Kolb-Archive.digest.vol-gz
October 10, 2007 - October 30, 2007
RIck
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Grand Vortex Generator Challenge aka Not Invented |
Hi Lar,
looked up your blog. you are really enjoying yourself. I think if I ever had
the urge to climb some of the stuff you have been tackling I should go and
lie down until the urge passes.
Nice to be reminded of Santa Fe and how much we enjoyed being with you last
year after MV. Espececially reminded by some of the Indian jewelery. Those
girls selling the wares in the main square really know their stuff.. I
showed one of them a silver belt buckle with a nice stone and a bear claw
which I had bought in a small town up near Durango and she told me what mine
the stone had come from. She about confirmed all the things which the owner
of the store had told me about the buckle during his sales pitch..
We have had quite a nice Indian Summer and we went to our cottage at
Appledore last weekend. Spring tides and the estuary was full and there was
some catamaran racing going on. As they tack just below our garden wall it
is quite exciting.
Wendy and I bought each other electric bicyles for our birthdays in August.
They fold and we took them to the cottage with us as there isa disused
railway line which has been paved for the use of walkers and cyclists. Of
course it is level and makes for good cycling. The track runs aong the side
of the estuary with lots of water birds, egrets, duck, stoneturns, dunlin
etc.
The bikes are good. If you dont pedal then you get no help from the motor so
there is some exercise involved. There are six gears and maximum legal speed
is 18 mph. The battery lasts about 20 miles or so depending on how much
effort you put in and that is as long as I intend to sit on a bicycle
saddle anyway.
I managed to fall off during a test ride. The bike has 16" wheels and I ran
off the edge of a concrete drive onto the dirt road and lost my balance.
This raised a lump on my shin about as big as a hens egg and turned my legs
technicolor and I was a bit shook up. Added to that I had a professional
company come to weigh the Kolb and I put my back out lifting the tail to
put the scales under. That put me more or less out of action for a week.
Still it was an interesting exercise as the guy who weighed the plane was
weighing the Vulcan, a big bat winged bomber designed to carry an atom bomb
only the day before. This is the bomber with which we bombed Port Stanley
airfield in the Falklands. The Vulcan was due to be scrapped about 2 weeks
after the Falklands show started. If the Argies had left it 6 months later
we would have had no planes able to reach them. A bunch of volunteers is
trying to get one of them back into flying order. A hell of a tall order but
with luck they hope to have her on the show circuit next summer.
Keep in touch
Pat. (love from Wendy)
________________________________________________________________________________
| Subject: | Re: Grand Vortex Generator Challenge aka Not Invented |
In a message dated 10/9/2007 10:08:28 P.M. Eastern Standard Time,
biglar(at)gogittum.com writes:
www.gogittum.com/blog
Really Good Stuff, Thanks for sharing.
Old Guys Rule
Steve
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Remaining FAT ultralights after Deadline |
At 03:56 PM 10/10/2007, jb92563 wrote:
>Can you still register them as E-LSA or can you register them as a
>regular Experimental aircraft.
Once the deadline's passed, you're screwed, unless you can "prove" you
built it yourself.
Could be we'll see a thriving black market for construction photos, perhaps
photoshopped to put the "builder" into the picture...
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| Subject: | Re: Things to see from a Kolb in the air |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
See the choo-choo twains on the choo-choo twacks? :D
You'll see lots of those if you come to Waycross GA.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139252#139252
Attachments:
http://forums.matronics.com//files/rice_yard5_waycross_2007_02_24_154.jpg
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Herb & Vince
I don't know the make and part number of the belts. I just looked and it has
warn off. This is the same redrive they put on their big twin just a bit
larger. My drive is a preproduction model. There is a wear indicator on the
redrive their instructions were to replace the belts after the redrive has
traversed the wear indicator twice. Their prototype drive went 100 hours on
the belts and are still in good shape. I have 25 hours on my redrive and
can't see any wear but I do see belt dust on the engine case. My belts were
used belts because they got the drive to me just before Oshkosh and they
didn't want me having to adjust the belts on my trip. I understand new belts
need a few adjustments in the first hour of wear in. The wear indicator on
my belts hasn't moved since I installed the drive. I don't know what the
cost of replacement belts will be.
