Kolb-Archive.digest.vol-gp
March 17, 2007 - March 28, 2007
Dave
Pretty sure I saw it on a dealer page somewhere? Maybe a user page?
It does exist... Herb
writes:
>
>
> Herb,
>
> There is no housing for an oil thermostat on the HKS that I know of
> - an oil thermostat can be plumbed externally. Tuning the airflow
> through the radiator to maintain an acceptable range of temperature
> is simple, and seems to work well for most people.
>
> --------
> Dave Bigelow
> Kamuela, Hawaii
> FS2, HKS 700E
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101318#101318
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/oilthermostat_1_283.jpg
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Firestar II HKS Conversion |
| From: | Herb Gayheart <herbgh(at)juno.com> |
Here it is Dave///
http://world.std.com/~ejb/odyssey/ody_xo4_oil_system.html
Herb
writes:
>
>
> Herb,
>
> There is no housing for an oil thermostat on the HKS that I know of
> - an oil thermostat can be plumbed externally. Tuning the airflow
> through the radiator to maintain an acceptable range of temperature
> is simple, and seems to work well for most people.
>
> --------
> Dave Bigelow
> Kamuela, Hawaii
> FS2, HKS 700E
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101318#101318
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/oilthermostat_1_283.jpg
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
In a message dated 2/18/2007 11:49:42 A.M. Eastern Daylight Time,
emailbill(at)chartermi.net writes:
Hi Gang
I took this rear view picture while flying my plane over the Upper Peninsula
of Michgan. You can see the redish blur of my red IVO Prop.
Bill Vincent
FS II
DO NOT ARCHIVE
************************************** AOL now offers free email to everyone.
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | HKS engine install |
Herb, Harry, Dave et al, Here are the addresses of the HKS Installation and
Operation Manuals.
Installation manual
http://www.hpower-ltd.com/pdf%20files/IManual_Eng.pdf
Operation manual
http://www.hpower-ltd.com/pdf%20files/OManual_Eng.pdf
In the current version of the installation manual there is no mention of an
oil thermostat. Unlike the Oddysey install, the second inlet to the oil tank
is not plugged, but is used for a line coming directly from the engine. What
you get is one line coming from the engine going directly to the oil tank
and another going to the oil cooler and then to the tank. The oil temp
sensor is at the bottom of the tank along with the line returning oil to the
engine. When I talked to Dana at Flightstar he advised doing the same thing
Dave has done, just cover a portion of the oil cooler to bring the temps up.
Harry, I'm unsure of how to answer your question about cooling, but perhaps
this will help a little.
The Rotax 912 has air cooled cylinders and water cooled heads. The HKS has
air cooled cylinders and oil cooled heads. In truth all "air cooled" engines
get roughly 30% or their cooling from their oil, the HKS just goes one step
further and circulates the oil through passages in the heads just as Rotax
does the same with water (water and ethylene glycol mix) The principle
difference between the two engines oiling systems is that the Rotax is a wet
sump engine and the HKS is a dry sump i.e. Rotax pressure feeds oil to the
engine after which it drains into the sump where it is picked up by the oil
pump and the circulation begins again. The HKS has a second scavenging pump
that picks up the oil from the sump and sends it to the oil tank, hence
"dry" sump.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: HKS engine install |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
The principle difference between the two engines oiling systems is that the Rotax
is a wet sump engine and the HKS is a dry sump i.e. Rotax pressure feeds oil
to the engine after which it drains into the sump where it is picked up by the
oil pump and the circulation begins again. The HKS has a second scavenging
pump that picks up the oil from the sump and sends it to the oil tank, hence "dry"
sump.
??????
Rick,
Rotax 912's/914's are dry sump engines. They have a 3qt remote tank that the oil
is returned to by crankcase pressure. Are you sure the HKS has a second oil
pump that "sends it to the oil tank"????
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101352#101352
________________________________________________________________________________
| Subject: | Portable hangar? |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
Any ideas for an inexpensive hangar that I could use? I hate the idea of spending
5 to 6 thousand on a trailer that sits at the airport. Are there any portable
hangars available at low cost out there?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101377#101377
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: HKS engine install |
Paul, Yes, it's much like the system that Harley Davidson uses. Consider
that an oil pump is only two gears in a close fitting housing with a hole on
either side of the gear set. When the gears turn oil is drawn in one hole
and pushed out the other. To add a second pump all that must be done is add
a second housing and gear set, but they can share the same drive shaft. See:
http://www.hpower-ltd.com/pdf%20files/IManual_Eng.pdf
page 11
Rick
On 3/18/07, Paul Petty wrote:
>
>
> The principle difference between the two engines oiling systems is that
> the Rotax is a wet sump engine and the HKS is a dry sump i.e. Rotax
> pressure feeds oil to the engine after which it drains into the sump where
> it is picked up by the oil pump and the circulation begins again. The HKS
> has a second scavenging pump that picks up the oil from the sump and sends
> it to the oil tank, hence "dry" sump.
> ??????
>
> Rick,
>
> Rotax 912's/914's are dry sump engines. They have a 3qt remote tank that
> the oil is returned to by crankcase pressure. Are you sure the HKS has a
> second oil pump that "sends it to the oil tank"????
>
> --------
> Paul Petty
> Kolbra #12
> Ms Dixie
> Final assembly!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101352#101352
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | HKS Kitplanes Article and correct email address |
Hello All,
I am having a helluva time getting this HKS engine report scanned and
posted. I have managed to scan it in TIF Files. Easy to read, nice and
clear. But my emails keep getting rejected by Matronics.
So then I scanned and sent them as JPG Files.........too large. Separated
the pages and sent one at a time. Still too large! Arrg!!!
Back to my original offer then. If anyone would like the complete
engine report, from Kitplane's latest edition, email me and I will send the
easy to read version (TIF Files) to you.
Also, for those of you that have already asked and found out my email
address was wrong...sorry.
THIS is the correct one.....mdnanwelch7(at)yahoo.com. Double
checking...double checking....yep, that's the right one!!
Mike in 90 degree SW Utah
_________________________________________________________________
Live Search Maps find all the local information you need, right when you
need it. http://maps.live.com/?icid=hmtag2&FORM=MGAC01
________________________________________________________________________________
| Subject: | Re: HKS Engine Report |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Harry,
I would not fly ANY single engine airplane over water, especailly cold water.
Engines do quit, and much more often in experimental - ultralight aircraft.
Many times the engine is not the problem, it is fuel system, an error in installation,
etc. etc. It makes little difference why the engine quit if you end
up in 40 degree seawater that will kill you in a few minutes. I have a Rotax
912 here in Florida and will not fly over water. There have been a couple cases
in the last 2 years in our small club of Ultralights having to ditch in the
water here due to engine fialure.
As far as the air cooling of the HKS, there is nothing wrong with or unreliable
about air cooling. The most reliable certified aircraft engines are all air
cooled, that should not worry you.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101392#101392
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Portable hangar? |
John,
Regarding an inexpensive hangar, are you allowed to put up a "fabric
type hangar?
Home Depot sells a 30 X 50 waterproof tarp for about $100 or less. You
could buy some 2"
PVC fittings and pipe, and construct a frame. Maybe run you $300.
Orient the tarp using the 50' for the width (8' up each side, 34' for
the roof)
I built one of these a few years ago, and the tarp lasted for 3 years.
Sorry if I'm describing a hill-billy hut, and you did say "inexpensive".
They probably sell this as a ready-made kit this size(motor home covers)
I don't know. They work pretty good.
I have other ideas, too, I just need to know your budget.
Mike in SW Utah yee-haw!!
_________________________________________________________________
Exercise your brain! Try Flexicon.
http://games.msn.com/en/flexicon/default.htm?icid=flexicon_hmemailtaglinemarch07
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Portable hangar? |
---- John H Murphy wrote:
============
Any ideas for an inexpensive hangar that I could use? I hate the idea of spending
5 to 6 thousand on a trailer that sits at the airport. Are there any portable
hangars available at low cost out there?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101377#101377
I got curious about that and Google for it. there are lots to choose from. Just
enter Portable hangars into Google.
Ron (Arizona)
________________________________________________________________________________
| Subject: | Re: Portable hangar? |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
Would gladly spend under $1000.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101400#101400
________________________________________________________________________________
| Subject: | HKS Kitplanes Article... Here is the scanned document |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Mike Sent me the the scanned kitplanes article on the HKS engine, and I was able
to make it small enough to post here, enjoy.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101411#101411
Attachments:
http://forums.matronics.com//files/hksreportpage1_158.jpg
________________________________________________________________________________
| Subject: | Re: HKS Kitplanes Article... Here is the scanned document |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
PAGE 2
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101413#101413
Attachments:
http://forums.matronics.com//files/hksreportpage2_128.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: HKS engine install |
| The Rotax 912 has air cooled cylinders and water cooled heads. The
principle
| difference between the two engines oiling systems is that the Rotax
is a wet
| sump engine and the HKS is a dry sump i.e. Rotax pressure feeds oil
to the
| engine after which it drains into the sump where it is picked up by
the oil
| pump and the circulation begins again. The HKS has a second
scavenging pump
| that picks up the oil from the sump and sends it to the oil tank,
hence
| "dry" sump.
|
| Rick
Rick:
This may come as a big surprise to you. The 912 series engines are
primarly oil cooled. Cylinders are aircooled and heads are oil and
water cooled. The reason Rotax went with water cooling of the heads
was the heat generated by the 912 would require very large cooling
fins to cool the heads and require a much larger package. Water
cooling helped make the 912 a nice tidy package.
Also, the 912 is a dry sump engine that uses crank case pressure
created by blow by to push the oil from the sump up to the oil tank
with 3 to 5 psi. It has one pump for circulation and does not use a
pump for oil return to tank.
I can not speak for the HKS, but bet you that the HKS also uses blow
by pressure for oil return. I may be wrong, but it will not be the
first time.
Take care,
john h
mkIII/912ULS (zero time)
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | GA & Amateur Built Aircraft Engine Failure Rates |
Old Subject: Re: Kolb-List: Re: HKS Engine Report
......................
>Engines do quit, and much more often in experimental - ultralight aircraft.
...........................
Mike, & Kolbers,
I checked the FAA Accident Database & Synopses and I ran a few queries where
the incident or accident was caused by "engine failure". I found that for
the time period between 1/1/2002 to 3/18/2007 the following:
For experimental aircraft there 24 reports with three accidents causing the
death of 4 people.
For general aviation there were 263 reports with 78 accidents causing the
death of 156 people.
>From the Bureau of Transportation Statistics, I found that the latest data
available is 2004.
Under the General Aviation category there were 146,613 single engine piston
engine aircraft. Under the Amateur Built category there were listed 19,165
aircraft.
So assuming all things equal there where 7.65 times more GA single engine
piston powered general aviation aircraft registered than amateur built
aircraft. But in the sweep of FAA accident Database indicates GA aircraft
were involved in accidents/incidents at rate eleven times greater that
amateur built aircraft. In those cases were death took place the GA rate
was 26 times higher that amateur built. And for numbers killed GA was 39
times greater than amateur built.
To be fair, most GA aircraft fly faster and carry more passengers than
amateur built aircraft so one can expect a GA aircraft engine failure to
produce greater consequences. Also one can say that GA aircraft fly more
hours per year than do amateur aircraft. But, based on the available data,
it is a stretch to say that amateur aircraft engine failure is more likely
to happen than with GA aircraft.
I could find no reliable data for ultra light vehicle engine failure.
The data sources are listed below:
http://www.bts.gov/publications/national_transportation_statistics/html/table_01_13.html
http://www.ntsb.gov/ntsb/query.asp
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: HKS engine install |
To add a second pump all that must be done is add
| a second housing and gear set, but they can share the same drive
shaft. See:
|
|
| http://www.hpower-ltd.com/pdf%20files/IManual_Eng.pdf
RickG:
I looked through the entire installation manual, then went back to pg
11 and still see nothing about a return oil pump.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: GA & Amateur Built Aircraft Engine Failure Rates |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Jack,
Your analysis of the figures is correct, but I totally disagree with your conclusion.
You did not take into account that almost all General Aviation engine
fialures are are reported, while most ultralight - experimental engine failure
go unreported.
Just looking at the NTSB numbers of REPORTED accidents with injurys is useless.
Anyone that thinks exprimental - ultralight engine failures is lower than certified
General Aviation is very misinformed about the nature of the machines
we are flying.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101488#101488
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: GA & Amateur Built Aircraft Engine Failure Rates |
At 08:52 PM 3/18/2007, Steven Green wrote:
>
>If I read Jack's study correctly, He only used "engine failures" that
>resulted in a fatality and only compared GA to experimental. I doubt there
>are many fatal accidents in experimentals that go unreported.
Yes, but you have to compare apples to apples. GA planes on the average
almost certainly fly more hours than experimentals. Many of these hours
are IFR, which increases the likelihood of a bat outcome from an engine
failure. Most GA planes are larger and faster than the average
experimental, so an engine failure that puts a Kolb down in a pasture might
be much in, say, a Bonanza. And, of course, ultralight accidents aren't
tracked at all by the NTSB any more (unless it's a high profile case like
the Walmart heir and/or if they decide it's an "unregistered aircraft"
rather than an "ultralight vehicle".
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: GA & Amateur Built Aircraft Engine Failure Rates |
...................................
>
> You did not take into account that almost all General Aviation engine fialures
are are reported, while most ultralight - experimental engine failure go unreported.
>
>Just looking at the NTSB numbers of REPORTED accidents with injurys is useless.
...................................
Steve,
I agree that it is possible that many ultra light vehicle and undocumented
experimental aircraft incidents are unreported. But if it is an N-numbered
aircraft, it seems to me that it would be difficult to under report an
engine failure and a fatality. I did not query the data base for injuries or
fatalities. I queried the data base for "engine failure". The number of
fatalities was listed for each query match and I totaled them up.
The point is that people who fly in N-numbered amateur aircraft appear to
have a better chance of surviving an engine failure than those who fly in
single engine piston engine GA aircraft.
Where will you find better data than the NTSB database?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Hello all,
I finally saved enough money to put brakes on my Firestar. I chose the Back Max
BX-1000 brakes made by Free Bird Innovations (FBI) in Minnesota. Steve Boetto
of this list said they looked good, and I got a good feeling talking to the
owner Kieth LeCleir. I also took a look at the installation manual they have
on their web site and liked the simplicity of the design.
I spent most of the day yesterday putting on new axle fittings and getting them
aligned. The brakes mounted easily on the axles and running the brake lines
took less than an hour. Getting the grip style master cylinder mounted on the
stick was more challenging, but I won't bore you with the details.
Bottom line is that I am very satisfied. I tested the brakes today at two paved,
one gravel and one sod field with great results. They slowed me down quickly
with no tendency to grab or pull to one side. I turned off on the first taxiway
for the first time in my Kolb career.
On the ramp, I can add throttle til the tail comes up with the stick all the way
back and the brakes don't slip. As a bonus, the new brake, tire, wheel system
weighs five pounds less than my original Kolb brakeless wheels and tires.
At $389 for tires, wheels, axles, and brakes, it would be hard to find a better
brake system deal for a Firestar.
I flew 391 hrs without brakes, and now have 3 hours with them. I don't think
I'll fly without them again.
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101546#101546
________________________________________________________________________________
| Subject: | Re: HKS engine install |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
John Hauk wrote:
> I looked through the entire installation manual, then went back to pg
> 11 and still see nothing about a return oil pump.
John,
It's kind of hard to see from the views on page 11 in the installation manual,
but the oil pump housing has two return lines running from two sections of the
same pump. One goes to the radiator, and the other goes to the tank. Look at
the top view of the engine. The section sticking out from the center is the
oil pump housing.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101569#101569
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: GA & Amateur Built Aircraft Engine Failure Rates |
Dana and all,
You are correct. An engine failure with no injuries and mimimal or no
damage to the airframe does not require a report. Been there done that.
FAA said no report required.
Steven
> experimental (or antique) will put his bird down in a pasture for whatever
> reason, and just deal with the problem and get it back out of there as
fast
> as possible... especially if he's not squeaky clean legal. And usually he
> CAN get it back out... a Kolb (or a Cub for that matter) will handle a
> rough field landing far better than, say, a Cessna 172 or a Cherokee.
>
> -Dana
________________________________________________________________________________
not getting mail
************************************** AOL now offers free email to everyone.
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| From: | curtis groote <cgroote1(at)yahoo.com> |
| Subject: | Firestar II kit in progress for sale |
I'm thinking about selling the Firestar II kit that I
purchased from Kolb in early 2004. It has white
powdercoat, a second seat, strut sleeves, and heel
brake pedals. It's now in various stages of the
fabric covering process. The empennage, ailerons, and
cage have Polyspray, one wing has the first coat of
Polybrush, the other wing is yet to be covered. Cost
of materials so far : $11,367. South Dakota. If
anybody is interested, contact me personally at
cgroote1(at)yahoo.com or phone 1-605-348-7170. Thanks.
Bored stiff? Loosen up...
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________________________________________________________________________________
________________________________________________________________________________
| Subject: | Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
So my Rotax 447 Bing 54 carb Firestar has been at another airport for 2 days now...
the reason...
When I apply full power and take off about 30 seconds into the climb I loose engine
power. I can run at partial throttle and get back and land, but the full
throttle will kill it.
I have a couple theories...
One is a bad/wrong size main jet...
but I took it apart and verified it was clean and the right size (it's a 165) and
today it was an internationally standard day temp wise (65F) at sea level.
My other thought is maybe the carb is not vertical and tilted too far back during
the climb and therefore the bowl level is tilted and uncovering the jet?
I'll attach a picture of the carb...
Any other thoughts on what it may be...
Ground run is good, I adjusted the clip to #2 from top and re tuned the carb on
the ground.
-Erik
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101705#101705
Attachments:
http://forums.matronics.com//files/photo_002_153.jpg
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Full throttle power loss |
Try taking out your squeeze bulb if you have one in your gas line. I had the
same problem and it was due to a brand new out of the box squeeze bulb.
Larry
----- Original Message -----
From: "grabo172" <grabo172(at)sc.rr.com>
Sent: Monday, March 19, 2007 2:27 PM
Subject: Kolb-List: Full throttle power loss
>
> So my Rotax 447 Bing 54 carb Firestar has been at another airport for 2
> days now... the reason...
>
> When I apply full power and take off about 30 seconds into the climb I
> loose engine power. I can run at partial throttle and get back and land,
> but the full throttle will kill it.
>
> I have a couple theories...
>
> One is a bad/wrong size main jet...
> but I took it apart and verified it was clean and the right size (it's a
> 165) and today it was an internationally standard day temp wise (65F) at
> sea level.
>
> My other thought is maybe the carb is not vertical and tilted too far back
> during the climb and therefore the bowl level is tilted and uncovering the
> jet?
>
> I'll attach a picture of the carb...
>
> Any other thoughts on what it may be...
>
> Ground run is good, I adjusted the clip to #2 from top and re tuned the
> carb on the ground.
>
> -Erik
>
> --------
> -Erik Grabowski
> Kolb Firestar N197BG
> CFI/CFII/LS-I
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101705#101705
>
>
> Attachments:
>
> http://forums.matronics.com//files/photo_002_153.jpg
>
>
>
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
Unfortunately... No squeeze bulb... :(
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101715#101715
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Full throttle power loss |
It sounds like its chocking on too much fuel. do you have a choke in the Rotax,
or anything else that will either restrict air or give it too much fuel.
My SWAG
Ron (Arizona)
---- grabo172 wrote:
============
Unfortunately... No squeeze bulb... :(
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101715#101715
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
I took out the main jet and cleaned and verified it to be the right size and re
tightened it with the same loss of power results...
I very vaguely looked at the pulse line... I'll check it better next time I get
out to the plane...
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101722#101722
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
captainron1(at)cox.net wrote:
> It sounds like its chocking on too much fuel. do you have a choke in
the Rotax, or anything else that will either restrict air or give it
too much fuel.
> My SWAG
>
>
I do have a choke... that might be something to check too, I wonder if maybe it
is stuck a little bit on...
Keep'm coming, I need a good list to check when I get out there...
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101723#101723
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Full throttle power loss |
Then I would change the fuel pump, whichever kind that you have. You have a
blockage somewhere in the system that will not allow sufficient fuel to be
delivered for full power. I am assuming that you have changed all the
filters and checked the pickup tube in the fuel tank its self for blockage.
Larry
----- Original Message -----
From: "grabo172" <grabo172(at)sc.rr.com>
Sent: Monday, March 19, 2007 2:50 PM
Subject: Kolb-List: Re: Full throttle power loss
>
> Unfortunately... No squeeze bulb... :(
>
> --------
> -Erik Grabowski
> Kolb Firestar N197BG
> CFI/CFII/LS-I
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101715#101715
>
>
>
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
What was your egt at FT on ground and in climb? Low EGT indicates rich. If it's
good on the ground but way too rich in air, could be flooding due to nose-up
climb attitude.
You may want to tie down and raise the nose to simulate climb attitude.
While limping back with part throttle, does it ever recover to the point where
you can get full throttle again (before landing).
--------
Jim
N. Idaho
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101732#101732
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Full throttle power loss |
The symptoms you describe do not fit a fuel enrichner problem. Any
problem with a leaking or stuck open enrichner would definitely be
worse a part throttle than full throttle.
What you describe indicates a fuel starvation problem. Several things
could cause this. Worn or defective fuel pump diaphragm, or leaking
pulse line or fuel lines that allow air to enter under negative
pressure, or foreign matter causing restriction.
Gene
On Mar 19, 2007, at 6:13 PM, grabo172 wrote:
>
>
> captainron1(at)cox.net wrote:
>> It sounds like its chocking on too much fuel. do you have a choke
>> in the Rotax, or anything else that will either restrict
>> air or give it too much fuel.
>> My SWAG
>>
>>
>
>
> I do have a choke... that might be something to check too, I
> wonder if maybe it is stuck a little bit on...
>
> Keep'm coming, I need a good list to check when I get out there...
>
> --------
> -Erik Grabowski
> Kolb Firestar N197BG
> CFI/CFII/LS-I
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101723#101723
>
>
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
If I have time, I will do a couple things to troubleshoot engine power loss.
One would be to pull out the choke/enrichment and see if the problem gets better
or worse. Better => it was too lean. Worse => it is too rich.
You can check EGTs. If the engine is at reduced power it's harder to gage but
it may help. If EGTs spike just before power loss, too lean (fuel starvation?).
I had problems last Summer in a Quicksilver with Cuyuna 430 and Mikuni carb. It
would always run great during climbout but would lose power after level off.
Took me about 4 flights for me to make the connection. Turns out the Mikuni
would flood out when tilted forward during level off. It ran great on the ground.
Rotated the carb back a bit (and marked its position) and it worked great
after that.
--------
Jim
N. Idaho
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101737#101737
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Firestar bowling |
At 05:55 PM 3/19/2007, Bob Noyer wrote:
>
>Usta be somewhere in the FAA Rocks & Shoals (regs) bout dropping
>stuff NLT grains of sand! S'pose inflation got to that, also.
I don't know where that was (or is), but I recall it too. It was in
reference to gliders (or maybe it was balloons) jettisoning ballast, which
could only be "water or loose sand". I guess the idea was that unlike
larger objects, you didn't have to worry about where you dropped it.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Full throttle power loss |
Erik, Did you buy fuel between the time the engine ran properly and when it
didn't?
Have you tried pushing over to level flight or shallow dive while still at
WOT?
What do the plugs look like?
Was the flight to this airport where the airplane is now uneventful?
If you are practiced at dead stick landings, put in new plugs (after you put
the needle back where it was) let it begin to miss and stumble on climb,
shut it down and glide in. Check the plugs per the Bing manual.
>From my Italian and English sport car days, "95% of carburetor problems are
solved in the ignition system".
Rick
On 3/19/07, Larry Cottrell wrote:
>
>
> Try taking out your squeeze bulb if you have one in your gas line. I had
> the
> same problem and it was due to a brand new out of the box squeeze bulb.
> Larry
>
>
> ----- Original Message -----
> From: "grabo172" <grabo172(at)sc.rr.com>
> To:
> Sent: Monday, March 19, 2007 2:27 PM
> Subject: Kolb-List: Full throttle power loss
>
>
> >
> > So my Rotax 447 Bing 54 carb Firestar has been at another airport for 2
> > days now... the reason...
> >
> > When I apply full power and take off about 30 seconds into the climb I
> > loose engine power. I can run at partial throttle and get back and
> land,
> > but the full throttle will kill it.
> >
> > I have a couple theories...
> >
> > One is a bad/wrong size main jet...
> > but I took it apart and verified it was clean and the right size (it's a
> > 165) and today it was an internationally standard day temp wise (65F) at
> > sea level.
> >
> > My other thought is maybe the carb is not vertical and tilted too far
> back
> > during the climb and therefore the bowl level is tilted and uncovering
> the
> > jet?
> >
> > I'll attach a picture of the carb...
> >
> > Any other thoughts on what it may be...
> >
> > Ground run is good, I adjusted the clip to #2 from top and re tuned the
> > carb on the ground.
> >
> > -Erik
> >
> > --------
> > -Erik Grabowski
> > Kolb Firestar N197BG
> > CFI/CFII/LS-I
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=101705#101705
> >
> >
> >
> >
> > Attachments:
> >
> > http://forums.matronics.com//files/photo_002_153.jpg
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
jindoguy(at)gmail.com wrote:
> Erik, Did you buy fuel between the time the engine ran properly and when it didn't?
> Have you tried pushing over to level flight or shallow dive while still at WOT?
> What do the plugs look like?
> Was the flight to this airport where the airplane is now uneventful?
> If you are practiced at dead stick landings, put in new plugs (after you put
the needle back where it was) let it begin to miss and stumble on climb, shut
it down and glide in. Check the plugs per the Bing manual.
> >From my Italian and English sport car days, "95% of carburetor problems are
solved in the ignition system".
>
> Rick
>
>
> ---
Let's see...
I did put gas in before this flight.
The flight to the airport (aside from being very bumpy) was uneventful. It's about
18 miles away and I made a pass over another airport before I got there,
so my total flight was about 25 miles to the airport where it is now.
I'd try the dead stick idea, but I only get to about 400' before the problem acts
up... not really safe for a dead stick from there.
I haven't tried to push it over for level WOT... I'll try that the next time I'm
out trouble shooting.
Right now, I'm leaning toward the fuel line contamination... I've been only up
a few times in the last couple months.
I think my next act is to drain the tank and inspect the fuel pickup and refuel
with fresh gas. Also I'm going to pull the plugs and see what's been going on
with the mixture. And I'm going to inspect the pulse line and fuel pump for
indication of a failure...
I'll put the wheels up in a climb attitude, tie her down tight and see if I can
recreate the problem on the ground too... I prefer that to the take off and
see what happens method...
Let me know if you guys think of anything else...
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101770#101770
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Full throttle power loss |
Erik:
Anybody tell you to change the fuel filter?
Blow back through the fuel line from pump to tank to insure it is
clear.
Take the bowl off the carb again and insure there are no little specks
of "stuff" in there that might get into the main jet.
Tie it down and run it wide open for 5 mins or more to see what the
results are.
john h
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: Full throttle power loss |
In a message dated 3/19/2007 5:47:23 P.M. Central Standard Time,
jindoguy(at)gmail.com writes:
If you are practiced at dead stick landings, put in new plugs (after you put
the needle back where it was) let it begin to miss and stumble on climb,
shut it down and glide in. Check the plugs per the Bing manual.
>From my Italian and English sport car days, "95% of carburetor problems are
solved in the ignition system".
Rick
I found out recently that your plugs may not ignite the fuel properly once
the plugs get fouled or very wet with fuel. Engine at full throttle was 300 rpm
below normal. Changed the plugs and the rpms came back up. Plugs looked
almost like new! Ya CAN'T tell by lookin!
Ed ( In Houston)
************************************** AOL now offers free email to everyone.
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Full throttle power loss |
You will also want to make sure there is no foreign debris in the float
bowl.
I had a small piece of rubber from the inside of the primer bulb once cause
me to suck the seat cushion of my Loehle up my butt during a low, fast pass
at a friends strip.
Added full power and got half, too hot to land so I used the excess speed to
buy enough altitude to nurse it around the pattern to a safe landing.
