrote:
>Hello All
>
>My name is Jeff Nelson and I have recently acquired a Kolb Firestar
>KXP. It did not take me long to realize I needed to do some updates
>and one was the panel. It was not in good shape so I am going to
>rebuild it. My question is this. What do you all have in your
>panels and what configuration is it? Are there any pictures that
>are available? right now I have an altimeter 3 1/8", Airspeed 3
>1/8", CHT 2", EGT 2", Tach 2", and fuel quantity 2" I can configure
>these so I can also get my handheld radio mounted on the panel. Are
>there any other units that might combine some of these gauges? I
>hope to get this done so I can fly it yet this fall but I have a few
>other things that need attention as well. I will also be licensing
>this in LSA this year.
>
>Thank for your time
>Jeff Nelson
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: New Member Panel Question |
I am especially impressed with the 85 mph climb!
On 19, Sep 2006, at 3:31 PM, possums wrote:
> At 02:00 PM 9/19/2006, you wrote:
>> Hello All
>> -
>> My name is Jeff Nelson and I have recently acquired a Kolb Firestar
>> KXP.- It did not take me long to realize I needed to do some
updates
>> and one was the panel.- It was not in good shape so I am going to
>> rebuild it.- My question is this.- What do you all have in your
>> panels and what configuration is it?- Are there any pictures that
are
>> available?
>
> I tried to keep mine as simple as I could.
>
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Kolb Homecoming |
Kolb friends,
Just a note to inform you that Steve made it to Smoketown PA Monday
evening. Weather front passed through with rain Tue. with Steve
spending the day with Terry Frantz. A beautiful evening after the
passage of the weather front gave several of us local guys the
opportunity to fly in an meet Steve, a real prince of man with a
beeaauutiful Mark III, bearing Homer Kolb's personal autograph.
Sorry I didn't have my camera along to share a pict or two with you all.
Steve decided because of the forecasted head winds to cut off the
Albany and Buffalo leg of his trip and go straight to Columbus Ohio
leaving from Smoketown Wed, AM. Hell visit the Miller's, then head
from there back down to the TNK annual Fly-in.
Steve sure does know how to make a normal guy feel envious.
Gene,
On Sep 17, 2006, at 9:35 PM, Steven Green wrote:
> I have the plane packed and ready for departure early in the
> morning, if the morning fog is favorable. I plan to circle the
> Appalachian Mountains enroute to TNK. I will leave TN heading
> south through Jasper, GA then up the east side of the mountains
> through the Shanendoa valley, Smoketown, PA, Albany and Buffalo,
> NY, Columbus, OH then south to London. The weather looks like I
> may spend Tuesday watching it rain but it should pass on through,
>
> Hope to see Ya'll in London
> Steven Green
> MKIII
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ============================================================ _-
> ============================================================ _-
> contribution_-
> ===========================================================
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Re: New Member Panel Question |
Heres a picture of my cockpit setup if it will give you any ideas
notice the center console to mount the GPS on and the radio right in front of
the seat between the legs
Ellery in Rebuilt Original Firestar
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Kolbs on tour, photos available |
In a message dated 9/17/2006 11:52:06 P.M. Eastern Standard Time,
kfackler(at)ameritech.net writes:
If you'd like to see some pictures of these Kolbs during the trip, they can
be found here:
http://www.kfackler.com/kolb/tour/
Ken,
Good work on the pictures.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: Kolb Homecoming |
Sounds like he is going to fly right over my place on Wednesday.
Might know I'll be working day shift. :-(
Tell him McVille P-37 has resonable 100LL.
Denny Rowe
724 882 6788, cell
----- Original Message -----
From: "Eugene Zimmerman" <etzim62(at)earthlink.net>
Sent: Tuesday, September 19, 2006 8:40 PM
Subject: Re: Kolb-List: Kolb Homecoming
>
> Kolb friends,
>
> Just a note to inform you that Steve made it to Smoketown PA Monday
> evening. Weather front passed through with rain Tue. with Steve spending
> the day with Terry Frantz. A beautiful evening after the passage of the
> weather front gave several of us local guys the opportunity to fly in an
> meet Steve, a real prince of man with a beeaauutiful Mark III, bearing
> Homer Kolb's personal autograph.
> Sorry I didn't have my camera along to share a pict or two with you all.
> Steve decided because of the forecasted head winds to cut off the Albany
> and Buffalo leg of his trip and go straight to Columbus Ohio leaving from
> Smoketown Wed, AM. Hell visit the Miller's, then head from there back
> down to the TNK annual Fly-in.
>
> Steve sure does know how to make a normal guy feel envious.
>
> Gene,
>
>
> On Sep 17, 2006, at 9:35 PM, Steven Green wrote:
>
>> I have the plane packed and ready for departure early in the morning, if
>> the morning fog is favorable. I plan to circle the Appalachian
>> Mountains enroute to TNK. I will leave TN heading south through Jasper,
>> GA then up the east side of the mountains through the Shanendoa valley,
>> Smoketown, PA, Albany and Buffalo, NY, Columbus, OH then south to
>> London. The weather looks like I may spend Tuesday watching it rain but
>> it should pass on through,
>>
>> Hope to see Ya'll in London
>> Steven Green
>> MKIII
>> http://www.matronics.com/Navigator?Kolb-List_-
>> ============================================================ _-
>> forums.matronics.com_-
>> ============================================================ _-
>> ============================================================ _-
>> contribution_-
>> ===========================================================
>
>
> --
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: New Member Panel Question |
________________________________________________________________________________
| From: | "noel anderson" <nandrand(at)xtra.co.nz> |
| Subject: | Re: New Member Panel Question |
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | (retitled) alternative engines |
Here is most of what I sent to Ellery:
In addition I may caution that in an effort to "beat the Rotax$$"
you might beat yourself going down the dead ends of mistaken
applications. -buying a lot of parts that end up on the shelf.
In my case the worst was only a Mikuni, bought new and cheap
off Ebay that didn't work worth diddly. Not much lost but time
and good humor.
My original cost migrated upwards over time but still likely
south of $3000. MeanwhileI must have spent the savings over
the Rotax on beer to keep myself sedated.
>
> Subject: G10
>
> Ellery, it has been a learning experience as I had to design all the
> subsystems; induction (modified manifold, carb), electric and
> ignition,
> water and oil cooler. Now 99% debugged and running well.
>
> What are you considering putting one on? FS?
>
> The 3 cylinder engine is very well built and reliable but if you want
> super smooth, the 4 cylinder has it beat according to owner reports.
> The 3 has a sort of throbbing sound like an old radial engine.
>
> The two major redrive contenders are Raven cog belt and the Russian
> SPG-2 gear drive. I think the gear drive would be less maintenance
> but a little heavier than the belt. The Raven prop shaft bearing
> assembly
> is a finicky setup utilizing a premeasured bearing spacer (sleeve)
> for the proper preload. I had initial problems with it but once set
> up right
> it is reliable.
> The russian drive has a rubber doughnut inside to absorb harmonics.
> It has a good rep so far.
>
> If you want a G10 on a FS it would work well providing you did all
> the weight-saving stuff possible. The best things about this engine
> are reliability, very low maintenance, and cheap overhauls.
>
> Be glad to answer any further questions.
> BB
>
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
because we don't want to have to deal with one pound or a bunch of
ounces!>>
Hi Ralph,
neither do we. I suspect that Eddie just wrote down the weights straight
from a conversion formula. The maximum weight is laid down by the authority
which approves the type of plane. If your plane weighs more than that
unscrew something and hide it and weigh the plane again.
True the approved weight is laid down in Kilos but this is a price we gladly
pay for the undoubted advantage of belonging to the European Union. This
entitles anyone from Rumania, Poland, Croatia, France, Germany, Belgium or
almost anywhere else you care to mention, the right to come and live in
England. You only have the Mexicans!
Cheers
Pat
--
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Major disappointment! I did my first test loading of my VW powered
MKIIIc in my new custom trailer and it doesn't fit. It will take some
tweaking to get it to fit and there just isn't time to finish the
changes before Homecoming so..... I will be driving down to the
Homecoming but not with my airplane.
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | (retitled) alternative engines |
________________________________________________________________________________
| From: | "ron wehba" <rwehba(at)cebridge.net> |
| Subject: | wish this was my hanger |
----- Original Message -----
From: ron wehba
Sent: Wednesday, September 20, 2006 5:50 PM
Subject: Emailing: Resize_of_K_p_016.thumb.jpg
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Well Ricky, your a day late and a dollar short.
I and a friend got there, ate all the sasauge, biskets and gravy, flew several
Kolbs, including the "yeller one", Met a man from Flordia that is finishing his
Mark III, Took pictures of Denny and Travis. Picked up a gap seal bracket. Left
my old smashed roll bar, prayed for good weather and great flying, watched
them mow the air filed, put up Kolb flags, watched the lawn (whops, air field)
get rolled, measured a gap seal assembly and took these pictures.
You might as well stay home, cause John H. wasn't there when we got there nor when
we left. He was hauling a camper, not flying.
But we had great fun with the gang. As usual, they are all a fine bunch of men!
They are ready for you all to visit!
Ohio to Ky and back in one day Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62910#62910
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http://forums.matronics.com//files/dscf1130_medium_488.jpg
________________________________________________________________________________
| Subject: | Re: Full stall landings aka UNSRIBE ME |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Bob N.
"pronounce it after gargling a six pack". I trust Old Frothingslosh, the beer with
the foam in the bottom! Still have a can around somewhere.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62911#62911
________________________________________________________________________________
| Subject: | Re: Full stall landings |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Pastor Pike, Where is the Jesus in that response. A little love my brother, a little
love and he will melt into submission. He probably was not aware of such
a handy tool as that which you describe. Or he may just be mad and is shouting
to vent off steam.
Richard Pike said: "(You are blonde, aren't you?) "
Oh i oh, Ralph, in the potty room in Ohio. Now I got a priest amd at me too!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62914#62914
________________________________________________________________________________
| Subject: | Re: Alternitive Engines |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Sorry Rick, I thought you had a Firestar KXP and your VNe was 90.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62915#62915
________________________________________________________________________________
| Subject: | Re: Kolbs on tour, photos available |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
OK, I hate to be a turncoat but I sure like that 5-N-5
Ohio Ralph
P.S. somebody had to be holding the stick on those photo's. Great views and really
close-up. You could see the facial reactions on the PIC's on take-off.
Thanks!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62918#62918
________________________________________________________________________________
| Subject: | Re: Full stall landings |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Ah yes, Brother Pike. But once I was one of those: "Since he was acting foolishly"
persons. And still have a bout here and there. And had the loving individuals
not cared enough for that lost fool, I would not be the wonderful (bow down,
bow down) individual, full of grace, overwhelmed by love and kindness as I
am today. I would probably be the lecherous fool that mugged you family in the
ally near the downtown bar for some drug money!
And some of those wonderful individuals are at the Kolb Factory. Why not make a
trek out there and bless them by your presence. You will still be back by Sunday
Service and will be filled with joy!
So ends a prelude to Sunday Service, country style here in Ohio, by one lowely
servant of the one that paid the price for this Ralph.
I'll tell ya, them boys at Kolb were working up a frenzy for all you Kolbers to
vist them and suck out all their great knowledge and see one of the purdiest
Mark III I have ever laid eyes on. Get in your Kolbs, in your cars, on your motorcycles
and busses and campers and go visit them right near Hazard Kentucky...Maybe
bo and luke and perhaps Daisy will be there.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62987#62987
________________________________________________________________________________
| Subject: | Re: Full stall landings aka UNSRIBE ME |
| From: | "George Alexander" <gtalexander(at)att.net> |
Ohio Ralph:
For shame. Degrading Old Frothingslosh like that. Not a mere BEER, but "The Pale,
Stale Ale with the foam on the bottom." Denny R could probly find a can.
Possum could use it as a hood ornament (legitimizing Kolb reference). For visual
enlightenment, go to:
http://home.comcast.net/~kolbplanes/frothingslosh.jpg and for those who are really trying to console themselves for not being at the TNK Reunion, (2nd legitimizing Kolb reference) go read a little background at: http://www.rustycans.com/oldfroth.html
Ralph Hoover wrote:
> Bob N.
>
> "pronounce it after gargling a six pack". I trust Old Frothingslosh, the beer
with the foam in the bottom! Still have a can around somewhere.
>
> Ohio Ralph
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62988#62988
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Pat...."Re the Canucks. We get `South` on TV about a Mountie working in the States.
Hilarious!"
Not really Pat, they are stopping cars all over the country in their uniforms to
test the waters. You see, Bush said "While I am in office, there will be no
U.N. or Foreign nations serving to enforce laws in America." But soon he will
be out and Oh, look out what takes place from then on. See Pat, here in Ohio,
Police have to pull you over in Police cars, not unmarked (natzi mindset) vehicles.
Now in Indiana...that's different. If they can just mellow us down here
in Ohio, the Nation will be ready for U.N troops to police our streets, since
all of our troops are protecting and defending in every country but ours....While
them *&^*$ French look the other way and sell arms to the enemy. (not that
we didn't also, as well as train some of them).
Some of them are airplanes equipped with guns! (that's to cover the winners that
say that this is a "airplane site". More Kolb power to the people. If more people
flew Kolbs, there would be less violence. I suggest a Kolb in every driveway
and a chicken in every pot!
Put his Ohio foot into in again Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=62989#62989
________________________________________________________________________________
| Subject: | Re: Full stall landings aka UNSRIBE ME |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Well George, I am an old "hand" at the Frothingslosh thing. I used to call on the
beverage industry. I worked for a supplier of filling equipment components.
Pittsburgh Brewing in PA. and Scheingling (misspell, I know), in Cincinnati,
Ohio. They were without a doubt the most enjoyable bunch of people at that time
I had ever met. Both down to earth companies, although so was the Bud. boys
and many others. These two breweries were just basic real down to earth people
(not that some would not be heavenly in their time).
Pittsburgh Brewing had a special program right around the Christmas Holidays and
I used to load up cases of the Old Frothingslosh and the memorabilia, such
as calendars, key chains, posters and others. These I would give out to some of
my "Pop' customers, Barqs, Beverage Management, Pepsi and others. Theses guys
would go nuts to get this stuff. It always got me in, got me orders and made
a pretty tough job a little easier. I owe that lady a big salute. Sorry she passed.
Most memorable was the ticker tape parade down the back ally with people
throwing paper, cans etc down at her as she road on the (ready Pat?) bonnet
of a Triumph TR-3, in a bathing suit. What a memory.
Now to make it relating to airplanes, Pat sent me information about a beer that
mocks the Germans of WW-II fame and uses air planes and cute little quips about
the war flying of the German pilots. Pat, would you care to elaborate?
Ralph, still sipping a bit of gentle beer here in Ohio.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63004#63004
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Jay, Your welcome.
I had prior commitments back here for both Friday and Saturday. I was under the
impression when I left with a close friend on Wednesday that we would end up
staying for Thursday also. As it was, we arrived shortly after noon and had the
blessing of both Denny and Travis for the next four hours, seeing everything.
I had no expectation that they would give us that much one on one. But every
time we would start to give our "good-by's" Denny would show us something else
or we would get on to another topic of a modification like on the Mark III
where they moved the "flaps" handle up higher between the seats to allow better
access. And then they would show us the landing lights built into the nose of
the Mark - III or the cantilevered alerons / flaps and the smoothness. Or how
they took the side by side seat bucket package and turned it inside out to make
the smooth side up. Or the new gap seal for the firestar.
At first, I felt their asking price was way too high for a sheet of plastic. But
as they explained, the Aluminum face (leading edge), the clear or smoked lexan
and the springs, the velcro and the bracing, I discovered how reasonable it
really was. Or the cloth type with zippers.
They covered so much without a crowd there with the two of us that we did everything
in just four hours. We left about 4:30 P.M., stopped to get a bite and drove
(yuck) back home. I arrived at my place at 9:45 P.M.
I would really like to meet the individuals that I communicate with on this site
and see their handy work. When I was part of the Harley world, I never felt
that any other interest could be so personalized. When I came to the Kolb world,
I had never known how personalized things can become and still fly. I will
still get to at least one of these, Good Lord willing, but then hoopefully flying
into the fly-in!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63014#63014
________________________________________________________________________________
| From: | "info" <info(at)aircrafttechsupport.com> |
Steve Green just took off from Millertime airport, here in Ohio, & will
be there in a few hours!
We'll be driving down Friday & will see ya'll in the late afternoon,
Thanks,
Jim & Dondi Miller
Aircraft Technical Support, Inc.
Poly-Fiber, Ceconite & Randolph Distributors
(Toll Free) (877) 877-3334
Web Site: www.poly-fiber.com
E-mail: info(at)aircrafttechsupport.com
________________________________________________________________________________
| From: | "e.bayliss" <e.bayliss(at)blueyonder.co.uk> |
Pat
you are correct
just did the conversion thing and copied it
Eddie
From: "pat ladd" <pj.ladd(at)btinternet.com>
Sent: Wednesday, September 20, 2006 6:01 PM
Subject: Re: Kolb-List: Re: 1st post
>
> because we don't want to have to deal with one pound or a bunch of
> ounces!>>
>
> Hi Ralph,
> neither do we. I suspect that Eddie just wrote down the weights straight
> from a conversion formula. The maximum weight is laid down by the
authority
> which approves the type of plane. If your plane weighs more than that
> unscrew something and hide it and weigh the plane again.
>
> True the approved weight is laid down in Kilos but this is a price we
gladly
> pay for the undoubted advantage of belonging to the European Union. This
> entitles anyone from Rumania, Poland, Croatia, France, Germany, Belgium or
> almost anywhere else you care to mention, the right to come and live in
> England. You only have the Mexicans!
>
> Cheers
>
> Pat
>
>
> --
>
>
________________________________________________________________________________
| From: | "e.bayliss" <e.bayliss(at)blueyonder.co.uk> |
Hi Ralph
I can take large amounts of ragging ( you have to if youre a Scouser )
the pus side of taking a ragging will hope fully be learning more about the
maintenance and flying of my Kolb A fair bargain by my reckoning
Eddie
----- Original Message -----
From: "Ralph Hoover" <flht99reh(at)columbus.rr.com>
Sent: Tuesday, September 19, 2006 11:20 PM
Subject: Kolb-List: Re: 1st post
>
> Eddie in Liverpool,
>
> Let me just tell you from the American get go, we don't do no micrometer
here in America. Everything we do comes out in 1/4", 1/8" 1/2" or teh full
inch.
>
> I wanna, when I get some money, come over there and beat-up your
inspector cause he has to be wrong.
>
> "forward cg limit is 325mm (12.795 inch) and the reaward limit is 570mm (
> 22.44090 inch)at max of 390kg (859.794 lbs) and min of 200 kg (440.920
lbs)"
>
> See, eddie, we would only have that dimension 12.795 at 12.750 or
7....whetre is my dag nab calculator, slide rule, demension scale thing....?
>
>
> Oh, never mind Eddie, he messed up on the weightt thing also, see we don't
weigh things at 440.920 here in America unless it was going on the space
shuddle and each gram cost a million dollars (38000.357.6 pounds).
>
> The actual weight of the plane would be max 860 pounds and the minium
would be 440 pounds, because we don't want to have to deal with one pound or
a bunch of ounces!
>
> Welcome to the torture box, brother flier. I am so glad to hear your
getting to fly after reading poor Pats escapades. Hope you can take the
ragging this site has to offer! Now I am going out and have a stout!
>
> Ohio Ralph looking to get 50 push-ups from John H!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=62600#62600
>
>
________________________________________________________________________________
| Subject: | Re: Full stall landings aka UNSRIBE ME |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Pat, way to funny. I enjoyed that very much, again.
So, what are you doing up in the middle of the night?
Have things settled at your house: Mother-in -law, government buro-krouts and stuff
like that?
I'l bet you would love to be at the Kolb Fly-in. Did you read my piece on getting
to the factory early? They are really super and quite inovative. You will never
meet a more caring bunch(Band) of Brothers outside of foxholes and pubs anywhere
else.
Ohio Ralph sopping a fine Old Milwaukee. NEVER drinkg a Milwaukee's Best. There
down stream of the Old Milwaukee beer plant.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63079#63079
________________________________________________________________________________
| Subject: | Re: 1st post aka avoirdupois |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Bob N. , I beg to differ. If you acquire "avoirdupois" when purchased from the
French as "aveir de peis" it is quite a delicate endeavor, whilst being more than
filling because of its expansive qualities, just a tad bit.
Considering it's mass and volume it can be a bit to cook properly. But between
us that cook such supple things, it is no different than say the British "long".
It's all about the degree of proportion. And any good cook knows that a savory
sauce does the same for such things as "avoirdupois", as it does to, say
a 'grahmcracker". It has to do with portion control, physical size and bulk of
mass. Always keep in mind that old rule that states that no two things can occupy
the same space at the same time. if you remember that then, while including
a proper seasoning and sauce, it is quite a delicate balance of flavor and
can please even the most "massive " of pallets while being equally quite the
"delicacy".
Ralph, cookin on a cool stove in a hot environment here in Ohio!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63086#63086
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | EIS LPS-01 SENDER |
I have a 912ULS I'm having trouble with the LPS-01 sender as aux 1
for gas pressure. The EIS manual says to enter the scaling factors for
the sender. I did not recieve any thing when I bought the sender from
CPS. Does any one have the right scaling factors for this combination?
Rick Pearce
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: 1st post aka avoirdupois |
________________________________________________________________________________
| From: | "Hedrick" <khedrick(at)frontiernet.net> |
| Subject: | Firestar parts & Rotax 503 |
I had a 'small' problem with the wind on takeoff and now have several parts
of a Kolb Firestar II for sale. Please call me at this # if interested.
I am located at 3LF which is Litchfield , IL. As soon as I have pics I
plan on putting this on barnstormers at a higher $$.
Keith Hedrick
HOME 217-854-2324
217-741-9566 cell
Asking $3000 if all goes in one sale.
Firestar II (Full enclosure)
Was flying kolb- damaged at take off.
Damaged -
-----------------------
Left wing needs at least 2 ribs, right maybe only 1
Both ailerons damaged
Both rear spars damaged
Both gear legs and axle brackets need replaced
Cage bent
*****************************************
Not damaged-
----------------------------
Spars on both
Boom
Tail feathers
Has strobe on wing tips
Instruments-(all ok- EGT, CHT, ASI, ALT, Tach, Hobbs)
Rotax DCDI 503 runs good ~ 275 hrs
No oil injector
Gear box (B box)
IVO prop (2 blade)
************************************
END KOLB parts
************************************
SEPARATE from above I have these for a Lycoming 0-360
These are some parts from my RV 6 that I have changed out. They include
Exhaust for 0-360
Sump
Posa carb and slide 'mixture control'
This was on a rear facing carb.
