Kolb-Archive.digest.vol-gv
July 19, 2007 - August 14, 2007
I'm pretty good with things mechanical but admit to being rather ignorant about
things electrical. So here is a question from the ignorant gallery:
My FS 1 has two little "landing" lights, one each mounted on a gear leg next to
the cabin. There is no strobe light on the airplane. I'd like to become more
obviously visible without the trouble and extra weight of adding a separate strobe
light system. Could I install a flasher of some sort in the landing light
circuit to increase visibility? If so, would it do much good for my intended
purpose and how should it be done?
Any and all thoughts with as much detail as you care to offer will be appreciated.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=124768#124768
________________________________________________________________________________
| From: | Michael Sharp <kolbdriver(at)mlsharp.com> |
| Subject: | Re: flasher for landing lights |
Thom,
I think Will U has a flasher system on his bird. Look in the archives i believe
that he gave the details a while ago...
Good Luck
Mike
Oak Grove MO.
Mark III Classic.....
Thom Riddle wrote:
I'm pretty good with things mechanical but admit to being rather ignorant about
things electrical. So here is a question from the ignorant gallery:
My FS 1 has two little "landing" lights, one each mounted on a gear leg next to
the cabin. There is no strobe light on the airplane. I'd like to become more
obviously visible without the trouble and extra weight of adding a separate strobe
light system. Could I install a flasher of some sort in the landing light
circuit to increase visibility? If so, would it do much good for my intended
purpose and how should it be done?
Any and all thoughts with as much detail as you care to offer will be appreciated.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=124768#124768
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | flasher for landing lights |
I assume you have a switch that turns on the landing lights.... change it
for a single pole double throw switch that has 3 positions,,
" on off on" the power comes to the common pole.... if you connect
an inexpensive car type flasher between the other 2 poles, and the light
connects to only one side of the switch....
In the off position nothing is on
In the on position the power is from the center to the side with the light
hooked up direct
In the flash position.. the power is from the center through the flasher to
the light.
If you need me to draw it out let me know
Boyd
by0ung(at)brigham.net
>>>>>>>>>>>>>>>>>>>>
My FS 1 has two little "landing" lights, one each mounted on a gear leg next
to the cabin. There is no strobe light on the airplane. I'd like to become
more obviously visible without the trouble and extra weight of adding a
separate strobe light system. Could I install a flasher of some sort in the
landing light circuit to increase visibility? If so, would it do much good
for my intended purpose and how should it be done?
________________________________________________________________________________
| Subject: | Re: flasher for landing lights |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Thanks guys. It is simpler than I thought... as the Geico commercial says even
Caveman(me) can do it.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=124805#124805
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Re: Starhill-Nauga Field Fly Around 2007 |
Cards is like musturds...if you can't cut 'em, you can't play!
bob n
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
I am building a 582 and need a radiator for a motor i plan to put on a see
plane any body have a old one they will part with? I will reply after Oshkosh
mal
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Radiator needed |
I have a radiator off a Zenair CH701 that would work. It's as heavy as
sin, but you can have it for the cost of shipping...
Let me know.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: Malcolmbru(at)aol.com
To: kolb-list(at)matronics.com
Sent: Thursday, July 19, 2007 10:52 PM
Subject: Kolb-List: Radiator needed
I am building a 582 and need a radiator for a motor i plan to put on a
see plane any body have a old one they will part with? I will reply
after Oshkosh mal
-------------------------------------------------------------------------
-----
Get a sneak peek of the all-new AOL.com.
________________________________________________________________________________
| From: | "Southern Reflections" <purplemoon99(at)bellsouth.net> |
| Subject: | Re: Radiator needed |
I have a new all alum with built in oil cooler. It weigh 5 lb
Joe
----- Original Message -----
From: Malcolmbru(at)aol.com
To: kolb-list(at)matronics.com
Sent: Thursday, July 19, 2007 10:52 PM
Subject: Kolb-List: Radiator needed
I am building a 582 and need a radiator for a motor i plan to put on a
see plane any body have a old one they will part with? I will reply
after Oshkosh mal
-------------------------------------------------------------------------
-----
Get a sneak peek of the all-new AOL.com.
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Radiator needed |
what did that cost you joe? mal ps I will be at sea base all week
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Due to the recent change of reduction drive on my VW powered MKIIIC I
decided to trailer my plane to Scott Trask's in Iron Mountain. MI and
fly in to Oshkosh from there. I got busy and finished up my trailer and
loaded it up for the first time today. The attached photo is the plane
loaded with one of the clam shell doors open. Note I have removed the
trailer wheels for loading. I will be posting the trailer on George
Alexander web site when I get back. I will be heading out Sunday with
the trailer/plane and flying into Oshkosh on Monday.
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Kolb list Prop Balancer |
This is the Prop Balancer I built and it works like this the brass piece
has a tapered end inside it to center it on the balancing base Pin insert the
brass slug into your Prop and then set it on the balancing pin on the base,
sitting on your bench use a 6 inch precision scale to measure from the bench
to a known point on the Prop blade tip, then rotate your next blade to that
same point that you measured from on the first blade etc., for each blade
I sand the end of the blade to get a good balance I hope this helps anyone
with Vibration Problems
if you dont have a Lathe to make your own I am willing to help anyone on the
list at cost of materials
Ellery in Maine N447EB Original Firestar
**************************************
Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| Subject: | Saturday Morning Balloons |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
This morning Ed & I got in a little dawn patrol flight, every year Kingsport has
a hot air balloon event at the end of Fun Fest, here's some pictures from it.
Richard Pike
MKIII N420P (420ldPoops)
PS - Tried to post this earlier, but since I didn't give it a subject name, (duh)
it never showed up. Probably will tomorrow...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125093#125093
Attachments:
http://forums.matronics.com//files/p1050458_large_150.jpg
http://forums.matronics.com//files/p1050561_large_414.jpg
http://forums.matronics.com//files/p1050565_large_235.jpg
http://forums.matronics.com//files/p1050567_large_483.jpg
________________________________________________________________________________
| Subject: | Follow up to FS 1 prop pitch & lean mixture problem |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Today, I flew a bit to see how the movement of the mixture clip down to riches
position was doing and the EGTs were up to 1200+ again. Perhaps different atmospheric
conditions was the cause. At any rate, I then increased the pitch of
the prop but apparently a bit too much because I am getting about 6250 rpm WOT
level flight. BUT the EGTs are down below 1100 during cruise and the CHTs are
up a bit.
The bad news is that now the engine will not hold a particular rpm, especially
below 5500 rpm. I've read about what causes this but can't remember where it was
nor what to do about it. I have a big flight planned for tomorrow so I'm deferring
the next step until after this flight.
I'll take the carb home after tomorrow's flight and check out all the jets etc
to make sure they are the correct ones. I'm betting that the needle jet is leaner
than it should be.
I don't plan to decrease the prop pitch until I find the real problem and fix it.
If the jets are all the right number and the o-rings, seals, and float levels
are good. I'm not sure what to do next. Any other ideas or resources for curing
the rpm instability problem? I sure hope I can get this nearly new 447 to
run as good as my old "worn out" 377.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125097#125097
________________________________________________________________________________
| Subject: | Re: Follow up to FS 1 prop pitch & lean mixture problem |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Thom Riddle wrote:
> Today, I flew a bit to see how the movement of the mixture clip down to riches
position was doing and the EGTs were up to 1200+ again. Perhaps different atmospheric
conditions was the cause. At any rate, I then increased the pitch of
the prop but apparently a bit too much because I am getting about 6250 rpm WOT
level flight. BUT the EGTs are down below 1100 during cruise and the CHTs are
up a bit.
>
> The bad news is that now the engine will not hold a particular rpm, especially
below 5500 rpm. I've read about what causes this but can't remember where it
was nor what to do about it. I have a big flight planned for tomorrow so I'm
deferring the next step until after this flight.
>
> I'll take the carb home after tomorrow's flight and check out all the jets etc
to make sure they are the correct ones. I'm betting that the needle jet is leaner
than it should be.
>
> I don't plan to decrease the prop pitch until I find the real problem and fix
it. If the jets are all the right number and the o-rings, seals, and float levels
are good. I'm not sure what to do next. Any other ideas or resources for
curing the rpm instability problem? I sure hope I can get this nearly new 447
to run as good as my old "worn out" 377.
Did you say you raised the jet needle or lowered it? If you raised it, the midrange
EGT's should have gone down, not up.
My 447 single carb on my trike always wandered a bit in the 4500 to 5500 rpm range
and I never was able to really cure it. My carb had all the stock jets in
it for sea level and my altitude was basically sea level as well. I did try raising
the needle a notch on the guess that it was lean, but that actually caused
it to 4-stroke intermittently so I was actually about right before then ;).
My suggestion would be to reset everything back to the Rotax recommended jetting
for your altitude/temp, reset your pitch for just bumping redline at WOT, straight
and level. And then go from there.
That's what I had to do with my trike when I monkeyed with it and that pretty much
got me back in the ballpark.
Then you can start suspecting the EGT gauges or looking for other problems... But
I'd go back to baseline on the jetting/propping first... That's always worked
for me...
Their jetting recommendations are virtually spot on for pretty much every condition
you can think of. I moved my FS II from sea level to 7000' MSL. I did the
jet calculations on the chart and installed the new ones (158 mains to 148) and
it was spot on..... A little rich again now in the summer, but thats what the
chart says as well (I need 145's right now really)....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125100#125100
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Follow up to FS 1 prop pitch & lean mixture problem |
Just to throw a little chaos into the mix...
After many hours, the jet needle will wear down a bit right in the area
where you normally position the throttle from bouncing off the needle jet.
And the engine will gradually get slightly richer. If the number coding at
the top of the needle looks worn away, then there is a good chance that the
business area is also worn.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "lucien" <lstavenhagen(at)hotmail.com>
Sent: Saturday, July 21, 2007 3:04 PM
Subject: Kolb-List: Re: Follow up to FS 1 prop pitch & lean mixture problem
>
>
> Thom Riddle wrote:
>> Today, I flew a bit to see how the movement of the mixture clip down to
>> riches position was doing and the EGTs were up to 1200+ again. Perhaps
>> different atmospheric conditions was the cause. At any rate, I then
>> increased the pitch of the prop but apparently a bit too much because I
>> am getting about 6250 rpm WOT level flight. BUT the EGTs are down below
>> 1100 during cruise and the CHTs are up a bit.
>>
>> The bad news is that now the engine will not hold a particular rpm,
>> especially below 5500 rpm. I've read about what causes this but can't
>> remember where it was nor what to do about it. I have a big flight
>> planned for tomorrow so I'm deferring the next step until after this
>> flight.
>>
>> I'll take the carb home after tomorrow's flight and check out all the
>> jets etc to make sure they are the correct ones. I'm betting that the
>> needle jet is leaner than it should be.
>>
>> I don't plan to decrease the prop pitch until I find the real problem and
>> fix it. If the jets are all the right number and the o-rings, seals, and
>> float levels are good. I'm not sure what to do next. Any other ideas or
>> resources for curing the rpm instability problem? I sure hope I can get
>> this nearly new 447 to run as good as my old "worn out" 377.
>
>
> Did you say you raised the jet needle or lowered it? If you raised it, the
> midrange EGT's should have gone down, not up.
>
> My 447 single carb on my trike always wandered a bit in the 4500 to 5500
> rpm range and I never was able to really cure it. My carb had all the
> stock jets in it for sea level and my altitude was basically sea level as
> well. I did try raising the needle a notch on the guess that it was lean,
> but that actually caused it to 4-stroke intermittently so I was actually
> about right before then ;).
>
> My suggestion would be to reset everything back to the Rotax recommended
> jetting for your altitude/temp, reset your pitch for just bumping redline
> at WOT, straight and level. And then go from there.
> That's what I had to do with my trike when I monkeyed with it and that
> pretty much got me back in the ballpark.
> Then you can start suspecting the EGT gauges or looking for other
> problems... But I'd go back to baseline on the jetting/propping first...
> That's always worked for me...
>
> Their jetting recommendations are virtually spot on for pretty much every
> condition you can think of. I moved my FS II from sea level to 7000' MSL.
> I did the jet calculations on the chart and installed the new ones (158
> mains to 148) and it was spot on..... A little rich again now in the
> summer, but thats what the chart says as well (I need 145's right now
> really)....
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=125100#125100
>
>
>
________________________________________________________________________________
| From: | "Southern Reflections" <purplemoon99(at)bellsouth.net> |
| Subject: | Re: Radiator needed |
$500.oo Joe N101HD 601XL
----- Original Message -----
From: Malcolmbru(at)aol.com
To: kolb-list(at)matronics.com
Sent: Friday, July 20, 2007 6:58 PM
Subject: Re: Kolb-List: Radiator needed
what did that cost you joe? mal ps I will be at sea base all week
-------------------------------------------------------------------------
-----
Get a sneak peek of the all-new AOL.com.
________________________________________________________________________________
| From: | "Scott Mac." <sdmacp(at)yahoo.com> |
I'm looking to replace the nose cone on my Mk II.
Would the nose cone from the Mk IIIC fit my Mk II?
--------
Scott Mac.
MK II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125144#125144
________________________________________________________________________________
| Subject: | Toy Hauler for MK III Xtra |
| From: | "justin.a.hawkins" <justin.a.hawkins(at)us.army.mil> |
Hi guys,
I've watched this forum for a while, but never posted. I have a quick question
for you. I plan on buying a Mk III Xtra within the next year, once I find
a good one. I also have to buy a fifth wheel trailer for my work (MWD engineer).
I want to be able to fit the plane in the trailer, so I guess I just need
to know the width at the wingtips and say 5' and 7' from the tips, if anyone
knows it. I'm looking at these 2 models, but have a feeling it will only fit
in the bigger version:
[url]http://www.forestriverinc.com/nd/floorplanview.asp?name=4&page=worknp&series=5thWheels
and the larger one:
[url]http://www.forestriverinc.com/nd/floorplanview.asp?name=7&page=worknp&series=5thWheels
any help is greatly appriciated.
Thanks guys.[/url]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125148#125148
________________________________________________________________________________
| From: | "Ed Chmielewski" <edchmiel(at)mindspring.com> |
| Subject: | Re: Off To Oshkosh |
Rick/All,
Please post a link to pics like this in the future. It really
hamstrings those of us stuck with dial-up service.
Thanx,
Ed in JXN
----- Original Message -----
From: Richard & Martha Neilsen
To: kolb-list(at)matronics.com
Sent: Friday, July 20, 2007 10:32 PM
Subject: Kolb-List: Off To Oshkosh
Due to the recent change of reduction drive on my VW powered MKIIIC I
decided to trailer my plane to Scott Trask's in Iron Mountain. MI and
fly in to Oshkosh from there. I got busy and finished up my trailer and
loaded it up for the first time today. The attached photo is the plane
loaded with one of the clam shell doors open. Note I have removed the
trailer wheels for loading. I will be posting the trailer on George
Alexander web site when I get back. I will be heading out Sunday with
the trailer/plane and flying into Oshkosh on Monday.
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
I just want to add my two cents worth. back a few years ago, I flew a
regular standard 447 on an original firestar. flew it for just about seven
years and three engines. had a lot of trouble with mid range and idling so
I replaced the needle with one I had (dont remember where I got it). It was
a number 11G2 (for a 582) worked great. smoothed out the idle and brought
everything in line where it should be. I believe if I remember correct
(yeah, that might work), it put it around 1080 egt and kept it right fine in
the cht marks, from 250 to 275 or so. at least that is my memory. it
seemed to work for all the engines and they were good runners. just worth
l.5 cents probably. ted cowan, alabama. slingshot driver. p.s. I supposed
there will be those out there that say it wont work, but what the heck, it
is only a needle!!
________________________________________________________________________________
| Subject: | Re: Flashing Lights |
I have my landing lights hooked to a flasher relay through a DPDT center off
switch that lets me turn them on solid, flash, or off. The relay is made by
Federal Signal and is designed to flash the head lights on police cars.
Don't know the relay number (I am in Alaska and my plane is in Arizona right
now) but you should be able to find it at any place that sells safety
equipment to the construction industry.
Vic (The Sundance Kid)
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: needles for 447 |
----- Original Message -----
From: "tc1917" <tc1917(at)hughes.net>
>
> I just want to add my two cents worth. back a few years ago, I flew a
> regular standard 447 on an original firestar. flew it for just about
> seven years and three engines. had a lot of trouble with mid range and
> idling so I replaced the needle with one I had (dont remember where I got
> it). It was a number 11G2 (for a 582) worked great. smoothed out the
> idle and brought everything in line where it should be.
______________________________________________________________
I also had the same problem with my 447. I had a Tennessee wood prop so I
couldn't use pitch to help. I ended up with a 15E5U needle and every thing
straightened out. Midrange of course was the problem. I changed nothing
else.
Larry C
________________________________________________________________________________
| Subject: | Re: Off To Oshkosh |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I like the pictures, its much nicer to have the picture there to click on. If
you are having a problem with dial ups and pictures, number one, use the web based
forum instead of email. The pictures dont load unless you click on them.
If you must use the old, clunky email system, change your email settings not to
look at the attachments.
Either way I have to agree with planecrazzy, to expect everyone to not use the
features of the forum just to cater to one person is unreasonable.
JettPilot
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125232#125232
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Off To Oshkosh |
On Jul 22, 2007, at 2:35 PM, planecrazzzy wrote:
> Yet there's only ONE person wanting to change the system to suite
>
> "Their" needs....
Mike/ Matt,
At least there IS more than one person who doesn't seem to understand
the problem of posting large files directly to the list.
I'm an advocate for the guys with dial up connections even though it
is not a problem for me.
This is a problem the list administrator should FIX permanently. It
is not realistic to expect that everyone will remember to limit file
size when they post. This is a service that the list administrator
provider can provide automatically.
It is also one of the things for us to remember when the annual fund
drive for these lists comes around.
I appreciate the Kolb list and want EVERYBODY to enjoy it as much as
I do without their being reproached for their inability to deal with
large digital e-mail files.
Gene
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Off To Oshkosh |
On Jul 22, 2007, at 3:53 PM, JetPilot wrote:
> Either way I have to agree with planecrazzy, to expect everyone to
> not use the features of the forum just to cater to one person is
> unreasonable.
JettPilot,
It is even more "unreasonable" for you to be unwilling to click on a
link to see a picture if it will help another person be able to also
enjoy the Kolb List.
________________________________________________________________________________
| Subject: | Re: Toy Hauler for MK III Xtra |
| From: | "justin.a.hawkins" <justin.a.hawkins(at)us.army.mil> |
Yeah Paul,
That's what I was thinking. The larger one looks like it might fit. the cargo
area is 21' long, and the living area isn't seperated, so if the wings aren't
to wide when it's folded, I think it might fit. The wings will extend into
the living area, but that's ok because I won't be using it while the kolb is
in there. A custom job might be a better option. Hmmm.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125252#125252
________________________________________________________________________________
| From: | "Charles Davis" <ceddavis(at)gmail.com> |
Well, it finally happened. Yesterday, while going enjoying a late afternoon
/ sunset flight, I noticed two items slightly out of the ordinary:
While climbing out, the engine CHT's were higher then normal, approaching
400. When I throttled back, they dropped to around 300. This is still
about 25-50 degrees higher then normal. Also, there was a slight "burp" in
the engine, which lasted just a second. Other then that, every this was
normal.
This morning, I returned for some early morning flying. CHT's we once
again higher then normal, but well under the 400 red line. After a quick
landing to adjust rudder trim, I took off again. Once again, CHT's went
back up to 400. This time, the engine hick-uped, and dropped power on
climb out. Immediately suspecting a seizure, I throttled back to idle and
did a 180 and landed back on the runway. Total time from initiating take
off to throttle back was probably 30 seconds.
When I throttled back, the CHT's continued to go up probably to around
500. Other then noticing, I didn't get much details, as I was focused on
flying the plane and making what was essentially a deadstick landing (one of
my better ones...)
EHT's were normal, 850-900, climbing to 1100 - 1200 if left in an extended
4000 rpm descent. Air temps were around 70.
Other obligations prevented me from doing any investigation, but I strongly
believe it was a seizure. Then only clue I have is that I noticed the
cooling fan was not turning when I pulled the engine through (after the
seizure). Did the fan lock, or belt break? I don't know yet. Did it fail
and cause the problem, or did the heat cause it to fail, resulting in the
500 CHT? Or did the seizure simply become worse, resulting in the 500
CHT's?
The engine has approximately 120 hrs. I pulled the exhaust at 50 hrs and
the rings and pistons visible were loose and spotless. The engine had new
gas and has always flown with Penzoil Aircooled.
Not much to do at this point, other then install the "spare" 477. Other
then this detail, Lancaster County remains beautiful from 1000 feet.
Chuck
________________________________________________________________________________
| Subject: | [ Dennis Kirby ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Dennis Kirby
Lists: Kolb-List,Ultralight-List
Subject: "Magic Bike" Recovery Pictures
http://www.matronics.com/photoshare/Dennis.Kirby@kirtland.af.mil.07.22.2007/index.html
----------------------------------------------------------
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
----------------------------------------------------------
________________________________________________________________________________
| From: | "justin.a.hawkins" <justin.a.hawkins(at)us.army.mil> |
Hi guys,
Those of you who read my previous post know that I'm in the market for
a kolb. I guess I just wanted to double check as to what is the best way for
me to go. I'll tell you what I think I want, you tell me what I should get.
I need a two place
I'm at 6000' asl
I'll be flying all season, ranging from 40 degrees to 105
perfer a four stroke because they seem quiter.
I'm a commercial pilot with 1200hours in everything from a CRJ 200 to an avenger
ultralight, which is the latest that I own. My budget is around $30K for the
airplane, and I was thinking about a mkIII xtra with a 912. Is there a better
combo? I'm not to into the glass cockpit, fancy stuff, just want a nice flier.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125283#125283
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
Justin,
Your selection of plane is the best choice around. Period!
Regarding engine selection, I realize most in this group will always
recommend the "tried and true" Rotax 912, and at that, you can't go wrong!!
But, there are a couple of other engines that a few other listers subscribe
to.
Namely; HKS, for one. Light weight, moderate power, positive feedback from
the present owners, so far.
GEO Metro (Suzuki) engine conversions. Dependable as hell, fair power, kind
of heavy for the HP, though. This is my selection, and I am going to
install a turbocharger on it. Torque goes to about 107 ftlb at 3300 rpm.
Should perform pretty good with turbo, so-so without it. One incredible
advantage of the Suzuki is the fuel usage. Most customers report around 2.5
(!!) gal/hr (or less), and around 2.25 gal/hr with a turbo!! By adding a
turbo, the power goes up, and the fuel useage goes down!!
And, of course, there are a few people flying the VW based engines. Can't
go wrong there, either, but weight might be up a bit, too. Big advantage of
being air-cooled, also.
There was a time when I seriously thought about installing a Jabiru 80 HP
direct drive. Probably a very good engine.
I think if money wasn't a factor, the 912 would be the best all around
choice. But, depending on your talents, and planned uses, there ARE
alternatives.
Best regards, Mike in SW Utah
Oh yeah, and rethink that glass cockpit stuff!! A good Dynon D180 would be
awesome!!!!
Don't archive, it's just an opinion, I could be wrong.
From: "justin.a.hawkins" <justin.a.hawkins(at)us.army.mil>
Subject: Kolb-List: Perfect Kolb?
Date: Sun, 22 Jul 2007 20:23:24 -0700
>
>
>Hi guys,
> Those of you who read my previous post know that I'm in the
>market for a kolb. I guess I just wanted to double check as to what is the
>best way for me to go. I'll tell you what I think I want, you tell me what
>I should get.
>
>I need a two place
>I'm at 6000' asl
>I'll be flying all season, ranging from 40 degrees to 105
>perfer a four stroke because they seem quiter.
>
>I'm a commercial pilot with 1200hours in everything from a CRJ 200 to an
>avenger ultralight, which is the latest that I own. My budget is around
>$30K for the airplane, and I was thinking about a mkIII xtra with a 912. Is
>there a better combo? I'm not to into the glass cockpit, fancy stuff, just
>want a nice flier.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=125283#125283
>
>
_________________________________________________________________
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Thanks for the needle solutions for your cases. Following is what I did yesterday.
I re-pitched the prop again, this time such that I am getting 6450 rpm at full
throttle level flight.... just right. I then flew for 2.3 hours with two stops
en-route. The EGTs were running around 1100 +/- 25 during 5500-5800 rpm cruise
with no problems in that range. BUT the needle clip is in the #4 (richest)
position. Below 5500 rpm the engine is still unstable with RPM varying all over
the place.
After the flight I checked the plugs and they are about right. I removed the carb
and took it apart. All the jets and the jet needle are per Rotax spec and in
good condition with less than 70 hours on engine. The float levels are perfect
too.
Today I plan to order a slightly richer needle jet (2.72 vs current 2.70) and one
each of the two jet needles that you guys stated solved your problems. With
three new pieces the combinations of possible parts is quite large. I'll test
them each one at a time and then in various combinations, if needed. In each
case I'll put the clip back in the #2 position to begin with.
I'll let you know what finally works for me (I hope).
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125308#125308
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: [ Dennis Kirby ] : New Email List Photo Share Available! |
>
> Poster: Dennis Kirby
>
> Lists: Kolb-List,Ultralight-List
>
> Subject: "Magic Bike" Recovery Pictures
>
> http://www.matronics.com/photoshare/Dennis.Kirby@kirtland.af.mil.
> 07.22.2007/index.html
>
Dennis,
Wow!
How did you manage to "right" your inverted plane again once on firm
dry ground without further damage?
Did any mud or water enter your engine while inverted on the lake?
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | for us non-oshkoshers |
All, yesterday was a fine fine day in western NY. Thom Riddle flew
over in his newly acquired FS and joined
up with me and my ladyfriend for a 15 minute trip to a great fly in
breakfast. Very well attended.
Of interest was a huge biplane with a 330hp chev v8 and outboard
motor redrive. We left before I got to hear
it run.
Our Kolbs drew a lot of curiosity seekers. My passenger weighs
somewhere near 120 lbs which brought us
to about 915 gross. It flew well but until some horsepower-tweaking
mods take place to the little suzuki ,
no heavier passengers will climb aboard.
first pic is Thom landing at my strip using the tassel guidance system.
http://picasaweb.google.com/blitzsplyk/NewAlbum72307900AM?
authkey=k4sMXZWAPJw
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Perfect Kolb? |
At your altitude, you will want the 912 or 912s with a 72 inch dia prop.
The HKS is not near enough engine for a MK-3 at high altitude and the Jab is
limited to a 64 inch diameter prop, that is not as efficient as the bigger
slower turning 912 prop.
Mk-3, Mk-3 extra or Kolbra are your best bets. Sit in all of them and you
will know what you want.
Denny Rowe, MK-3
________________________________________________________________________________
| From: | "John Codd" <j.codd(at)btopenworld.com> |
| Subject: | Re: Perfect Kolb? |
----- Original Message -----
From: "Denny Rowe" <rowedenny(at)windstream.net>
Sent: Monday, July 23, 2007 2:32 PM
Subject: Re: Kolb-List: Perfect Kolb?
>
> At your altitude, you will want the 912 or 912s with a 72 inch dia prop.
> The HKS is not near enough engine for a MK-3 at high altitude and the Jab
> is limited to a 64 inch diameter prop, that is not as efficient as the
> bigger slower turning 912 prop.
> Mk-3, Mk-3 extra or Kolbra are your best bets. Sit in all of them and you
> will know what you want.
>
> Denny Rowe, MK-3
>
>
>
________________________________________________________________________________
| Subject: | Re: Perfect Kolb? |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
rowedenny(at)windstream.n wrote:
> At your altitude, you will want the 912 or 912s with a 72 inch dia prop.
> The HKS is not near enough engine for a MK-3 at high altitude and the Jab is
> limited to a 64 inch diameter prop, that is not as efficient as the bigger
> slower turning 912 prop.
> Mk-3, Mk-3 extra or Kolbra are your best bets. Sit in all of them and you
> will know what you want.
>
> Denny Rowe, MK-3
Agreed, as I fly a similarly sized plane (titan II SS) at 7000' MSL with the 912s...
I'd say just go right to the 912s, the power reduction over sea level is
substantial, at 6000' you'll be only around 70 to 75% throttle when wide open
depending on the density altitude....
I like the looks of the Kolbra myself, though all my Kolb time is in my FS II at
this point and havn't flown in the big 2-place Kolbs yet.....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125408#125408
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
In a message dated 7/22/2007 9:40:20 P.M. Eastern Daylight Time,
ceddavis(at)gmail.com writes:
Then only clue I have is that I noticed the cooling fan was not turning
when I pulled the engine through (after the seizure). Did the fan lock, or
belt break?
Hi Chuck,
It would appear that the fan belt either broke or was slipping (check the
fan holding nut to see if it is tight) for the fan not to turn with the
crankshaft. That would result in getting the high CHT, as no cooling air would
be
coming across the heads.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: needles for 447 |
Thom, You say the engine only has 70 hours on it, but you don't give its
actual age. Is it a new engine run at the national average 30 to 50 hours a
year or an older engine that spent some time as a hangar ornament? Is the 70
hours since factory new or since rebuild?
The reason I ask is this, the symptoms you describe are a mixture going
leaner at higher engine vacuum. The further you get from WOT the worse the
problem becomes.
It' s beginning to sound like an air leak somewhere in the intake system.
How is the idle range set? Is the idle air adjustment near the factory
setting (.5 turns out for 447, 1 turn out for 447DC? The idle mixture
circuit bleeds into the lower midrange. If you richen up the idle, do you
see any changes in the middle and high midrange cruise where the anomalous
leaning begins. Have you inspected and greased all the rubber fittings to
make sure there are no cracks or delaminations. How is the condition of the
crank seals?
That's just some of the things I can think of off the top of my head.
Something just does not add up for a 70 hour engine to require radical
jetting changes.
Rick
On 7/23/07, Thom Riddle wrote:
>
>
> Thanks for the needle solutions for your cases. Following is what I did
> yesterday.
>
> I re-pitched the prop again, this time such that I am getting 6450 rpm at
> full throttle level flight.... just right. I then flew for 2.3 hours with
> two stops en-route. The EGTs were running around 1100 +/- 25 during
> 5500-5800 rpm cruise with no problems in that range. BUT the needle clip is
> in the #4 (richest) position. Below 5500 rpm the engine is still unstable
> with RPM varying all over the place.