Ever since, I have run a small extra fuel filter just before the carb.
Denny Rowe
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Full throttle power loss |
Erik, I experienced an identical and I mean IDENTICAL situation I narated a
couple of months back.
The problem turned out to be a little miniature looking pine cone (seed)
that would lodge itself in the petcock exiting the gas tank, whenever you
gave it full throttle.
You'd get full throttle for long enough to get airborne...then back to
idle!! Yet, on the ground everything seemed to be ok!! You see it would
plug the hole enough for only idle speed(after full T/O throttle), yet gave
good performance while it was building a vacuum in the fuel line from the
tank.
If it were me, I'd clean and verify EVERY speck of crap is not slowing
the fuel down, from the gas cap to the line entering the carburator. And
this problem is BEFORE the filter....not in front of the carb. FWIW
Mike in SW Utah
PS I know now to never, never. never, use a household (for lawnmowers,
etc) gas can to refuel a plane. BTW This wasn't my plane. I was just an
assistant.
_________________________________________________________________
Watch free concerts with Pink, Rod Stewart, Oasis and more. Visit MSN
Presents today.
http://music.msn.com/presents?icid=ncmsnpresentstagline&ocid=T002MSN03A07001
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
I think I recall you talking about that Mike...
Even though I use a normal gas can, I now ALWAYS put my fuel through a Mr. Funnel
before it goes in the tank... I think your story inspired me to go get one.
but I don't think the builder of my plane did that and I actually didn't the first
couple times I fueled it, I used a regular funnel, until I read your story.
I'm most definatently going to clean and inspect the entire fuel sytem...
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101791#101791
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Portable hangar? |
In a message dated 3/18/2007 9:49:46 A.M. Eastern Daylight Time,
jhm9812(at)yahoo.com writes:
Any ideas for an inexpensive hangar that I could use?
John,
I use a "Cover-It Instant Garage". It's 12' wide X 24' long and 8' high
with a round top. I fold the wings on my FireStar and pull it in with a tail
wheel dolly. The front end cover has a zipper on each side and after you zip
it open, you roll up the cover door, giving just enough height to clear the
muffler (with prop in horizontal position). The cover door is then held open
by a strap or rope. Very easy and quick to operate. I've been using this for
10 years. Mine is located under a pine tree grove, protected from the
elements. My buddy has one out in the open and it is showing signs of wear from
sun and wind. However, lately I have been getting a lot of mildew. I suppose
because I don't open it up to air out often enough (haven't been flying as
much in past few years).
I just checked their web page _www.cover-it-inc.com_
(http://www.cover-it-inc.com) . It appears that they changed the name of company and it's now called
Shelter Logic _www.shelterlogic.com_ (http://www.shelterlogic.com) They
can custom make almost any size you need. My cost was $600 10 years ago,
with a special free freight because I bought two of them (one for another
fellow).
Bill Varnes
Original Kolb FireStar
Audubon NJ
************************************** AOL now offers free email to everyone.
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
When this exact same thing happened to me it was a split in the fuel pump diaphram.
My airplane had the same symptoms.
Won't hurt to pull it apart and take a look.
This was why I installed a low pressure electric pump and just removed the stock
pump. I put in a more reliable one.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101793#101793
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Full throttle power loss |
My similar story was that my electric backup (Facet) pump (plumbed in
series) developed a faulty check valve that restricted flow just enough so
that I'd only notice it at full-throttle. Replacing it with a new one fixed
the problem.
-- Robert
On 3/19/07, Roger Lee wrote:
>
>
> When this exact same thing happened to me it was a split in the fuel pump
> diaphram. My airplane had the same symptoms.
> Won't hurt to pull it apart and take a look.
> This was why I installed a low pressure electric pump and just removed the
> stock pump. I put in a more reliable one.
>
> --------
> Roger Lee
> Tucson, Az.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101793#101793
>
>
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
make sure the air vent on the fuel tank is not covered........I had that
happen and it would kill the engine when a vacuum bulilt up in the tank. Also
I
had an eyelash (mine, I think, just from lookin at the inside of my micuni
fuel pump) laying on the rubber membrane of that fuel pump. Trust me .... down
I came everytime at high speed throttle. ..... years ago . Btw, I am still
using the same fuel pump and it has never since failed since removing my
eyelash!.... in 1994.
George Randolph
Firestar driver from the Villages
447 n Ivo 3 blade, single carb just like yours
************************************** AOL now offers free email to everyone.
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| From: | "LEE CREECH" <dcreech3(at)hotmail.com> |
So, I just had a 300-hour overhaul done on my Rotax 503, and it's back on
the Firestar. The officially recommended break-in procedure involves
running the engine for over an hour at various RPMs according to a very
detailed routine (27 separate segments ranging from 10 seconds to 5 minutes
each, in nearly random order). I have to wonder how important it is to
follow this EXACTLY? Especially for the second half, it looks like you
could accomplish essentially the same thing by doing a few touch-and-goes
with the usual changes in throttle settings. Anyone have any informed
opinions?
Lee
Firestar II
_________________________________________________________________
Live Search Maps find all the local information you need, right when you
need it. http://maps.live.com/?icid=hmtag2&FORM=MGAC01
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 503 break-in |
Anyone have any informed
| opinions?
|
| Lee
Lee:
Rotax indicates this is the way to breakin the engine, primarily the
rings. The order and duration is an important part of the procedure.
If it was my engine, I would try to follow the breakin procedure to
the second.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
Well, I've ordered a new fuel pump and fuel filter... as well as some material
to redo my tailwheel springs and wires I've been wanting to replace. I figure
might as well be safe and do it all while I'm in there, and I'm due in 2 hours
for my 50 hour maint anyway, so I'll knock it all out at once...
I only wish I could get it back to my home airport to do everything... but at least
the other airport (Holly Hill) is where my club meets and I know it has a
good area for testing and I have some support there..
I've got it in a spare hanger, but it is a hangar that has an open front, which
I don't really like, I'm going to have alot of pollen to clean off of it, but
beggers can't be choosers I guess.
Thanks for all the great advice guys!
-Erik
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101806#101806
________________________________________________________________________________
| Subject: | Passed the inspection |
I passed the FAA inspection Friday. How I just need a calm day to t
est fly it. Sorry for the bad picture with the sun in the back ground made
for a bad picture.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Portable hangar? |
I had a Carports of America building installed in January. I'm sure you've
seen them, they have dealers everywhere I've been this last year. Here in
Kansas, the base price is $695 for the basic 10' X 18', but that's just a
frame and a roof. I bought a 20' X 21' with full sides and an extra frame
hoop and the cost was $1700. As I recall, enclosing one end would have been
another $600. The frame is 3" square steel tube and the covering is 29 gauge
siding. I was concerned about the thickness of the siding, 29 gauge is only
.014", but during installation one of the workers was walking on the roof
and there aren't any dents or buckles. It has stood up to 60 mph winds
already this winter without problems.
Rick
On 3/19/07, WhiskeyVictor36(at)aol.com wrote:
>
> In a message dated 3/18/2007 9:49:46 A.M. Eastern Daylight Time,
> jhm9812(at)yahoo.com writes:
>
> Any ideas for an inexpensive hangar that I could use?
>
> John,
>
> I use a "Cover-It Instant Garage". It's 12' wide X 24' long and 8' high
> with a round top. I fold the wings on my FireStar and pull it in with a
> tail wheel dolly. The front end cover has a zipper on each side and after
> you zip it open, you roll up the cover door, giving just enough height to
> clear the muffler (with prop in horizontal position). The cover door is
> then held open by a strap or rope. Very easy and quick to operate. I've
> been using this for 10 years. Mine is located under a pine tree grove,
> protected from the elements. My buddy has one out in the open and it is
> showing signs of wear from sun and wind. However, lately I have been
> getting a lot of mildew. I suppose because I don't open it up to air out
> often enough (haven't been flying as much in past few years).
>
> I just checked their web page www.cover-it-inc.com. It appears that they
> changed the name of company and it's now called *Shelter Logic
> www.shelterlogic.com *They can custom make almost any size you need. My
> cost was $600 10 years ago, with a special free freight because I bought two
> of them (one for another fellow).
> Bill Varnes
> Original Kolb FireStar
> Audubon NJ
>
>
> ------------------------------
> AOL now offers free email to everyone. Find out more about what's free
> from AOL at *AOL.com* <http://www.aol.com?ncid=AOLAOF00020000000339>.
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Red Bull air race |
Never seen one before and may never get another chance to see one.>>
Hi John,
its an experience. Flat out low level racing with mandatory airobatics
thrown in. We had one last year about 10 miles from home. The race day
produced totally useless Wx. It was obvious from 7 in the morning that there
was going to be no racing. Johnny Public didn`t know that and drove to the
race site in their thousands, arrived and found no racing and drove home
into the face of the still arriving crowds. Chaos on all roads for 10 miles
around because the organisers ddidn`t actually announce `No Racing` until
about 4 in the afternoon.
I saw a bit of the pre race practice day because the pilots were using a
small field which I occasionally land at, to keep their planes away from the
race site, a Stately Home called Longleat.
I have often looked at that main drive leading to the house with longing
when I have flown across Longleat. Its a bit narrow but just asking to be
landed on.
Lord Bath, who owns Longleat is a little eccentric and used to have a
weight shift ultralight which rumour has it, he used to keep chained up at
the back door like a dog. I never heard that he actually flew it.
Eccentric or not he obviously has something as he has several mistresses,
whom he calls `wifelets,` stashed away in various cottages on the Estate.
Also a wife in France!
See you at MV John.
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Firestar bowling |
It was in
reference to gliders (or maybe it was balloons) jettisoning ballast, which
could only be "water or loose sand". >>
The difference is that water doesn`t fall in one lump. Neither does sand as
balloonists normally drop it in handfulls. If they cut loose a sack then
thats a different story. The authorities woudn`t like that,
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Firestar bowling |
One of their questions was: Is it legal to drop a bowling ball from
a plane?>>
In my gliding days we used to take `puffballs` ( a large type of mushroom)
in the two seater on wire launches and try to drop them on the winch
operator. We had an ex barrage balloon winch with a cage to protect the
operator in the case of a cable fail;ure. If you hit the cage with a
puffball it would break into a cloud of bits and nearly choke the poor guy.
Cheers
Pat.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Firestar bowling |
Hi,
loved the bowling ball video. Bit dicey! A bit bigger bounce could have
hit the tail. You should have put the music from the Dam Busters on the
sound track.
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
To all my friends in Old Blighty, a belated Mothering Sunday.
regards>>
,
Hi Bob,
Mothering Sunday!! Mothering Sunday!,
it used to be a nice little low key happening called Mothers Day which
could be safely forgotten without dire consequences. Now, after the
Americans and the card manufacturers got hold it, to forget Mothering
Sunday is a major crime causing full scale household war. Chocolates and
flowers double in price in the previous week. Bah!
Cheers
Pat
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)wowway.com> |
| Subject: | Re: Full throttle power loss |
Erik,
You have now received a lot of good information. After this happened to me I
was never able to pinpoint exactly what caused it. So I did everything that
people suggested: replaced the fuel pump, gas filters, fuel lines, pulse
line, removed the squeeze bulb, cleaned the carbs, took out the gas tanks
and cleaned them. In short, everything to do with the gas supply.
Engine worked fine after that but never did know which one of the above
cured it.
Jim
Mark III
----- Original Message -----
From: "grabo172" <grabo172(at)sc.rr.com>
Sent: Monday, March 19, 2007 4:27 PM
Subject: Kolb-List: Full throttle power loss
>
> So my Rotax 447 Bing 54 carb Firestar has been at another airport for 2
days now... the reason...
>
> When I apply full power and take off about 30 seconds into the climb I
loose engine power. I can run at partial throttle and get back and land,
but the full throttle will kill it.
>
> I have a couple theories...
>
> One is a bad/wrong size main jet...
> but I took it apart and verified it was clean and the right size (it's a
165) and today it was an internationally standard day temp wise (65F) at sea
level.
>
> My other thought is maybe the carb is not vertical and tilted too far back
during the climb and therefore the bowl level is tilted and uncovering the
jet?
>
> I'll attach a picture of the carb...
>
> Any other thoughts on what it may be...
>
> Ground run is good, I adjusted the clip to #2 from top and re tuned the
carb on the ground.
>
> -Erik
>
> --------
> -Erik Grabowski
> Kolb Firestar N197BG
> CFI/CFII/LS-I
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101705#101705
>
>
> Attachments:
>
> http://forums.matronics.com//files/photo_002_153.jpg
>
>
________________________________________________________________________________
| Subject: | Re: Portable hangar? |
| From: | "George Alexander" <gtalexander(at)att.net> |
A little extreme as far as being "portable", but....
A friend in NJ had to move a hangar from one area of the field to another. We
backed his utility van into the hangar, put a couple of 2X6s on top of the van
and long ratchet straps across to the bottom side rails and jacked it up. Moved
it a couple of hundred yards to its new spot. No one could claim it wasn't
portable.
jindoguy(at)gmail.com wrote:
> Dana, You're right about the anchors. They're just big spikes, about three feet
long and 1/2" in diameter. In Kansas, if it doesn't have a concrete foundation,
it's not permanent.
>
> Rick
>
>
--------
George Alexander
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101857#101857
Attachments:
http://forums.matronics.com//files/450vanhanger_675.jpg
________________________________________________________________________________
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
Attached are some pictures of my combination nose pull handle, tie down, and skid
(yea, I know, a training wheel!).
I had to angle off the lower part of the front frame so the cone would fit.
Rex Rodebush
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101891#101891
Attachments:
http://forums.matronics.com//files/03180008_small_205.jpg
http://forums.matronics.com//files/03180007_small_678.jpg
http://forums.matronics.com//files/03180002_small_143.jpg
http://forums.matronics.com//files/03180001_small_101.jpg
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Full throttle power loss |
Jim,
Did you have a by-pass around the primer bulb at the time. Had a
friend who had an engine out - luckily it happened again on the
ground - we were able to see fuel flow had been affected on the
output side of the bulb.
If I use one I always run a bypass around it.
jerb
At 06:51 AM 3/20/2007, you wrote:
>
>Erik,
>
>You have now received a lot of good information. After this happened to me I
>was never able to pinpoint exactly what caused it. So I did everything that
>people suggested: replaced the fuel pump, gas filters, fuel lines, pulse
>line, removed the squeeze bulb, cleaned the carbs, took out the gas tanks
>and cleaned them. In short, everything to do with the gas supply.
>
>Engine worked fine after that but never did know which one of the above
>cured it.
>
>Jim
>Mark III
>----- Original Message -----
>From: "grabo172" <grabo172(at)sc.rr.com>
>To:
>Sent: Monday, March 19, 2007 4:27 PM
>Subject: Kolb-List: Full throttle power loss
>
>
> >
> > So my Rotax 447 Bing 54 carb Firestar has been at another airport for 2
>days now... the reason...
> >
> > When I apply full power and take off about 30 seconds into the climb I
>loose engine power. I can run at partial throttle and get back and land,
>but the full throttle will kill it.
> >
> > I have a couple theories...
> >
> > One is a bad/wrong size main jet...
> > but I took it apart and verified it was clean and the right size (it's a
>165) and today it was an internationally standard day temp wise (65F) at sea
>level.
> >
> > My other thought is maybe the carb is not vertical and tilted too far back
>during the climb and therefore the bowl level is tilted and uncovering the
>jet?
> >
> > I'll attach a picture of the carb...
> >
> > Any other thoughts on what it may be...
> >
> > Ground run is good, I adjusted the clip to #2 from top and re tuned the
>carb on the ground.
> >
> > -Erik
> >
> > --------
> > -Erik Grabowski
> > Kolb Firestar N197BG
> > CFI/CFII/LS-I
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=101705#101705
> >
> >
> >
> >
> > Attachments:
> >
> > http://forums.matronics.com//files/photo_002_153.jpg
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: Nose bracket |
Rex
why not point the mains rearward and install a nose wheel ? 8-)
kidding... HAHAHAHA
Seriously wishing I had a shop to build in like yours... 8-(
Mark Vaughn
-----Original Message-----
From: rrodebush(at)tema.net
Sent: Tue, 20 Mar 2007 11:03 AM
Subject: Kolb-List: Nose bracket
Attached are some pictures of my combination nose pull handle, tie
down, and
skid (yea, I know, a training wheel!).
I had to angle off the lower part of the front frame so the cone would
fit.
Rex Rodebush
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101891#101891
Attachments:
http://forums.matronics.com//files/03180008_small_205.jpg
http://forums.matronics.com//files/03180007_small_678.jpg
http://forums.matronics.com//files/03180002_small_143.jpg
http://forums.matronics.com//files/03180001_small_101.jpg
________________________________________________________________________
AOL now offers free email to everyone. Find out more about what's free
from AOL at AOL.com.
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: Nose bracket |
Rex,
I haven't been following the list close enough to see your nose
bracket, but this seems to be a little extreme to weld an attachment
to the airframe. The new kolbs don't nose-over as bad as the older
ones. I would think that a clamped one would be sufficient. After a
few hours, it wouldn't be necessary. Keep the stick back all the time
when taxiing (it's a pusher with enough power to overcome any
tailwind on the elevator). This is going to affect your weight and
balance up front like that.
Ralph
Original Firestar
20 years flying it
-- "Rex Rodebush" wrote:
Attached are some pictures of my combination nose pull handle, tie
down, and skid (yea, I know, a training wheel!).
I had to angle off the lower part of the front frame so the cone
would fit.
Rex Rodebush
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101891#101891
Attachments:
http://forums.matronics.com//files/03180008_small_205.jpg
http://forums.matronics.com//files/03180007_small_678.jpg
http://forums.matronics.com//files/03180002_small_143.jpg
http://forums.matronics.com//files/03180001_small_101.jpg
________________________________________________________________________
Interested in getting caught up on today's news?
Click here to checkout USA TODAY Headlines.
http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
________________________________________________________________________________
| Subject: | Re: Nose bracket |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
Mark,
It's just 1/2 of the garage. The boss parks her car outside on the weekends to
give me a little more room!
Ralph,
The attachment is beefy so I can use it as a pull/push handle and an extra tie
down if needed. Hopefully it will never be tested as a nose skid.
Rex Rodebush
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101912#101912
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "Thom Riddle" <thomriddle(at)adelphia.net> |
Erik,
If you have not already done so, order the Bing manual from
http://www.bingcarburetor.com/manual.html
It is $10 including postage and covers both 54 and 64 carbs. It is the best $10
anyone runining a Bing Carb can invest. It expalins everything you need to know
about their carbs. Their parts are high priced so if you need any, you can
buy them cheaper (usually) from Lockwood.
Thom in Buffalo
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101913#101913
________________________________________________________________________________
| Subject: | Best source for a new Rotax engine |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
I've decided to replace my Rotax 503 DCDI engine with a new one, rather than rebuild.
Is CPS the "best" source for new engines? They advertise the 503 minus gear box,
carbs & muffler at just over $4000. I'm figuring I could sell my still working
fine Rotax (presently installed on the aircraft) with 200 hours on the Hobbs
meter for $1000 or so. The net would be a cost to me of around $3000. not including
shipping.
If I do the math right, CPS would charge me $2000. plus for a major overhaul. And
that assume only the crankcase needs to be replaced. When I talked to CPS they
tell me they frequently replace pistons & cylinders which could add more cost
to the equation. It seems like your trading dollars by doing a overhaul versus
going the new engine route.
I'm curious if others would concur with my thinking on this.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101917#101917
________________________________________________________________________________
| Subject: | Re: Nose bracket |
Well it certainly looks strong enough from here 8-)
Sadly I'd have to first Build the Boss A Garage before
I could kick her out of it on the Weekends 8-0 hahahaha
Buying used may be my best option although I would
love to know What I did when I built it .... A big build
it your self PLUS IMO... Nice job..
Mark Vaughn
-----Original Message-----
From: rrodebush(at)tema.net
To: kolb-list(at)matronics.com
Sent: Tue, 20 Mar 2007 1:07 PM
Subject: Kolb-List: Re: Nose bracket
Mark,
It's just 1/2 of the garage. The boss parks her car outside on the
weekends to
give me a little more room!
Ralph,
The attachment is beefy so I can use it as a pull/push handle and an
extra tie
down if needed. Hopefully it will never be tested as a nose skid.
Rex Rodebush
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101912#101912
________________________________________________________________________
AOL now offers free email to everyone. Find out more about what's free
from AOL at AOL.com.
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Best source for a new Rotax engine |
Try Solo Aviation in Kentucky. Alan Laymon is the guy at the Kolb Homecoming
the one before this last that did the seminar, he is pretty good, and his
prices are not bad.
Don't know his number, Google him.
Richard Pike
MKIII N420P (420ldpoops)
----- Original Message -----
From: "John H Murphy" <jhm9812(at)yahoo.com>
Sent: Tuesday, March 20, 2007 1:21 PM
Subject: Kolb-List: Best source for a new Rotax engine
>
> I've decided to replace my Rotax 503 DCDI engine with a new one, rather
> than rebuild.
>
> Is CPS the "best" source for new engines? They advertise the 503 minus
> gear box, carbs & muffler at just over $4000. I'm figuring I could sell my
> still working fine Rotax (presently installed on the aircraft) with 200
> hours on the Hobbs meter for $1000 or so. The net would be a cost to me of
> around $3000. not including shipping.
>
> If I do the math right, CPS would charge me $2000. plus for a major
> overhaul. And that assume only the crankcase needs to be replaced. When I
> talked to CPS they tell me they frequently replace pistons & cylinders
> which could add more cost to the equation. It seems like your trading
> dollars by doing a overhaul versus going the new engine route.
>
> I'm curious if others would concur with my thinking on this.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101917#101917
>
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Nose bracket |
Rex
I almost didn't comment on your Nose Bracket because I really don't want to
offend you but I have a more over riding concern that people will think
there is a need to build these things. There IS NOT a nosing over problem
with the MKIII. You even have the optional(longer and forward bent) gear
legs which transfers even more weight to the tail.
John H recently commented that he can do a full 100 HP run up without nosing
over and his main gear is configured very close to the way the optional gear
legs are configured.
I have been flying my VW powered MKIIIc in allot of configurations over the
years and only came close once. This was on my first flight with my redrive
VW. This was a extreme case where I had a very high thrust line (7 inches of
clearance with a 72 inch prop) with the stock gear legs and I wasn't used to
the thrust of my new redrive VW engine. I may even had run through a puddle
of water. With my direct drive engine I had gotten used to raising the tail
during my takeoff roll and going to full power fairly quick. I don't do that
any more.
Again I don't want to offend. Sorry!
Rick Neilsen
redrive VW powered MKIIIc
----- Original Message -----
From: "Rex Rodebush" <rrodebush(at)tema.net>
Sent: Tuesday, March 20, 2007 11:03 AM
Subject: Kolb-List: Nose bracket
>
> Attached are some pictures of my combination nose pull handle, tie down,
> and skid (yea, I know, a training wheel!).
>
> I had to angle off the lower part of the front frame so the cone would
> fit.
>
>
> Rex Rodebush
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=101891#101891
>
>
> Attachments:
>
> http://forums.matronics.com//files/03180008_small_205.jpg
> http://forums.matronics.com//files/03180007_small_678.jpg
> http://forums.matronics.com//files/03180002_small_143.jpg
> http://forums.matronics.com//files/03180001_small_101.jpg
>
>
>
________________________________________________________________________________
| Subject: | Check out United States Patent: 7188804 |
_Click here: United States Patent: 7188804_
(http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/PTO/srchnum
.htm&r=1&f=G&l=50&s1=7188804.PN.&OS=PN/7188804&RS=PN/7188804)
For those of you that were around a few years ago, Bryan Melborn and I had
the crazy idea to build and fly our own version of an amphibious float. In less
than 10 months we designed and flew the concept. I just found out this week
that a U.S. Patent has been issued for the design. I would also like to
mention that Norm Labhardt was our Test Pilot.
Steve Boetto
Firefly 007 on Floats
************************************** AOL now offers free email to everyone.
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| From: | Gene Ledbetter <gdledbetter(at)aol.com> |
| Subject: | New Engine Vendor |
I bought a new 447 from Alan last spring. He was able to get a
stripped engine and transferred all of the electrics from my old
engine to the new engine and rebuilt the gear box (new spring
washers). He did a good job and did it while I was there.
Gene
On Mar 20, 2007, at 3:13 PM, Richard Pike wrote:
>
> Try Solo Aviation in Kentucky. Alan Laymon is the guy at the Kolb
> Homecoming the one before this last that did the seminar, he is
> pretty good, and his prices are not bad.
> Don't know his number, Google him.
>
> Richard Pike
> MKIII N420P (420ldpoops)
>
________________________________________________________________________________
| Subject: | Re: Best source for a new Rotax engine |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
John,
It pays to shop try Ronnie Smith @ www.flysmla.com
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101964#101964
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
I found the #1 culprit today...
I took out the fuel tank and found a bunch of trash in it...
including a 1/2" x 1/2" leaf fragmant...
I'm pretty sure it was crapping up the suction.
My fuel probe grommet was also ripped and torn... I think That might
have been the other trash in there.
So after figuring out how to get the tank out, I cleaned and flushed
and reinstalled it.
Tomorrow my new fuel filter, plug, and fuel pump arrive so I'll swap
all them out and put some fresh gas in it. Then hopefully a good test
run on the ground...
I'm also going to finish up my 50 hour inspection and re rig the tailwheel cable
with compression sprins... (I've been meaning to do the tailwheel for some time
now)
-Erik
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=101992#101992
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Full throttle power loss |
Erik,
You say you worked on the carb - by chance when it came to the step
of reassembling the throttle cable, needle with clip and retainer
cup, may you have gotten the orientation incorrect during the
reassembly - dealing with that spring it's easy to assemble it wrong,
been there done that - it will run but doesn't run properly. This
would be the first thing I would check for. Its been a while since I
looked at one of these so I am not going to tell you the order they
go in. Perhaps one of the others guys can help out here.
Looked at you photo - looks like you have your carb titled forward -
that would make it even worst when the tail is in flying position -
correct that, make it level with the engine (tail) in normal flying attitude.
Looks like you have the little loop of tubing which connects between
the two small barb fittings located on each side of the carb, is
there a hole in the center of it for venting.?
Take the air filter off, looking into the air inlet opening check the
position of the slide with the throttle in the fully closed and fully
open positions - with the throttle in the closed position is the
slide lowering until it hits the stop (screw adjustment) - when the
throttle is in the full open position is the slide raising enough to
fully clear the intake diameter. Don't forget to return the throttle
back to the fully closed position immediately afterwards.
How's the air filter - is it clean - lightly oiled (not wet with oil
or water). If you clean it don't use gasoline - go to an auto parts
and get some K&N spray on filter cleaner and oil - also DO NOT spray
the filer out with an air hose.
Looking closely at your photo, there is a stain on you throttle cable
where it enters the top of the carb - has it changed position at all,
it looks as if has at some time. That may be from adjusting the
cable over time. Make sure the carb slide is fully opening and
fully closing as explained in the above step.
What type of tubing are you using between your fuel pump and the
engine vent/pulse port - it must be the thick wall type tubing like
Lockwood or CPS sells for this purpose, you can't use regular wall
thickness fuel line - it gives and softens the pulse - . Can't use
black fuel line either. This will show up as you increase you fuel
burn rate at higher RPM, the thinner wall tubing will soften the
pulses to the fuel pump and it will not be able to keep up with fuel demand.
Any bubbles forming in your fuel line?
Do you have a fuel filter - if so how old is it and what type is
it? Describe it, paper element, etc.
How old is the fuel pump?
How old is the fuel and did you put oil in it at all or twice maybe?
This will give you a few things to think about while waiting for more
suggestions.
jerb
At 04:27 PM 3/19/2007, you wrote:
>
>So my Rotax 447 Bing 54 carb Firestar has been at another airport
>for 2 days now... the reason...
>
>When I apply full power and take off about 30 seconds into the climb
>I loose engine power. I can run at partial throttle and get back
>and land, but the full throttle will kill it.
>
>I have a couple theories...
>
>One is a bad/wrong size main jet...
>but I took it apart and verified it was clean and the right size
>(it's a 165) and today it was an internationally standard day temp
>wise (65F) at sea level.