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | KXP or Firefly or Firestar I??? |
What model of Kolb is this?
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item 0029027354&sspagename=ADME%3AL%3ARTQ%3AUS%3A1&rd=1
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
| Subject: | Re: 1st post aka avoirdupois |
There was sol;ittle avoirdupois that all the letters flew away --
On Sep 22, 2006, at 10:35 AM, pat ladd wrote:
>
>
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: KXP or Firefly or Firestar I??? |
Original Firestar...
On 9/22/06, David Key wrote:
>
>
> What model of Kolb is this?
>
>
> http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item 0029027
354&sspagename=ADME%3AL%3ARTQ%3AUS%3A1&rd=1
>
>
===========
===========
===========
===========
===========
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: KXP or Firefly or Firestar I??? |
which would be a KXP?
>From: "David Lehman" <david(at)davidlehman.net>
>Reply-To: kolb-list(at)matronics.com
>To: kolb-list(at)matronics.com
>Subject: Re: Kolb-List: KXP or Firefly or Firestar I???
>Date: Fri, 22 Sep 2006 14:45:14 -0700
>
>Original Firestar...
>
>
>On 9/22/06, David Key wrote:
>>
>>
>>What model of Kolb is this?
>>
>>
>>http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item 0029027354&sspagename=ADME%3AL%3ARTQ%3AUS%3A1&rd=1
>>
>>
>>
>===========
>===========
>===========
>===========
>===========
>>
>>
>>
>>
>
>
>--
> "Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: KXP or Firefly or Firestar I??? |
No David...
KXP has 7 rib wings, original Firestar has 5 ribbers...
DVD
On 9/22/06, David Key wrote:
>
>
> which would be a KXP?
>
>
> >From: "David Lehman" <david(at)davidlehman.net>
> >Reply-To: kolb-list(at)matronics.com
> >To: kolb-list(at)matronics.com
> >Subject: Re: Kolb-List: KXP or Firefly or Firestar I???
> >Date: Fri, 22 Sep 2006 14:45:14 -0700
> >
> >Original Firestar...
> >
> >
> >
> >On 9/22/06, David Key wrote:
> >>
> >>
> >>What model of Kolb is this?
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: New Member Panel Question |
At 05:21 PM 9/19/2006, you wrote:
>WOW!... Where does one get one of those EFIS, terrain map, TV
>thingies?... That's cool!...
I think you can get them here.
http://www.bluemountainavionics.com/esportsupport.php
But they probably cost more than my plane.
________________________________________________________________________________
| Subject: | Re: New Member Panel Question |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Mike Schnabel
For color coordination of gauges to panel you receive a 10 out of a posible 10.
For number of instruments, a 9 out of 10. "ulfiler", and Bill Vincent beat you
by one instrument. They also have more switches, lights and stuff. Always a
great thing to show potential pilot. (As an old Harley guy, chrome spoke for us.
It didn't matter if it ran or not. When people looked at it they knew you was
the man. HA Ha!) Stuff is good, therefore more stuff is better.
For location, location, location; you receive a 9 out of a 10 only because your
center gauge (ASI) is not perfectly centered in the vertical.
I will have to deduct a point also for that structural bolt holding your windscreen
post mount. I'll give that point back if you paint it white or black.
Now if you also located that ASI in that spot with future intent of installing
a bubble indicator, then I will add an additional point AND give you your removed
point allowing a 11 to a posibel 10 point. As the "self appointed Instrument
panel /gauge cluster judge, I am allowed to do that.
THerefore, all in all, you have a better than perfect score. Keep up the good work.
And remember you other guys: : "Sometimes it's not about the flying. It's
also about looking good for the hanger monkeys. Eye candy"!
And, I also like the heel brakes. That'l let one turn on a dime, I'll bet.
Judge not, least you be judged, here in Ohio, or anywhere for that matter, Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63451#63451
________________________________________________________________________________
| Subject: | Re: Full stall landings |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
jsflan(at)valornet.com said
"but just chatted with Travis who is trying to help
me to rectify an A&Ps foul-up and get the red Kolb in the air again in spite
of the visitor load."
Sorry about your problems. I know the feeling, believe me. And Travis is one seemingly
super human. I just met him the other day and I saw this, well for lack
of a better description: "appendage" coming from his right ear and a large black
circle around his mouth.
Not desiring to stare, I had to ask Dennis. He said as a child, this began growing
and hasen't stopped. It appears that he is able to communicate with anyone
that calls the Kolb factory while walking around the plant! I was amazed. Not
only that, but he can apparently focus his attention to that person on the phone.
I would ask a question and he would answer, but not me. I looked around
and nobody else was around. Amazing. If anyone could help you while Kolb is knee
high in Kolbers and wanna-be's, its him. Denny says that if someone calls and
it rings more than one time "Travis is on the phone with another customer!"
What a man.
I hope you resolve your problem with their help. And yes, they know all the real
non discript words we use to describe real air plane parts!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63469#63469
________________________________________________________________________________
| Subject: | Re: New Member Panel Question |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
B.B. said:"My neighbor had an ifr citabria with a panel so tall you couldn't see
out. I told him the first thing I would do is take a hacksaw and cut the durn
thing down to size! Now in his old age he's flying a single place
flightstar. "
See, that's the problem with you old time pilots, get the weight down and remove
the obstructions. Now what kind of advise is that? Any real pilot knows that
707, 727, 737, 747, (whew) 757, 767, 777 and the new, as yet announced 787, all
have itsi-bitsi windows to look out of. The major aircraft manufacturers have
studied the problem and have discovered that if you can get them to rely on
instruments rather than seat of the pants and visual's like what out the window,
you can improve the get from here to there procedures and skip the barnstorming.
THe only reason that large commercial airplanes have windows at all is
to provide the pilot with reference to day and night. And the only reason for
that is so when the pilot gets on the mike to greet the passengers, they know
to say: "Good morning, Ladies and Gentlemen, and welcome to ....." and replace
the time reference with afternoon or evening. I was talking with one of the chief
engineers at Lockheed-Martin just the other day about this issue. He stated
to me, quite emphatically that they were working on a light bulb system and
then they could remove all the windows up front!
Technology today has advanced to the point that a small hole in the nose of the
plane, a small digital camera and a 14" flat screen mounted on the center of
the instrument panel can show you "everything" that's out front worth seeing.
Why, just think about it. All one would have to do is take a TV tray and mount
a flat screen display on it, set it on their lap, and bobs your uncle! We need
to forge forward outa the dark ages gentlemen and into the new technical age
of information, information, information (marketing people, who know, suggest
if you want to get them to remember it, you repeat it three times).
Ah yes, improving the fun of flying, while removing the "danger" factor.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63474#63474
________________________________________________________________________________
| Subject: | Headset on E-bay |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
E-bay has a DRE-4000 headset....
http://cgi.ebay.com/ebaymotors/DRE-Communications-4000-Pilot-Aviation-Headset-Like-New_W0QQcmdZViewItemQQcategoryZ26440QQihZ001QQitemZ110034392067QQrdZ1#ebayphotohosting
I have a DRE 2000 and i think its great.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63479#63479
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
I was looking at the Barnstormers site a while ago and discovered 36 Kolbs for
sale. Many names I have seen posted on here. Its really sad to see.
They range from busted through unfinished through many-many happy hours of flying.
Not a type is missing from Ultras through Kolbra's.
I think even every motor ever tried has been on one or another on the lsit.
Sad to see something like this. As one door closes, another one opens. I hope all
that are selling are still staying in flying in some form. Just stay away from
them gyro XXXXX things. Scarry!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63487#63487
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | New Member Panel Question |
At 06:11 PM 9/23/2006, you wrote:
>Question for all you hps: Do you have any time to actually look
>around and see the world unfolding beneath you, or are you busy
>reading and trying to make sense of all those, gages, dials, clocks
>and pseudo-IFR round cutouts?
OK .. I'll be your Huckleberry.
Just got a new "wide angle lens" today.
Test it out in the next few days.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: New Member Panel Question |
At 07:41 PM 9/23/2006, you wrote:
>Why, just think about it. All one would have to do is take a TV tray
>and mount a flat screen display on it, set it on their lap, and
>bobs your uncle!
>
>Ah yes, improving the fun of flying, while removing the "danger" factor.
>
>Ohio Ralph
No ....... that's why we do this thing we do.
It's so we "don't" remove the danger factor.
That's the only reason we do it.
It's not a game - it's as real as you want to make it.
Anyone can go to Disney World and ride the scary roller coster!
You won't die.
Or play an online game and get killed.
You won't die!
But we have only "one man" with what we do.
And you can die!
That's what makes it real.
I've Scuba dived, Sky dived, Climbed rocks...etc, etc, etc.--- boring.
This is the only thing that I've done - that has lasted - 25 years.
It is dangerous because it's real.
It's real because it's dangerous.
.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 08:54 PM 9/23/2006, you wrote:
>
>I was looking at the Barnstormers site a while ago and discovered 36
>Kolbs for sale. Many names I have seen posted on here. Its really sad to see.
>They range from busted through unfinished through many-many happy
>hours of flying. Not a type is missing from Ultras through Kolbra's.
Ever look at "Cub's for sale" on Barnstormers ?
Maybe the Kolb market has matured to that of a GA plane.
Maybe not so sad?? Maybe a good sign?
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Tail wire brace size |
At 04:38 PM 9/26/2005, you wrote:
>
>Greetings Kolb fans,
>
>I'm getting ready to replace the wire bracing on my tail because the cable
>tangs are starting the wear into the thimbles. This morning before
>I departed
>for Kansas City I looked at my drawings and they call for a 3/32" stainless
>steel cable. The question I have is it 3/32" 7X7 or 3/32"7X19
>stainless steel
>cable?
You might look into "machine swaged" tail wires with 1/2 turn buckle
swaged into one end since you already know the length of your wires.
They are adjustable about an 3/4 inch per wire. Lots of AP's have a swage
machine, hell we got one! (I know I sent you this before but?)
<http://www.mindspring.com/~possums/Modtail&swagedwires.jpg>http://www.mindspring.com/~possums/Modtail&swagedwires.jpg
And they've got something to take the place of those rusty old muffler springs
now - if you can afford it.
Cost about $25.00 from CPS and is stainless steel and you don't have to
take your muffler off to put it on.
Only problem so far.... is that the Stainless Steel tends to cut into
the AN bolts - after about 60 hours.
Solution -
"Order new stainless steel AN (the ones
with the springs) that came with the kit.
CPS part # 30385 - you can see one at :
<http://www.adventuremotorsport.com/BallJointMufflerKit.htm>http://www.adventuremotorsport.com/BallJointMufflerKit.htm
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Tail wire brace size |
Will, Get 7 X 7 cable for structural cables. The individual strands are much
more robust then those in 7 X 19 constuction. The other advantage is that
you can often see a broken strand, rather than having to feel for it. Use 7
X 19 for control cables when you have to go around a pulley.
If there is a West Marine outlet near you, get their prestretched SS rigging
wire. It's still 7 X 7, but isn't oil coated.
Rick
On 9/24/06, possums wrote:
>
> At 04:38 PM 9/26/2005, you wrote:
>
>
> Greetings Kolb fans,
>
> I'm getting ready to replace the wire bracing on my tail because the cable
>
> tangs are starting the wear into the thimbles. This morning before I
> departed
> for Kansas City I looked at my drawings and they call for a 3/32"
> stainless
> steel cable. The question I have is it 3/32" 7X7 or 3/32"7X19 stainless
> steel
> cable?
>
>
> You might look into "machine swaged" tail wires with 1/2
> turn buckle
> swaged into one end since you already know the length of your wires.
> They are adjustable about an 3/4 inch per wire. Lots of AP's have a
> swage
> machine, hell we got one! (I know I sent you this before but?)
>
> http://www.mindspring.com/~possums/Modtail&swagedwires.jpg
>
>
> And they've got something to take the place of those rusty old muffler
> springs
> now - if you can afford it.
> Cost about $25.00 from CPS and is stainless steel and you don't have to
> take your muffler off to put it on.
>
> Only problem so far.... is that the Stainless Steel tends to cut into
> the AN bolts - after about 60 hours.
> Solution -
> "Order new stainless steel AN (the ones
> with the springs) that came with the kit.
>
> CPS part # 30385 - you can see one at :
>
>
> http://www.adventuremotorsport.com/BallJointMufflerKit.htm
>
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Is Lexan source important? |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
Hello List,
Fixing to put all the parts back together. Weather is interfering with priming/painting.
It looks like KY got blasted last night. Hope everyone is OK and
safe at the Homecoming.
On the list is new windscreen and door coverings. I need to purchase some more
Lexan (polycarbonate sheet). Searched the archives for tips and tricks. Noticed
some older threads about quality of Lexan going down and cracking being a
problem.
>From another source, read about the box stores (Home "deposit" and not so Lowes)
get the cheaper, non-prime Lexan. Any success or horror stories on Lexan
from big box stores?
Looking for a plastic supplier in area that sells retail. May mail order from a
place like
--------
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=63560#63560
________________________________________________________________________________
| From: | "ropermike" <ropermike2002(at)yahoo.com> |
Do not despair! There is more people learning about Kolbs all the time. I was browsing
through Barnstormers a few months ago and found a sweet little Mk ll about
80 miles away and to make a long story short, I am now a Kolb driver. (Still
learning). I'm having a ball! I plan to build one in the future but for now
my MKll is the apple of my eye!....Mike
[/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=63575#63575
Attachments:
http://forums.matronics.com//files/me_and_kolb_863.jpg
________________________________________________________________________________
| From: | APilot(at)webtv.net |
| Subject: | Re: Tail wire brace size |
Yesterday, I noticed that Osh in Sacramento sells aircraft cable from
1/16" and larger diameters and sells the swag nicros too.
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Well Ropermike, Congrats! And welcome. A great forgiving choice among planes. Ask
me how I know. No, don't.
And Possum said:
"Maybe the Kolb market has matured to that of a GA plane.
Maybe not so sad?? Maybe a good sign? "
You know how long it takes to make good friends now a days? Well, when I left
the biker world, I had nuttin in common with most of them anymore.
I hope we don't loose anymore. And I hope Kolb factory grows each year in sales!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63622#63622
________________________________________________________________________________
| Subject: | Re: Is Lexan source important? |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
John, I need to get some also .060 thick, lightly smoked if posible, for my overhead
gap seal. I guess it could be up to 1/8" thick as the Kolb leading edge
is aluminum and wouldn't require any bending.
My instructor suggested Mc Master Carr. I haven't looked, but I do know that the
stuff is getting more expensive.
Let me know what you find.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63625#63625
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
I spoke with Travis at TNK after OSH and he said he's never seen so much
interest as he saw this year.
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Is Lexan source important? |
X-mailer: Pegasus Mail for Windows (4.41)
> Let me know what you find.
>
> Ohio Ralph
http://www.usplastic.com
Try using
www.thomasnet.com
to search for materials.....quite handy.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Is Lexan source important? |
Ralph Hoover wrote:
>
>John, I need to get some also .060 thick, lightly smoked if posible, for my overhead
gap seal. I guess it could be up to 1/8" thick as the Kolb leading edge
is aluminum and wouldn't require any bending.
>
>My instructor suggested Mc Master Carr. I haven't looked, but I do know that the
stuff is getting more expensive.
>
>Let me know what you find.
>
>Ohio Ralph
>
Try the Yellow Pages. I recently bought a piece from a local company
that does all manner of plastic fab work in acrylic, polycarbonate & (I
suppose) other forms of plastic. I just walked in with the old piece
(landing light cover for an RV-4) & told them the overall dimensions
needed. They went in back, found a scrap that was close & I was out much
less than $10. This was in Jackson MS, a comparative backwater of
civilization.
Even the local Home Depots around here carry both types of plastic in
various thicknesses. I'd have gone there, but the walk from the car was
shorter at the specialty store & the service was much faster & more
knowledgeable.
Smoked probably isn't available at the big box stores, but clear
shouldn't be any problem. Besides, all you need to do is spill a little
fuel on it & lexan will be 'smoked' in a hurry. :-)
Charlie
________________________________________________________________________________
| Subject: | Re: Is Lexan source important? |
| From: | Herb Gayheart <herbgh(at)juno.com> |
Ralph
There is a Plastics supply house in every nook and cranny.. Gotta be
several in your neighborhood?? They have all kinds of material.. Lexan
sheets being one of them.. Local place in Gallatin Tenn,Bruce Plastics,
sells .0625 for 65 dollars for a 4x8 sheet.. Clear.. Not sure about
smoked??
Herb
writes:
>
>
> John, I need to get some also .060 thick, lightly smoked if posible,
> for my overhead gap seal. I guess it could be up to 1/8" thick as
> the Kolb leading edge is aluminum and wouldn't require any bending.
>
> My instructor suggested Mc Master Carr. I haven't looked, but I do
> know that the stuff is getting more expensive.
>
> Let me know what you find.
>
> Ohio Ralph
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=63625#63625
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)csrlink.net> |
Hi, Ralph and All, I talked to a pilot somewhere, that said he tinted Lexan
with Rit fabric dye. I never tried it, if you try it, let us know if it
works. Lanny Fetterman FSII N598LF
________________________________________________________________________________
| Subject: | First flight of MIIIC N285CZ |
Well folks, it finally happened. After more than 12 years of building, My
BMW powered MIII classic flew. I purchased my kit back in 93 I think, it
was not the quick build so I built all the ribs and such myself. The goal
of the plane was to create a basic flying machine with not allot of bells
and whistles. After flying behind two strokes for years, another goal was
to have this aircraft 4 stroke powered. I was under a tight budget and
built it with the minimum amount of tools. I hand pulled all the rivets,
paid the airport $5 here and there to use their shear and lots of penny
pinching by buying used instruments and such. Although I did not keep that
close of tabs, I believe the whole thing came in under $15,000. I had flown
weight shift ultralights back in the 80's but did not have my pilots license
when I started the project. I got my sport pilots license in January in a
J3 and my aircraft is registered Experimental Amateur Built (N285CZ). The
guy from the local FSDO (Hillsboro Oregon) came out and inspected it at my
house and I have nothing but good things to say about my experience with
them, and it was free! I picked an airport with 5000' of runway for my
testing and I am glad I did. On my first flight, at about 500' the engine
quit at the departure end of the runway, I pulled a quick 180 and landed
back on the runway without bending anything. After some noodling on the
problem, It dawned on me that I had seen this problem show its head slightly
in my ground runs and it became apparent to me that it was fuel starvation
(aint hind sight grand). After turning the knob on the fuel pressure
regulator I tried it again (yes I now had a nervous tick) and what I will
call my "real first flight" went off without a hitch. I now have all of the
tweaking to do, put a little more pitch in the prop, Get the slight right
roll out and such. I would like to thank all the people on the list who
have helped and inspired me. Special thanks goes out to the other BMWers on
the list for all of the information and help they supplied - Jim G, Hans V,
and Tim W. I especially enjoy the people on the list who are constantly
tweaking and testing and then sharing with the list, like Richard Pike and
Jack Hart (it sounds like I won an Oscar). I incorporated some of the ideas
of theirs and I am sure I will be using more. I will be updating you all on
my progress and what numbers I am seeing as testing continues.
Jason Omelchuck
MK III C
N285CZ
BMW R100
Portland, OR
FLYING!
________________________________________________________________________________
| Subject: | Re: Is Lexan source important? |
| From: | "John Bickham" <gearbender(at)bellsouth.net> |
This is what I found out so far.
Big Lar pretty much has this one nailed. It is not how much is the material, but
how much is the shipping. You can find various suppliers like Aircraft Spruce,
US plastics, McMaster-Carr, etc that will ship stuff in 4 ft x 4 ft and bigger
sheets. That is the size I need. The prices are all within a few dollars
of each other.
For instance:
.125" x 4 ft x 4 ft. ASC $62.08 + $35 - $40 shipping
I can get the same Lexan piece from a local supplier (Regal Plastics) for $75.60
and don't have to worry about it getting damaged by some college freshman working
the sorter in Memphis.
The Big Box stores don't carry 1/8" stuff around here. From what I can tell, as
suggested, look locally for Lexan (polycarbonate) to avoid high shipping cost.
--------
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=63810#63810
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | First flight of MIIIC N285CZ |
CONGRADS!! Time to post photos.
>From: "Jason Omelchuck" <jason@trek-tech.com>
>Reply-To: kolb-list(at)matronics.com
>To: "'Kolb-List Digest Server'"
>Subject: Kolb-List: First flight of MIIIC N285CZ
>Date: Mon, 25 Sep 2006 15:32:03 -0700
>
>Well folks, it finally happened. After more than 12 years of building, My
>BMW powered MIII classic flew. I purchased my kit back in 93 I think, it
>was not the quick build so I built all the ribs and such myself. The goal
>of the plane was to create a basic flying machine with not allot of bells
>and whistles. After flying behind two strokes for years, another goal was
>to have this aircraft 4 stroke powered. I was under a tight budget and
>built it with the minimum amount of tools. I hand pulled all the rivets,
>paid the airport $5 here and there to use their shear and lots of penny
>pinching by buying used instruments and such. Although I did not keep that
>close of tabs, I believe the whole thing came in under $15,000. I had
>flown
>weight shift ultralights back in the 80's but did not have my pilots
>license
>when I started the project. I got my sport pilots license in January in a
>J3 and my aircraft is registered Experimental Amateur Built (N285CZ). The
>guy from the local FSDO (Hillsboro Oregon) came out and inspected it at my
>house and I have nothing but good things to say about my experience with
>them, and it was free! I picked an airport with 5000' of runway for my
>testing and I am glad I did. On my first flight, at about 500' the engine
>quit at the departure end of the runway, I pulled a quick 180 and landed
>back on the runway without bending anything. After some noodling on the
>problem, It dawned on me that I had seen this problem show its head
>slightly
>in my ground runs and it became apparent to me that it was fuel starvation
>(aint hind sight grand). After turning the knob on the fuel pressure
>regulator I tried it again (yes I now had a nervous tick) and what I will
>call my "real first flight" went off without a hitch. I now have all of
>the
>tweaking to do, put a little more pitch in the prop, Get the slight right
>roll out and such. I would like to thank all the people on the list who
>have helped and inspired me. Special thanks goes out to the other BMWers
>on
>the list for all of the information and help they supplied - Jim G, Hans V,
>and Tim W. I especially enjoy the people on the list who are constantly
>tweaking and testing and then sharing with the list, like Richard Pike and
>Jack Hart (it sounds like I won an Oscar). I incorporated some of the
>ideas
>of theirs and I am sure I will be using more. I will be updating you all
>on
>my progress and what numbers I am seeing as testing continues.