>
> After the flight I checked the plugs and they are about right. I removed
> the carb and took it apart. All the jets and the jet needle are per Rotax
> spec and in good condition with less than 70 hours on engine. The float
> levels are perfect too.
>
> Today I plan to order a slightly richer needle jet (2.72 vs current 2.70)
> and one each of the two jet needles that you guys stated solved your
> problems. With three new pieces the combinations of possible parts is quite
> large. I'll test them each one at a time and then in various combinations,
> if needed. In each case I'll put the clip back in the #2 position to begin
> with.
>
> I'll let you know what finally works for me (I hope).
>
> --------
> Thom in Buffalo
> N197BG FS1/447
>
> --------------------
> "Blind respect for authority is the greatest enemy of truth."
> Albert Einstein
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=125308#125308
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Rick,
The engine was new last year and is immaculately clean, no seal leaks.
The only range in which the EGTs are high is the mid-range. At the moment, with
the clip in the #4 (richest position) the EGTs are around 1100 +/-25 at cruise.
They are fine at idle and low throttle settings and WOT. I have not done an
exhaustive intake leak test but will be looking into that while waiting for my
jets and needles to arrive. I'm also going to mark on the throttle at 1/4, 1/2,
3/4 positions so I can get an idea of where the problem is occurring in terms
of throttle position, not just RPM range. The biggest problem now is that
I can't get it to hold a stable RPM below 5,500.
When I got the FS the airscrew was back out a lot more than .5 as the Rotax manual
recommends. I re-set it to stock and it would not run so I backed it out to
where it was and it runs fine at low speed and idle. The idle speed was set
rather low so I bumped it up to get about 2150 rpm when warm. When cold it is
a good bit less than 2,000 rpm so I have to add throttle to keep the gearbox happy.
If I set the idle speed for 2,000 rpm cold, then when warm it will be really
revving and require brakes to stay still on the ramp.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125466#125466
________________________________________________________________________________
| From: | Vince Nicely <vincenic1(at)earthlink.net> |
| Subject: | Re: needles for 447 |
If you are considering trying different jet needles, you can find more
information on how different needles may change the mixture in a
graph in the CPS catalog. The Maintenance Tips article number 11,
"Tuning the Bing Carburetor - Understanding the Mid-Range Circuit" has
a lot of detail that may interest you.
Vince Nicely
Thom Riddle wrote:
>
>Thanks for the needle solutions for your cases. Following is what I did yesterday.
>
>I re-pitched the prop again, this time such that I am getting 6450 rpm at full
throttle level flight.... just right. I then flew for 2.3 hours with two stops
en-route. The EGTs were running around 1100 +/- 25 during 5500-5800 rpm cruise
with no problems in that range. BUT the needle clip is in the #4 (richest)
position. Below 5500 rpm the engine is still unstable with RPM varying all over
the place.
>
>After the flight I checked the plugs and they are about right. I removed the carb
and took it apart. All the jets and the jet needle are per Rotax spec and
in good condition with less than 70 hours on engine. The float levels are perfect
too.
>
>Today I plan to order a slightly richer needle jet (2.72 vs current 2.70) and
one each of the two jet needles that you guys stated solved your problems. With
three new pieces the combinations of possible parts is quite large. I'll test
them each one at a time and then in various combinations, if needed. In each
case I'll put the clip back in the #2 position to begin with.
>
>I'll let you know what finally works for me (I hope).
>
>--------
>Thom in Buffalo
>N197BG FS1/447
>
>
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | xpndr in MkIIIC? |
Anyone here have a full-sized transponder installed in their MkIIIC ?
I guess I could sell the xpndr I have and get one of those little
ones that fit into 3" hole, but before I do that, I was just pinging
the group to see if anyone's done it.
Thx.
-- Robert
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: xpndr in MkIIIC? |
You could always try and find an older Terra. Half as wide as a regular
transponder.
Pictures here -
http://www.bcchapel.org/pages/0003/pg4.htm
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Robert Laird" <rlaird(at)cavediver.com>
Sent: Tuesday, July 24, 2007 11:05 AM
Subject: Kolb-List: xpndr in MkIIIC?
>
> Anyone here have a full-sized transponder installed in their MkIIIC ?
> I guess I could sell the xpndr I have and get one of those little
> ones that fit into 3" hole, but before I do that, I was just pinging
> the group to see if anyone's done it.
>
> Thx.
>
> -- Robert
>
>
>
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Thanks Vince, I'm familiar with that graph. Though it is hard to read, a straight
edge along the line for a particular jet needle helps clarify it.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125493#125493
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: needles for 447 |
Thom, Had a customer and his son here a few minutes ago and John, the son,
described a problem virtually word for word of what you are experiencing
with his single carb 503. The solution, credited to someone at South
Mississippi was to increase the pitch of the prop to achieve about 6200 at
WOT in flight. He said the CHT's came up and the EGT's came right down.
At least I offer cheap ideas to try.:-)
Rick
On 7/24/07, Vince Nicely wrote:
>
>
> If you are considering trying different jet needles, you can find more
> information on how different needles may change the mixture in a
> graph in the CPS catalog. The Maintenance Tips article number 11,
> "Tuning the Bing Carburetor - Understanding the Mid-Range Circuit" has
> a lot of detail that may interest you.
>
> Vince Nicely
>
>
> Thom Riddle wrote:
>
> >
> >Thanks for the needle solutions for your cases. Following is what I did
> yesterday.
> >
> >I re-pitched the prop again, this time such that I am getting 6450 rpm at
> full throttle level flight.... just right. I then flew for 2.3 hours with
> two stops en-route. The EGTs were running around 1100 +/- 25 during
> 5500-5800 rpm cruise with no problems in that range. BUT the needle clip is
> in the #4 (richest) position. Below 5500 rpm the engine is still unstable
> with RPM varying all over the place.
> >
> >After the flight I checked the plugs and they are about right. I removed
> the carb and took it apart. All the jets and the jet needle are per Rotax
> spec and in good condition with less than 70 hours on engine. The float
> levels are perfect too.
> >
> >Today I plan to order a slightly richer needle jet (2.72 vs current 2.70)
> and one each of the two jet needles that you guys stated solved your
> problems. With three new pieces the combinations of possible parts is quite
> large. I'll test them each one at a time and then in various combinations,
> if needed. In each case I'll put the clip back in the #2 position to begin
> with.
> >
> >I'll let you know what finally works for me (I hope).
> >
> >--------
> >Thom in Buffalo
> >N197BG FS1/447
> >
> >
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| Subject: | Re: Recovery Pictures |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I saw a trike pilot post and talk on his webpage about your accident, he flew
over those dry lakes to try to find the place you landed, but could not. You
can now consider youself famous in the ultralight world [Wink]
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125551#125551
________________________________________________________________________________
| Subject: | Re: xpndr in MkIIIC? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Yep, I have a full sized Garmin 327 transponder. I have read about some problems
with the small ones that fit in the hole, and did not want any part of that.
Since I fly in a lot of airspace where its required, with lots of traffic,
I wanted a full performance transponder with no issues. I would hate to get
rear ended by a Cessna.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125553#125553
Attachments:
http://forums.matronics.com//files/ultralightmikekolbinstruments_191.jpg
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The belt breaking would cause High CHT's, and probably overheat the engine.
An overheated engine like you are describing would not cause the belt to fail or
stop working. Its a good idea to check that belt from time to time, for tension,
slippage, and wear.
That belt failure is going to be expensive for you, but just be glad it did not
result in any damage to your plane or you.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125556#125556
________________________________________________________________________________
| Subject: | Re: Off To Oshkosh |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Eugene Zimmerman wrote:
>
>
> JettPilot,
>
> It is even more "unreasonable" for you to be unwilling to click on a
> link to see a picture if it will help another person be able to also
> enjoy the Kolb List.
Eugene,
Many pictures are not available on the web. I post a fair number of pictures here,
none of which are anywhere else on the web. Many people just have pictures
in their computer that they want to share, without having to put up a web
page. The forum based pictures are a great system.
There is a VERY easy cure to this problem, just use the web based forum, you dont
download the pictures unless you click on them.
If someone MUST use the clunky, old email system, set your email client not to
download attachments automatically.
Either way, everyone is happy, and most of us can take advantage of being able
to post and see pictures on the forum.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125559#125559
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 05:12 PM 7/24/2007, you wrote:
>
>The belt breaking would cause High CHT's, and probably overheat the engine.
>
>An overheated engine like you are describing would not cause the
>belt to fail or stop working. Its a good idea to check that belt
>from time to time, for tension, slippage, and wear.
>
>That belt failure is going to be expensive for you, but just be glad
>it did not result in any damage to your plane or you.
>
>Mike
Beauford Tuton described a similar problem with his 447 fan assembly.
Something about the weld coming loose.
I can't find it in the achives.
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Posting pictures, was/: Off To Oshkosh |
On Jul 24, 2007, at 5:18 PM, JetPilot wrote:
>
>
> Eugene,
>
> Many pictures are not available on the web. I post a fair number
> of pictures here, none of which are anywhere else on the web.
> Many people just have pictures in their computer that they want to
> share, without having to put up a web page. The forum based
> pictures are a great system.
>
> There is a VERY easy cure to this problem, just use the web based
> forum, you dont download the pictures unless you click on them.
>
> If someone MUST use the clunky, old email system, set your email
> client not to download attachments automatically.
>
> Either way, everyone is happy, and most of us can take advantage of
> being able to post and see pictures on the forum.
>
> Mike
>
> --------
> "NO FEAR" - If you have no fear you did not go as fast
> as you could have !!!
>
> Kolb MK-III Xtra, 912-S
JetPilot,
Here is one excellent example of how it is done without causing
anyone a problem.
A new Email List Photo Share is available:
Poster: Dennis Kirby
Lists: Kolb-List,Ultralight-List
Subject: "Magic Bike" Recovery Pictures
http://www.matronics.com/photoshare/Dennis.Kirby@kirtland.af.mil.
07.22.2007/index.html
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Fuel Efficiency ? was Re: Small Cross Country |
>I'm interested in finding out what others are experiencing in fuel
>efficiency.
Eugene,
I have a FireFly with a Simonini Victor 1+ mounted. I had never taken any
data above 5,600 rpm because it is uncomfortable to cruise at any rpm higher
than that. I have not been able to achieve the Simonini published fuel flow
rates at 5,600 or lower. You can see my efforts to lean the engine out on
the bottom of:
http://www.thirdshift.com/jack/firefly/firefly121.html
Last Saturday morning was my EAA Chapter 373 meeting, and I was a little
late getting off. For the first time, I let the engine cruise at 6,000 rpm.
I climbed to 2,870 feet asl to reach 55 degree F air to be sure that
coolant temperatures would stay within specs. Ground to ground flight time
was 54 minutes and total fuel burn was 1.90 gallons for an overall fuel burn
of 2.11 gph. Distance between airports is 23 miles and assuming an
additional mile for pattern distance, the total distance traveled was 48
miles. This gives 25.3 mpg. 2.11 gph at 6,000 rpm agrees with Simonini's
published data for the Victor 1+.
I have two EGT probes mounted. The second is mounted down stream from the
first by about six inches. When running the engine at 5,500 rpm the down
stream EGT probe will normally run 100 degrees higher than the engine
mounted probe. This is pretty constant down to about 4,500 rpm. But when I
cruised at 6,000 rpm the down stream probe read 400 degrees higher. Now
that I have had time to think about it, I believe what happened is the
engine was running up on the pipe. I believe the engine is falling off the
pipe tuning if it is run at 5,500 rpm. I will be making some more runs at
5,900, 5,800 etc. rpm to see what happens. If this is the case, I can
lengthen the pipe or inject water to try an get better fuel economy at 5,500
rpm.
Several years ago, I took some ground data on the Rotax 447 while injecting
water, and I found that it did reduce fuel flow. It would be interesting to
try this while flying to see what happens. If you would like to see this
data, it can be seen at:
http://www.thirdshift.com/jack/firefly/firefly58c.html
Always more to do.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 07:59 PM 7/24/2007, you wrote:
>Possum, Sir:
>That problem was with the weld on the recoil starter, not with the
>fan... my little
>"overheat" was gummed up rings during the 447 Nazi Carbon Festival,
>
>(same engine though.... gotta love them there 447's... real
>character builders)
They are "character builders" that's for sure. Mine used to hunt like
a bird dog
any where under 5400 rpm. It was the old point ignition system though.
It is amazing to me what a difference a dual carb 503 made in my life.
I don't know if it's because of the two carburetors or just because
it's a bigger engine
(the extra 10 hp come in handy too). Still set up like it cam out of the box.
Mine just stays put unless you pull the nose up or down, of course.
Have 738 hours now - and I know it needs a rebuild, but
I think it'll make it to 800 hours - then I'll throw it away and buy
a new one.
I can still get'um wholesale, so it's worth it just for the new
muffler and shiny carbs.
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Rick,
I already did that but then the engine rpm instability below 5500 rpm was made
worse. At 6450 WOT rpm the EGTs are around 1100 +/25 at cruise which is much better
than before the changes made so far, but the engine rpm instability below
5500 is still present. I'm awaiting new jets and needles to see if I can find
a combination that solves all the problems.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125595#125595
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
[quote="possums(at)bellsouth.net"]At 07:59 PM 7/24/2007, you wrote:
> Possum, Sir:
> That problem was with the weld on the recoil starter, not with the fan... my
little
> "overheat" was gummed up rings during the 447 Nazi Carbon Festival,
>
> (same engine though.... gotta love them there 447's... real character builders)
>
They are "character builders" that's for sure. Mine used to hunt like a bird dog
any where under 5400 rpm. It was the old point ignition system though.
It is amazing to me what a difference a dual carb 503 made in my life.
I don't know if it's because of the two carburetors or just because it's a bigger
engine
(the extra 10 hp come in handy too). Still set up like it cam out of the box.
Mine just stays put unless you pull the nose up or down, of course.
Have 738 hours now - and I know it needs a rebuild, but
I think it'll make it to 800 hours - then I'll throw it away and buy a new one.
I can still get'um wholesale, so it's worth it just for the new muffler and shiny
carbs.
> [b]
FWIW, the 503 gives the wandering midrange RPM too when it's configured with a
single carb.... it may be slightly better with the 503, but it'll still give you
fits. I was never able to cure it on my early 503 that had a single carb.
Sure agree about the dual carbs, though, when I finally got my dual carb motor
it was rock steady... heaven....
I loved my 447, though the single ignition had me even more attentive about those
landing spots ;)
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125596#125596
________________________________________________________________________________
| Subject: | Re: Fuel Efficiency ? was Re: Small Cross Country |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Eugene Zimmerman wrote:
> Mike,
>
> Cool Pict ! :-)
>
>
> Your 15.27 mpg works out to a fuel burn of -
> 4.25 gal. per hr. @ 65 mph
> 3.9 gal. per hr. @ 60 mph
> 3.6 gal. per hr. @ 55 mph
>
> Does this sound about right with your experience?
>
> I'm interested in finding out what others are experiencing in fuel
> efficiency.
>
My stats:
FS II 98' model
503 DCDI 2v, 3.47:1 C box w/clutch
Warp drive 68" 3 blade
empty weight 440lbs.
Fuel burn at sea level at about 60mph was around 3gph. At my new altitude of 7000',
it's slightly less than that just eyeballing it. Probably around 2.8gph...
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125597#125597
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Fuel Efficiency ? was Re: Small Cross Country |
Jack,
Thanks for sharing your fuel efficiency data.
Your fuel burn is very close to what I have been able achieve. Your
ground speed comes out to approximately 53.3 mph.
Each aircraft has a specific airspeed at which it flies most
efficient. To maximize fuel efficiency the engine's maximum fuel
efficiency must coincide with the aircraft's most efficient air speed.
The most efficient airspeed for my modified Firestar II is slightly
less than 50 mph and varies slightly with air temperature and fuel load.
I burn 2 gal. per hr. at 50 mph cruise @ 4000 rpm. My engine is a
Rotax 618 which has the variable exhaust valves and is turning a 72"
IVO in-flight adjustable prop at maximum pitch.
In this configuration my plane and engine are quietly loafing along,
but @ 6600 rpm full throttle the 618 is a thirsty beast and according
to my fuel flow gauge, can drink over 8 gal. per hr.
Gene
On Jul 24, 2007, at 8:46 PM, Jack B. Hart wrote:
>
>
>>
>
>> I'm interested in finding out what others are experiencing in fuel
>> efficiency.
>
> Eugene,
>
> I have a FireFly with a Simonini Victor 1+ mounted. I had never
> taken any
> data above 5,600 rpm because it is uncomfortable to cruise at any
> rpm higher
> than that. I have not been able to achieve the Simonini published
> fuel flow
> rates at 5,600 or lower. You can see my efforts to lean the engine
> out on
> the bottom of:
>
> http://www.thirdshift.com/jack/firefly/firefly121.html
>
> Last Saturday morning was my EAA Chapter 373 meeting, and I was a
> little
> late getting off. For the first time, I let the engine cruise at
> 6,000 rpm.
> I climbed to 2,870 feet asl to reach 55 degree F air to be sure that
> coolant temperatures would stay within specs. Ground to ground
> flight time
> was 54 minutes and total fuel burn was 1.90 gallons for an overall
> fuel burn
> of 2.11 gph. Distance between airports is 23 miles and assuming an
> additional mile for pattern distance, the total distance traveled
> was 48
> miles. This gives 25.3 mpg. 2.11 gph at 6,000 rpm agrees with
> Simonini's
> published data for the Victor 1+.
>
> I have two EGT probes mounted. The second is mounted down stream
> from the
> first by about six inches. When running the engine at 5,500 rpm
> the down
> stream EGT probe will normally run 100 degrees higher than the engine
> mounted probe. This is pretty constant down to about 4,500 rpm.
> But when I
> cruised at 6,000 rpm the down stream probe read 400 degrees
> higher. Now
> that I have had time to think about it, I believe what happened is the
> engine was running up on the pipe. I believe the engine is falling
> off the
> pipe tuning if it is run at 5,500 rpm. I will be making some more
> runs at
> 5,900, 5,800 etc. rpm to see what happens. If this is the case, I can
> lengthen the pipe or inject water to try an get better fuel economy
> at 5,500
> rpm.
>
> Several years ago, I took some ground data on the Rotax 447 while
> injecting
> water, and I found that it did reduce fuel flow. It would be
> interesting to
> try this while flying to see what happens. If you would like to
> see this
> data, it can be seen at:
>
> http://www.thirdshift.com/jack/firefly/firefly58c.html
>
> Always more to do.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Fuel Efficiency ? was Re: Small Cross Country |
Thanks lucien,
That is very good fuel efficiency. Sounds like you have your engine
and prop dialed in right.
On Jul 24, 2007, at 10:13 PM, lucien wrote:
> My stats:
> FS II 98' model
> 503 DCDI 2v, 3.47:1 C box w/clutch
> Warp drive 68" 3 blade
>
> empty weight 440lbs.
>
> Fuel burn at sea level at about 60mph was around 3gph. At my new
> altitude of 7000', it's slightly less than that just eyeballing it.
> Probably around 2.8gph...
>
> LS
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 10:09 PM 7/24/2007, you wrote:
>
> > (same engine though.... gotta love them there 447's... real
> character builders)
> >
>
> They are "character builders" that's for sure.
>
>FWIW, the 503 gives the wandering midrange RPM too when it's
>configured with a single carb.... it may be slightly better with the
>503, but it'll still give you fits. I was never able to cure it on
>my early 503 that had a single carb.
>
>Sure agree about the dual carbs, though, when I finally got my dual
>carb motor it was rock steady... heaven....
>
>
>LS
Well ...there you go - that's the answer - put another carburetor on
it and be done with it!
See, it's not so hard when we put our heads together. Problem solved!
And that's how we do it right here in the good ole USA.
________________________________________________________________________________
| Subject: | Re: Fuel Efficiency ? was Re: Small Cross Country |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Eugene Zimmerman wrote:
> Thanks lucien,
>
> That is very good fuel efficiency. Sounds like you have your engine
> and prop dialed in right.
>
>
> On Jul 24, 2007, at 10:13 PM, lucien wrote:
>
>
Actually, I don't quite understand why its even that good. The plane came out kind
of heavy at 440lbs empty weight. I suspect it's the C box and clutch, for
which the builder had to add ballast to the nose to get the W&B to come out correctly.
I had considered at one point going to the B box and a 2-blade prop and removing
the ballast. That would save around 25lbs...
But the plane has enough wing area that that probably wouldnt make much difference.
But I don't want to give up my clutch and my big honkin warp drive prop.......
But I wouldn't be surprised if a B box and 2-blade IVO wouldn't actually give me
slightly better efficiency.....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125643#125643
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Fuel Efficiency ? was Re: Small Cross Country |
lucien,
Any thing at this point that improves your fuel efficiency will
probably hurt your climb performance or seriously compromise engine
reliability, except perhaps an in flight adjust prop.
60/65 mph @ less than 3 gal. per hr. is excellent for your plane and
engine.
Gene
On Jul 25, 2007, at 12:38 PM, lucien wrote:
>
>
> Actually, I don't quite understand why its even that good. The
> plane came out kind of heavy at 440lbs empty weight. I suspect it's
> the C box and clutch, for which the builder had to add ballast to
> the nose to get the W&B to come out correctly.
>
> I had considered at one point going to the B box and a 2-blade prop
> and removing the ballast. That would save around 25lbs...
>
> But the plane has enough wing area that that probably wouldnt make
> much difference. But I don't want to give up my clutch and my big
> honkin warp drive prop.......
>
> But I wouldn't be surprised if a B box and 2-blade IVO wouldn't
> actually give me slightly better efficiency.....
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=125643#125643
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Posting pictures, was/: Off To Oshkosh |
Mike,
I agree, that is a present matronics photoshare disadvantage.
I feel large picts files should be available with the e-mail message
in link form.
I believe this is a feature that Matt could automatically provide.
On Jul 25, 2007, at 5:15 PM, planecrazzzy wrote:
>
>
> I might add , that when you post pictures in the "photo share"
>
> It can take "Days" before it's posted , sometimes it's taken over a
> week because Matt was on vacation....He has to transfer the
> pictures onto the photo share.....
>
________________________________________________________________________________
| Subject: | Re: Fuel Efficiency ? was Re: Small Cross Country |
| From: | "lndc" <lndc(at)fnbcnet.com> |
I have a buddy that claims the same with a 582. My 377 on an original FS got 3/hr.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125803#125803
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Anyone out there flying a Hirth engine?
Here's the deal, guys. I have a Challenger II Clip Wing in the hangar that
I'm supposed to fly to PA next week. I have absolutely no experience with
the Hirth and the thing is unsettling to say the least.
I could not, in the hour I've flown it so far, keep the CHT and EGT alarms
on the Stratomaster from going off. The CHT alarm is set for 500 degrees and
the EGT at 1300.
Yep, you read those numbers right.
I took it around the pattern three times before a short cross country
flight. During those, I could keep the CHT's under 400 in climb, and they
came right back down when I cut throttle at the threshold on down wind.
After I completed the roll out they were back down to 250 or so.
When I flew over to my friend George's house, about 15 miles away, the CHT's
were running 512 and 549 and the EGT's were 1225 and 1252 by the time I over
flew the pattern back here at home.
The engine will not hold a throttle setting. The owner had attributed this
to throttle linkage that wouldn't hold, but I kept my thumb on it the entire
flight and I know the throttle did not move, at least on my end of the
linkage. It never throttled up, once a setting was made the RPM would not
climb uncommanded, but it would bog down several hundred RPM with my thumb
holding the throttle in place. A tap on the throttle would bring it back up,
but then in a few minutes it would bog again. A couple of times I would have
sworn it was going to sieze, but it responded to the throttle and came back
up to nice smooth running again.
I've got a feeling this POS is going to PA by trailer at this point.
Did I mention I had the stick almost full forward the entire flight? I'm
only 20 pound lighter than the owner and I would swear I had all 20 pounds
pushing forward on the stick the whole time in the air.
After today, I really LOVE my Kolb and Rotax.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Rick,
Sounds like two cycle engine abuse. Why didn't you put it back on the ground and
raise the needles? Are you trying to give Hirth a bad name?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
A small step. I finally have my Mark 3 repaired and back in my hangar.
Just about a year after my driving it into a barn.
Now starts the re certification and testing process.The PFA has ruled
that as a major portion of the plane has been replaced, the port wing
and the complets cage, it should be treated as a new plane and start the
checking from scratch.
Heigh ho!. Still she looks very smart and the girlie art looks good.
Cheers
Pat
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
Pat!
Dee-lighted that your bird is back in one piece. I only hope she gets
leval-to-fly before the snow flies --
How 'bout posting a pic of the 'girlie art'?
Best,
Russ
On Jul 27, 2007, at 4:00 PM, pat ladd wrote:
> A small step. I finally have my Mark 3 repaired and back in my
> hangar. Just about a year after my driving it into a barn.
>
> Now starts the re certification and testing process.The PFA has
> ruled that as a major portion of the plane has been replaced, the
> port wing and the complets cage, it should be treated as a new
> plane and start the checking from scratch.
>
> Heigh ho!. Still she looks very smart and the girlie art looks good.
>
> Cheers
>
> Pat
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
Rich,
In addition to richening by raising the needles as Jack suggested, pull
the air filters off and make sure the carb slides are opening at the
same time. Close the throttle all the way and put a long sharp pencil
under the lip of both slides so they are inline with each other. When
the throttle is opened the pencils should move exactly together.
By the sound of the trim issue, even if you solve the rough engine
problem, I don't think I would fly it either.
Where in PA is it headed?
Denny Rowe
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Friday, July 27, 2007 12:36 PM
Subject: Kolb-List: Hirth 2703
Anyone out there flying a Hirth engine?
Here's the deal, guys. I have a Challenger II Clip Wing in the hangar
that I'm supposed to fly to PA next week. I have absolutely no
experience with the Hirth and the thing is unsettling to say the least.
I could not, in the hour I've flown it so far, keep the CHT and EGT
alarms on the Stratomaster from going off. The CHT alarm is set for 500
degrees and the EGT at 1300.
Yep, you read those numbers right.
I took it around the pattern three times before a short cross country
flight. During those, I could keep the CHT's under 400 in climb, and
they came right back down when I cut throttle at the threshold on down
wind. After I completed the roll out they were back down to 250 or so.
When I flew over to my friend George's house, about 15 miles away, the
CHT's were running 512 and 549 and the EGT's were 1225 and 1252 by the
time I over flew the pattern back here at home.
The engine will not hold a throttle setting. The owner had attributed
this to throttle linkage that wouldn't hold, but I kept my thumb on it
the entire flight and I know the throttle did not move, at least on my
end of the linkage. It never throttled up, once a setting was made the
RPM would not climb uncommanded, but it would bog down several hundred
RPM with my thumb holding the throttle in place. A tap on the throttle
would bring it back up, but then in a few minutes it would bog again. A
couple of times I would have sworn it was going to sieze, but it
responded to the throttle and came back up to nice smooth running again.
I've got a feeling this POS is going to PA by trailer at this point.
Did I mention I had the stick almost full forward the entire flight?
I'm only 20 pound lighter than the owner and I would swear I had all 20
pounds pushing forward on the stick the whole time in the air.
After today, I really LOVE my Kolb and Rotax.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
-------------------------------------------------------------------------
-----
7/27/2007 6:08 AM
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
How 'bout posting a pic of the 'girlie art'?
Hi Russ,
i think that is pushing the envelope of my computer skills but I will
try. Planning to run the engine tomorrow if the promised weather window
materialises. I think that is pushing things as we have had a reasonable
day today which enabled me to get the plane here on an open trailer and
the way the weather is at the moment two consecutive days without
pouring rain is too much to expect.
You may know that a large swath of the middle of England is under
floodwater. thousands of homes are flooded with people sleeping in
schools, council buildings etc. Thousands are without drinking water.
Millions of litres of water have been distributed and there are bowsers
on many city streets. It is going to be months before some of the houses
can be reoccupied. More heavy rain for my area is forecastr for Sunday.
Greece and Italy are having fires ignited by a ferocious heat wave and
people are dying of heatstroke and dehydration. My brother in law was in
Gambia in May and the village he stayed in is now under 4 ft of water
from torrential rain.The weather seems to be cocked up everywhere.
Heaven help a sailor on a night like this.
Cheers
Pat
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Re; Hirth 2703 |
Jack, According to the previous owner, this aircraft has made several multi
hundred mine cross country flights, so I'm not sure a 15 mile cross country
counts as 2 stroke abuse. Had there been an airfield or anything I thought I
could have done a precautionary landing in without risk to the aircraft I
would have most happily done so. In a conversation with the previous owner
this evening he told me he sometimes sees CHT's as high as 480 on a long
climb. Wish he'd told me that, rather than all the book values he gave me
for engine parameters. Oh, well.
As far as Hirth goes, the market place has spoken, as all the talking head
economists on the noise say.
On 7/27/07, Jack B. Hart wrote:
>
>
> Rick,
>
> Sounds like two cycle engine abuse. Why didn't you put it back on the
> ground and raise the needles? Are you trying to give Hirth a bad name?
>
> Jack B. Hart FF004
> Winchester, IN
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
On Jul 27, 2007, at 7:32 PM, Richard Girard wrote:
> Eastern PA around the reading area.
Richard,
Now you are really getting close to our neck of the woods. 08N
Keller Bros is a nice Ultralight friendly airport just west of Reading.
Please let us know when you pass through central Pa and if we can be
of any help.
Gene
________________________________________________________________________________
| From: | DBforfun(at)aol.com |
| Subject: | Re: Rotax 912 installation on a Mark III |
Hi all
I have a Mark III C and I just purchased a 912 ULS to install on it. I
would like to communicate with those who have already installed a 912 on their
Kolb. I would like to see any picture of your installation and any other info
you have or things to be aware of when doing the installation.
Also what prop are you using?
Prop extension?
Muffler
Thanks in advance
Dan
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Wade Lawicki" <wlawicki(at)yahoo.com> |
Ray,
Herbs right , you can buy the acid at home depot or a pool store. I take
the jug off before I acid so I don't drip any in the case, you have to take it
off anyways to hone or replace. try not to get it on ANY aluminum you don't
want damaged. It will stop foaming when all the aluminum is gone from cylinder.