I don't know of any maintenance other than the belts. There are six silicone
balls that act as the spring for the tensioning arm that might need
replacement some time but they think they are good for ever. They do
recommend run up testing from time to time to make sure the belts aren't
slipping but that's about it.
In preflight I check the wear indicator. Knowing how the drive works I
figure that If you miss the movement on the wear indicator you might see
some slippage on takeoff under full power in the form of higher than normal
RPMs. Throttling back to normal RPMs should keep you climbing but at a
somewhat reduced rate. They tell me properly adjusted one of the two belts
will drive the prop.
I get no money from Valley and I purchased the first redrive. The upgrade to
the new redrive and all the other reduction ratios they sent me on the old
redrive were all free. All I had to pay is return shipping.
They sent me a E-mail a week ago that they were going to send me a two
bladed wood 74" prop to try. They say it is free unless I keep it.
Rick Neilsen
Redrive VW powered MKIIC
----- Original Message -----
From: <herbgh(at)juno.com>
Sent: Wednesday, October 10, 2007 1:25 PM
Subject: Re: Kolb-List: redrive
>
> Richard
>
> Do not think it gets more elegant and therefore simple than the redrive
> you have on your engine.. Wondering how many hours you have on it by
> now? Herb
>
>
> ps what is the brand and pn of the belts? :-)
>
> writes:
>>
>>
>> Bob
>>
>> Thanks. The redrive looks good. Allot of questions come to mind. How
>> much is
>> it? How much does it weigh? Who well made is it? Does the redrive
>> allow for
>> up or down mounting? How effective is the harmonic dampener? Is it
>> supported.
>>
>> I have too much time invested it the setup I have, it is light
>> weight and
>> runs smooth. I'm happy with what I have. Anyone else what to run
>> with this
>> one?
>>
>>
>
>
>
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Things to see from a Kolb in the air |
________________________________________________________________________________
| Subject: | Re: Remaining FAT ultralights after Deadline |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
According to DAR, Mike Huffman, you would have to try to certify the plane as E-AB.
If you falsify the fact that you built it, there is a fee up to $10,000
or 5 years in prison.
Check out page 4 of 5 under "What if you miss the deadline?" section in his article:
http://www.sportaviationspecialties.com/Apr_07_PrepForCertDeadline.pdf
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139257#139257
________________________________________________________________________________
| Subject: | Weight & Balance for FS II needed |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
I'm trying to get my W&B ready for my inspection. I would like to see what the
ARM's are for the Firestar. Could anybody email or post those numbers?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139263#139263
________________________________________________________________________________
| Subject: | Re: : Kolb-List:Wing Bracing |
| From: | "Rick Lewis" <cktman(at)hughes.net> |
I am also building the MK3x and have taken many pictures of the wing that Brian
is building right now. I'm sure these pictures would be of help to you. Send
me your e-mail address and I will get them to you. I will be leaving on a trip
tomorrow and will be gone for a full week, so I will need to hear from you
tonight if you want the pictures right now. Just a darn shame we don't have
plans to build by.
Rick Lewis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139266#139266
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Weight & Balance for FS II needed |
Subject: Kolb-List: Weight & Balance for FS II needed
>
> I'm trying to get my W&B ready for my inspection. I would like to see what
> the ARM's are for the Firestar. Could anybody email or post those
> numbers?
>
>
Here is the spread sheet obtained from Guy Swenson, modified by me, that I
used for my recently completed inspection. If you want to change any of the
values you will need to "unprotect" it. It is great in that it does all the
work for you. It reflects the extremes that might be encountered in a
Firestar. Not my own weight.
However, all the items and measurements in it should be of your airplane.
Keep in mind that your plane will probably be different, hopefully weigh
less. The tail wheel for instance is the breakaway from TNK and weighs more
than the stock one.