>
>Jason Omelchuck
>MK III C
>N285CZ
>BMW R100
>Portland, OR
>FLYING!
________________________________________________________________________________
| From: | Larry Rice <rice(at)iapdatacom.net> |
The biggest problem with Lexan, outside of sensitivity to fuel, is that
it's easily damaged by UV light. While it's no cure, UV stabilized
grades of Lexan last better when used outside. The UV stabilized grades
look very slightly bluish. Lack of this UV stabilization may be why a
lot of cheaper polycarbonates don't last.
Larry the Micro Mong guy
--
________________________________________________________________________________
| From: | "George Myers" <gmyers(at)grandecom.net> |
| Subject: | Re: Is Lexan source important? |
________________________________________________________________________________
| From: | "George Myers" <gmyers(at)grandecom.net> |
| Subject: | Re: Is Lexan source important? |
-------Original Message-------
>shipping. You can find various suppliers like Aircraft Spruce, US plasti
cs,
McMaster-Carr, >etc that will ship stuff in 4 ft x 4 ft and bigger sheets
=2E
That is the size I need. The prices
>are all within a few >dollars of each other.
One of the best places to get Lexan is your friendly local glass company
(window, Auto ect). Most of them stock or can order in what you need, and
they'll cut it for you too.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedl(at)highstream.net> |
| Subject: | Re: First flight of MIIIC N285CZ |
Huge Congrats to you Jason.
I am looking foreward to hearing all the details.
Fly Safe.
Denny Rowe
----- Original Message -----
From: Jason Omelchuck
To: 'Kolb-List Digest Server'
Sent: Monday, September 25, 2006 6:32 PM
Subject: Kolb-List: First flight of MIIIC N285CZ
Well folks, it finally happened. After more than 12 years of
building, My BMW powered MIII classic flew. I purchased my kit back in
93 I think, it was not the quick build so I built all the ribs and such
myself. The goal of the plane was to create a basic flying machine with
not allot of bells and whistles. After flying behind two strokes for
years, another goal was to have this aircraft 4 stroke powered. I was
under a tight budget and built it with the minimum amount of tools. I
hand pulled all the rivets, paid the airport $5 here and there to use
their shear and lots of penny pinching by buying used instruments and
such. Although I did not keep that close of tabs, I believe the whole
thing came in under $15,000. I had flown weight shift ultralights back
in the 80's but did not have my pilots license when I started the
project. I got my sport pilots license in January in a J3 and my
aircraft is registered Experimental Amateur Built (N285CZ). The guy
from the local FSDO (Hillsboro Oregon) came out and inspected it at my
house and I have nothing but good things to say about my experience with
them, and it was free! I picked an airport with 5000' of runway for my
testing and I am glad I did. On my first flight, at about 500' the
engine quit at the departure end of the runway, I pulled a quick 180 and
landed back on the runway without bending anything. After some noodling
on the problem, It dawned on me that I had seen this problem show its
head slightly in my ground runs and it became apparent to me that it was
fuel starvation (aint hind sight grand). After turning the knob on the
fuel pressure regulator I tried it again (yes I now had a nervous tick)
and what I will call my "real first flight" went off without a hitch. I
now have all of the tweaking to do, put a little more pitch in the prop,
Get the slight right roll out and such. I would like to thank all the
people on the list who have helped and inspired me. Special thanks goes
out to the other BMWers on the list for all of the information and help
they supplied - Jim G, Hans V, and Tim W. I especially enjoy the people
on the list who are constantly tweaking and testing and then sharing
with the list, like Richard Pike and Jack Hart (it sounds like I won an
Oscar). I incorporated some of the ideas of theirs and I am sure I will
be using more. I will be updating you all on my progress and what
numbers I am seeing as testing continues.
Jason Omelchuck
MK III C
N285CZ
BMW R100
Portland, OR
FLYING!
-------------------------------------------------------------------------
-----
9/19/2006
________________________________________________________________________________
| Subject: | first flight in MK lll by jason |
Hey jason,
Way to go...good for you and your first flight...yes do keep us posted on
your future flights and progress....fly safe...
jim swan fs ll
mich.
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: First flight of MIIIC N285CZ |
Congratulations Jason. When Az Dave and Looked over your installation, I
was very impressed. I feel that you will have yourself a very reliable
flying machine. I really liked your set up and I would encourage others
to follow through. The Bimmer is a bullet proof power plant and I think
it will be a good power plant for us experimenters.
Az Bald Eagle
----- Original Message -----
From: Jason Omelchuck
To: 'Kolb-List Digest Server'
Sent: Monday, September 25, 2006 3:32 PM
Subject: Kolb-List: First flight of MIIIC N285CZ
Well folks, it finally happened. After more than 12 years of
building, My BMW powered MIII classic flew. I purchased my kit back in
93 I think, it was not the quick build so I built all the ribs and such
myself. The goal of the plane was to create a basic flying machine with
not allot of bells and whistles. After flying behind two strokes for
years, another goal was to have this aircraft 4 stroke powered. I was
under a tight budget and built it with the minimum amount of tools. I
hand pulled all the rivets, paid the airport $5 here and there to use
their shear and lots of penny pinching by buying used instruments and
such. Although I did not keep that close of tabs, I believe the whole
thing came in under $15,000. I had flown weight shift ultralights back
in the 80's but did not have my pilots license when I started the
project. I got my sport pilots license in January in a J3 and my
aircraft is registered Experimental Amateur Built (N285CZ). The guy
from the local FSDO (Hillsboro Oregon) came out and inspected it at my
house and I have nothing but good things to say about my experience with
them, and it was free! I picked an airport with 5000' of runway for my
testing and I am glad I did. On my first flight, at about 500' the
engine quit at the departure end of the runway, I pulled a quick 180 and
landed back on the runway without bending anything. After some noodling
on the problem, It dawned on me that I had seen this problem show its
head slightly in my ground runs and it became apparent to me that it was
fuel starvation (aint hind sight grand). After turning the knob on the
fuel pressure regulator I tried it again (yes I now had a nervous tick)
and what I will call my "real first flight" went off without a hitch. I
now have all of the tweaking to do, put a little more pitch in the prop,
Get the slight right roll out and such. I would like to thank all the
people on the list who have helped and inspired me. Special thanks goes
out to the other BMWers on the list for all of the information and help
they supplied - Jim G, Hans V, and Tim W. I especially enjoy the people
on the list who are constantly tweaking and testing and then sharing
with the list, like Richard Pike and Jack Hart (it sounds like I won an
Oscar). I incorporated some of the ideas of theirs and I am sure I will
be using more. I will be updating you all on my progress and what
numbers I am seeing as testing continues.
Jason Omelchuck
MK III C
N285CZ
BMW R100
Portland, OR
FLYING!
-------------------------------------------------------------------------
-----
9/22/2006
________________________________________________________________________________
| Subject: | Emailing: DSC_0015, DSC_0020, DSC_0022, DSC_0059, DSC_0067 |
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
<> <> <>
<> <>
Fun
Uncle Craig
The information transmitted is intended only for the person or entity to
which it is addressed and may contain confidential and/or privileged
material. Any review, retransmission, dissemination, or other use of, or
taking of any action in reliance upon,this information by persons or
entities other than the intended recipient is prohibited. If you receive
this in error, please contact the sender and delete the material from
any computer.
________________________________________________________________________________
| Subject: | Re: Emailing: DSC_0015, DSC_0020, DSC_0022, DSC_0059, DSC_0067 |
| From: | Todd Fredricks <flyingfox(at)copper.net> |
Craig:
Are you giving up on the engine cowling?
Todd
On 9/26/06 2:32 AM, "Craig Nelson" wrote:
> <> <> <>
> <> <>
> Fun
> Uncle Craig
>
> The information transmitted is intended only for the person or entity to which
> it is addressed and may contain confidential and/or privileged material. Any
> review, retransmission, dissemination, or other use of, or taking of any
> action in reliance upon,this information by persons or entities other than the
> intended recipient is prohibited. If you receive this in error, please contact
> the sender and delete the material from any computer.
>
>
--
Todd Fredricks, DO
Flying Fox Services
http://web.mac.com/flyingfoxservices
Visit my Blog at www.flyingfoxhangar.blogspot.com
________________________________________________________________________________
| Subject: | Re: First flight of MIIIC N285CZ |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Jason, Good for you.
12 years ago I was 49, transitioning between racing sail boats and getting back
into the motorcycle world for the third time. I reflect back and have to hand
you a great "Tanasity Trophy"! Lives changes, familys changes, jobs change, the
world changes. Gas went up, then down, then back up. U.S. went into and out
of strifes and threats. But you Jason, stayed the course.
It became a "have to do" rather than a can do. You had to eat, sleep and live "build
the plane, build the plane".
Thats incredible. And here it is done. Just like a dad finished paying for his
sons doctorate, and at the edge of the stage waiting for the hats to fly from
their hands, having accepted his degree and thanking his family for their support.
Then finding yourself one of his first patients. And finding out that the
money was in deed, well spent.
Many great years of flight, do I wish upon you. You have raised the bar.
Ohio Ralph numb in your presence!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63920#63920
________________________________________________________________________________
| Subject: | Re: Is Lexan source important? |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
I guess that the duel "George Myers grin" is conformation that Big Lar is the winner!
Actually, if one orders the 060 material, even if its 8 foot x 4 foot, the container
would be no larger that the 4 foot as they could roll it upon itself. The
larger thickness however doesn't roll into as small a container and does sometimes
have to be shipped flat. Very expensive as Lar stated.
My full wind screen is 1/16" thick and was dificult enough to form, hold down in
place while I drilled and pop rivited it to the supports.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=63921#63921
________________________________________________________________________________
| Subject: | Emailing: DSC_0015, DSC_0020, DSC_0022, DSC_0059, DSC_0067 |
| From: | "Craig Nelson" <Craig.Nelson(at)heraeus.com> |
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Todd
Fredricks
Sent: Tuesday, September 26, 2006 5:15 AM
Subject: Re: Kolb-List: Emailing: DSC_0015, DSC_0020, DSC_0022,
DSC_0059, DSC_0067
Todd
No still testing the engine, I want to get a few more hours on her B4
installing the cowling. Made a lot of modifications. Taking it slow and
easy
Uncle craig
DO NOT ARCIVE
Craig:
Are you giving up on the engine cowling?
Todd
.
>
>
--
Todd Fredricks, DO
Flying Fox Services
http://web.mac.com/flyingfoxservices
Visit my Blog at www.flyingfoxhangar.blogspot.com
The information transmitted is intended only for the person or entity to which
it is addressed and may contain confidential and/or privileged material. Any review,
retransmission, dissemination, or other use of, or taking of any action
in reliance upon,this information by persons or entities other than the intended
recipient is prohibited. If you receive this in error, please contact the
sender and delete the material from any computer.
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Re: Emailing: DSC_0015, DSC_0020, DSC_0022, DSC_0059, DSC_0067 |
Hey Unk Craig...
Great pics. Where is that dry lake (?) you're flying from?
AzDave
Fun
Uncle Craig
________________________________________________________________________________
| Subject: | Emailing: DSC_0015, El Mirage |
| From: | "Gherkins Tim-rp3420" <rp3420(at)freescale.com> |
AZ Dave/All
Uncle Craig and myself and another good friend(retired DPS heli
pilot/officer) spent last week at El Mirage dry lake bed near
Victorville CA for flight testing and to attend the annual PRA (popular
rotorcraft association). Flight tests went well and soon we will have a
full cowl on the engine. Excellent place to fly. Perfect weather and 6
miles long and 3 mile wide of the smoothest packed clay lake bed.
Tim
FSII
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dave & Eve
Pelletier
Sent: Tuesday, September 26, 2006 8:32 AM
Subject: Re: Kolb-List: Emailing: DSC_0015, DSC_0020, DSC_0022,
DSC_0059, DSC_0067
-->
Hey Unk Craig...
Great pics. Where is that dry lake (?) you're flying from?
AzDave
Fun
Uncle Craig
________________________________________________________________________________
| Subject: | 180 turn back to runway (first flight) |
Hello all,
Many of you have commented about my 180 back to the runway after an engine
out on the first flight. So as not to encourage this activity at the wrong
time, let me expound on the story. I had 5000 of runway and no wind. I
lifted of in the first 500' of runway. At the departure end of the runway,
I had 500 or more feet of altitude. When the engine quit, I was able to
drop the nose at will and build the airspeed up to to a good flying speed.
To be honest, I don't know what that speed was, I was too busy flying the
airplane (and obviously had the runway made) to look but my guess was it was
about 65. I landed in the first 1/3 of the departure end of the runway, so
by my (thumbnail) calculations it would have been a lot more exciting if I
had been flying out of runway that was 3000' or less. This runway was
picked by design, many of the local ultralighters told me it was too busy so
it was not a good runway to test fly out of. At this point I am glad I
listened to myself and selected a runway that is not only 5000' long but has
no obstructions on either end. The short story is that on the first flight,
have a plan and make sure your surroundings allow for a huge margin of
error. Either that or be much much wiser than I am and be 100% sure that
everything and every system on your airplane will perform to 100%, 100% of
the time (even though it has never flown before) :).
Jason
MKIIIC BMW R100
Portland OR
________________________________________________________________________________
| Subject: | Re: 180 turn back to runway (first flight) |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Jason, In response, and I may be corrected, but here goes.
We will return to the ways that are embedid within us and how we are trained. Your
on the ground, you are safe, the plane is safe, you are a better pilot for
your hands on experience.
Now in retrospect, looking back as only the individual doing the doing could do;
Would you change anything of what you did? If so, what? How? At what point would
that decision have to be decided upon.
I can speak for many, if not most and especially me in saying that we will ALL
experience a test of our knowledge. As Possum best put it (but not a quote) "thats
what makes this an interesting sport..the danger." Sorry Possum if I mis-percieved
or mis-represented your actual intent.
I'm sure with 12 years of building under your belt, you were every bit as concerned
about a safe uneventful landing as you were about your 12 year investment.
I am glad you did what you did when you did it, Your proof as I am from my mistake.
Ready to fly again.
Made in Ohio, more humble each day, Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64031#64031
Attachments:
http://forums.matronics.com//files/40_foot_landing_002_small_676.jpg
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: 180 turn back to runway (first flight) |
Jason
Congratulations. Also thanks for sharing all that information. It is now
clear why you did the 180. At 500 ft AGL you had plenty of altitude to
safely do the 180 with even some margin for error.
As a Rotax alternative proponent I'm very interested in your BMW. When
you get time please explore your engine capabilities and share them with
us. Of particular interest are cost, custom work that had to be
performed to mount the engine, weight and noise/vibration. Height of
thrust line above boom tube. High or low mount gear box and reduction
ratio. Also send photos. As for performance we would like to know climb
rate, cruise speeds with percent power and RPM, fuel burn at cruise.
I know I'm asking allot and don't expect everything right away. Allot of
this is from what people have asked me. Engine choices are very
important and can be very costly (Rotax 912). Reliability is also a
major concern, if you are traveling over inhospitable country it may be
the most important thing and if so most people would be wise to choose
the Rotax 912 "for now". As time goes bye we will find out how reliable
the BMW is on a airplane.
Anyone out there that has other engines please share your experience.
Now that the a (Rotax 912) costs more than the airplane it is a
significant portion of airplane ownership. Most of us can afford to own
a rotax 912 series on a airplane but may choose not to even own a
airplane because they need or want to spend the hard earned dollars
elsewhere. A lower cost engine might open up aviation for a lot more
people.
Thanks again and congratulations
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: Jason Omelchuck
To: 'Kolb-List Digest Server'
Sent: Tuesday, September 26, 2006 1:19 PM
Subject: Kolb-List: 180 turn back to runway (first flight)
Hello all,
Many of you have commented about my 180 back to the runway after an
engine out on the first flight. So as not to encourage this activity at
the wrong time, let me expound on the story. I had 5000 of runway and
no wind. I lifted of in the first 500' of runway. At the departure end
of the runway, I had 500 or more feet of altitude. When the engine
quit, I was able to drop the nose at will and build the airspeed up to
to a good flying speed. To be honest, I don't know what that speed was,
I was too busy flying the airplane (and obviously had the runway made)
to look but my guess was it was about 65. I landed in the first 1/3 of
the departure end of the runway, so by my (thumbnail) calculations it
would have been a lot more exciting if I had been flying out of runway
that was 3000' or less. This runway was picked by design, many of the
local ultralighters told me it was too busy so it was not a good runway
to test fly out of. At this point I am glad I listened to myself and
selected a runway that is not only 5000' long but has no obstructions on
either end. The short story is that on the first flight, have a plan
and make sure your surroundings allow for a huge margin of error.
Either that or be much much wiser than I am and be 100% sure that
everything and every system on your airplane will perform to 100%, 100%
of the time (even though it has never flown before) :).
Jason
MKIIIC BMW R100
Portland OR
________________________________________________________________________________
| Subject: | 2006 Kolb Homecoming Photos |
| From: | "John Williamson" <kolbrapilot1(at)comcast.net> |
I just added some photos of the trip to TNK Homecoming to my website.
It rained once and the tent never leaked. I still had a great time.
http://home.comcast.net/~kolbrapilot1/
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64099#64099
Attachments:
http://forums.matronics.com//files/img_0134_642.jpg
________________________________________________________________________________
| Subject: | Not-so-cheap thrills |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Man, this is almost as good as thereal thing without the "Possum" fear factor.
Too bad it costs around the same price as a new Firestar!
High speed internet ONLY. THe rest will have to wait, unfortunatly!
http://gizmodo.com/gadgets/gadgets/remote-flying-with-vr-goggles-and-a-camera-202964.php
Ohio Ralph
P.S. It is pretty close to the quality of the river run from Possum!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64101#64101
________________________________________________________________________________
| Subject: | Re: Not-so-cheap thrills |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
THis one is also no slow internet. It is a luxury we cannot afford, at least very
often and in these ways. Still interesting to watch. Sorry. I'm not trying
to turn this into a RC video site. Just thought it was pretty amazing.
Ohio Ralph
http://video.google.fr/videoplay?docid=4410783374249173794&hl=fr
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64108#64108
________________________________________________________________________________
| Subject: | Re: Not-so-cheap thrills |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
OK, Last one. Only reason its here is because of the rolls!
Ohio Ralph
http://video.google.fr/videoplay?docid=-6884817858714442651&hl=fr
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64109#64109
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
I have a 912UL I was checking my plugs and they look white. I've never had a
4 stroke before but in a 2 stroke it would be too lean. Do the same colors
mean the same things in a 4 stroke?
________________________________________________________________________________
| Subject: | Flutter Question |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Kolb Friends -
I suspect I've had my first encounter with flutter on my Mark-3.
Not sure - that's why I'm asking this question: Can aileron flutter
happen in short bursts (like, durations less than one second)?
I was flying this morning in mildly turbulent air. Cruise power,
straight & level at about 65 mph indicated. I encountered a sudden
burst of vibration in the airframe that felt like (if you can picture
this) someone threw a big glop of oatmeal thru the prop. Just one short
burst - not a continuous vibration. At first I thought something soft
went thru my prop, like a rag or something.
Lemme tell you - this is something that will make you sit bolt upright,
eyes wide, and make you wonder, "What the heck was THAT?"
My plane IS equipped with the aileron counterbalance rods (thanks again,
J.Hauck), but they are slightly shortened to accommodate wing folding.
This happened four different times in my 1.2 hour flight. Aside from
that, everything was working fine (engine), and my postflight inspection
revealed no anomalies. Except ...
I had repaired some fabric on the outboard trailing edge of the right
aileron a week before this flight. In doing so, the outboard six inches
of aileron gap seal fabric (I use bookbinding tape) was removed. And
not re-installed, after the fabric fix. I suspect the new airflow
pattern due to the missing tape, plus the extra weight of the fabric
patch/paint on the aileron, was enough to initiate the flutter.
Anybody think this could be the cause?
I will definitely reinstall the gap seal tape before next flight - see
if that cures the problem.
Dennis Kirby
Cedar Crest, NM
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Flutter Question |
Possibly aileron flutter. Watch it. If it flutters, you can see it. I had
some rudder flutter, but it was sort of long duration, not so much a flutter
as a waggle. But totally unacceptable. And it only happened if you took your
feet off the pedals. Replace that tape muy pronto and see how it does.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
Sent: Tuesday, September 26, 2006 5:06 PM
Subject: Kolb-List: Flutter Question
>
>
> Kolb Friends -
>
> I suspect I've had my first encounter with flutter on my Mark-3.
> Not sure - that's why I'm asking this question: Can aileron flutter
> happen in short bursts (like, durations less than one second)?
>
> I was flying this morning in mildly turbulent air. Cruise power,
> straight & level at about 65 mph indicated. I encountered a sudden
> burst of vibration in the airframe that felt like (if you can picture
> this) someone threw a big glop of oatmeal thru the prop. Just one short
> burst - not a continuous vibration. At first I thought something soft
> went thru my prop, like a rag or something.
>
> Lemme tell you - this is something that will make you sit bolt upright,
> eyes wide, and make you wonder, "What the heck was THAT?"
>
> My plane IS equipped with the aileron counterbalance rods (thanks again,
> J.Hauck), but they are slightly shortened to accommodate wing folding.
>
> This happened four different times in my 1.2 hour flight. Aside from
> that, everything was working fine (engine), and my postflight inspection
> revealed no anomalies. Except ...
>
> I had repaired some fabric on the outboard trailing edge of the right
> aileron a week before this flight. In doing so, the outboard six inches
> of aileron gap seal fabric (I use bookbinding tape) was removed. And
> not re-installed, after the fabric fix. I suspect the new airflow
> pattern due to the missing tape, plus the extra weight of the fabric
> patch/paint on the aileron, was enough to initiate the flutter.
>
> Anybody think this could be the cause?
>
> I will definitely reinstall the gap seal tape before next flight - see
> if that cures the problem.