>
>My other thought is maybe the carb is not vertical and tilted too
>far back during the climb and therefore the bowl level is tilted and
>uncovering the jet?
>
>I'll attach a picture of the carb...
>
>Any other thoughts on what it may be...
>
>Ground run is good, I adjusted the clip to #2 from top and re tuned
>the carb on the ground.
>
>-Erik
>
>--------
>-Erik Grabowski
>Kolb Firestar N197BG
>CFI/CFII/LS-I
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=101705#101705
>
>
>Attachments:
>
>http://forums.matronics.com//files/photo_002_153.jpg
>
>
________________________________________________________________________________
| Subject: | Re: Best source for a new Rotax engine |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
Looks like they all run about $4,050.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102006#102006
________________________________________________________________________________
| From: | "Dennis Souder" <flykolb(at)pa.net> |
| Subject: | Check out United States Patent: 7188804 |
Hi Steve,
I don't know if you knew Ivor Jim Lee of Lakeland Ultralights. He did lots
of experimenting with Kolbs on floats, particularly amphibious arrangements.
He was killed in a flying accident when he became distracted from flying
when an oil hose came loose He mentioned to me one time when we were flying
his amphibious Mark-III at Conneaut Lake that he had unintentionally landed
with gear down in the water and came to a very very quick water drenching
stop - but he did not flip over. Jim's retract designs had loooong landing
gear that extended down from the cage and long enough to keep the Full Lotus
floats a respectable distance above ground level. So there was a lot of
tube and wheel to grip with water with. Anyway that was one aircraft that
would survive a gear down landing. The Full Lotus floats had lots of
buoyancy up front and this undoubtedly helped to keep the aircraft upright.
Congrats on the patient!
Dennis
Making a water landing with the gear erroneously extended, however, is a
horse of a different color. Landing in the water with gear extended could
destroy the aircraft and seriously injure or kill its occupants. The reason
is that on initial contact during landing, the floats are supposed to skim
across the water on plane like water skis. As more weight put on the floats,
the floatplane is supposed to gradually slow down without capsizing, until
settling into displacement, where the entire aircraft weight is supported by
the buoyancy of the floats.
_____
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of N27SB(at)aol.com
Sent: Tuesday, March 20, 2007 5:43 PM
Subject: Kolb-List: Check out United States Patent: 7188804
Click
<http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p
1&u=%2Fnetahtml%2FPTO%2Fsrchnum.htm&r=1&f=G&l=50&s1=7188804.PN.&OS=PN/718880
4&RS=PN/7188804> here: United States Patent: 7188804
For those of you that were around a few years ago, Bryan Melborn and I had
the crazy idea to build and fly our own version of an amphibious float. In
less than 10 months we designed and flew the concept. I just found out this
week that a U.S. Patent has been issued for the design. I would also like to
mention that Norm Labhardt was our Test Pilot.
Steve Boetto
Firefly 007 on Floats
_____
AOL now offers free email to everyone. Find out more about what's free from
AOL at <http://www.aol.com?ncid=AOLAOF00020000000339> AOL.com.
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Check out United States Patent: 7188804 |
I new jim lee he also had a design for retracting gear on a trike. I know a
guy that fly,s a drifter he bolts wheels to a set of ful lotis floats and
takes off on land then lands on water then un bolts them to do several water
landings only to put them back on to take off in the water with the wheels
bolted down to land on land agin at the end of the day. you can see him at sun
fun this year getting ready for the lake parker fly inn ultralights will have
there own day agin this year in the same spot but GA will be on the other
side of the lake mal michigan
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________________________________________________________________________________
| Subject: | Re: Nose bracket |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
Hi Rick,
No offense taken. I don't disagree with anything you said.
I feel it is worthwhile for me to have a nose push/pull handle, an extra tie down
location and a skid as a bonus (three birds with one stone!). Others may think
it's a waste of time and money and just extra weight; and that's fine.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102051#102051
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Nose bracket |
Do yourself a major favor and get some training in a similar Kolb
before you fly. The time and money you save by not building all those
things that non flyers tell you are important will pay for the most
expensive of training.
Rick Neilsen
Rick:
Dad burn it! You took the words right out of my mouth.
This nose skid thing is very similar to the landing gear thing we go
through here periodically. There is nothing wrong with the Kolb
design. We all start out with the first flight in a Kolb. Any
"normal" pilot can fly and feel very comfortable in a Kolb in a matter
of a few hours.
I agree with you Rick, a lot of recommendations are coming from folks
that have zero or near zero time and experience flying Kolbs. Don't
think I will base any design changes on that category recommendation,
even though I did see Homer Kolb and a passenger in the factory mkIII
put it on its nose when Homer swung the tail around in a stiff breeze,
1991, on Homer's airstrip. The factory put a skid in the plans for
those that wanted it.
I did the same thing with a "heavy" passenger a year or two later in
the factory mkIII at Lakeland. Tailwind, heavy passenger, and a brish
tailwind. No damage, just pride.
The beauty of experimental/UL aviation is the choice of how you build
your airplane. If you want a skid, go for it. After all, didn't the
Jenny have axe handle skids on the outboard end of each bottom wing?
john h
mkIII
PS: Busy fabricating new center section. Did not realize how many
individual parts and rivet holes were involved in this project. ;-)
Gonna go all sheet metal this time, since I was able to use the old
lexan cover for a pattern. Looks like it is going to work out.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Hauck Landing Gear Mods |
Hi Gang:
I mentioned the bridge work that carries my modified mkIII landing
gear a few days ago. Here are a couple photos of the bridgework
inside the cockpit.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Check out United States Patent: 7188804 |
In a message dated 3/20/2007 5:44:36 PM Eastern Daylight Time, N27SB(at)aol.com
writes:
_Click here: United States Patent: 7188804_
(http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/PTO/srchnum.htm&r=1&f
G&l=50&s1=7188804.PN.&OS=PN/7188804&RS=PN/7188804)
For those of you that were around a few years ago, Bryan Melborn and I had
the crazy idea to build and fly our own version of an amphibious float. In less
than 10 months we designed and flew the concept. I just found out this week
that a U.S. Patent has been issued for the design. I would also like to mention
that Norm Labhardt was our Test Pilot.
Steve Boetto
Firefly 007 on Floats
Wow!!..... 37 claims that made it through and 24
references.......phenomenal!! But it is well written as I even understood it.
I have a personal patent on an aerotoy that had 16 claims but only 2 made it
through. I wrote it myself, but had to get a patent attorney to respond to the
first rejection, by rewriting part ot it. $150 per hour for his time....whew!
George Randolph
Firestar driver from the Villages, Fl
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Check out United States Patent: 7188804 |
In a message dated 3/20/2007 10:57:33 PM Eastern Daylight Time,
flykolb(at)pa.net writes:
Hi Steve,
I don=99t know if you knew Ivor Jim Lee of Lakeland Ultralights. He d
id lots
of experimenting with Kolbs on floats, particularly amphibious arrangements.
He was killed in a flying accident when he became distracted from flying whe
n
an oil hose came loose He mentioned to me one time when we were flying his
amphibious Mark-III at Conneaut Lake that he had unintentionally landed with
gear
down in the water and came to a very very quick water drenching stop
=93 but he
did not flip over.
I knew Jim and his dad, Ivor, a fixture in plumbing in the Sharon, Penna
area. I come from Sharon originally. That was a tragic accident.....speakin
g to
"always fly the airplane".
George Randolph
.
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Check out United States Patent: 7188804 |
In a message dated 3/21/2007 11:52:39 A.M. Eastern Standard Time,
GeoR38(at)aol.com writes:
Wow!!..... 37 claims that made it through and 24
references.......phenomenal!! But it is well written as I even understood it.
I have a personal patent on an aerotoy that had 16 claims but only 2 made it
through. I wrote it myself, but had to get a patent attorney to respond to
the first rejection, by rewriting part ot it. $150 per hour for his
time....whew!
George Randolph
Firestar driver from the Villages, Fl
Thanks George,
Sounds like you know what you are talking about. Actually there was
originally 39 claims and only 2 were rejected first time up to bat. We did not
try
to get them but my Atty thought he could.
All of the credit here goes to my Patent Atty, Paul Rooy. He is a Pilot,
Seaplane Instructor and Patent Attorney. He currently flies a Skysmasher
(Cessna Skymaster).
Don't know if anything will come of this but the process was interesting.
Steve Boetto
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Hauck Landing Gear Mods |
Hi Mike:
| ut oh, looks like the airplane parts have reached the living
room.....
This is what happens when you got more "stuff" than room. Migrate to
an area big enough to lay stuff out. One of the advantages of being
single again is I can build an airplane in the living room if I want
to.
| Quite a structure you've got under the seat..... are you able to
store stuff
| under there on yer cross countrys...?
Yes, I store my extra shoes and flip flops under the seat. Also, the
survival rifle, and long tie down stakes and rope will fit under
there.
I still have to do the cutouts for the parachute, which mounts in the
front center of the center section, fuel filler, and an inspection
plate to stick my hand through to tighten up the clamp on the fuel
fill hose after the center section is in place.
The old center section was a combination of lexan and sheet metal.
This one is going to be entirely of sheet metal. The old one lasted
15 years. This one should last a little longer. Can't wait to get it
finished and painted. Think it will look cool. The original was made
for the 582, so I left the sheet metal under the left rear side bare.
This was right under the muffler. When I went to the 912 engines, I
never got around to painting that portion. Always generated questions
why I did not paint that part.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Full throttle power loss |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
Problem solved!! :D
It was the trash in the tank.
I did also level the carb and adjust the carb, but that was for fine tuning.
I Put some nice clean fresh gas in her and started her up, after a few carb adjustments
and some warm up, I was into testing mode...
Tested various power settings up to full power and let her run at full throttle
tied down for a good 3 minutes, and she ran perfectly...
So I hopped in and and went up... very ready for the engine to cough and it never
did! Climbed to 2000' perfectly. I did some more testing and various power
settings and the engine has never run so good...
Thanks for all the help everyone! You are the best resource one could ask for!
8)
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102207#102207
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Fuel pump complication |
I hope that with the tremendous talent we have here some of you can help me solve
a problem I didn't even know I had till two days ago. As most of you know I
am in the process of installing a 1.3 liter Suzuki motor in my Kolb M3X. Well
I had the fuel tanks fabricated and I have them installed, however on the other
list that I am on dealing just with this engine, there was just some posting
about how the fuel pump on the Suzuki is inside the fuel tank, and just to increase
the problem it needs to be in there for the fuel to cool it off during
its operation. How much of it is factual I am not sure, but I know for a fact
that the pump in the car is inside the fuel tank. So the question is what other
external pumps can I use on the Suzuki 1.3 16 valves DHC. I just beginning
to see the end of the project just to have this come up.
Thanks in advance
Ron
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
there is a good deal of chater now on the Matronics seaplane site about
regging floats, moor than there normaly is any way mal
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
not familiar with that list
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
matronics also has a rotax and seaplane as well as a corvair car list and
several other flying topics mal
Find out more about what's free from AOL at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Firestar bowling |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Here are a couple of pics of the ball and the splat-mark. It did far less than
I had expected to the mud, but had a greater effect on the spectators than I
anticipated. If I do it again it will be farther than 100yds from camp.
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102244#102244
Attachments:
http://forums.matronics.com//files/ball4_163.jpg
http://forums.matronics.com//files/ball1_145.jpg
http://forums.matronics.com//files/ball3_579.jpg
________________________________________________________________________________
| Subject: | Re: Firestar bowling |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Now, if I could just get my hands on a watermellon.......
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102245#102245
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
On 3/22/07, pat ladd wrote:
>
>
> Though how you translate a joke about the Irish Everest Climbing Team
> failing because the scaffolding fell down into Ibo I
> really do not know .
Ok, well, THAT was funny, AND I think it was new, so, you just proved
yourself wrong! ;-)
-- Robert
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
Just want to tell all that our local marine supplier has one more Navman
fuel flow meter. It is the same as the one we have been talking about that
costs over three hundred bucks from aircraft spruce or where-ever. He got
me one for my sling shot and it works great. He went ahead and got all they
had, and they came from a long way away. Last two in existence I think for
that price. Anyway, if you are interested, call him at 1-334-298-1313. It
is Randall Marine, Phenix City, Alabama. He is a swell fellow and will ship
it to you. The price -- $157.95 + shipping. If you are thinking of one,
this is the one you should have. Has all the bells and whistles. Navman
2000 I think is the label. It will not be in his shop long, I guarantee.
Get it now and resell it later. Ted Cowan, Alabama.
________________________________________________________________________________
| Subject: | Re: Fuel pump complication |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Ron,
I will see if we offer an external pump that puts out 50-60 psi for you once you
find out the requirements. Here is something to think about tho. High pressure
fuel injection systems in cars/trucks have some sort of inertia switch in the
eletrical circut to the pump. This is a saftey item in the event the fuel line
is severd in a crash.These pumps move ALOT of fuel when not restricted! Ford
has a frame mounted high pressure pump that is pretty light weight.
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102297#102297
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
For fuel flow meters - I strongly recommend the
Stratomaster Maxi Single FF-3 fuel computer from MGL
Avionics - $139 + shipping. I and my friends have
been using this and find it very accurate. You set up
the amount of fuel in your tank/s and your estimated
cruising speed. Then your in-flight read-out shows
gas, miles and hours remaining as you fly.
Arty Trost
Sandy, Oregon
--- tc1917 wrote:
>
>
> Just want to tell all that our local marine supplier
> has one more Navman
> fuel flow meter. It is the same as the one we have
> been talking about that
> costs over three hundred bucks from aircraft spruce
> or where-ever. He got
> me one for my sling shot and it works great. He
> went ahead and got all they
> had, and they came from a long way away. Last two
> in existence I think for
> that price. Anyway, if you are interested, call him
> at 1-334-298-1313. It
> is Randall Marine, Phenix City, Alabama. He is a
> swell fellow and will ship
> it to you. The price -- $157.95 + shipping. If you
> are thinking of one,
> this is the one you should have. Has all the bells
> and whistles. Navman
> 2000 I think is the label. It will not be in his
> shop long, I guarantee.
> Get it now and resell it later. Ted Cowan, Alabama.
>
>
>
>
>
>
>
>
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| Subject: | Re: Fuel pump complication |
| From: | "Michael Sharp" <kolbdriver(at)mlsharp.com> |
Ron,
I'm converting a 1.3L Zuki also. I'm using a Holley Fuel Pump. P/N 512-105.
You could also use P/N 12-920 or 12-927
I think those are the correct part no's.
If you look at Summit Racing summitracing.com they have other external pumps that
meet our requirements.
Keep in touch, Good Luck
--------
The air up there in the clouds is very pure and fine...And why shouldn't it be?-
--It is the same the angels breathe.
Mark Twain,
Roughing it' 1886
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102312#102312
________________________________________________________________________________
| From: | "summersg" <summersg(at)gmail.com> |
| Subject: | Plans and Build Instructions - Tail Wheel Strut Removal |
I recently bought a 1995 Kolb Firestar with a bent tail wheel strut. Is
there a simple way to remove the strut and rotate it? The seller had
neither the plans nor instructions for building the Firestar. Is it
worthwhile to get a copy of one or both from TNK for future projects?
Thanks.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Fuel pump complication |
Hi Paul
A fellow name Jeron from Raven Redrives just answered my question. He essntially
said that the engine needs around 30 psi at the FI rail and that the pump in
the link provided would work, and so would also an E-2000 fuel pump which is
what he is uses on his conversions.
Ron
----------
"Factory pump in tank is 60PSI if I remember correctly. Excess flow just
returns back to tank via pressure regulator over flow port. Fuel rail runs
at about 30PSI. Pump shown in link should work fine- price is OK about the
same as the E2000 we get at Autozone stores which is the one shown in our
manual. Jeron "
============================
---- Paul Petty wrote:
============
Ron,
I will see if we offer an external pump that puts out 50-60 psi for you once you
find out the requirements. Here is something to think about tho. High pressure
fuel injection systems in cars/trucks have some sort of inertia switch in the
eletrical circut to the pump. This is a saftey item in the event the fuel line
is severd in a crash.These pumps move ALOT of fuel when not restricted! Ford
has a frame mounted high pressure pump that is pretty light weight.
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102297#102297
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Fuel pump complication |
See my post to Paul P.
Jeron says that the one in the link is good.
Ron
=====================
---- Michael Sharp wrote:
============
Ron,
I'm converting a 1.3L Zuki also. I'm using a Holley Fuel Pump. P/N 512-105.
You could also use P/N 12-920 or 12-927
I think those are the correct part no's.
If you look at Summit Racing summitracing.com they have other external pumps that
meet our requirements.
Keep in touch, Good Luck
--------
The air up there in the clouds is very pure and fine...And why shouldn't it be?-
--It is the same the angels breathe.
Mark Twain,
Roughing it' 1886
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102312#102312
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Plans and Build Instructions - Tail Wheel Strut Removal |
----- Original Message -----
From: summersg
To: Kolb-List(at)matronics.com
Sent: Thursday, March 22, 2007 10:08 AM
Subject: Kolb-List: Plans and Build Instructions - Tail Wheel Strut
Removal
I recently bought a 1995 Kolb Firestar with a bent tail wheel strut.
Is there a simple way to remove the strut and rotate it? The seller had
neither the plans nor instructions for building the Firestar. Is it
worthwhile to get a copy of one or both from TNK for future projects?
Thanks.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Fuel pump complication |
At 09:50 PM 3/21/2007, Ron wrote:
>...the fuel pump on the Suzuki is inside the fuel tank, and just to
>increase the problem it needs to be in there for the fuel to cool it off
>during its operation. How much of it is factual I am not sure...
It's correct. Furthermore you have to be careful on cars with in-tank
pumps to be careful not to run out of gas as that's a good way to fry the
pump (don't ask me how I know, but the fuel tank on a Fiero is a BITCH to
R&R). Another reason for the in-tank pump is that it prevents vapor lock
problems on the suction side, since the fuel in the lines is always under
positive pressure. Something to think about... is it impossible to put the
pump in the tank?
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Re: Firestar bowling |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Man that looks like fun :) I need to find a supply of cheap bowling balls,
I am dreaming up all sorts of stuff... What would it look like if it hit concrete,
water, a old car, etc. etc. How high would I need to drop to get it to
terminal velocity ? Even set up a video camera at the drop. The possiblities
are endless !!!
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102362#102362
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Fuel pump complication |
I use a pair of Walbro pumps on Vamoose, in conjunction with a fuel pressure
regulator. These are designed to run outside of the tank, and are much
simpler to install. They'll put out whatever pressure you need, but need to
be exercised once in a while. I've had a couple of them gum up from sitting
so long while I fiddled with the reduction drive. Lar.
On 3/22/07, Paul Petty wrote:
>
>
> Ron,
>
> I will see if we offer an external pump that puts out 50-60 psi for you
> once you find out the requirements. Here is something to think about tho.
> High pressure fuel injection systems in cars/trucks have some sort of
> inertia switch in the eletrical circut to the pump. This is a saftey item in
> the event the fuel line is severd in a crash.These pumps move ALOT of fuel
> when not restricted! Ford has a frame mounted high pressure pump that is
> pretty light weight.
>
> --------
> Paul Petty
> Kolbra #12
> Ms Dixie
> Final assembly!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=102297#102297
>
>
________________________________________________________________________________
| Subject: | Re: Firestar II HKS Conversion |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
I flew my HKS powered Firestar II this morning. Its been pretty windy here on
the Big Island for the past several days, and this was the first opportunity this
week. I wanted to put some time on the engine, so decided to bundle up and
see how high I could climb.
This morning was clear with around 100 miles visibility and calm winds on the ground
where I live at the 4,000 foot level on the west slope of Mauna Kea. Wind
over the 13,976 foot summit was 30-40 mph from the ENE.
I have the high altitude compensating manual (HACman) kit made by Jerry Olenick
at Greensky Adventures installed on the carbs. Its simple, and is fail-safe
to the normal mixture settings of the carbs. This was a good chance to test how
the system works during a long climb.
I took off and set the throttle at 5,800 RPM, the maximum continuous setting for
the engine. Climb was pretty robust up to 10,000 feet (20 minutes from 4,000
feet), but then the RPM stared falling off. I progressively leaned the mixture
using the EGT as a guide, and had to keep advancing the throttle to maintain
5,800 RPM. I cheated a bit and found an area where weak mountain wave lift
was working. It took about 45 minutes from 10,000 feet to top out at 17,200
feet. I still had a slight rate of climb, but was getting cold and hypoxic, so
decided to quit. Maximum RPM obtainable at the top was 5,500 RPM, and EGT was
1200 degrees F with the HACman fully opened to the lean position.
The engine never missed a beat. I started with 9 gallons of gas, and finished
with 2.5 gallons and 2:30 minutes of flying time. Ill probably hardly ever go
above 10,000 feet, but it is nice to know the engine can do it.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102372#102372
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Fuel pump complication |
I suppose if I knew about that little piece of data before I had those tanks built
I would have it installed, or designed an access cover and the plumbing for
the pump inside. Now I can still do it but truth is its too much trouble and
its just as easy to keep the fuel pump outside the tank and at a low point below
the tank. There are some advantages for it to be outside the tank one of them
is easy access and easy inspection. So after considering all the things that
have been said here, I just as well keep the pump outside.
There are some other things I need to deal with now, as I understand standard fuel
lines are 1/8 or so and all my fittings are 5/8 so, now gotta do reductions.
If I wasn't really wanting to get this machine up and flying sometime in this
life time I guess I'd be screwing around with it to get it perfect, alas life
is too short.
Ron (Arizona)
====================
---- Dana Hague wrote:
============
At 09:50 PM 3/21/2007, Ron wrote:
>...the fuel pump on the Suzuki is inside the fuel tank, and just to
>increase the problem it needs to be in there for the fuel to cool it off
>during its operation. How much of it is factual I am not sure...
It's correct. Furthermore you have to be careful on cars with in-tank
pumps to be careful not to run out of gas as that's a good way to fry the
pump (don't ask me how I know, but the fuel tank on a Fiero is a BITCH to
R&R). Another reason for the in-tank pump is that it prevents vapor lock
problems on the suction side, since the fuel in the lines is always under
positive pressure. Something to think about... is it impossible to put the
pump in the tank?
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Firestar II HKS Conversion |
| The engine never missed a beat. I started with 9 gallons of gas,
and finished with 2.5 gallons and 2:30 minutes of flying time. I?Tll
probably hardly ever go above 10,000 feet, but it is nice to know the
engine can do it.
|
| --------
| Dave Bigelow
Dave:
Great performance.
Glad to hear the engine is doing good.
There are a lot of people out there that are waiting on a good 4
stroke replacement for the 2 strokes. This may be the one.
Before I made the big jump to an HKS though, I'd get a greater
sampling than from one engine and airframe, and one pilot.
john h
mkIII
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Firestar bowling |
R. Hankins wrote:
>
> Now, if I could just get my hands on a watermellon.......
>
> --------
There's a story & video out in the wild somewhere about some
homebuilders disposing of a farmer's excess pumpkins. After various runs
they heard a call on the radio from a B-25. Imagine a 'stick' of
pumpkins leaving the bomb bay...
________________________________________________________________________________
| Subject: | Re: 2nd Photo taken from a Kolb |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
I would use the terms "on the edge memories" instead of "fond memories".
The Kolbra can flat use up some runway. Sure glad I had an "escape route" after
the first attempt.
Scott was a great host.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102384#102384
________________________________________________________________________________
| Subject: | Kolbra vs MarkIII STOL performance |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
John H & John W.
The Trask runway pictures and stories bring up a good question. How do the Kolbra
and MarkIII compare on STOL performance. It sounds like the Hauck MarkIII
handled this field somewhat easier. If this is the case, is it due to horsepower
differences, setup differences between the two craft, flaps or non-flaps?
Is the difference between these two planes designed in, or a result of the modifications
of the builders?
I have been contemplating which two seat Kolb I would like to build when I graduate
from the Firestar. I love the looks, centerline seating and cruise of the
Kolbra, but don't want to give up short field ability.
Looking forward to the Alvord,
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102409#102409
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Firestar bowling |
At 02:58 PM 3/22/2007, you wrote:
>
>At 12:08 AM 3/22/2007, R. Hankins wrote:
>>
>>Now, if I could just get my hands on a watermellon.......
>
>My home airport just closed (the usual, housing development :( ).
>Fortunately he wasn't as crazy as he talked...
>
>-Dana
Oh!...... come on, you guys can't tell me that at least some of you
haven't done watermelon drops before.
I don't mean on houses near the airport - but at your flyins at least??
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Leading edge deformation |
To All,
About a month ago, someone posted a photo of their leading edge of the
wing. It appeared to have a significant amount of depression due to
on-coming air. That strikes me as a big no-no!!
Ok, here's the question. Since I haven't covered my wings yet, is
there a way to help overcome this situation? I have an idea or two, and I
want to run it past those who know something on the subject.
Idea #1 Run another line of 3/8" tubing 10" back from and parallel to
the leading edge (or whatever distance looks like it would do the most
good. (This certainly would keep the fabric from depressing as much)
Idea #2 Double up the fabric on the front upper 18". By adding an
extra layer along the most affected area, I would think this also would do
quite a bit of good.
I know neither of these methods would add more than a few ounces to the
weight of the plane, so I know weight isn't a really big issue. Is any of
this worthwhile, or am I just wasting my worries on a non-event?? (In
other words, was the photo taken of the leading edge deformation doing 110
mph???
Mike in SW Utah
_________________________________________________________________
Watch free concerts with Pink, Rod Stewart, Oasis and more. Visit MSN
Presents today.
http://music.msn.com/presents?icid=ncmsnpresentstagline&ocid=T002MSN03A07001
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolbra vs MarkIII STOL performance |
How do the Kolbra and MarkIII compare on STOL performance.
|
| Looking forward to the Alvord,
|
| --------
| Roger in Oregon
Roger:
I don't think you can beat either the Kolbra or the mkIII. I am not
talking about the mkIII xtra because I don't have enough experience
flying it to make any pertinent, accurate comments.
With the same power plants, both aircraft are great stol birds. My
mkIII has a landing advantage with 40 degrees of flaps. I am
patiently waiting to fly Paul Petty's new Kolbra which will be
equipped with full flaps. I do not know how many degrees he will be
able to droop them.
Both tandem and side by side aircraft have their on advantages and
disadvantages. I like the increased cruise the Kolbra has over the
mkIII, but I also like the way my mkIII is configured better with more
cargo room, and a left seat to use for a flight desk.
I always said if I ever built another airplane, it would be a Kolbra.
However, I don't see a new airplane in my future. I have to wear out
the one I have first, and I am about to mount a new engine and finish
up several updates that will keep the old bird flying for many more
years.
Take care,
john h
mkIII
PS: I am ready for the Alvord myself.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Leading edge deformation |
| About a month ago, someone posted a photo of their leading
edge of the
| wing. It appeared to have a significant amount of depression due to
| on-coming air. That strikes me as a big no-no!!
| Mike in SW
Utah
Mike:
Where do you guys come up with these questions of procedures we have
been doing for years with great success.
If you cover and shrink the fabric correctly, you will not have a
problem with funky leading edge fabric. Those depressions of the
fabric serve a purpose. that is why Homer did not put a metal or wood
leading edge on the wing.
Mine has depressions and flies pretty good.
john h
mkIII With depressed fabric
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Firestar II HKS Conversion |
At 08:40 PM 3/22/2007, you wrote:
>
>I flew my HKS powered Firestar II this morning, so decided to bundle
>up and see how high I could climb.
>I took off and set the throttle at 5,800 RPM, the maximum continuous
>setting for the engine. Climb was pretty robust up to 10,000 feet
>(20 minutes from 4,000 feet), but then the RPM stared falling
>off. I progressively leaned the mixture using the EGT as a guide,
>and had to keep advancing the throttle to maintain 5,800 RPM. I
>cheated a bit and found an area where weak mountain wave lift was
>working. It took about 45 minutes from 10,000 feet to top out at 17,200 feet.
>
>--------
>Dave Bigelow
I think that has to be close to a record for a FireStar. I've been to 13+
& I know that Will has been close to 16 or 17? I also know that it's
friggin cold up there even if
it's 80%F on the ground. I don't really think you have the time up to
experience the oxygen
deportation - what ever - lack of oxygen, you know what I mean.