Larry, Oregon
________________________________________________________________________________
| Subject: | Re: : Kolb-List:Wing Bracing |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Here are some pictures of the Angle Aluminum wing bracing. Don't forget to put
some extra bracing on the wingtips also, they are prone to flutter at high speeds
in the stock configuration.
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=139294#139294
Attachments:
http://forums.matronics.com//files/ultralightmikekolbbuildpictures008_135.jpg
http://forums.matronics.com//files/ultralightmikekolbbuildpictures007_215.jpg
http://forums.matronics.com//files/ultralightmikekolbbuildpictures006_539.jpg
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Re: : Kolb-List:Wing Bracing |
I must have missed something somewhere, Why is it that all of those ribs in
that wing shot have angle bracing on them? Is that called for in the plans?
I understand why the outboard rib gets it, but why all the others?
Jim
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Wednesday, October 10, 2007 7:00 PM
Subject: Re: Kolb-List:Wing Bracing
>
> Here are some pictures of the Angle Aluminum wing bracing. Don't forget
> to put some extra bracing on the wingtips also, they are prone to flutter
> at high speeds in the stock configuration.
>
> 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=139294#139294
>
>
> Attachments:
>
> http://forums.matronics.com//files/ultralightmikekolbbuildpictures008_135.jpg
> http://forums.matronics.com//files/ultralightmikekolbbuildpictures007_215.jpg
> http://forums.matronics.com//files/ultralightmikekolbbuildpictures006_539.jpg
>
>
>
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
Robert and All,
As you stated: "My CFI explained to me that there are so many experimental aircraft
out there, that ATC much less the other pilots in the pattern wouldn't have
a clue what a Kolb is (or, "fill in the blank" is), so, rather than confuse
them repeatedly (which is contrary to the point of air traffic communication),
just say "Experimental one-two-three" as your call sign. The entire time I was
taking lessons at a controlled airport, I did as he said and always said "Experimental
two-two-six-niner-Juliet" and it was -always- accepted by ATC. Other
aircraft in the pattern that were experimentals would usually do the same.
The occasional Vans or Lancair might use their model as their identifier, but
those aircraft are pretty much known to all. So, while my CFI was technically
wrong, he was emphasizing that clarity and simplicity are two very important qualities
in air traffic communication. -- Robert "
Just because you were taught incorrectly is not a reason to perpetuate the incorrect
phraseology. For more clarification you can go to FAA Order 7110.65 and
to FAA Order 7240.1.
It is always correct to do it by the books.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139316#139316
________________________________________________________________________________
| Subject: | Re: Center Gap-seal coming loose |
Many thanks to you all, Rick & Rick & APilot,
This happens on a classic MarkIII, and yes the area under the seal is
covered with fabric. The gap seal has that hook in the center, (which it pops
out
of), and the rear has fairly strong springs holding the gap seal back and in
place, but which unhook themselves from the gap seal, which was built
standard to plans.
Well, the main difference seems to be our rear gap seal attach is only
"springy" while yours is rigid with wing nuts and safety pins, in addition to
the
springs.
There is one other possible cause. Which is, there is an open gap between
the top of the windshield and the gap seal, about 2-3 inches high. Could it be
air flowing in there which is pressurizing the underside of the gap seal
popping it up and loose.
Do you have such a gap on your machine, or is it well sealed?
Sorry, I don't have suitable pictures (yet) showing the gap seal detail and,
the airport is 1.5 hours away.
But here is a picture of the entire A/C :
_http://members.aol.com/hgraff/KolbN246KT.jpg_
(http://members.aol.com/hgraff/KolbN246KT.jpg)
Thanks for your help, Herb
In a message dated 10/10/2007 2:13:25 P.M. Eastern Daylight Time,
NeilsenRM(at)comcast.net writes:
Herb
I never heard of this happening. Do you have a classic or extra. My classic
center gap seal wraps around the leading edge and under the wings 5-6 inches.
Then there is a hook in the center of the seal that hooks into hole in the
top of the cage. I have bolts that stick out of the universal joints at the
back of the wing that the seal is secured to with wing nuts and safety clips.