Fly Safe,
Wade
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126014#126014
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Overhead Panel |
Good idea about the overhead panel.
Ron
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
This is the ongoing attempt to get a decent video uploaded. This time
the camera is mounted on foam on a shaft at the back of the cage. It
actually came out fairly well, however I am not sure what is happening
during the upload. The master is not pixilated. It was taken early in
the morning and I am headed East for much of the way. The short clip
with the car in the sage is what caused a power glitch the night before.
All that emptiness and wouldn't you know the poor sucker centered a
telephone pole.
Larry C
http://video.google.com/videoplay?docid=8212948309191293544
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: Overhead Panel |
Thanks, Ron.
And I'm working on an even better idea, as we speak. ....stay tuned,
as they say!
Mike in SW Utah
From: Ron <captainron1(at)cox.net>
Subject: RE: Kolb-List: Re: Overhead Panel
Date: Sat, 28 Jul 2007 13:07:26 -0700
Good idea about the overhead panel.
Ron
_________________________________________________________________
http://newlivehotmail.com
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 05:07 PM 7/28/2007, you wrote:
>This is the ongoing attempt to get a decent video uploaded. This
>time the camera is mounted on foam on a shaft at the back of the
>cage. It actually came out fairly well, however I am not sure what
>is happening during the upload. The master is not pixilated. It was
>taken early in the morning and I am headed East for much of the way.
>The short clip with the car in the sage is what caused a power
>glitch the night before. All that emptiness and wouldn't you know
>the poor sucker centered a telephone pole.
>Larry C
>
><http://video.google.com/videoplay?docid=8212948309191293544>http://video.google.com/videoplay?docid=8212948309191293544
>
Looks like you got the shaking out. Have you put the wide angle lens
on it yet?
I forget if you have to manually set the focus on infinity to keep it from
trying to focus on the windscreen or the cross bars,
but you probably got that figured out by now.
Course now you'll have to do something stupid just to get the shot.
I always figured "the engine's not going to quite for the
next five minutes, and this will look really good on the video".
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Airplane trailering from East coast to midwest available |
Anybody need to ship an airplane from the east coast to the midwest. It
would be a shame to bring the trailer back empty and I'll give you a good
rate. I should be in PA by next Saturday and can pick up starting Monday
8/05.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | tail wheel alignment |
I'm new to the list,so this may be old news to the veteran kolbists.After a few
hrs the tail wheel spring begins to loosen in the tail post and allows the wheel
to lean slightly.I think I've finally got a good fix.Removed the tail spring,
sawed a horizontal cut 1/2 in deep in one side of the end of the tube,re-installed
the spring and tail wheel assy,leveled the airplane,leveled the tail
wheel then installed a two piece aluminum billet clamp bored to .875 before cutting
it in-two, drilled and tapped with 2 counter bored allen head cap screws.Clamp
is about 1/2 in thick and 1 1/2 in square.slipped it over the sawed portion
of the steel tube and tightened it down .I then redrilled the retaining bolt
hole 1 in aft of the original hole and secured it.Also lock tighted the full
swivel tail wheel assy to the spring so it will not loosen at that point.Steers
smoothly now,and is staying put.JB the carb socket guy machined it for me
G Aman MK 3C Jabiru 2200
________________________________________________________________________________
| From: | Thom Riddle <riddletr(at)gmail.com> |
| Subject: | Re: tail wheel alignment |
Gary,
Welcome to the Kolb List.
The description of your tail wheel mod is pretty good but a photo or
two would be even better. Can you do that for us?
Thom in Buffalo
________________________________________________________________________________
| Subject: | Re: tail wheel alignment |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I was reading the description, and about half way through gave up. A picture is
worth a thousand words.... A couple pictures would be great to really get an
idea of your mod.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126140#126140
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
Hi All, I`m looking to purchase a MK-3, (C or X) Kolbra or Slingshot,
that is in need of rebuild. It Must already have been N-numbered, & have
a registration & Airworthiness certificate. I am not interested in an
uncompleted plane .2 place Firestar a possibility too. Let me know if
you have anything available, location & price. Thanks, Jim
jlsk1(at)frontiernet.net
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: tail wheel alignment |
Tom.
Ill take a picture and send it to you,don't have the list photo feature figured
out yet but I'm working on it.
Gaman
Gary,
Welcome to the Kolb List.
The description of your tail wheel mod is pretty good but a photo or
two would be even better. Can you do that for us?
Thom in Buffalo
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Off To Oshkosh |
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | new pics of the Kolb suzuki project |
Any of you folks wanting to see the latest pics on my engine adaptation and some
of the problems I am running into take a look at these pics. I already tested
the link so it should work.
http://tinyurl. com/hl2oy
Ron (Arizona)
=============
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: new pics of the Kolb suzuki project |
________________________________________________________________________________
| Subject: | Re: tail wheel alignment |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
Mike,
Where is your source for the compression springs - looks like a good way to go?
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126299#126299
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
FOREWARNING - Long Post
I finally got a chance to do some more testing and jet changes. Before changing
anything, I decided this morning to find out what rpms equated to carb. piston/slide
position. I marked the throttle cable at 5 equally spaced points. Idle,
WOT, and three intermediate equally spaced places. So now I have 4 approx. equal
regions marked. I'll number the points from 1-5 with idle being #1.
As it turns out, at WOT (#5) the piston/slide is well up inside the cylinder and
the next point marked (#4) was exactly where the bottom of the piston just cleared
the top of the air intake. This means that at throttle openings between
#4 and #5 no more air is being pumped (assuming same rpm) than at WOT (#5) but
more fuel is coming in because the jet needle continues to be withdrawn from
the needle jet thus making the fuel passage larger. It seems to me that, THIS,
not the size of the main jet, is why the EGTs go down at WOT. The main jet
is an ultimate limiting factor but not the whole enchilada. BTW, at WOT I was
seeing 6600 rpm this morning in the cool weather when last time I flew in a good
bit warmer weather, I was getting 6450 rpm with the identical setup. More about
OAT in a moment.
At #4 throttle position I was seeing around 6300 rpm and about 1100F EGTs +/- 25
or so. Remember this is with the stock jetting and needles but the clip in the
lowest(richest) position. In the next leaner position I was getting over 1200F.
At #3 position I was seeing anywhere from 5500-5800 rpm and EGTs about the same
as in #4 position. This position equates to a piston/slide position of about
2/3rds open.
I suspected I would not be able to get rpm stability below this point but went
ahead and reduced throttle anyway and at the #2 position I was seeing 4800 rpm
and it was STABLE with EGTs about 1050-1100F. #2 position is when the piston
is about 1/3rd or perhaps a little more open. 4800 rpm with the current prop pitch
is the slowest engine rpm I can hold in level flight. I was surprised and
mystified at the rpm stability because I had not seen this before nor had I
seen EGTs this low at this engine speed. After flying for a total of about an
hour I landed.
After a rest it was beginning to warm up a good bit so I took off for another flight
to confirm the engine stability. At the higher OATs the engine was no longer
stable below 5500 rpm and adding the enricher did NOT help but hindered the
engine running.
I landed and changed the jet from 2.70 (stock) to 2.72 and moved the clip up to
the next leaner position (#3) instead of #4. I took off and things were looking
pretty good and the rpm stability at 4800 was back and EGTs around 1050-1000F.
I landed and changed the jet from 2.72 to 2.74.
Now the EGTs were way up to 1200F and the instability was back. This makes no sense
to me at all since the 2.74 is supposed to be richer than the 2.72 which
is supposed to be richer than the 2.70. I changed back to the 2.72 jet and #3
clip position on the stock (15K2) needle and put the airplane away for the day.
The thermals were knocking me about too much.
I'm not finished testing yet but have come to some conclusions thus far.
1) I'm beginning to doubt the EGT readings on the EIS. I did not check the plugs
after this morning's test flights so I need to do that before concluding the
EGTs are wrong.
2) This 447 sure is finicky, much more so than the 377 I had.
3) The OAT seems to make a big difference in engine stability at lower than 5500
rpm with a given jet setup.
Next step will be to change the needles from stock (15K2) to 15E5U and 11G2 which
were fixes for others with finicky 447s. If I can't get it to run right at
various OATs without changing jets for every 20 degrees F of temp change, then
I will be thinking seriously about the manual mixture control I've read about
for the Bing 54s. If I end up doing this then I'll jet for rich and lean as
I need it manually.
Thanks for any more input you might have.
Thom the Experimenter
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126383#126383
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: needles for 447 |
Excellent post, it is great to get something that you can really chew on and
think about.
Reference your idea for the manual mixture control: years ago a friend had a
Hummer with a Zenoah 250 that used a Mikuni pumper carb. Since the high
speed needle on the carb was on the pilot's side of everything, we took a
short stub of fuel hose and safety wired it to the needle for a u-joint,
then stuck a long dowel into the hose and made an extension that ran all the
way to the cockpit. Labeled the directions of twist "rich" and "lean", his
goal was to keep his EGT gauge at 1100. Never had an engine failure, and he
really liked it.
Richard Pike
MKIII N420P (420ldPoops)
From: "Thom Riddle" <riddletr(at)gmail.com>
Sent: Monday, July 30, 2007 1:51 PM
Subject: Kolb-List: Re: needles for 447
>
> FOREWARNING - Long Post
>
> I finally got a chance to do some more testing and jet changes. Before
> changing anything, I decided this morning to find out what rpms equated to
> carb. piston/slide position. I marked the throttle cable at 5 equally
> spaced points. Idle, WOT, and three intermediate equally spaced places. So
> now I have 4 approx. equal regions marked. I'll number the points from 1-5
> with idle being #1.
>
> As it turns out, at WOT (#5) the piston/slide is well up inside the
> cylinder and the next point marked (#4) was exactly where the bottom of
> the piston just cleared the top of the air intake. This means that at
> throttle openings between #4 and #5 no more air is being pumped (assuming
> same rpm) than at WOT (#5) but more fuel is coming in because the jet
> needle continues to be withdrawn from the needle jet thus making the fuel
> passage larger. It seems to me that, THIS, not the size of the main jet,
> is why the EGTs go down at WOT. The main jet is an ultimate limiting
> factor but not the whole enchilada. BTW, at WOT I was seeing 6600 rpm this
> morning in the cool weather when last time I flew in a good bit warmer
> weather, I was getting 6450 rpm with the identical setup. More about OAT
> in a moment.
>
> At #4 throttle position I was seeing around 6300 rpm and about 1100F EGTs
> +/- 25 or so. Remember this is with the stock jetting and needles but the
> clip in the lowest(richest) position. In the next leaner position I was
> getting over 1200F.
>
> At #3 position I was seeing anywhere from 5500-5800 rpm and EGTs about
> the same as in #4 position. This position equates to a piston/slide
> position of about 2/3rds open.
>
> I suspected I would not be able to get rpm stability below this point but
> went ahead and reduced throttle anyway and at the #2 position I was seeing
> 4800 rpm and it was STABLE with EGTs about 1050-1100F. #2 position is when
> the piston is about 1/3rd or perhaps a little more open. 4800 rpm with the
> current prop pitch is the slowest engine rpm I can hold in level flight.
> I was surprised and mystified at the rpm stability because I had not seen
> this before nor had I seen EGTs this low at this engine speed. After
> flying for a total of about an hour I landed.
>
> After a rest it was beginning to warm up a good bit so I took off for
> another flight to confirm the engine stability. At the higher OATs the
> engine was no longer stable below 5500 rpm and adding the enricher did NOT
> help but hindered the engine running.
>
> I landed and changed the jet from 2.70 (stock) to 2.72 and moved the clip
> up to the next leaner position (#3) instead of #4. I took off and things
> were looking pretty good and the rpm stability at 4800 was back and EGTs
> around 1050-1000F. I landed and changed the jet from 2.72 to 2.74.
>
> Now the EGTs were way up to 1200F and the instability was back. This makes
> no sense to me at all since the 2.74 is supposed to be richer than the
> 2.72 which is supposed to be richer than the 2.70. I changed back to the
> 2.72 jet and #3 clip position on the stock (15K2) needle and put the
> airplane away for the day. The thermals were knocking me about too much.
>
> I'm not finished testing yet but have come to some conclusions thus far.
>
> 1) I'm beginning to doubt the EGT readings on the EIS. I did not check the
> plugs after this morning's test flights so I need to do that before
> concluding the EGTs are wrong.
> 2) This 447 sure is finicky, much more so than the 377 I had.
> 3) The OAT seems to make a big difference in engine stability at lower
> than 5500 rpm with a given jet setup.
>
> Next step will be to change the needles from stock (15K2) to 15E5U and
> 11G2 which were fixes for others with finicky 447s. If I can't get it to
> run right at various OATs without changing jets for every 20 degrees F of
> temp change, then I will be thinking seriously about the manual mixture
> control I've read about for the Bing 54s. If I end up doing this then I'll
> jet for rich and lean as I need it manually.
>
> Thanks for any more input you might have.
>
> Thom the Experimenter
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=126383#126383
>
>
>
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Richard,
Thanks for your comments on the "home-made" manual mixture control. I'm sure it
works fine but I'm not quite that much of an experimenter so if I can't get satisfactory
results with jet/needle changes I'm looking at the one that Greenskyadventures
sells. I don't want the automatic HACman, just the manual one. For
those who have not seen this, here is a link
Manual Mixture Control for Bing 54
http://www.greenskyadventures.com/bing/manualMixPrelease.htm
Automatic Altitude Compensating Mixture Control
http://www.greenskyadventures.com/bing/hacinstall.htm
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126393#126393
________________________________________________________________________________
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: tail wheel alignment |
I hope my picture sending skills are better than my descriptions.
Thanks G.Aman
I was reading the description, and about half way through gave up. A picture is
worth a thousand words.... A couple pictures would be great to really get an
idea of your mod.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126140#126140
________________________________________________________________________________
| Subject: | Re: posting links vs pictures |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Ed in JXN wrote:
>
>
> And I do need to view attachments for work, so for those who propose blocking
attachments, that won't work either.
>
>
>
Did you not read my first suggestion ???? If you use the web based forum instead
of the antiquated email system, NONE of this will be an issue. All you need
to do is read what you like, and if you want to see an attachment you click
on the thumbnail. It does not get any eaiser than that... Why do you continue
to ignore this option ???
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126475#126475
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: posting links vs pictures |
At 06:49 PM 7/30/2007, JetPilot wrote:
>Did you not read my first suggestion ???? If you use the web based forum
>instead of the antiquated email system, NONE of this will be an
>issue. All you need to do is read what you like, and if you want to see
>an attachment you click on the thumbnail. It does not get any eaiser
>than that... Why do you continue to ignore this option ???
I don't have dialup any more, but I remember what it was like and
sympathize with those who do. Browsing the messages in a web based forum
is even worse with a slow dialup connection; it's an exercise in
agony. Using an email client is the only viable option for dialup users
who receive lots of emails, and/or who can't tie up the telephone line all
the time: the email program dials up, downloads all incoming messages at
once, and hangs up, where you can read and compose replies at your leisure
while not connected. Attachments REALLY slow this process down.
The Matronics photo share does sound pretty much a PITA, though. May I
propose an alternate: create a fee account on a picture hosting service
like photobucket.com and upload your images there... and post the link on
the bbs.
-Dana
--
--
"The budget should be balanced, the Treasury should be refilled, public
debt should be reduced, the arrogance of officialdom tempered and
controlled, and the assistance to foreign lands should be curtailed lest
Rome become bankrupt" -Cicero, 68 B.C.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
I decided to remove the pictures, it just isn't worth the hassle. I do
have one question though, If you have to receive attachments for work,
that makes it tax deductible and worth the effort of obtaining better
internet access. Could it be that I, who lives 95 miles from the nearest
grocery store have access to more amenities than you?
Hi,
I decided yesterday to make a trip down in the canyon to go fishing. I
had been wanting to do that for a long time, but weather (wind) and
other commitments kept getting in the way. The weather while hot (100)
finally calmed down a bit and looked favorable, so I packed everything
that I thought I would need into the plane for an over night trip. I was
sure that the wind would be good in the mornings with the wind coming up
in the evening as usual, so my plan was to stay overnight and come back
the next morning.
The wind was calm and the canyon was deserted. I saw no one at all
any where in the canyon. I landed at an old cabin with a dirt floor and
set up camp. Then I went to the river to do a bit of fishing. I caught
both Bass and Channel Cats on a little Panther Martin lure. One of the
Bass was only about 6 inches long and he had managed to get the lure so
far down his throat that I couldn't release him so I tossed him on the
bank to use for "cut bait".
I had gotten snagged on something out in the River and did not want to
lose my lure so I stripped down and waded out to retrieve it. The water
was really nice and I managed to get the lure back without going in over
my head. It seemed like a good idea, so I put every thing on the bank
and went swimming for a while. A deer came down to the river to drink as
I was working my way up river. The current was only about 3 miles per
hour and very comfortable. The river is mostly fairly shallow with pools
here and there. I floated the 200 yards or so that I had gone up the
River, back to the spot that I left every thing. I went back to the deep
pool and filleted the small Bass and tossed a chunk of it in the river
with a slip bobber. I was preparing to get comfortable and discovered
that the bobber had disappeared. I of course missed that one, but
decided that I had better get serious. It was 12:30, hot as could be,
and I couldn't keep fish off the bait. I of course missed a lot of the
bites since I was using a small bait hook, but not all of them. I
finally quit because I was catching so many of them.
Since I couldn't catch any more fish, I decided to go for a walk up to
the fast water and refill my water bottles. I had brought a "Sweetwater"
filter pump with me because I knew that I was going to need more water
than I could carry. Some Crystal lite packets made the water taste good
even though it was pretty warm. I had returned back to where I had been
fishing and watched a Coyote prospecting the river bank trying to fish.
He was pretty wet and apparently had been trying to catch some of the
Carp basking near the shore.
I finally decided that the fish would spoil if I stayed over night
and the wind had not come up as I had feared that it would, so I went
back, broke camp, and started cleaning fish. I got every thing squared
away by 7 PM and although the wind was blowing the opposite direction
that I wanted to go, took off heading home. Once I got a bit of altitude
the wind changed and gave me the assist that I thought it would. I had
as much as a 20 MPH boost in some of the areas. I made it home in good
time, and although the landing was pretty interesting due to the wind,
got the plane tucked away in the hanger with no problem.
Larry
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: posting links vs pictures |
X-mailer: Pegasus Mail for Windows (4.41)
> Did you not read my first suggestion ????
And why are you so insistent that you be listened to and obeyed?????
(see...one more question mark than you....I must be more insistent,
eh?) Play nice. Not everyone has the luxury of being you.......
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
Great story! Sure wish I could see those pictures! :-)
On 7/30/07, Larry Cottrell wrote:
>
> I decided to remove the pictures, it just isn't worth the hassle. I do
> have one question though, If you have to receive attachments for work, that
> makes it tax deductible and worth the effort of obtaining better internet
> access. Could it be that I, who lives 95 miles from the nearest grocery
> store have access to more amenities than you?
>
>
> Hi,
> I decided yesterday to make a trip down in the canyon to go fishing. I
> had been wanting to do that for a long time, but weather (wind) and other
> commitments kept getting in the way. The weather while hot (100) finally
> calmed down a bit and looked favorable, so I packed everything that I
> thought I would need into the plane for an over night trip. I was sure that
> the wind would be good in the mornings with the wind coming up in the
> evening as usual, so my plan was to stay overnight and come back the next
> morning.
> The wind was calm and the canyon was deserted. I saw no one at all any
> where in the canyon. I landed at an old cabin with a dirt floor and set up
> camp. Then I went to the river to do a bit of fishing. I caught both Bass
> and Channel Cats on a little Panther Martin lure. One of the Bass was only
> about 6 inches long and he had managed to get the lure so far down his
> throat that I couldn't release him so I tossed him on the bank to use for
> "cut bait".
>
> I had gotten snagged on something out in the River and did not want to
> lose my lure so I stripped down and waded out to retrieve it. The water was
> really nice and I managed to get the lure back without going in over my
> head. It seemed like a good idea, so I put every thing on the bank and went
> swimming for a while. A deer came down to the river to drink as I was
> working my way up river. The current was only about 3 miles per hour and
> very comfortable. The river is mostly fairly shallow with pools here and
> there. I floated the 200 yards or so that I had gone up the River, back to
> the spot that I left every thing. I went back to the deep pool and filleted
> the small Bass and tossed a chunk of it in the river with a slip bobber. I
> was preparing to get comfortable and discovered that the bobber had
> disappeared. I of course missed that one, but decided that I had better get
> serious. It was 12:30, hot as could be, and I couldn't keep fish off the
> bait. I of course missed a lot of the bites since I was using a small bait
> hook, but not all of them. I finally quit because I was catching so many of
> them.
>
> Since I couldn't catch any more fish, I decided to go for a walk up to
> the fast water and refill my water bottles. I had brought a "Sweetwater"
> filter pump with me because I knew that I was going to need more water than
> I could carry. Some Crystal lite packets made the water taste good even
> though it was pretty warm. I had returned back to where I had been fishing
> and watched a Coyote prospecting the river bank trying to fish. He was
> pretty wet and apparently had been trying to catch some of the Carp
> basking near the shore.
> I finally decided that the fish would spoil if I stayed over night and
> the wind had not come up as I had feared that it would, so I went back,
> broke camp, and started cleaning fish. I got every thing squared away by 7
> PM and although the wind was blowing the opposite direction that I wanted to
> go, took off heading home. Once I got a bit of altitude the wind changed and
> gave me the assist that I thought it would. I had as much as a 20 MPH boost
> in some of the areas. I made it home in good time, and although the landing
> was pretty interesting due to the wind, got the plane tucked away in the
> hanger with no problem.
> Larry
>
> *
>
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: new pics of the Kolb suzuki project |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would have liked to see the pictures, but could not see any :( Once I clicked
on the URL, it asked me to log into yahoo, which I did. Then it asked me to
join the group, and await for approval, that is when I gave up.
If I have to sign in, sign up to join, then wait for the pictures, its just not
worth looking. It would be so much better had you just attached some pictures
to your post.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126668#126668
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Great video Larry, I am looking foward to seeing the rest of them.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126672#126672
________________________________________________________________________________
| Subject: | Kolb tail movement ??? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Anyone ever look back in their Kolb and see the tail moving around a bit in the
airstream ??? Not a lot, but just a barely preceptibe, fiarly slow movement
as you fly...
I am positive this is normal, since I have seen the tail on my friends plane move
much more upon startup, but it still gets your attention.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126673#126673
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: new pics of the Kolb suzuki project |
Picasa is one of many free, web-based photo sharing sites that don't require
the viewers to login or register.
-- Robert
On 7/31/07, JetPilot wrote:
>
>
> I would have liked to see the pictures, but could not see any :( Once I
> clicked on the URL, it asked me to log into yahoo, which I did. Then it
> asked me to join the group, and await for approval, that is when I gave up.
>
> If I have to sign in, sign up to join, then wait for the pictures, its
> just not worth looking. It would be so much better had you just attached
> some pictures to your post.
>
> Mike
>
>
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
Using Jeff Nelson's http://www.popac.com site, I found an exhaustive
article on acrylic window repair:
http://www.popav.com/ListNewsArticleDtl.asp?id=294
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: new pics of the Kolb suzuki project |
Ok I am going to try again to attach them. Didn't know you had to join up to see
pictures.
Ron
=============================
---- JetPilot wrote:
============
I would have liked to see the pictures, but could not see any :( Once I clicked
on the URL, it asked me to log into yahoo, which I did. Then it asked me to join
the group, and await for approval, that is when I gave up.
If I have to sign in, sign up to join, then wait for the pictures, its just not
worth looking. It would be so much better had you just attached some pictures
to your post.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could have
!!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126668#126668
--
kugelair.com
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: Seaplane base |
That's plane purity Steve......Great place for a Firefly......Good Planning
stephen
firefly
DO Not Archive
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "Wade Lawicki" <wlawicki(at)yahoo.com> |
Thom,
We at our hanger keep a set of new single egt and cht gauges on hand just
to verify that the ones installed are accurate!!! they are notorious for being
up to 400 degrees off!!! I have chased my tail more than once only to find
it is the gauge and nothing mechanical. Its worth the effort to out rule it
first.
Fly Safe,
Wade
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126742#126742
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | new pics of the Kolb skip over this msg it has PIX |
I have 5 pix of the work. I took about 20.
Notice how much the drive coupler is protruding through the flywheel. This is exactly
how too long it is.
Its being ground down in the shop now so if there are no screw ups I can try assembly
tomorrow. It is one tough looking RDU though, supposedly rated for up to
140 Hp.
Ron
=========================
---- JetPilot wrote:
============
I would have liked to see the pictures, but could not see any :( Once I clicked
on the URL, it asked me to log into yahoo, which I did. Then it asked me to
join the group, and await for approval, that is when I gave up.
If I have to sign in, sign up to join, then wait for the pictures, its just not
worth looking. It would be so much better had you just attached some pictures
to your post.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126668#126668
--
kugelair.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Got back from OSH yesterday. Spent 10 days and 9 nights sleeping on the ground.
Thank God I can still do it comfortably.
Flew 23.2 hours.
Burned 116.4 gal fuel.
Traveled 1,907.04 sm.
Had a ball!!!
Got to spend the entire week with the Kolb gang in the Kolb trailer. Was great
to be able to enjoy their company for a week.
Spent the night flying north at Washinton, IN. RON Washington, IN, on the way
home.
Here are a few photos I took during the flight up and back.
This is a huge drag line in Kentucky on a reclaimed coal strip mine. Never really
knew how large they were until I landed on the gravel road next to it, and
taxiied up under the operator's cab. Estimate the main boom is over 300 feet
long.
The other photos are Lake Michigan. I flew down the lake after the wind shifted
out of the SE, the direction I wanted to fly to fly across it and land in Michigan,
60 miles away. The flight from Manitowoc, WI, to Ludington, MI, would
be directly over the ferry route. I also had on a PFD, just in case. Instead,
I flew the lake off shore down to Gary, IN, right past downtown Chicago, IL.
Was a very beautiful and exciting flight over 180 sm of water instead of 60.
;-) I am mighty proud of my little mkIII and its 912ULS.
I'll probably have to spread these photos out over several posts. There are 16
of the many I took on this flight.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126795#126795
Attachments:
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http://forums.matronics.com//files/0001_02_110.jpg
http://forums.matronics.com//files/0001_01_105.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
More pictures.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126797#126797
Attachments:
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http://forums.matronics.com//files/0001_08_136.jpg
http://forums.matronics.com//files/0001_06_193.jpg
http://forums.matronics.com//files/0001_05_793.jpg
http://forums.matronics.com//files/0001_04_735.jpg
http://forums.matronics.com//files/0001_03_979.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Mo' photos.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126799#126799
Attachments:
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http://forums.matronics.com//files/0001_11_184.jpg
http://forums.matronics.com//files/0001_12_114.jpg
http://forums.matronics.com//files/0001_14_414.jpg
http://forums.matronics.com//files/0001_13_756.jpg
http://forums.matronics.com//files/0001_15_137.jpg
http://forums.matronics.com//files/0001_16_565.jpg
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Who would ever think you could have so much fun with a little Kolb airplane.
The reward is well worth the effort to complete the airplane.
John W and I flew the Owyhee River Canyon in May. The vids are good, but do not
do the flight and the canyon justice.
Larry, we need to go fishing next year. Camping out on the river bank, cooking
and eating the fresh catch sounds like a lot of fun.
With a good sound airplane and reliable engine, the opportunities to enjoy the
beautiful, exciting country we live in, are limitless. I have just scratched
the surface of the North American Continent the last 23 years I have been exploring
it in a Kolb.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126801#126801
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Back from Oshkosh |
In a message dated 7/31/2007 7:54:41 P.M. Eastern Daylight Time,
WillUribe(at)aol.com writes:
a short video of us landing at Oshkosh and some of the Kolb airplanes flying
around the pattern.
Thanks Will. Enjoyed the video. Especially of Dick Rahill landing the
yellow Kolb.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
In a message dated 7/31/2007 9:04:26 P.M. Eastern Daylight Time,
jhauck(at)elmore.rr.com writes:
This is a huge drag line in Kentucky on a reclaimed coal strip mine. Never
really knew how large they were until I landed on the gravel road next to it,
and taxiied up under the operator's cab. Estimate the main boom is over
300 feet long.
John h,
I really enjoyed all your pics, but I can see that you liked the drag line
best (most pics & you even had to land to check it out).
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| Subject: | Wing root gap seal on FS I |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Folding/unfolding the wings on the FS I for every flight is not a big deal since
I've built a tail dolly that precludes the need to fold/unfold the tail. But,
the wing root gap seal is a bit of a PITA, especially the aft part.
My question is this:
How important is the aft half of the upper airfoil gap seal? My thought is to cut
the gap seal at about the half way point and eliminate the back/aft part but
would like to hear your thoughts on the subject before doing so.
Keep in mind that my FS I has the canister BRS sticking up high in front of the
engine which probably disturbs the airflow big time in that area anyway.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126869#126869
________________________________________________________________________________
| Subject: | Re: Wing root gap seal on FS I |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Oops! I should have posted a photo of the area I'm talking about. In the attached
photo, I'm thinking of cutting the gap seal cross wise about where the rear
most part of the BRS mount is located, and not use the part aft of that area,
leaving it open.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126872#126872
Attachments:
http://forums.matronics.com//files/197bg_rt_rear_qrtr_engine_293.jpg
________________________________________________________________________________
| Subject: | Re: Wing root gap seal on FS I |
| From: | "olendorf" <olendorf(at)gmail.com> |
My cover ends at the front of the engine. I have no problems. Maybe it would lower
my stall speed a little if it came back farther but I'm happy with it.
--------
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=126882#126882
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
John
No dragline pic! -- two sunsets & a dowtown pic --
On Jul 31, 2007, at 9:03 PM, John Hauck wrote:
>
> Got back from OSH yesterday. Spent 10 days and 9 nights sleeping
> on the ground. Thank God I can still do it comfortably.
>
> Flew 23.2 hours.
>
> Burned 116.4 gal fuel.
>
> Traveled 1,907.04 sm.
>
> Had a ball!!!
>
> Got to spend the entire week with the Kolb gang in the Kolb
> trailer. Was great to be able to enjoy their company for a week.