We have a "Girl" that I'm ashamed to say is the "president" of our
club (sorry about that Beauford).
She also has had a HKS on her machine for about 3 years now. It
actually seems to work after a
few minor start up problems.
Whatever you do, don't let your wife read this.
http://www.maine2keys.com/
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Leading edge deformation |
At 11:33 PM 3/22/2007, you wrote:
>
> | About a month ago, someone posted a photo of their leading
>edge of the
>| wing. It appeared to have a significant amount of depression due to
>| on-coming air. That strikes me as a big no-no!!
>Mine has depressions and flies pretty good.
>
>john h
>mkIII With depressed fabric
no no !! ..we have discussed this several times before. Even if you put
metal on the leading edges back 6 or 7 inches, it doesn't make any difference.
I think Dennis has some info on that in the archives. Kind of like
the dimples on
a golf ball. Things that are smooth don't always fly better. Kind of like why
shark skin is "rough" like sand paper. Kind of like "Vortex Generators".
________________________________________________________________________________
| Subject: | Re: Kolbra vs MarkIII STOL performance |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Hi Roger and all,
When I went into Scott's airstrip, I had the Jabiru 2200 engine on the Kolbra with
a 58", 2 blade Warp Drive prop. That combination made for a very shallow approach
path when compared to the 912 ULS with a 68", 3 blade Warp Drive prop.
With my upgraded brakes, 912 ULS and 3 blade prop, Scott's strip would be no problem.
On our concrete runway, with just me and fuel on the Kolbra (964 lbs) I can get
it in the air (no wind) in 200 feet. From touchdown to full stop takes me about
400 feet (the tail is up most of the process because I'm heavy on the brakes).
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102428#102428
________________________________________________________________________________
| Subject: | Photo taken of my Kolb |
| From: | "The BaronVonEvil" <grageda(at)innw.net> |
Hi All
Here is a photo taken of my Firestar II making a low pass at a friend's flying
field here in southeastern Washington State.
Guys just want to have fun too! :D
Carlos G.
AKA
BaronVonEvil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102435#102435
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Photo taken of my Kolb |
At 01:00 AM 3/23/2007, you wrote:
>
>Hi All
>Here is a photo taken of my Firestar II making a low pass at a
>friend's flying field here in southeastern Washington State.
>
>Guys just want to have fun too! :D
You da Man !
________________________________________________________________________________
| From: | "John Cooley" <jcooley380(at)hughes.net> |
| Subject: | Leading edge deformation |
To All,
About a month ago, someone posted a photo of their leading edge of the
wing. It appeared to have a significant amount of depression due to
on-coming air. That strikes me as a big no-no!!
Hi Gang,
Mike: You can minimize the scalloping by using the right ironing technique
and the fabric will be very tight between the nose ribs. It's been a while
for me, but you basically iron between the nose ribs before ironing the rest
of the wing. Give Jim and Dondi Miller a call at Aircraft Tech Support for
detailed info(Polyfiber dealers). They are a great asset when it comes to
covering and painting.
Good luck.
Later,
John Cooley
--
7:44 AM
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Leading edge deformation |
Also follow Jim and Dondi Millers instructions when shrinking the wing
fabric to minimize leading edge scalloping between the ribs.
If I recall correctly you iron the leading edge fabric first concentrating
between the ribs and false ribs.
D Rowe, Mk-3
-----
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Leading edge deformation |
Whoops, I should have learned by now to read all my mail before replying,
well said John C, you beat me to the punch.
Denny Rowe
----- Original Message -----
From: "John Cooley" <jcooley380(at)hughes.net>
Sent: Friday, March 23, 2007 5:03 AM
Subject: RE: Kolb-List: Leading edge deformation
>
>
> To All,
>
> About a month ago, someone posted a photo of their leading edge of
> the
>
> wing. It appeared to have a significant amount of depression due to
> on-coming air. That strikes me as a big no-no!!
>
>
> Hi Gang,
> Mike: You can minimize the scalloping by using the right ironing technique
> and the fabric will be very tight between the nose ribs. It's been a while
> for me, but you basically iron between the nose ribs before ironing the
> rest
> of the wing. Give Jim and Dondi Miller a call at Aircraft Tech Support for
> detailed info(Polyfiber dealers). They are a great asset when it comes to
> covering and painting.
> Good luck.
>
> Later,
> John Cooley
>
> --
> 7:44 AM
>
>
> --
> 7:44 AM
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Oxygen deprivation |
>From FAR 91.211
(a) *General. *No person may operate a civil aircraft of U.S. registry=97
(1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including
14,000 feet (MSL) unless the required minimum flight crew is provided with
and uses supplemental oxygen for that part of the flight at those altitudes
that is of more than 30 minutes duration;
During a flight around Mt. St. Helens a few years ago, I discovered the
rationale for this limitation first hand. I was taking a friend up to take
some pictures of the mountain and because of winds aloft we had to make the
flight at 13,500'. As we passed through 12,000 feet I started a stop watch.
We were 20 minutes into it and my friend had just moved back into the front
seat (we were in a C182). As I was busy keeping a close watch for other
traffic, I didn't notice immediately that she was bent over with her head
between her knees. When I asked if she was all right, she said she was fine
except she couldn't see. I began a descent as soon as I was sure we were
clear of any other traffic. I monitored her condition on the way down and
her vision gradually returned. We landed at a small airport west of the
mountain as planned for a picnic lunch. While eating lunch, I heard an
airplane in the distance and looked up. I could not distinguish the aircraf
t
from all the other objects that seemed to be there. It was almost two hour
s
before my vision cleared.
When I asked my doctor about it later, he said it was my reaction to oxygen
deprivation. I asked if it was normal to have such a reaction so much later
and after returning to sea level, he said it apparently is for me.
My friend is 5' 1" and barely 100 lb. I am 6' 1" and 210 lb. Both of us are
in fairly good shape. We both had a reaction, based upon our individual
tolerance to lack of sufficient oxygen. Your reaction may be different,
still, but it will be individual to you. If you don't know what that
reaction might be, you might want to consider taking along a portable oxyge
n
system. Finding myself blind at the controls of an airplane is not where I
would ever want to be.
Rick
--
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: Leading edge deformation |
NACA did wind tunnel tests in the 30's to see if the shrinkage between ribs
had any effect on the lift or drag of the wing. They found it was
negligible.
Do your best work, per plans, and relax.
Rick
On 3/23/07, Denny Rowe wrote:
>
>
> Whoops, I should have learned by now to read all my mail before replying,
> well said John C, you beat me to the punch.
> Denny Rowe
> ----- Original Message -----
> From: "John Cooley" <jcooley380(at)hughes.net>
> To:
> Sent: Friday, March 23, 2007 5:03 AM
> Subject: RE: Kolb-List: Leading edge deformation
>
>
> >
> >
> > To All,
> >
> > About a month ago, someone posted a photo of their leading edge of
> > the
> >
> > wing. It appeared to have a significant amount of depression due to
> > on-coming air. That strikes me as a big no-no!!
> >
> >
> >
> > Hi Gang,
> > Mike: You can minimize the scalloping by using the right ironing
> technique
> > and the fabric will be very tight between the nose ribs. It's been a
> while
> > for me, but you basically iron between the nose ribs before ironing the
> > rest
> > of the wing. Give Jim and Dondi Miller a call at Aircraft Tech Support
> for
> > detailed info(Polyfiber dealers). They are a great asset when it comes
> to
> > covering and painting.
> > Good luck.
> >
> > Later,
> > John Cooley
> >
> > --
> > 7:44 AM
> >
> >
> >
> >
> >
> >
> >
> >
> > --
> > 7:44 AM
> >
> >
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Photo taken of my Kolb |
Carlos
Have you ever tangled with any of those infamous East Washington Dust
devils ? 8-)
I haven't personally but no pilots who have..... Chelan WA is an
Awesome area for
XC Hang Gliding . Lots of open places to land and lots of Ripping
Thermals to climb in....
Friends have reported 1,500 to 2,000 fpm Climb rates... YAHOO 8-)
Now where did i put that chute handle 8-)
BTW on May 1 - 5th there will be a Speed Gliding Comp. their in
Chelan... The event is essentially A
Race course set up on the Mt side... Course is full of control gates
pilots must fly through in their Hang Gliders......
This is one of the longest running Events in the US and Speeds of 80+
mph are reached in the race to the bottom...
Makes quite the show if you standing at any of the control gates...
Pilots will be diving past you just feet off the deck.....
A Pilot meeting is set for 7:30 AM, May 1, at Lakeside Park, Chelan,
Washington. if interested...
Here is a site with some details...=
ww.cloudbase.org ( click Events )
Mark Vaughn
-----Original Message-----
From: grageda(at)innw.net
To: kolb-list(at)matronics.com
Sent: Fri, 23 Mar 2007 1:00 AM
Subject: Kolb-List: Photo taken of my Kolb
Hi All
Here is a photo taken of my Firestar II making a low pass at a
friend's flying
field here in southeastern Washington State.
Guys just want to have fun too! :D
Carlos G.
AKA
BaronVonEvil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102435#102435
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| Subject: | Re: Kolbra vs MarkIII STOL performance |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Roger,
You should have seen John W land at our strip! He stopped long before most everyone
even starts to think about touching down. When he got out Charley said "heck
man the runway starts over there!"
Take Care
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102475#102475
________________________________________________________________________________
| Subject: | Re: Leading edge deformation |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Mike:
I think where you went astray is the assumption that the depression between ribs
is due to "oncoming air". If this were true, it would be a no-no. The depressions
are a natural result of shrinking the fabric over the Kolb wing. Take
a good look at the on ground and in-flight pictures posted on this site and others
and you will see that the depressions do not change from "oncoming-air".
I did a quick search of my pictures and found these two shots that might help
prove my point.
--------
Roger in Oregon
1992 KXP 503
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102485#102485
Attachments:
http://forums.matronics.com//files/on_ground_393.jpg
http://forums.matronics.com//files/in_air_948.jpg
________________________________________________________________________________
| Subject: | Re: Photo taken of my Kolb |
| From: | "The BaronVonEvil" <grageda(at)innw.net> |
Hi Mark, Possums,
Thanks for "You da Man" Possums. Mark, So far so good as to avoiding those nasty
dust devils. I usually stay well clear of those nasties.
If I get a chance I will try and make it up to Chelan for the race. It sounds
like it could be fun to watch! :)
Best Regards
Carlos G
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102487#102487
________________________________________________________________________________
| Subject: | Securing Firestar in enclosed trailer |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
I'm trying to figure out how to secure my aircraft while in an enclosed trailer.
Has anybody used "e-tack"? E-tack I understand is used to secure race cars in
trailers. On a similiar note what areas of the aircraft best suited to securing
the aircraft to the trailer? I'm guessing the wheels would be a prime area
to keep from moving.
Someone mentioned the idea of welding an "I" bolt to the underside of the cockpit
to help keep the aircraft fixed in place.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102498#102498
________________________________________________________________________________
| Subject: | Re: Oxygen deprivation |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That shows an incredibly low tolerance to altitude, you must not be in as good
a shape as you think... I have flown up to 18,000 feet with zero effects, and
have gone up 15,000 feet on my motorcycle. I have done heavy excercise and
spent the night above 12,000, all with zero ill effects. If you are in poor
shape, smoke, etc. etc. you need to be careful for that, but just because it
happens to you does not mean it will happen to others.
I know lots of guys that go to high altitude from sea level, and I never heard
anything as severe as what you are talking about. I would be worried if I were
you, that is really not normal for someone that does not smoke and is in reasonable
health.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102503#102503
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Learning from others |
To All,
Thanks for feedback re: leading edge deformation. Not knowing whether
this is an area of concern or not, I wanted to get some advice. I generally
fly a Cessna and I know darn well that its wing's leading edges don't do
that same thing. Also, being fairly new to the group, there was no way I
knew this was ever discussed in the past.
However, I have taken the advice quite well, and I will be sure to cover
exactly as the book says!!
Thanks for setting me straight.
Mike in SW Uath
_________________________________________________________________
Its tax season, make sure to follow these few simple tips
http://articles.moneycentral.msn.com/Taxes/PreparationTips/PreparationTips.aspx?icid=HMMartagline
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Securing Firestar in enclosed trailer |
----- Original Message -----
From: "John H Murphy" <jhm9812(at)yahoo.com>
Sent: Friday, March 23, 2007 8:55 AM
Subject: Kolb-List: Securing Firestar in enclosed trailer
>
> I'm trying to figure out how to secure my aircraft while in an enclosed
> trailer. Has anybody used "e-tack"?
Hi,
What I did was to bolt a block to the floor of the trailer to act as a
stop for the rear side of the wheels, since my biggest fear was the tail
jamming into the front of the trailer. I then welded hooks at the front and
back of the trailer at a point in front and behind the wheels, then used
ratchet straps (big ones) to cross secure the plane, using the legs for
holding points. I hauled the plane from Lincoln Neb. to Oregon, then to MV
with no problem.
As Beauford says check Georges's site to get other ideas for the trailer.
Larry
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Gentlemen,
Homer Kolb has decided to host a Fly-in again this year at his Farm on
Saturday, June 16th., Fathers Day Weekend. He and Clara have enjoyed
the other fly-in's we had there and they are looking forward to seeing
flying friends and their aircraft again!
For those of you that do not know, Homer's farm is just outside of
Spring City, PA near the Schuylkill River, NE of Philadelphia, PA.
I hope you can put this on your calendar and make the flight.
I guarantee you will enjoy your time there.
Coordinates are: N 40- 09-36.36
W 075-32-46.68"
That same weekend there is a fly-in at Shreveport North in York
County which is near Wellsville, PA, from Friday through Sunday.
It is a major Ultralight event each year. They have lodging and
food available and some have used it as a stop over on the way to/or
from Homer's in the past. Look it up at: footlightranch.com
Some of us camp out over there.
Come back to where it all began for us Kolb flyers!
Terry - FireFly #95
P's. Pray for good weather!
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Old guys vs new guys |
To All, (and especially John H and Rick)
As I said "thanks for setting me straight". I do realize there are
those that have been on this site, and around Kolbs in general, for a long
time. Personally, I have a very thick skin. Your comments were well taken
and you didn't hurt me none!!
I know there are some new guys that are a little wet behind the ears (me
included),when it comes to what you can or can't do, to make that Kolb your
own special bird. I would like to think
most of us new types are fairly resilient and aren't so sensitive that we
run and hide when someone with a lot more experienced in these matters gets
a little harsh or impatient.
If I ask a stupid question, tell me "that's a stupid question". But if I
never ask, how am I going to build a plane as nice as John's, or Rick's, or
Paul's, etc. etc.
Besides, if I wanted to know the meaning of brash, my wife would tell
me to look in the dictionary, and I would find a picture of me. : )
Best to all, Thick
skinned in SW Utah
_________________________________________________________________
Interest Rates near 39yr lows! $430,000 Mortgage for $1,399/mo - Calculate
new payment
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | =?iso-8859-1?Q?EAA_PROVIDING_SUPPORT_TO_FAA_FOR_E-LSA_REGISTRATIONS_AT_SU?= |
=?iso-8859-1?Q?N_'N_FUN?
I'm not sure exactly what this will do for you but I just got this
announcement from the EAA. It appears that they are providing a short
cut to getting your plane registered as a E-LSA at Sun N Fun for the
first 50 people that apply. See the attached web site
http://www.sportpilot.org:80/news/070322_registrations.html
Rick Neilsen
Redrive VW powered MKIIIc
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Flight Delays from a pilot's perspective |
Greetings,
Been there done that. In the thirteen years flying the friendly skys I have
been delayed for more then 24 hours or stuck in an MD80 for 3 hours on the
ground at DFW because a thunderstorm took out the electricity and couldn't move
the jet-ways. I have also rented cars when a flight was diverted due to
weather.
Next month I will be working at John Deere in Horicon, Wisconsin for two
weeks.
Are there any Kolb pilots in the area, is this a place worth spending a
weekend? I'm trying to figure out if it's easier to fly into Madison or
Milwaukee.
Regards,
Will Uribe
FireStar II N4GU
El Paso, TX
_http://home.elp.rr.com/airplane/_ (http://home.elp.rr.com/airplane/)
-----Original Message-----
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Thom Riddle
Sent: Friday, March 23, 2007 10:06 AM
Subject: Kolb-List: Flight Delays from a pilot's perspective
This is NOT KOLB related other than to say that flying a Kolb or other LSA
is a lot more fun than what these guys had to endure on this flight. I'm sure
our resident ex-airline pilot, John W, will appreciate this story.
http://www.salon.com/tech/col/smith/2007/03/23/askthepilot225/
Thom in Buffalo
do not archive
________________________________________________________________________________
| Subject: | Re: Photo taken of my Kolb |
| From: | "The BaronVonEvil" <grageda(at)innw.net> |
Hi John W,
I live in Walla Walla,WA.. I have a hangar and fly out of Martin airfield (S95)
in College Place, WA. The photo was taken at a Friend's R/C model strip in
Louden, WA.
I have often thought of making the pilgrimage to the Alvord Fly-In but, it is at
a busy time of year for me. Hopefully sometime soon I'll manage to get away
from the dirty four letter word called "Work" and have a little fun at Alvord.
8)
Best Regards
Carlos G
AKA
BaronVonEvil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102534#102534
________________________________________________________________________________
| Subject: | Re: Flight Delays from a pilot's perspective |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I am always happy to be stuck on the ground when there are thunderstorms around
also. Its when it looks bad and they go anyways is what makes me unconfortable.
As far as sitting in the plane, the plane is usually more confortable than those
rock hard, small seats in the terminal. People dont realize, with so much air
traffic these days, delays are going to happen. Its kind of like it rains
and you are driving, if you are the only car on the road, you can deal with it
and it will not slow you down much... But if it rains in the middle of rush
hour, the traffic jams can be horrific and cost you a lot of time.
Flying into major airports these days is like rush hour most of the time, delays
will happen when the weather gets even a little bad.
Mike Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102536#102536
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: EAA PROVIDING SUPPORT TO FAA FOR E-LSA REGISTRATIONS AT |
SUN 'N FUN
Rick et al, Guys you have to read this announcement very carefully. The FAA
is only offering to help get your registration. If you started immediately
after reading this e-mail, you could have that part of the process done and
the registration in your hand BEFORE Sun n Fun even starts. The real trick
is getting your airworthiness certificate and operating limitations and the
sooner you start the easier that becomes.
Rick
On 3/23/07, Richard & Martha Neilsen wrote:
>
> I'm not sure exactly what this will do for you but I just got this
> announcement from the EAA. It appears that they are providing a short cut to
> getting your plane registered as a E-LSA at Sun N Fun for the first 50
> people that apply. See the attached web site
>
> http://www.sportpilot.org:80/news/070322_registrations.html
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> *
>
>
> *
>
>
--
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: | HKS oil system clarification |
John, You were right, the HKS doesn't have two oil pumps.
I got the HKS service manual in the mail today along with an extra set of
spark plugs. Once I made sure the spark plugs were the correct ones, I
opened the manual and the section detailing the disassambly of the oil pump
was the first place I headed with great curiosity.
Looking at the oil system diagram in the installation manual and looking at
the engine castings, I could have sworn that it had two pumps. The
arrangement of the oil lines just didn't make sense unless there was a
second pump. Why would the engineers spend the time and effort to use three
castings to make the oil pump if there weren't two pumps?
When you're wrong, well, you're just wrong. There shouldn't be any beating
around the bush, or hemming and hawing. Just admit you're wrong and get it
over with.
So John, guys, I was wrong. I'm sorry if I led any of you astray. The HKS
engine doesn't have two oil pumps.
It has three.
Do I get half credit? :-)
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: HKS oil system clarification |
| From: | Herb Gayheart <herbgh(at)juno.com> |
Rick
Sneaky post..:-) now---why three?? Herb
writes:
John, You were right, the HKS doesn't have two oil pumps.
I got the HKS service manual in the mail today along with an extra set of
spark plugs. Once I made sure the spark plugs were the correct ones, I
opened the manual and the section detailing the disassambly of the oil
pump was the first place I headed with great curiosity.
Looking at the oil system diagram in the installation manual and looking
at the engine castings, I could have sworn that it had two pumps. The
arrangement of the oil lines just didn't make sense unless there was a
second pump. Why would the engineers spend the time and effort to use
three castings to make the oil pump if there weren't two pumps?
When you're wrong, well, you're just wrong. There shouldn't be any
beating around the bush, or hemming and hawing. Just admit you're wrong
and get it over with.
So John, guys, I was wrong. I'm sorry if I led any of you astray. The HKS
engine doesn't have two oil pumps.
It has three.
Do I get half credit? :-)
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Flight Delays from a pilot's perspective |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Hi All,
If you got time to spare, go by air.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102563#102563
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: HKS oil system clarification |
Herb, I couldn't resist.
One pump, the bottom one in the stack is called the feed pump, the other two
are just called inner pumps, so I surmise they are the scavenge pumps. There
are two lines going from the pump housings to the oil tank, so my guess is
that one of the scavenge pumps picks up the pressure line and sends the oil
to the tank through the oil cooler, the other scavenge pump picks up all oil
drained into the crankcase and sends it directly to the tank. At least
that's how I'd do it. This would account for the low oil temperatures seen
by Dave Bigelow and me. The oil temp sensor is at the bottom of the tank
next to the line going to the feed pump. The only way to know for sure is to
tear it down and physically trace the internal oil passages. With any luck
at all I'm 998 hours from doing that.
Rick
On 3/23/07, Herb Gayheart wrote:
>
> Rick
>
> Sneaky post..:-) now---why three?? Herb
>
> writes:
>
> John, You were right, the HKS doesn't have two oil pumps.
> I got the HKS service manual in the mail today along with an extra set of
> spark plugs. Once I made sure the spark plugs were the correct ones, I
> opened the manual and the section detailing the disassambly of the oil pump
> was the first place I headed with great curiosity.
> Looking at the oil system diagram in the installation manual and looking
> at the engine castings, I could have sworn that it had two pumps. The
> arrangement of the oil lines just didn't make sense unless there was a
> second pump. Why would the engineers spend the time and effort to use three
> castings to make the oil pump if there weren't two pumps?
> When you're wrong, well, you're just wrong. There shouldn't be any beating
> around the bush, or hemming and hawing. Just admit you're wrong and get it
> over with.
> So John, guys, I was wrong. I'm sorry if I led any of you astray. The HKS
> engine doesn't have two oil pumps.
> It has three.
> Do I get half credit? :-)
>
> Rick
>
> --
> 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-Listmatronics.com
> *
>
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Bill Vincent" <emailbill(at)chartermi.net> |
| Subject: | Picture 3 taken from a Kolb |
Hi Gang
In answer to the fishing questions...Yes, the fishing is good in our
area...but not great; at this time there is 30 inches of ice on the
lakes, and lots of ice fishing all winter long.
This is a picture of my friend Bob's runway, I found that the wheels
have to be on the ground just past the driveway or there is no
stopping....but the stop is worth it because he always has the coffee
on!
Bill Vincent
FS II
Upper Peninsula of Michigan
________________________________________________________________________________
| Subject: | Re: HKS oil system clarification |
| From: | Herb Gayheart <herbgh(at)juno.com> |
Rick
Wondering why one pump would not work..with the oil gravity feeding
back to the tank. Herb
writes:
Herb, I couldn't resist.
One pump, the bottom one in the stack is called the feed pump, the other
two are just called inner pumps, so I surmise they are the scavenge
pumps. There are two lines going from the pump housings to the oil tank,
so my guess is that one of the scavenge pumps picks up the pressure line
and sends the oil to the tank through the oil cooler, the other scavenge
pump picks up all oil drained into the crankcase and sends it directly to
the tank. At least that's how I'd do it. This would account for the low
oil temperatures seen by Dave Bigelow and me. The oil temp sensor is at
the bottom of the tank next to the line going to the feed pump. The only
way to know for sure is to tear it down and physically trace the internal
oil passages. With any luck at all I'm 998 hours from doing that.
Rick
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Firestar bowling enthusiasts' next activity |
At 07:17 PM 3/23/2007, David Kulp wrote:
>Hi to all the crazies who get a kick out of watching things smoosh from a
>great height,
>
>I've been reading a lot of the posts about Firestar Bowling, watermelons,
>etc., and I haven't seen any reference to a fun contest that's kind of
>similar. Have any of you unrolled a roll of toilet paper from a
>pre-determined AGL and then chased it down, seeing who can cut through it
>the most times?
Used to do it all the time in my T-Craft. Always wanted to get one of
those industrial TP rolls that are about 2' diameter. In the PPG's we drop
balloons and try to catch them again (not as easy as it looks).
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Re: Picture 3 taken from a Kolb |
Ah ya want to move the Trailer off the threshold. 8-) Nice spot 8-)
Mark Vaughn
-----Original Message-----
From: emailbill(at)chartermi.net
To: kolb-list(at)matronics.com
Sent: Fri, 23 Mar 2007 9:16 PM
Subject: Kolb-List: Picture 3 taken from a Kolb
Hi Gang
In answer to the fishing questions...Yes, the fishing is good in our
area...but not great; at this time there is 30 inches of ice on the
lakes, and lots of ice fishing all winter long.
This is a picture of my friend Bob's runway, I found that the wheels
have to be on the ground just past the driveway or there is no
stopping....but the stop is worth it because he always has the coffee
on!
Bill Vincent
FS II
Upper Peninsula of Michigan
[Image Removed]
________________________________________________________________________
from AOL at AOL.com.
=0
________________________________________________________________________________
| From: | "Bill Vincent" <emailbill(at)chartermi.net> |
| Subject: | Re: Picture 3 taken from a Kolb |
----- Original Message -----
From: <knowvne(at)aol.com>
Sent: Friday, March 23, 2007 8:50 PM
Subject: Re: Kolb-List: Picture 3 taken from a Kolb
>
> Ah ya want to move the Trailer off the threshold. 8-) Nice spot 8-)
>
> Mark Vaughn
>
> -----Original Message-----
> From: emailbill(at)chartermi.net
> To: kolb-list(at)matronics.com
> Sent: Fri, 23 Mar 2007 9:16 PM
> Subject: Kolb-List: Picture 3 taken from a Kolb
>
> Hi Gang
> In answer to the fishing questions...Yes, the fishing is good in our
> area...but not great; at this time there is 30 inches of ice on the
> lakes, and lots of ice fishing all winter long.
> This is a picture of my friend Bob's runway, I found that the wheels
> have to be on the ground just past the driveway or there is no
> stopping....but the stop is worth it because he always has the coffee
> on!
> Bill Vincent
> FS II
> Upper Peninsula of Michigan
>
>
>
>
> [Image Removed]
>
>
> ________________________________________________________________________
> from AOL at AOL.com.
> =0
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Firestar II HKS Conversion |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
Flew the HKS Firestar again this morning. This time, I went down to the coast
and did some whale watching and buzzed some outrigger canoe paddlers. The engine
is running great, and is a real performer at 1,000 feet density altitude.
When I returned home, I did some landings and take offs at my home strip for
the camera.
Im not doing too well keeping the oil temperature in the optimum operating range
because of the wide range of altitudes and temperatures I operate in here on
the Big Island. I am going to install a thermostat in the oil system when I
do the first oil change.
John Hauck is right about operating experience with this engine/airframe combo
being needed before making a final judgment. Ill periodically update this thread
as I get more time on the engine. I highly recommend that anyone who decides
to do the conversion contact Jerry Olenick of GreenSky Adventures for the
mounting kit he is going to produce. Hes a great guy, and has been available
for help during every step of the project.
The whole conversion was done without cutting or drilling a single part of the
Firestar frame. Its a bolt-on conversion.
http://www.greenskyadventures.com/EnginePricing/HKS/home.htm
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102577#102577
Attachments:
http://forums.matronics.com//files/firestar_hks_landing02_128.jpg
http://forums.matronics.com//files/firestar_hks_landing01_136.jpg
http://forums.matronics.com//files/firestar_hks_takeoff_06_164.jpg
http://forums.matronics.com//files/firestar_hks_takeoff_05_169.jpg
http://forums.matronics.com//files/firestar_hks_takeoff_04_103.jpg
http://forums.matronics.com//files/firestar_hks_takeoff_03_820.jpg
http://forums.matronics.com//files/firestar_hks_takeoff_02_374.jpg
http://forums.matronics.com//files/firestar_hks_takeoff_01_919.jpg
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: HKS oil system clarification |
Herb, I have no idea. Radial engines use a dry sump system because there's
no place to put a sump and any drain back would be into the lower cylinders.