Make sure when you install the seal that the hook in the center of the seal
goes into the tube in the cage. The rear attachment appears to nothing more
than to keep the seal from moving forward. Make sure that you have also covered
the area under the seal with fabric. If this doesn't help maybe a photo of
your seal and center section will help us help you.
I once heard Dennis Souder say he designed the seal and it may be a bit
overkill. That has always been my assessment so I'm surprised at your problem.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: _HGRAFF(at)aol.com_ (mailto:HGRAFF(at)aol.com)
Sent: Wednesday, October 10, 2007 1:18 PM
Subject: Kolb-List: Center Gap-seal coming loose
Our Kolb Mark III, 256KT, is in high speed taxi tests, with some airborne
stretches in the taxi.
The Center Gap-seal shed its hold down springs in back and also popped out
of the center hold.
Shortening the rear springs to increase tension didn't help, for it happened
again a second time.
That gap-seal must really flap about violently to shed its hold down
springs. With the danger of it shedding a piece of itself, going through the prop,
and getting flung into the control surfaces or denting the main boom, this
needs a resolution prior to further "taxiing"..
Has anybody experienced this, if yes, how was it fixed.
In appreciation of a solution, which certainly must exist,
Many thanks, Herb
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
Geez, John! I respect your experience, piloting skills, choice of aircraft,
your web site, etc., but you're gonna throw "the book" at me? Over this?
Like most governmental documents, you can easily find places it contradicts
and/or obscures itself... AIM 4-2-4.a.3 "Civil aircraft pilots should state
the aircraft type, model OR manufacturer's name, followed by the
digits/letters of the registration number." Aircraft type for
experimental,FAA Order
7110.65, Appendix C, "Aircraft with cruise (indicated) airspeeds of 100
knots or less [are type] HXA"
So, it would seem perfectly CORRECT call signs would include
Kolb MkIII one-two-three Alpha (model)
HXA one-two-three Alpha (type)
and since I'm the manufacturer, according to the official FAA Special
Airworthiness Certificate, then it would be -correct- to say
Laird Robert one-two-three Alpha
or maybe they meant the type certificate, so, of "normal, utility,
acrobatic, transport, glider, restricted, surplus or import" I'd have to
choose
Normal one-two-three Alpha
And, as the example previously noted pointed out, I could (first time) add
"Experimental" to any of those.
Frankly, I think if an ATC or pilot were presented with any of those, they'd
be confused, or at least MORE confused than simply
Experimental one-two-three Alpha
After all, AIM 4-2-1.b "The single, most important thought in
pilot-controller communications is understanding." so using any of the
-correct- methods may be be the proper method de jure, but de facto they
contradict the "single most important thought" as per the FAA.
And, besides, if it's good enough for most CFIs I've met, a large number of
air traffic controllers sitting in an active tower over a period of years,
and an even larger number of experimental pilots flying in more towered
airports than I could visit in a lifetime, then it's good enough for me.
-- Robert
On 10/10/07, John Williamson wrote:
>
> >
>
> Robert and All,
>
> As you stated: "My CFI explained to me that there are so many experimental
> aircraft out there, that ATC much less the other pilots in the pattern
> wouldn't have a clue what a Kolb is (or, "fill in the blank" is), so, rather
> than confuse them repeatedly (which is contrary to the point of air traffic
> communication), just say "Experimental one-two-three" as your call sign. The
> entire time I was taking lessons at a controlled airport, I did as he said
> and always said "Experimental two-two-six-niner-Juliet" and it was -always-
> accepted by ATC. Other aircraft in the pattern that were experimentals would
> usually do the same. The occasional Vans or Lancair might use their model as
> their identifier, but those aircraft are pretty much known to all. So, while
> my CFI was technically wrong, he was emphasizing that clarity and simplicity
> are two very important qualities in air traffic communication. -- Robert "
>
> Just because you were taught incorrectly is not a reason to perpetuate the
> incorrect phraseology. For more clarification you can go to FAA Order
> 7110.65 and to FAA Order 7240.1.
>
> It is always correct to do it by the books.