>
> Spent the night flying north at Washinton, IN. RON Washington, IN,
> on the way home.
>
> Here are a few photos I took during the flight up and back.
>
> This is a huge drag line in Kentucky on a reclaimed coal strip
> mine. Never really knew how large they were until I landed on the
> gravel road next to it, and taxiied up under the operator's cab.
> Estimate the main boom is over 300 feet long.
>
> The other photos are Lake Michigan. I flew down the lake after the
> wind shifted out of the SE, the direction I wanted to fly to fly
> across it and land in Michigan, 60 miles away. The flight from
> Manitowoc, WI, to Ludington, MI, would be directly over the ferry
> route. I also had on a PFD, just in case. Instead, I flew the
> lake off shore down to Gary, IN, right past downtown Chicago, IL.
> Was a very beautiful and exciting flight over 180 sm of water
> instead of 60. ;-) I am mighty proud of my little mkIII and its
> 912ULS.
>
> I'll probably have to spread these photos out over several posts.
> There are 16 of the many I took on this flight.
>
> --------
> John Hauck
> MKIII/912ULS
> hauck's holler, alabama
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=126795#126795
>
>
> Attachments:
>
> http://forums.matronics.com//files/0001_02_204.jpg
> http://forums.matronics.com//files/0001_02_110.jpg
> http://forums.matronics.com//files/0001_01_105.jpg
>
>
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
John
Finally got the drag line pix -- awesome!
You averaged 82MPH on your trip @ 5GPH -- that ULS is some engine
Fair winds,
Russ
________________________________________________________________________________
| Subject: | Re: needles for 447 |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I also fly with a Rotax 447, and it is rock solid stable at any RPM. I can set
it at 4700 and it will run there all day long, never any of the surging or other
problems mentioned by Thomas. EGT and CHT are fine no matter what RPM I
run the engine at.
It really sounds like a carb probem, or something more serious than just needle
settings Thomas. Check all other possibilities, you will probably be kicking
yourself for doing all this methodical testing of different needles and jets
just to find out it did not matter because of an air leak or other problem.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126921#126921
________________________________________________________________________________
| Subject: | Re: Wing root gap seal on FS I |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Thanks, guys. That is what I figured. Mine will be shortened soon.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126956#126956
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Back from Oshkosh |
due to the two mustangs crashing. >>
Hi Will,
do you know which Mustangs?
I flew Crazy Horse with Lee Lauderbeck a few years ago at Kissimmee. The
highlight of my flying career.
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Hi John,
Lovely pics of the Chicago waterfront. I know it well from my Microsoft
Simulator.
I was never ever able to pull off the landing at Meiggs Field until I had
actually stood on the Pier and watched the planes approaching.. When I tried
the simulator the next time it worked, no problem. Microsoft pics. are not
as good as yours.
Pat
________________________________________________________________________________
| From: | "tommy thompson" <soar8hours(at)yahoo.com> |
I have a Kolb Firestar II with Rotax 447 that's 12 years old :D Check out my
blog to see the dolly I designed & made for it. I dislike the full canopy right
now in the summer heat [Crying or Very sad] I've made a windscreen [Wink]
I also have a set of snow ski's for my Kolb #1044 [Idea] But we don't get hardly
any snow here in upper NC anymore [Question] Global warming [Question]
Naah... I think maybe the sun is just getting hotter [Exclamation] Or the
earth is getting closer to the sun [Shocked] I had tinted canopies on the sailplane
I use to own. That and airvents are a needed item as well. This is my first
post to this group. Peace [Wink]
www.tommythompson.blogspot.com
--------
www.tommythompson.blogspot.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127000#127000
________________________________________________________________________________
| From: | flymichigan(at)comcast.net |
| Subject: | Re: Back from Oshkosh, P51s' accident |
________________________________________________________________________________
| From: | Eugene Zimmerman <etzim62(at)earthlink.net> |
| Subject: | Re: Back from Oshkosh, P51s' accident |
On Aug 1, 2007, at 4:57 PM, flymichigan(at)comcast.net wrote:
>
>
Welcome to the matronics glitch.
Please try again.
________________________________________________________________________________
| Subject: | Oshkosh 2007 - What a Trip! |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
What a Trip!!
I got home last night at 7:50pm after 6 days and 5 nights of fun.
I had 2 days at Oshkosh 2007 and had a great time with Donnie, Travis, Dennis,
Iziek and Bruce of TNK.
I landed at the most northern airport in the Contiguous USA, Northwest Angle, MN
(58MN), visited the State Capitol Buildings at Bismark, ND and Pierre, SD.
I flew 33.0 hours
Burned 184.8 gallons of fuel.
Flew 2,458 nm.
I had another great time. Photos and videos to follow.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127013#127013
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http://forums.matronics.com//files/img_0306_211.jpg
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http://forums.matronics.com//files/img_0328_965.jpg
http://forums.matronics.com//files/img_0360_199.jpg
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: New to the list |
I like your blogspot. Welcome aboard.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "tommy thompson" <soar8hours(at)yahoo.com>
Sent: Wednesday, August 01, 2007 4:48 PM
Subject: Kolb-List: New to the list
>
> I have a Kolb Firestar II with Rotax 447 that's 12 years old :D Check
> out my blog to see the dolly I designed & made for it. I dislike the full
> canopy right now in the summer heat [Crying or Very sad] I've made a
> windscreen [Wink] I also have a set of snow ski's for my Kolb #1044
> [Idea] But we don't get hardly any snow here in upper NC anymore
> [Question] Global warming [Question] Naah... I think maybe the sun is
> just getting hotter [Exclamation] Or the earth is getting closer to the
> sun [Shocked] I had tinted canopies on the sailplane I use to own. That
> and airvents are a needed item as well. This is my first post to this
> group. Peace [Wink]
> www.tommythompson.blogspot.com
>
> --------
> www.tommythompson.blogspot.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=127000#127000
>
>
>
________________________________________________________________________________
| From: | flymichigan(at)comcast.net |
| Subject: | Re: Non-Kolb related |
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Kolb Tailwheel Springs |
Today I received the compression type tailwheel springs ordered from Aircraft
Spruce.
On comparison with the original Kolb springs they appear to be much stiffer
and heavier.
I know how to make my own springs, as some on the list have done in the past.
Before I return them and make my own, is/has anyone ever used the springs
from Aircraft Spruce? And with what results? Although much heavier weight wise,
would the additional stiffness be of any advantage control wise?
John Ratcliffe
Mark3X
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Registration to Inspection Time Laps |
When I register my build, is there any limit on the amount of time between
registration and getting the plane inspected?
John Ratcliffe
Mark3X
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Tailwheel Springs |
|
| Before I return them and make my own, is/has anyone ever used the
springs
| from Aircraft Spruce? And with what results? Although much heavier
weight wise,
| would the additional stiffness be of any advantage control wise?
|
|
| John Ratcliffe
John R:
I use compression springs from Maule Aircraft. Used them with the 6"
solid tire and 8" Tundra Tailwheel.
Been using these for years. I prefer them over the feel I get when I
fly the factory Kolbs with soft springs.
john h
________________________________________________________________________________
| Subject: | The Truth about the SP-LSA rule |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Not explicitly Kolb related but worth reading.
I just got the following from a reliable source. So those of you who think that
the FAA will not be enforcing the new rule after the deadline may want to re-think
that a bit. The whole justification for the SP/LSA (and only way it could
be sold to the FAA) was to regulate the illegal, unregistered heavy UL type
aircraft and un-certificated pilots.
Here it is:
Letter from Earl Lawrence
EAA Vice President Industry and Regulatory Affairs
(920) 426 6522
Dear .....:
This is a good question and you have not seen an answer because the answer is;
"Because that is the way it is."
Of course there is more to the story and I will share my opinions as an individual
who worked with the FAA on this rulemaking from 1994 until today. But, I
must stress it is just that my opinion/perspective not necessarily the facts,
not because there are not facts but because with many things in life there are
many perspectives of the situation.
First when looking at your question you need to remove yourself from any current
realities or perspectives of the rule as it is today. You need to look at the
rule from how it was proposed, or the "selling points" needed to get a new
rule.
Foremost in looking at this question one must understand that the new rule has
NOTHING (I cannot stress this enough) to do about a simpler pilot certificate.
You read that correct. The proposal has nothing to do at all about a simpler
pilot certificate or a no medical certificate.
If one had proposed rulemaking on a simpler easier pilot certificate the FAA,
the DOT, NTSB, and most pilot groups would have opposed the proposal (including
pilot and instructor associations). There are many who still believe that there
should not be a sport pilot certificate and everyone should get a private
pilot certificate.
Now do not get me wrong. EAA did see the potential of this new rule to get more
people in the air, but if we have used that point at all, the SP/LSA rule would
have NEVER been considered.
If you notice during the years we worked on the proposed rule, there was lots
of pictures of very open ultralights shown in magazine articles and other promotional
materials. This was by design.
The campaign to get the rule was about getting "these untrained and undocumented
dangerous ultralight pilots out of the air." This was an argument that FAA,
NTSB, DOT, Homeland Security and Congress was very interested in.
The sport pilot rule was written to create a pilot certificate for ultralight pilots
because they were unregulated at the time. If we had shown pictures of
aircraft with closed cockpits, the powers that controlled the process would have
said "that is a REAL airplane" and they need a "real" pilot certificate.
So those of us who were trying to get the new rule passed spent time convincing
the authorities that the new Sport Pilot was not going to be flying a "real"
airplane, so that we could get the rule passed.
Also, we needed to convince the government that this was NOT about a pilot certificate
without a medical. We had to be able to show that a large number of current
pilots were NOT going to drop their medical and fly as sport pilots as
that would be "a reduction in safety" and FAA, DOT, NTSB would oppose such a move.
The original proposal was for aircraft that were no more than 600 pounds, then
over time the weight increased to 900, 1232, and finally 1320. The last change
was literally in the dark of night by friends of EAA and sport aviation who
understood that we really did want a alternative to the private pilot license,
but we could not say that publicly or even to our fellow pilot associations
as it would have been opposed.
One has to understand that EAA had to work VERY hard to get the industry associations
to not oppose the Sport pilot rule. Many of the traditionalists saw the
rule as a threat and a step backward for aviation.
So the argument all along was to create a pilot certificate and aircraft certification
category to regulate the "illegal ultralights and pilots."
If the industry or many in government had understood our alternative reasons for
the rule, the proposal would have been dead on delivery.
We have sport pilot today because we have good friends in the FAA, particularly
the Administrators that oversaw this effort, and EAA could manage to keep industry
from opposing the effort. We did this by campaigning on an "increase of
safety and regulation for ultralights," not a reduction of safety for current
pilots and aircraft. (note: To many in government Regulation and safety is one
in the same)
Because of these arguments and the need to separate this rulemaking effort from
"reducing regulation/safety of current pilots and aircraft"
and convincing everyone that this was an "increase of regulation/safety for ultralights,"
it was necessary to ensure that no large groups of existing aircraft
would fall into the new category.
The sport pilot certificate was sold on the basis that an "ultralight" pilot was
going to use this certificate to fly an aircraft with no radios and no instruments,
day VFR, in G airspace, carrying one passenger.
So it was necessary to exclude as many current pilots and aircraft in order to
get the regulation passed. (Blame it on politics, but that is the real world.)
Regarding affordability, current pilots say that the new regulation did not result
in any improvements in affordability. The facts are the new aircraft are
less than half the cost of a comparative new (Its not fair to compare a 1950
aircraft with a 2007 aircraft) type certificated aircraft and the sport pilot
certificate is less than half the cost of a private pilot certificate. So for
the new person getting involved in aviation has become more accessible.
The big problem today is access to a Light Sport Aircraft. EAA understands this,
but we had to start somewhere. Every day more light sport aircraft are produced
and sold, which means everyday there is more opportunity to own one.
There are currently over 50 models of new light sport aircraft for sale. Used aircraft
are starting to come up for sale at considerable lower cost than new aircraft.
It is expected that Cessna will soon start to produce a light sport aircraft.
Cessna pilot centers will start to have aircraft to train new sport pilots in,
and like it was in the 1970's these aircraft will be sold after a couple of years
to the students at much reduced costs as used airplanes as the Centers must
purchase new aircraft every two years.
As you may noticed, this is all about the future. The rule was written about
the future and not current pilots and aircraft. Again if that had been the proposal,
there would be no new rule.
For existing pilots, sport pilot does not offer a tremendous amount of benefit
as they have already made the investment in training and possibly in an aircraft
purchase. This is about the future and getting new pilots and new aircraft
into the system.
I hope this helps with understanding how we arrived at the current situation.
Sincerely,
Earl Lawrence
EAA VP Industry and Regulatory Affairs
(920) 426 6522
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127060#127060
________________________________________________________________________________
| Subject: | Re: Wing root gap seal on FS I |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Ray,
I don't know about others, but the lower camber of the wing over the cage is wide
open and air enters over the full enclosure windshield, below the leading edge
of the gap seal and escapes wherever it can, which is currently below the
wings just above the cage, if that is a low pressure area. If anything, I would
think that opening up the top aft half of the wing there, will allow better
airflow through that area.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127062#127062
________________________________________________________________________________
| Subject: | Re: Wing strut vibration |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Larry and All,
I had the same lift strut harmonic vibration on the Kolbra when I did the first
few flights with the streamlined plastic fairings on. It would only occur at
a very narrow airspeed band about 90 mph. I installed the TNK fairings and have
never had the vibration again.
As for the angle the fairings were set at, I just eyeballed them to and angle that
looked okay.
John Williamson
Arlington, TX
Kolbra, 912ULS, 1,463 hours and counting
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127079#127079
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Kolb Tailwheel Springs |
John
I use the Aircraft Spruce compression springs. I have fitted them loose
so that they don't add stress to the rudder system. The springs give you
the ability to more positively control the plane. The most important
feature is that a cross wind will not allow these springs to deflect to
the point were the tail wheel will unlock to full swivel as long as you
maintain control of the rudder. Yes I like them. You may have to adjust
the geometry a bit to allow the tail wheel to unlock properly at full
rudder deflection.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: JRatcli256(at)aol.com
To: Kolb-List(at)matronics.com
Sent: Wednesday, August 01, 2007 8:01 PM
Subject: Kolb-List: Kolb Tailwheel Springs
Today I received the compression type tailwheel springs ordered from
Aircraft Spruce.
On comparison with the original Kolb springs they appear to be much
stiffer and heavier.
I know how to make my own springs, as some on the list have done in
the past.
Before I return them and make my own, is/has anyone ever used the
springs from Aircraft Spruce? And with what results? Although much
heavier weight wise, would the additional stiffness be of any advantage
control wise?
John Ratcliffe
Mark3X
-------------------------------------------------------------------------
-----
lcom30tour/?ncid=AOLAOF00020000000982"
href="http://discover.aol.com/memed/aolcom30tour/?ncid=AOLAOF00020000
000982" target="_blank">AOL.com.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Wing strut vibration |
My vibration is in the 56 to 64 MPH range, or most likely all through all
the speed that I can stay in the air. I notice it most in the 6000 rpm
range. I also had it without the plastic cover so I am sure that it is just
that the round struts do not have the rigidity that the streamlined metal
ones do. Thanks for the help. Now for some creative financial planning.
Larry C
----- Original Message -----
From: "John Williamson" <kolbrapilot1(at)tx.rr.com>
Sent: Wednesday, August 01, 2007 8:41 PM
Subject: Kolb-List: Re: Wing strut vibration
>
>
> Larry and All,
>
> I had the same lift strut harmonic vibration on the Kolbra when I did the
> first few flights with the streamlined plastic fairings on. It would only
> occur at a very narrow airspeed band about 90 mph. I installed the TNK
> fairings and have never had the vibration again.
>
> As for the angle the fairings were set at, I just eyeballed them to and
> angle that looked okay.
>
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS, 1,463 hours and counting
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.tx.rr.com/kolbrapilot
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=127079#127079
>
>
>
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Non-Kolb related |
Hi there,
re Mustang crash. Neither of your posts came through.
Try again
Pat
________________________________________________________________________________
| From: | JRatcli256(at)aol.com |
| Subject: | Re: Kolb-List Digest: 42 Msgs - 08/01/07 |
Rick,
Positive control is most desirable.
Unfortunately, I don't understand the operation of the new tailwheels
lock/unlock feature or adjustments
in the first place.
What geometry may I need to adjust so it will swivel at full rudder
deflection.
Thanks
John Ratcliffe
Mark3X
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| Subject: | wheel pants for 6.00-6 tires |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Kolbers,
Our Allegro had another (6th or 7th) flat tire this week. They are junk tires on
good 6" rims with nice wheel pants. We are going to replace the main tires with
real aircraft tires. Unfortunately, the stock wheel pants will not accommodate
6.00-6 real aircraft tires because they are too narrow.
I am looking for lightweight wheel pants that are big enough for 6.00-6 tires and
won't break the bank. Any leads will be appreciated.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127126#127126
________________________________________________________________________________
| Subject: | Re: wheel pants for 6.00-6 tires |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Thom,
I had flat tire with my Kolb all the time. So I changed my setup.
Use Michelin Airstop tubes and you won't have any more problems.
Good tire sites are Desser and Tires Unlimited. A good 6 ply should take care of
your needs and they are about $55. The one tire I used from Desser was called
a Monster tread tire. Really heavy duty. I used it with an Airstop tube and
went evey where. Never added air for 1 year. It was a great set up.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127148#127148
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
While I was at Oshkosh I had considerable discussions with the Kolb
guys. They are excited about the new option of VWs on the MKIIIC and
extra. The new engine mount offered by Kolb will make it much easer for
people to put VW engines on Kolbs. It will still be fairly involved due
to things like exhaust systems that will need to be custom built. The
major benefit is and always was reduced cost with performance about like
a 80HP 912. VW engines (new long blocks) can be had for $2000-$4000
depending on how much you do and parts selection. This will allow you to
build a engine package at a considerable savings over a Rotax 912. I
estimate the full engine package will be around $5,000-$6,000. Note! The
Kolb mount is designed for VW engines that have the Valley Redrive
(series 2 or 3) where the prop is mounted on the pulley end of the VW. A
side note is that this mount will work with some minor changes to mount
GEO engines and some other engines that need space for oil sumps.
As of today I have 11 hours on the new Valley series 3 Redrive. The new
drive is very smooth from 700 RPM idle to 3700+. There is some wear on
the belts as I see some residue on the engine after flying but the
Valley Guys report 100+ hours and the belts still look good. Also the
wear indicator shows no movement. I will keep you up to date.
Again I will caution you the VW is still in some what of a testing phase
on Kolbs so if you fly over inhospitable country you will want to 912
series Rotax on your plane.
Also The Valley Series 3 redrive requires a one inch centering hole in
the prop. The hole is necessary to access the redrive mounting bolt.
Rick Neilsen
Redrive VW Powered MKIIIC
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Wing strut vibration |
Larry, The Challenger II I have in the shop has the plastic fairings filled
with insulating foam and attached with two small screws at each end. No
harmonics anywhere in the speed range of 40 to 80.
Rick
On 8/1/07, Larry Cottrell wrote:
>
>
> My vibration is in the 56 to 64 MPH range, or most likely all through all
> the speed that I can stay in the air. I notice it most in the 6000 rpm
> range. I also had it without the plastic cover so I am sure that it is
> just
> that the round struts do not have the rigidity that the streamlined metal
> ones do. Thanks for the help. Now for some creative financial planning.
> Larry C
>
>
> ----- Original Message -----
> From: "John Williamson" <kolbrapilot1(at)tx.rr.com>
> To:
> Sent: Wednesday, August 01, 2007 8:41 PM
> Subject: Kolb-List: Re: Wing strut vibration
>
>
> >
> >
> > Larry and All,
> >
> > I had the same lift strut harmonic vibration on the Kolbra when I did
> the
> > first few flights with the streamlined plastic fairings on. It would
> only
> > occur at a very narrow airspeed band about 90 mph. I installed the TNK
> > fairings and have never had the vibration again.
> >
> > As for the angle the fairings were set at, I just eyeballed them to and
> > angle that looked okay.
> >
> > John Williamson
> > Arlington, TX
> >
> > Kolbra, 912ULS, 1,463 hours and counting
> >
> > --------
> > John Williamson
> > Arlington, TX
> >
> > Kolbra, 912ULS
> > http://home.tx.rr.com/kolbrapilot
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=127079#127079
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
--
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: wheel pants for 6.00-6 tires |
Thom, Is your Allegro an E-LSA or S-LSA?
If it's an S-LSA you cannot make this change without a letter of
authorization from the manufacturer listing your aircraft specifically by
its N number. Without the letter of authorization the aircraft's
airworthiness certificate is void.
Before someone asks, it's not just this mod, it's ANY mod to an S-LSA that
doesn't have a letter of authorization from the manufacturer of the aircraft
or whoever holds the certification packet for the aircraft.
Rick
On 8/2/07, Thom Riddle wrote:
>
>
> Kolbers,
>
> Our Allegro had another (6th or 7th) flat tire this week. They are junk
> tires on good 6" rims with nice wheel pants. We are going to replace the
> main tires with real aircraft tires. Unfortunately, the stock wheel pants
> will not accommodate 6.00-6 real aircraft tires because they are too
> narrow.
>
> I am looking for lightweight wheel pants that are big enough for 6.00-6tires
and won't break the bank. Any leads will be appreciated.
>
> --------
> Thom in Buffalo
> N197BG FS1/447
>
> --------------------
> "Blind respect for authority is the greatest enemy of truth."
> Albert Einstein
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=127126#127126
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | John Hauck's hidden slide show on the Kolb webpage |
_Click here: The New Kolb Aircraft Co._
(http://www.tnkolbaircraft.com/slideshow/slideshow.html)
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | Ben Graven <gravinus1(at)yahoo.com> |
| Subject: | Kolb Mark III Xtra For Sale.... 10,000 OBO |
Hello, I have a Kolb Xtra for sale the wings and the
tail section are assembled. Plane is ready to rig and
cover. No gauges or engine.
Plane is located in Minnesota.
If interested please send me an e-mail at
gravinus1(at)yahoo.com
Thanks Ben
________________________________________________________________________________
| Subject: | Re: wheel pants for 6.00-6 tires |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Rick,
Our Allegro is an S-LSA and you are ALMOST correct. There is one big exception
to the requirement for authorization from the factory for non-factory parts. One
may replace any factory part with a PMA'd or TSO'd functionally equivalent
part without written authorization. So far, I've had no problem getting authorization
for non-factory parts replacement, such as the gascolator and windshield,
neither of which were TSO'd or PMA'd.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127191#127191
________________________________________________________________________________
| From: | =?ISO-8859-1?Q?No=EBl_Bouchard?= <noelbou(at)vif.com> |
| Subject: | Strange fuel related problem .. |
Hello all,
I am a long time lurker and the owner, since 1999, of a 1990 "vintage"
Twinstar MK II .
I had a strange problem today with my "old faitfull" Rotax 503 with
(single) point ignition ... (yes ...)
I started the engine and then walked away a few feet to talk to a friend
(who just bought a gorgeous MK III with 912s) ...
and suddently the engine started to slow down and then stopped
completely after a few second.
... as if it would have died from fuel starvation ... Would not "take"
any throttle input ... while slowing down ...
So i checked and found that both carbs "cups" where almost empty (!)
So ... i suspected a gas pump problem (mikuni) ... did a few checks ...
checked that the gas thanks were vented properly
(yes they were) and i started again ...
The engine ran roughly probably on 1 cylinder ... stopped and checked
again and this time
only one of the carb cup was empty and the other one normal (full) ..
Then i removed and checked the part that let the gas in the carb (name
?) (needle controlled by float level)
for any debris or clogging ... and found nothing ... reassembled
everything and fired up the engine.
This time it ran fine ... ran it a 6000 RPM on the ground for ~ 1 min
with no problems ...
Stopped it and restarted a few times and did a couple more low and high
RPM run and everything seemed normal ...
So ... i took off , did a couple of circuits in the pattern and then
headed for a mechanically uneventfull but beatifull flight in the
beatifull Montreal surroundings ...
Now, i (and my friend, who previously owned this plane an flew it > 200
hrs) are just puzzled as what could have been the cause of this strange
behaviour ... ???
- Obviously not a gas pump problem as it ran fine for 1 1/2 hour after .
- Not a gas tank venting problem ... or gas filter, pump etc (as all ran
fine for the 1 1/2 flight)
So what could have caused this "trange behaviour" ?
Any hint greatly appreciated ...
Noel Bouchard
Montreal, Canada
Twinstar MK II with Rotax 503
380 Hrs
P.S. This Twinstar MK II is another living proof of the quality of the
Kolb aircrafts ... and Rotax 503 engines.
It now has well over 800 hrs. on the frame and engine. ( i am the 3th
owner) The Rotax 503 has had good maintenance and was fully rebuilt
at ~ 700 Hrs. I myself have cumulated some 380 hours of flight on this
MK II and 503 and experienced only
two small engine problems. One related to water contamination in (my
first) winter, and another due to
a mistake in a new point set installation which caused premature wear
and engine problem on 1 cyl.
In both even, the engine did not stop, but ran on one cylinder and
allowed for easy precaution landings ...
So i can say this plane and engine have been very reliable. Now i may be
lucky ;-)
________________________________________________________________________________
| Subject: | Re: Wing strut vibration |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="lcottrell"]I am getting a rhythmic vibration in my wing struts. I had
never noticed until I began trying to video out of the plane. I can stop it by
putting my hand on the strut.
Larry C
> [b]
Be very careful with that vibration, that can fatigue the ends to the point of
failure. It would take many hours, but sooner or later something is going to
let to, either the strut end, or the place on the wing that it attaches to.
My friend was flying a Flybaby, where a streamlined flying wire underneath the
wing had a high frequency vibration. It flew hundereds of hours like that until
one day it finally fatigued enough to break in the pattern on downwind. The
wing came off, fortunately my friend had a parachute on, and was thrown out
of the plane as soon as he released his belt. Those high frequency vibrations
that you can not feel can be very bad.
JettPilot
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127220#127220
________________________________________________________________________________
| Subject: | Re: wheel pants for 6.00-6 tires |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
I found 400-6 6 Ply Aero Classic Tires for LSA at desser.com. The Allegro factory
supplied 2-ply wheelbarrow tires were/are junk. The deep tread 6-ply aircraft
tires should do the trick without changing wheel pants.
www.desser.com is a good source, indeed.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127226#127226
________________________________________________________________________________
| Subject: | Re: new pics of the Kolb skip over this msg it has PIX |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Cool pictures, the engine looks HUGE !!! How many HP, how much does it weigh
?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127227#127227
________________________________________________________________________________
| Subject: | Re: The Truth about the SP-LSA rule |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
A couple problems here......
- "illegal" ultralights were _already_ regulated by the existing FARs. It is not
the case they weren't regulated prior to Sport Pilot. Anything that didn't meet
part 103 was already an "aircraft" by definition and was thus already regulated.
Ultralights were (and are) regulated under part 103.
- an appropriate regulation, if you will, for 2-seat training aircraft intended
for UL training _already_ existed prior to the promulgation of the SP rule. I'm
referring to the exemptions, which could have been incorporated into the FARs
as an SFAR (as very skillfully proposed by Jon Thornburg) and achieved the
goal of an appropriate regulatory apparatus for 2-place UL-like trainers without
the complexity and problems with the SP rule.
- as for "fat-UL's", Sport Pilot is _not_ an appropriate response to the need for
a suitable regulatory apparatus. In fact, by end of this Jan., it'll be less
appropriate than even the pre-existing rules like those for Experimental a/c,
were for fat-UL's. This suggests strongly a different motive for implementing
the rule than this one, perhaps a special interest rather than public safety
or and appropriate rule set for fat-UL's.
To sum up, the problem FAA has is not lack of regulation as is suggested here,
it's enforcement of existing regulations. FAA has _not_ fulfilled its responsibilities
in this regard and simply introducing new regulations therefore isn't
the right fix. Enforcement of existing ones would be the correct thing to do.
So, based on that, it's pretty doubtful FAA has made a major step towards fulfilling
its enforcement mandate with the SP rule...
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127262#127262
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Strange fuel related problem .. |
I would suspect a Gremlin passing through, or some air in the line.
Ron (Arizona)
=================================
---- "Nol Bouchard" wrote:
============
Hello all,
I am a long time lurker and the owner, since 1999, of a 1990 "vintage"
Twinstar MK II .
I had a strange problem today with my "old faitfull" Rotax 503 with
(single) point ignition ... (yes ...)
I started the engine and then walked away a few feet to talk to a friend
(who just bought a gorgeous MK III with 912s) ...
and suddently the engine started to slow down and then stopped
completely after a few second.
... as if it would have died from fuel starvation ... Would not "take"
any throttle input ... while slowing down ...
So i checked and found that both carbs "cups" where almost empty (!)
So ... i suspected a gas pump problem (mikuni) ... did a few checks ...
checked that the gas thanks were vented properly
(yes they were) and i started again ...
The engine ran roughly probably on 1 cylinder ... stopped and checked
again and this time
only one of the carb cup was empty and the other one normal (full) ..
Then i removed and checked the part that let the gas in the carb (name
?) (needle controlled by float level)
for any debris or clogging ... and found nothing ... reassembled
everything and fired up the engine.
This time it ran fine ... ran it a 6000 RPM on the ground for ~ 1 min
with no problems ...
Stopped it and restarted a few times and did a couple more low and high
RPM run and everything seemed normal ...
So ... i took off , did a couple of circuits in the pattern and then
headed for a mechanically uneventfull but beatifull flight in the
beatifull Montreal surroundings ...
Now, i (and my friend, who previously owned this plane an flew it > 200
hrs) are just puzzled as what could have been the cause of this strange
behaviour ... ???
- Obviously not a gas pump problem as it ran fine for 1 1/2 hour after .
- Not a gas tank venting problem ... or gas filter, pump etc (as all ran
fine for the 1 1/2 flight)
So what could have caused this "trange behaviour" ?
Any hint greatly appreciated ...
Noel Bouchard
Montreal, Canada
Twinstar MK II with Rotax 503
380 Hrs
P.S. This Twinstar MK II is another living proof of the quality of the
Kolb aircrafts ... and Rotax 503 engines.