Harley uses it because there's no way, no reasonable way, anyway, to get the
tank below the engine. Nascar uses it partly for that reason and partly
because it allows them to carry much more oil than a wet sump would. Perhaps
this engine started life fitting into a different application and a dry sump
was required for it. Interesting to try and reverse engineer it, though.
Rick
On 3/23/07, Herb Gayheart wrote:
>
> Rick
>
> Wondering why one pump would not work..with the oil gravity feeding back
> to the tank. Herb
>
> writes:
>
> Herb, I couldn't resist.
> One pump, the bottom one in the stack is called the feed pump, the other
> two are just called inner pumps, so I surmise they are the scavenge pumps.
> There are two lines going from the pump housings to the oil tank, so my
> guess is that one of the scavenge pumps picks up the pressure line and sends
> the oil to the tank through the oil cooler, the other scavenge pump picks up
> all oil drained into the crankcase and sends it directly to the tank. At
> least that's how I'd do it. This would account for the low oil temperatures
> seen by Dave Bigelow and me. The oil temp sensor is at the bottom of the
> tank next to the line going to the feed pump. The only way to know for sure
> is to tear it down and physically trace the internal oil passages. With any
> luck at all I'm 998 hours from doing that.
>
> Rick
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "joe" <okjoek2000(at)yahoo.com> |
Hello,
I've been reading here for a couple of weeks. Brand new to flying. Barely started
hang gliding in 1980 and the new wife got pregnant, maybe I had a little
something to do with that, but she stopped it, "not going to raise this child
alone." Now three grown boys later, I am ready to go at it again, she still doesn't
like the idea, but will relent I'm sure. I went in ppcs for half a dozen
flights and tried to get into that, but found it boring. I think I want to
fly ultra lights. I joined the local ultralight club, but it has been so windy
no one brings thier plane to the monthly meeting. Knowing that I know nothing,
I'm just looking to get some rides and start learning. Then decide what
I want. After looking around on the internet I think I want to end up with a
Kolb, though again, "I know nothing."
I don't want to make this too long, just want to say hi and try to learn from you.
Plan on asking some stupid questions, hope you don't mind.
Joe Klerekoper
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102615#102615
________________________________________________________________________________
| Subject: | Re: Oxygen deprivation |
| From: | "Thom Riddle" <thomriddle(at)adelphia.net> |
Rick - Thanks for the personal story. I never new that sight loss was a symptom
of oxygen deprivation. I've flown to as high as 12,500 for less than 30 minutes
due to the regulation and fortunately had no problem, either then or afterwards.
I've been tempted to see how high our Allegro will go since it has a claimed
service ceiling of about 18,000 feet. But since I don't have an oxy system
I've not tried it but been tempted to. Your story convinces me not to try it
without oxy.
Several years ago I took my 91 year old father up Pikes Peak which is abit over
14,000 feet and he started feeling faint so we headed down and he was fine by
the time we got down to the tree line. When I was in my early 30s I went to the
top of Pikes, and walked around with no ill effects but on this trip with my
father, when I was in my early 50s walking was a lot more tiring. I have never
smoked and have outstanding lung capacity and a bit overweight but otherwise
in good shape.
As is the norm for government regulations, the 12,500 for more than 30 minutes
rule is set on the conservative side for the most vulnerable-to-oxygen-deprivation
among the pilot population. Others may not need it until much higher, but
as Rick stated, some do. BTW it is not merely a function of physical conditioning
that determines the oxygen level that is tolerated by any individual. Unless
the FARs have changed, airliners are required to maintain cabin pressure
of no more than 8,000 feet.
--------
Thom in Buffalo
Have you noticed since everyone has a camcorder these days no one talks about
seeing UFOs like they used to?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102619#102619
________________________________________________________________________________
In a message dated 3/24/2007 9:09:12 A.M. Eastern Daylight Time,
okjoek2000(at)yahoo.com writes:
I think I want to fly ultra lights. I joined the local ultralight club, but
it has been so windy no one brings thier plane to the monthly meeting.
Knowing that I know nothing, I'm just looking to get some rides and start
learning. Then decide what I want. After looking around on the internet I think
I
want to end up with a Kolb, though again, "I know nothing."
I don't want to make this too long, just want to say hi and try to learn
from you. Plan on asking some stupid questions, hope you don't mind.
Joe Klerekoper
Welcome Joe,
The only true ultralight that Kolb currently produces is the Firefly. It is
a joy to fly and has features such as easy wing folding. You can find used
ones, build one or even have one built for you. If on the other hand you are
looking for a "Looks like an Ultralight" but is a real airplane, Kolb still
comes in at the top of the hill. I am sure you will get a lot of help here.
Good Luck
Steve Boetto
Firefly 007 on Floats
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hi Joe,
Ultralights are pretty safe IF YOU KNOW WHAT YOU ARE DOING. Its the guys that
get an ultralight, that know nothing about aviation and flying that get themselves
killed on a regular basis. It will take dedication, and a willingness and
ability to learn a lot on your part to do this safely. It will take knowlege
as well as having the judgement and coordination to fly safely. Not everyone
can learn to fly, there are those that just dont have what it takes. Buying
an Ultralight is not like going out and buying a motorcycle and learning to
ride it, it is orders of magnatude more difficult. It is also a lot more fun
:) Just make sure you are willing to put the effort, time and dedicatoin into
this before you decide to do this.
Your wife was right, Hang Gliders are very dangerous, for a lot of reasons that
I dont have the time to go into here. Kolbs are a great airplane and very safe
if you know what you are doing, but you will have a very big building project
on your hands, unless you buy one already used. If you get a Kolb, at least
get the quick build option, its well worth the money. In my opinion, flying
ultralights is more fun than anything else you can do on this planet... You
will love this ! Just make sure you are prepared to put the work, dedication,
and time into learning how to fly safely.
Mike Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102644#102644
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
Joe,
I'm sending you (to your email add) some pages on UL flying that may
be of interest. Other newcomers (dislike "newbies") have liked
them....they are reprints, including a piece on the legal ultralight
Kolb FireFly.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Joe,
Welcome aboard! I was once where you are and also landed on a Kolb aircraft. 1.
was the fine folks on this list,2 was the fine folks at the factory but most
important was the design of the kolb. As John Hauck once told me in the beginning,
"Building is a major part of the whole experiance" Those words ring in my
head almost every time I work on my Kolbra. Feel free to ask any of us anything
and call the new kolb aircraft company. Great folks up there in those Kentucky
hills. They have been really good to me over the past 3 years. I am just weeks
away from first taxi test and first flight. I could not have made it this
far without this list and it's members or the support of TNK.
Regards
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102651#102651
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
If My M3X would be ready I'd be there.
Ron (Arizona)
===================================
---- Terry wrote:
============
Gentlemen,
Homer Kolb has decided to host a Fly-in again this year at his Farm on
Saturday, June 16th., Fathers Day Weekend. He and Clara have enjoyed
the other fly-in's we had there and they are looking forward to seeing
flying friends and their aircraft again!
For those of you that do not know, Homer's farm is just outside of
Spring City, PA near the Schuylkill River, NE of Philadelphia, PA.
I hope you can put this on your calendar and make the flight.
I guarantee you will enjoy your time there.
Coordinates are: N 40- 09-36.36
W 075-32-46.68"
That same weekend there is a fly-in at Shreveport North in York
County which is near Wellsville, PA, from Friday through Sunday.
It is a major Ultralight event each year. They have lodging and
food available and some have used it as a stop over on the way to/or
from Homer's in the past. Look it up at: footlightranch.com
Some of us camp out over there.
Come back to where it all began for us Kolb flyers!
Terry - FireFly #95
P's. Pray for good weather!
________________________________________________________________________________
Mike Bigelow Writes:
Your wife was right, Hang Gliders are very dangerous, for a lot of
reasons that
I dont have the time to go into here.
Kolbs are a great airplane and very safe if you know what you are
doing,
-------------------------------------------------------------------------
----------------------------------
Mike
Todays HangGliders are no more dangerous than the KOLB you fly...
In fact I could very easily argue they are safer than any powered form
of flight....
Like ANY aircraft they require the same amount of dedication to learn
and fly them safely..
They like your Kolb as you put it --- "are very safe if you know what
you are doing"---
And are a lot cheaper and less disturbing to any of the Local
residents that may be
living below you......
I came from a GA back ground ( flew GA 5 yrs) but once I learned to
fly a HangGlider I
never looked back...
In my 5 years of GA I had a Tire blow on landing, Got caught on top
VFR.
Had a landing light go on a Night XC. AND about starved the Motor due
to a leaking Fuel Tank...
Also Keep in mind Hangglider Pilots are taught from day one to fly the
craft with a Dead Stick
mentality.... Were you? My guess is yes but do you??? my guess is
no....
With a Hangglider its not required but IS a very good idea to always
stay with in Glide
of an LZ ..... Tree extractions are very survivable BUT are a real
pain in the Ass 8-)
Once the PIlot understands the Soaring Environment he can often go
places that have few if
any places to land but feel confident he will find lift based on the
Days conditions...
This of course is a Leaned skill in the sport Of SOARING...
HangGliders weigh on average 65 lbs A Kolb weighs What, about 300 to
400lbs??
Seems to me that 350lbs @ 40 mph is going to mess up Christmas 8-( if
you hit something.
HGs are stressed for the same G loading as a KOLB Firestar II 6+ & 3-
HGs Can land in LZs much tighter than you'd ever consider in you Kolb
and if needed perform a
safe Tree landing yet walk away from the experience where as a Kolb
PIlot would most likely
in up in the hospital IF your lucky... And you'll most definitely have
a totaled Air craft...
A Hangglider Leading edge is about $500.00 and takes about 2 hours to
replace...
A HG Stall speed is about 17 mph But can be Stopped Dead in the Air IF
the pilot chooses...
He then drops straight down for what we call a NO step landing....
Best done with less than 6 Ft
of altitude for obvious reasons hahahahaha 8-)
Can you in your KOLB do any of these things??? Shall I go on????
MIke IMO
Flying any Motorized Craft is much more dangerous than flying a Hang
Glider...
The speed the weight the Required Space to land and the Dependency on
that Motor is what makes this so...
Oh and lets not forget that A Hangglider will fit on the Garage Wall
and doesn't require a Trailer to get it to
and from the launch site.... 8-)
MIKE
IMO his wife is Wrong .......... HangGliding depending on the pilots
mentality is by far the safest
and most incredible form of aviation on the planet....... To be able
to go round and round with a Gaggle of Soaring Birds
to cloud base or to be challenged by a Red Tail defending her nesting
area as you climb up the face of a Mountain
in a Thermal or to watch your glory as you pass by a cloud going Cross
Country is by far some of the Greatest
experience a Pilot can ever have... And Ive done them all on a
HangGlider....
FYI
The record Distance on a Hangglider is over 400 miles Set by Mike
Barber in TEXAS
I personally have over 1000 hours loogged in various models of
Hanggliders but I'm sure I have closer
to 1500 total..... I only have 125 in GA
Mark Vaughn
Now 50 looking at Wheeled options for his aging landing gear.. 8-) Yes
I'm even looking at a Kolb....
BUT! Hanggliding will forever be my true LOVE when it comes to
Flight....
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Firestar bowling enthusiasts' next activity |
At 09:30 PM 3/23/2007, you wrote:
>Done that, Sir.... Science experiment.... One of Ma's White
>Leghorns out of a 7AC Champ @ 6K feet over 12 Mile Island in the
>Ohio, just northeast of Louisville....was 1957.... Results were
>inconclusive.... Despite immediate split-S and "pull", never
>visually reacquired the test partner following her hotly contested
>departure from the aircraft....No vapor trail, no burning feathers,
>no nothing... Can only assume she was capable of substantially more
>than the 129 IAS limit on the Champ....
>
>...they do this in Arkansas...?
>
>Beauford
We've got cat chasing down here -
for those of you who don't know, is the sport of cramming about eight
skydivers and
one cat into an airplane. When you get to 10,000 feet you toss the cat out.
The skydivers then pile out and go after the cat. Whoever lands with
the cat is the winner.
Got the audio of the local finals I might could put on Goggle.
Then again I've seen worse
http://www.adultsheepfinder.com/
but I guess you gotta be from New Zealand to sign up.
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Firestar bowling enthusiasts' next activity |
B'ferd et al,
Here's from the Yellville AR Chamber of Commerce web site re: Turkey
dropping...
The one thing about Turkey Trot that gets the most attention is the
Turkey Drop. Turkeys are usually dropped from a low flying plane all
throughout the festival. This has prompted attention worldwide.
Yellville and the Turkey Trot Festival was featured in The National
Enquirer, as an example of animal cruelty. The famous 1970's TV
citcom, WKRP, even created a parody of the Turkey Trot Festival.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
Hey Ron,
if you work at it full time you could still it make it.
You could probably win the prize to the newest Kolb plane there.
I'm looking for the best turnout for the event yet. (weather
cooperating of course).
Gene
On Mar 24, 2007, at 2:52 PM, Ron wrote:
> If My M3X would be ready I'd be there.
>
> Ron (Arizona)
>
> ===================================
> ---- Terry wrote:
>
> ============
> Gentlemen,
>
> Homer Kolb has decided to host a Fly-in again this year at his Farm on
> Saturday, June 16th., Fathers Day Weekend. He and Clara have enjoyed
> the other fly-in's we had there and they are looking forward to seeing
> flying friends and their aircraft again!
>
> For those of you that do not know, Homer's farm is just outside of
> Spring City, PA near the Schuylkill River, NE of Philadelphia, PA.
> I hope you can put this on your calendar and make the flight.
> I guarantee you will enjoy your time there.
>
> Coordinates are: N 40- 09-36.36
> W 075-32-46.68"
>
> That same weekend there is a fly-in at Shreveport North in York
> County which is near Wellsville, PA, from Friday through Sunday.
> It is a major Ultralight event each year. They have lodging and
> food available and some have used it as a stop over on the way to/or
> from Homer's in the past. Look it up at: footlightranch.com
> Some of us camp out over there.
>
> Come back to where it all began for us Kolb flyers!
>
> Terry - FireFly #95
>
> P's. Pray for good weather!
>
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Most of your assumptions as to why hangliders are safer are just plain wrong.
First you say that a hang glider is lighter, and therefore safer, which shows
your understanding of crashes are lacking. A kolb has gear to soften even
the hardest landings, a hang glider pilot uses his body as landing gear and usually
breaks something on a very bad landing. A Kolb has a strong steel cage
to protect you in a crash, a hang glider has nothing, if you hit the ground hard,
you are going to get badly hurt or killed.
Light Weight = Safety is what you imply... Would you rather hit an tree at 30
MPH in a toyota, or in a large SUV ? Your thinking is just wrong.
What really makes a hang glider dangerous, is the conditions in which they launch,
fly and land. Most hang gliders take off of a hill, or cliff with the wind
blowing, they are very difficult to control in this phase of flight, with turbulance
and wing, and I have seen many launches go wrong. If you are doing
a tow takeoff, its far more common for the guys in the hang glider to get hurt
or killed than the guy in the tow plane. As far as your slow stall speed, you
need it, every time because in a hang glider you are landing in mostly unimproved
fields, and less than desirable locations. With a Kolb, we can and usually
do operate off of much better strips.
Given some of the very false and inaccurate in your post, I can tell you are one
of those guys that has an agenda and wont let facts or truth stand in the way
of what you want to beleive. If you like hang gliding, more power to you, It
looks like fun, and I considered hang gliding myself at one time, but decided
not to after investigating the risks and talking to some very experienced hang
glider pilots. We all owe it to newcommers to give them truthful and accurate
information about the sports they are about to enter.
JettPilot
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102673#102673
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Learning to fly...whatever!!! |
You know, Clint Eastwood said it best!! "A man's GOT to know his
limitations!!" These were words well said, and they contain a lot of truth
in them.
Included in that concept is; "A man's GOT to know his airplanes
limitations.
I agree whole-heartedly with Mark...hanggliding is not anymore unsafe
than any other form of flying, providing you don't try doing something
incredibly stupid. (Like many of those who did and had hanggliding
accidents or mishaps, me included, albeit not too severe.)
If you examine practically ALL hangglider/ultralight/light plane
accidents, you will likely find in one way or another that the Pilot was the
blame! He either had poor maintenance, bad weather he shouldn't have been
in, poor judgement in the type of flying he was doing, on and on. The point
is; you can USUALLY blame the pilot for crash. Not always, but MOST of the
time. But you shouldn't blame the plane (glider), but many do!
A few years ago I bought a three wheeler Honda. Many people said "Oh
my God, do you know how dangerous those things are!?" Yes, I do!! My
heighbor, and 30 year old AF Captain was killed riding one. He was hauling
ass on a small bluff and went airborne over a rise, left the trike, slammed
onto the ground...and died..... Then people come along and say
"See, I told you
those things are dangerous!" Yeah, right! I owned mine for two
years, drove it fairly benign, no crashes. Where was the "danger"?
It never ceases to amaze me when you hear about some idiot who goes out
and dings up his plane, and then the plane gets the bad reputation. Huh??
As a former hangglider pilot, if I look back on the few "mishaps" I've
had, not ONE of them was the glider's fault.
I really do believe in the saying that says "Flying (whatever you fly) is
no more dangerous than many other forms of recreation, but it is incredibly
unforgiving of mistakes!! Without a doubt, in most cases, the pilot in
command controls the safety of the flight.
Just a little soap box ranting......Mike in SW Utah
_________________________________________________________________
i'm making a difference.Make every IM count for the cause of your choice.
Join Now.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
I am pecking at it every day. today I did that which I was loath to do,, cut the
cage for the new parallel bar mount. I am now waiting on Aircraft Spruce to
deliver (Monday) two 36 inch 1x1.75 4130 tubes. If anyone wants the old mount
and so on make me an offer, its about a .25 inch shorter otherwise it can be used
for a Rotax bed. I am not making any dead lines just going at it as much as
I can stand. The big thing will be assembling that Suzuki and getting it to
run. If that can be done then I will be pretty close to a fleeting happy moment.
Ron (Arizona)
==========================
---- Eugene Zimmerman wrote:
============
Hey Ron,
if you work at it full time you could still it make it.
You could probably win the prize to the newest Kolb plane there.
I'm looking for the best turnout for the event yet. (weather
cooperating of course).
Gene
On Mar 24, 2007, at 2:52 PM, Ron wrote:
> If My M3X would be ready I'd be there.
>
> Ron (Arizona)
>
> ===================================
> ---- Terry wrote:
>
> ============
> Gentlemen,
>
> Homer Kolb has decided to host a Fly-in again this year at his Farm on
> Saturday, June 16th., Fathers Day Weekend. He and Clara have enjoyed
> the other fly-in's we had there and they are looking forward to seeing
> flying friends and their aircraft again!
>
> For those of you that do not know, Homer's farm is just outside of
> Spring City, PA near the Schuylkill River, NE of Philadelphia, PA.
> I hope you can put this on your calendar and make the flight.
> I guarantee you will enjoy your time there.
>
> Coordinates are: N 40- 09-36.36
> W 075-32-46.68"
>
> That same weekend there is a fly-in at Shreveport North in York
> County which is near Wellsville, PA, from Friday through Sunday.
> It is a major Ultralight event each year. They have lodging and
> food available and some have used it as a stop over on the way to/or
> from Homer's in the past. Look it up at: footlightranch.com
> Some of us camp out over there.
>
> Come back to where it all began for us Kolb flyers!
>
> Terry - FireFly #95
>
> P's. Pray for good weather!
>
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
--
kugelair.com
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 08:24 PM 3/24/2007, you wrote:
>I am pecking at it every day. today I did that which I was loath to
>do,, cut the cage for the new parallel bar mount. I am now waiting
>on Aircraft Spruce to deliver (Monday) two 36 inch 1x1.75 4130 tubes.
>
>Ron (Arizona)
You can do it. My engine hasn't fallen of yet in 700+ hours.
http://www.mindspring.com/~possums/Modrearframe.jpg
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Planning a flight Oregon to Texas and on to MV |
Hi Kolbers
Larry Cottrell (Kolb flyer) and I (Drifter flyer) are
planning to fly from Oregon to Texas this May. We've
gotten lots of good advice, and here is the route that
we're planning as of now. Larry's wife Karen will be
ground crewing us - we'll probably meet her once a day
for gas and at our final stop every night. Since both
Larry and I are flying E-LSAs, we're no longer limited
to 5 gallons, and he'll be carrying 20 and I'll have
16 (maybe 20 - I haven't decided if I want that much
extra weight.)
At the end of this message is our proposed route to
Texas with airstrips along the way. If we don't get
into terrible headwinds, we are figuring on 125-150
mile legs. We're hoping to average 60 mph and stop
every 2+ hours just to stretch our legs...but I've put
in back-up strips just in case we need to land sooner.
(And of course, there's always fields, dirt/gravel
roads, etc.)
While I've poured over sectionals and topo maps, I'd
still like to hear from any of you who have actual
knowledge of the route - any advice or warnings you
want to give us? I know there's a lot of you on this
list who live along the route and who have flown it.
Thanks in advance for any info. And...if any of you
want to join us in the air for a while or just hang
out in the evening, let us know.
Arty Trost
Maxair Drifter
Sandy, Oregon
From Rome, Oregon take Hwy. 95 south to Winnemucca,
NV.
132 miles
Go east on I-80 to Battle Mountain, NV. 60 miles
Go south on Hwy. 305 to Austen, NV 91 miles
Take Hwy. 50 east, then Hwy. 377 south to Tonopah,
NV 120 miles
Link up with Hwy. 95 south again, to Beatty, NV
110 miles
Continue south on Hwy. 95 through the Pahrump Valley
(Calvada Meadows Airpart, 64 miles;) to Boulder City,
NV (85 miles;) Needles, CA (82 miles;) Blythe, CA (93
miles.)
Take I-10 east to San Antonio, TX - with the
following airports as possible stops: Buckeye, AZ;
Casa Grade, AZ; Marana NW Regional, AZ; Benson
Municipal, AZ ; Wilcox: Cochise Co, AZ; Lordsburg, NM;
Deming, NM; Las Cruces, NM; El Paso: Horizon, TX;
Culberson County/Van Horn, TX; Ft. Stockton, TX; Ozona
Muncipal, TX; Sonora Municipal, TX; Junction, Kimble
County, TX; Kerrville Municipal, TX;
Kestral/Springbranch, TX; Burnet, TX
Coming back we'll be heading to El Paso and then up to
Monument Valley for the Kolb fly-in in mid-May. Will
Uribe has sent us helpful suggestions for the route
from El Paso to MV - and hinted that he may join us if
he's able to fly his bird. And Dennis Kirby - I
believe you're planning to fly up this year, but
you'll be starting from AZ and will probably be taking
a different route.
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Fantastic Kolb websites |
Hello All,
Does anybody have a list of the various websites of Kolb's being
built? I have seen bits and pieces of a few photos of your planes from
them, but I was wondering if anyone has compiled a list of the Kolb airplane
builders websites.
I am especially interested in the Xtra, Kolbra, MkIII, and the
Slingshot. Mike in SW Utah
Rex, Paul, John W., Rick, John H. Vic ???
_________________________________________________________________
Live Search Maps find all the local information you need, right when you
need it. http://maps.live.com/?icid=hmtag2&FORM=MGAC01
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 03:38 PM 3/24/2007, knowvne(at)aol.com wrote:
> ...Flying any Motorized Craft is much more dangerous than flying a Hang
> Glider...
HG is cool, and a lot safer than the death trap reputation inherited from
its bad old days... but I don't think the statistics bear out the claim
that it's safer than motorized aircraft. Quite the contrary, on a per
flight hour basis.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| Subject: | Re: Learning to fly...whatever!!! |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Thats part of the problem with Hang Gliding, its never the gliders fault, but the
conditions that exist to jump off a mountain with enough wind to are extremely
challenging. Same goes for landing, with a hang glider its usually in wind,
turbulance, into an unimproved field, and go arounds are never an option.
Bottom line, the skill level required is so high that if you do it, it will bite
you, no matter how good you are. Look at many of the best and most famous
hang glider pilots, most of them end up hurt or dead sooner or later. Its never
the gliders fault, but the challenges and conditions of flying hang gliders
are just so high, sooner or later it will get you.
BTW ... Yes, hang gliding looks like a heck of a lot of fun. If I lived on the
gently sloping hills of Austrailias coastline, I would probably have to do
it :) All the places I have seen in the eastern states are really hairy and dangerous.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102704#102704
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Planning a flight Oregon to Texas and on to MV |
Arty,
One of the things I would highly recommend is making sure you are
thoroughly familiar with your GPS. I would assume you have a GPS. Get the
latest update, find the quick instruction pamphlet
and practice a bunch.
As I told you the last time you asked for advice, I just flew from near
Sacramento, south to Tahachapi, then west past Las Vegas, on to SW
Utah....my new home. I had the luxury of being able to spend a full week,
day and night, preparing.
I studied charts (sectionals), the weather, renewed my pilot license, new
medical, and without a doubt, one of best advantages was practicing night
after night with my Garmin 296.
Give me a call. I guarantee I can give you a couple of "tricks" to make
your navigating a heckuva lot more easy. Mike Welch
435-817-1816
_________________________________________________________________
Exercise your brain! Try Flexicon.
http://games.msn.com/en/flexicon/default.htm?icid=flexicon_hmemailtaglinemarch07
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | heading in the right direction |
Oops! Make that "east past Las Vegas"
_________________________________________________________________
Interest Rates near 39yr lows! $430,000 Mortgage for $1,399/mo - Calculate
new payment
________________________________________________________________________________
| Subject: | flight path: Oregon to Texas and on to MV |
| From: | jam-n <jghunter(at)nol.net> |
travelers:
being from the great NW (seattle) and now living in tx, (houston) ur
proposed trip n route sounds to me like lots of fun and great adventure.
just about every commercial hop i have taken back to sea included day
dreams of flying much lower and slower down below as i lusted out of the
airliner's window from 32,000'. when i flew corp aero commanders... i
flew out of uvalde, tx to ft stockton, sonora, ozona areas oft... and u
will have lots of company... sagebrush and rolling tumbleweeds. maybe a
cyote or two... from western border of tx on in to n of san antonio it
will be arid and desert much of the way. once i saw spring branch on ur
itinerary, i knew u were headed to n of san antonio. from uvalde n to
austin u will have the rolling hills of the texas hill country. out in
ft stockton area, big bend area... u will have arid country but amazing
hills and small mountains if far south enuff. some say there are areas
out there man has yet to explore... draw a line north out of uvalde, tx
and east of that to ur destination will be all rolling hills and forests
and farm land...between the many towns and communities. n ot ft stockton
is odessa and that area is also quite dry, dry and drier. if u like
desert like plains... u will just love it! i'd hope u each have 2
GPS's... lol
u will definitely want to be head up on the weather. texas is a big hop
and the geography is vast. u can see some severe weather from time to
time, so i'd stay ahead of my route weatherwise at least 2 days in
advance...
well, wish i could tag along with you. i'd be open to giving u my cell #
so u could tb along the way... as id enjoy any progress reports.
if it was me, in a flight of 2... once i hit texas id have NO less that
24 gallons of fuel down with the roadies... 4 full 6-gallon jugs... as a
min!~
in any event, have fun, be safe... and GOOD LUCK!!
regards
barnstormer~
On 3/25/2007, "TheWanderingWench" wrote:
>
>Hi Kolbers
>
>Larry Cottrell (Kolb flyer) and I (Drifter flyer) are
>planning to fly from Oregon to Texas this May. We've
>gotten lots of good advice, and here is the route that
>we're planning as of now. Larry's wife Karen will be
>ground crewing us - we'll probably meet her once a day
>for gas and at our final stop every night. Since both
>Larry and I are flying E-LSAs, we're no longer limited
>to 5 gallons, and he'll be carrying 20 and I'll have
>16 (maybe 20 - I haven't decided if I want that much
>extra weight.)