>
> Dennis Kirby
> Cedar Crest, NM
>
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Flutter Question |
Dennis, You say the counter balances were shortened. Are they still in
balance? If in doubt, disconnect your aileron push rods at the aileron bell
crank and check. The combination of patch and shortening could very well be
the cause of a flutter episode. It certainly sounds exactly like my first
flutter incident. Airspeed was about the same, and it did come and go like
that at first. I had no counter weights. Installing them and doing a careful
balance has the flutter threshold beyond 120 mph, now.
Rick
On 9/26/06, Kirby Dennis Contr MDA/AL wrote:
>
> Dennis.Kirby(at)kirtland.af.mil>
>
> Kolb Friends -
>
> I suspect I've had my first encounter with flutter on my Mark-3.
> Not sure - that's why I'm asking this question: Can aileron flutter
> happen in short bursts (like, durations less than one second)?
>
> I was flying this morning in mildly turbulent air. Cruise power,
> straight & level at about 65 mph indicated. I encountered a sudden
> burst of vibration in the airframe that felt like (if you can picture
> this) someone threw a big glop of oatmeal thru the prop. Just one short
> burst - not a continuous vibration. At first I thought something soft
> went thru my prop, like a rag or something.
>
> Lemme tell you - this is something that will make you sit bolt upright,
> eyes wide, and make you wonder, "What the heck was THAT?"
>
> My plane IS equipped with the aileron counterbalance rods (thanks again,
> J.Hauck), but they are slightly shortened to accommodate wing folding.
>
> This happened four different times in my 1.2 hour flight. Aside from
> that, everything was working fine (engine), and my postflight inspection
> revealed no anomalies. Except ...
>
> I had repaired some fabric on the outboard trailing edge of the right
> aileron a week before this flight. In doing so, the outboard six inches
> of aileron gap seal fabric (I use bookbinding tape) was removed. And
> not re-installed, after the fabric fix. I suspect the new airflow
> pattern due to the missing tape, plus the extra weight of the fabric
> patch/paint on the aileron, was enough to initiate the flutter.
>
> Anybody think this could be the cause?
>
> I will definitely reinstall the gap seal tape before next flight - see
> if that cures the problem.
>
> Dennis Kirby
> Cedar Crest, NM
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Re: Not-so-cheap thrills |
At 06:51 PM 9/26/2006, you wrote:
>
>Man, this is almost as good as thereal thing without the "Possum"
>fear factor. Too bad it costs around the same price as a new Firestar!
>
>High speed internet ONLY. THe rest will have to wait, unfortunatly!
>
>http://gizmodo.com/gadgets/gadgets/remote-flying-with-vr-goggles-and-a-camera-202964.ph
So how much does it cost - I couldn't find out?
Would be nice to have the camera off my head and
on the wing tip, tail or nose etc. I's pretty light. I think
I could rig the servos - they're pretty strong in some RC's.
I know how it works with the gyros & all.
And don't have a problem flying with the goggles (redone)
anything below my nose is not a problem to watch and
fly at the same time. The screen I've got now sits just
to the right and below my nose. I'll bet I could rig up a
"Heads up Display" easier than you think.
________________________________________________________________________________
| From: | "Jeff Nelson" <jenelson1(at)hotmail.com> |
Hi All
First thanks for the response to the panel question. I have made a new
panel for mine and hope to get pictures soon. I have a couple of more
questions.
One is the tailwheel? What was standard and what do you all use?
Stearable? Fixed? Mine looks kind of crude and is falling apart. I
will fix the one I have but might look at lighter solutions as well.
The second question is fuel. I will be getting this licensed in LSA and
would like a little more fuel than 5 Gallons. What do you all use?
There was a second tank on this but it was a round tank in right behind
the sling seat and was worried if I had an accident or incident it could
do some damage to my person. also the seat is much more comfortable
with it out.
Just to remind you this is a Firestar KXP with 503.
Thanks
Jeff Nelson
Middleton, WI
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Flutter Question |
Rick
You keep saying 120 MPH!!!! I suspect your airspeed indicator is giving
you higher readings than actual speeds. The published VNE on a MKIIIc is
100 MPH. If I remember the other speeds correctly you were quoting were
a bit high for the engine you are running. That was a 582? Any way, if
you really were going 120 MPH then you are a very lucky individual. I
would not recommend that anyone try to duplicate this feat unless you
are trying to rip your wings off.
My $.02 worth.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Tuesday, September 26, 2006 10:47 PM
Subject: Re: Kolb-List: Flutter Question
Dennis, You say the counter balances were shortened. Are they still in
balance? If in doubt, disconnect your aileron push rods at the aileron
bell crank and check. The combination of patch and shortening could very
well be the cause of a flutter episode. It certainly sounds exactly like
my first flutter incident. Airspeed was about the same, and it did come
and go like that at first. I had no counter weights. Installing them and
doing a careful balance has the flutter threshold beyond 120 mph, now.
Rick
________________________________________________________________________________
| From: | David Downey <planecrazydld(at)yahoo.com> |
| Subject: | Re: Flutter Question |
Hi Dennis;
You may have identified the primary cause but eventual loosening of structural
assemblies due to use and wear can also bring flutter on.
Kirby Dennis Contr MDA/AL wrote:
Kolb Friends -
I suspect I've had my first encounter with flutter on my Mark-3.
Not sure - that's why I'm asking this question: Can aileron flutter
happen in short bursts (like, durations less than one second)?
I was flying this morning in mildly turbulent air. Cruise power,
straight & level at about 65 mph indicated. I encountered a sudden
burst of vibration in the airframe that felt like (if you can picture
this) someone threw a big glop of oatmeal thru the prop. Just one short
burst - not a continuous vibration. At first I thought something soft
went thru my prop, like a rag or something.
Lemme tell you - this is something that will make you sit bolt upright,
eyes wide, and make you wonder, "What the heck was THAT?"
My plane IS equipped with the aileron counterbalance rods (thanks again,
J.Hauck), but they are slightly shortened to accommodate wing folding.
This happened four different times in my 1.2 hour flight. Aside from
that, everything was working fine (engine), and my postflight inspection
revealed no anomalies. Except ...
I had repaired some fabric on the outboard trailing edge of the right
aileron a week before this flight. In doing so, the outboard six inches
of aileron gap seal fabric (I use bookbinding tape) was removed. And
not re-installed, after the fabric fix. I suspect the new airflow
pattern due to the missing tape, plus the extra weight of the fabric
patch/paint on the aileron, was enough to initiate the flutter.
Anybody think this could be the cause?
I will definitely reinstall the gap seal tape before next flight - see
if that cures the problem.
Dennis Kirby
Cedar Crest, NM
Dave Downey
in SE PA
Carpe Tigercubium
---------------------------------
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Flutter Question |
Rick, 120 mph was what I got off the GPS while testing the aileron counter
balance installation. During that brief excursion into the red zone, my
discomfort level was in the red zone, too, but upon post flight inspection,
I found no evidence of seat damage. :-) I would never recommend anything
over mid yellow (max smooth air cruise speed), about 95 mph. To be honest,
my goal was to get 10% over redline, but I made a bad entry into a chandelle
and got too steep coming out. Needless to say I pulled back on the stick
very, very gently.
Rick
On 9/26/06, Richard & Martha Neilsen wrote:
>
> Rick
>
> You keep saying 120 MPH!!!! I suspect your airspeed indicator is giving
> you higher readings than actual speeds. The published VNE on a MKIIIc is 100
> MPH. If I remember the other speeds correctly you were quoting were a bit
> high for the engine you are running. That was a 582? Any way, if you really
> were going 120 MPH then you are a very lucky individual. I would not
> recommend that anyone try to duplicate this feat unless you are trying to
> rip your wings off.
>
> My $.02 worth.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> *From:* Richard Girard
> *To:* kolb-list(at)matronics.com
> *Sent:* Tuesday, September 26, 2006 10:47 PM
> *Subject:* Re: Kolb-List: Flutter Question
>
> Dennis, You say the counter balances were shortened. Are they still in
> balance? If in doubt, disconnect your aileron push rods at the aileron bell
> crank and check. The combination of patch and shortening could very well be
> the cause of a flutter episode. It certainly sounds exactly like my first
> flutter incident. Airspeed was about the same, and it did come and go like
> that at first. I had no counter weights. Installing them and doing a careful
> balance has the flutter threshold beyond 120 mph, now.
>
> Rick
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Blumax008(at)aol.com |
| Subject: | Re: 180 turn back to runway (first flight) |
In a message dated 9/26/2006 1:47:40 P.M. Eastern Standard Time,
flht99reh(at)columbus.rr.com writes:
As Possum best put it (but not a quote) "thats what makes this an
interesting sport..the danger."
Simply put...the expression is "to paraphrase" when you're not quoting
verbatim.
No offense.
Wild Bill...the killer of two Trikes in one day.
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
| Subject: | Re: Flutter Question |
Dave
Did you re-balance after shortening the rods and reworking the
aeliron? Could be it.
CARPE KOLBIUM!
Russ
do noit archive
On Sep 27, 2006, at 6:22 AM, David Downey wrote:
> Hi Dennis;
> You may have identified the primary cause but eventual loosening of
> structural assemblies due to use and wear can also bring flutter on.
>
>
> Kirby Dennis Contr MDA/AL wrote:
>
> Kolb Friends -
>
> I suspect I've had my first encounter with flutter on my Mark-3.
> Not sure - that's why I'm asking this question: Can aileron flutter
> happen in short bursts (like, durations less than one second)?
>
> I was flying this morning in mildly turbulent air. Cruise power,
> straight & level at about 65 mph indicated. I encountered a sudden
> burst of vibration in the airframe that felt like (if you can picture
> this) someone threw a big glop of oatmeal thru the prop. Just one
> short
> burst - not a continuous vibration. At first I thought something soft
> went thru my prop, like a rag or something.
>
> Lemme tell you - this is something that will make you sit bolt
> upright,
> eyes wide, and make you wonder, "What the heck was THAT?"
>
> My plane IS equipped with the aileron counterbalance rods (thanks
> again,
> J.Hauck), but they are slightly shortened to accommodate wing folding.
>
> This happened four different times in my 1.2 hour flight. Aside from
> that, everything was working fine (engine), and my postflight
> inspection
> revealed no anomalies. Except ...
>
> I had repaired some fabric on the outboard trailing edge of the right
> aileron a week before this flight. In doing so, the outboard six
> inches
> of aileron gap seal fabric (I use bookbinding tape) was removed. And
> not re-installed, after the fabric fix. I suspect the new airflow
> pattern due to the missing tape, plus the extra weight of the
> Dave Downey
> in SE PA
> Carpe Tigercubium
>
> Get your own web address for just $1.99/1st yr. We'll help.
>
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Rotax 912 alternatives DVD |
Of interest to those researching alternative engine choices to the Rotax
912 ! (A targeted advertisement)
HomebuiltHelp has just released a new DVD that compiles
interviews/demonstrations from 7 engine vendors that compete with the
912 class of engine (Stratus Subaru, Jabiru, Rotec radial, AeroVee,
Wynne Corvair, Raven Redrive, and Great Plains VW).
This is a great one stop video catalog with footage contributed by these
vendors to HomebuiltHELP for the purpose of educating the homebuilder on
the most popular engine alternatives in the 80-120 hp range.
Complete details can be found at
http://homebuilthelp.com/The912Competition.htm
Thanks!
________________________________________________________________________________
| From: | "Dave & Eve Pelletier" <pelletier(at)cableone.net> |
| Subject: | Re: Flutter Question |
Dennis,
You've got enough responses to your question without me adding two
cents. But I'm addressing the shrotened countrerbalance weights. I had the
same problem on my Firestar - too long to get into the trailer. You can
drill holes to mount the weights in the "correct" length, then when you're
getting ready to store the plane in the trailer, remove the bolts, drop the
rods down to where they are now and temporarily re-bolt them. That's what I
did with my Firestar. You only have to remove and replace two bolts so it's
not like a major job.
AzDave
> My plane IS equipped with the aileron counterbalance rods (thanks again,
> J.Hauck), but they are slightly shortened to accommodate wing folding.
>
> Dennis Kirby
> Cedar Crest, NM
>
>
>
________________________________________________________________________________
| From: | "Jon Croke" <jon(at)joncroke.com> |
| Subject: | Rotax 912 alternatives DVD |
I received comments that the link for the 912 alternatives DVD web page
did not work in that last message... so just one last chance to try:
http://homebuilthelp.com/The912Competition.htm
Thanks
Of interest to those researching alternative engine choices to the Rotax
912 ! (A targeted advertisement)
HomebuiltHelp has just released a new DVD that compiles
interviews/demonstrations from 7 engine vendors that compete with the
912 class of engine (Stratus Subaru, Jabiru, Rotec radial, AeroVee,
Wynne Corvair, Raven Redrive, and Great Plains VW).
This is a great one stop video catalog with footage contributed by these
vendors to HomebuiltHELP for the purpose of educating the homebuilder on
the most popular engine alternatives in the 80-120 hp range.
________________________________________________________________________________
| Subject: | Re: 180 turn back to runway (first flight) |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Well "wild Bill", you said, and I quote:
"Simply put...the expression is "to paraphrase" when you're not quoting verbatim.
No offense.
Wild Bill...the killer of two Trikes in one day. "
I ain't much on any of them para's. This is a Kolb website we have real wings and
a body on our aircraft. And I wasn't quoting "verbatim", I was loosly quoting
Possum. I think he would be offended if he were confused with someone named
verbatim.
Now normally a man called "Wild Bill" wouldn't scare me and I'd just as soon help
ya put that Para thingy right back on y'r trike. But then I got to thinking
and when I read "killer of two trikes in one day." I determined that perhaps
you are not a fully equiped individual that one would care to mess with. I mean,
two...! In one day! I delt with the hardest core bikers out there and I have
to say, not a one has ever taken credit for going down twice in one day. You
scare me!
No offense taken, Mr. Wild Bill!
Do not archive!
Quivering in my boots here in Ohio...no name, or address!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64330#64330
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
| Subject: | Another Trike Killer huh? |
At 03:47 PM 9/27/2006, you wrote:
>
>Well "wild Bill", you said, and I quote:
>
>Wild Bill...the killer of two Trikes in one day. "
I've shot a few down myself.
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: Flutter Question |
Dennis,
You didn't mention feeling the flutter on the stick. Before I installed
counter balances on my MK3 I encountered flutter at about 85 mph and it was
very evident in the stick.
A vibration in the airframe can come from a miss in the engine. My first
and only experience with carb ice on the 912 caused a couple of short bursts
of vibration due to the engine missing as the ice broke loose. This
happened twice in about a 15 minute period.
Steven
Subject: Kolb-List: Flutter Question
>
> Kolb Friends -
>
> I suspect I've had my first encounter with flutter on my Mark-3.
> Not sure - that's why I'm asking this question: Can aileron flutter
> happen in short bursts (like, durations less than one second)?
>
> I was flying this morning in mildly turbulent air. Cruise power,
> straight & level at about 65 mph indicated. I encountered a sudden
> burst of vibration in the airframe that felt like (if you can picture
> this) someone threw a big glop of oatmeal thru the prop. Just one short
> burst - not a continuous vibration. At first I thought something soft
> went thru my prop, like a rag or something.
>
> Lemme tell you - this is something that will make you sit bolt upright,
> eyes wide, and make you wonder, "What the heck was THAT?"
>
> My plane IS equipped with the aileron counterbalance rods (thanks again,
> J.Hauck), but they are slightly shortened to accommodate wing folding.
>
> This happened four different times in my 1.2 hour flight. Aside from
> that, everything was working fine (engine), and my postflight inspection
> revealed no anomalies. Except ...
>
> I had repaired some fabric on the outboard trailing edge of the right
> aileron a week before this flight. In doing so, the outboard six inches
> of aileron gap seal fabric (I use bookbinding tape) was removed. And
> not re-installed, after the fabric fix. I suspect the new airflow
> pattern due to the missing tape, plus the extra weight of the fabric
> patch/paint on the aileron, was enough to initiate the flutter.
>
> Anybody think this could be the cause?
>
> I will definitely reinstall the gap seal tape before next flight - see
> if that cures the problem.
>
> Dennis Kirby
> Cedar Crest, NM
>
>
________________________________________________________________________________
| Subject: | Kolb Flight Simulator FireFly |
| From: | "LouB" <LBuckley122(at)comcast.net> |
I wonder how the Flight simulator model of the Kolb Firefly by Byron Warwick compares
with the actual flight behavior of the Firefly with a Rotax 447 engine.
It is a freeware model and it seems enjoyable to fly but how does it compare
to the real thing???
Thanks for the input.
Lou
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64399#64399
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
From: Jay D <jaydew(at)localnet.com>
Subject: [cgshawk] Tinted Lexan
FYI, if anyone is interested, I found the best price on .062
tinted lexan at
Bruce Plastics Inc
1061 Highway 109 N, Gallatin, TN 37066
(615) 452-7757
(615) 452-7672 (fax)
(800) 952-7757 (toll-free) PHONE
4x8 sheets for $69 ea.
Jay D
________________________________________________________________________________
| Subject: | Re: Flutter Question |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< You say the counter balances were shortened. Are they still in
balance? Installing them and doing a careful balance has the flutter
threshold beyond 120 mph, now. Rick G >>
Rick -
My counterbalance rods are about 2 inches shorter from the 100% balanced
length. That would still yield at least 80% balanced - way better than
nothing, but ... maybe not enough.
Your Kolb can go 120? WOW - Impressive!
At WOT, my Mark-III does somewhere between 70 and 75.
Dennis Kirby
________________________________________________________________________________
| From: | David Downey <planecrazydld(at)yahoo.com> |
| Subject: | Re: Flutter Question |
flutter is not a linear phenomenon. 80% arm length may not be 80% effectivness...
<< You say the counter balances were shortened. Are they still in
balance? Installing them and doing a careful balance has the flutter
threshold beyond 120 mph, now. Rick G >>
Rick -
My counterbalance rods are about 2 inches shorter from the 100% balanced
length. That would still yield at least 80% balanced - way better than
nothing, but ... maybe not enough.
Your Kolb can go 120? WOW - Impressive!
At WOT, my Mark-III does somewhere between 70 and 75.
Dennis Kirby
Dave Downey
in SE PA
Carpe Tigercubium
---------------------------------
________________________________________________________________________________
| Subject: | Flutter, or Carb Ice? |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
(I changed the Subject line ...)
<< You didn't mention feeling the flutter on the stick. Before I
installed counter balances on my MK3 I encountered flutter at about 85
mph and it was very evident in the stick. A vibration in the airframe
can come from a miss in the engine. My first and only experience with
carb ice on the 912 caused a couple of short bursts of vibration due to
the engine missing as the ice broke loose. This happened twice in about
a 15 minute period. Steven Green >>
Hi, Steven -
Thanks for your input - what I encountered sounds very much like the
carb ice incident you describe.
Reason: I don't recall feeling any unusual vibration in the stick.
And from your description, it sounds like I could not have MISSED it, if
it was the aileron fluttering.
On that day, I was flying within 500 feet of cloud bottoms, temps around
60 degrees - classic conditions for carb ice (in hindsight). I was also
flying for extended periods at a constant power setting. (I was
conducting fuel burn trials - was trying to keep the RPMs constant.)
I wonder if changing power settings occasionally might help here, when
flying in high-carb-ice-likelihood conditions?
Dennis Kirby
Mk-III, 912ul, 58 hrs TT
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Flutter Question |
Yours will probably go that fast if you point it down enough. I don't
recommend it and I only did it once. It did satisfy me that I don't need to
worry about flutter of the ailerons anymore.
It's a shame you didn't get a look at the ailerons when you felt what you
thought was flutter. If I can ever find the short scrap of flim my buddy
took of the second incident, i'll post it.
Rick
On 9/28/06, Kirby Dennis Contr MDA/AL wrote:
>
> Dennis.Kirby(at)kirtland.af.mil>
>
> << You say the counter balances were shortened. Are they still in
> balance? Installing them and doing a careful balance has the flutter
> threshold beyond 120 mph, now. Rick G >>
>
> Rick -
>
> My counterbalance rods are about 2 inches shorter from the 100% balanced
> length. That would still yield at least 80% balanced - way better than
> nothing, but ... maybe not enough.
>
> Your Kolb can go 120? WOW - Impressive!
> At WOT, my Mark-III does somewhere between 70 and 75.
>
> Dennis Kirby
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Hi,
I am happy to report that Dart (Firestar II) after an extreme amount
of money has taken to the air again. Almost every thing is new. I did
have a head scratcher with a fuel problem which I will explain later. My
much neglected wife needs my presence.
Larry
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
As I mentioned earlier I finished the Firestar to the point that I could
get her back in the air. As you might remember I had to make an off
field landing in the first part of May and ended up on my back with my
wheels in the air.
The only real damage to the structure was the tube that the rudder
pedals set on. The fabric was trashed in transporting it to a trailer
across hill and dale. I found when I recovered it that auto paint and
stitts fabric apparently do not mix well. At least that was the AD that
came with my covering kit. The paint of course was auto paint. I had
wanted to recover it this winter any way. Just not at the beginning of
summer.
I decided that if I was going to have to traverse this hostile terrain
then I would need bigger tires, less air. I got some rims from Thom, put
800x6 on them. Got some new landing gear from Terry Davis. Next was a
new pod from TNK, EIS with a remote which I mounted on the stick grip
(new)( Thanks John Williamson for the idea). I made a gascolater (Jim
Heffner) ordered new tubing, pulse line, ELT, ( so the wife can find me)
Strobes, new Warp Drive prop, new fuel sending tubes, (still don't work,
wrong solution to the problem obviously).
I spent about a month and half working on getting the new place squared
away, and getting ready for the winter to come. Then finally on Aug 18
Roger Hankins came over to help me get started. We worked 16 hours a day
for 8 or 9 days getting the covering on. After that of course came the
paint process. Unfortunately due to desert conditions the paint is not
as perfect as the covering job, but it will do nicely.