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.tx.rr.com/kolbrapilot
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=139316#139316
>
>
________________________________________________________________________________
| Subject: | Picture of Firestar - for upcoming inspection |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
It's getting down to the wire for my inspection of my Firestar II, N702V. I thought
I had everything I needed but now realize that I'm missing a picture. Does
this have to be a photo or can a hand drawn picture suffice? Does anyone have
a line drawing? Thanks to lcottrell for the weight & balance information. It
really helped!!!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139332#139332
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
May times when I say KOLB I have to repeat it and then Kilo-Oscar-Lemia-Br
avo it and once I'm done with all that they aren't any more informed than t
hey were if I'd of left it all out. Why do they need to know the type plane
? Speed range and/or weight?
Date: Wed, 10 Oct 2007 21:58:56 -0500From: rlaird(at)cavediver.comTo: kolb-lis
t(at)matronics.comSubject: Re: Kolb-List: Re: I Passed!Geez, John! I respect
your experience, piloting skills, choice of aircraft, your web site, etc.,
but you're gonna throw "the book" at me? Over this? Like most governmenta
l documents, you can easily find places it contradicts and/or obscures itse
lf... AIM 4-2-4.a.3 "Civil aircraft pilots should state the aircraft type,
model OR manufacturer's name, followed by the digits/letters of the regist
ration number." Aircraft type for experimental, FAA Order 7110.65, Appendi
x C, "Aircraft with cruise (indicated) airspeeds of 100 knots or less [are
type] HXA" So, it would seem perfectly CORRECT call signs would include Ko
lb MkIII one-two-three Alpha (model) HXA one-two-three Alpha (type)and
since I'm the manufacturer, according to the official FAA Special Airworth
iness Certificate, then it would be -correct- to say Laird Robert one-two
-three Alphaor maybe they meant the type certificate, so, of "normal, utili
ty, acrobatic, transport, glider, restricted, surplus or import" I'd have t
o chooseNormal one-two-three Alpha And, as the example previously noted poi
nted out, I could (first time) add "Experimental" to any of those.Frankly,
I think if an ATC or pilot were presented with any of those, they'd be conf
used, or at least MORE confused than simply Experimental one-two-three Alph
aAfter all, AIM 4-2-1.b "The single, most important thought in pilot-cont
roller communications is understanding." so using any of the -correct- meth
ods may be be the proper method de jure, but de facto they contradict the "
single most important thought" as per the FAA. And, besides, if it's good e
nough for most CFIs I've met, a large number of air traffic controllers sit
ting in an active tower over a period of years, and an even larger number o
f experimental pilots flying in more towered airports than I could visit in
a lifetime, then it's good enough for me. -- Robert
On 10/10/07, John Williamson wrote:
Robert and All,As you stated: "My CFI explained to me that there are so man
y experimental aircraft out there, that ATC much less the other pilots in t
he pattern wouldn't have a clue what a Kolb is (or, "fill in the blank" is)
, so, rather than confuse them repeatedly (which is contrary to the point o
f air traffic communication), just say "Experimental one-two-three" as your
call sign. The entire time I was taking lessons at a controlled airport, I
did as he said and always said "Experimental two-two-six-niner-Juliet" and
it was -always- accepted by ATC. Other aircraft in the pattern that were e
xperimentals would usually do the same. The occasional Vans or Lancair migh
t use their model as their identifier, but those aircraft are pretty much k
nown to all. So, while my CFI was technically wrong, he was emphasizing tha
t clarity and simplicity are two very important qualities in air traffic co
mmunication. -- Robert " Just because you were taught incorrectly is not a
reason to perpetuate the incorrect phraseology. For more clarification you
can go to FAA Order 7110.65 and to FAA Order 7240.1.It is always correct t
o do it by the books. --------John WilliamsonArlington, TXKolbra, 912ULShtt
p://home.tx.rr.com/kolbrapilotRead this topic online here:http://forums.mat
ronics.com/viewtopic.php?p=139316#139316 - The Kolb-List Email For
umronics.com/Navigator?Kolb-List"> content now also available via the Web F
orums! ====================
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Re: Picture of Firestar - for upcoming inspection |
>
> It's getting down to the wire for my inspection of my Firestar II, N702V.