>
>At the end of this message is our proposed route to
>Texas with airstrips along the way. If we don't get
>into terrible headwinds, we are figuring on 125-150
>mile legs. We're hoping to average 60 mph and stop
>every 2+ hours just to stretch our legs...but I've put
>in back-up strips just in case we need to land sooner.
> (And of course, there's always fields, dirt/gravel
>roads, etc.)
>
>While I've poured over sectionals and topo maps, I'd
>still like to hear from any of you who have actual
>knowledge of the route - any advice or warnings you
>want to give us? I know there's a lot of you on this
>list who live along the route and who have flown it.
>
>Thanks in advance for any info. And...if any of you
>want to join us in the air for a while or just hang
>out in the evening, let us know.
>
>Arty Trost
>Maxair Drifter
>Sandy, Oregon
>
> From Rome, Oregon take Hwy. 95 south to Winnemucca,
>NV.
> 132 miles
> Go east on I-80 to Battle Mountain, NV. 60 miles
> Go south on Hwy. 305 to Austen, NV 91 miles
> Take Hwy. 50 east, then Hwy. 377 south to Tonopah,
>NV 120 miles
> Link up with Hwy. 95 south again, to Beatty, NV
>110 miles
> Continue south on Hwy. 95 through the Pahrump Valley
>(Calvada Meadows Airpart, 64 miles;) to Boulder City,
>NV (85 miles;) Needles, CA (82 miles;) Blythe, CA (93
>miles.)
> Take I-10 east to San Antonio, TX - with the
>following airports as possible stops: Buckeye, AZ;
>Casa Grade, AZ; Marana NW Regional, AZ; Benson
>Municipal, AZ ; Wilcox: Cochise Co, AZ; Lordsburg, NM;
> Deming, NM; Las Cruces, NM; El Paso: Horizon, TX;
>Culberson County/Van Horn, TX; Ft. Stockton, TX; Ozona
>Muncipal, TX; Sonora Municipal, TX; Junction, Kimble
>County, TX; Kerrville Municipal, TX;
>Kestral/Springbranch, TX; Burnet, TX
>
>Coming back we'll be heading to El Paso and then up to
>Monument Valley for the Kolb fly-in in mid-May. Will
>Uribe has sent us helpful suggestions for the route
>from El Paso to MV - and hinted that he may join us if
>he's able to fly his bird. And Dennis Kirby - I
>believe you're planning to fly up this year, but
>you'll be starting from AZ and will probably be taking
>a different route.
>
>
>www.LessonsFromTheEdge.com
>
>"Life's a daring adventure or nothing"
> Helen Keller
>
>"I refuse to tip toe through life just to arrive safely at death."
>
>
________________________________________________________________________________
| Subject: | flight plan: Oregon to Texas and on to MV |
| From: | jam-n <jghunter(at)nol.net> |
Amen to all that! I wouldnt even consider such a hop without a complete
working knowledge of my GPS's. such that u dont even need to look nuttin
up in manual... u know it cold. add in ur legs or go route to route...
but do ur Go To's... and fly the line. I'd each have 2 gps's... i
wouldnt make the trip with one GPS... also, u should know ur radios cold
so u can also get Wx along route etc. and... id have a complete set of
hand signals to communicate with each other if one looses a radio.
well, no doubt any body planning such a hop has it well thot out...
barnstormer~
On 3/25/2007, "Mike Welch" wrote:
>
>Arty,
>
> One of the things I would highly recommend is making sure you are
>thoroughly familiar with your GPS. I would assume you have a GPS. Get the
>latest update, find the quick instruction pamphlet
>and practice a bunch.
> As I told you the last time you asked for advice, I just flew from near
>Sacramento, south to Tahachapi, then west past Las Vegas, on to SW
>Utah....my new home. I had the luxury of being able to spend a full week,
>day and night, preparing.
> I studied charts (sectionals), the weather, renewed my pilot license, new
>medical, and without a doubt, one of best advantages was practicing night
>after night with my Garmin 296.
>
> Give me a call. I guarantee I can give you a couple of "tricks" to make
>your navigating a heckuva lot more easy. Mike Welch
> 435-817-1816
>
>_________________________________________________________________
>Exercise your brain! Try Flexicon.
>http://games.msn.com/en/flexicon/default.htm?icid=flexicon_hmemailtaglinemarch07
>
>
________________________________________________________________________________
| Subject: | Monument Valley - when in May? |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
With the purchase of my trailer, I'm thinking of Monument Valley this May. What
are the dates folks are going? I guess I should look into accomodations.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102713#102713
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
Jimmie, try google! Oh heck :http://www.frappr.com/akhahumanrights
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | "Rick Pearce" <rap(at)isp.com> |
| Subject: | Re: Firestar bowling |
Bowling balls are tough we shot one with a old 308 military round and only
put a 1"chip in it.
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Thursday, March 22, 2007 4:51 PM
Subject: Kolb-List: Re: Firestar bowling
>
> Man that looks like fun :) I need to find a supply of cheap bowling
balls, I am dreaming up all sorts of stuff... What would it look like if it
hit concrete, water, a old car, etc. etc. How high would I need to drop to
get it to terminal velocity ? Even set up a video camera at the drop. The
possiblities are endless !!!
>
> Mike
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you
could have !!!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=102362#102362
>
>
________________________________________________________________________________
| Subject: | Re: Learning to fly...whatever!!! |
Mike
Little steps not big ones ...
Always say no to conditions above your skill level ...
A safety first attitude goes a long way in aviation... All forms..
Thats part of the problem with Hang Gliding, its never the gliders
fault, but
the conditions that exist to jump off a mountain with enough wind to
are extremely challenging.
MIKE
They're Challenging ONLY if Turbulent and Strong.. I fly in coastal
winds such as those at
( STAN WELL PARK in Australia for example 8-) When it's blowing 20 and
can self launch...
Condition at Sites Differ ... Conditions always must dictate if you
should fly..
Just as with Power Flying..
Same goes for landing, with a hang glider its usually in wind,
turbulence, into an
unimproved field, and go around are never an option.
Mike
When landing out in a hangglider you can quite often wait out the
turbulance......
That turbulance say 500 AGL is often not enough to climb in but more
than enough
to maintain in..... When it disapates you can then go in and land...
The Trick is
not to force your self to the ground just because your low.... Wait
till you have to
land because the lift and most of the turbulance has passed...
Landing out is a special skill and is why we as HG pilots get a XC
sign off
before were permitted to go ....
Bottom line, the skill level required is so high that if you do it, it
will bite you, no matter how good you are.
Mike
When you say BITE do you mean Crash Break The Glider, Get hurt, DIE
What?
We have had ONE death in our flying area in the past 16 years..
Ive crashed into Trees, on to Slopes and walked away with out hardly a
scratch.. BELEIVE ME WHEN
I SAY THIS .. the Glider takes most of the impact, not you...... We
control the glider while hanging inside a
TRANGLE we all know is one of the strongest shapes around.....
Yes at some point you will probably WHACK as we like to call it but
landing at the speeds we land its really
not a big issue unless you hit a BIG ROCK...8-)
Look at many of the best and most famous hang glider pilots, most of
them end up hurt or dead sooner or later.
Mike
Most deaths are from doing stupid human pet tricks... AKA PILOT ERRIOR
it had nothing to do with the Craft
Some have blown up their Gliders doing AERO Some Slam into the Ground
Doing Loops too low to the ground..
I know one pilot who blew up his Glider doing a LOOP and tossed his
chute but failed to attach it to his harness ...
Guess WHAT He survived to talk about the Mistake he made... Stupid
human pet tricks... PILOT ERRIOR...
How many power pilots have died doing the same stupid things ? Pilot
Error not the craft..
Its never the gliders fault, but the challenges and conditions of
flying hang gliders are
just so high, sooner or later it will get you.
Same is true in Power craft... Fly within your limits and its
extreemly safe... Go beyond your skill level
leaving 0 room for errior and yep its going to mess up Christmas...
its not the craft
BTW ... Yes, hang gliding looks like a heck of a lot of fun. If I
lived on the gently sloping hills of Austrailias
coastline, I would probably have to do it :) All the places I have
seen in the eastern states are really hairy and
dangerous.
As I said its the most amazine sport in the world...
Come up to NH and visit Morningside Flight park ... There you'll find
the Gental Grassy slopes your
dreaming of... OZ is much to far hahahahahaha8-) Check out
www.flymorningside.com They also Aero Tow there...
Come up and take a tandem flight... I dare ya... 8-)
Mark
________________________________________________________________________
from AOL at AOL.com.
________________________________________________________________________________
| From: | "joe" <okjoek2000(at)yahoo.com> |
I appreciate the kindness I've been shown, and I agree, I like newcomer better
than newbie too.
I am not really looking into hanggliding anymore, I may not have been clear on
that. I also after some flights don't think ppc is what I want to do. I want
to be able to move a little faster than that, not that slow isn't fun too.
I am interested in moving eventually on to sport pilot, I think I would like to
be able to take someone with me. I just have to figure out how to get the time
I need in and thought maybe buying a 103 plane first to get my hours in and
then moving on to a two seater with sport pilot.
I still have two boys in college, the business I worked for just sold and laid
everyone off, and I just started a new job, so money isn't what it could be.
I am however selling another business I have, soon I hope, and that should free
up some money.
I have wondered if I shouldn't get something like a quicksilver for the 103, hope
that is not a dirty word here, just to learn the basics. It seems like it
would be fun being "out there". Then move up to a Kolb when I get my two seater.
Any thoughts?
I am in Broken Arrow, Ok, its just outside of Tulsa. Gets a bit breezy here so
I definately think 3 axis. The Kolb 103 maybe the better one to go with, I need
experience and advice.
Again thank you everyone for all the response and support,
Joe Klerekoper
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102744#102744
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Joe, The most important thing you should look for, in my humble opinion, is
good flight training and support for whatever you decide to purchase.
Find a local flight park where training is done and just go watch the
activity for a day.
What are they flying?
Is there maintenance facilities on the field?
Do they have a retail operation where you can get parts?
Once you find the flight park that can give you that kind of support, take
an introductory flight with an instructor. If that goes well, take lessons.
Learn everything you can before you make the commitment and money changes
hands. Nothing will turn you off to aviation like bad training and the wrong
airplane for you.
Rick
On 3/25/07, joe wrote:
>
>
> I appreciate the kindness I've been shown, and I agree, I like newcomer
> better than newbie too.
> I am not really looking into hanggliding anymore, I may not have been
> clear on that. I also after some flights don't think ppc is what I want to
> do. I want to be able to move a little faster than that, not that slow
> isn't fun too.
> I am interested in moving eventually on to sport pilot, I think I would
> like to be able to take someone with me. I just have to figure out how to
> get the time I need in and thought maybe buying a 103 plane first to get my
> hours in and then moving on to a two seater with sport pilot.
> I still have two boys in college, the business I worked for just sold and
> laid everyone off, and I just started a new job, so money isn't what it
> could be. I am however selling another business I have, soon I hope, and
> that should free up some money.
> I have wondered if I shouldn't get something like a quicksilver for the
> 103, hope that is not a dirty word here, just to learn the basics. It seems
> like it would be fun being "out there". Then move up to a Kolb when I get
> my two seater. Any thoughts?
> I am in Broken Arrow, Ok, its just outside of Tulsa. Gets a bit breezy
> here so I definately think 3 axis. The Kolb 103 maybe the better one to go
> with, I need experience and advice.
> Again thank you everyone for all the response and support,
> Joe Klerekoper
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=102744#102744
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Fuel Pump Mandatory SB |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Guys,
Is anyone changing their fuel pumps on their 912 as per the mandatory service bulletin
#912-053?
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102766#102766
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fuel Pump Mandatory SB |
| Is anyone changing their fuel pumps on their 912 as per the
mandatory service bulletin #912-053?
|
| --------
| Roger Lee
Roger:
When it arrives at hauck's holler I'll change it out.
Seems I always luck out on these service bulletins. I have done the
rocker arm and shaft change, stator change, valve spring keeper
change, and now the fuel pump change. Annoying at times, but happy to
get them replaced before I have a problem in the air.
South Mississippi Light Aircraft, Ronnie Smith, is sending me a pump
soon as he gets some in.
john h
mkIII
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
Here's your answer. Look into the Firestar II with a 503, all the fun you
could want and in the 13k range.
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
joe wrote:
>
>
> I have wondered if I shouldn't get something like a quicksilver for the 103,
hope that is not a dirty word here, just to learn the basics. It seems like it
would be fun being "out there". Then move up to a Kolb when I get my two seater.
Any thoughts?
>
Hi Joe,
A quicksilver is a horrible flying plane, and with very poor performance, and glides
like an anvil. If you want something small, for 103, that does not require
building, get a trike. I small trike is a pleasure to fly, and can fly in
a fair amount of wind. They are safe, have good performance, and glide very
well. The key there is to get good trike, there are good ones and horrible ones.
But a single seat small trike is a heck of a lot nicer flying than a quicksilver.
Look at the Air Creations Racer with Fun 14 wing, and also look at the GibboGear
manta wing with the BB sport trike. The Air Creations is more expensive, but
a much better machine and worth it. A trike can also be stored in your garage,
is easy to break down, tow, and setup where ever you want to fly. With
a quicksilver, you need a hangar. I cannot tell you enough how much work a quicksilver
is to fly... High control forces, poor handling, sluggish, its not
my idea of fun flying. A trike is so much better. Get a ride in a 2 place trike
and a 2 place quicksilver and you will see what I mean.
Feel free to ask whatever you need, even if its not Kolb, its all about flying
and we are happy to help a new guy in any way we can.
Michael Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102783#102783
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Joe
I may be misunderstanding what you are saying but any hours in a part 103
will not count for anything other than personal experience. When the sport
pilot program was announced there was a program were 103 experience would
count towards training hours required under the sport pilot license but the
deadline has passed. Since part 103 isn't recognized as a airplane, flight
time even while working on your license will not count.
Be very careful what you buy. There are allot of planes out there that are
flying as ultralights that aren't legal under part 103. I would guess MOST
planes aren't legal even a few Kolb Fire Flys. Now if you fly out of your
own strip and don't get caught you may be able to pick up some very
inexpensive illegal 103 airplanes when they become truly illegal at the end
of this year. Also you could pick up one of these illegal airplanes and get
it registered as a E-LSP if you complete the registration by the end of the
window near the end of this year.
My personal feeling is that the FAA will be cracking down on those illegal
103s after the end of the year. If one were to get caught fly a unregistered
airplane without a license it might be very difficult to get a license for
some time.
My $.02 worth
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "joe" <okjoek2000(at)yahoo.com>
Sent: Sunday, March 25, 2007 8:34 AM
Subject: Kolb-List: Re: newbie
>
> I appreciate the kindness I've been shown, and I agree, I like newcomer
> better than newbie too.
> I am not really looking into hanggliding anymore, I may not have been
> clear on that. I also after some flights don't think ppc is what I want
> to do. I want to be able to move a little faster than that, not that slow
> isn't fun too.
> I am interested in moving eventually on to sport pilot, I think I would
> like to be able to take someone with me. I just have to figure out how to
> get the time I need in and thought maybe buying a 103 plane first to get
> my hours in and then moving on to a two seater with sport pilot.
> I still have two boys in college, the business I worked for just sold and
> laid everyone off, and I just started a new job, so money isn't what it
> could be. I am however selling another business I have, soon I hope, and
> that should free up some money.
> I have wondered if I shouldn't get something like a quicksilver for the
> 103, hope that is not a dirty word here, just to learn the basics. It
> seems like it would be fun being "out there". Then move up to a Kolb when
> I get my two seater. Any thoughts?
> I am in Broken Arrow, Ok, its just outside of Tulsa. Gets a bit breezy
> here so I definately think 3 axis. The Kolb 103 maybe the better one to
> go with, I need experience and advice.
> Again thank you everyone for all the response and support,
> Joe Klerekoper
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=102744#102744
>
>
>
________________________________________________________________________________
| Subject: | Re: Firestar bowling |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hi Mike,
Pumpkins would be great :) Lets see some of the after pictures or videos !!
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102785#102785
________________________________________________________________________________
| Subject: | Re: Fuel Pump Mandatory SB |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
You need to check the numbers on your fuel pumps.
The SB only applies to a select group of fuel pumps.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102793#102793
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Mike
Seems like one of the rules is to at least try to keep this Kolb related.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Sunday, March 25, 2007 11:47 AM
Subject: Kolb-List: Re: newbie
>
>
> joe wrote:
>>
>>
>> I have wondered if I shouldn't get something like a quicksilver for the
>> 103, hope that is not a dirty word here, just to learn the basics. It
>> seems like it would be fun being "out there". Then move up to a Kolb
>> when I get my two seater. Any thoughts?
>>
>
>
> Hi Joe,
>
> A quicksilver is a horrible flying plane, and with very poor performance,
> and glides like an anvil. If you want something small, for 103, that does
> not require building, get a trike. I small trike is a pleasure to fly,
> and can fly in a fair amount of wind. They are safe, have good
> performance, and glide very well. The key there is to get good trike,
> there are good ones and horrible ones. But a single seat small trike is
> a heck of a lot nicer flying than a quicksilver.
>
> Look at the Air Creations Racer with Fun 14 wing, and also look at the
> GibboGear manta wing with the BB sport trike. The Air Creations is more
> expensive, but a much better machine and worth it. A trike can also be
> stored in your garage, is easy to break down, tow, and setup where ever
> you want to fly. With a quicksilver, you need a hangar. I cannot tell
> you enough how much work a quicksilver is to fly... High control forces,
> poor handling, sluggish, its not my idea of fun flying. A trike is so
> much better. Get a ride in a 2 place trike and a 2 place quicksilver and
> you will see what I mean.
>
> Feel free to ask whatever you need, even if its not Kolb, its all about
> flying and we are happy to help a new guy in any way we can.
>
> Michael Bigelow
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast as you
> could have !!!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=102783#102783
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fantastic Kolb websites |
| For the rest of you guys, how about some more websites of your
buiilding
| projects. I assure you
| some of us will be impressed by your quality work!
|
Mike
| in SW Uath
Mike in SW Uath!!!
Only if you promise to make your hang gliding posts to another site
other than the Kolb Builders and Pilots List.
Thanks,
john h
mkIII
PS: I can only speak for myself. I am not interested in hang gliders
or trikes or Eipper Quicksilver ULs. I am a Kolb builder and pilot.
Have been for 23 years. BTW don't intend on flying anything else any
time soon.
________________________________________________________________________________
| Subject: | Re: Oxygen deprivation |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
Be careful with this one people, it's potentially dangerous ! ! !
You may get and recognise certain symptoms such as blue fingernails, tunnel vision
or headaches etc BUT you also may not get the symptoms even though you're
suffering the effects !
You WILL have impairement of your judgement and your responses and skill levels
without realising it, regardless of your initial fitness status, and therein
lies the danger.
There was a 'spam-can' driver some years ago who went up to something like 14 or
15 thousand, which seems harmless enough, to take advantage of a great tail-wind.
He was feeling great (euphoria) and thinking things were going just fine
but didn't even notice the fuel level steadily dropping towards zero. Lucky
for him he did start to descend to his destination before he ran out of fuel .
. . but only just. You see, the original plan was to have an en-route fuel stop
!
He thought everything was OK but it was far from it. There's one side dangerous
side effect, euphoria, you think all is OK when it's not.
Second have you seen those Air Force altitude chamber tests ? Yes they pass out
at 30,000 ft+ if they don't get their oxy masks on very quickly but even at lower
levels it starts to tell. At altitudes below 20,000 ft they get them to take
ther masks off and do simple tasks like adding numbers or joining the dots
to make a drawing. They think they've done OK but when theu get down to sea level
and look at their performance, they can hardly believe it, the numbers are
almost unreadable, not aligned with the page and often wrong and the dot to
dot drawings are just a random scribble.
So second side effect, you think your skill levels are OK when they most certainly
are not. What would they have performed like in a real emergency situation.
Adrenalin does come to the rescue to a certain degree, but not enough.
So getting a Kolb above 10,000 without oxygen is potentially dangerous. Take care
!
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102805#102805
________________________________________________________________________________
| From: | "Terry Davis" <davistcs(at)eoni.com> |
| Subject: | Oxygen deprivation |
Listers,
Not Kolb related, but altitude related.
Years ago when my daughter was getting her private licence at Nampa,
Idaho the FBO there had the contract to air transport mental patients to
the state hospital at Blackfoot, Id. They always needed volunteers to
ride along in the C182, it's pretty lonely as a single pilot in a plane
with a crazy person. I always went along if I got the chance. The
transportee(s) arrived in chains and lightly sedated. In spite of this
some were angry, wild eyed types. After strapping them in (over the
chains) the SOP was to climb to 12 - 14,000 ft. at which point it got
real quiet in the back. We would then do a gradual cruise decent to
Blackfoot where they would be just waking up. Then I got to fly back,
while the pilot dozed. I'd do anything back then for time, even if I
couldn't log it. The moral? Watch those depressants if you want to fly
high.
Terry Davis
FS 1, Eastern Oregon
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | FireFly Ground Loop |
FireFlyer's & Kolbers
Experienced my first ground loop after the 635th landing. I was back
taxiing in a 14 mph crosswind when one of the tailwheel springs broke.
Luckily I was not fast taxiing. I was able to retrieve the spring and
thread it on so I could taxi the FireFly to the hangar.
The spring broke in the right angle bend the hook makes with the spring
coil. It was not a progressive failure. The broken surface did not show any
rust.
This was quickest and shortest turn I have ever made with the FireFly on
asphalt. Did not touch a wing tip or bend a gear leg.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Firestar bowling |
At 08:18 AM 3/25/2007, planecrazzzy wrote:
>
>10 ft faster per sec.....12 sec ....Terminal velocity - 120 mph
>
> If yer gonna jump off a building....you don't need to go higher than
>the 12 floor....
Yes, but terminal velocity for a bowling ball-- and the distance required
to reach it-- would be different for a bowling ball compared to a human
body. Both numbers will be higher for the bowling ball.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 01:56 PM 3/23/2007, Terry wrote:
>Gentlemen,
>
>Homer Kolb has decided to host a Fly-in again this year at his Farm on
>Saturday, June 16th...
Can one camp there?
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | DAquaNut(at)aol.com |
| Subject: | Re: FireFly Ground Loop |
In a message dated 3/25/2007 1:54:28 P.M. Central Standard Time,
jbhart(at)onlyinternet.net writes:
This was quickest and shortest turn I have ever made with the FireFly on
asphalt. Did not touch a wing tip or bend a gear leg.
Jack B. Hart FF004
Winchester, IN
Jack,
Good to here no damage done! Goes to show how things seem to let loose
at the worst moment. Think I might keep one of those springs in my spare
parts bag. Might be a good idea to change those tail wheel springs at 75 hours
just like the muffler springs!
Ed Diebel FF062
Hou TX
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Light Weight = Safety is what you imply... Would you rather hit an
tree at 30
MPH in a toyota, or in a large SUV ? Your thinking is just
wrong.
The above statement jostled me to reply. A medium sized tree will stop
a motorcycle, a small car, and a large SUV in the same distance.
Your mileage will NOT vary. You will all be dead.
If you have any experience in a bulldozer you will know what I mean.
Oak tree wins every time.
BB
________________________________________________________________________________
| From: | russ kinne <kinnepix(at)earthlink.net> |
Seems to me this is very much Kolb-related! -- let's not nit-pick,
and try to help a newcomer.
On Mar 25, 2007, at 12:39 PM, Richard & Martha Neilsen wrote:
>
>
> Mike
>
> Seems like one of the rules is to at least try to keep this Kolb
> related.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message ----- From: "JetPilot" <orcabonita(at)hotmail.com>
> To:
> Sent: Sunday, March 25, 2007 11:47 AM
> Subject: Kolb-List: Re: newbie
>
>
>>
>>
>> joe wrote:
>>>
>>>
>>> I have wondered if I shouldn't get something like a quicksilver
>>> for the 103, hope that is not a dirty word here, just to learn
>>> the basics. It seems like it would be fun being "out there".
>>> Then move up to a Kolb when I get my two seater. Any thoughts?
>>>
>>
>>
>> Hi Joe,
>>
>> A quicksilver is a horrible flying plane, and with very poor
>> performance, and glides like an anvil. If you want something
>> small, for 103, that does not require building, get a trike. I
>> small trike is a pleasure to fly, and can fly in a fair amount of
>> wind. They are safe, have good performance, and glide very
>> well. The key there is to get good trike, there are good ones
>> and horrible ones. But a single seat small trike is a heck of a
>> lot nicer flying than a quicksilver.
>>
>> Look at the Air Creations Racer with Fun 14 wing, and also look at
>> the GibboGear manta wing with the BB sport trike. The Air
>> Creations is more expensive, but a much better machine and worth
>> it. A trike can also be stored in your garage, is easy to break
>> down, tow, and setup where ever you want to fly. With a
>> quicksilver, you need a hangar. I cannot tell you enough how
>> much work a quicksilver is to fly... High control forces, poor
>> handling, sluggish, its not my idea of fun flying. A trike is so
>> much better. Get a ride in a 2 place trike and a 2 place
>> quicksilver and you will see what I mean.
>>
>> Feel free to ask whatever you need, even if its not Kolb, its all
>> about flying and we are happy to help a new guy in any way we can.
>>
>> Michael Bigelow
>>
>> --------
>> "NO FEAR" - If you have no fear you did not go as fast
>> as you could have !!!
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=102783#102783
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="slyck(at)frontiernet.net"]Light Weight = Safety is what you imply... Would
you rather hit an tree at 30
MPH in a toyota, or in a large SUV ? Your thinking is just wrong.
The above statement jostled me to reply. A medium sized tree will stop
a motorcycle, a small car, and a large SUV in the same distance.
Your mileage will NOT vary. You will all be dead.
If you have any experience in a bulldozer you will know what I mean.
Oak tree wins every time.
BB
> [b]
Of course you will be stopped in the same distance, but you are ignoring a huge
part of what causes desth and injury in a crash. The larger SUV will not experience
as much vehicle crush, and is much less likely to crush the dash into your
legs, the SUV is usually built better and is more crash worthy in the same
accident. Car companies crash different cars into walls all the time testing
how much injury is done to the occupants. Same crash, same speed, some cars
protect you very well, some dont. This is crash 101 , I figured everyone would
know this.
Same with a Kolb. The hang glider has no seat belt, if you impact anything, it
will be with your body. My Kolb has seat belts, and a steel cage, in a minor
crash, I will be held in the seat the cage will deform instead of my my body....
This gives me a much better chance of living or avoiding serious injury
than a hang glider.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102864#102864
________________________________________________________________________________
| Subject: | Exhaust Ball Joint Conversion Kit - anyone using it? |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
CPS is selling this new "Exhaust Ball Joint Conversion Kit". It's about time for
the muffler spring replacement. Anybody using this? If so, what's the verdict
so far?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102865#102865
________________________________________________________________________________
| Subject: | Re: FireFly Ground Loop |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Good thing you were taxiing at a normal speed, instead of rolling out etc. etc.
I will start checking those springs closer on my MK III from now on.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102866#102866
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Ground Loop |
I will start checking those springs closer on my MK III from now on.
|
| Mike
Mike:
This is when "good" differential braking is a plus. Opposite brake
would have prevented Jack's ground loop during taxi. They help keep
me straight during landings and taxiing on my airplane which is much
more prone to ground looping than a "normal" mkIII or Fire Fly.
john h
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: FireFly Ground Loop |
> I will start checking those springs closer on my MK III from now on.
> |
> | Mike
>
>
Better yet, convert to the compression spring set up instead of the tension
spring. These are far more reliable.
Denny Rowe
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
| Subject: | Re: Monument Valley - when in May? |
You'd best look into accomodation perty sudden. I think it's about filled
up. We'll be there at Goulding's Resort the weekend of May
18/19/20. Lar.
On 3/24/07, John H Murphy wrote:
>
>
> With the purchase of my trailer, I'm thinking of Monument Valley this May.
> What are the dates folks are going? I guess I should look into
> accomodations.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=102713#102713
>
>
________________________________________________________________________________
| Subject: | Re: Firestar bowling enthusiasts' next activity |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I did the throwing out the toilet paper thing in my Aerobatic Cessna 150, it was
great fun. I could loop around it, get all sorts of deformations in the string
by pulling high G's around it. I liked the rolls where the core was not
glued on the best, they floated a lot longer. If the roll stayed attached, it
would fall before I was done with it.