So today I finally got every thing ready to test fly. I set my new prop
to 9 degrees (6200 on ground) and as I was getting ready to taxi,
noticed that there was something wrong with the fuel delivery. It seemed
to level out. I tried extended runs with the plane chained to the
tractor, but the prop was picking up rocks from the ground and I had to
quit. Karen went half way down the runway to watch, and I gave it full
throttle and took off. I got up a couple hundred feet and the rpm's cut
back. I whipped around and put it on the ground and taxied back to the
hanger. To make a long story shorter, I first changed the main jet. (
needed to do that since I had remover the silencer) flew and had the
same problem. Cut out the gascolater, same. changed the pulse pump-same,
cut out the lines going to the gas selector - same, cut out the squeeze
bulb- bingo! That was a brand new bulb purchased from Aircraft Spruce to
replace the old one. It appeared to work ok, but apparently there was a
problem with the check valve in it. I could run at reduced rpm's just
not enough to climb. Lucky for me that it would at least keep on running
enough to get me around to the runway to land or I would have had
another sage brush landing again. Don't need that at all.
I am going to be tied up for tomorrow, but Sat will be when I can get to
her again and do some of the finish odds and ends left to do. I am going
to have to reset my prop a little less pitch, and then I will be able to
evaluate what the new warp will do. Daryl claimed that it would increase
my speed by about 10 MPH. I got the one with the nickel leading edge and
the mod to the tip. That particular mod cost me an extra 110 bucks
Its good to be back in the sky again!
Larry, Oregon
________________________________________________________________________________
| From: | "Bob Dalton" <wiserguy(at)comcast.net> |
Larry,
Wow, you have been busy! Way to go, looking good!
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Larry Cottrell
Sent: Thursday, September 28, 2006 8:02 PM
Subject: Kolb-List: Dart flys again
Hi,
I am happy to report that Dart (Firestar II) after an extreme amount of
money has taken to the air again. Almost every thing is new. I did have a
head scratcher with a fuel problem which I will explain later. My much
neglected wife needs my presence.
Larry
________________________________________________________________________________
| Subject: | Re: 180 turn back to runway (first flight) |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
Just thought I'd mention another factor - after the 180 turn is completed.
I fly regional RPT in a twin turbo prop and often, to fit in with noise abatement,
ATC flow etc we land on a runway with a tailwind up to 10 knots (greater than
10 knots they change the runway). In addition, whilst it may be at or below
10 knots tailwind on the ground, even 100 feet above the runway the wind can
be stronger, so more tailwind !
The effect of a gust is very noticeable as it is now performance reducing, ie your
indicated airspeed will drop with a gust of wind from the rear. So your lift
drops proportionaly and without recovery action you sure sink quick ! But if
you've turned back due to an engine failure your 'recovery' options would be
limited to whatever performance margin / energy you have left over the stall
speed in your current configeration.
I hate downwind landings ! They just don't feel right, and I'm talking about final
approach speeds of around 100 to 120 knots so a 10 knot gust is a relatively
small proportion that you can handle, though sometimes the landing is more
an 'arrival', if you know what I mean ;-)
In a kolb with much less 'energy' reserves it could be a quite different matter.
Nb. I'm talking theoreticaly here as I have not yet got any experience in anything
as light as the Kolb. But, nevertheless, a turn back decision, a decision
which has to me made fairly quickly, might not be the best decision even given
the positive repies of earlier posts.
Safe flying all. David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64610#64610
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: fuel troubles |
Larry, My outcome was a bit better than yours when my primer bulb went south
as I was still over the runway. It's been noted here by others how
vulnerable the fuel system is with a primer bulb in the main fuel line. The
solution, one of many, I'm sure, is well documented, just put a bypass line
around the bulb so fuel will flow if the check valves jam up and pinch this
line off when the primer bulb is needed. The only problem I've found with
this is that Bing blue fuel line is stout stuff. My solution to my weak
fingers is to put in an inline valve (CPS part no. 7215) into the bypass
line and a nylon tie to lock the valve in the open position for flight (I
had one vibrate closed on my Kasperwing). Less than $20 for the valve, tees,
and clamps.
Congrats on getting back into the air and finding the problem, too.
Rick
On 9/28/06, Larry Cottrell wrote:
>
> As I mentioned earlier I finished the Firestar to the point that I could
> get her back in the air. As you might remember I had to make an off field
> landing in the first part of May and ended up on my back with my wheels in
> the air.
>
> The only real damage to the structure was the tube that the rudder pedals
> set on. The fabric was trashed in transporting it to a trailer across hill
> and dale. I found when I recovered it that auto paint and stitts fabric
> apparently do not mix well. At least that was the AD that came with my
> covering kit. The paint of course was auto paint. I had wanted to recover it
> this winter any way. Just not at the beginning of summer.
>
> I decided that if I was going to have to traverse this hostile terrain
> then I would need bigger tires, less air. I got some rims from Thom, put
> 800x6 on them. Got some new landing gear from Terry Davis. Next was a new
> pod from TNK, EIS with a remote which I mounted on the stick grip (new)(
> Thanks John Williamson for the idea). I made a gascolater (Jim Heffner)
> ordered new tubing, pulse line, ELT, ( so the wife can find me) Strobes, new
> Warp Drive prop, new fuel sending tubes, (still don't work, wrong solution
> to the problem obviously).
>
> I spent about a month and half working on getting the new place squared
> away, and getting ready for the winter to come. Then finally on Aug 18 Roger
> Hankins came over to help me get started. We worked 16 hours a day for 8 or
> 9 days getting the covering on. After that of course came the paint process.
> Unfortunately due to desert conditions the paint is not as perfect as the
> covering job, but it will do nicely.
>
> So today I finally got every thing ready to test fly. I set my new prop to
> 9 degrees (6200 on ground) and as I was getting ready to taxi, noticed that
> there was something wrong with the fuel delivery. It seemed to level out. I
> tried extended runs with the plane chained to the tractor, but the prop was
> picking up rocks from the ground and I had to quit. Karen went half way down
> the runway to watch, and I gave it full throttle and took off. I got up a
> couple hundred feet and the rpm's cut back. I whipped around and put it on
> the ground and taxied back to the hanger. To make a long story shorter, I
> first changed the main jet. ( needed to do that since I had remover the
> silencer) flew and had the same problem. Cut out the gascolater, same.
> changed the pulse pump-same, cut out the lines going to the gas selector -
> same, cut out the squeeze bulb- bingo! That was a brand new bulb purchased
> from Aircraft Spruce to replace the old one. It appeared to work ok, but
> apparently there was a problem with the check valve in it. I could run at
> reduced rpm's just not enough to climb. Lucky for me that it would at least
> keep on running enough to get me around to the runway to land or I would
> have had another sage brush landing again. Don't need that at all.
>
> I am going to be tied up for tomorrow, but Sat will be when I can get to
> her again and do some of the finish odds and ends left to do. I am going to
> have to reset my prop a little less pitch, and then I will be able to
> evaluate what the new warp will do. Daryl claimed that it would increase my
> speed by about 10 MPH. I got the one with the nickel leading edge and the
> mod to the tip. That particular mod cost me an extra 110 bucks
>
> Its good to be back in the sky again!
> Larry, Oregon
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Landing light wagger |
Yes, try _info(at)msquaredaircraft.com_ (mailto:info(at)msquaredaircraft.com)
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: fuel troubles |
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
.................................
I got the one with the nickel leading edge and the mod to the tip. That
particular mod cost me an extra 110 bucks
.................................
Larry,
What was the tip mod?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: tip modification |
----- Original Message -----
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
> I got the one with the nickel leading edge and the mod to the tip. That
> particular mod cost me an extra 110 bucks
>
> .................................
>
> Larry,
>
> What was the tip mod?
>
> Jack B. Hart FF004
> Winchester, IN
>
Here is a picture of the modification.
Larry
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: fuel troubles |
Sounds like you are about to get it whipped. And it looks great now.
rp
----- Original Message -----
From: Larry Cottrell
To: Undisclosed-Recipient:;
Sent: Thursday, September 28, 2006 11:59 PM
Subject: Kolb-List: fuel troubles
As I mentioned earlier I finished the Firestar to the point that I
could get her back in the air. As you might remember I had to make an
off field landing in the first part of May and ended up on my back with
my wheels in the air.
The only real damage to the structure was the tube that the rudder
pedals set on. The fabric was trashed in transporting it to a trailer
across hill and dale. I found when I recovered it that auto paint and
stitts fabric apparently do not mix well. At least that was the AD that
came with my covering kit. The paint of course was auto paint. I had
wanted to recover it this winter any way. Just not at the beginning of
summer.
I decided that if I was going to have to traverse this hostile terrain
then I would need bigger tires, less air. I got some rims from Thom, put
800x6 on them. Got some new landing gear from Terry Davis. Next was a
new pod from TNK, EIS with a remote which I mounted on the stick grip
(new)( Thanks John Williamson for the idea). I made a gascolater (Jim
Heffner) ordered new tubing, pulse line, ELT, ( so the wife can find me)
Strobes, new Warp Drive prop, new fuel sending tubes, (still don't work,
wrong solution to the problem obviously).
I spent about a month and half working on getting the new place
squared away, and getting ready for the winter to come. Then finally on
Aug 18 Roger Hankins came over to help me get started. We worked 16
hours a day for 8 or 9 days getting the covering on. After that of
course came the paint process. Unfortunately due to desert conditions
the paint is not as perfect as the covering job, but it will do nicely.
So today I finally got every thing ready to test fly. I set my new
prop to 9 degrees (6200 on ground) and as I was getting ready to taxi,
noticed that there was something wrong with the fuel delivery. It seemed
to level out. I tried extended runs with the plane chained to the
tractor, but the prop was picking up rocks from the ground and I had to
quit. Karen went half way down the runway to watch, and I gave it full
throttle and took off. I got up a couple hundred feet and the rpm's cut
back. I whipped around and put it on the ground and taxied back to the
hanger. To make a long story shorter, I first changed the main jet. (
needed to do that since I had remover the silencer) flew and had the
same problem. Cut out the gascolater, same. changed the pulse pump-same,
cut out the lines going to the gas selector - same, cut out the squeeze
bulb- bingo! That was a brand new bulb purchased from Aircraft Spruce to
replace the old one. It appeared to work ok, but apparently there was a
problem with the check valve in it. I could run at reduced rpm's just
not enough to climb. Lucky for me that it would at least keep on running
enough to get me around to the runway to land or I would have had
another sage brush landing again. Don't need that at all.
I am going to be tied up for tomorrow, but Sat will be when I can get
to her again and do some of the finish odds and ends left to do. I am
going to have to reset my prop a little less pitch, and then I will be
able to evaluate what the new warp will do. Daryl claimed that it would
increase my speed by about 10 MPH. I got the one with the nickel leading
edge and the mod to the tip. That particular mod cost me an extra 110
bucks
Its good to be back in the sky again!
Larry, Oregon
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: fuel troubles |
Congratulations Larry, I hope to see you and the new "Dart at M V next
year and hear some new stories.
Az Bald Eagle
----- Original Message -----
From: Larry Cottrell
To: Undisclosed-Recipient:;
Sent: Thursday, September 28, 2006 8:59 PM
Subject: Kolb-List: fuel troubles
As I mentioned earlier I finished the Firestar to the point that I
could get her back in the air. As you might remember I had to make an
off field landing in the first part of May and ended up on my back with
my wheels in the air.
The only real damage to the structure was the tube that the rudder
pedals set on. The fabric was trashed in transporting it to a trailer
across hill and dale. I found when I recovered it that auto paint and
stitts fabric apparently do not mix well. At least that was the AD that
came with my covering kit. The paint of course was auto paint. I had
wanted to recover it this winter any way. Just not at the beginning of
summer.
I decided that if I was going to have to traverse this hostile terrain
then I would need bigger tires, less air. I got some rims from Thom, put
800x6 on them. Got some new landing gear from Terry Davis. Next was a
new pod from TNK, EIS with a remote which I mounted on the stick grip
(new)( Thanks John Williamson for the idea). I made a gascolater (Jim
Heffner) ordered new tubing, pulse line, ELT, ( so the wife can find me)
Strobes, new Warp Drive prop, new fuel sending tubes, (still don't work,
wrong solution to the problem obviously).
I spent about a month and half working on getting the new place
squared away, and getting ready for the winter to come. Then finally on
Aug 18 Roger Hankins came over to help me get started. We worked 16
hours a day for 8 or 9 days getting the covering on. After that of
course came the paint process. Unfortunately due to desert conditions
the paint is not as perfect as the covering job, but it will do nicely.
So today I finally got every thing ready to test fly. I set my new
prop to 9 degrees (6200 on ground) and as I was getting ready to taxi,
noticed that there was something wrong with the fuel delivery. It seemed
to level out. I tried extended runs with the plane chained to the
tractor, but the prop was picking up rocks from the ground and I had to
quit. Karen went half way down the runway to watch, and I gave it full
throttle and took off. I got up a couple hundred feet and the rpm's cut
back. I whipped around and put it on the ground and taxied back to the
hanger. To make a long story shorter, I first changed the main jet. (
needed to do that since I had remover the silencer) flew and had the
same problem. Cut out the gascolater, same. changed the pulse pump-same,
cut out the lines going to the gas selector - same, cut out the squeeze
bulb- bingo! That was a brand new bulb purchased from Aircraft Spruce to
replace the old one. It appeared to work ok, but apparently there was a
problem with the check valve in it. I could run at reduced rpm's just
not enough to climb. Lucky for me that it would at least keep on running
enough to get me around to the runway to land or I would have had
another sage brush landing again. Don't need that at all.
I am going to be tied up for tomorrow, but Sat will be when I can get
to her again and do some of the finish odds and ends left to do. I am
going to have to reset my prop a little less pitch, and then I will be
able to evaluate what the new warp will do. Daryl claimed that it would
increase my speed by about 10 MPH. I got the one with the nickel leading
edge and the mod to the tip. That particular mod cost me an extra 110
bucks
Its good to be back in the sky again!
Larry, Oregon
-------------------------------------------------------------------------
-----
9/29/2006
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| The enclosure is the same,
| Larry, Or
Larry C:
I have discovered, over the years, the static position of the ailerons
will not be the same as the flying position. In flight, with air
flowing over the wing, the ailerons are pushed down somewhat. When
the ailerons become only slightly drooped, they will, in turn, cause
the nose of the aircraft to pitch down.
Someone else mentioned larger tires causing more nose down pitch, as
well as a Warp Drive producing more thrust and more nose down pitch.
I certainly agree with this. However, you may be able to overcome
this change with a little more up aileron.
It is easy for us mkIII flyers to experiement with the flaps and see
the results. That is how I discovered the air flow pushing down on
flaps and ailerons on my mkIII.
Take care,
john h
mkIII (got power, but not yet installed)
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Re: Landing light wagger |
Thanks for the info Delete my last email to you
Thanks a Bunch I bet they will see me coming in for a landing now
Ellery
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Primer bulb bypass |
This is the primer bulb plumbing I used in my Mk 3. Works great and no more
cramped fingers trying to clamp the bypass line closed.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: trim - Engine Washers |
From: "Larry Cottrell" <lcottrell(at)fmtcblue.com>
.............................
My question is the amount and number of washers under the motor. (plans are
a bit vague) Perhaps the angle of the motor is forcing it down.
.............................
Larry,
Number of washers can be determined by used of the slip indicator in level
flight.
Check out:
http://www.thirdshift.com/jack/firefly/firefly56.html
This will remove P-factor slip at cruise speed.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: trim - Engine Washers |
| My question is the amount and number of washers under the motor.
(plans are
| a bit vague) Perhaps the angle of the motor is forcing it down.
|
| .............................
|
| Larry
Larry:
Yes, a high mounted pusher will definitely push the nose down. Look
at it as a long lever with the thrust on the end of it. My mkIII
needs a lot of nose up trim at cruise, although I have lowered the
leading edge of the horizontal stabilizer somewhat. However, when I
pull the power off or shut the engine down, the aircraft is trimmed up
perfect in pitch and yaw without the aid of forced trim or trim tabs.
Also have to remember how and where the prop wash hits the tail
section. From my experimentation, the prop wash is what we are
working against, not angle of thrust. I did the angle of thrust
experiements many years ago on my FS, primarily to eliminate the
requirement for trim tabs. When it was all over, I put a trim tab on
the rudder, elevator, and aileron. My FS was trimmed out perfectly
and the the trim tabs were not noticeable. In fact, the aircraft won
several nice awards including the small trim tabs.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Kolbra at the Airshow |
| From: | "John Williamson" <kolbrapilot1(at)comcast.net> |
Hi All,
Here are some photos taken the the Alliance Airshow, Fort Worth, TX this Saturday
and Sunday. We had over 200,000 people come out and look at the airplanes and
Airshow.
To keep this Kolb related, look at the first photo.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65096#65096
Attachments:
http://forums.matronics.com//files/img_0274_547.jpg
http://forums.matronics.com//files/img_0269_110.jpg
http://forums.matronics.com//files/img_0266_876.jpg
http://forums.matronics.com//files/img_0230_123.jpg
http://forums.matronics.com//files/img_0221_912.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| John, curious to know. During your experimentation with the Firestar
and trim tabs, were there any significant changes with location? As
in, inboard or outboard in the elevator, high or low on the rudder?
And did you try one on the aileron as well?
| Mike S
| Manchester TN
Hi Mike S:
I changed the subject to reflect what we are talking about.
I feel info of this type needs to be included in the archive. If we
have the correct subject, it will be less difficult for the user to
find the info he is looking for.
Did not have to experiment with the trim tabs reference their
location. I felt the location should be where they had the most
mechanical advantage, which was where the cord was longest. That
worked well for the rudder and elevator. For the aileron I placed
the tab about center. I like to fly the aileron up with the tab,
which brings that wing down. I used .016" 6061 sheet. Attached them
with fabric rivets. Worked well and made it easy to remove if
necessary.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Well I found my trim tab today, can't find my knife now! Anyway, I installed
it, trimmed the ailerons up enough to take care of any deflection. For
anyone that is interested I mounted the tab right next to the attach point
on the elevator. With the tab on I had it climbing all the time. Had to hold
down elevator. Nice change. I took the time to go see some of the country
from the air. Chuckar season starts this weekend, so I wanted to know what
water holes were wet. Nice part about the desert is that if you find water
you find game. Spent the rest of the windy part of the day installing the
ELT. Now Karen can find me if I don't come home!
After feeding the birds this evening, I still had enough time to get in the
air and do some checking on the prop. It does appear that the prop (warp
Drive) does what it is advertised to do. I saw 6500 on takeoff and climb out
so the prop is running about optimum I cut it back to 6000 which was where I
normally cruise. There was no apparent wind as I flew a triangle and could
find no real difference in airspeed. ( 2 or 3 MPH at most) ASI appeared to
be right on with the GPS and I was seeing 66 MPH GPS. That is about 4 MPH
faster than what I used to see before the rebuild- bigger tires. There is
one other difference in that I left the silencer off this time. That should
not affect the speed as it only affects horsepower. The VG's are back on the
wings and with the exception of the tires every thing is the same. I guess
the bottom line is that if I were to buy another prop, I would spend the
extra money for the mod.
Now with the trim problem taken care of, I finally have my fun airplane
back. It has been an ordeal, and cost a bunch of money, but it is also worth
it!
Larry, Oregon
________________________________________________________________________________
| Subject: | john Williamson and Alliance airshow |
Thanks John for the pictures...Your Kolb is parked with the big
boys.....Looks like the same Titian that flew along the shoreline of Lake Superior
here
in Michigan a couple of years ago, great picture of the fighters and also of
the flag...
Jim swan firestar ll mich.
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Vamoose' Ex-Reduction Drive |
I mentioned a problem with Vamoose' redrive a bit ago, and have been
asked for more info, so I guess I should share it with all. I'm not
really crazy about this, but.........
I started the engine without the prop on a few weeks ago, and it ran
great. NO OIL LEAKS ! ! ! I thought I was home free, and was
daydreaming about actually flying the thing, and wanted to get it in the
air by Nov. 15 - the 10th anniversary of receiving the kit from TOK. I
was really going for it - working on it every day after work.
So, I bolted the prop back on, safety wired it, and lit 'er up. The
engine started to fire, then backfired or kicked back - or both - and
there was a loud bang and a jolt and the engine stopped. Hitting the
starter didn't even wiggle the prop, so I shut everything off and tried
hand propping it. Wouldn't move, so I tore that s.o.b. redrive off -
again - and tore it apart - again. Here's a picture of what I found.
That chain literally exploded. I think that's more than a great plenty.
I've stubbornly worked thru several issues with that thing, and that's
enuf. I don't want to fly in front of it, so it goes in the trash.
>From here ?? I dunno yet. I'm researching a couple of other redrives,
but it's too early to say yet. I'll keep ya posted.
Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
Vamoose
www.gogittum.com
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
X-mailer: Pegasus Mail for Windows (4.41)
> Here's a picture of what I found. That chain
> literally exploded.
Holy crap! Just for info...is either drive hub/gear cushioned on
the shaft or just bolted up solid?
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
It's solid, no cushioning. The theory the mfr explained to me was that the
belly in the chain caused by centrifugal force would act as a cushion.
Maybe, but it was still at cranking speed - not much speed for centrifugal
force to be a factor. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
Vamoose
www.gogittum.com
----- Original Message -----
From: "Jim Baker" <jlbaker(at)msbit.net>
Sent: Sunday, October 01, 2006 10:30 PM
Subject: Re: Kolb-List: Vamoose' Ex-Reduction Drive
>
>> Here's a picture of what I found. That chain
>> literally exploded.
>
> Holy crap! Just for info...is either drive hub/gear cushioned on
> the shaft or just bolted up solid?
>
>
> Jim Baker
> 580.788.2779
> Elmore City, OK
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
| It's solid, no cushioning. The theory the mfr explained to me was
that the
| belly in the chain caused by centrifugal force would act as a
cushion.
Lar.
Larry:
How many of these redrives in operation?
Any idea how much time owners have accumulated on them?
Are they designed specifically for VW engines?
The 912ULS had a problem with gear box chatter at start up and idle,
even though it had a "ramp and dog" system same as the 912UL. The
difference being compression ratio. 912UL, I think, is 9 or 9.5 to 1.
The 912ULS is 10.5 to one. After 850 hours I installed the high
torque starter and slipper clutch. The 912ULS became a docile engine,
even more so than the 912UL.
I think what I am trying to say is, engines can behave quite violently
from torsional vibration, even when they are equipped to handle the
job. A high compression engine, in particular, will not tolerate
torsional vibration when there is no system to absorb it, e.g., a
solid chain drive. Not much absorbtion in chain drives.