It now has well over 800 hrs. on the frame and engine. ( i am the 3th
owner) The Rotax 503 has had good maintenance and was fully rebuilt
at ~ 700 Hrs. I myself have cumulated some 380 hours of flight on this
MK II and 503 and experienced only
two small engine problems. One related to water contamination in (my
first) winter, and another due to
a mistake in a new point set installation which caused premature wear
and engine problem on 1 cyl.
In both even, the engine did not stop, but ran on one cylinder and
allowed for easy precaution landings ...
So i can say this plane and engine have been very reliable. Now i may be
lucky ;-)
--
kugelair.com
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: new pics of the Kolb skip over this msg it has PIX |
Well I am not sure how much it weighs yet. I tell you that it didn't look that
huge to me till I stuck the RDU on it. Now it looks huge to me too. Probably the
most engined Kolb in existence. I did lift it up today as is with the RDU attached
so its not over 140 lb I think... maybe I could be stronger than I seem,,,
I guess I ought to weigh it just so we know. Ok that's the project for tomorrow.
Anyway finished installing the RDU today with the re machined drive coupling,
the fit is perfect. The HP estimate is 110 Hp, so I may need to throttle
back some while in flight, or my Kolb will turn into a delta wing. Next is
to lift up this beast and fit it onto my mount. I will use the hanger door for
that job, its electric powered so it can hoist the beast up. After all the agony
I went through I am sorta happy I am done with the RDU phase.
Ron (Arizona)
---- JetPilot wrote:
============
Cool pictures, the engine looks HUGE !!! How many HP, how much does it weigh
?
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127227#127227
--
kugelair.com
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Wing strut vibration |
That sounds like a good idea, but I am curious as to how you got the
foam all through the plastic fairing. Possibly easier than I think, but
I am used to things being harder than they sound.
Thanks
Larry C
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Thursday, August 02, 2007 9:59 AM
Subject: Re: Kolb-List: Re: Wing strut vibration
Larry, The Challenger II I have in the shop has the plastic fairings
filled with insulating foam and attached with two small screws at each
end. No harmonics anywhere in the speed range of 40 to 80.
Rick
________________________________________________________________________________
I'm getting into this discussion a little late, but having worked with muriatic
acid on swimming pools, make sure you are in a well ventilated area (preferably
outside) and upwind. Don't get any on you!
-----Original Message-----
From: Wade Lawicki <wlawicki(at)yahoo.com>
Sent: Sat, 28 Jul 2007 10:32 am
Subject: Kolb-List: Re: Seized 447
Ray,
Herbs right , you can buy the acid at home depot or a pool store. I take
the jug off before I acid so I don't drip any in the case, you have to take it
off anyways to hone or replace. try not to get it on ANY aluminum you don't want
damaged. It will stop foaming when all the aluminum is gone from cylinder.
Fly Safe,
Wade
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=126014#126014
________________________________________________________________________
________________________________________________________________________________
| From: | NealMcCann(at)aol.com |
hi fellow kolb flyers..i took a video of the chgo. lakefront the other day
from my firestar II - 503 and thought
i'd share it with yall...i sure miss meigs field..daley is a dope!
http://video.google.com/videoplay?docid=-5479816549782096550
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Strange fuel related problem .. |
it only takes the smallest hair to get caught between the fuel inlet or outlet
check valves to interfere with the low speed operation of a diaphragm pump.Do
you have a paper element filter between the tank and the pump?
I would suspect a Gremlin passing through, or some air in the line.
Ron (Arizona)
=================================
---- "Nol Bouchard" wrote:
============
Hello all,
I am a long time lurker and the owner, since 1999, of a 1990 "vintage"
Twinstar MK II .
I had a strange problem today with my "old faitfull" Rotax 503 with
(single) point ignition ... (yes ...)
I started the engine and then walked away a few feet to talk to a friend
(who just bought a gorgeous MK III with 912s) ...
and suddently the engine started to slow down and then stopped
completely after a few second.
... as if it would have died from fuel starvation ... Would not "take"
any throttle input ... while slowing down ...
So i checked and found that both carbs "cups" where almost empty (!)
So ... i suspected a gas pump problem (mikuni) ... did a few checks ...
checked that the gas thanks were vented properly
(yes they were) and i started again ...
The engine ran roughly probably on 1 cylinder ... stopped and checked
again and this time
only one of the carb cup was empty and the other one normal (full) ..
Then i removed and checked the part that let the gas in the carb (name
?) (needle controlled by float level)
for any debris or clogging ... and found nothing ... reassembled
everything and fired up the engine.
This time it ran fine ... ran it a 6000 RPM on the ground for ~ 1 min
with no problems ...
Stopped it and restarted a few times and did a couple more low and high
RPM run and everything seemed normal ...
So ... i took off , did a couple of circuits in the pattern and then
headed for a mechanically uneventfull but beatifull flight in the
beatifull Montreal surroundings ...
Now, i (and my friend, who previously owned this plane an flew it > 200
hrs) are just puzzled as what could have been the cause of this strange
behaviour ... ???
- Obviously not a gas pump problem as it ran fine for 1 1/2 hour after .
- Not a gas tank venting problem ... or gas filter, pump etc (as all ran
fine for the 1 1/2 flight)
So what could have caused this "trange behaviour" ?
Any hint greatly appreciated ...
Noel Bouchard
Montreal, Canada
Twinstar MK II with Rotax 503
380 Hrs
P.S. This Twinstar MK II is another living proof of the quality of the
Kolb aircrafts ... and Rotax 503 engines.
It now has well over 800 hrs. on the frame and engine. ( i am the 3th
owner) The Rotax 503 has had good maintenance and was fully rebuilt
at ~ 700 Hrs. I myself have cumulated some 380 hours of flight on this
MK II and 503 and experienced only
two small engine problems. One related to water contamination in (my
first) winter, and another due to
a mistake in a new point set installation which caused premature wear
and engine problem on 1 cyl.
In both even, the engine did not stop, but ran on one cylinder and
allowed for easy precaution landings ...
So i can say this plane and engine have been very reliable. Now i may be
lucky ;-)
--
kugelair.com
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Wing strut vibration |
Larry, I had vibration in the struts also but they were engine or prop harmonics.Have
you tried doing ground run-ups to check for this ?
My vibration is in the 56 to 64 MPH range, or most likely all through all
the speed that I can stay in the air. I notice it most in the 6000 rpm
range. I also had it without the plastic cover so I am sure that it is just
that the round struts do not have the rigidity that the streamlined metal
ones do. Thanks for the help. Now for some creative financial planning.
Larry C
----- Original Message -----
From: "John Williamson"
Sent: Wednesday, August 01, 2007 8:41 PM
Subject: Kolb-List: Re: Wing strut vibration
>
>
> Larry and All,
>
> I had the same lift strut harmonic vibration on the Kolbra when I did the
> first few flights with the streamlined plastic fairings on. It would only
> occur at a very narrow airspeed band about 90 mph. I installed the TNK
> fairings and have never had the vibration again.
>
> As for the angle the fairings were set at, I just eyeballed them to and
> angle that looked okay.
>
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS, 1,463 hours and counting
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.tx.rr.com/kolbrapilot
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=127079#127079
>
>
>
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Strange fuel related problem .. |
it only takes the smallest hair to get caught between the fuel inlet or outlet
check valves to interfere with the low speed operation of a diaphragm pump.Do
you have a paper element filter between the tank and the pump?
I would suspect a Gremlin passing through, or some air in the line.
Ron (Arizona)
=================================
---- "Nol Bouchard" wrote:
============
Hello all,
I am a long time lurker and the owner, since 1999, of a 1990 "vintage"
Twinstar MK II .
I had a strange problem today with my "old faitfull" Rotax 503 with
(single) point ignition ... (yes ...)
I started the engine and then walked away a few feet to talk to a friend
(who just bought a gorgeous MK III with 912s) ...
and suddently the engine started to slow down and then stopped
completely after a few second.
... as if it would have died from fuel starvation ... Would not "take"
any throttle input ... while slowing down ...
So i checked and found that both carbs "cups" where almost empty (!)
So ... i suspected a gas pump problem (mikuni) ... did a few checks ...
checked that the gas thanks were vented properly
(yes they were) and i started again ...
The engine ran roughly probably on 1 cylinder ... stopped and checked
again and this time
only one of the carb cup was empty and the other one normal (full) ..
Then i removed and checked the part that let the gas in the carb (name
?) (needle controlled by float level)
for any debris or clogging ... and found nothing ... reassembled
everything and fired up the engine.
This time it ran fine ... ran it a 6000 RPM on the ground for ~ 1 min
with no problems ...
Stopped it and restarted a few times and did a couple more low and high
RPM run and everything seemed normal ...
So ... i took off , did a couple of circuits in the pattern and then
headed for a mechanically uneventfull but beatifull flight in the
beatifull Montreal surroundings ...
Now, i (and my friend, who previously owned this plane an flew it > 200
hrs) are just puzzled as what could have been the cause of this strange
behaviour ... ???
- Obviously not a gas pump problem as it ran fine for 1 1/2 hour after .
- Not a gas tank venting problem ... or gas filter, pump etc (as all ran
fine for the 1 1/2 flight)
So what could have caused this "trange behaviour" ?
Any hint greatly appreciated ...
Noel Bouchard
Montreal, Canada
Twinstar MK II with Rotax 503
380 Hrs
P.S. This Twinstar MK II is another living proof of the quality of the
Kolb aircrafts ... and Rotax 503 engines.
It now has well over 800 hrs. on the frame and engine. ( i am the 3th
owner) The Rotax 503 has had good maintenance and was fully rebuilt
at ~ 700 Hrs. I myself have cumulated some 380 hours of flight on this
MK II and 503 and experienced only
two small engine problems. One related to water contamination in (my
first) winter, and another due to
a mistake in a new point set installation which caused premature wear
and engine problem on 1 cyl.
In both even, the engine did not stop, but ran on one cylinder and
allowed for easy precaution landings ...
So i can say this plane and engine have been very reliable. Now i may be
lucky ;-)
--
kugelair.com
________________________________________________________________________________
| Subject: | Re: chicago video |
| From: | "Jim ODay" <jimoday(at)hotmail.com> |
WOW! Awesome video. The captions are great pointing out the landmarks. Thanks
for sharing.
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127338#127338
________________________________________________________________________________
| Subject: | Re: chicago video |
| From: | nealmccann(at)aol.com |
you bet!
-----Original Message-----
From: Jim ODay <jimoday(at)hotmail.com>
Sent: Fri, 3 Aug 2007 12:42 pm
Subject: Kolb-List: Re: chicago video
WOW! Awesome video. The captions are great pointing out the landmarks. Thanks
for sharing.
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127338#127338
________________________________________________________________________
________________________________________________________________________________
| From: | =?ISO-8859-1?Q?No=EBl_Bouchard?= <noelbou(at)vif.com> |
| Subject: | Re: Strange fuel related problem .. |
Hello Ron & Gary & all :-)
Thanks for your replies ...
The air in the line may be the right answer but ... then why both empty
... then one ...
and then both ok ... ? Some debris in the pump, that maybe affected
both "sides" and then one and then went away ?
Yes there is a filter in the line and i think it is paper (and the next
thing to get replaced ...)
I will also order a pump rebuilt kit ... just to be on the safe side ...
will also give me the
opportunity to inspect it ...
But i am still poundering wether a lost gremlin might have something to
do with this ;-)
Best ...
Noel
gary aman wrote:
> it only takes the smallest hair to get caught between the fuel inlet
> or outlet check valves to interfere with the low speed operation of a
> diaphragm pump.Do you have a paper element filter between the tank and
> the pump?
>
> Ron wrote:
>
>
> I would suspect a Gremlin passing through, or some air in the line.
>
> Ron (Arizona)
> =================================
> ---- "Nol Bouchard" wrote:
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Wing strut vibration |
Larry, I didn't build the aircraft, so I can't say for sure, but the foam in
a can stuff has always spread well for me in similar applications.
Rick
On 8/3/07, gary aman wrote:
>
> Larry, I had vibration in the struts also but they were engine or prop
> harmonics.Have you tried doing ground run-ups to check for this ?
>
>
> *Larry Cottrell * wrote:
>
>
> My vibration is in the 56 to 64 MPH range, or most likely all through all
> the speed that I can stay in the air. I notice it most in the 6000 rpm
> range. I also had it without the plastic cover so I am sure that it is
> just
> that the round struts do not have the rigidity that the streamlined metal
> ones do. Thanks for the help. Now for some creative financial planning.
> Larry C
>
>
> ----- Original Message -----
> From: "John Williamson"
> To:
> Sent: Wednesday, August 01, 2007 8:41 PM
> Subject: Kolb-List: Re: Wing strut vibration
>
>
> >
> >
> > Larry and All,
> >
> > I had the same lift strut harmonic vibration on the Kolbra when I did
> the
> > first few flights with the streamlined plastic fairings on. It would
> only
> > occur at a very narrow airspeed band about 90 mph. I installed the TNK
> > fairings and have never had the vibration again.
> >
> > As for the angle the fairings were set at, I just eyeballed them to and
> > angle that looked okay.
> >
> > John Williamson
> > Arlington, TX
> >
> > Kolbra, 912ULS, 1,463 hours and counting
> >
> > --------
> > John Williamson
> > Arlington, TX
> >
> > Kolbra, 912ULS
> > http://home.tx.rr.com/kolbrapilot
> >
> >
> >
> >
> > Read this topic online here:
> >
> >
>
> *
>
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | =?ISO-8859-1?Q?No=EBl_Bouchard?= <noelbou(at)vif.com> |
| Subject: | Re: Wing strut vibration |
Hello Larry,
What about this picture ? (In attach. "shrinked to 13KB ")
But i think it's more of an optical illusion than realty ...
... but to keep this on topic, on my Twinstar MK II
the "strut shaking" definitely is related to engine harmonics
and occurs at a rather low and quite narrow band RMP ...
so it is less of a concern ...
Noel
gary aman wrote:
> Larry, I had vibration in the struts also but they were engine or prop
> harmonics.Have you tried doing ground run-ups to check for this ?
>
>
________________________________________________________________________________
| From: | Chuck Stonex <cstonex(at)msn.com> |
Nice flying video from chicago .... if you want to see some other really ni
ce video check out www.flybigbend.com from a 912 Rans S-12XL around Presid
io, Texas. LEBTFChuck
From: NealMcCann(at)aol.comDate: Fri, 3 Aug 2007 13:20:42 -0400Subject: Kolb-L
ist: chicago videoTo: kolb-list(at)matronics.com
hi fellow kolb flyers..i took a video of the chgo. lakefront the other day
from my firestar II - 503 and thought
i'd share it with yall...i sure miss meigs field..daley is a dope!
http://video.google.com/videoplay?docid=-5479816549782096550
AOL.com.
________________________________________________________________________________
| From: | =?ISO-8859-1?Q?No=EBl_Bouchard?= <noelbou(at)vif.com> |
| Subject: | Re: chicago video |
Fantastic video Neal ! Beautifull photography and great choice of music !!!
You should submit this to TNK as a promo. video ..
And ... you are not a nervous guy to fly around this city with a 503 ...
No a critic, as i would be too scared to do this in Montreal :-)
Noel
NealMcCann(at)aol.com wrote:
> hi fellow kolb flyers..i took a video of the chgo. lakefront the other
> day from my firestar II - 503 and thought
> i'd share it with yall...i sure miss meigs field..daley is a dope!
>
> http://video.google.com/videoplay?docid=-5479816549782096550
>
>
________________________________________________________________________________
| Subject: | Re: chicago video |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
Very nice! Thanks!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127363#127363
________________________________________________________________________________
| Subject: | Re: chicago video |
| From: | nealmccann(at)aol.com |
had a life jacket on, said my prayers and always kept an eye out for the une
xpected as i'm sure most of us do (although i cheated=C2-at times when i n
oticed the shore drift further away)=C2-. i made that trip and landed at m
eigs field=C2-with a bunch of guys from our club back in 2000.=C2- they
had an open house and we got a faa waiver for the flight of trikes, ultralig
hts & experimentals..what a ball!
-----Original Message-----
From: No=C3=ABl Bouchard <noelbou(at)vif.com>
Sent: Fri, 3 Aug 2007 1:42 pm
Subject: Re: Kolb-List: chicago video
lbou(at)vif.com>=C2-
=C2-
Fantastic video Neal ! Beautifull photography and great choice of music !!!
=C2-
You should submit this to TNK as a promo. video ..=C2-
=C2-
And ... you are not a nervous guy to fly around this city with a 503 ...=C2
-
No a critic, as i would be too scared to do this in Montreal :-)=C2-
=C2-
Noel=C2-
=C2-
NealMcCann(at)aol.com wrote:=C2-
=C2-
> hi fellow kolb flyers..i took a video of the chgo. lakefront the other > d
ay from my firestar II - 503 and thought=C2-
> i'd share it with yall...i sure miss meigs field..daley is a dope!=C2-
> > http://video.google.com/videoplay?docid=-5479816549782096550=C2-
>=C2-
>=C2-
=C2-
============C2-
============C2-
============C2-
=C2-
=C2-
________________________________________________________________________
AOL at AOL.com.
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="lcottrell"]
I decided to remove the pictures, it just isn't worth the hassle. Larry
> [b]
I would have liked to see the pictures, half the fun of the list is to see everyones
pictures. When I get on the Kolb List, the first things I look at are
the pictures and the videos. It is unreasonable for one person to expect everyone
else to not use the features because he is unwilling to spend the money
for broad band, or because he is unwilling to take the time to configure his email
client not to download attachments. Either excuse should not be our problem,
and should not limit the rest of the world.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127368#127368
________________________________________________________________________________
| Subject: | Re: Oshkosh 2007 - What a Trip! |
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Hi All,
Just finished the website update of this last trip.
If interested, go to:
http://home.tx.rr.com/kolbrapilot/
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127371#127371
________________________________________________________________________________
| From: | =?ISO-8859-1?Q?No=EBl_Bouchard?= <noelbou(at)vif.com> |
| Subject: | Maybe a solution to: Posting links to pictures |
Hello all !
Following this little bit of controversy about posting pictures on the
newsgroup ...
May i suggest that we all learn to use services like Flickr
http://www.flickr.com
This is a great service and best of all it is all free.
It is very easy to create a new account, upload your pictures and to
organize them in different categories
etc etc ... You cn add comments, create slide shows, etc etc ... Believe
me it's one of the great WWW app. !
Let me give you an example with my site ...
where i posted some pictures made with my cheap camera phone.
Note: I like the way the cheap camera, because of it's low resolution,
sometimes "highlight" the color and texture of the picture rather than
the details.
+------------------------------+
You can post your Flickr main page like this:
http://www.flickr.com/photos/kolb_flying/
or link to a single pictue like this:
http://www.flickr.com/photos/kolb_flying/489202437/
(just right click on your picture on your Flickr site and select
"Copy link location" and paste the link in your email as above)
You can even post a link to a "slide show":
http://www.flickr.com/photos/kolb_flying/sets/72157594320040173/show/
So why don't you check Flickr ... and start creating your own picture site.
This would make everybody happy and imagine what we could get to see ;-)
... and we could stop that thread that's been going on for a while ;-)
Noel
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
I guess life is easy for me.
If my car uses too much gas I buy one that doesn't.
If my house is too big I buy a smaller one.
If my internet connection is too slow I get high speed.
I take responsibility for what I can control.
Post the pics!! I like big ones with lots of color.
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
David Key wrote:
>
> I guess life is easy for me.
>
> If my car uses too much gas I buy one that doesn't.
> If my house is too big I buy a smaller one.
> If my internet connection is too slow I get high speed.
> I take responsibility for what I can control.
>
> Post the pics!! I like big ones with lots of color.
>
So, do you fly with total disregard for others, as well?
Might explain why pilots of bigger planes are so bigoted about
UL's/light planes.
Charlie
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Suzuki 1.3 DOC 16V |
Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor net
weight without intake ECM muffler and radiator tipped the scale at 172 pounds.
I am fairly certain that up and running with all the peripherals ready to fly
it should be around 220 pounds total. With some real trimming I guess I could
knock off around 20 pounds.
I also weighed the Kolb frame today it came in at 312 lb no fabric or lexan or
instruments.
can I get some ideas of M3X's empty weight so I can compare.
I am guessing that my M3X ready to fly will weigh around 580 lbs.
Your guess is as good as mind at this stage.
Thanks
Ron
________________________________________________________________________________
| Subject: | Re: New to the list |
| From: | "huronflyer" <herrondr(at)yahoo.ca> |
Hello,
This is my first day on the list.
A friend has introduced me to Kolb, he sold another plane and bought an
"Ultrastar".
I have an excellent classic ultralight, but the Kolb may be fitted better to my
location and needs; so I will not walk away from my love easily and without guidance...BUT
the performance I saw and read about got my heart thumping.
One brief thing that caught my attention was a comment bay a Kolb owner that the
installation of a larger windscreen caused him hassles when he flew; is this
generally an issue when retrofitting pods and windscreens to Ultrastars?
Are they very sensitive to wind deflection and C of G?
The prop being behind the pilot is subject to proper airflow for the design.
On the positive side its thrust angle should have less of an impact then say a
Challenger with sudden power changes, is this a correct assumption?
Cheers,
huronflyer
CYEL, C-IIII
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127420#127420
________________________________________________________________________________
| Subject: | Re: Suzuki 1.3 DOC 16V |
| From: | "huronflyer" <herrondr(at)yahoo.ca> |
Which Kolb are you putting the Suzuki on?
I know a guy with a Geo turbo on a 2place Beaver, which works very well for him
TO from 4000'+ lake in BC.
I am just entering the Kolb scene, I fly another ultralight.
Cheers,
drh
C-IIII, CYEL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127421#127421
________________________________________________________________________________
| Subject: | Re: Wing strut vibration |
| From: | "huronflyer" <herrondr(at)yahoo.ca> |
Hi,
I fly another ultralight.
As of today I may consider Kolb, because of some performance differences.
Please I am not trying to be a jerk; a very well know, popular ultralight had
a bracket fail recently causing the stut and its other strut same side to fail.
Fortunately, they had a BRS.
I went to my planes forum and asked some heavy questions, the result was our
planes attach point is designed better and includes an aluminum/nylon plug, to
overcome unwanted over compression...an inspection of the ronnie bracket show
ed no visible fracture.
Anyhow, I am considering the purchase of a Kolb, but I know nothing about its
design integrity, i.e. struts, etc.
Would you be kind enough to give me some insight.
drh
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127424#127424
________________________________________________________________________________
| Subject: | Re: New to the list |
| From: | "huronflyer" <herrondr(at)yahoo.ca> |
Just trying to add pic of my venue.
CYEL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127427#127427
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: New to the list |
At 11:27 PM 8/3/2007, you wrote:
>
>Hello,
>
>This is my first day on the list.
Here's what the new twin looks like.
http://video.google.com/videoplay?docid=-8558932262133094065&hl=en
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
Very interresting, 220 pounds is the same weight as a fully tricked out
Corvair engine, which would be my first choice for an ultra-reliable
affordable engine. The only thing holding me back is the extra weight, about
80 pounds more than the airframe was designed for. Which is sitting up and
behind your head in the event of a mishap. But keep us posted, I am still
interested.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Friday, August 03, 2007 11:23 PM
Subject: Kolb-List: Suzuki 1.3 DOC 16V
>
> Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor
> net weight without intake ECM muffler and radiator tipped the scale at 172
> pounds. I am fairly certain that up and running with all the peripherals
> ready to fly it should be around 220 pounds total. With some real trimming
> I guess I could knock off around 20 pounds.
> I also weighed the Kolb frame today it came in at 312 lb no fabric or
> lexan or instruments.
> can I get some ideas of M3X's empty weight so I can compare.
> I am guessing that my M3X ready to fly will weigh around 580 lbs.
> Your guess is as good as mind at this stage.
> Thanks
> Ron
>
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Wing strut vibration |
WARNING: Strong Opinion following!!!!!!!
IMHO the Kolb, any Kolb, with it's welded cage, is the only ultralight based
aircraft that's built like an aircraft and NOT like a lawn chair. There are
things on my MK III that I'd like to change to get rid of some drag and make
it a bit more efficient, but not enough that I'd ever consider getting rid
of it.
Rick
On 8/3/07, huronflyer wrote:
>
>
> Hi,
> I fly another ultralight.
> As of today I may consider Kolb, because of some performance differences.
>
> Please I am not trying to be a jerk; a very well know, popular ultralight
> had a bracket fail recently causing the stut and its other strut same side
> to fail.
> Fortunately, they had a BRS.
>
> I went to my planes forum and asked some heavy questions, the result was
> our
> planes attach point is designed better and includes an aluminum/nylon
> plug, to
> overcome unwanted over compression...an inspection of the ronnie bracket
> show
> ed no visible fracture.
>
> Anyhow, I am considering the purchase of a Kolb, but I know nothing about
> its
> design integrity, i.e. struts, etc.
>
> Would you be kind enough to give me some insight.
>
> drh
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=127424#127424
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
Ron
220 lbs is a bit heavy. My VW is around 170-175 and that is heavy. The empty
weight of my MKIIIC is 598lbs. Add 10 gallons of fuel and my 210 and I have
142lbs for a passenger. I assume the MKIIIX is a bit heaver than a MKIIC and
add 50lbs of engine and you will end up with a 1 to 1 1/2 passenger
airplane.
I see Raven advertises their 1.3 engine at 168lbs and 115HP with turbo. Is
this all advertising? There is a current trend for aircraft engine
manufactures exaggerate. You really need to put that engine on a diet. What
is the power rating on that engine. Someone at Oshkosh last week was telling
me his 1.3 engine with the same redrive you have weighed 220lbs. and
produced 70HP. Lets assume you will be happy with that engine weight what
about power? You really don't want want a under powered and over weight
airplane.
Also I hear people talking about turbo charging their engines to get more
power. Is that a good idea? Aircraft engines are turbo charged only to
maintain power at higher altitudes not to increase rated power. In a
automobile a engine is designed to run at close to 30% rated power with only
short bursts of 100% power. In a airplane you run at 60-70% power all the
time. Assuming you have a engine designed to be turbo charged is it designed
to run at 60% power?
For my own peace of mind I built my VW using parts that are designed to run
in a dune buggy in the 150+ range at 6,000-7,000 RPM. I fly it at cruise
3200RPM and calculate it is producing 50HP. When taking off I turn 3600RPM
and around 80HP. This engine has a history of running reliably at these
power levels in airplanes. We know the 912 series Rotax engines are reliable
at their rated power and their 2 strokes some what less.
Food for thought.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Friday, August 03, 2007 11:23 PM
Subject: Kolb-List: Suzuki 1.3 DOC 16V
>
> Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor
> net weight without intake ECM muffler and radiator tipped the scale at 172
> pounds. I am fairly certain that up and running with all the peripherals
> ready to fly it should be around 220 pounds total. With some real trimming
> I guess I could knock off around 20 pounds.
> I also weighed the Kolb frame today it came in at 312 lb no fabric or
> lexan or instruments.
> can I get some ideas of M3X's empty weight so I can compare.
> I am guessing that my M3X ready to fly will weigh around 580 lbs.
> Your guess is as good as mind at this stage.
> Thanks
> Ron
>
>
>
________________________________________________________________________________
| From: | "Steve Spence" <sspence801(at)sbcglobal.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
Ron:
Mine is an older heavy cage and weighs in empty with BRS at 663.4, no fuel.
Steve Spence
Mk3X-tra 912-S
Auburn Hills MI
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Friday, August 03, 2007 11:23 PM
Subject: Kolb-List: Suzuki 1.3 DOC 16V
>
> Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor
> net weight without intake ECM muffler and radiator tipped the scale at 172
> pounds. I am fairly certain that up and running with all the peripherals
> ready to fly it should be around 220 pounds total. With some real trimming
> I guess I could knock off around 20 pounds.
> I also weighed the Kolb frame today it came in at 312 lb no fabric or
> lexan or instruments.
> can I get some ideas of M3X's empty weight so I can compare.
> I am guessing that my M3X ready to fly will weigh around 580 lbs.
> Your guess is as good as mind at this stage.
> Thanks
> Ron
>
>
>
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
I am guessing you are addressing this to me. Its a Kolb Mark iii xtra. If you are
going to buy a Kolb I suggest the second thing you ought to do is go to the
Kolb site and read up on everything there.
Normally its also a good idea to provide a brief back quote, its particularly helpful
for those who may be off for a while so they know what you are talking
about.
Ron
============
---- huronflyer wrote:
============
Which Kolb are you putting the Suzuki on?
I know a guy with a Geo turbo on a 2place Beaver, which works very well for him
TO from 4000'+ lake in BC.
I am just entering the Kolb scene, I fly another ultralight.
Cheers,
drh
C-IIII, CYEL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127421#127421
--
kugelair.com
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
I have been eying my frame designed engine mount support, and although I am not
worried about its strength in normal hard flights I am constantly looking at
it for moment dynamics. After its installed I'll attach some more bracing. I don't
know how many G's it takes to crumple the cage to be fatal, but I certainly
think that with some nominal bracing I can make the mount strong enough to
exceed that value, so it won't be the cause..... I think,,,, .
Ron
=================
---- Richard Pike wrote:
============
Very interresting, 220 pounds is the same weight as a fully tricked out
Corvair engine, which would be my first choice for an ultra-reliable
affordable engine. The only thing holding me back is the extra weight, about
80 pounds more than the airframe was designed for. Which is sitting up and
behind your head in the event of a mishap. But keep us posted, I am still
interested.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Friday, August 03, 2007 11:23 PM
Subject: Kolb-List: Suzuki 1.3 DOC 16V
>
> Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor
> net weight without intake ECM muffler and radiator tipped the scale at 172
> pounds. I am fairly certain that up and running with all the peripherals
> ready to fly it should be around 220 pounds total. With some real trimming
> I guess I could knock off around 20 pounds.
> I also weighed the Kolb frame today it came in at 312 lb no fabric or
> lexan or instruments.
> can I get some ideas of M3X's empty weight so I can compare.
> I am guessing that my M3X ready to fly will weigh around 580 lbs.
> Your guess is as good as mind at this stage.
> Thanks
> Ron
>
>
>
--
kugelair.com
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
My impression of Jeron at Raven is that he is not a B's' artist, but he gotta sell
those conversions. its also possible I am over stating the final weight of
my installation. Maybe I can stuff all the remaining peripherals into 200 lb.
package.