This is a great idea I have not thought of in a long time, its time to do it now
with the MK III ( non aerobatic ) but it will still be loads of fun.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102905#102905
________________________________________________________________________________
| Subject: | Re: Exhaust Ball Joint Conversion Kit - anyone using it? |
In a message dated 3/25/2007 6:02:31 PM Eastern Daylight Time,
jhm9812(at)yahoo.com writes:
CPS is selling this new "Exhaust Ball Joint Conversion Kit". It's about time
for the muffler spring replacement. Anybody using this? If so, what's the
verdict so far?
I like mine fine, but I recommend cutting off all the spring hooks before you
put it on. I also had to use some longer bolts to avoid having to cut any
off the ball joint.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Ground Loop |
>>
>Better yet, convert to the compression spring set up instead of the tension
>spring. These are far more reliable.
Denny,
Where can you purchase very small ones?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Ground Loop |
.....................
>This is when "good" differential braking is a plus. Opposite brake
>would have prevented Jack's ground loop during taxi. They help keep
>me straight during landings and taxiing on my airplane which is much
>more prone to ground looping than a "normal" mkIII or Fire Fly.
John,
I am not sure that differential braking would have helped. It was all over
in an eye blink. I was staight with the runway and the next second I was
headed 180 degrees in the other direction.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
Dana,
I can't answer that directly but that same weekend there is a fly-in
at Shreveport North in York
County which is near Wellsville, PA, from Friday through Sunday.
It is a major Ultralight event each year. They have lodging and
food available and some have used it as a stop over on the way to/or
from Homer's in the past. Look it up at: footlightranch.com
Even some of the local guys camp out there and fly from there to
Homer's place. Most of the PA kolb guys will attend both fly-ins.
I would recommend that option if you are planing to fly.
If you will be driving, perhaps Terry will find out and can answer
your question better than I can, but I do know we want to be
careful not to impose too much on our gracious host and his
beautiful property.
Gene Z
On Mar 25, 2007, at 4:38 PM, Dana Hague wrote:
> At 01:56 PM 3/23/2007, Terry wrote:
>> Gentlemen,
>>
>> Homer Kolb has decided to host a Fly-in again this year at his
>> Farm on
>> Saturday, June 16th...
>
> Can one camp there?
>
> -Dana
>
> --
> --
> The citizens of the United States are getting the government they
> deserve. The problem is that I'm also getting the government they
> deserve. _-
> www.matronics.com/Navigator?Kolb-List _-
> ===========================================================
________________________________________________________________________________
| Subject: | Re: Exhaust Ball Joint Conversion Kit - anyone using it? |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
I've used them for 5 years now and have been very reliable. They do take some worry
out of springs breaking...
Kip
Firestar II
building a Waiex at the moment
--------
Kip
Firestar II (born September 2000)
Atlanta, GA
N111KX
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102936#102936
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Ground Loop |
| I am not sure that differential braking would have helped.
|
| Jack B. Hart FF004
Jack:
Differential brakes would have kept you straight. Have to stay ahead
of the airplane.
Kolb pilots get spoiled because they can drive them around on the
ground like a fork lift. ;-)
Well, most of the time.
john h
mkIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 10:09 PM 3/25/2007, Eugene Zimmerman wrote:
>
>Even some of the local guys camp out there and fly from there to
>Homer's place. Most of the PA kolb guys will attend both fly-ins.
>I would recommend that option if you are planing to fly.
>
>If you will be driving, perhaps Terry will find out and can answer
>your question better than I can, but I do know we want to be
>careful not to impose too much on our gracious host and his
>beautiful property.
Hmmm, sounds attractive... but Wellsville is another 100 miles in the wrong
direction (from CT). If I can attend, I'd be trailering my Ultrastar to
PA... not gonna fly it that far until I have lots more time on it than I
will by then.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: FireFly Ground Loop |
At 11:07 PM 3/25/2007, you wrote:
>
>John,
>
>I am not sure that differential braking would have helped. It was all over
>in an eye blink. I was staight with the runway and the next second I was
>headed 180 degrees in the other direction.
>
>Jack B. Hart FF004
I did that once - off St. Simon's Island. Lost a spring while landing on a
sand
bar (on a stock Firestar tail wheel).
Just happened to notice it before I took off. Couldn't find the missing one
- so it seemed
only reasonable to take the other one off and let it caster, rather than
leave on just the one. They don't caster too well.
My next landing was on Jekyll Island and I lost almost complete control as
soon as my rear
wheel touched down - YEEFRIGGINHAAA.
Did a nice 45 degree turn across the grass and taxie/parking area.
If there had been any planes there I would have hit them.
My friend - sitting on the ground thought I was doing it on purpose and
thought it was hilarious. Better to take the wheel off & let it work as a skid.
Got one of them real $250 wheels on my new plane.
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Exhaust Ball Joint Conversion Kit - anyone using |
it?
At 10:17 PM 3/25/2007, you wrote:
>
>I've used them for 5 years now and have been very reliable. They do
>take some worry out of springs breaking...
>Kip
>Firestar II
>building a Waiex at the moment
>
>--------
>Kip
>Firestar II (born September 2000)
>Atlanta, GA
>N111KX
The brackets are stainless steel and will cut into the bolts after a
while. I think they finally replaced
the old AN bolts with stainless steel. I know we did it ourselves.
Seems like every time you
make something better, you find a new problem. I was only able to get
one on my plane because
of a clearance problem with the other joint.
But I like them.
________________________________________________________________________________
| Subject: | Re: Exhaust Ball Joint Conversion Kit - anyone using it? |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
I made my own. Here are the ones on the MKIII and on the FSII. With 5/16" bolts,
it will take a while to wear through them...
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=102954#102954
Attachments:
http://forums.matronics.com//files/exhbolts_medium_134.jpg
http://forums.matronics.com//files/muffler_2_medium_210.jpg
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Ground Loop |
>
>Differential brakes would have kept you straight. Have to stay ahead
>of the airplane.
>
John,
When you get powered up, how about an experiment? Lock your tail wheel at
45 degrees and then check out if you can taxi it in a straight line on
asphalt with the stick back against the stop.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Low Fuel Pressure Switch |
Hi Kolbers -
Can anyone out there help me locate a switch that
turns on an electric fuel pump when fuel pressure
drops below 2psi.
I need to connect 1/4'' or smaller tubing to the
pressure sensing end. The switch needs to be DC rated
for 3A or more. I will be switching 12V. Sealed or all
weather switch would be better.
To repeat: SPST connected when sensing less than 2psi.
Disconnects at 2psi or above.
I was told this is the brand and part number.
Honeywell/Hobbs
PN 76061_2 MO
I've heard that the same switches and part numbers are
also branded as Stewart Warner.
Anyone familiar with this type of switch (whether a
Honeywell/Hobbs or S. Warner) and know where I can get
one?
Thanks -
Arty
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| Subject: | Re: Low Fuel Pressure Switch |
| From: | "olendorf" <olendorf(at)gmail.com> |
Won't it just shut off again as soon as the psi increases? Wouldn't that just
turn on and off constantly? Or is it a turn it on and leave it on type of thing?
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103001#103001
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Low Fuel Pressure Switch |
| Can anyone out there help me locate a switch that
| turns on an electric fuel pump when fuel pressure
| drops below 2psi.
|
| Arty
Arty:
I would rather go with a manual switch on the boost pump. Leave it on
all the time, or on take off and landing, and when under 1,000 feet
AGL.
This is how I operate my boost pump.
john h
mkIII
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: FireFly Ground Loop |
Jack,
I find the right size compression springs at a hardware store than use thin
stainless welding rods to make the internals from.
I have this set up on my Loehle tailwheel, and plan to convert the Mk- 3 to
it as soon as I get it set up in my hanger.
Way back in 03 when I was first flying the Mk-3, I lost one of the original
springs and chains while headed to the hanger at McVille.
She made a hard right with full left rudder applied and I don't even think I
went for the heel brakes. Lucky I was going slow.
I still can't beleive I didn't change the springs yet.
Been out of the air for quite some time so this is one of the many small
jobs that must be done this Spring.
Denny
Denny
----- Original Message -----
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Sent: Sunday, March 25, 2007 11:09 PM
Subject: Re: Kolb-List: Re: FireFly Ground Loop
>
>>>
>>Better yet, convert to the compression spring set up instead of the
>>tension
>>spring. These are far more reliable.
>
> Denny,
>
> Where can you purchase very small ones?
>
> Jack B. Hart FF004
> Winchester, IN
>
>
> --
> 11:07 AM
>
>
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: Fuel Pump Mandatory SB |
| Is anyone changing their fuel pumps on their 912 as per the
mandatory service bulletin #912-053?
|
| --------
| Roger Lee
It seems the serial number of my engine is out of the range of serial
numbers affected.
Boyd.
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Dana Hague wrote:
>
> At 10:09 PM 3/25/2007, Eugene Zimmerman wrote:
>
>>
>>
>> Even some of the local guys camp out there and fly from there to
>> Homer's place. Most of the PA kolb guys will attend both fly-ins.
>> I would recommend that option if you are planing to fly.
>>
>> If you will be driving, perhaps Terry will find out and can answer
>> your question better than I can, but I do know we want to be
>> careful not to impose too much on our gracious host and his
>> beautiful property.
>
>
> Hmmm, sounds attractive... but Wellsville is another 100 miles in the
> wrong direction (from CT). If I can attend, I'd be trailering my
> Ultrastar to PA... not gonna fly it that far until I have lots more
> time on it than I will by then.
>
> -Dana
Dana,
I'm sure that Homer and Clara would not turn you down, but Im reluctant
to ask them. They already go way out of their way to accommodate us and
feed us. This would mean additional concern on their part as to having
facilities available, such as rest rooms. I know Shreveport North is in
the other direction, 77 miles by air, but they are set up for camping
and even have lodge rooms for rent. I think you would enjoy your time
there as well.
I will ask Homer about camping at their farm and get back to you,
Terry _ FireFly #95
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Low Fuel Pressure Switch |
Arty
I put what you gave us into a Google search and found the following site:
http://www.alliedelec.com/Search/SearchResults.asp?N=0&Ntk=Primary&Ntt=Honeywell/Hobbs&Source=google&sid=46070D00220CE17F
Hope this helps. Like others suggest, you may want to add a relay with loop
in the circuit that will keep the backup pump energized till you power down
the plane.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "TheWanderingWench" <thewanderingwench(at)yahoo.com>
Sent: Monday, March 26, 2007 9:53 AM
Subject: Kolb-List: Low Fuel Pressure Switch
>
>
> Hi Kolbers -
> Can anyone out there help me locate a switch that
> turns on an electric fuel pump when fuel pressure
> drops below 2psi.
> I need to connect 1/4'' or smaller tubing to the
> pressure sensing end. The switch needs to be DC rated
> for 3A or more. I will be switching 12V. Sealed or all
> weather switch would be better.
> To repeat: SPST connected when sensing less than 2psi.
> Disconnects at 2psi or above.
> I was told this is the brand and part number.
> Honeywell/Hobbs
> PN 76061_2 MO
> I've heard that the same switches and part numbers are
> also branded as Stewart Warner.
>
> Anyone familiar with this type of switch (whether a
> Honeywell/Hobbs or S. Warner) and know where I can get
> one?
>
> Thanks -
>
> Arty
>
>
> www.LessonsFromTheEdge.com
>
> "Life's a daring adventure or nothing"
> Helen Keller
>
> "I refuse to tip toe through life just to arrive safely at death."
>
>
>
________________________________________________________________________________
| Subject: | Re: Fuel Pump Mandatory SB |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
I hadn't seen anyone mention it so that is why I brought it up. I had to replace
mine, it did fall within the recall numbers. My new engine only has 66 hrs.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103024#103024
________________________________________________________________________________
| From: | "David Kulp" <undoctor(at)rcn.com> |
Terry,
Would it be OK for those of us who are "between" Kolbs to fly in on a
cycle?
Dave Kulp
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
Ok,
The flight to Homer's place from Wellsville can be made in several
hops from strips along the way. What is your fuel capacity?
There would likely be several guys willing to escort you . Do you
have a radio?
On Mar 25, 2007, at 11:04 PM, Dana Hague wrote:
> Hmmm, sounds attractive... but Wellsville is another 100 miles in
> the wrong direction (from CT). If I can attend, I'd be trailering
> my Ultrastar to PA... not gonna fly it that far until I have lots
> more time on it than I will by then.
>
> -Dana
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
David Kulp wrote:
> Terry,
>
> Would it be OK for those of us who are "between" Kolbs to fly in on a
> cycle?
>
> Dave Kulp
>
>
Dave,
Most definitely! Or any other means of transportation available to you.
You don't have to fly in to be welcome, just a fan of Homer's and his
creations!
Terry - FireFly #95
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Ground Loop |
>
>Jack,
>I find the right size compression springs at a hardware store than use thin
>stainless welding rods to make the internals from.
>I have this set up on my Loehle tailwheel, and plan to convert the Mk- 3 to
>it as soon as I get it set up in my hanger.
>Way back in 03 when I was first flying the Mk-3, I lost one of the original
>springs and chains while headed to the hanger at McVille.
>She made a hard right with full left rudder applied and I don't even think I
>went for the heel brakes. Lucky I was going slow.
>I still can't beleive I didn't change the springs yet.
>Been out of the air for quite some time so this is one of the many small
>jobs that must be done this Spring.
>
Denny,
Thank you for the response. I have thought about it some more. I called
TNK and they are sending me some new springs and more chain. What I am
going to try is to hook the chain in between the tail wheel "T" and the
rudder "T". To remove the slack I will slide the spring over the chain and
hook each end into the chain to keep it in tension. It will be a little
heavier, but if the spring breaks, it will not cause a ground loop. When I
get it done, I will put up another page on the web.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
John,
I heard you were not the only "nut of distinction" to land on
that strip years ago. :-)
Let's not attract every law enforcement officer, rescue squad, and
news reporter to Homer's hanger
this year.
I know Homer and Clara are older now then they were back then but
they seem to be in good health and they do not appear to need
another stress test just yet. Ok? :-)
Gene
On Mar 26, 2007, at 1:03 PM, John Hauck wrote:
> Somebody saw me spiral to land and called 911 to report an airplane
> crash. ;-)
________________________________________________________________________________
| From: | "jb92563" <jb92563(at)yahoo.com> |
[quote="Steve Boetto"]In a message dated 3/24/2007 9:09:12 A.M. Steve Boetto
Firefly 007 on Floats
Steve, I was wondering how an Ultrastar compares to your Firefly in terms of its
capability to use floats?
I will soon have acquired an Ultrastar with the Cuyuna 35 hp engine and want to
put floats on it.
How light should my floats be to get a satisfactory performance with the 35 HP
or is it even doeable?
I realize the low prop and spray will be a concern for me so I was thinking of
a bigger single main body style float with the two midwing outriggers.
Perhaps dual floats with a good spray deflector near the prop area might work as
well.
Any suggestions?
Ray
Lake Elsinore, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103071#103071
________________________________________________________________________________
| From: | "jb92563" <jb92563(at)yahoo.com> |
Im also a newbie to the Kolb list.....with my impending acquisition of a Kolb Ultrastar
next month.
My background is gliders(HP-11), Motor Glider(Moni), Paragliders(P43), and a Lazair.....I
wont bore you with all the good reasons to fly all that other stuff.
Diversity is great and each form of aviation is a personal choice for the environment
and condition of the pilot....a time and place for every occasion.
Now Im onto a Kolb Ultrastar, because:
- it can handle more wind than the Lazair.
- Its a part 103 Ultralight.
- Does not burn to much gas.
- I can paint it up to look great.
- It will actually make headway in a 30mph wind.
- Im hoping I can flyit from the lake with floats.
- its going to be fun and easy to tinker with.
- I can get a good wind in my hair flight with it.
- I can take off from fairly rough airstips/meadows/beach/sandbar strips with it.
- I can keep it in my backyard and trailer it where ever.
- It just looks and sounds like a blast to fly.
- Ive always admired the Kolbs design and really wanted
to have one of my own.
Ray
Lake Elsinore, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103075#103075
________________________________________________________________________________
| Subject: | vinyl graphics vs painting |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Hey guys,
First report of how the vinyl graphics went. Love it! Has to be better than painting.
Will let you know how well it stays on!
http://groups.msn.com/AerialWorld/kolbra012.msnw?Page=6
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103077#103077
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: vinyl graphics vs painting |
| First report of how the vinyl graphics went. | --------
| Paul Petty
Paul:
How do you adhere it to the fabric? soapy water?
Never used that type.
Looks good.
john h
mkIII
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Low Fuel Pressure Switch |
Anyone familiar with this type of switch (whether a
Honeywell/Hobbs or S. Warner) and know where I can get
one?
Thanks -
Arty
OOOOOOOOOkkkk I am thinking of a switch that I have seen on pool and hot
tub boilers.... they are about the size of a quarter or a bit larger...
and the body is about 1/2 inch thick with an inch or so overall including
the plumbing connection which I think is 1/8 inch pipe thread... I know
they have an adjustment for sensitivity,,, but not sure what the adjustable
range is...
As for on off on off.... you could put in a warning light on the dash
that would warn you if it were activated.... and a manual switch to bypass
the pressure switch to keep it on continuous... and if you wanted it off
for some reason... the manual switch could be a double throw switch with a
center off position... labeled off auto on
Boyd.
________________________________________________________________________________
| Subject: | Check out Sport Pilot Ready Kit Aircraft: STOL CH 701 - the |
ultimate short ta
Ray,
Somewhere in my archives I have a picture of an Ultrastar on floats.
According to Ron Louck who mounted and flew the US it flew very nice and was quick
off the water. No matter what you do you will have a lot of water on the prop.
Astandard wood blade will not hack it for long. In the case of the firefly I
use a Kiev and it holds up well with no damage.
I would suggest the Czeck float available at Skyshops . They are about 28lbs
and lightest you will find.
_Click here: Sport Pilot Ready Kit Aircraft: STOL CH 701 - the ultimate
short take-off and landing sport kitplane_
(http://www.skyshops.org/FLOATSHOME/floatshome.htm)
The US poses some interesting challenges for floats bukt it can be done.
Steve B
________________________________________________________________________________
In a message dated 3/26/2007 4:20:12 P.M. Eastern Standard Time,
jb92563(at)yahoo.com writes:
Now Im onto a Kolb Ultrastar, because:
- it can handle more wind than the Lazair.
- Its a part 103 Ultralight.
- Does not burn to much gas.
- I can paint it up to look great.
- It will actually make headway in a 30mph wind.
- Im hoping I can flyit from the lake with floats.
- its going to be fun and easy to tinker with.
- I can get a good wind in my hair flight with it.
- I can take off from fairly rough airstips/meadows/beach/sandbar strips
with it.
- I can keep it in my backyard and trailer it where ever.
- It just looks and sounds like a blast to fly.
- Ive always admired the Kolbs design and really wanted
to have one of my own.
Ray
Lake Elsinore, CA
Ray,
I would seriously consider a Firefly. There are always good used ones out
there.
US Points to consider:
Prop issue
Tall mount config required
Very thin wall tubing in a wet environment
I don't know if you can fold the US with Floats
More HP on the FF
More up to date engine on the FF
If you go with the US I will try answer what I can but I have no direct
experiance.
steve b
________________________________________________________________________________
| Subject: | Building a kit and getting it N numbered before Jan 08? |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
If you buy a kit now and do not complete it by Jan. 08 what is the status of getting
it registered? I was thinking of ordering a Kolbra. I would hate to think
that I have to complete by end of the year to qualify under the Experimental
LSA category.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103089#103089
________________________________________________________________________________
| Subject: | Re: Building a kit and getting it N numbered before Jan 08? |
| From: | "grabo172" <grabo172(at)sc.rr.com> |
If you build it and it meets the 51% rule but get it doen my Jan 08 you can register
it as Experimental Amature Built (E-AB)... As the builder, it'll make no
difference to you.
Where it'll make a slight (and I mean slight) difference is if you ever sell it,
the new owner can only have the annual condition inspection done by an A&P or
you. They can still do all their own maintenance, just not the inspection.
Where that Jan 08 rule will be the deciding factor whether a plane becones a lawn
orniment or not is all the already built and flying Fat Ultralights...
Hope that helps! Go Build a Kolb!
-Erik
--------
-Erik Grabowski
Kolb Firestar N197BG
CFI/CFII/LS-I
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103094#103094
________________________________________________________________________________
| Subject: | Re: Building a kit and getting it N numbered before Jan 08? |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
You can not buy a Kit of anything from TNK and register it as E-LSA.
They are not offering a kit in E-LSA form.
E-LSA right now is only for the transitioning ultralights and illegal/unregistered
aircraft and just two or three Kits that manufacurers are offering as E-LSA
Kits.
If you buy a kit, you have no deadline because you will build it as Experimental-Amateur
Built.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103136#103136
________________________________________________________________________________
| Subject: | Re: FireFly Ground Loop |
In a message dated 3/25/2007 9:59:13 PM Eastern Daylight Time,
jbhart(at)onlyinternet.net writes:
Better yet, convert to the compression spring set up instead of the tension
>spring. These are far more reliable.
I found compression springs at Lowe's [I'm sure Home Depot has them too] in
the hardware department. They are in a kit that keeps a screen door from
opening too far. You have to cut some metal pieces off, but it's not hard to do.
You would have to buy two.
Been on my Firestar II for over 300 hrs.
Howard Shackleford
FS II
SC
________________________________________________________________________________
| Subject: | Re: vinyl graphics vs painting |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
I also would be interested in where to obtain & how well it holds.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103148#103148
________________________________________________________________________________
| Subject: | Re: vinyl graphics vs painting |
| From: | "Rex Rodebush" <rrodebush(at)tema.net> |
We use vinyl graphics on our company pickups and also on our manufactured equipment
which goes into some of the worst chemical and process enviorments you can
imagine. The stuff we use has held up well for years.
I plan to use them for my N-numbers and some trim.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103165#103165
________________________________________________________________________________
| Subject: | Re: vinyl graphics vs painting |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
John H all,
Soapy water works however i used the solution the company I bought the 3M vinyl from. It's called "Splash" Works great. Im sure Vic can tell us much more about this process. For me I researched it and landed at this place>>>> http://www.jsisign.com/products/supercast.html You want a good grade of vinyl. I used 3M high performance vinyl. As for application it was easy. The directions on the "Splash" say to mist the solution on and slide the vinyl into place then squgee it. I found that this was no good and it may be because of the fabric substraight. I had to "Flood" the surface AND the vinyl in order to move the squares into their place. One thing is for sure when you squgee it it better be where you want it [Wink] As a tip for marking I used water based pens. I bought a 15"X10yd roll and had a girl in FL cut it out. I sent her the Kolbra decal and she scanned and made me the same decals in the same blue color. She also made me my N numbers and the "Builder/pilot" in script. Real neat. Cost for the vinyl was $45.00 and she only wated to charge me for shipping but I sent her $50.00 anyway. Any local graphics shop can do this however either Vic or someone who knows aircraft will have the talent to make your graphics look "Aircrafty" hehehe
--------
Paul Petty
Kolbra #12
Ms Dixie
Final assembly!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103170#103170
________________________________________________________________________________
| Subject: | Wanted-Kolb Instructor Pilot |
| From: | "Flyboy7" <alex777aw(at)yahoo.com> |
I'm in the process of buying a Mark III Classic which I haven't taken possesion
of yet. I have 3 hours of tailwheel time and would like to get some additional
instruction in type prior to getting the plane. Does anyone know of an instructor
with a Mark III willing to provide instruction. I would prefer someone
in the Minneapolis, MN area if possible.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103174#103174
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | NOTAM For Sun and Fun 2007 |
Morning Folks:
Here is the NOTAM for Sun and Fun 2007:
http://www.faa.gov/NTAP/sunnfun.pdf
The part that pertains to UL's is contained on page 24 and 25, a very
small diagram and probably 10 lines of info.
It takes 36 pages for GA types to land at Lakeland and less than a
page for us UL types, with or without a radio. ;-)
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Check out Sport Pilot Ready Kit Aircraft: STOL CH 701 - |
the
| From: | "jb92563" <jb92563(at)yahoo.com> |
Thanks,
Thats encouraging to know and perhaps a Rotax 447 is in my future when the Cuyuna
gets weak.
Great Pics.
Ray
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103194#103194
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Building a kit and getting it N numbered before Jan |
08?
After Jan. 31, 2008, in order to sell an E-LSA kit,
the manufacturer must have a certified LSA and that is
what they use to get approval to make E-LSA kits. No
LSA - no E-LSA kits after 1-31-08. Since the kit you
now have - or might buy in the next few months -
doesn't have an LSA prototype, your only option is to
either get it finished and registered E-LSA before the
deadline, or build it under the Amateur-built
catagory. As John says, then there is no deadline.
The downside to Amateur-built is that while you, as
builder, can do your annual yourself, any future
owners will not be able to do it themselves.
Arty Trost
--- John Williamson wrote:
>
>
> You can not buy a Kit of anything from TNK and
> register it as E-LSA.
>
> They are not offering a kit in E-LSA form.
>
> E-LSA right now is only for the transitioning
> ultralights and illegal/unregistered aircraft and
> just two or three Kits that manufacurers are
> offering as E-LSA Kits.
>
> If you buy a kit, you have no deadline because you
> will build it as Experimental-Amateur Built.
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.tx.rr.com/kolbrapilot
>
>
>
>
> Read this topic online here:
>
>
http://forums.matronics.com/viewtopic.php?p=103136#103136
>
>
>
>
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
> http://www.matronics.com/Navigator?Kolb-List
>
> Web Forums!
>
>
>
>
>
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| Subject: | Re: Building a kit and getting it N numbered before Jan |
08?
In a message dated 3/27/2007 10:14:16 A.M. Eastern Standard Time,
thewanderingwench(at)yahoo.com writes:
The downside to Amateur-built is that while you, as
builder, can do your annual yourself, any future
owners will not be able to do it themselves.
Arty Trost
Just a thought here, But
If you sell an amateur built and the new owner must use an A&P doesn't that
help in limiting the sellers future liability?
Steve
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Securing Firestar in enclosed trailer |
One thing I see from all of the trailer pictures is that they all seem to
have the plane facing backwards in the trailer. Mine (came with the plane)
is set up the other way, which requires some careful guiding the plane
in. Don't think I could do it the other way though as it'd put the weight
too far back.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Gene Ledbetter <gdledbetter(at)aol.com> |
| Subject: | Re: Securing Firestar in enclosed trailer |
Dana,
My Firefly also loads headfirst. I installed 2 X 2 guides for the
wheels to keep it centered. You can see pictures at
homepage.mac.com/gene1930
Gene
On Mar 27, 2007, at 1:07 PM, George T. Alexander, Jr. wrote:
>
>
> Dana:
> Beauford's Firefly goes in head first.
>
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: Building a kit and getting it N numbered before Jan |
08?
No. The new owner will almost certainly be flying it
before the next annual.
AND - would you want to pay a lawyer to defend
yourself - even if you eventually win?
There's been a lot written (on this list I think, as
well as elsewhere) that pulling off the engine or the
wings and selling the plane as "unflyable as sold" is
a biggie to help avoid liability. I've even seen
boiler plate language for the sales contract, so the
buyer is signing that s/he realizes that they're
buying parts, not a flying machine. But, I'm NOT a
lawyer . Check with EAA - I think they have the info.
Arty Trost
--- N27SB(at)aol.com wrote:
>
> Just a thought here, But
>
> If you sell an amateur built and the new owner must
> use an A&P doesn't that
> help in limiting the sellers future liability?
>
>
> Steve
>
>
>
>
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Dana,
Talking to Chuck Davis and he had a good idea for you to be able to camp
over at Smoketown airport. You could pull your trailer right next to
Chucks hanger which is on the end and out of the way. I know you could
also camp out there as well. Steve Green camped there last year when he
flew up here from Tennessee last summer. Smoketown is only 35 miles
from Homer's and you could join the rest of us for our mass flight to
Homer's that morning! Later you could also join us in a flight over to
Shreveport North if you would be interested.
Let me know if this sounds interesting and I will speak to the owner of
the airport about you staying there. He's a real nice guy!