Sorry to hear of your continued problem. Really takes the fun out of
building and hopefully flying your Kolb.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
X-mailer: Pegasus Mail for Windows (4.41)
> It's solid, no cushioning. The theory the mfr explained to me was that the
> belly in the chain caused by centrifugal force would act as a cushion.
> Maybe, but it was still at cranking speed - not much speed for centrifugal
> force to be a factor. Lar.
Well, that's a perpetuated lie (not from you, the Hy-Vo chain
community)....
http://www.epi-eng.com/GBX-ChainDrv.htm
Good info here. I feel for you in this effort, doing something no
one else has done isn't always easy. Obviously the chain was
overloaded which intimates a design flaw in material selection
(chain width, tooth pitch, static tension, alignment of sprokets,
etc). Was the chain tight enough to prevent tooth skipping? Just
random thoughts.....
Obviously overloaded but, man, look at the off-road transfer
cases that use these things...some of those take a beating far
worse and live. I'd probably look at turning the chain drive into a
spur gear system....I didn't save your picture so wondering if
there was enough room to fit a bearing carrier between the
gears. And searched the archives but didn't see it....who made
this PSRU?
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
Larry, This is truly what the word bummer was invented to describe. Have you
thought of adapting a Rotax gearbox to your engine? Might take a bit of
machine work, but you'd have a proven drive with only the adaptation to
de-bug. Just a thought.
Rick
On 10/1/06, Larry Bourne wrote:
>
> I mentioned a problem with Vamoose' redrive a bit ago, and have been
> asked for more info, so I guess I should share it with all. I'm not really
> crazy about this, but.........
>
> I started the engine without the prop on a few weeks ago, and it ran
> great. NO OIL LEAKS ! ! ! I thought I was home free, and was daydreaming
> about actually flying the thing, and wanted to get it in the air by Nov. 15
> - the 10th anniversary of receiving the kit from TOK. I was really going
> for it - working on it every day after work.
>
> So, I bolted the prop back on, safety wired it, and lit 'er up. The
> engine started to fire, then backfired or kicked back - or both - and there
> was a loud bang and a jolt and the engine stopped. Hitting the starter
> didn't even wiggle the prop, so I shut everything off and tried hand
> propping it. Wouldn't move, so I tore that s.o.b. redrive off - again -
> and tore it apart - again. Here's a picture of what I found. That chain
> literally exploded. I think that's more than a great plenty. I've
> stubbornly worked thru several issues with that thing, and that's enuf. I
> don't want to fly in front of it, so it goes in the trash.
>
> From here ?? I dunno yet. I'm researching a couple of other redrives,
> but it's too early to say yet. I'll keep ya
> posted. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> Vamoose
> www.gogittum.com
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Vamoose' Ex-Reduction Drive |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
Probably hit a torsional. Undamped torsional vibration can increase extreamly
fast to tremendous levels. I've seen a 6" 4340 shaft snapped off on a compressor
application and it happened in just a few seconds.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65209#65209
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
Larry Bourne wrote:
>
> It's solid, no cushioning. The theory the mfr explained to me was
> that the belly in the chain caused by centrifugal force would act as a
> cushion. Maybe, but it was still at cranking speed - not much speed
> for centrifugal force to be a factor. Lar.
>
> Larry Bourne
> Palm Springs, CA
> Building Kolb Mk III
> Vamoose
> www.gogittum.com
Find different drive maker that understands engineering & physics
instead of old wives' (hangar) tales. A 4 cyl engine has large torque
reversals between each power pulse. That's what breaks cranks on direct
drive auto conversions.
For a chain drive with no torsion damping, think about the difference
between a weight hanging on a chain & the same weight if you repeatedly
jerk on the chain, timing the jerks so each jerk happens just as the
weight bottoms out. If you get the weight flying high enough, think
about the force on the chain as the weight 'hits bottom' the next time
you jerk the chain. You can break a very large chain with a very small
weight doing this.
Charlie
________________________________________________________________________________
| From: | "George Thompson" <eagle1(at)commspeed.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
I can feel your frustration Larry. But like some of the other members
have said, I don't think you can have a direct power transfer without
some sort of slippage or shock absorbing unit. I'm certainly not an
expert of these re drives but many use cog belts. Have you given these a
thought?
As Bald Eagle
----- Original Message -----
From: Larry Bourne
To: kolb-list(at)matronics.com
Sent: Sunday, October 01, 2006 9:14 PM
Subject: Kolb-List: Vamoose' Ex-Reduction Drive
I mentioned a problem with Vamoose' redrive a bit ago, and have been
asked for more info, so I guess I should share it with all. I'm not
really crazy about this, but.........
I started the engine without the prop on a few weeks ago, and it ran
great. NO OIL LEAKS ! ! ! I thought I was home free, and was
daydreaming about actually flying the thing, and wanted to get it in the
air by Nov. 15 - the 10th anniversary of receiving the kit from TOK. I
was really going for it - working on it every day after work.
So, I bolted the prop back on, safety wired it, and lit 'er up. The
engine started to fire, then backfired or kicked back - or both - and
there was a loud bang and a jolt and the engine stopped. Hitting the
starter didn't even wiggle the prop, so I shut everything off and tried
hand propping it. Wouldn't move, so I tore that s.o.b. redrive off -
again - and tore it apart - again. Here's a picture of what I found.
That chain literally exploded. I think that's more than a great plenty.
I've stubbornly worked thru several issues with that thing, and that's
enuf. I don't want to fly in front of it, so it goes in the trash.
From here ?? I dunno yet. I'm researching a couple of other
redrives, but it's too early to say yet. I'll keep ya posted.
Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
Vamoose
www.gogittum.com
-------------------------------------------------------------------------
-----
10/1/2006
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
certainly not an expert of these re drives but many use cog belts.
Have you given these a thought?
AZ Bald Eagle
George T:
With cog belts one has the same problem. Instead of breaking chains
and tearing up gears, the cogs are ripped off the belt. Most belts
now use Kevlar or something similar. This stuff does not stretch or
slip.
Dan H of my area did a lot of study and experimentation on the 3 cyl
Suzuki on his 3/4 scale Jenny. Even enlisted the help of a Scientist
to help with sensors and computers to try and come up with a cause and
a solution. All this was way over my head, but one thing did get my
attention. One night Dan put a strobe light on the spinning IVO prop
on the little Suzuki. The prop blades looked like snake dancers.
Would never have imagined they would wiggle the way they did with the
engine run up.
Some things work and some don't. Maybe you all can find an answer.
john h
mkIII
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Fortunately I had my camera ready this morning as a stranger buzzed my
strip.
a loud boom and he was out of sight.
KolbSoundB
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
John is correct about the suzuki and its strange harmonics.
Raven, the principal supplier of drives for this engine hasn't had much
problem
with the belt as long as it is tensioned properly, too loose wipes the
cogs off
and too tight overheats and destroys bearings. -Not easy to arrive at
the right tension immediately because the alloy block and head expand
a lot with warmup. When cold the belt looks disturbingly slack.
I have had some recurring difficulty with my main shaft bearings losing
preload torque on the stack, causing the spacer between the bearings
to spin. It performed perfectly all this summer until a week ago with
Thom Riddle and Will U. chasing me with a video cam inspired me to
work it a bit too hard.
-Still investigating and learning.
experimental BB
On 2, Oct 2006, at 2:51 PM, John Hauck wrote:
>
> certainly not an expert of these re drives but many use cog belts.
> Have you given these a thought?
> AZ Bald Eagle
>
> George T:
>
> With cog belts one has the same problem. Instead of breaking chains
> and tearing up gears, the cogs are ripped off the belt. Most belts
> now use Kevlar or something similar. This stuff does not stretch or
> slip.
>
> Dan H of my area did a lot of study and experimentation on the 3 cyl
> Suzuki on his 3/4 scale Jenny. Even enlisted the help of a Scientist
> to help with sensors and computers to try and come up with a cause and
> a solution. All this was way over my head, but one thing did get my
> attention. One night Dan put a strobe light on the spinning IVO prop
> on the little Suzuki. The prop blades looked like snake dancers.
> Would never have imagined they would wiggle the way they did with the
> engine run up.
>
> Some things work and some don't. Maybe you all can find an answer.
>
> john h
> mkIII
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
I have the Valley Redrive on my VW powered MKIIIc. At one point I came very
close to buying the same redrive Lar bought but didn't feel comfortable with
the chain. The Valley redrive uses a coged belt. It works well with wood
props and to a some what lesser degree my three bladed PowerFin. My
understanding is the wood props have very low mass and are very rigid. The
VW engine is a very smooth engine with low compression so it is fairly
forgiving. It does shake on start up and shut down but isn't violent so it
has never presented a problem. I can even idle the engine down to 800 RPM. I
have never had a problem with the belt adjustment after the first hour of
run in. They are adjusted per instructions and stay at that setting. Now
with this said it does vibrate more than it did with direct drive. I have
had cracked exhaust system brackets, Air cleaners, a drive bracket and a few
nuts and bolts work loose. So far I have had one forced landing over the
last 230 hours because I normally find the problem on preflight and so far
have been able to fix the problem. The guys at Valley swear by smoothness of
their drive with wood props and promise that they will have a long term fix
for composite props. They have tried rubber dampers, a modified drive like
they have on their V twin, and a sprag clutch without a satisfactory fix.
They promise to keep trying and have been very helpful with any problems I
have had. They even offered to help with the cost of the my engine when my
drive bracket broke (the over reved engine was my fault).
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "robert bean" <slyck(at)frontiernet.net>
Sent: Monday, October 02, 2006 3:22 PM
Subject: Re: Kolb-List: Vamoose' Ex-Reduction Drive
>
> John is correct about the suzuki and its strange harmonics.
> Raven, the principal supplier of drives for this engine hasn't had much
> problem
> with the belt as long as it is tensioned properly, too loose wipes the
> cogs off
> and too tight overheats and destroys bearings. -Not easy to arrive at
> the right tension immediately because the alloy block and head expand
> a lot with warmup. When cold the belt looks disturbingly slack.
> I have had some recurring difficulty with my main shaft bearings losing
> preload torque on the stack, causing the spacer between the bearings
> to spin. It performed perfectly all this summer until a week ago with
> Thom Riddle and Will U. chasing me with a video cam inspired me to
> work it a bit too hard.
> -Still investigating and learning.
> experimental BB
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
X-mailer: Pegasus Mail for Windows (4.41)
> The guys at Valley swear by smoothness of
> their drive with wood props and promise that they will have a long term fix
> for composite props. They have tried rubber dampers, a modified drive like
> they have on their V twin, and a sprag clutch without a satisfactory fix.
They're unlikely, except perhaps through luck, to develop a
solution without a thourough survey of vibrational characteristics
of the system as a whole. Not cheap, not easy without extensive
instrumented/strain guaged props and not a few accellerometers.
Dampeners move the problem to a different regime and sprag
clutches are useless above some speed because the system
then acts like a direct coupled unit.
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
Jim,
In my judgement the best system to deal with the torsional vibration
harmonics problem is to use a fluid coupler such as an automatic
transmission torque converter. The only problem is a HUGH weight
penalty.
On Oct 2, 2006, at 4:42 PM, Jim Baker wrote:
>
>> The guys at Valley swear by smoothness of
>> their drive with wood props and promise that they will have a long
>> term fix
>> for composite props. They have tried rubber dampers, a modified
>> drive like
>> they have on their V twin, and a sprag clutch without a
>> satisfactory fix.
>
> They're unlikely, except perhaps through luck, to develop a
> solution without a thourough survey of vibrational characteristics
> of the system as a whole. Not cheap, not easy without extensive
> instrumented/strain guaged props and not a few accellerometers.
> Dampeners move the problem to a different regime and sprag
> clutches are useless above some speed because the system
> then acts like a direct coupled unit.
>
> Jim Baker
> 580.788.2779
> Elmore City, OK
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: exceeding Vne |
Yah, shore............... :-)
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
Vamoose
www.gogittum.com
----- Original Message -----
From: "robert bean" <slyck(at)frontiernet.net>
Sent: Monday, October 02, 2006 11:56 AM
Subject: Kolb-List: exceeding Vne
> Fortunately I had my camera ready this morning as a stranger buzzed my
> strip.
> a loud boom and he was out of sight.
>
>
--------------------------------------------------------------------------------
>
> KolbSoundB
>
>
>
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Vamoose' Ex-Reduction Drive |
Thanks all for your thoughts and comments. The drive was made by Aero
Kinetics and was one of only a few built to that configuration - I found
out much later. Later ones were made with a cushioning assembly in the
hub, but after my 1st breakage the mfr informed me that the upgrade
wouldn't fit in my housing, but that the heavier input shaft should hold
the strain. I guess it did. I have no idea if the company is still in
business, and not interested in finding out. One day I'll probably make
a web page detailing what all I found in that thing this summer. Pretty
bad. Several smaller parts broke, and some machine work was incorrect.
There's quite a bit on it, and on the engine, in the "Engine and
ReDrive" section of my website. Click on the link in my signature
below.
The thought about the off road transfer cases has bugged me, too,
because of the strain a small block could put on them in low gear.
Those guys beat 'em up, too. I'm inclined to think it was a freak
breakage, but not so inclined as to want to take another chance with it.
Three times is enuf. The idea about snapping or cracking the whip to
break it probably has a lot going for it. I dunno, but that thing sure
did blow up.
I've had several good conversations with a successful cog belt drive
builder, and it sounds good, but it would be very high (huge prop to
tail boom space) and quite heavy. He's real interested and still
noodling on it. SPG - my 1st choice - doesn't have VW adapters
available, and isn't interested. Marcotte would be far and away the
best, but far too heavy (45 lb) and a real iffy company. A couple
others are interesting, so we'll see. For now, Vamoose goes back
onto the back burner........again. Lar.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
Vamoose
I mentioned a problem with Vamoose' redrive a bit ago, and have been
asked for more info, so I guess I should share it with all. I'm not
really crazy about this, but.........
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
| Subject: | rectifying problems maybe |
The red Kolb functioned pretty well yesterday and was able to do a
reasonable aerial shoot without major problems.
Have been holding right rudder...just a bit... to keep it straight at
50 mphi and about...not sure, but about ... 5300 rpms. Decided to try
"feet off" and got slight nose pitch up and what felt like a slight
flutter somewhere behind me. Can't see what's going on back there. Not
reassuring, though. Back to pedals and okay again, but holding a bit to
keep it straight and flutter disappeared. Did it twice. Air calm,
conditions ideal.
The huge rudder trim tab (12" tall and 6 3/4" wide at bottom, bent about
15 or so degrees to right as you face the cockpit, and riveted 22" down
from top on the trailing edge pipe of the rudder), was sloppy, loose.
Drilled the aluminums and the one steel rivet wasn't attached anyway,
intending to find a better way to attach the tab to the round pipe
surface.
A&P said it you are having to hold right rudder, you are already
fighting that trim tab.. "Try flying it without it." Think I read one
of the Kolber gurus said you gottas have em, nature of the beast and all
that.
I'd like some solid information about this idea before I play test pilot
again. Ideas?
Wouldn't mind flying tomorrow. Some haze with the moisture, but good
conditions in a.m.
Still a bit of oil spray on prop, apparently from behind the front carb
on the 532. Just replaced the gaskets at about 95 buck s a whack each
and think I have em tight. Oil appears to be from one of the little
mystery hoses there. Again, open to ideas of getting this thing good to
go. Did replace the muffler gaskets, and didn't put any sealant on them.
Ones I removed that were really leaking looked okay. Wondering if there
is slight warp that may have occurred in past.
Anyway, always grateful for the help and the array of ideas.
jsf
________________________________________________________________________________
| Subject: | Re: rectifying problems maybe |
| From: | "George Alexander" <gtalexander(at)att.net> |
jsflan(at)valornet.com wrote:
>
> Have been holding right rudder...just a bit...
>
> The huge rudder trim tab (12" tall and 6 3/4" wide at bottom, bent about 15
or so degrees to right as you face the cockpit, and riveted 22" down from top
on the trailing edge pipe of the rudder)
>
Not sure from whom/where I got the recommendation for attaching the fixed trim
tab, (CRS) but I do remember that it was from a respected source.
Mine spans the bottom two ribs in the rudder (not the bottom edge). This puts
the vertical center of the trim tab at about the horiz stab. In the construction
of the rudder, the ribs are bent at the rudder trailing edge into 'L' shape,
then riveted to the TE. The rudder trim tab was made of sufficient size to
be able to rivet it to the ribs a couple of inches forward of the TE and in the
'L' where it connects to the TE. I did not rivet it to the TE. Have attached
a picture of the rudder showing the approximate set up for the trim tab and
where it is riveted. The blue lines are the rudder ribs and the dots show the
rivets. (The picture was actually taken before the trim tab was installed.
I have modified the image to show the approximate setup.)
jsflan(at)valornet.com wrote:
> A&P said it you are having to hold right rudder, you are already fighting
that trim tab..
>
>
Would agree with your A&P re: fighting the rudder. Too much trim. Take some of
the angle out.
jsflan(at)valornet.com wrote:
>
> Still a bit of oil spray on prop, apparently from behind the front carb on
the 532. Just replaced the gaskets at about 95 buck s a whack each and think
I have em tight. Oil appears to be from one of the little mystery hoses there.
>
>
> jsf
My guess is that your "little mystery hoses" are overflows from the carb bowls.
Check carb alignment to ensure that they are level particularly if you have
had the carbs off replacing "gaskets".
Just some things to consider. Worth what you paid for it.
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65536#65536
Attachments:
http://forums.matronics.com//files/rudder_trimtab_121.jpg
________________________________________________________________________________
| From: | Kenanddenice(at)aol.com |
| Subject: | Re: rectifying problems maybe |
Just tuned in to your message, don't know how far you are into checking for
sure what is on the prop.
Bing's will let fuel overflow from the small vent line if the float is set
to high or if the valve is not sealing completely.
Just out of curiosity have you given the substance the good old taste test?
Sweet or not?
Oil vs coolant.
Just a thought.
Ken
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Prop Dance/Wiggle |
| So maybe it's not just the prop 'wiggling' but the prop and engine
both moving to some degree.
|
| David.
Hi David L:
I understand what you are saying, however, the strobe gives a split
second picture of the blade. The IVO prop blade was as crooked as a
snake. The engine and prop were stationary. The prop hub remained in
the same position during every flash. The prop blades danced like a
fool!!!
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Prop Dance/Wiggle |
The prop blades danced like a
| fool!!!
David L:
I might add, the stobe was set up to shoot at the prop from the side,
perpendicular to the prop shaft.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: rectifying problems maybe |
In a message dated 10/3/2006 1:30:47 P.M. Eastern Standard Time,
jsflan(at)valornet.com writes:
"feet off" and got slight nose pitch up and what felt like a slight flutter
somewhere behind me. Can't see what's going on back there. Not reassuring,
though.
I am surprised that some of the guys did not pick up on this so here goes.
If you do not have strong return springs on your pedals then you can expect
the rudder to flutter if you remove your feet. In my case, there are no
springs, instead there is a return cable loop. It works well but if you take
your
feet off the pedals you can expect a flutter to start soon.
Also, when Bryan Melborn builds Fireflys he always puts the same tab on the
rudder from the get go. According to him it works every time. When he
recovered my Firefly he puts his standard tab on the rudder and it work perfectly.
Steve
Firefly on Floats
________________________________________________________________________________
| From: | "john s. flannery" <jsflan(at)valornet.com> |
| Subject: | Re: rectifying problems maybe |
Steve and others,
After watching the questions raised and info returned immediately and as
Kolbers get fly home and time to check this forum, I have learned to lay
low until the volley subsides, but already (a bit of creative humor
included) good thinking based on the experts' treatment, personal
successes and trial and error, has been reflected. I'll read a while
longer. Maybe ask for some more specifics. Such as, my being new to
Kolbs, haven't sorted out Bryon or what his standard tab is. Or if it
is suitable to the Mark III. Thanks, all.
jsf
----- Original Message -----
From: N27SB(at)aol.com
To: kolb-list(at)matronics.com
Sent: Tuesday, October 03, 2006 2:58 PM
Subject: Re: Kolb-List: rectifying problems maybe
In a message dated 10/3/2006 1:30:47 P.M. Eastern Standard Time,
jsflan(at)valornet.com writes:
"feet off" and got slight nose pitch up and what felt like a slight
flutter somewhere behind me. Can't see what's going on back there. Not
reassuring, though.
I am surprised that some of the guys did not pick up on this so here
goes.
If you do not have strong return springs on your pedals then you can
expect the rudder to flutter if you remove your feet. In my case, there
are no springs, instead there is a return cable loop. It works well but
if you take your feet off the pedals you can expect a flutter to start
soon.
Also, when Bryan Melborn builds Fireflys he always puts the same tab
on the rudder from the get go. According to him it works every time.
When he recovered my Firefly he puts his standard tab on the rudder and
it work perfectly.
Steve
Firefly on Floats
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: rectifying problems maybe |
That is why my MKIII has a counterbalance on the rudder as well as on
the ailerons. Not just a slight flutter, more like "Your boom tube is
now a sine wave" and the rudder pedals are moving to the stops in both
directions flutter. Some rudder flutter is fairly common for Kolbs, but
mine was absurd. And probably very bad for the airframe...
Picture here:
http://www.bcchapel.org/pages/0003/pg6.htm
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: john s. flannery
To: kolb-list(at)matronics.com
Sent: Tuesday, October 03, 2006 1:26 PM
Subject: Kolb-List: rectifying problems maybe
Decided to try "feet off" and got slight nose pitch up and what
felt like a slight flutter somewhere behind me. Can't see what's going
on back there. Not reassuring, though. Back to pedals and okay again,
but holding a bit to keep it straight and flutter disappeared. Did it
twice. Air calm, conditions ideal.
jsf
________________________________________________________________________________
| Subject: | Re: rectifying problems maybe |
In a message dated 10/3/2006 7:17:55 P.M. Eastern Standard Time,
jsflan(at)valornet.com writes:
haven't sorted out Bryon or what his standard tab is.
jsf,
Bryan Melborn does the Quickbuilds, Complete Build Ultra Light and Builder
Assist for TNK. He has built more Kolb Components and complete Firefly ULs than
all of us combined. He also does the Builder Support for Kolb and holds more
EAA Grand Champion Trophys than I like to think about. He is also a Great
Guy. If he tells you something about a Kolb, You can take it the Bank. TNK
Builder Support is 606 682 3388. Give Bryan a call.