> I thought I had everything I needed but now realize that I'm missing a
> picture. Does this have to be a photo or can a hand drawn picture suffice?
> Does anyone have a line drawing? >
It can be either, and I gave him both. You will need the length- 20'3",
width- 27'8", and height- 75". I used his computer and went to the Kolb site
to get that info. :-) As for the line drawing I think George sent that
recently.
http://kolbplanes.home.comcast.net/FSII_3_View_bw.jpg
Thanks George.
Larry C, Oregon
________________________________________________________________________________
| Subject: | Re: : Kolb-List:Wing Bracing |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The bracing makes for a stiffer, stronger wing that will handle many years of fatigue
better. If I ever get in a monster wake, or other event that puts a huge
amount of G's on the plane, I will be very glad to have the extra bracing
throughout the wing, not just the tips. The loads are carried by the ribs on
the entire wing, not just the tips. Its only very little extra weight, maybe
a couple pounds, and its well worth doing.
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=139340#139340
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Let me weigh in from the other side of the tower glass. What the
controller needs to know is how to separate you from whoever else, so
he/she needs to know what you are, what you look like and what you act
like. If you want to resolve that once and for all, go to the airport
and shoot touch & goes every day at the same time for five days in a
row. Every controller in the facility will know who and what you are.
When you call ATC, use the 4 W's,
Who I is
What I is
Where I is
What I wants.
As in "Dingbat tower (Approach, whatever), Kolb three two zero Charlie,
Experimental, (position) with information Delta, (altitude)
(intentions). For all subsequent transmissions, leave off the
Experimental.
If they want to know the speed, let them ask you. If you have a
transponder, they can see your ground speed readout, so they don't need
to ask.
If you ever get a newbie controller who has had too much nose time in
the books, and not enough in real life, you might get asked something
like "What is the nature of the experiment?"
The proper response is "Amateur built, to see if it will fly!"
Richard Pike
MKIII N420P (420ldPoops)
Retired ATC
PS - Keep up the good work JW, you are a real asset!
----- Original Message -----
From: David Key
To: kolb-list(at)matronics.com
Sent: Wednesday, October 10, 2007 11:58 PM
Subject: RE: Kolb-List: Re: I Passed!
May times when I say KOLB I have to repeat it and then
Kilo-Oscar-Lemia-Bravo it and once I'm done with all that they aren't
any more informed than they were if I'd of left it all out. Why do they
need to know the type plane? Speed range and/or weight?
-------------------------------------------------------------------------
---
Date: Wed, 10 Oct 2007 21:58:56 -0500
From: rlaird(at)cavediver.com
To: kolb-list(at)matronics.com
Subject: Re: Kolb-List: Re: I Passed!
Geez, John! I respect your experience, piloting skills, choice of
aircraft, your web site, etc., but you're gonna throw "the book" at me?
Over this? Like most governmental documents, you can easily find places
it contradicts and/or obscures itself... AIM 4-2-4.a.3 "Civil aircraft
pilots should state the aircraft type, model OR manufacturer's name,
followed by the digits/letters of the registration number." Aircraft
type for experimental, FAA Order 7110.65, Appendix C, "Aircraft with
cruise (indicated) airspeeds of 100 knots or less [are type] HXA"
So, it would seem perfectly CORRECT call signs would include
Kolb MkIII one-two-three Alpha (model)
HXA one-two-three Alpha (type)
and since I'm the manufacturer, according to the official FAA
Special Airworthiness Certificate, then it would be -correct- to say
Laird Robert one-two-three Alpha
or maybe they meant the type certificate, so, of "normal, utility,
acrobatic, transport, glider, restricted, surplus or import" I'd have to
choose
Normal one-two-three Alpha
And, as the example previously noted pointed out, I could (first
time) add "Experimental" to any of those.