I think I would believe Jeron's figures plus about 10 pounds just to make sure.
:-)
If you go with the regular 13B 16V SOHC 80 hp motor I think you would be also in
the 175 lb. range and if you use Raven's RDU maybe lighter. The SPG-2 ain't
light, its built for lots of HP. I'll go and weigh it again today to make sure
I didn't read it wrong (I had a "helper" yesterday...), before I sit it onto
the mount for positioning study.
Ron
============
---- Richard & Martha Neilsen wrote:
============
Ron
220 lbs is a bit heavy. My VW is around 170-175 and that is heavy. The empty
weight of my MKIIIC is 598lbs. Add 10 gallons of fuel and my 210 and I have
142lbs for a passenger. I assume the MKIIIX is a bit heaver than a MKIIC and
add 50lbs of engine and you will end up with a 1 to 1 1/2 passenger
airplane.
I see Raven advertises their 1.3 engine at 168lbs and 115HP with turbo. Is
this all advertising? There is a current trend for aircraft engine
manufactures exaggerate. You really need to put that engine on a diet. What
is the power rating on that engine. Someone at Oshkosh last week was telling
me his 1.3 engine with the same redrive you have weighed 220lbs. and
produced 70HP. Lets assume you will be happy with that engine weight what
about power? You really don't want want a under powered and over weight
airplane.
Also I hear people talking about turbo charging their engines to get more
power. Is that a good idea? Aircraft engines are turbo charged only to
maintain power at higher altitudes not to increase rated power. In a
automobile a engine is designed to run at close to 30% rated power with only
short bursts of 100% power. In a airplane you run at 60-70% power all the
time. Assuming you have a engine designed to be turbo charged is it designed
to run at 60% power?
For my own peace of mind I built my VW using parts that are designed to run
in a dune buggy in the 150+ range at 6,000-7,000 RPM. I fly it at cruise
3200RPM and calculate it is producing 50HP. When taking off I turn 3600RPM
and around 80HP. This engine has a history of running reliably at these
power levels in airplanes. We know the 912 series Rotax engines are reliable
at their rated power and their 2 strokes some what less.
Food for thought.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Friday, August 03, 2007 11:23 PM
Subject: Kolb-List: Suzuki 1.3 DOC 16V
>
> Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor
> net weight without intake ECM muffler and radiator tipped the scale at 172
> pounds. I am fairly certain that up and running with all the peripherals
> ready to fly it should be around 220 pounds total. With some real trimming
> I guess I could knock off around 20 pounds.
> I also weighed the Kolb frame today it came in at 312 lb no fabric or
> lexan or instruments.
> can I get some ideas of M3X's empty weight so I can compare.
> I am guessing that my M3X ready to fly will weigh around 580 lbs.
> Your guess is as good as mind at this stage.
> Thanks
> Ron
>
>
>
--
kugelair.com
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
Hi Steve
thanks I can also make that weight empty. How does it fly and what motor are you
using?
Ron
======
---- Steve Spence wrote:
============
Ron:
Mine is an older heavy cage and weighs in empty with BRS at 663.4, no fuel.
Steve Spence
Mk3X-tra 912-S
Auburn Hills MI
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Friday, August 03, 2007 11:23 PM
Subject: Kolb-List: Suzuki 1.3 DOC 16V
>
> Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor
> net weight without intake ECM muffler and radiator tipped the scale at 172
> pounds. I am fairly certain that up and running with all the peripherals
> ready to fly it should be around 220 pounds total. With some real trimming
> I guess I could knock off around 20 pounds.
> I also weighed the Kolb frame today it came in at 312 lb no fabric or
> lexan or instruments.
> can I get some ideas of M3X's empty weight so I can compare.
> I am guessing that my M3X ready to fly will weigh around 580 lbs.
> Your guess is as good as mind at this stage.
> Thanks
> Ron
>
>
>
--
kugelair.com
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Wing strut vibration |
What is a ronnie bracket?
(mailto:herrondr(at)yahoo.ca) >
Hi,
I fly another ultralight.
As of today I may consider Kolb, because of some performance differences.
Please I am not trying to be a jerk; a very well know, popular ultralight
had a bracket fail recently causing the stut and its other strut same side to
fail.
Fortunately, they had a BRS.
I went to my planes forum and asked some heavy questions, the result was our
planes attach point is designed better and includes an aluminum/nylon plug,
to overcome unwanted over compression...an inspection of the ronnie bracket
show ed no visible fracture.
Anyhow, I am considering the purchase of a Kolb, but I know nothing about
its design integrity, i.e. struts, etc.
Would you be kind enough to give me some insight.
drh
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
If your going to be the internet big dog why not promote posting your
pictures to your own web space and include a link to get to them
rather than consuming megabytes of disk storage space and megabits of
bandwidth each time a huge message containing photos is sent. It
solves everyone's problem plus they have the opportunity to learn how
to set up and use a web site which may lend itself to other
applications. I'm sorry but I've had to operate over dial in when on
the road and it can't handle the bandwidth. There are sites that
will furnish web space if you need it, most ISP service includes a
limited amount of web space with the base service which most people
don't make use of.
jerb
At 05:52 PM 8/3/2007, you wrote:
>
>I guess life is easy for me.
>
>If my car uses too much gas I buy one that doesn't.
>If my house is too big I buy a smaller one.
>If my internet connection is too slow I get high speed.
>I take responsibility for what I can control.
>
>Post the pics!! I like big ones with lots of color.
>
>
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: last of the video's of Owyhee |
At 12:04 AM 8/5/2007, you wrote:
>Well I finally licked my upload problems with Google.
> That is, when it is not focused on the interesting little bug.
> Wasn't very big about the size of a gnat .
You're getting to the "professional" level now, and I know the
originals are better than the
downloads to Goggle.. Bugs, I hate those little things - they hurt at about
60 mph and the taste bad too. And geese, didn't I see "Geese or ducks"??
Those are the most fun to chase and take pictures of, like herding cats.
Just stay about 20 feet above them, when the get excited, they can really
mess up your lens.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: last of the video's of Owyhee |
----- Original Message -----
From: possums
And geese, didn't I see "Geese or ducks"??
Those are the most fun to chase and take pictures of, like herding
cats.
Just stay about 20 feet above them, when the get excited, they can
really
mess up your lens.
Yes those were Geese. Lots of them down there feeding on the new
growth exposed and growing on the new flats caused by the water level
dropping. I thought of you while I was chasing them, but I haven't
attained your level of expertise yet. There was also a Coyote running
for cover.
Perhaps the next ones I will be able to keep in one large file, now
that it is working better. I just haven't figured out how to paste all
the clips together or to stop screwing up or to keep the exciting parts
all together.
Larry C
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Herding geese and cats |
They can mess up more than that. Was chasing a flock of geese years ago
in the Hummer, was slightly below and behind, when one of them got
freaked and demonstrated a most unexpected "evasive manuever." He
apparently pulled in one wing and turned into a sort of cannonball maple
leaf, doing a snap/twirl spin to fall out of the V formation. Seconds
later, another one did the same thing. Picturing what that would have
done to my leading edge tube (or my bod) got me flying a bit higher.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: possums
To: kolb-list(at)matronics.com
Sent: Sunday, August 05, 2007 10:13 AM
Subject: Re: Kolb-List: last of the video's of Owyhee
At 12:04 AM 8/5/2007, you wrote:
And geese, didn't I see "Geese or ducks"??
Those are the most fun to chase and take pictures of, like herding
cats.
Just stay about 20 feet above them, when the get excited, they can
really
mess up your lens.
________________________________________________________________________________
| Subject: | Mk ll maxumum weight |
| From: | "ropermike" <ropermike2002(at)yahoo.com> |
I have succumbed to big brother and decided that I will register my Mk ll as E-LSA
so I can go check my cows without breaking any laws or being illegal. I am
pleasantly suprised that the process will be fairly simple it seems... ....I
have my EAA pack and will be sending my paperwork in, in an a day or two. The
max weight for the Mkll is 750 lbs. (I did not build the plane but I have the
builders manual and weight and balance sheet) I asked my DAR that I have secured
for this adventure if I could raise the Max weight to 830lbs. He said I could,
but it would be a good idea to ask other Mkll owners if any of them had registered
at more than 750lbs and had flown and determined a higher max weight
was safe...I guess my question is, has anyone else registered their Mkll at more
than 750 lbs max weight and how do the members of this list feel about it?...Thanks
in advance for your help....Mike
--------
The next best thing to playing and winning is playing and losing!...Mike Hillger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127654#127654
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Hi all,
now that I am finally within spittin` distance of getting my Xtra back
in the air I want to fit an external arial to the Icom A22 which I
bought from John Hauk a couple of years ago.
Any pointers where it should be fitted or any helpful pointers?. I
presume that well away from the engine is a good idea so I am
considering somewhere under the cockpit cage. Between the u/c legs for
instance. Ideas anyone?.
Pat
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Re: Mk ll maxumum weight |
Mike, big bro doesn`t care what you raise it to.Claim 1500 if you want, but
during your 5 hour phase one flight testing, (after you get your
airworthiness cert), you will put in the A/C log books, the limits at which
you flew it & then you will sign off on it, for instance, if you list VNE at
100, then only flew it to 90, that basically what you are saying it has been
tested to & then, you , or the next owners, legally can`t fly it beyond
90.Same with weight, test it to only 900 lbs gross, & thats the new limit.
Thats the way my DAR explained it to me anyhow. Jim
----- Original Message -----
From: "ropermike" <ropermike2002(at)yahoo.com>
Sent: Sunday, August 05, 2007 9:43 PM
Subject: Kolb-List: Mk ll maxumum weight
>
> I have succumbed to big brother and decided that I will register my Mk ll
> as E-LSA so I can go check my cows without breaking any laws or being
> illegal. I am pleasantly suprised that the process will be fairly simple
> it seems... ....I have my EAA pack and will be sending my paperwork in, in
> an a day or two. The max weight for the Mkll is 750 lbs. (I did not build
> the plane but I have the builders manual and weight and balance sheet) I
> asked my DAR that I have secured for this adventure if I could raise the
> Max weight to 830lbs. He said I could, but it would be a good idea to ask
> other Mkll owners if any of them had registered at more than 750lbs and
> had flown and determined a higher max weight was safe...I guess my
> question is, has anyone else registered their Mkll at more than 750 lbs
> max weight and how do the members of this list feel about it?...Thanks in
> advance for your help....Mike
>
> --------
> The next best thing to playing and winning is playing and losing!...Mike
> Hillger
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=127654#127654
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Any pointers where it should be fitted or any helpful pointers?. I
presume that well away from the engine is a good idea so I am
considering somewhere under the cockpit cage. Between the u/c legs for
instance. Ideas anyone?.
Pat
Pattrick:I put mine under the nose.Photo attached.john hmkIII
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
When I put the antenna on mine, I had the advice of an FAA technician
whom I worked with. Simply, as far as possible from other metal objects
that protrude from the surface, and with a metal ground plane. So I slid
a sheet of thin aluminum to lay between the boom tube and the side tube,
on the lower fabric in the aft part of the cage behind the cross tube
that goes between the landing gear. The antenna is mounted in the middle
of the ground plane, and turns back to parallel the boom. Works quite
well. Picture here -
http://www.bcchapel.org/pages/0003/pg9.htm
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: pat ladd
To: kolb-list(at)matronics.com
Sent: Monday, August 06, 2007 7:38 AM
Subject: Kolb-List: help
Hi all,
now that I am finally within spittin` distance of getting my Xtra
back in the air I want to fit an external arial to the Icom A22 which I
bought from John Hauk a couple of years ago.
Any pointers where it should be fitted or any helpful pointers?. I
presume that well away from the engine is a good idea so I am
considering somewhere under the cockpit cage. Between the u/c legs for
instance. Ideas anyone?.
Pat
________________________________________________________________________________
| Subject: | Re: Herding geese and cats |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Herding Geese and cats sounds like great fun !! I herd birds whenever I get
the chance :) I dont get to worried about bird strikes in the Kolb because
of the slow speeds involved. If you are flying at 60 MPH, you only have 1/4
the impact energy as you do in a general aviation airplane at 120 MPH.
As far as comparing bird strikes to a jet, its not even in the same league, there
is no comparison. Hitting a bird at 250 knots in a jet has 20 times the energy
as hitting one at 60 MPH in a Kolb, so saying " look at what that bird
did to that jet " is just kind of stupid when talking about slow flying Kolbs.
Im not saying go out and hit a bird, but I am saying lets keep it real here,
there is no comparison.
Second thing is, high speeds is what birds have a problem avoiding. Birds are
very good at getting out of the way at 60 MPH of a Kolb, they have a much harder
time at 120 MPH of general aviation airplanes, and evolution never gave them
the instinct of how to get out of the way at 280 MPH jet speeds. I see it
and thier reactions all the time.
JetttPilot
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127762#127762
________________________________________________________________________________
| Subject: | Re: Silent Cayuna, Ultrastar |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
My questions are, has anyone out there put a rotax on a Ultrastar? Does anyone
have a used engine that would be appropriate? Or anyone have any interest in a
Ultrastar without a motor?
Flying for the penniless dreamer Is taking it's toll on my mental health.
Dan Walter
Palmyra, PA.
I flew an UltraStar once that had a 377 Rotax on it. I didn't look at how he mounted
it though.
Ralph
--------
Ralph B
Original Firestar
20 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=127771#127771
________________________________________________________________________________
| From: | "Larry Bourne" <biglar(at)gogittum.com> |
You might also talk to Boyd Young about an internal antenna that doesn't
need the metal ground plane. Works very well, and costs next to
nothing. Lar.
On 8/6/07, Richard Pike wrote:
>
> When I put the antenna on mine, I had the advice of an FAA technician
> whom I worked with. Simply, as far as possible from other metal objects that
> protrude from the surface, and with a metal ground plane. So I slid a sheet
> of thin aluminum to lay between the boom tube and the side tube, on the
> lower fabric in the aft part of the cage behind the cross tube that goes
> between the landing gear. The antenna is mounted in the middle of the ground
> plane, and turns back to parallel the boom. Works quite well. Picture here -
> http://www.bcchapel.org/pages/0003/pg9.htm
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> ----- Original Message -----
> *From:* pat ladd
> *To:* kolb-list(at)matronics.com
> *Sent:* Monday, August 06, 2007 7:38 AM
> *Subject:* Kolb-List: help
>
>
> Hi all,
> now that I am finally within spittin` distance of getting my Xtra back in
> the air I want to fit an external arial to the Icom A22 which I bought from
> John Hauk a couple of years ago.
>
> Any pointers where it should be fitted or any helpful pointers?. I
> presume that well away from the engine is a good idea so I am considering
> somewhere under the cockpit cage. Between the u/c legs for instance. Ideas
> anyone?.
>
> Pat
>
> *
>
> href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
> href="http://forums.matronics.com">http://forums.matronics.com
> *
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
----- Original Message -----
From: Larry Bourne
To: kolb-list(at)matronics.com
Sent: Monday, August 06, 2007 4:02 PM
Subject: Re: Kolb-List: help
Any pointers where it should be fitted or any helpful pointers?.
I presume that well away from the engine is a good idea so I am
considering somewhere under the cockpit cage. Between the u/c legs for
instance. Ideas anyone?.
Pat
I had occasion to recover my airframe this year, and I had mounted it
right behind the front seat. I had revited a piece of flat alum for a
ground plane there. I had some problems with the 503 (previous was a
447) causing static. I fixed up a mount at the top of wind screen
thinking that the reception would be better since it was the farthest
from aany thing as I could get. I ended up going back to the mount on
the bottom of the cage.Just seemed to work better. The antenna wire is
bent as is described by Mr Pike.Larry C
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
| Subject: | Proper Rudder Cable Route |
Hello Group,
While re-hooking up my rudder cables, I got to looking INSIDE the long
fuselage tube, from the very back of the tube. To my dismay, I see that I
had previously (years ago) ran the rudder cables UNDER the 5/8" X 7" bolt
(that goes horizontally through the fuselage tube and secures the back of
the cage frame).
Now, since I haven't flown this airplane yet, this isn't a problem,
except for rerouting the cables correctly, to go from the rudder horn holes,
STRAIGHT to the guide holes with the little nylon bushings.
IF the Kolb manual mentions the correct way, I missed that page. Plus,
there is of course, some obvious common sense, too, to rig it correctly,
even if the book doesn't tell you to. Duh! And, I do know I didn't
consider what I presently had as "a finished product." I only temporarily
rigged the rudder, but, even still, I ran the cables on the below the cross
bolt. (Big no-no)
The reason I even bring it up is: It is ENTIRELY possible no one would
have ever caught this error. The rudder worked absolutley fine as it was
rigged!! But it was wrong!!! The rudder cables inside the 6" aluminum tube
would have chafed "NON-STOP" against the underside of the horizontal bolt
that holds the fuselage tube solid to the frame.
Now, maybe I'm the only goofball that every hooked something up wrong.
(At least I caught it.) But, just in case someone else overlooked this
correct routing of the rudder cables, I'd recommend a quick inspection, just
to be sure!! (As a side note, the elevator's cables are supposed to go
below the big bolt.)
A quick view with a flashlight, from the extreme back end of the fuselage
tube, looking for the rudder cables to make a straight shot from rudder
horn---to nylon guide....touching nothing in between.
As I said, I'm probably the only guy that ever makes a mistake, but just
in case...........I thought I'd mention this, for what it's worth.
Mike in SW Utah
Kolb MkIIIC, but I think this rigging situation could affect most Kolbs.
_________________________________________________________________
Find a local pizza place, movie theater, and more.then map the best route!
http://maps.live.com/default.aspx?v=2&ss=yp.bars~yp.pizza~yp.movie%20theater&cp=42.358996~-71.056691&style=r&lvl=13&tilt=-90&dir=0&alt=-1000&scene-0607&encType=1&FORM=MGAC01
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Mk ll maxumum weight |
I had a mk11 I go 265 and I flew people at 210 all the time the plane went
345 and had 8 gall gas almost got 225 hrs in it mal michigan
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| Subject: | 503 rotax engine problem report. (Jim Swan) |
Hello gang,
I reported a couple of weeks back the trouble I had with the 503 rotax on
my firestar ll running irregular on take off, like it was not getting enough
gas. Well I test flew it for about 30 min. this even. And it ran just like it
should. I replaced the pulse fuel pump,filter, installed a electric fuel
pump and put in a 3 amp battery, also replaced the plug wires. I done away with
the primer bulb and plumbed everthing in series. It started very well using
the elec. Pump to fill the carb. Bowls, I gave it a couple of shots of primer
and it started the 1st pull, took off with elec fuel pump to 1,000 feet then
shut off elect. Plane ran fine on pulse pump after about 30 min. I saw Rick
Nielson with his kolb mk lll powered with a volkswagon engine landing at my
strip so I came in to visit with him. His mk lll performs very well with the
volkswagon, he gets off in a short distance and climbs well, sounds good
also.Rick only lives about 15 miles from me so we often land at each others
strips. I have a bit of problem with my battery, it was hot and must have been
over charged. I am using a key west regulator and I guess I will contact them
and see what I got wrong. Will do some more flying in the morning. Oh yes I
also pulled the exhaust system and checking the pistons and rings, they
looked better that the last time I checked them. Thanks for all the input, you
guys do good.
Jim Swan firestar ll 503 N663S mich.
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Hirth 2703 Update |
Finished putting everything back together on the Challenger and the Hirth
2703 this afternoon and got in a quick test flight. The highest CHT I saw on
taxi was 300. It rose to 400 during the climb to pattern altitude at 6200
RPM, but quickly settled back to 280 when I leveled out and throttled back
to 5700. All this on the first 100 degree day of the year.
So what's changed other than the fan belt?
I stripped the exhaust system to check the pistons for signs of seizure. No
marks or signs of metal transfer on either. I did find that the
thermocouples for the CHT gauge were installed without removing the spark
plug insulator per the engine manual. I also spent a lot of time removing
every last shred of the old belt until the fan turned like a pinwheel when I
blew on it. There was a small crack in the fan shroud that required welding.
The entire fuel system was rebuilt. The exhaust system was a mess held
together with grade 8 bolts and insulators that were installed without
clearance or compression limiters.
Were any or all of these enough to cause the high temps? Partial fuel
starvation from collapsed lines, a small exhaust leak or two, a small leak
in the shroud. I suspect that when the owner replaced the fan belt he was
less than thorough in removing belt debris from the fan bearings, but it's
just a suspicion. I know he didn't clean the mating surfaces of the drive
pulley and the flywheel, so there may have been some wobble in the pulley
that accelerated the fan belt's destruction in 25 hours. The fan belt may
have been loose, too.
I can only use the information the owner gave me about seeing CHT's of 490
after a long taxi, and in the 450+ range while climbing. I know I saw 540+
on one head and 510+ on the other, but all this was done with the
thermocouples installed improperly.
I must say that overall I'm pretty impressed with how robust this engine is.
If the readings from the CHT gauge were anywhere near accurate, it received
some severe abuse and seems to have shrugged it off. Don't know how it will
work out in the long run. For now, I just need it to go another 20 hours or
so.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | Thom Riddle <riddletr(at)gmail.com> |
| Subject: | Re: Rotax 912 installation on a Mark III |
Dennis,
I think there are enough 912 engines on the Kolb List to warrant
posting the simplified wiring diagram rather than emailing to
individuals. I, for one, would like to see it.
Thom in Buffalo
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
Need some help in trying to make up my mind for shock mounts. I am thinking, or
have been thinking of laying one or two strips of tire rubber along the length
of the rail bed mount. I am thinking that it will give better weight distribution
on the rails and it will make for a trimmer installation. I don't know
if anyone already tried that. I am also thinking that buying the regular circular
shock mounts is what "everybody is doing" and thus just as good or a better
solution. In both cases I am going to have to weld some tabs through which to
fasten the motor to the frame.
Any thoughts?
________________________________________________________________________________
| From: | "James Fitzsimmons" <jfitzsy(at)stny.rr.com> |
Gettin a Firestar II hopefully on Sunday. Has Cayuna, ULII-02. Seems to
run fine-- been sittin a couple years. Need to find where to buy pins
and keeper clips for wings and struts etc. Also where to find best fuel
lines and clamps. Lines are hard and cracked.
Life long dream- had to wait till mid 50's to start. Wife harpin about
insurance, Will an all that stuff. Jut wantin to jump in it an teach
myself to fly it. Even built a strip, bout 700'. Real bad case of the
itch.
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
I re weighed the engine and its around the same result, I can subtract 5 pounds
for the plank of wood between the scales to bring the weight to around 168. So
I think around 220 is a good max guess.
I checked the great plains site again and the new water cooled cyl heads with the
RDU would be really good for the M3X. If the Euro exchange rate ever gets back
to parity the Rotax 912S would be a real contender again.
---- Richard & Martha Neilsen wrote:
============
Ron
220 lbs is a bit heavy. My VW is around 170-175 and that is heavy. The empty
weight of my MKIIIC is 598lbs. Add 10 gallons of fuel and my 210 and I have
142lbs for a passenger. I assume the MKIIIX is a bit heaver than a MKIIC and
add 50lbs of engine and you will end up with a 1 to 1 1/2 passenger
airplane.
I see Raven advertises their 1.3 engine at 168lbs and 115HP with turbo. Is
this all advertising? There is a current trend for aircraft engine
manufactures exaggerate. You really need to put that engine on a diet. What
is the power rating on that engine. Someone at Oshkosh last week was telling
me his 1.3 engine with the same redrive you have weighed 220lbs. and
produced 70HP. Lets assume you will be happy with that engine weight what
about power? You really don't want want a under powered and over weight
airplane.
Also I hear people talking about turbo charging their engines to get more
power. Is that a good idea? Aircraft engines are turbo charged only to
maintain power at higher altitudes not to increase rated power. In a
automobile a engine is designed to run at close to 30% rated power with only
short bursts of 100% power. In a airplane you run at 60-70% power all the
time. Assuming you have a engine designed to be turbo charged is it designed
to run at 60% power?
For my own peace of mind I built my VW using parts that are designed to run
in a dune buggy in the 150+ range at 6,000-7,000 RPM. I fly it at cruise
3200RPM and calculate it is producing 50HP. When taking off I turn 3600RPM
and around 80HP. This engine has a history of running reliably at these
power levels in airplanes. We know the 912 series Rotax engines are reliable
at their rated power and their 2 strokes some what less.
Food for thought.
Rick Neilsen
Redrive VW Powered MKIIIC
----- Original Message -----
From: "Ron" <captainron1(at)cox.net>
Sent: Friday, August 03, 2007 11:23 PM
Subject: Kolb-List: Suzuki 1.3 DOC 16V
>
> Today I weighed the Suzuki motor with the SPG-2 reduction drive. The motor
> net weight without intake ECM muffler and radiator tipped the scale at 172
> pounds. I am fairly certain that up and running with all the peripherals
> ready to fly it should be around 220 pounds total. With some real trimming
> I guess I could knock off around 20 pounds.
> I also weighed the Kolb frame today it came in at 312 lb no fabric or
> lexan or instruments.
> can I get some ideas of M3X's empty weight so I can compare.
> I am guessing that my M3X ready to fly will weigh around 580 lbs.
> Your guess is as good as mind at this stage.
> Thanks
> Ron
>
>
>
--
kugelair.com
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
At 12:13 PM 8/8/2007, Ron wrote:
>
>Need some help in trying to make up my mind for shock mounts. I am
>thinking, or have been thinking of laying one or two strips of tire
>rubber along the length of the rail bed mount. I am thinking that it will
>give better weight distribution on the rails and it will make for a
>trimmer installation. I don't know if anyone already tried that. I am also
>thinking that buying the regular circular shock mounts is what "everybody
>is doing" and thus just as good or a better solution. In both cases I am
>going to have to weld some tabs through which to fasten the motor to the frame.
>Any thoughts?
Designing vibration mounts is not as simple as it looks. You have to take
into account the mass of the engine, the vibration frequency (engine and
prop rpm), resonant frequency of the system, etc. Improperly sized mounts
can actually make things worse by amplifying the vibration. A simple strip
of rubber won't do it if the bolts go through it and make metal to metal
contact.
The vibration mount manufacturers ( http://www.lord.com/ and others) have
lots of information in their catalogs and/or websites on selecting the
appropriate mounts.
-Dana
--
--
"The budget should be balanced, the Treasury should be refilled, public
debt should be reduced, the arrogance of officialdom tempered and
controlled, and the assistance to foreign lands should be curtailed lest
Rome become bankrupt" -Cicero, 68 B.C.
________________________________________________________________________________
| From: | "Mike Welch" <mdnanwelch7(at)hotmail.com> |
If you don't go out and get EXPERT ultralight training, BEFORE you try to
fly your own, you will most likely end up as a statistic. Simply put: You
could die, or be severely injured, without proper training.
Use ONLY aircraft hardware in an aircraft. No matter how flimsy,
light-weight, or basic an "Ultralight" is, it is STILL an aircraft! When a
bolt or pins gives out, the end result will NOT be good! The testing and
manufacturing processes for "AN" and "MIL" spec hardware are far superior to
anything you can buy at a hardware store.
Time, and time again, guys go out and get "Ultralights (and hang gliders,
too)" and since there is no "license" required, they interpret that to mean
"NO (formal)TRAINING REQUIRED." They strap themselves in, and go blasting
off into the wild blue yonder, and in many cases...CRASH HARD!!!
And then the News comes along, and says "Damn, those Ultralights (hang
gliders) sure are UNSAFE!!"
Please do yourself, and all of us a big favor. Get proper training, and
use only quality aircraft parts to build your airplane. Fly solo if, and
when, your Instructor says you're ready. And, then go have fun!
Mike in SW Utah
PS. One of my favorite saying goes something like this; "Flying is NO
more unsafe than many other activities, however, it is incredibly
UNFORGIVING of mistakes."
>From: "James Fitzsimmons" <jfitzsy(at)stny.rr.com>
>Reply-To: kolb-list(at)matronics.com
>To:
>Subject: Kolb-List: Gonna be flyier
>Date: Wed, 8 Aug 2007 12:18:50 -0400
>
>Gettin a Firestar II hopefully on Sunday. Has Cayuna, ULII-02. Seems to run
>fine-- been sittin a couple years. Need to find where to buy pins and
>keeper clips for wings and struts etc. Also where to find best fuel lines
>and clamps. Lines are hard and cracked.
>Life long dream- had to wait till mid 50's to start. Wife harpin about
>insurance, Will an all that stuff. Jut wantin to jump in it an teach myself
>to fly it. Even built a strip, bout 700'. Real bad case of the itch.
_________________________________________________________________
Now you can see troublebefore he arrives
http://newlivehotmail.com/?ocid=TXT_TAGHM_migration_HM_viral_protection_0507
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
You are correct, that its possible to make it much worse, in any case I was envisioning
a sandwich type one strip on top and one on bottom of the rail. I am
guessing tire rubber is pretty hard so as not to increase resonant oscillations,
but other than that I don't know.
Do you have the Rotax type rubber shocks PN # and where to buy them? maybe 3 per
side would work with the increased weight.
Ron
=======================
---- Dana Hague wrote:
============
At 12:13 PM 8/8/2007, Ron wrote:
>
>Need some help in trying to make up my mind for shock mounts. I am
>thinking, or have been thinking of laying one or two strips of tire
>rubber along the length of the rail bed mount. I am thinking that it will
>give better weight distribution on the rails and it will make for a
>trimmer installation. I don't know if anyone already tried that. I am also
>thinking that buying the regular circular shock mounts is what "everybody
>is doing" and thus just as good or a better solution. In both cases I am
>going to have to weld some tabs through which to fasten the motor to the frame.
>Any thoughts?
Designing vibration mounts is not as simple as it looks. You have to take
into account the mass of the engine, the vibration frequency (engine and
prop rpm), resonant frequency of the system, etc. Improperly sized mounts
can actually make things worse by amplifying the vibration. A simple strip
of rubber won't do it if the bolts go through it and make metal to metal
contact.
The vibration mount manufacturers ( http://www.lord.com/ and others) have
lots of information in their catalogs and/or websites on selecting the
appropriate mounts.
-Dana
--
--
"The budget should be balanced, the Treasury should be refilled, public
debt should be reduced, the arrogance of officialdom tempered and
controlled, and the assistance to foreign lands should be curtailed lest
Rome become bankrupt" -Cicero, 68 B.C.