Steve
FireFly 007 on Floats
________________________________________________________________________________
| Subject: | [ Ellery Batchelder Jr ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Ellery Batchelder Jr
Lists: Kolb-List
Subject: Kolb Trailer
http://www.matronics.com/photoshare/ElleryWeld@aol.com.10.03.2006/index.html
----------------------------------------------------------
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----------------------------------------------------------
________________________________________________________________________________
| From: | "Hedrick" <khedrick(at)frontiernet.net> |
| Subject: | Kolb Firestar II damaged and Rotax 503 |
Those asking for the pics of my Kolb Firestar II when they are posted can
find them on ebay under- ebay motors, other vehicles, aircraft, ultralight
or copy and paste in the below link.
Thanks,
Keith T
http://cgi.ebay.com/ebaymotors/Kolb-Firestar-II-needs-repair-with-Rotax-503_
W0QQitemZ300034600539QQihZ020QQcategoryZ63722QQssPageNameZWDVWQQrdZ1QQcmdZVi
ewItem#ebayphotohosting
________________________________________________________________________________
| Subject: | Re: Vamoose' Ex-Reduction Drive |
| From: | "Richard Swiderski" <rswiderski(at)earthlink.net> |
Hello Big Lar.
For a while I thought you might beat me into the air, but now I have hope again!!
A few thoughts: 1) I have the SPG & it is a bullet proof unit with a BMW rubber
donut, rated for 150hp. It would be a great match for you if only a VW adapter
was offered. the north america dealer told me a guy in CA made a VW adapter
& it was just a flat plate. He could probably get you the guys name. The rotax
e-box might be the best way as it incorporates a starter & that might save
you a lot of weight, but they won't sell you one unless you provice a serial
# of your rotax engine.
2) About wiggles: All inline 3 cyl (2 or 4 stroke) rotate around the axis of the
crank. Nothing will stop it but a counter rotating shaft. All 4 cyl inlines
jump up & down & only a counter rotating shaft stops that. the flat opposed
4 is inherantly cancelled & is the smoothest configuraton. The wiggles from
the inline 3 & 4's are obviously sufficiently delt with in thousands of instances
or they wouldn't be seen in aviation. Everything is a compromise!
3) Please don't give up!!!! You are a hero to many of us.
Progress Report: After coming up with a 42% cg I had to drop back & start afreh.
I moved the engine 12" forward which caused me to weld up a new oilpan & oil
pickup. That's done. Now the engine sat too high so I cut out the engine
mount & backbone which left a bigggg hole to drop the engine (3cyl, Suzuki, 100hp,
turbo, intercooled, distributorless ignition, port injected, 107 lbs torque
at 3600 rpm) into my SlingShot. I bought a tig welder & wish I had done so
years ago. It is so easy & does such a beautiful job & no sparks to fly! After
just messing with the oil pan, I am confident to start on the kolbs structure.
that's not done yet. I keep changing the design & am going in circles.
Its hard to keep it simple, light & strong--- Kolb is a genius at that! I will
prevail.
Looking forward to another visit when you pass this way. -richard swiderski
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65632#65632
________________________________________________________________________________
| Subject: | [ Mickey Morgan ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Mickey Morgan
Lists: Kolb-List,Ultralight-List
Subject: Firefly with Thunderbird graphics in absolutely pristine condition
http://www.matronics.com/photoshare/Stingermanmlm@wmconnect.com.10.03.2006/index.html
----------------------------------------------------------
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o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
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Email the information above and your files and photos to:
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----------------------------------------------------------
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Just a bit of useful information regarding EIS and capacitance senders.
I bought a new EIS model 2000 for 2 stroke engines when I began the
rebuild on my Firestar. The main reason that I went with the EIS is that
the new pod from TNK is shaped different, longer and more streamlined,
and my analog gages were not going in there like I would have liked.
Plus I had intended to use a 503 motor with dual EGT and CHT senders. My
gages were for only one of each. So for me the cost was worth it. Plus
when I talked with the gal at Grand Rapids Tech she informed me that I
could get a remote to do the changes in the display rather than have to
lean forward or as Ralph said, carry a big stick. So I got a stick grip
with five buttons on it, which I configured to the EIS. Works great!
Then Boyd tells me that he is using his EIS to monitor his fuel. So I
talk to the gal at GRT and she walks me through the set up for the fuel.
Last year my fuel gages had quit reading my fuel levels. I "thought"
that it was the senders that had malfunctioned, so I bought two new ones
@ $95 each. They didn't work at all, so it was going to be the gages
that needed to be replaced this time. I really did not like that set up
because I had to run the fuel lines to a selector valve up to the front
where I could monitor them. That is quite a long run, requiring a facet
fuel pump to make sure that the gas got back up to the motor.
Now the way that it is set up is that both tanks are plumbed together,
with the facet pump next in line then through a "Heffner" gascolater to
a filter then to the pulse pump and the engine. The EIS AUX line reads
the capacitance sender and at full (10gal) shows 56 on my display. 8
gals is 50, 6 is 35, 4 is 20 and 2 gals is 6. I have the alarm set to go
off at 9 which means that I have 3 gal of usable gas. I took the top of
tank pickup tubes out and installed a weighted filter on the ends of the
pickup tubes via some fuel line. This is so that I use all the gas that
I have available. I had previously raised the tubes up off the bottom
just as a precaution to prevent picking up any water or garbage that
might have accumulated on the bottom of the tanks. With the gascolator I
can drain all that out and it will not be a factor.
I did not realize that the EIS would do this when I bought it. Thanks
Boyd! One of the factors that cause me the greatest unease when I fly
here is how much fuel I have. Every place can be hazardous to landing
here, and it is a looooooooooong way to more fuel.
Larry, Or
________________________________________________________________________________
| Subject: | Re: rectifying problems maybe |
In a message dated 10/3/2006 10:56:00 P.M. Eastern Standard Time,
jsflan(at)valornet.com writes:
Travis said this man built Ray Foster's Kolb, jpg attached. It is a perfect
beauty.
jsf
do not archive
j,
Travis is probably right, I see the classic Melborn hand grips on the wing
tips. Give Bryan a call and he will give you the size and position tab to try.
Compare that to your other research and I think you will be successful.
Steve
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I forgot to mention in my earlier post about the fuel capacitance
sender. EIS sells the Princeton model that measures in increments that
are comparable to gallons. The model of sender that I now have, four
of, is the Westach. The only requirement is that the output is 5 volts
and they do that. I do not find that the differences in numbers that
confusing. The important part to me is that the rascal has a flashing
red light right in front of my eyes that I cannot forget or ignore.
Larry, Oregon
________________________________________________________________________________
| Subject: | Re: rectifying problems maybe (UNCLASSIFIED) |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Classification: UNCLASSIFIED
Caveats: NONE
<< Have been holding right rudder...just a bit... to keep it straight.
The huge rudder trim tab, bent about 15 or so degrees to right as you
face the cockpit. jsf >>
John -
>From your post, and after looking at the picture you attached, it
appears your trim tab is bent the WRONG way!
If you need to apply right rudder to keep the airplane in trim, then a
trim tab bent to the LEFT is what you want. This causes the free stream
air to deflect your rudder to the right, thus alleviating your need to
hold right rudder.
Dennis Kirby, yer neighbor to the north, in
Cedar Crest, NM
Classification: UNCLASSIFIED
Caveats: NONE
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Planecrazzy, Probably never thought of your name in BOLD, but there it is a topic
addressed as Planecrazzy.
Brother of the sky. You put a bug in my ear a while back about "you have the 5
inch spacer?", regarding the prop distance from the back of the wing.
I thought hard and long about that and it f, for whatever reason, stuck with me.
Today I moved my prop in line with the front mount tabs for the wings and discovered
that it is within 39 1/2" of the tabs in front. The prop therefore is
within 4.7 inches from the rear of the front of the aileron tube.
However, it is within 2.7 inches of the Aileron horn when it is in the up position.
Now, the Aileron horn is midway (approximately ) or greater to the center
of the prop . Therefore, the prop tip would not be coming close to it. When IVO
states in their installation instructions: " five inches from any obstruction."
I find it hard to imagine, but I must believe, that the prop could flex BACK
5 inches and Front 5 inches, or 10 inches total, at the tip!
What has been your experience? Because in the air is the last place to actually
experiment with things that go boom!
Ohio Ralph
See picture of existing prop mount. Stack-up from B box prop mount to prop centerline
is 2.0.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65823#65823
Attachments:
http://forums.matronics.com//files/dscf1167_small_180.jpg
________________________________________________________________________________
| Subject: | Redundant Fuel Supply |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
THird time! Some reason, it will not reduce the pictures to little ones. Anyone
with dial-up, look out. I tried.
I have enclosed the pictures of the duel fuel supply system I and several others
are using at our field. If you need more details, let me know. No fuel related
problems on any of the planes to date.
It contains:
1 aluminum mounting plate whcih mounts using existing engine screws.
2 bottom outlets on the new Kolb 6 gal. fuel tank.
2 Fuel filters with glass visual.
1 Facet fuel pump.
2 Check valves.
1 Manifold with pressure gauge inlet (no gauge installed as yet).
An easy access panel to see and correct any fuel related problems in the rear of
my KXP Firestar with 503 DCDI.
The idea here was to have a back-up fuel system in case the mechanical pump mounted
on the engine quite. Incorporating this idea was the need to NOT create another
potential problem, leak path, or in flight worry. Using this approach,
the fuel cannot "loop" back through the system if one half of the duel gave out
or leaked. The other is to make sure that there was a way to "check" both halfs
of the duel fuel supply system. Electric fuel switch on, pump (electric) pumps.
Feel bowls full, start engine. Turn off electric fuel pump, now system is
reliant on machanical fuel pump. Run through check list, enter field. Throtle
up full, check mags. Throtle down, turn on electric fuel pump and "Bob's your
Uncle"!
Oh, In order to use this approach as I have it noted above, you need at least a
5 amp battery for the system. I do not use an electric start, but do use back-up
electric with my glass instruments. No info is not a nice place to be in an
airplane. The battery cost $ 24.00 and weighs very little. It is mounted directly
under my seat on the right side.
Any suggestions, recomemdations or questions?
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65827#65827
Attachments:
http://forums.matronics.com//files/dscf1173_small_143.jpg
http://forums.matronics.com//files/dscf1172_small_144.jpg
http://forums.matronics.com//files/dscf1174_small_small_195.jpg
________________________________________________________________________________
| Subject: | Re: Planecrazzy! |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Hey, Planecrazzy, Sorry. But what I said was " "you have the 5 inch spacer?" There
was a Question mark refering to you (first person) asking me if I had the
5" spacer.
That covered, That is the largest 3" I have ever seen. Must be the angle.
Any help would be appreciated.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65843#65843
________________________________________________________________________________
| Subject: | Re: Planecrazzy! |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
David, According to IVO's installation instructions, because of flexure of their
brand prop, clearance between the leading edge at the end of the prop (my assumption),
can be as much as 5". I'm not sure if the fact thta the prop could
be used on a pusher as well as a puller if the 5" clearance is total fore and
aft or per side. Thats a lot of movement in my humble opinion. Now if that is
only at the ends of the blades (tips), then half way up on each blade half (or
1/3, if three blade) would not flex any where nera that amount.
I really don't want to stick a spacer that long on the back of my gear box. If
I am anywhere near correct in my math, the longer a moment is the more foot pounds
at distance it has to work with. Even if the clearance is minimal between
the bolt shank and the individual mounting holes, it has a larger moment of purchase.
I also know that the sheer rating on these bolts is pretty high but man.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65877#65877
________________________________________________________________________________
| From: | "David Lehman" <david(at)davidlehman.net> |
| Subject: | Re: Planecrazzy! |
I agree with your concerns Ralph... That's why I asked, because it just
didn't make sense to me to put more stress on the gearbox and bolts...
Of course, this is coming from a guy who just lost his prop and hub in
flight...
DVD
On 10/4/06, Ralph Hoover wrote:
>
m
> >
>
> David, According to IVO's installation instructions, because of flexure o
f
> their brand prop, clearance between the leading edge at the end of the pr
op
> (my assumption), can be as much as 5". I'm not sure if the fact thta the
> prop could be used on a pusher as well as a puller if the 5" clearance is
> total fore and aft or per side. Thats a lot of movement in my humble
> opinion. Now if that is only at the ends of the blades (tips), then half
way
> up on each blade half (or 1/3, if three blade) would not flex any where n
era
> that amount.
>
> I really don't want to stick a spacer that long on the back of my gear
> box. If I am anywhere near correct in my math, the longer a moment is the
> more foot pounds at distance it has to work with. Even if the clearance i
s
> minimal between the bolt shank and the individual mounting holes, it has
a
> larger moment of purchase. I also know that the sheer rating on these bol
ts
> is pretty high but man.
>
> Ohio Ralph
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=65877#65877
>
>
===========
===========
===========
===========
===========
>
>
--
"Attitude is everything ~ pick a good one"...
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Planecrazzy! |
Ralph,
In 1997 I bought a used IVO 68 inch prop from Dennis Souder at Old Kolb.
With it came a 2 1/2 inch spacer. I used it until this year when I wrecked
the plane and the prop. I had no problems with the prop or the gear box.
Larry,Oregon
----- Original Message -----
From: "Ralph Hoover" <flht99reh(at)columbus.rr.com>
Sent: Wednesday, October 04, 2006 7:02 PM
Subject: Kolb-List: Re: Planecrazzy!
> I really don't want to stick a spacer that long on the back of my gear
> box. If I am anywhere near correct in my math, the longer a moment is the
> more foot pounds at distance it has to work with. Even if the clearance is
> minimal between the bolt shank and the individual mounting holes, it has a
> larger moment of purchase. I also know that the sheer rating on these
> bolts is pretty high but man.
>
> Ohio Ralph
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
At 04:31 PM 10/4/2006, you wrote:
>
>
>My problem is reaching to get it and then "pointing it onto (at) the
>buttons. I asked the manufacturer to employ a remote switch (say on
>the stick, or near the throttle) with momentary contact in order to
>"reset" the "flashing, blinking, blinking, flashing" lights used as
>warning. I know enough about chip tech to say that they have that
>already built in, but haven't learned to access it or applied the
>necessary software patch. It really is the Achilles' heel to the
>glass gauges that I have.
Here's what he remote buttons look like (they're are "3" - one under
the helmet plug).
Just for those that don't know what the remote buttons on the EIS
system looks like.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Planecrazzy! |
>
>Hey Ralph,
> I didn't say I had a 5" spacer...I said IVO calls for 5" of clearance...
>
> I have a 3" spacer... ( $80 bucks )
>
> Jack Hart has done some experimenting with the flexing....
>
> He taped paper to the aileron and Flew.... Then he looked at the paper streamers
that he had placed in the area of the prop arc...
>
> Jack....Do you have that page or data handy ???
http://www.thirdshift.com/jack/firefly/firefly83.html
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Planecrazzy! |
Thats a lot of movement in my humble opinion. Now if that is only at
the ends of the blades (tips), then half way up on each blade half (or
1/3, if three blade) would not flex any where nera that amount.
|
|
| Ohio Ralph
Ralph:
I believe the blades flex most on start up and shut down. Hooking a
strobe light with sensor to your airplane, and shooting it at night
will show you just how much the blades dance.
Early on with my 912 and again on my 912ULS I had blade strikes on
start up, but it took a long time to determine that this was when the
strikes were actually happening. A two inch extension on the 912UL
and a 4 inch extension on the 912ULS took care of that problem.
Coning of the prop can best be demonstrated with the main rotors on a
helicopter. If you get a chance to watch a Flying Crane pick up a
heavy load to a hover, you will see what coning is. That's because he
is maintaining an operational rotor rpm and increasing pitch and
power.
I don't know how much coning effect we get with IVO's or Warp Drive
props in flight. Perhaps Jack Hart has done some extensive
experimentation in that area. I doubt that there is very much based
on prop speed and fixed pitch props. As rpm and airspeed increases,
seems like centrifugal force would reduce coning.
I don't think you can see how much the prop blades flex on start up
and shut down, but when you get a good blade strike, you can feel and
hear it.
Take care,
john h
________________________________________________________________________________
| From: | possums <possums(at)mindspring.com> |
Got some more videos if you guys want to see them.
Only problem is - I put a wide angle lens on the camera.
- so it looks like I'm 300 ft AGL instead of 100 ft.
Everything looks like somebody is taking the pictures
200 ft behind me. Not so good......
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
Well, c'mon, go fer it. Whatcha waitin' for ?? Do not
Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
Vamoose
www.gogittum.com
----- Original Message -----
From: possums
To: kolb-list(at)matronics.com
Sent: Wednesday, October 04, 2006 9:02 PM
Subject: Kolb-List: Videos
Got some more videos if you guys want to see them.
Only problem is - I put a wide angle lens on the camera.
- so it looks like I'm 300 ft AGL instead of 100 ft.
Everything looks like somebody is taking the pictures
200 ft behind me. Not so good......
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
At 04:31 PM 10/4/2006, you wrote:
>--> Kolb-List message posted by: "Ralph Hoover"
<_flht99reh(at)Columbus.rr.com_ (mailto:flht99reh(at)Columbus.rr.com) >
>
>
>My problem is reaching to get it and then "pointing it onto (at) the
>buttons. I asked the manufacturer to employ a remote switch (say on
>the stick, or near the throttle) with momentary contact in order to
>"reset" the "flashing, blinking, blinking, flashing" lights used as
>warning. I know enough about chip tech to say that they have that
>already built in, but haven't learned to access it or applied the
>necessary software patch. It really is the Achilles' heel to the
>glass gauges that I have.
I installed the remote switches under the seat pan so all I do is reach down
and push the corresponding button.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Or there is this method of mounting the eis buttons.
Larry, Oregon
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
We put all the switches in a plastic box from Radio Shack and attached
it to the side of the FSII fuselage. Worked pretty easy, and easy to
reach.
Richard Pike
MKIII N420P (420ldPoops)
http://www.bcchapel.org/pages/0003/Panel%20Switches.html
________________________________________________________________________________
| Subject: | Re: Planecrazzy! |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Well, thanks to Jack Hart, John, H., Planecrazzy, Larry and others, I heard what
I didn't want to hear.
Know the feeling. You hear something and hope that it isn't true, only to find
out it is. Couldn't you guys all just lie one time? Ha, HA!
I'll tell ya one thing, when Jack Hart sinks his teeth into something he was the
one the word "tenacity" was created from. Jack, your a benchmark!
And John Hauck, yes Sir I have seen some of them big house movers here in Ohio
and know what you speak as the coning. I see that as the load is applied the beaters
reach higher and higher until the weight of lift is equal or exceeds the
weight of the lifted. That also concerns me in the coming and the going: full
throttle at takeoff and pull power to land! Smack, smack, smack coming from
behind me doesn't excite me in the least. Now I question as to 5" spacer (which
adds some of its own problems), or get another blade. Had a nice Tennessee woody
on before. Never gave consideration to flexure. Guess I ASS UMED there would
be very little and that any would be the nature of the beast. Therefore corrected
for in the design.
What IVO is telling us is that even though the flexure is "designed in", we need
to deal with it by correcting at our end.
This 5" extension also gets us into another subject area. Not C.G., for that has
changed very little but for and aft of C.G. effect. If 1# at 10 feet equals
10# then what does thrust at 5" farther aft do to thrust line? I know it may be
trivial, but in the initial design all these things are taken into consideration,
only to be altered down the road by our modifications. I know, John Hauck,
That's why they call it "experimental".
Live and learning here in Ohio Ralph!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65957#65957
________________________________________________________________________________
| Subject: | Re: Propeller Extensions |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
David, Though I am also NOT an engineer, many of the equipment pieces I design
and build for the plastic blow mold industry do require certain "engineering"
formulations to make properly. Probably enough knowledge to make me a danger to
thoses around me.
I am not saying that to downgrade Jacks qualifications. No way! I have seen to
much of his proof. I am saying that because of sheer, there is added stress, there
is induced load problems added when a rotating, vibrating piece of anything
is "extended" past its intended design to some degree.
Jack Hart said:"If the propeller extension is properly made and the propeller bolts
are properly torqued, the bolts will not experience shear loads. The compressed
surfaces between the extension, the flange and the propeller will take
all the shear loads. The bolts will be in tension.
I can't disagree with Jack on that one , with my little knowledge, that what he
is saying above is "mathematically" correct, in a perfect world. But Jack, you
do have a rotating device, however well balanced it may be. And because of its
rotation and the law of physics that says something about a body in motion
tending to stay in motion until it meets an immovable object, or a force greater
or lesser than its energy produced to that point. That prop, that hub and
all that mass will want to continue to move in its pleasing direction until something
causes it to waver, then get outa the way and Katty bar the doors. Cause
now you have a disoriented piece of energy wanting to "give into" the stronger
outside force. As long as every bolt is torqued to its specified load, all
is well. But you have to admit, Jack, as you add weight and distance to anything
you have a longer less forgiving moment of weight.
I say the latter part because I don't feel that "I" should need to correct "else
ware" for the "flexure" issue of a prop design.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65965#65965
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Propeller Extensions |
Date: Thu, 5 Oct 2006 05:38:27 -0700
From: "David Lehman" <david(at)davidlehman.net>
Jack...
Obviously I'm not an engineer, so I'm probably asking obvious questions,
but... Doesn't the longer moment/overhang induce shear trauma to the bolts,
especially at the head/shank or nut/shank areas, depending on which is at
the gearbox flange?...
DVD
David,
You are correct on your concept of shear at the head end of the bolt. But
the added shear stress due to moving the propeller weight out on the spacer
is minor compared to the shear stress induced from torquing the bolts to the
propeller manufacturer's spec.
You can check this out for your self. Take an old propeller bolt and some
flat washers and insert it inside a piece of pipe cut to length. Thread on
a nut and clamp the pipe in a vice. The using one wrench to prevent the nut
from turning, put your torque wench on the head and start torquing. How far
beyond the propeller manufacturer's limit will you be able to go before
there is a failure? Did the bolt pop off at the head, or did it fail at the
first thread, or some where in the middle?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Prop Extensions (changed the subject line to reflect content) |
That also concerns me in the coming and the going: full throttle at
takeoff and pull power to land! Smack, smack, smack coming from behind
me doesn't excite me in the least. Now I question as to 5" spacer
(which adds some of its own problems),
| Live and learning here in Ohio Ralph!