Frankly, I think if an ATC or pilot were presented with any of
those, they'd be confused, or at least MORE confused than simply
Experimental one-two-three Alpha
After all, AIM 4-2-1.b "The single, most important thought in
pilot-controller communications is understanding." so using any of the
-correct- methods may be be the proper method de jure, but de facto they
contradict the "single most important thought" as per the FAA.
And, besides, if it's good enough for most CFIs I've met, a large
number of air traffic controllers sitting in an active tower over a
period of years, and an even larger number of experimental pilots flying
in more towered airports than I could visit in a lifetime, then it's
good enough for me.
-- Robert
On 10/10/07, John Williamson wrote:
Robert and All,
As you stated: "My CFI explained to me that there are so many
experimental aircraft out there, that ATC much less the other pilots in
the pattern wouldn't have a clue what a Kolb is (or, "fill in the blank"
is), so, rather than confuse them repeatedly (which is contrary to the
point of air traffic communication), just say "Experimental
one-two-three" as your call sign. The entire time I was taking lessons
at a controlled airport, I did as he said and always said "Experimental
two-two-six-niner-Juliet" and it was -always- accepted by ATC. Other
aircraft in the pattern that were experimentals would usually do the
same. The occasional Vans or Lancair might use their model as their
identifier, but those aircraft are pretty much known to all. So, while
my CFI was technically wrong, he was emphasizing that clarity and
simplicity are two very important qualities in air traffic
communication. -- Robert "
Just because you were taught incorrectly is not a reason to
perpetuate the incorrect phraseology. For more clarification you can go
to FAA Order 7110.65 and to FAA Order 7240.1.
It is always correct to do it by the books.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139316#139316
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________________________________________________________________________________
| Subject: | Re: : Kolb-List:Wing Bracing |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
P.S. I have to give John Hauck credit for that mod, along with several others
that will make the MARK III an airplane that can fly for thousands of hours without
structural fatigue. I think he has about 2500 hours on his MK III ???
John has been building and flying all kinds of Kolbs since the very beginning,
and knows many of the areas that need to be strengthened if you will be doing
a lot of hard flying, and don't want fatigue.
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=139341#139341
________________________________________________________________________________
| Subject: | Flying the Mark III Xtra without doors, has anyone done it |
?
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I have seen many of the Kolbs including the Mark III Classic fly very well without
doors, but I have a Mark III Xtra and was wondering if anyone has ever flown
this model without doors ? The fuselage design of the Xtra is very different
than the Classic MK III, and could yield very different results once the doors
are removed.
If any one has flown the MK III Xtra with the doors removed, what kind of performance
and flight characteristics difference did you notice ?
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=139343#139343
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Kilo-Oscar-Lemia-Bravo >> Lemia? Is this a typo or do you have a
different alphabet as well as a different language?
Cheers
Pat :-)
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
It is always correct to do it by the books.>.
Carramba John,
do you have a military or a Civil Administration background?
That sounds pretty much like `never mind if it is a reasonable thing to do I
have covered my back`
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Things to see from a Kolb in the air |
Hi Possum,
What a great pic! Its gone up on my study wall right next to the John Hauck
pic taken approaching point Barrow. The serious and the lighthearted moods
of ultralight flying.
cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Whoops,
sorry for sending my post to Big Lar to the entire list. I just hit
`reply` which on all other lists I am on sends a message to the writer
only. I should have known
Pat
________________________________________________________________________________
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
The whole point of using a prefix in front of your "N number" call sign is to let
other traffic and ATC know something about your aircraft (speed, etc). Everyone
knows what a Cessna or Piper is, but few know what a Kolb, Flightstar, Challenger,
etc is.
When I fly my glider, I don't use "DG400 7WN" as a call sign. I say "Glider 7WN"
or "Sailplane 7WN". Who in the world would know to give way to me because
I'm a glider if I don't tell them with the call sign?