--
kugelair.com
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
Here is an interesting discussion about bolt grades
http://www.rockcrawler.com/techreports/fasteners/index.asp
Ron
=====================
________________________________________________________________________________
| From: | "James Fitzsimmons" <jfitzsy(at)stny.rr.com> |
All pts. well taken, WOW. OK ,I've got a friend who has a Knight -- its
a trainer. Not completely. Some parts missin. He let me run it up an dwn
his strip a few times. He has a friend who is a Pilot and has trainer
cridentials. Who said would help. Agree would not want to be a statistic
or contribute a bad name to the sport. Have been interested in this long
enough to have spent considerable time reading Flyin inst. books. Also
have spent some time talkin with this fellah. I guess you'd call it
ground trainin. So, other than takin flight lessons - which would be
cost prohibitive- I'm doin the best I can. Had a ride in the Knight -
back seat of course. And the other day, had the Kolb runnin and taxied
it up ah dwn a strip there- tryin to get the feel of its controls.
Did'nt know it had heel peddals for braking - rudder worked for turnin
but do'nt slow ya dwn. Figured out the heel peddals after that.
Went to aircraft spruce and found good pins and keeper clips -- thanks
all.
Guess the planes coming with a book and pilots log so info on oil mix
and such are probably there. Still not sure what mix oil to use as you
fellas seem to be at odds on that subject. Thanks fer yer responses and
concerns. Oh and the Iife ins. response --- gotch ya.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
James
One more time. I'm trying to help. The FAA has a open window were you
can get your plane registered. It's available till 12/31/07 after that
you don't have a chance to get it registered. There might be something
but it would very difficult. Unregistered it will be illegal and worth
much less not registered your choice. Check the Kolb-list(at)matronics.com
archives on Light Sort and LSA registration.
What is a Knight? Is it going to fly like a Kolb? We can't force you to
get proper training but nothing less than light sport training as part
of the Light Sport license program will be legal for that airplane. Get
caught and you will be charged flying without a license and flying a
unregistered airplane. Get killed flying illegal and your life insurance
policy may be void. The Light Sport license is fairly easy and
inexpensive to get. It is still allot of work and beyond some people but
one heck of allot easer and less expensive than the private license I
had to get at the time.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: James Fitzsimmons
To: kolb-list(at)matronics.com
Sent: Wednesday, August 08, 2007 4:37 PM
Subject: Kolb-List: Gonna be
All pts. well taken, WOW. OK ,I've got a friend who has a Knight --
its a trainer. Not completely. Some parts missin. He let me run it up an
dwn his strip a few times. He has a friend who is a Pilot and has
trainer cridentials. Who said would help. Agree would not want to be a
statistic or contribute a bad name to the sport. Have been interested in
this long enough to have spent considerable time reading Flyin inst.
books. Also have spent some time talkin with this fellah. I guess you'd
call it ground trainin. So, other than takin flight lessons - which
would be cost prohibitive- I'm doin the best I can. Had a ride in the
Knight - back seat of course. And the other day, had the Kolb runnin and
taxied it up ah dwn a strip there- tryin to get the feel of its
controls. Did'nt know it had heel peddals for braking - rudder worked
for turnin but do'nt slow ya dwn. Figured out the heel peddals after
that.
Went to aircraft spruce and found good pins and keeper clips --
thanks all.
Guess the planes coming with a book and pilots log so info on oil mix
and such are probably there. Still not sure what mix oil to use as you
fellas seem to be at odds on that subject. Thanks fer yer responses and
concerns. Oh and the Iife ins. response --- gotch ya.
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
If taking Flying lessons is cost prohibitive, sell the plane. Coming
from a CFII, there is too much to learn about safely flying a Kolb, or
any other airplane, in the time you have left after you go to full
throttle the 1st time, despite everything you have read about flying.
We don`t even know you & we are trying to help you> : ) Jim
----- Original Message -----
From: Richard & Martha Neilsen
To: kolb-list(at)matronics.com
Sent: Wednesday, August 08, 2007 4:25 PM
Subject: Re: Kolb-List: Gonna be
James
One more time. I'm trying to help. The FAA has a open window were you
can get your plane registered. It's available till 12/31/07 after that
you don't have a chance to get it registered. There might be something
but it would very difficult. Unregistered it will be illegal and worth
much less not registered your choice. Check the Kolb-list(at)matronics.com
archives on Light Sort and LSA registration.
What is a Knight? Is it going to fly like a Kolb? We can't force you
to get proper training but nothing less than light sport training as
part of the Light Sport license program will be legal for that airplane.
Get caught and you will be charged flying without a license and flying a
unregistered airplane. Get killed flying illegal and your life insurance
policy may be void. The Light Sport license is fairly easy and
inexpensive to get. It is still allot of work and beyond some people but
one heck of allot easer and less expensive than the private license I
had to get at the time.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: James Fitzsimmons
To: kolb-list(at)matronics.com
Sent: Wednesday, August 08, 2007 4:37 PM
Subject: Kolb-List: Gonna be
All pts. well taken, WOW. OK ,I've got a friend who has a Knight --
its a trainer. Not completely. Some parts missin. He let me run it up an
dwn his strip a few times. He has a friend who is a Pilot and has
trainer cridentials. Who said would help. Agree would not want to be a
statistic or contribute a bad name to the sport. Have been interested in
this long enough to have spent considerable time reading Flyin inst.
books. Also have spent some time talkin with this fellah. I guess you'd
call it ground trainin. So, other than takin flight lessons - which
would be cost prohibitive- I'm doin the best I can. Had a ride in the
Knight - back seat of course. And the other day, had the Kolb runnin and
taxied it up ah dwn a strip there- tryin to get the feel of its
controls. Did'nt know it had heel peddals for braking - rudder worked
for turnin but do'nt slow ya dwn. Figured out the heel peddals after
that.
Went to aircraft spruce and found good pins and keeper clips --
thanks all.
Guess the planes coming with a book and pilots log so info on oil
mix and such are probably there. Still not sure what mix oil to use as
you fellas seem to be at odds on that subject. Thanks fer yer responses
and concerns. Oh and the Iife ins. response --- gotch ya.
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
s.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "James Fitzsimmons" <jfitzsy(at)stny.rr.com> |
OK Rick, Got my attn. LSA reg's must be posted at their web site. The
Knight is also an UL some diffs. Are you sayin to find specific Kolb
trainin. And if so how would I go about findin that.
Hav'nt seen any new regs at their site. ?Thought I read everythin
there???????/
----- Original Message -----
From: Richard & Martha Neilsen
To: kolb-list(at)matronics.com
Sent: Wednesday, August 08, 2007 5:25 PM
Subject: Re: Kolb-List: Gonna be
James
One more time. I'm trying to help. The FAA has a open window were you
can get your plane registered. It's available till 12/31/07 after that
you don't have a chance to get it registered. There might be something
but it would very difficult. Unregistered it will be illegal and worth
much less not registered your choice. Check the Kolb-list(at)matronics.com
archives on Light Sort and LSA registration.
What is a Knight? Is it going to fly like a Kolb? We can't force you
to get proper training but nothing less than light sport training as
part of the Light Sport license program will be legal for that airplane.
Get caught and you will be charged flying without a license and flying a
unregistered airplane. Get killed flying illegal and your life insurance
policy may be void. The Light Sport license is fairly easy and
inexpensive to get. It is still allot of work and beyond some people but
one heck of allot easer and less expensive than the private license I
had to get at the time.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: James Fitzsimmons
To: kolb-list(at)matronics.com
Sent: Wednesday, August 08, 2007 4:37 PM
Subject: Kolb-List: Gonna be
All pts. well taken, WOW. OK ,I've got a friend who has a Knight --
its a trainer. Not completely. Some parts missin. He let me run it up an
dwn his strip a few times. He has a friend who is a Pilot and has
trainer cridentials. Who said would help. Agree would not want to be a
statistic or contribute a bad name to the sport. Have been interested in
this long enough to have spent considerable time reading Flyin inst.
books. Also have spent some time talkin with this fellah. I guess you'd
call it ground trainin. So, other than takin flight lessons - which
would be cost prohibitive- I'm doin the best I can. Had a ride in the
Knight - back seat of course. And the other day, had the Kolb runnin and
taxied it up ah dwn a strip there- tryin to get the feel of its
controls. Did'nt know it had heel peddals for braking - rudder worked
for turnin but do'nt slow ya dwn. Figured out the heel peddals after
that.
Went to aircraft spruce and found good pins and keeper clips --
thanks all.
Guess the planes coming with a book and pilots log so info on oil
mix and such are probably there. Still not sure what mix oil to use as
you fellas seem to be at odds on that subject. Thanks fer yer responses
and concerns. Oh and the Iife ins. response --- gotch ya.
href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronic
s.com/Navigator?Kolb-List
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
James,
As you should be able to tell from the responses you are getting, we Kolbers care
about each other and you. TELL US WHERE YOU ARE LOCATED, so perhaps we can
get you in touch with a Kolber near you to help you through this process.
Registering you airplane must be started very soon to meet the deadline because
there are several steps including getting the registration number and getting
it inspected for airworthiness. One way to do this is to order from EAA their
E-LSA registration information kit which outlines all the steps required to make
your Kolb legal.
Do NOT try to fly your Kolb without proper instruction.
Do NOT try to fly your Kolb without proper instruction.
Do NOT try to fly your Kolb without proper instruction.
I've been flying for over 40 years since I got my private certificate. I've flown
dozens of different airplanes and NONE of them fly like any other. In fact
I'm now on my second early model Kolb Firestar and its flight characteristics
are markedly different from the first one I had. I built neither of these. These
are EXPERIMENTAL AIRCRAFT built by individuals in their garages. Every builder
does something different from the plans which are sometimes sketchy leaving
a lot to the imagination of the builder. Some builders have some pretty wild
imaginations and make modifications that are really dangerous.
Since you are not an experienced pilot, and I assume not an aircraft mechanic,
how in the world do you know if it is a safe flying machine? If you've seen it
fly, great, but that does not mean it is safe to fly. Do you know how to do
a proper weight and balance calculation and why your life could depend upon it?
Do you know if the wire ropes in the Kolb have properly swaged fittings? Do
you know what to do if you get carburetor ice? Do you know what carburetor ice
is and how to detect it? Do you know what a stall is? Do you know what causes
a spin? Do you know to recover from a spin? Do you know what aileron flutter
is? Do you know what adverse yaw is and how to correct for it?
I'm not asking these questions to make you feel stupid. But you are ignorant. We
all began totally ignorant of the things we MUST know to fly safely. Not a single
pilot was born with this knowledge. We all learned it over time. And it
does take time but not as long as you might think to get to the point that you
can fly in relative safety.
Please take the time required to learn to fly safely. If you do, you will have
embarked upon an avocation that will reward you in ways that you cannot even begin
to imagine. If you try to take shortcuts there is a good chance you will
be dead before year end.
On average one pilot in the USA dies every day in their airplanes. Most of these
are in Certificated Standard Category Aircraft built buy factories approved
by the FAA, flown by very experienced pilots and the airplanes are maintained
by FAA approved Airframe and Powerplant Mechanics. Approximately 80% of these
are caused by some form of pilot error or poor judgment.
The ultimate in poor judgment is the decision to teach yourself to fly. Don't do
it.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128192#128192
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
James, There is an old adage you might wish to contemplate. Gallows humor,
but true nonetheless.
"Aviation is like a self cleaning oven."
Rick
On 8/8/07, Thom Riddle wrote:
>
>
> James,
>
> As you should be able to tell from the responses you are getting, we
> Kolbers care about each other and you. TELL US WHERE YOU ARE LOCATED, so
> perhaps we can get you in touch with a Kolber near you to help you through
> this process.
>
> Registering you airplane must be started very soon to meet the deadline
> because there are several steps including getting the registration number
> and getting it inspected for airworthiness. One way to do this is to order
> from EAA their E-LSA registration information kit which outlines all the
> steps required to make your Kolb legal.
>
> Do NOT try to fly your Kolb without proper instruction.
> Do NOT try to fly your Kolb without proper instruction.
> Do NOT try to fly your Kolb without proper instruction.
>
> I've been flying for over 40 years since I got my private certificate.
> I've flown dozens of different airplanes and NONE of them fly like any
> other. In fact I'm now on my second early model Kolb Firestar and its flight
> characteristics are markedly different from the first one I had. I built
> neither of these. These are EXPERIMENTAL AIRCRAFT built by individuals in
> their garages. Every builder does something different from the plans which
> are sometimes sketchy leaving a lot to the imagination of the builder. Some
> builders have some pretty wild imaginations and make modifications that are
> really dangerous.
>
> Since you are not an experienced pilot, and I assume not an aircraft
> mechanic, how in the world do you know if it is a safe flying machine? If
> you've seen it fly, great, but that does not mean it is safe to fly. Do you
> know how to do a proper weight and balance calculation and why your life
> could depend upon it? Do you know if the wire ropes in the Kolb have
> properly swaged fittings? Do you know what to do if you get carburetor ice?
> Do you know what carburetor ice is and how to detect it? Do you know what a
> stall is? Do you know what causes a spin? Do you know to recover from a
> spin? Do you know what aileron flutter is? Do you know what adverse yaw is
> and how to correct for it?
>
> I'm not asking these questions to make you feel stupid. But you are
> ignorant. We all began totally ignorant of the things we MUST know to fly
> safely. Not a single pilot was born with this knowledge. We all learned it
> over time. And it does take time but not as long as you might think to get
> to the point that you can fly in relative safety.
>
> Please take the time required to learn to fly safely. If you do, you will
> have embarked upon an avocation that will reward you in ways that you cannot
> even begin to imagine. If you try to take shortcuts there is a good chance
> you will be dead before year end.
>
> On average one pilot in the USA dies every day in their airplanes. Most of
> these are in Certificated Standard Category Aircraft built buy factories
> approved by the FAA, flown by very experienced pilots and the airplanes are
> maintained by FAA approved Airframe and Powerplant Mechanics. Approximately
> 80% of these are caused by some form of pilot error or poor judgment.
>
> The ultimate in poor judgment is the decision to teach yourself to fly.
> Don't do it.
>
> --------
> Thom in Buffalo
> N197BG FS1/447
>
> --------------------
> "Blind respect for authority is the greatest enemy of truth."
> Albert Einstein
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=128192#128192
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
James, all the comments I have read so far are dead on the money, but
let me add something a bit different - Kolbs are great flying airplanes,
I love mine and promote Kolbs, but so far, the only one I have flown
that would fly hands off was a Firestar II with bunches of dihedral. My
MKIII will not fly hands off even with all the dihedral I could wedge
into it. (So I put it back stock. Why look odd if it doesn't help
anything?)
When I first met John Hauck, within the first three minutes he told me
that a Kolb would not fly hands off, and that is true.
Think about that very carefully.
Some of the guys on the list might call this heresy, but a standard Kolb
WILL NOT FLY hands off. It will figure out a way to depart from straight
and level flight. Do you really want to learn to fly in such a device?
Stock, it is a neutral stability airplane. Which make it delightful to
fly, but probably the world's worst choice to teach yourself to fly in.
Learn to fly first, get good at it, and then fly the Kolb, and you will
love it. Try to teach yourself to fly in it, and you will scream at it.
But probably not for long.
End of sermon.
Richard Pike
MKIII N420P (420ldPoops)
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Boyd,
Big Lar has suggested that you have contrived an inexpensive radio ariel.
Can you let me have details please.
Pat
Off list if you like pj.ladd(at)btinternet.com
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
>From one of my flying mags./
" Someone in the FAA has decided that all air traffic controllers should
adhere to a `sensible grown-up dress code` In sticking to the letter, if not
the spirit, of the directive, some male controllers have worn dresses to
work, while others have been sent home for wearing `gender inappropriate`
colours..
You couldn`t make it up could you?
Pat
________________________________________________________________________________
| Subject: | I flew a Kolbra last night |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Mark German let me take the controls of his Kolbra last night from the back seat.
We went around the pattern a few times and shot some takeoffs and landings.
After flying my Original (very light) Firestar for the last 20 years, there is
quite a difference between them. Everything is faster including the landings.
I thoroughly enjoyed the plane.
Thanks Mark .....
Ralph
--------
Ralph B
Original Firestar
20 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128310#128310
Attachments:
http://forums.matronics.com//files/mark_and_his_kolbra_505.jpg
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Gainin new outlook |
If I lived in Columbia, MO then I would contact Michael Sharp he lives in
Oak Grove, MO I think he was building one a while ago.
http://www.frappr.com/?a=myfrappr&id=92602
But if I lived in Baldwyn, MS I would go north to the factory there should
be a bunch of planes there in late September for the flyin. Frappr has a
bunch of builders and flyers that you can contact and you can pick the one
closest to you.
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Here it is, pretty simple to make. Good luck.
http://www.bcchapel.org/pages/0003/pg9.htm
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "pat ladd" <pj.ladd(at)btinternet.com>
Sent: Thursday, August 09, 2007 12:15 PM
Subject: Re: Kolb-List: W&B
>
> Boyd,
>
> Big Lar has suggested that you have contrived an inexpensive radio ariel.
> Can you let me have details please.
>
> Pat
>
> Off list if you like pj.ladd(at)btinternet.com
>
>
>
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
By nature and by disposition, good air traffic controllers are frequently
self-confident, arrogant, independant and feisty. Opposed to bureaucracy,
meddling, and rules tending to conformity. Controllers who do not possess
these traits leave the ranks and move up to management. And then make up
dress codes...
So this doesn't surprise me at all.
Richard Pike
MKIII N420P (420ldPoops)
Retired, 30 years ATC
----- Original Message -----
From: "pat ladd" <pj.ladd(at)btinternet.com>
Sent: Thursday, August 09, 2007 12:44 PM
Subject: Kolb-List: PC
>
>>From one of my flying mags./
>
> " Someone in the FAA has decided that all air traffic controllers should
> adhere to a `sensible grown-up dress code` In sticking to the letter, if
> not the spirit, of the directive, some male controllers have worn dresses
> to work, while others have been sent home for wearing `gender
> inappropriate` colours..
>
> You couldn`t make it up could you?
>
> Pat
>
>
>
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
pretty simple to make. >>
Famous last words. To me anything electrical that you dont push into a
socket and switch it on , is complicated.. However my ex partner in the
Eurostar builds his own model railway stuff and has a little workshop.
Time to call in a favour I think.
Thank you and thank you to the several list members who have given me
advice. Thanks everybody
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
The spread sheet is not been made to look real purdy,,,,, but it works.>>
Boyd,
I have tried without success to view and print this. I have not been able to
produce a program to open an xls file.
Is it possible to send it in another format ?
Pat
________________________________________________________________________________
| Subject: | Re: Gonna be a flyer |
| From: | "Dave Rains" <RangeFlyer72(at)yahoo.com> |
I'm still out here lurking... You know, one of you guys who is nearby might meet
with, and give this fellow some personal advise. Perhaps arrange for some
instruction. Sure wouldn't like to here he was injured, or worse. :(
Skeeter
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128361#128361
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | CHT & EGT control |
Rick:
Not on a 4 stroke. Unloading the engine only applies to 2 strokes.
john h
If I were to unload
the prop in the air I understand that the EGTs will go up
Rick Neilsen
________________________________________________________________________________
| Subject: | Re: Gainin new outlook |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
...Do not yet feel that I want to give info to where I live YET ...
James,
Are you for real? What are you hiding? Never mind, I don't really want to know.
Adios!
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128375#128375
________________________________________________________________________________
| Subject: | Re: Herding geese and cats |
In a message dated 8/9/2007 4:04:41 PM Eastern Daylight Time,
jb92563(at)yahoo.com writes:
Its more fun to fly WITH them then AT them anyway but I can imagine that if
an 8lb goose takes a quick wrong turn and ends up in your lap at 10mph "run
down" to 120mph "coming right at you"
its going to hurt something.
Hate to be a wet blanket, but I think it's illegal to herd or otherwise
harrass ANY wild game with any vehicle.
Howard Shackleford
FS II
SC
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: CHT & EGT control |
At 04:33 PM 8/9/2007, jb92563 wrote:
>I figure the most important is the CHT and I figure that throttleing down
>is the way to cool things down a bit if you start to overheat?
Unless your carb is screwed up and running too lean in the midrange, then
throttling back could make it even worse...
-Dana
--
--
"The budget should be balanced, the Treasury should be refilled, public
debt should be reduced, the arrogance of officialdom tempered and
controlled, and the assistance to foreign lands should be curtailed lest
Rome become bankrupt" -Cicero, 68 B.C.
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 05:03 PM 8/9/2007, you wrote:
>I have tried without success to view and print this. I have not been able
>to produce a program to open an xls file.
xls is Microsoft Excel, part of MS Office. If you don't have that then the
free software OpenOffice (http://openoffice.org) will do it.
-Dana
--
--
"The budget should be balanced, the Treasury should be refilled, public
debt should be reduced, the arrogance of officialdom tempered and
controlled, and the assistance to foreign lands should be curtailed lest
Rome become bankrupt" -Cicero, 68 B.C.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
xls is Microsoft Excel, >>
Thanks Dana,
I think Wendy has that on her confuser.
Pat
________________________________________________________________________________
| Subject: | Re: Gainin new outlook |
| From: | "olendorf" <olendorf(at)gmail.com> |
Based on email address; jfitzsy(at)stny.rr.com
he is in southern tier of New York State.
--------
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=128450#128450
________________________________________________________________________________
| From: | "David Key" <dhkey(at)msn.com> |
| Subject: | Re: Gainin new outlook |
I found a Mr FITZSIMMONS
that lives with his wife only
who own a rectangular North/South facing property over 700 feet long
But this one is only 52 and I wouldn't call that mid 50's but check out the
property... NICE
http://maps.google.com/maps?f=q&hl=en&geocode=&q=2301+MCGUIRE+LN+COLUMBIA+MO+65202&sll=37.0625,-95.677068&sspn=86.135299,105.820313&ie=UTF8&ll=38.974557,-92.154393&spn=0.011077,0.019956&t=k&z=16&om=1
I think no to Austraila because he's using Road Runner ISP and that service
is only available in the United States. They are a high speed internet
provider so I'm not sure cost is the real issue about why Mr FITZSIMMONS
wouldn't
want to pay for flying lessons.
If someone lives near Columbia, MO then fly over this property and if it's
got a runway cut in it, I'm all in....
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Gainin new outlook |
----- Original Message -----
From: "olendorf" <olendorf(at)gmail.com>
Sent: Friday, August 10, 2007 6:52 AM
Subject: Kolb-List: Re: Gainin new outlook
>
> Based on email address; jfitzsy(at)stny.rr.com
> he is in southern tier of New York State.
>
I personally am a bit too old and cranky to be playing guessing games. He
asked for help and advice and it was given in an attempt to get him safely
in the air. He has in effect said that he values that advice, but it
probably doesn't apply to him. Lots of people would do anything, including
personally helping him do this safely, yet he wants to play
games????????????? Thanks but no thanks!
Larry C
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Jeff,
I get the impression from your post that you are talking about your CG without
you, the pilot, sitting in the airplane. If I am interpreting your post incorrectly,
sorry.
However, if I'm interpreting it correctly, please note the following:
The acceptable CG range is meaningful only with the aircraft loaded (you and fuel
and gizmos you carry) and in flight stance, not tail on the ground. You should
be interested in the CG location with you in the airplane and full fuel but
also with you in the airplane and minimum fuel, since you will use the fuel
in flight. Your aircraft empty weight(no fuel) and CG location in flight stance
is needed so you can calculate what various loading (different pilot weights)
will do to the CG in flight. Your empty weight CG location does not have to
be within the acceptable range, in fact rarely will be in a Kolb.
I hope this clarifies the meaning and significance of the acceptable CG range numbers.
--------
Thom in Buffalo
N197BG FS1/447
--------------------
"Blind respect for authority is the greatest enemy of truth."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128466#128466
________________________________________________________________________________
| Subject: | Re: I flew a Kolbra last night |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Here's another picture of the Kolbra.
Ralph
--------
Ralph B
Original Firestar
20 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128497#128497
Attachments:
http://forums.matronics.com//files/marks_kolbra_128.jpg
________________________________________________________________________________
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: CHT & EGT control |
X-mailer: Pegasus Mail for Windows (4.41)
>
> Trust me. Your exhaust valves, seats, and guides care what the EGT's are. :-)
Well, sort of...but not in the way you're thinking....
http://www.warmkessel.com/jr/flying/td/jd/59.jsp
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| Subject: | Re: CHT & EGT control |
| From: | "lndc" <lndc(at)fnbcnet.com> |
Rick, You fly a 4 stroke right? I fly a continental now but used to fly a 2 stroke.
If your cyl head temp is high and your egt is low means that you have way
too much prop. the opposite would be just that, Too little prop pitch. Get a
CPS catalog and tune that 2 stroke. All the info is in the back of the catalog.
My A65 is easy. If you get full rpms its good to go.
Dan Charter
northern MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128657#128657
________________________________________________________________________________
| Subject: | Re: Suzuki 1.3 DOC 16V |
| From: | "lndc" <lndc(at)fnbcnet.com> |
I have a friend that's mounting a Jabiru on his Avid right now. It's supposed to
weigh the same as a 582 but has 80 hp. He said that it will be flying next week.
I'll try to keep you posted. That engine should work fine on a Kolb.
Dan Charter
northern MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128658#128658
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
I have been flying RCs most of my life and have been to SC to Pat Hartness'
place 9 years in a row but not since he bought the new airfield. He is a
wonderful person and everything is cool but I gotta tell you one thing for
sure and for certain. He is super rich and the rich dont get rich by giving
it away. If you go, you will probably have a great time but it wont be free
by any means. (Notice it doesnt say ANYTHING about $$). If history of his
get-togethers holds true, there will be a ramp fee, parking fee, entranace
fee, camping fee, toilet fee, walking fee, standing fee and of course,
watching fee which will be more. And, bring a lot of $$ to eat. He doesnt
do anything for free. It may be okay $$ this year but it will expand to make
him big $$ later. You can bet on that. I dont mean to bad mouth him and
his crew, it is just not a Kolb family type get-to-gether. It is way out in
the sticks, about twenty miles from town, so everything that you are going
to need, you gonna have to get from there. There is also one thing to think
about. If you find the advertisement for this event, something like
"licensed pilots and crew, certified aircraft", he aint gonna let fat
uncertified ultralights into his party. He doesnt take chances on anything.
When we fly the RCs there, they stopped the warbird giants cause they make
too much noise, others had to have special shut down switches, etc. that
doesn't not occur at other places. I am just saying that if you are not
totally legal, have a really nice plane, I wouldnt go there. I would find
somewhere else -- like the Kolb fly. At least you will feel wanted, and bet
your life, you will have a good time. my two cents. My guess is this is
primarily for his very rich friends to fly in with their bigger than life
aircraft. I dont see this as a "look at my pretty Kolb" type flyin.
Whatever floats your boat. My money is on the hospitality and goodness of
the Kolb family where we appreciate each other and what we have and do.
Probably take the heat on this one but I have experience there. Ted Cowan,
Alabama
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
Dan,
There may be others who have a jabiru mounted on their Kolb,but I for one do
not recommend it.It is a fine engine and runs sweetly with super fuel economy
easy starting hot or cold,but turning a direct drive 3000 rpm propeller in a
Kolb's wing wash produces more noise than you can control.You will not believe
the lengths I have gone to trying to isolate the cabin from this din.Any geared
option would serve you better.Keeping the prop rpm under 2200 or 2300rpm makes
a big difference.A geared engine w/3.47-1 would be my choice.
G Aman,235hr on the Jabiru with my ears still ringing
I have a friend that's mounting a Jabiru on his Avid right now. It's supposed to
weigh the same as a 582 but has 80 hp. He said that it will be flying next week.
I'll try to keep you posted. That engine should work fine on a Kolb.
Dan Charter
northern MN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128658#128658
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Gonna be flyier |
Hi Russ,
I reckon this flying game is difficult enough when you have been taught
properly let alone doing it with no training.
I have had my plane back about 3 weeks now. Still waiting for paperwork
clearance to test fly. In the meantime I have been trying to sort out
where the radio goes, ariel etc and rigging up a pulley system to enable
me to back the machine into my hangar singlehanded. Unlike the
Challenger there are no metal bits to grab hold of to push the plane
about. I can get her out by pushing on the prop hub. Going backwards is
the problem. I have also been reaquainting myself with the joys of
taxying a tail dragger. Surprising what you forget after a years lay
off. I managed a downwind taxy in a stiffish breeze, only having to do a
360 once but I dropped the starboard wheel in a hole just as I gunned
the engine to turn into wind. You guessed. The wheels went nowhere and
the nose went down and I managed to side swipe the pitot tube before I
could cut the throttle. I could see the sense of the hoops some people
fit under the nose cone. No fibreglass damage but I have to find a
small boy I can stuff inside the nose cone with a spanner to unbolt the
pitot fitting. I am too big and too stiff in the joints to get in there
myself.
Happy sailing
Pat
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Firestar II to Firefly |
I just sold my Firestar II with a 503 DCDI after flying it for 108 hours. I
loved my plane, but did not want to get a Sport Pilot license and now I plan
to buy a Firefly with a 447. I am wondering what to expect as far as
differences in handling, take off speed and distance, cruise and stall. Are
new Kolb specs in the ballpark? I have never had an UL with flaperons. When
do you Firefly pilots use your flaperons? Just for landing or also for take
offs. Has any one used VG's on the Firefly? Al Bumhoffer, Elkton, MI
Al,
I have flown a FireFly since September, 1999 and I have never flown a
FireStar II, so I cannot offer a direct comparison. The Kolb specs are in
the ball park. I use the flaperons on takeoff from grass. I have a
continuously variable flaperon control that lets me set any setting I want.
I have found that five degrees lets the FireFly lift off in the three point
stance with the stick in the neutral position. I use the flaperons on when
landing on and taking off from grass strips. I never use them on hard
surface runways.
I do have VG's mounted on the wing and under the horizontal stabilizer.