Ralph:
Flying with an IVO or Warp or any other flexible prop blade is not the
problem with clearance, as I see and have experienced with my mkIII
and Warp Drive. As I mentioned in my last post, the problem occurs on
start up and shut down. This is the time there is not enough
centrifugal force to keep the blades under control, thus the
requirement for a prop extension to maintain adequate clearance.
The extension, I believe, that is required is the 4", not a 5"
extension. Maybe you are thinking of 5" clearance.
I don't know of any problems using prop extensions on Rotax gear
boxes. Like Jack Hart mentioned, the bolts are not in shear if
properly torqued. Bolt heads don't normally pop off and prop bolts
don't get sheared from the "massive" power of our engines. ;-) I
have had prop bolts break, but never more than one at a time, and very
isolated instances. Can't remember the last time I lost one.
As for changes in aircraft performance characteristics, the only
noticeable change I noticed in my airplane was reduction of noise.
Not at all quiet, but not quite as noisy when the prop got a little
space between it and the wing.
I did a lot of experimenting, many years ago, with the FS, changing
thrust line of the engine, up, down, left and right. Even
experimented with the 912's and the MKIII by raising the front of the
engine to bring the thrust line parallel with the bottom of the wing,
knowing this angle would change a little when the engine was producing
thrust. Have made extremely long cross country flights, i.e., Alaska,
with the engine in the stock and front raised positions. Could not
detect any noticeable difference in performance, and/or trim.
Trim problems associated with Kolb aircraft, in my humble opinion, are
caused by the way the prop wash hits the tail section, especially yaw
problems. Best solution I have found is a large enough trim tab to
off set the adverse yaw. It works for me now. Pitch down problems
are caused by the high thrust line and power.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
|
| DON'T LEAVE HOME WITHOUT "the stick"!
|
| Ohio Ralph
Ralph:
The stick might become a little distracting, in addition to that damn
flashing light, when you are trying to fly a little airplane,
especially at the worst possible time when you are at your busiest to
keep it flying.
IMHO controls, switches, etc., need to be in a place where the hands
and/or eyes can find and operate them naturally without distraction
from flying the aircraft.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Propeller Extensions |
| How far
| beyond the propeller manufacturer's limit will you be able to go
before
| there is a failure? Did the bolt pop off at the head, or did it
fail at the
| first thread, or some where in the middle?
|
| Jack B. Hart FF004
Jack:
Probably pull the threads before it breaks.
Aircraft grade hardware is mass produced. Each piece is not
inspected. Easy for a prop bolt that is not properly heat treated and
produced to slip by. I have gotten bolts without heads, or heads that
were mushroomed rather than hexagonal.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
John, No truer words were ever spoken. It is extreemly distracting. A major flau'
in an otherwise superior product (over standard gauges).
I really thought that I needed "every" avalaible gadget to make flying within my
own abilities better. Not! As I am learning more and getting more comfortable
with looking around, not driving by the gauges, etc. I am begining to see that
some is necessary, more is a nusance, less is better. They were calling me
"Go, Go Gadget", for a while at the hanger!
I deserved it. I am in a hurry to absorb more and more. One doesn't learn to fly
in a hurry unless they are landing for the first time by themselves. Learning
to fly is a lot like trying to understand the Bible. It ain't no "story" book,
its a "lifes operational manual". Flying requires a great deal of patients.
Something I have, in the past had little "time" for. I am learning to relax and
the blinking light in the forgorund only causes me to examine that I am still
within the parameters.
Thanks John.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=65996#65996
________________________________________________________________________________
| From: | David Downey <planecrazydld(at)yahoo.com> |
| Subject: | Re: Planecrazzy! |
there are also fabulously different flexure modes present in mode blades. There
are several modes where the tips are flexed one way and the span is arched in
the opposite direction. there are others where one tip is aft and the other is
forward, both tips are forward or both aft and on and on and on.
Short: don't make dynamic assumptions based on static observations!
John Hauck wrote:
Thats a lot of movement in my humble opinion. Now if that is only at
the ends of the blades (tips), then half way up on each blade half (or
1/3, if three blade) would not flex any where nera that amount.
|
|
| Ohio Ralph
Ralph:
I believe the blades flex most on start up and shut down. Hooking a
strobe light with sensor to your airplane, and shooting it at night
will show you just how much the blades dance.
Early on with my 912 and again on my 912ULS I had blade strikes on
start up, but it took a long time to determine that this was when the
strikes were actually happening. A two inch extension on the 912UL
and a 4 inch extension on the 912ULS took care of that problem.
Coning of the prop can best be demonstrated with the main rotors on a
helicopter. If you get a chance to watch a Flying Crane pick up a
heavy load to a hover, you will see what coning is. That's because he
is maintaining an operational rotor rpm and increasing pitch and
power.
I don't know how much coning effect we get with IVO's or Warp Drive
props in flight. Perhaps Jack Hart has done some extensive
experimentation in that area. I doubt that there is very much based
on prop speed and fixed pitch props. As rpm and airspeed increases,
seems like centrifugal force would reduce coning.
I don't think you can see how much the prop blades flex on start up
and shut down, but when you get a good blade strike, you can feel and
hear it.
Take care,
john h
Dave Downey
in SE PA
---------------------------------
________________________________________________________________________________
| From: | David Downey <planecrazydld(at)yahoo.com> |
| Subject: | Re: Propeller Extensions |
...and I have received mil spec hardware that had no threads.
| How far
| beyond the propeller manufacturer's limit will you be able to go
before
| there is a failure? Did the bolt pop off at the head, or did it
fail at the
| first thread, or some where in the middle?
|
| Jack B. Hart FF004
Jack:
Probably pull the threads before it breaks.
Aircraft grade hardware is mass produced. Each piece is not
inspected. Easy for a prop bolt that is not properly heat treated and
produced to slip by. I have gotten bolts without heads, or heads that
were mushroomed rather than hexagonal.
Take care,
john h
mkIII
Dave Downey
in SE PA
---------------------------------
________________________________________________________________________________
| From: | Michael Sharp <kolbdriver(at)mlsharp.com> |
________________________________________________________________________________
| Subject: | Re: Planecrazzy! |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Plaincrazzy,
I had one of the dynamic vibration dampeners on ( ready for this?), a Harley. Didn't
do squat. They will offset and correct for minimal amount of dynamic disturbance,
Ie:pulley balance, transient and transmitted intermittent vibration.
Remember they use a small amount of mercury in a track around the circumference
that is contained within a diameter. In hearing about them, the theory sounds
really great but not worth the money. MHO. Something about equal and opposite
forces canceling out each other. They have to be equal, and you wont feel the
small amount that the mercury offsets. The opposite is somewhat true because
the mercury seeks to go opposite of the heavy side, like a tire balancing weight,
always seeking the opposite at what ever speed.
There used to be a Company in Worthington, Ohio that did industrial dynamic and
static balance monitoring for electric motors, pumps, gear boxes and other rotational
equipment. I had a friend that worked there and their equipment could
see the effects of this type balancing. It was masked, not corrected for.
Perhaps someone has had a different experience than the above. Sometimes when I
have spent good hard earned money to buy a pig in a poke, I wanted so bad for
it to work, that I convinced myself that it did. Even when it didnt!
As they say, its your money.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66059#66059
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Michael, That was profound! I have heard the addage "Always listen to a man of
few words". But really Michael, unlike the great guru that you appear, what was
it you said?
What, slip of the send finger. I've had that before. Talk to me brother.
I wait with baited breath. Here in Ohio as Ralph.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66060#66060
________________________________________________________________________________
| Subject: | Re: Prop Extensions (changed the subject line to reflect content |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Yes John, I misstated their (IVO's) information. They did say 'clearance".
Maybe I am making too much of this issue and I apologies for taking it too far.
It just seems to me that if a prop is made to do a job, you really shouldn't
need to somehow offset for their products deficit unless forewarned in advance.
I was always under the impression that on an airplane, two things are at a premium:
weight and space. Both appear to be violated here and someone is getting
arrested immediately! Where are the air police when you need them? Ha, HA!
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66066#66066
________________________________________________________________________________
| From: | Michael Sharp <kolbdriver(at)mlsharp.com> |
Wow that was weird!!!
My statement was that I have an Infinity Stick grip which has a "cooley hat"
switch on top. I wired the EIS buttons to it and with just a flick of the thumb
I can toggle all over the place...
I enjoy seeing the different ways that we figure out how to accomplish the goal.
I also made a snooty remark to Lar that since he has had another mishap I may
still beat him into the air... LOL
Mike
Mark III the real one no X LOL
Suzuki 1.3 4cyl
Ralph Hoover wrote:
Michael, That was profound! I have heard the addage "Always listen to a man of
few words". But really Michael, unlike the great guru that you appear, what was
it you said?
What, slip of the send finger. I've had that before. Talk to me brother.
I wait with baited breath. Here in Ohio as Ralph.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66060#66060
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
That light is one of the "shining" features of the EIS. One glance at the
light and you know that no monitored engine parameter has exceeded its
limit. That light will get your attention much quicker than the needle of
one of a half dozen gauges moving a radian or two. And speeking from
experience, that flashing light was the last thing on my mind when the
engine went silent.
Steven Green
EIS with remote mounted switches
> The stick might become a little distracting, in addition to that damn
> flashing light, when you are trying to fly a little airplane,
> especially at the worst possible time when you are at your busiest to
> keep it flying.
________________________________________________________________________________
| Subject: | This is your Captain speaking! |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Many if not most of you other free spirited drivers will enjoy this sound tape.
Since it is rather small and is sound only, you slow hook-up individuals can
access it also.
Very fitting in the light of all the bad guys with guns and the regular joes unable
to defend themselves.
Packing at our airport here in Ohio, Ralph.
http://www.micom.net/oops/PilotGuns.mp3
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66088#66088
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Steven Green said: "That light is one of the "shining" features of the EIS. One
glance at the light and you know that no monitored engine parameter has exceeded
its limit. That light will get your attention much quicker than the needle
of one of a half dozen gauges moving a radian or two. And speeking from experience,
that flashing light was the last thing on my mind when the engine went
silent."
Steven Green
EIS with remote mounted switches
And Steven, I have to agree and have both engine and flight "blinking lights".
I presume you were responding to John Hauck's message as follows:
"Ralph:
The stick might become a little distracting, in addition to that damn flashing
light, when you are trying to fly a little airplane, especially at the worst
possible time when you are at your busiest to keep it flying.
IMHO controls, switches, etc., need to be in a place where the hands and/or eyes
can find and operate them naturally without distraction from flying the aircraft.
Take care,
john h"
Therefore, not speaking for John but clarifying my earlier statements regarding
MY instruments NOT the EIS system, which is , as I understand specific to engine
info. You have that ability, not even luxury (read this real close "Stratomaster"):
There isn't any "remote" shut-off available to these glass gauges. Therefore,
one has to douse the light from afar, in a Kolb, adding another "distraction"
to the (as John stated) already stated in his words, while flying the
aircraft.
I will make an attempt to break the contact of the "light bulb", momentarily and
see if that cancels out the continuation of the blinking. If so, I have added
a new dimension to the Stratomaster gauges. If not, They have an issue to correct.
A reason that I may have the blinking, and probably should have been stated before
to alleviate confusion, is because I have settable parameters on ALL information.
Both from the engine and the aircraft. Therefore, a blinking light on
the right on my instrument panel indicates a flight issue while on the left an
engine issue. I have NEVER had a LEFT light blink. The right light may come from:
settable ASI, (to include stall warning as well as approach to VNe) and low
fuel. I have at differing times had the opportunity to see the BLINKING LIGHT
on each issue, including stall, after, or while landing. But again, I say
never on the left light.
And I read what I believe Steven, your conveying in your message, And speeking
from experience, that flashing light was the last thing on my mind when the engine
went silent.
And its because of that and many other things I have read here on the Kolb site,
I love referring back to Possums response to one post. In so many words, This
is flying and dangerous. Without the dangerous, its just another boring body
flexure (my reanimation of what I read from what he wrote). What we do, is so
on the edge in today's world, they couldnt fathom the experience from our perspective.
With that edge comes additional responsibility. I really believe that
becoming comfortable while flying is asking for it. I know I am new to the
flying experience, but I never want the edge to wear down to the point that its
comfortable. I see certain individuals on this site and the work they do now
or have done in their life and I know why they need living on the edge of the
compass of life. John Hauck being one. Possum being another, and others of
you , I know, though you may know that I know.
I know the experience of driving at extreme speeds in a car. What we (all of you
do, but dont realize it) is handle a dragster careening down a narrow track
at 384 miles per hour in 6 seconds! You just have never experienced that dragster.
But you continue to experience the adrenaline that they have for only a few
seconds. Each of you have a gift, a travel, a trip that the world would die
for in their mundainess (Spell). All the money, neat cars trick stuff cant equate
to what we get from flying. Imagine having so much money that you can buy
a Cadillac Escalade Pearlescent white paint pick-up truck with the 500 H.P.
engine and your sitting in bumper to bumper traffic. All your money, all your
power, and you are in LINE!
Here I am with my Twinkie $8,000 aircraft maxing out at 80-85 MPH and going anywhere
I want! How long before they want what we have if the knew what it was and
how enjoyable? Soon, guys. Soon!
Enjoying here in Ohio the flying while I still can, Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66105#66105
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Bob N. Said:
"Ralph,?Point?
regards, "
Bob, Sometimes like other, I just rant a bit. You know live life, then ya die,
and that's all there is.
Actually it was somewhere in the middle of my rant, like some books of the past
I read, that I was attempting to clarify that what John H. was referring to and
what Steven G. what referring to were different from what I was dealing with.
My blinking lights came from flight info as information. Where the EIS blinking
came from engine which was more critical. Not only that but those with EIS
glass had a capability of a switch to stop the intermittent blinking which
becomes annoying while one is, say landing. I do not have the ease of canceling
the blinking, via remote switch, and that the annoying continues until I can
reach the button with the stick. Even after the problem corrects (ASI drops or
increases), my blinking light, blinks.
Now I'm not inferring that the flight blinking is any less important that the engine
blinking. Just that in my settings, being new to flying, I set them farther
than they would need be set, thus allowing me the added grace to adjust to
this new environment. The other side is that John is a long time flier with little
need for "new fangled" stuff to do a job he has relied upon in the past
to be done by good old mechanical gauges. John has little need for blinking and
flashing lights. Therefore he was, I believe inferring to the "fact" that during
critical times, one does not need the added confusion of one more thing to
worry about. Johns a man, I hole Im not putting words into his mouth, that would
need to see a gained advantage over his present method, in order to change
the way he is doing a job.
On the other hand, Steven was pointing out from his perspective the importance
of the blinking and flashing light and the need to respond to them. I see both
points and noted why I agreed with both, however, my situation was not so much
with the warning the lights were supplying me, but the continuance of the warning
after their information no longer applied to my situation. That was the
clarification of the "inability" to easily stop the blinking and flashing.
I merely incorporated a capsulation of phrase from another Kolber, that of Possum,
regarding the delicate nature of what we play with and the reason "most" of
us play with it. I perhaps took a little liberty, in which I hope no one was
offended, to give reason to the feelings we get from doing what most other individuals
could never fathom. We know that our flying is different than the flying
associated with the passengers concept of riding in a 757. I wanted to add
that flavor to my depiction. I also felt that, taking it a step further, and
adding that no amount of money on the ground can provide the degree of excitement
we feel in our little airplanes.
And Bob, everything has a point. Everything has a time, and everything has a reason,
and a place, including humorous writings and ranting. I was once told by
a valued school teacher that "if" what you say isn't understood by the listener,
"you" not "they" are not communication correctly.
Sorry Bob, that it didn't convey my intent from your perception.
I also apologize to those that may not have read the above in my previous message.
Ralph, humbled again, and again here in Ohio.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66160#66160
________________________________________________________________________________
| Subject: | Re: This is your Captain speaking! |
| From: | "John Williamson" <kolbrapilot1(at)comcast.net> |
Hey Ralph,
What is the relevance to anything Kolb related.
We all have access to the internet and can find that kind of stuff for ourselves.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66211#66211
________________________________________________________________________________
| Subject: | Re: This is your Captain speaking! |
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Well excuse me!
O. R.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66233#66233
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: This is your Captain speaking! |
Cap'n.,
In your list-be-nots, you left out an more sinister object: the
quoting ad nauseum of the post(s) under scrutiny. Just a precis
should be sufficient, especially when the thread threatens to become
a hawser.
eye, eye, and a short arm salute
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Vamoose' Ex-Reduction Drive |
What about a Hirth redrive - they use them on Subaru's and a few
others if I recall right. Rotax is getting real finicky who and what
there boxes are being used on. You would probably would have to get
a used reduction drive or a new one being sold by a private party.
One other thing, sounds like the prop made a rather abrupt stop, is
there any potential of crank damage (twist what ever) as a result?
jerb
At 08:58 AM 10/2/2006, you wrote:
>Larry, This is truly what the word bummer was invented to describe.
>Have you thought of adapting a Rotax gearbox to your engine? Might
>take a bit of machine work, but you'd have a proven drive with only
>the adaptation to de-bug. Just a thought.
>
>Rick
>
>On 10/1/06, Larry Bourne
><biglar(at)gogittum.com> wrote:
>I mentioned a problem with Vamoose' redrive a bit ago, and have been
>asked for more info, so I guess I should share it with all. I'm not
>really crazy about this, but.........
>
>I started the engine without the prop on a few weeks ago, and it ran
>great. NO OIL LEAKS ! ! ! I thought I was home free, and was
>daydreaming about actually flying the thing, and wanted to get it in
>the air by Nov. 15 - the 10th anniversary of receiving the kit from
>TOK. I was really going for it - working on it every day after work.
>
>So, I bolted the prop back on, safety wired it, and lit 'er up. The
>engine started to fire, then backfired or kicked back - or both -
>and there was a loud bang and a jolt and the engine
>stopped. Hitting the starter didn't even wiggle the prop, so I shut
>everything off and tried hand propping it. Wouldn't move, so I tore
>that s.o.b. redrive off - again - and tore it apart - again. Here's
>a picture of what I found. That chain literally exploded. I think
>that's more than a great plenty. I've stubbornly worked thru
>several issues with that thing, and that's enuf. I don't want to
>fly in front of it, so it goes in the trash.
>
> From here ?? I dunno yet. I'm researching a couple of other
> redrives, but it's too early to say yet. I'll keep ya
> posted. Lar.
>
>Larry Bourne
>Palm Springs, CA
>Building Kolb Mk III
>Vamoose
><http://www.gogittum.com>www.gogittum.com
>
>
>--
>Rick Girard
>"Ya'll drop on in"
>takes on a whole new meaning
>when you live at the airport.
>
>
><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
Hi Chris,
I'm baffled that you think the security of an airliner is funny. Could you
please explain where you find the humor in airline pilots having to carry
firearms? I fly the "friendly skys" two or three times a month and I don't find
it funny at all. I'm sorry but after 9/11 I just can't lighten up about air
travel. The airline pilots shouldn't be telling the passengers whether they
are packing or not. That would be like telling the passengers whether there is
or not an air marshal on board and where he is seating.
To the rest on the list I'm sorry this is not Kolb related but Chris said it
is OK to break the rules. I sure wouldn't want to be called intolerant,
self righteous SOB or without compassion so to hell with the Kolb list Usage
Guidelines.
Regards,
Will Uribe
El Paso, TX but I will be working in Mississippi and Georgia for the rest of
the month.
FireStar II N4GU
Do not archive
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Chris Mallory
Sent: Friday, October 06, 2006 3:32 PM
Subject: Kolb-List: Capt speaking
You know, sometimes I am just baffled by the reactions that even the most
innocent and well meant post inspire here on the "KOLB" list.
Ralph contributes tons to this list and inspires many interesting Kolb
related threads that are discussed by many.
Now here is a guy trying to inject a little aviation related humor into what
can sometimes become a wee bit boring (however pertinent) and is slapped
down by two self appointed "HALL MONITORS" reading him the "RULES" like he
doesn't already know them.
You two stuffy guys need to acquire a little tolerance and compassion for
your fellow aviators and stop pretending that you are the voice of the Kolb
list enforcement team.
do not archive
________________________________________________________________________________
| From: | "Ralph Hoover" <flht99reh(at)columbus.rr.com> |
Like the switch mount . But I really like the Throtle adjustable stop. Clean and
simple. THanks.
Oh Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66304#66304
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
And here I was telling someone else to tune into the kolb List!!!
Things sure have changed int the last couple of years, I'll let you
judge if for better or worse. My delete key is almost wore out!
Terry - FireFly #95
________________________________________________________________________________
| From: | "Kolbdriver" <kolbdriver(at)mlsharp.com> |
| Subject: | Re: Planecrazzy! |
Is this the Engine Balancer you speak of?
http://www.balancemasters.com/ultralights.html
Mike
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Ralph Hoover
Sent: Thursday, October 05, 2006 5:43 PM
Subject: Kolb-List: Re: Planecrazzy!
Plaincrazzy,
I had one of the dynamic vibration dampeners on ( ready for this?), a Harley. Didn't
do squat. They will offset and correct for minimal amount of dynamic disturbance,
Ie:pulley balance, transient and transmitted intermittent vibration.
Remember they use a small amount of mercury in a track around the circumference
that is contained within a diameter. In hearing about them, the theory sounds
really great but not worth the money. MHO. Something about equal and opposite
forces canceling out each other. They have to be equal, and you wont feel the
small amount that the mercury offsets. The opposite is somewhat true because
the mercury seeks to go opposite of the heavy side, like a tire balancing weight,
always seeking the opposite at what ever speed.
There used to be a Company in Worthington, Ohio that did industrial dynamic and
static balance monitoring for electric motors, pumps, gear boxes and other rotational
equipment. I had a friend that worked there and their equipment could
see the effects of this type balancing. It was masked, not corrected for.
Perhaps someone has had a different experience than the above. Sometimes when I
have spent good hard earned money to buy a pig in a poke, I wanted so bad for
it to work, that I convinced myself that it did. Even when it didnt!
As they say, its your money.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=66059#66059
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Header changed to reflect topic - you might try putting a piece of yarn at
the base of your windscreen in the center, when the trim tabs on the rudder
& ailerons are correct, the yarn will blow straight up the screen with very
little rudder input.
PS - if the yarn or windscreen is dusty, the yarn will buff a smudge into
the Lexan.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "john s. flannery" <jsflan(at)valornet.com>
September 09, 2006 - October 07, 2006
Kolb-Archive.digest.vol-gh