Terry - FireFly #95
________________________________________________________________________________
| Subject: | Re: Wanted-Kolb Instructor Pilot |
| From: | "joe" <okjoek2000(at)yahoo.com> |
I am in the Tulsa area and am having trouble finding someone too. I went to the
EAA site and there were two in my area listed, but after contacting neither
is still doing it.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103239#103239
________________________________________________________________________________
| From: | BMWBikeCrz(at)aol.com |
| Subject: | Kolb-List Fire Star Logistics ??? |
I was talking to a couple of guys at lunch that fly Trikes and Gyro Copters
Thier feeling is that The FAA is not too concerned with Single seat
ultralights ...
I have a 5 rib firestar with a 377 Rotax ...
Are we going to get enough added weight alowance in time or should I go
ahead and do the N Number Thing ?
Thanks !
Dave
**************************************
AOL now offers free email to
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Exhaust Ball Joint Conversion Kit - anyone using it? |
>
>CPS is selling this new "Exhaust Ball Joint Conversion Kit". It's about time for
the muffler spring replacement. Anybody using this? If so, what's the verdict
so far?
>
John,
I have been using them for 139 hours on the Victor 1+. I had to cut the
original pipe and weld in a second ball joint. The single cylinder engine
power impulse is quite high so I discarded the original compression spring
and replaced them with small die springs ordered from McMaster-Carr. I
believe the trick is get enough joint compression so that it can move/rotate
due to thermal expansion, but not move due to power impulse. After 139 hours
the bolts show no wear.
The springs I used can be seen on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly79a.html
The best photo of the setup is shown on the bottom of:
http://www.thirdshift.com/jack/firefly/firefly79.html
If I had it to do over, I would use Richard Pikes method. If one fabricated
the end through pieces for small diameter bolts, you would end up with much
lighter, stronger and very inexpensive clamping system than what I have.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Kolb-List Fire Star Logistics ??? |
Dave
My understanding is they the FAA is happy with part 103 as it stands.
The question is are you going to be caught? I agree over weight
Ultralights are not something they are going to look for but at the
wrong place and time they might use you as a example. Do you feel lucky?
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: BMWBikeCrz(at)aol.com
To: kolb-list(at)matronics.com
Sent: Tuesday, March 27, 2007 8:11 PM
Subject: Kolb-List: Kolb-List Fire Star Logistics ???
I was talking to a couple of guys at lunch that fly Trikes and Gyro
Copters Thier feeling is that The FAA is not too concerned with Single
seat ultralights ...
I have a 5 rib firestar with a 377 Rotax ...
Are we going to get enough added weight alowance in time or should I
go ahead and do the N Number Thing ?
Thanks !
Dave
**************************************
AOL now offers free email to everyo
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
Terry,
I would like to overnight at Smoketown for the gathering at Homer's.
It's a great airport three resturants within walking distance and plenty
of Kolb owners nearby!!
Steven
Let me know if this sounds interesting and I will speak to the owner of
the airport about you staying there. He's a real nice guy!
Terry - FireFly #95
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Props and engine mount |
for all the senior Kolbers here is a question. I am about to weld in place the
engine mount. I have now the option of lowering the mount a bit to reduce thrust
line. I have done some measuring and it looks like I can reduce it some with
a 2 inch prop clearance from the tail boom and have a max size of a 68 inch
prop. I figure that at best the rubber mount would flex .5 inch which would still
give me ample clearance, from the boom. Or I could of course go to a 3 inch
clearance from the boom and raise the mount an inch.
I guess the best question to ask is what is the minimum prop I can use and still
be on par with the best performance. I know there are some more variables I
can throw into this. But some ideas from which I can work will be real good.
The next item is the angle of the mount. I am following the original mount bed
angle on the assumption that Dennis Souder got it right when he figured it. Any
opinions about that, shell I change it and if so why?
John H what prop size and kind are you using?
Anyone using a 4 blade?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Props and engine mount |
| John H what prop size and kind are you using?
| Anyone using a 4 blade? Ron Mason
Ron:
I am a Warp Drive man. Been using strickly Warp Drive since September
1993.
I have used 70 and 72 inch three blade props. Both work well. The 6
ft prop is a little noiser than the 70" prop.
I like to keep the thrust line as low as possible. The 72" prop had
3/4" tail boom clearance. Close proximity to tail boom and other
structure may increase the noise level.
I have a 70" prop waiting to be mounted on the new 912ULS.
I see no reason to change the design and attitude of the standard Kolb
engine mount. I think Homer Kolb knew what he was doing a lot better
than most of us.
As far as what prop to use for your Geo engine and redrive, I have no
idea.
john h
mkIII
PS: John W uses a 68" 3 blade Warp Drive on his Kolbra.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Securing Firestar in enclosed trailer |
At 01:38 PM 3/27/2007, Gene Ledbetter wrote:
>My Firefly also loads headfirst. I installed 2 X 2 guides for the
>wheels to keep it centered. You can see pictures at
>homepage.mac.com/gene1930
Well, your trailer's sure wider than mine! You remove the wings completely
for transport???
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb-List Fire Star Logistics ??? |
At 08:11 PM 3/27/2007, BMWBikeCrz(at)aol.com wrote:
>I was talking to a couple of guys at lunch that fly Trikes and Gyro
>Copters Thier feeling is that The FAA is not too concerned with Single
>seat ultralights ...
>
>I have a 5 rib firestar with a 377 Rotax ...
>
>Are we going to get enough added weight alowance in time or should I go
>ahead and do the N Number Thing ?
There will be no "added weight allowance" in time. The FAA has repeatedly
said that they intend to leave Part 103 untouched. Anything heavier is
supposed to go LSA.
Pilots of heavy single seaters will probably get away with it until they
have an accident or attract attention... at which time they'll find they're
flying an unregistered aircraft with no airworthiness certificate and no
annual.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb-List Fire Star Logistics ??? |
At 05:54 AM 3/28/2007, pat ladd wrote:
>
>...And no insurance. Any Insurance Company will grab that as a get out.
Around here, I don't think most ultralight (legal or not) pilots have
insurance anyway. It's not required by law, and it's not inexpensive.
-Dana
--
--
The citizens of the United States are getting the government they deserve.
The problem is that I'm also getting the government they deserve.
________________________________________________________________________________
| From: | "Charles Davis" <ceddavis(at)gmail.com> |
| Subject: | Re: Kolb-List Digest: 28 Msgs - 03/27/07 |
And don't forget the hotel that backs right up to the airport!
Chuck
**********************************************
Terry,
I would like to overnight at Smoketown for the gathering at Homer's.
It's a great airport three resturants within walking distance and plenty
of Kolb owners nearby!!
Steven
Let me know if this sounds interesting and I will speak to the owner of
the airport about you staying there. He's a real nice guy!
Terry - FireFly #95
________________________________________________________________________________
| Subject: | Re: Wanted-Kolb Instructor Pilot |
| From: | "joe" <okjoek2000(at)yahoo.com> |
>From what I've been able to gather here in Tulsa this is not as popular a sport
as it was ten years ago. Maybe not everywhere, but here that is what it seems.
People in the club I've joined, the only one here, say there used to be more
people and they did more things together. I think it is harder now with the
popularity down some and with the sport being more regulated now, people aren't
teaching as much. I think it is becoming more expensive for someone to be
a legal teacher and plane that is a legal trainer.
I will end by saying that I know very little, this is just how it appears to be
to me here in Tulsa.
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103378#103378
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: NOTAM For Sun and Fun 2007 |
Morning Scott/Gang:
Hoping to have her flying before Sun and Fun, so I can load her up and
fly down.
The update is going good. I am a lot slower now than 6 years ago when
I swapped out lexan and did some updating and repairs. One gets very
spoiled when there is little to do to maintain their airplane over the
years.
I started out building new center section with .016" 6061 and no
lexan. Got half way through and decided that .025" was the way to go.
The top and bottom are drilled and trimmed. This morning will start
doing the cut outs for fit, fuel fill, access holes, etc. The .025 is
much, much stronger, and still lighter than my old lexan and sheet
metal center section.
Soon as I get the center section finished, I'll set the engine on the
airframe, do all the engine stuff, new cables, fuel line, coolant
lines, oil lines, hook up the wiring, and finally install the
windshield and rear quarter windows.
Only priming and painting I have to do is the center section, and I'll
probably shoot the gear legs while I am at it.
Eager to get flying again. Have been groundbound since 22 Aug 06,
except for some flying at the factory the end of Sep at the Kolb
Homecoming.
See you all at Lakeland.
john h
mkIII
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Props and engine mount |
Ron
I don't know about that senior thing but.... I built my VW mount with two
inch clearance for a 72 inch prop. I also set the thrust line just slightly
up from being even with the bottom of the wing. I figured the wing would fly
with just a bit of up angle of attack.
My assumption is that the most efficient thrust angle would be straight back
at cruise. A thrust line pushing the plane down would not be good and having
the thrust line lifting the plane would not be as efficient as lift from the
wing.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Tuesday, March 27, 2007 10:12 PM
Subject: Kolb-List: Props and engine mount
>
> for all the senior Kolbers here is a question. I am about to weld in place
> the engine mount. I have now the option of lowering the mount a bit to
> reduce thrust line. I have done some measuring and it looks like I can
> reduce it some with a 2 inch prop clearance from the tail boom and have a
> max size of a 68 inch prop. I figure that at best the rubber mount would
> flex .5 inch which would still give me ample clearance, from the boom. Or
> I could of course go to a 3 inch clearance from the boom and raise the
> mount an inch.
> I guess the best question to ask is what is the minimum prop I can use and
> still be on par with the best performance. I know there are some more
> variables I can throw into this. But some ideas from which I can work will
> be real good.
> The next item is the angle of the mount. I am following the original mount
> bed angle on the assumption that Dennis Souder got it right when he
> figured it. Any opinions about that, shell I change it and if so why?
> John H what prop size and kind are you using?
> Anyone using a 4 blade?
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Props and engine mount |
Can 1/16" make that much difference anyway?
John , I thought you were running a 74'' Warp.
Vic
Vic:
1/16" will not make any difference.
I discovered many years ago the amount of engine movement with a 447
powered Firestar. Was amazed at how much the engine tilted under full
power.
I experimented with different angles of mounting the engine on the
mkIII and came to the conclusion I was wasting my time. Now I fly
with the engine as low as possible and in the standard configuration
with the hardest Lord mounts available. Travis sends these hard Lord
mounts with the mkIII kits.
72" is largest prop I have flown with.
john h
mkIII
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Props and engine mount |
for all the senior Kolbers here is a question. I am about to weld in place
the engine mount. I have now the option of lowering the mount a bit to
reduce thrust line.
Ron
I guess it depends on what engine you will be using,,, what altitude you
will be flying at most,,, and what properties you want your plane to have.
When I called warp drive and asked for my application. I was told 68 inch 3
blade full width tips. Darrell at warp drive told me that the full width
tips were best suited for sea plane and / or high altitude applications.
I have a mark III with a 912 80 hp. field elevation is 4426 ft and density
altitudes in the summer of 6000 + or - and to fly over the mountains I go
to 8000 ft msl on a regular basis.
John H has the 912s 100 hp version. And uses a 72 inch taper tip blade.
Which warp drive told me was best suited for his plane and application.
In short, I think I would call Darrell at Warp Drive, explain your
situation, and ask for his advice. I don't think he would steer you wrong.
As for tip boom clearance,,, I think 1 1/2 to 2 inch should be ok it seems
that some are using on inch or so. The biggest problem would be involved
in how much shake the engine has during start up and shutdown.
Boyd
________________________________________________________________________________
| From: | "jb92563" <jb92563(at)yahoo.com> |
Hi Steve,
Interesting points you mentioned.
What do you mean by VERY thinwalled tubing in a wet environment?
Are you talking about the welded structure of the US?
Is the FF welded structure of thicker tubing?
Its Crome-Molly tubing on the US as far as I know from my friend.
I assume those floats are ~29lbs each right?
and you can use the parachute allowance? meaning that you do not have a parachute
but floats instead?
Pardon all the questions from a newbie, but my other aircraft are experimental
category and I dont know about all the ins/out of the Part 103 category.
I dont think the FF is in my budget right now...the US Im getting is only 3K with
a trailer, 2 Cuyuna 430's a 2 blade and 3 blade prop.
The wing has a 6" tear in the covering that I need to repair and is otherwise in
decent corrosion free condition.
Ray
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103422#103422
________________________________________________________________________________
| Subject: | Southern California Kolb flyers? |
| From: | "jb92563" <jb92563(at)yahoo.com> |
I was wondering if there is a presence of Kolbs in Southern California?
Perhaps I can join them for some flying sorties when my US is ready later this
year, and to compare notes etc.
Ray
Lake Elsinore, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103425#103425
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | E-LSA before and after 1-31-08 |
>From current online FAR's
=A7 21.191 Experimental certificates.
Experimental certificates are issued for the following purposes:
(i) *Operating light-sport aircraft. *Operating a light-sport aircraft that
=97
(1) Has not been issued a U.S. or foreign airworthiness certificate and doe
s
not meet the provisions of =A7103.1 of this chapter. An experimental
certificate will not be issued under this paragraph for these aircraft afte
r
January 31, 2008;
2) Has been assembled=97
(i) From an aircraft kit for which the applicant can provide the informatio
n
required by =A721.193(e); and
(ii) In accordance with manufacturer's assembly instructions that meet an
applicable consensus standard; or
(3) Has been previously issued a special airworthiness certificate in the
light-sport category under =A721.190.
=A7 21.193 Experimental certificates: general.
An applicant for an experimental certificate must submit the following
information:
(e) In the case of a light-sport aircraft assembled from a kit to be
certificated in accordance with =A721.191(i)(2), an applicant must provide
the
following:
(1) Evidence that an aircraft of the same make and model was manufactured
and assembled by the aircraft kit manufacturer and issued a special
airworthiness certificate in the light-sport category.
(2) The aircraft's operating instructions.
(3) The aircraft's maintenance and inspection procedures.
(4) The manufacturer's statement of compliance for the aircraft kit used in
the aircraft assembly that meets =A721.190(c), except that instead of meeti
ng
=A721.190(c)(7), the statement must identify assembly instructions for the
aircraft that meet an applicable consensus standard.
(5) The aircraft's flight training supplement.
(6) In addition to paragraphs (e)(1) through (e)(5) of this section, for an
aircraft kit manufactured outside of the United States, evidence that the
aircraft kit was manufactured in a country with which the United States has
a Bilateral Airworthiness Agreement concerning airplanes or a Bilateral
Aviation Safety Agreement with associated Implementation Procedures for
Airworthiness concerning airplanes, or an equivalent airworthiness
agreement.
These are the rules that apply to obtaining an experimental certificate for
operating an Experimental Light Sport Aircraft.
Notice that 21.191(i)1 doesn't say anything about where the aircraft came
from. No mention of kits, manufactured, homebuilt, nothing, nada. Just two
things are required to get an experimental certificate for an E-LSA before
1-31-08. The aircraft in't legal as an ultralight, and it's never been
registered before. That's it.
Can you buy a kit from Kolb today and get an E-LSA experimental certificate
?
YES, but you must have that experimental certificate in your hands before
the stroke of midnight on the night of Jan 31, 2008.
Can you buy a complete aircraft, today, and get an E-LSA experimental
certificate? YES, but you must have that experimental certificate in your
hands before the stroke of midnight on the night of Jan 31, 2008.
Can you design and build an aircraft from scratch, starting today, and get
an E-LSA experimental certificate? YES, but you must have that experimental
certificate in your hands before the stroke of midnight on the night of Jan
31, 2008.
The word registration is getting kicked around this group as though it is
synonymous with getting an experimental certificate. It is not. Getting an
aircraft registered is only a step in the process of getting an experimenta
l
certificate.
If you have only your registration on February 1, 2008 your aircraft CANNOT
be given an experimental certificate for E-LSA unless it meets the
requirements of 21.191(i)2 or 21.191(i)3.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "jb92563" <jb92563(at)yahoo.com> |
Personally I drive an SUV Jeep Wrangler because when the floods, landslides and
Earthquates tear up the land here in California I will be able to put it in 4wd
and get my self and loved ones out of harms way.
Also comes in handy when roads are washed out or accidents block entire highways
and you need to go around the mess.
Also good for launching the Seadoos since I can drive in deep to the fenders and
not have to worry about the engine quiting.
Its also nice to know I can mount a .50 Cal on the Jeep if things start going to
hell out here some day. I think I'll mount it next week, those road ragers are
really starting to get out of hand....LOL
I am able to tow a 1000lb 30' glider/trailer at 75mph no problem with this combo
so I imagine that my Kolb US will not be a problem either.
My commuting to work vehicle gets 50mpg (Motorcycle)
Ray
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103445#103445
________________________________________________________________________________
| From: | "Ralph" <ul15rhb(at)juno.com> |
| Subject: | Re: Kolb-List Fire Star Logistics ??? |
I numbered mine and got the license. Mine weighed in at 319 lbs and I
would usually carry an extra 6 gallons in addition to the 5 gallon
main tank. It takes awhile to go through the process, but it's worth
it to have the freedom to take short trips. If you try to stay under
103 (which is next to impossible), 5-gallons doesn't allow any
serious cross country flying. A Firestar with a 503 or larger engine
certainly puts it out of the legal limits for an ultralight.
Ralph Burlingame
Original Firestar w/447
20 years flying it
N91493
-- "DANIEL WALTER" wrote:
----- Original Message ----- From: BMWBikeCrz(at)aol.com To: kolb-
list(at)matronics.com Sent: Tuesday, March 27, 2007 7:11 PMSubject: Kolb-
List: Kolb-List Fire Star Logistics ???
I was talking to a couple of guys at lunch that fly Trikes and Gyro
Copters Thier feeling is that The FAA is not too concerned with
Single seat ultralights ...
Dave, What does your Firestar weigh? You should be close to the 254
dry and putting it on a diet may be the thing to do. If you carry
more than 5 gallons or are thinking of putting on a 503 than the N
number is the way to go. Dan WalterPalmyra PAUltrastar, UL202 Do not
Archive_-
============================================================_-
http://www.matronics.com/Navigator?Kolb-List_-
============================================================_-
http://forums.matronics.com_-
===========================================================
________________________________________________________________________
Interested in getting caught up on today's news?
Click here to checkout USA TODAY Headlines.
http://track.juno.com/s/lc?s=198954&u=http://www.usatoday.com/news/front.htm?csp=24
________________________________________________________________________________
| Subject: | Re: newbie...we are all newbies |
| From: | "joe" <okjoek2000(at)yahoo.com> |
Bob,
Thanks, that is the type of thing I would like to hear. I really don't know the
difference in all the planes. I think the folding wings has to be a huge plus.
My understanding is that they are a safe plane and I sure like the way they
look. I mentioned another brand in another post and got the impression I shouldn't
have, but apparently that other brand, which shall remain nameless here,
doesn't fly nearly as well. Does it flying better mean that it handles better,
flys faster with the same engine, better fuel economy, less maintainence,
pick up women better or what. What makes it better than some of the others?
Joe
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103468#103468
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: E-LSA before and after 1-31-08 |
John W(on list)
I was told that if I build a EAB I can switch it to a ELSA. Not that I would
want to, but someone was comparing the two on the list and didn't mention
that huge advantage of EAB, you can switch an EAB to ESLA but not the other
way around. Not that anyone would want to but is this true? I was told this
by the instructor in an ELSA repair man class.
Thanks,
David Key
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | New 912ULS Oil Fittings |
Hi Gang:
Need some help with the new, push on type, oil line fittings used on
the 912ULS oil tank and engine.
What is the prescribed procedure for installation and security?
Also, prescribed procedure for removal.
I found some info last night on the internet. From what I could make
out, it is a simple push on fit with no securing hose clamp.
Thanks,
john h
mkIII
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would defintely go for the Firefly, its an updated and improved design... If
you cannot afford it, then it will have to be the older ultrastar, but they are
old and I would check for rust, corrosion, etc. very carefully.
Why are you so worried about weight ? The ultrastar and the firefly are 103 airplanes,
I dont think anyone is going to come out and weigh you on the lake or
grass field to see if you are 5 pounds over or not. Dont get too anal about
the weight. If I needed a chute, and it put me 5 pounds over weight, i would
sure as hell put it on. Maybe some guys would feel good about getting killed
"legally" after a structural failure because they were not 5 pounds over weight,
but not me. I would put on a BRS, period. If my 103 plane needed something
to make it safer, whatever it may be, I would sure as heck put it on and
not worry about 5 or 10 pounds that will never make any difference to anyone.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103484#103484
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: E-LSA before and after 1-31-08 |
David, No you can't. 21.191(i)1 says not previously registered so you can't
switch back and forth.
John, Those regulations do not go into effect until Feb 1, 2008.
I registered my store boughten trike in January, no problems.
Go take a look at Form 8050-88A "Affidavit of Ownership". If, as you say,
you can't register an E-LSA why does this form have so many ways to account
for ownership when registering. Notice that this form, too, expires on Jan
31, 2008.
You just don't seem to understand 21.191(i)1. If it meets the definition of
an LSA (FAR 1 Definitions), hasn't been registered before, and doesn't
qualify as an ultraltlight you can obtain an E-LSA experimental certificate
until Jan 1, 2008. Period.
After Jan 31, 2008 you have to meet the requirements of 21.191(i) 2 or 3.
Rick
On 3/28/07, David Key wrote:
>
>
> John W(on list)
> I was told that if I build a EAB I can switch it to a ELSA. Not that I
> would
> want to, but someone was comparing the two on the list and didn't mention
> that huge advantage of EAB, you can switch an EAB to ESLA but not the
> other
> way around. Not that anyone would want to but is this true? I was told
> this
> by the instructor in an ELSA repair man class.
>
> Thanks,
> David Key
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Props and engine mount |
I think I want to stay with the 2 inch clearance that is mandated for standard
airworthiness aircraft. It specifies a 2 inch clearance as a minimum. I suppose
with super rigid mounts less would be safe, but I am not sure vibration was
the only reason for the clearance. I've wanted a 4 blade prop for some time, I
think it probably gives better thrust effect (I don't want to start up the old
debate of how many blades are better). I mostly want to do it for my own gratification
and to validate my theory. That is why I figure a 68" would be fine.
But if it does not work out I certainly want the option of going to a larger
diameter prop. I think JH probably experimented with most of that stuff, but
I would want to know if there was any side by side comparisons. I think that lowering
back drag from the rear engine mount supports and prop eficiency all else
equal may give the best return on effort spent.
I will call the fellow at Warp Drive and see what he has to say.
Ron (Arizona)
---- boyd wrote:
============
for all the senior Kolbers here is a question. I am about to weld in place
the engine mount. I have now the option of lowering the mount a bit to
reduce thrust line.
Ron
I guess it depends on what engine you will be using,,, what altitude you
will be flying at most,,, and what properties you want your plane to have.
When I called warp drive and asked for my application. I was told 68 inch 3
blade full width tips. Darrell at warp drive told me that the full width
tips were best suited for sea plane and / or high altitude applications.
I have a mark III with a 912 80 hp. field elevation is 4426 ft and density
altitudes in the summer of 6000 + or - and to fly over the mountains I go
to 8000 ft msl on a regular basis.
John H has the 912s 100 hp version. And uses a 72 inch taper tip blade.
Which warp drive told me was best suited for his plane and application.
In short, I think I would call Darrell at Warp Drive, explain your
situation, and ask for his advice. I don't think he would steer you wrong.
As for tip boom clearance,,, I think 1 1/2 to 2 inch should be ok it seems
that some are using on inch or so. The biggest problem would be involved
in how much shake the engine has during start up and shutdown.
Boyd
--
kugelair.com
________________________________________________________________________________
The weight of the BRS or any other recover system is a NON issue for
part 103........
Your legal with or without it regardless of its weight... Put one on
the plane...
103.1 Applicability.
This part prescribes rules governing the operation of ultralight
vehicles in the United States.
For the purposes of this part, an ultralight vehicle is a vehicle
that:
(a) Is used or intended to be used for manned operation in the air by
a single occupant;
(b) Is used or intended to be used for recreation or sport purposes
only;
(c) Does not have any U.S. or foreign airworthiness certificate; and
(d) If unpowered, weighs less than 155 pounds; or
(e) If powered:
(1) Weighs less than 254 pounds empty weight, excluding floats and
safety devices
which are intended for deployment in a potentially catastrophic
situation;
(2) Has a fuel capacity not exceeding 5 U.S. gallons;
(3) Is not capable of more than 55 knots calibrated airspeed at full
power in level flight; and
(4) Has a power-off stall speed which does not exceed 24 knots
calibrated airspeed.
Mark
Why are you so worried about weight ? The ultrastar and the firefly
are 103
airplanes,
I dont think anyone is going to come out and weigh you on the lake or
grass field to see if you are 5 pounds over or not. Dont get too anal
about
the weight. If I needed a chute, and it put me 5 pounds over weight, i
would
sure as hell put it on. Maybe some guys would feel good about getting
killed
"legally" after a structural failure because they were not 5 pounds
over weight,
but not me. I would put on a BRS, period. If my 103 plane needed
something to
make it safer, whatever it may be, I would sure as heck put it on and
not worry
about 5 or 10 pounds that will never make any difference to anyone.
Mike
________________________________________________________________________
from AOL at AOL.com.
=0
________________________________________________________________________________
| Subject: | Re: E-LSA before and after 1-31-08 |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Rick and All,
I stand corrected. Thank you Rick.
Here is the section of FAR 21.191 that allows you to build and register your Kit
Built or already built non-ultralight Kolb as as ELSA:
"Experimental certificates are issued for the following purposes:
(i) Operating light-sport aircraft. Operating a light-sport aircraft that
(1) Has not been issued a U.S. or foreign airworthiness certificate and does not
meet the provisions of 103.1 of this chapter. An experimental certificate will
not be issued under this paragraph for these aircraft after January 31, 2008;"
Here are some links for those that are interested in what this thread has been
about:
Fat Ultralights Deadline Looming
http://www.faa.gov/aircraft/gen_av/light_sport/media/FatUltralights.doc
Light Sport Aircraft Registration
http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/light_sport_aircraft/
Affidavit of Ownership for Experimental or Special Light-Sport Aircraft, AC Form
8050-88A
http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/media/8050-88a.pdf
Thanks again Rick for keeping me straight.
No Not Archive
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103508#103508
________________________________________________________________________________
| Subject: | Re: Props and engine mount |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Why would anyone want a 4 blade prop on a Kolb ? The climb would be horrible.
With a 4 blade prop, you have less area producing a faster airstream, so IF
you had a plane with a high top speed, 4 blades would make it faster.
A Kolb is so slow, that you would never see any advantage of the higher velocity
from the prop. Its kind of like putting a small jet engine on a Kolb, you
would have a huge amount of air velocity out of the enigne, but not that much
thrust in pounds.. All that HP with a low static thrust would be wasted on a
slow and draggy plane.
With a 4 bladed prop, you will be lucky if you dont lose so much thrust that the
plane not only climbs horribly, but will be acutally slower than the 3 bladed
prop. It looks like you have been looking at to many fast GA airplanes with
4 bladed prop, and not understanding that it just wont work well on a Kolb.
But Im all for having real life testing over theory, as long as its someone
else paying for the testing :) I look foward to seeing the results.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103528#103528
________________________________________________________________________________
| Subject: | Re: New 912ULS Oil Fittings |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Here is a pictre of mine.
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103531#103531
Attachments:
http://forums.matronics.com//files/ultralightmikekolbdetail12_27_2006_055_136.jpg
________________________________________________________________________________
| Subject: | Re: New 912ULS Oil Fittings |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi John,
With the correct push-on fittings and correct hose (special hose for push on only)
you are technically right that they are push on only, but Rotax would like
those backed up with a clamp. If they were enclosed in a cowling then they would
like fire sleveing , too. But I know your plane is an open engine mounting.
I can only guess that they want a clamp because we don't drive on the ground?
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=103539#103539
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New 912ULS Oil Fittings |
| Here is a pictre of mine.
Thanks, Mike B:
But..............your fittings are the old style, like I had on my
last engine.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: New 912ULS Oil Fittings |
March 17, 2007 - March 28, 2007
Kolb-Archive.digest.vol-gp