They calmed nervous and twitchy FireFly. The FireFly will lift off and land
a few mph slower than before installing them. The horizontal stabilizer
VG's were added to increase back stick effectiveness. With the VG's on the
wing, the FireFly would not stall. It performed a parachuteal descent or
mush rather than break cleanly. Since adding the horizontal stabilizer VG's
and a gap seal, the FireFly will once again stall. The engine reduction
unit is rotated to the left to counteract forward slip at cruise (no rudder
trim). With more propeller wash air flowing over the left wing the FireFly
so the right wing stalls and the FireFly falls off or rolls to the right.
Upon testing, at 5,000 rpm the FireFly would not stall at 20 degree up
elevator (full stick back). At 4,500 rpm the right wing gave warnings that
it did not like what was going on but the FireFly bored straight on. When
I reduced the rpm to 4,000 rpm, and the stick approached 20 degrees up
elevator, the right wing complained and finally unloaded and the FireFly
fell off to the right.
Years ago when I investigated flaperon usage, I was not able to raise the
nose in an approach descent at 50 mphi. Recently there was discussion
of the Kolb List about VG's on the horizontal stabilizer, and I realized I
had not revisited this since I added the gap seal and VG's to the
horizontal stabilizer. From my flight log:
"July 16, 2007 - Flight 656 - 29 minutes 55 seconds, 226:37 tt, Victor 1+
146:47 burned 0.82 gallons for an overall fuel burn of @ 1.64 gph???. Flew
to check out the effect of horizontal stabilizer VG's and gap seal on
elevator authority and flaperon position and stall. Flew early in the
morning so there were no thermals. Started out at 2,000 feet agl. No
problems lifting the nose at 40, 45, & 50 mphi with flaperons fully
extended. Maximum elevator deflection to raise the nose was slightly over
ten degrees. ............."
I have on my short list a reminder to vary the flaperon settings and to
check out stall, and forward and side slips. Waiting for a quiet, cool,
and clear morning.
I hope this helps you out. If you would like to subject your self to some
abuse, you can check out my FireFly web site at:
http://www.thirdshift.com/jack/firefly/firefly.html
Would I fly without the VG's on the wings and the horizontal stabilizer?
- NO!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Firestar II to Firefly |
With the VG's on the
wing, the FireFly would not stall. It performed a parachuteal descent or
mush rather than break cleanly. Since adding the horizontal stabilizer VG's
and a gap seal, the FireFly will once again stall.
Jack B. Hart FF004
Hi Jack H:
Help me out here a lilttle.
If I understand the above statement correctly, you could not make your FF
stall with VGs installed. It mushed rather than broke cleanly.
Now it breaks cleanly and does not mush?
What is the advantage of that?
I bet it will stall with VGs.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Gonna be flyier |
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Hi Pat, here is our attempt at a pulley system. This allows me to pull the MKIII
up a slight incline that is barely possible unassisted. Ed uses a similar system
on his FSII, and since his airplane is a bit lighter, his pull is easier.
The clamps are simple. On mine, axle extensions with holes bored in the flat stock
to slip over the the extensions. For Ed's - a bolt at either end of the clamp
bracket to stick in the tube of the stock Kolb tailwheel assembly.
You will need at least 100' of rope.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128807#128807
Attachments:
http://forums.matronics.com//files/p1050901_large_175.jpg
http://forums.matronics.com//files/p1050900_large_868.jpg
http://forums.matronics.com//files/p1050899_large_776.jpg
http://forums.matronics.com//files/p1050898_large_127.jpg
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Gonna be flyier |
> The clamps are simple. On mine, axle extensions with holes bored in the
> flat stock to slip over the the extensions. For Ed's - a bolt at either
> end of the clamp bracket to stick in the tube of the stock Kolb tailwheel
> assembly.
>
> You will need at least 100' of rope.
>
> Richard Pike
> MKIII N420P (420ldPoops)
Pat,
For some reason I didn't get your message on the forum, I saw R Pike's
message and went to the BB to see what he was talking about. I just made a
deal to hook on the tail wheel to pull mine where I want. The foot is in the
picture to give perspective. The deal is made from spare cro moly tubing.
The bent parts on the end are solid steel bent to that angle and welded into
the end of the tubes. The bend is there so that it does not contact the tail
when I am dragging the plane backwards.
Larry C
________________________________________________________________________________
| From: | "Tom Deiulio" <tpd47(at)earthlink.net> |
| Subject: | Help to fix careless mistake |
I have just completed the left wing of my MkIII classic and am ready to
begin the right wing. I realized that I have mistakenly used 1 1/4"
tubing for the leading edge of the completed left wing instead of the 1
1/2" called for in the plans. I see two choices; drill out all of the
leading edge rivets and replace the 1 1/4" with 1 1/2" or also build the
right wing with 1 1/4" tubing and keep pressing on. Obviously the 1 1/2"
is stronger but is it enough to make a difference? I appreciate any
suggestions.
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Help to fix careless mistake |
just press on it will be weaker but that is not where it needs to be the
strongest I new a guy that flew into a tree crash landing into a swamp and he
fixed his leading edge with a closet rod and duck tape then flew it bask out
. malcolm michigan
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Help to fix careless mistake |
Obviously the 1 1/2" is stronger but is it enough to make a difference? I
appreciate any suggestions.
Tom D:
The leading edge of the Kolb wing is the hardest working part of the wing.
If the wing fails, the leading edge will be the first to go.
I take no short cuts on building Kolb wings. In fact, I build them much
stronger than the plans call for. Reason: For my own self satisfaction.
If it was my wing, I would drill them out and replace with the correct size
tubing.
john h
mkiii - 2,699.9 hours
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Help to fix careless mistake |
just press on it will be weaker but that is not where it needs to be the
strongest I new a guy that flew into a tree crash landing into a swamp and
he fixed his leading edge with a closet rod and duck tape then flew it bask
out . malcolm michigan
Malcolm Michigan:
How much weaker?
john h
mkIII
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Help to fix careless mistake |
I saw a video of a guy named Denis, he flew a ultrastar into several high G
maneuvers trying to wreck a wing when it did fail it was not the leading
edge that failed it was the jury strut. when he deployed his chut it subjected
the plane to moor G,s than wrecking the wing did. malcolm michigan
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Firestar II to Firefly |
>
>Hi Jack H:
>
>Help me out here a lilttle.
>
>If I understand the above statement correctly, you could not make your FF
>stall with VGs installed. It mushed rather than broke cleanly.
>
>Now it breaks cleanly and does not mush?
>
>What is the advantage of that?
>
>I bet it will stall with VGs.
>
John,
With VG's on the wings only and the thrust line centered, one could pull the
stick back against the stop and the FireFly would mush straight ahead. No
tendency for a wing to drop and no need to kick a rudder pedal to pick up a
dropping wing in quiet air. You could displace the stick slightly off
center in roll and the plane would turn with out dropping a wing. I don't
remember the wing complaining that it was near stall, it just mushed.
Basically you are flying on the back side of the lift curve.
This is an indication that there was not enough elevator control to raise
the nose to the point that the wing would stop flying. Mushing may seem to
be a good thing, but I would rather the wing complain a little to warn me
that it is about to stop flying. The advantage is that you get a definite
warning where as you may not notice you are already mushing and dropping out
of the sky.
One of the things that happens when you add VG's to the wings, is that the
air remains attached to the upper wing surface for a greater distance from
the leading edge. This means that the center of lift is going to move more
toward the rear too. Since the center of lift is behind the cg, it will require
more tail down force to raise the nose. By adding the VG's to the bottom of
the horizontal stabilizer and a gap seal, it gives the added tail down force
required to get it to stall.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Help to fix careless mistake |
Sorry Mal, but I think that is bad advice.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: Malcolmbru(at)aol.com
To: kolb-list(at)matronics.com
Sent: Sunday, August 12, 2007 8:57 PM
Subject: Re: Kolb-List: Help to fix careless mistake
just press on it will be weaker but that is not where it needs to be
the strongest I new a guy that flew into a tree crash landing into a
swamp and he fixed his leading edge with a closet rod and duck tape
then flew it bask out . malcolm michigan
-------------------------------------------------------------------------
-----
AOL.com.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Gonna be flyier |
Subject: Re: Kolb-List: Re: Gonna be flyier
>> The clamps are simple. On mine, axle extensions with holes bored in the
>> flat stock to slip over the the extensions. For Ed's - a bolt at either
>> end of the clamp bracket to stick in the tube of the stock Kolb tailwheel
>> assembly.
>>
>> You will need at least 100' of rope.
>>
>> Richard Pike
>> MKIII N420P (420ldPoops)
>
>
Pat,
For some reason I didn't get your message on the forum, I saw R Pike's
message and went to the BB to see what he was talking about. I just made
a
deal to hook on the tail wheel to pull mine where I want. The foot is in
the
picture to give perspective. The deal is made from spare cro moly tubing.
The bent parts on the end are solid steel bent to that angle and welded
into
the end of the tubes. The bend is there so that it does not contact the
tail
when I am dragging the plane backwards.
Larry C
>
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: Help to fix careless mistake |
If you want it dun fast and cheep just hire a poor lazy man mal
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| Subject: | Re: Help to fix careless mistake |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Replace it with the correct tubing. After it's built you will have the satisfaction
of knowing its done right. If you don't fix it, and put the covering on,
it will be harder to replace the tubing if the plane has some bad tendencies.
A sharper leading edge makes for a sharper stall.
Ralph
--------
Ralph B
Original Firestar
20 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128840#128840
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Original Firestar |
I had an original firestar and I loved it. I bought mine used from homer
kolb and they put a new 447 on it for me. last I herd it was in Wisconsin.
Dick just bought the other factory firestar 11 the one he landed in the
ditch at Oshkosh, and is thinking of selling it already. mal
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Help to fix careless mistake |
Malcolm
I have been a member of this list for better than 10 years and this is
the most stupid and irresponsible advice I have ever heard!!!
Tom
Fix the mistake. If not you or some one you love it might bite some one
else and YOU would be responsible how would you feel? Please fix it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Malcolmbru(at)aol.com
To: kolb-list(at)matronics.com
Sent: Sunday, August 12, 2007 8:57 PM
Subject: Re: Kolb-List: Help to fix careless mistake
just press on it will be weaker but that is not where it needs to be
the strongest I new a guy that flew into a tree crash landing into a
swamp and he fixed his leading edge with a closet rod and duck tape
then flew it bask out . malcolm michigan
-------------------------------------------------------------------------
-----
AOL.com.
________________________________________________________________________________
| Subject: | Re: Help to fix careless mistake |
In a message dated 8/12/2007 11:20:47 P.M. Eastern Daylight Time,
NeilsenRM(at)comcast.net writes:
Malcolm
I have been a member of this list for better than 10 years and this is the
most stupid and irresponsible advice I have ever heard!!!
Tom
Fix the mistake. If not you or some one you love it might bite some one else
and YOU would be responsible how would you feel? Please fix it.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: _Malcolmbru(at)aol.com_ (mailto:Malcolmbru(at)aol.com)
Sent: Sunday, August 12, 2007 8:57 PM
Subject: Re: Kolb-List: Help to fix careless mistake
just press on it will be weaker but that is not where it needs to be the
strongest I new a guy that flew into a tree crash landing into a swamp and he
fixed his leading edge with a closet rod and duck tape then flew it bask out
. malcolm michigan
gee
yup.....yup....... that's purdy stupid, I'd say.....yup
geeez.....why do I feel like Mortimer Snerd
George Randolph
Firestar driver from the Villages, Fl
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| Subject: | Re: Suzuki 1.3 DOC 16V |
| From: | "David Lucas" <d_a_lucas(at)hotmail.com> |
There's a geared re-drive available from an Australian outfit which might fit the
bill for your VW engine. See for a few pictures etc. They used to sell it
as a seperate item in the past. Guess they still do.
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128885#128885
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Firestar II to Firefly |
it gives the added tail down force required to get it to stall.>>
Hi Jack,
what an interesting idea that you actually WANT the plane to stall.
Manufacturers always use the fact that a plane will not stall as a selling
point. Certainly having a plane that stalls gently, or just nods and
continues flying is what most pilots look for.
I am sold on the VG`s as without them my Extra would not have produced a low
enough stalling speed to qualify as an ultralight here in the UK.
Have a read your post correctly?
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Gonna be flyier |
Hi Richard,
thanks for the idea, it certainly looks pretty neat.
I have arranged pulleys in the same configuration as you and as you say it
needs a lot of rope. I have used a larger diameter rope as it is a bit
easier on the hands as I pull the plane over the hump created by a scaffold
tube which runs across the floor of the hangar entrance.
At the moment I have made a rope bridle with the ends just looped around the
base of the undercart legs. I would have preferred to make the attachment
points further towards the tail but with the tail wheel running in a guiding
track this seems to work.
Thanks again
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Gonna be flyier |
Hi Larry,
thanks for the pics. Very neat contrivance ( and what neat feet you have
Grandma !).
Your design would be great if I had a flat floor and just a slope to pull
the plane up but I would hesitate to apply to the tail fitting the force
that I need to shift mine.
I built my hangar, some years ago, of scaffold tubes and plastic cladding
sheets and I used for the front an invention called a `Galebreaker`. This
is in effect a loosely woven tarpaulin. Farmers use them to divide up, or
enclose existing barns. They are made to hook on to the upright RSJ`s (You
call them `I` beams I think) and are pulled tight by a ratchet system.
As you can imagine the compression force applied to the side upright
attachment points, particularly when the wind blows, is considerable so as
well as putting the uprights into 40 gallon barrels filled with concrete I
retained the tube at ground level to stop the sides moving inwards.
I should have buried it but the Challenger I had manhandled easily over the
tube with the aid of a couple of v shaped chocks and I just didn`t think the
work entailed was worth it. In retrospect a wrong decision.
At the moment I attach a bridle to the u/c and heave on a pulley system and
with a guide channel for the rear wheel this seems to be working. I will
have another look at the tail fitting as the back is the obvious place to
lead the plane from
Thanks
Pat
________________________________________________________________________________
| From: | "Rick Lewis" <cktman(at)hughes.net> |
Your right, the Kolb people are excited about the posibility of the VW engine being
used on the Plane. They made the jig off the vw engine block I took to them
and have already made and power coated my cage. I will be picking things
up probably tomorrow. My engine parts are trickling in slowly. I will be using
the water cooled heads and light weight cylinders. It looks like my total
engin cost will be around 7000.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=128896#128896
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Firestar II to Firefly |
>
> it gives the added tail down force required to get it to stall.>>
>
>Hi Jack,
>
>what an interesting idea that you actually WANT the plane to stall.
>Manufacturers always use the fact that a plane will not stall as a selling
>point. Certainly having a plane that stalls gently, or just nods and
>continues flying is what most pilots look for.
>I am sold on the VG`s as without them my Extra would not have produced a low
>enough stalling speed to qualify as an ultralight here in the UK.
>
>Have a read your post correctly?
Pat,
I flew gliders/sailplanes for several years. This was one of the things
that lead me to the FireFly. I like to sit up front for the view. The next
best thing is and if you are going to have an engine, is to have all the
noise behind you. But the neat thing about gliding is the fact that there
is no engine noise or vibration that masks what is going on as the aircraft
slips through the air. Since you are trying to stay up as long as possible,
one must stay in a thermal as long as possible. This is done by slow flight
in a tight bank. You keep your eyes out side and keep pulling back on the
stick until the wing starts to burble and then relax pressure to keep the
wing at maximum lift and just above stall as you climb.
The only reason the FireFly broke cleanly is because I forced it to. The
right wing complained long before the stick reached the stop. IF one
continued to hold the stick centered and back against the stop, the FireFly
would go into a spin. All one has to do is let the stick go forward and the
FireFly starts flying again with very little altitude loss. I consider your
statement "Certainly having a plane that stalls gently, or just nods and
continues flying is what most pilots look for." and apt description for my
FireFly.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FS 1 Boom Tube mat'l specs |
> I'm hoping someone here has the size(5" I know) and specs for the boom
tube for the early FS. I need to know what alloy, wall thickness and overall
length.
> Thom in Buffalo
Morning Thom:
Give Travis a call at TNK, 606-862-9692.
They usually have some seconds on hand that have cosmetic blemishes that
they can not send out with a kit.
I am sure you can get a good price on it that may offset the high shipping
cost.
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: FS 1 Boom Tube mat'l specs |
Thom, Mine is 5" .049 wall thickness. Pretty it's 6061-T6. John's right, get
it from Kolb. I had to buy one from Wick's for the Cummie and it was $400
and I hauled it home.
Rick
On 8/13/07, John Hauck wrote:
>
>
> > I'm hoping someone here has the size(5" I know) and specs for the boom
> tube for the early FS. I need to know what alloy, wall thickness and
> overall
> length.
>
> > Thom in Buffalo
>
> Morning Thom:
>
> Give Travis a call at TNK, 606-862-9692.
>
> They usually have some seconds on hand that have cosmetic blemishes that
> they can not send out with a kit.
>
> I am sure you can get a good price on it that may offset the high shipping
> cost.
>
> john h
> mkIII
>
>
--
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: Firestar II to Firefly |
Well Pat, its a question of how far away from the stall he runs out of elevator
authority. If he can get another 3 or 5 mph before a stall then I doubt he would
want to give up on that, and in ground effect it can be as much as 10 mph
of less speed. So I would certainly want my airplane to give me all the performance
it has. In a short field environment you really do want your LD max at its
optimum, otherwise you lost margins for safe flight, either in climb (VX) or
landing (VFE). Could mean the difference between bent gear, or hung up in a
tree, or just a close call.
Ron
===================
---- pat ladd wrote:
============
it gives the added tail down force required to get it to stall.>>
Hi Jack,
what an interesting idea that you actually WANT the plane to stall.
Manufacturers always use the fact that a plane will not stall as a selling
point. Certainly having a plane that stalls gently, or just nods and
continues flying is what most pilots look for.
I am sold on the VG`s as without them my Extra would not have produced a low
enough stalling speed to qualify as an ultralight here in the UK.
Have a read your post correctly?
Pat
--
kugelair.com
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: CHT & EGT control |
After that I decided the nice cool air above the inversion layer wasn't
worth it and dropped down into the heat.>>
Hi Richard,
they can get you anywhere. Apart from my Harrier experience, I was once
, learning to fly gliders, chased up the launch wire by a Hercules. I
was with an instructor and we dropped the cable at around 1000ft just as
a Herc overtook us underneath.. Just to one side luckily or we would
have dropped the wire into his props. That would have made his eyes
water.
I met a friendthe other day who I had known since gliding days. He too
graduated to ultralights, a Rans, and when I asked him how the flying
was going he replied.
" I have packed it in. Its too damn dangerous" Now I knew that he had
dived into the ground from aroun 10ft when a pin connecting the controls
to the elevator dropped out and he had still carried on flying after
that so I asked what had happened. "A bloody Herc flew under me` he
said. Thats rough I commiserated what height were you? He went pale at
the memory. "I was in the f********n circuit"
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Firestar II to Firefly |
This is done by slow flight in a tight bank. >>
Hi Jack,
All pilots would benefit by some gliding IMHO. A 45 degree bank, 5knots
above the stall with 9 or 10 other gliders formating on you within a 200
yard circle is very character building. That plus the knowledge that a
farmers field is waiting for you below....
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: W&B & Antenna |
Hi Boyd,
thanks for the arial info. Digging around I have found a very old marine GPS
which gives lat and long only and is a bout the size of a shoe box. However
to my surprise included with the GPS was about 2 metres of antenna and a
rubber ducky arial complete with connectors. I think that solves the
problem,..
Re W & B. I have downloaded the Open Office you recommended but my confuser
still won`t cooperate. Is it possible, without putting you to too much
trouble to send me the workings and I will set the spread sheet up at this
end.
Hopefully
Pat
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Suzuki 1.3 DOC 16V/Rotax 912ULS Slipper Clutch |
My redrive is a series 3 drive and is the
> result of considerable work that is very likely needed on a gear drive
> unit. Rotax has the opportunity to use a considerable development budget
> to tune their redrive for their engines and just in the last year or so
> developed the slipper clutch for the 912S engine.
> Rick Neilsen
Rick N:
Rotax developed the slipper clutch for the 912ULS primarily because we were
having a hard time starting the engines. Once started, they ran fine.
The reason for the startup problem was the increased compression which shook
the engine on initial startup. This aggravated the float bowls on the carbs
by aerating the fuel. From their things snowballed and the engine stayed in
a "gear chatter" mode.
The slip clutch took care of this problem, along with a high torque starter.
Turned the high compression 912ULS into a kitten.
The 912UL has no requirement for the slipper clutch. Don't know about the
914.
Basic 912 gear box is same as 1989 models.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
The Rotax 912s will have no advantage over a VW with a metal gear box
similar to an SPG-2 drive.
> Ron
Ron:
Where did you get that info?
Have you flown the 912ULS and VW with gear box to come to a valid
conclusion, or just pulled that one out of your fourth point of contact?
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: CHT & EGT control |
Pat, Back in the Reagan years I was flying at Little Mtn in Mt. Vernon, WA
thermalling just under cloud base at around 3500' and about a half mile
downwind of take off. The wind noise started getting louder and thinking I
was flying a bit fast I pushed out a bit, but that made the inside wing tip
start to buffet so I increased speed and continued the turn. Suddenly there
was an A-7 Corsair II right at my altitude, turning away slightly, going by
close enough that I could read the placards on the side of the fuselage, and
the pilot was waving at me! He was in my blind spot so I thank the Dear Lord
he saw me.
Never owned a glider without bright red leading edges to this day. Even the
trike has bright red leading edges, although the fuselage is only bright
yellow. You can never have too much visibility. I'd sure like to know if
that 135 driver saw me or if it was just dumb luck.
Rick
On 8/13/07, pat ladd wrote:
>
> After that I decided the nice cool air above the inversion layer wasn't
> worth it and dropped down into the heat.>>
>
> Hi Richard,
> they can get you anywhere. Apart from my Harrier experience, I was once ,
> learning to fly gliders, chased up the launch wire by a Hercules. I was with
> an instructor and we dropped the cable at around 1000ft just as a Herc
> overtook us underneath.. Just to one side luckily or we would have dropped
> the wire into his props. That would have made his eyes water.
> I met a friendthe other day who I had known since gliding days. He too
> graduated to ultralights, a Rans, and when I asked him how the flying was
> going he replied.
> " I have packed it in. Its too damn dangerous" Now I knew that he had
> dived into the ground from aroun 10ft when a pin connecting the controls to
> the elevator dropped out and he had still carried on flying after that so I
> asked what had happened. "A bloody Herc flew under me` he said. Thats rough
> I commiserated what height were you? He went pale at the memory. "I was
> in the f********n circuit"
>
> Cheers
>
> Pat
>
>
> *
>
>
> *
>
>
--
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: Suzuki 1.3 DOC 16V |
Ron, Where the 912 has an advantage over the VW is weight, about 60 lb.
worth. Those Austrian engineers went to great lengths to keep the engine as
light as possible. And if your talking about the 912S your giving up 20 HP,
too.
I like VW's a lot and as a child of the 60's I've owned my share. I even
owned a "Thing", and the Vanagon is on my favorite vehicle list since my son
looped one on Hwy 80 with me sleeping in the back, but I've walked into VW
parts depts carrying the latest broken bit and singing the "Volkswagen, does
it again" commercial jingle too many times. Maybe all the development work
has solved some of the problems, but I've lost the #3 exhaust valve head on
type 1, type 3, and type 4 engines and they don't run worth a darn on three
cylinders.
Rick
On 8/13/07, John Hauck wrote:
>
>
> The Rotax 912s will have no advantage over a VW with a metal gear box
> similar to an SPG-2 drive.
>
> > Ron
>
> Ron:
>
> Where did you get that info?
>
> Have you flown the 912ULS and VW with gear box to come to a valid
> conclusion, or just pulled that one out of your fourth point of contact?
>
> john h
> mkIII
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Fw: AirVenture 2007 |
I sent a E-mail to the EAA and they forwarded my E-mail to the head guy
in the Ultralight area and this is his response. My interpretation of
his response is go away and leave me alone. Anyone else want to give it
a try? If we sent a bunch of messages maybe we could get something done.
His comment that they wouldn't even consider porta potties or trash cans
in the area is a standard that only applies to the Ultralight area as
there are trash cans and porta potties on the edges of all the GA
parking.
If they really do roll that area they don't have a clue of what they are
doing.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Timm Bogenhagen
Sent: Monday, August 13, 2007 2:45 PM
Subject: RE: AirVenture 2007
Rick,
Thank you for the e-mail and for your participation at AirVenture. Your
feedback is important to improve the event for the future.
Because the ultralight aircraft parking and camping area is inside the
fenced operations area of the ultralight runway we would not consider
placing a port-o-let or trash can inside the fenced runway operations
area. In the ultralight camp ground there were port-o-lets and a trash
dumpster for campground use to include your use. The shower facility
you mentioned serves the ultralight campground and the Vintage aircraft
camping south of the ultralight area.
Thank you for the suggestion about rolling the ultralight runway. Over
the years of using this runway we have done this and it does seem to
help, so we will continue this in the future.
Timm Bogenhagen
EAA Aviation Services
920-426-6831
tbogenhagen(at)eaa.org
www.eaa.org
EAA AirVenture Oshkosh
July 28-August 3, 2008
Join or renew on-line at www.eaa.org/memberbenefits
or call 1-800-Join-EAA
-----Original Message-----
From: Richard & Martha Neilsen [mailto:NeilsenRM(at)comcast.net]
Sent: Thursday, August 02, 2007 9:34 PM
To: Convention
Subject: AirVenture 2007
For the forth year I have flown into Oshkosh for AirVenture and have
attended since 1981. I fly my Kolb MKIII into and camp at the ultra
light strip. Please in the future would it be possible to locate a trash
barrel and may be a porta potty to serve this campground??? There is a
shower at the far end of the sea plane parking could it be relocated
closer to were the people are?
Also some day it would be nice to roll the runway and camping area.
I maintain a grass strip and know that once rolled it will stay
relatively smooth for years. It has been 15 years since I rolled my
strip in Michigan and it is considerably smoother.
I don't know exactly what is happening but the attendance in the
ultra light/LSA area in general is way down (camping,spectators and
venders) from previous years. I hear many complaints from vendors that
they can't afford your rates. The ultra light/LSA community is going
through tough times right now and may need a price break. I saw a bunch
of grass roots ultra light vendors that introduced updated true ultra
lights at Sun N Fun that just couldn't afford to attend AirVenture.
Remember AirVenture is there to serve everyone not just the high
rollers.
Rick Neilsen
________________________________________________________________________________
| Subject: | Re: Herding geese and cats |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
HShack(at)aol.com wrote:
>
> Hate to be a wet blanket, but I think it's illegal to herd or otherwise harrass
ANY wild game with any vehicle.
>
>
> Howard Shackleford
>
Its only illegal if you get caught :)
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=129086#129086
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Herding geese and cats |
At 04:03 PM 8/9/2007, you wrote:
>
>Its more fun to fly WITH them then AT them
>
>I cant imagine how to herd cats with a kolb though....care to
>explain that [Question]
>Ray
Not everybody can do what we do.
http://video.google.com/videoplay?docid=4489792691916029599&q=%22herding+cats%22&total=115&start=0&num=10&so=0&type=search&plindex=0
________________________________________________________________________________
| From: | DBforfun(at)aol.com |
| Subject: | Fwd: Fw: EAA Call for Immediate Grassroots Action to Prevent |
User Fees
----=_NextPart_000_0030_01C7DDD4.8C5DC7F0--
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: CHT & EGT control aka close encounters |
great cloud of aluminum a couple hundred below, >>
Hi,
unless we fly near a known airfield or low level track we tend to assume
that we are alone up there. T`aint so
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: CHT & EGT control |
A-7 Corsair II right at my altitude>>
Isnt it amazing that with all that sky........
cheers
Pat
________________________________________________________________________________
| From: | "Jimmy Young" <jdy1(at)houston.rr.com> |
| Subject: | training in a Kolb, Houston area |
I have had a long time desire to fly and own an ultralight. It is time
to quit dreaming about it and do it. I went up for the first time in mid
July with an instructor who owns a Challenger II and had a great
experience. I may go through the full training process with him.
However, I plan to eventually own and fly a Kolb, and as a result I am
looking for an instructor who trains with a Kolb in the greater Houston
area. Any advice from any of you regarding such a person? Thanks for any
help.
Jimmy in Houston
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Emailing: Nose Art 001 |
HI All,
I think that it was Russ who asked me for my `girlie pics` when I
mentioned the Nose Art on my Xtra. Here it is. I hope others are
interested. As I have never tried sending pics before please forgive me
if it takes 5 hours to download.
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Emailing: Nose Art 002 |
OK. Here is one to show just where the pic is fixed
Pat
________________________________________________________________________________
| From: | Ron <captainron1(at)cox.net> |
| Subject: | Re: Suzuki 1.3 DOC 16V |
Hi
John, Richard
I looked at the GP site and at their best high HP motor, which iirc puts out around
120hp. Even with the increased weight it seems to me that the p/w ratio would
favor the VW powered motor.
Don't get me wrong if I had the money I'd buy a 912s or a 914.
I still like the big Hirth 2 cycle though, and now I regret not buying it back
a few years ago when one of the Listers pointed me to one for around 2.5K.
Ron (Arizona)
============
Ron, Where the 912 has an advantage over the VW is weight, about 60 lb.
worth. Those Austrian engineers went to great lengths to keep the engine as
light as possible. And if your talking about the 912S your giving up 20 HP,
too.
I like VW's a lot and as a child of the 60's I've owned my share. I even
owned a "Thing", and the Vanagon is on my favorite vehicle list since my son
looped one on Hwy 80 with me sleeping in the back, but I've walked into VW
parts depts carrying the latest broken bit and singing the "Volkswagen, does
it again" commercial jingle too many times. Maybe all the development work
has solved some of the problems, but I've lost the #3 exhaust valve head on
type 1, type 3, and type 4 engines and they don't run worth a darn on three
cylinders.
Rick
On 8/13/07, John Hauck wrote:
>
>
> The Rotax 912s will have no advantage over a VW with a metal gear box
> similar to an SPG-2 drive.
>
> > Ron
>
> Ron:
>
> Where did you get that info?
>
> Have you flown the 912ULS and VW with gear box to come to a valid
> conclusion, or just pulled that one out of your fourth point of contact?
>
> john h
> mkIII
>
>
--
July 19, 2007 - August 14, 2007
Kolb-Archive.digest.vol-gv