Same thing with my Firestar when I finish the ELSA certification within the next
couple of weeks. I'll use "Light Sport 7DB" as my call sign, and add "experimental"
as a suffix on initial contact with a tower. I expect as more and more
pilots and ATC get familiar with Light Sport aircraft flying around, the prefix
will end up being shortened to "Sport 7DB" by most controllers.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139355#139355
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
Then for ultralights it's another whole can of worms. Somewhere I saw a
reference to using your radio station license number if you don't have an
N-number, but you don't need a station license any more. I could use the
USUA assigned number (one two delta mike hotel) but with three letters it's
obviously not an N-number. I guess I'll just use "Kolb Ultralight" and
leave it at that.
A totally irrelevant anecdote... years ago I used to go flying with a
friend who owned an American (later Grumman) AA-1 Yankee. Nice little
bird, actually started life as the Bede (yes, _that_ Bede) BD-1, but I
digress... Actually the aircraft model name was "Trainer", and the number
was N9FA. Yes, very odd to have such a short N-number on a production
airplane, I have no idea why. When he announced "Trainer nine fox alpha"
sometimes people figured he must be some kind of big shot and gave him the
red carpet treatment.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | Flying the Mark III Xtra without doors, has anyone done |
it ?
On my first flight I flew it with the doors off (thought it would be easier
for the emergency crew). I had several radio problems with my ground crew
compounded by the fact the doors were off. The problem I had was too much w
ind, if you slip it slightly in you're going to feel it. Even if you are st
raight into the wind, the wind in the cockpit blowing on you tends to come
from the right or the left at 90 degrees gust from 10-15 (seemed like), whi
le the wind outside the plane might be 10% off the nose steady at 4 knots.
That was confusing. I found myself automaticly putting control imputs in ba
sed on the gusts of wind hitting me inside the plane... I haven't had the d
oors off since the first flight, but I'm wanting to do it again soon. Let m
e know what you find. All this was the first time the plane flew so I might
of been too sensitive.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Two countries divided by a common language. Wasn't that how Churchill put
it, Pat?
Rick
On 10/11/07, pat ladd wrote:
>
>
> It is always correct to do it by the books.>.
>
> Carramba John,
> do you have a military or a Civil Administration background?
>
> That sounds pretty much like `never mind if it is a reasonable thing to do
> I
> have covered my back`
> Cheers
>
> Pat
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Dana, For ultralights, it's FAR 103.17
Rick
On 10/11/07, Dana Hague wrote:
>
>
> Then for ultralights it's another whole can of worms. Somewhere I saw a
> reference to using your radio station license number if you don't have an
> N-number, but you don't need a station license any more. I could use the
> USUA assigned number (one two delta mike hotel) but with three letters
> it's
> obviously not an N-number. I guess I'll just use "Kolb Ultralight" and
> leave it at that.
>
> A totally irrelevant anecdote... years ago I used to go flying with a
> friend who owned an American (later Grumman) AA-1 Yankee. Nice little
> bird, actually started life as the Bede (yes, _that_ Bede) BD-1, but I
> digress... Actually the aircraft model name was "Trainer", and the number
> was N9FA. Yes, very odd to have such a short N-number on a production
> airplane, I have no idea why. When he announced "Trainer nine fox alpha"
> sometimes people figured he must be some kind of big shot and gave him the
> red carpet treatment.
>
> -Dana
> --
> --
> But do you trust the _government_ with semi-automatic assault rifles?
>
>
________________________________________________________________________________
| From: | "John Williamson" <kolbrapilot1(at)tx.rr.com> |
The correct callsign construction is:
Drop the "N' and insert the Make or Model (the only time you would use your manufacture
name as an EAB is on a "My Own Design" aircraft).
Add the "experimental" at the end of the callsign on initial contact with an Air
Traffic Control Tower.
You can shorten the callsign to what ever the ATCT calls you but not before.
FAA Order 7110.65 lists all the type certficated aircraft and the three generic
Type Designators for Homebuilt/Experimental aircraft. The type designator has
nothing to do with your callsign, it's used on the flight plan.
FAA Order 7340.1 lists all the aircraft by manufacurers that have applied for and
been assigned a type designator. Yes Kolb is listed as a manufacturer but only
the Laser is assigned a type designator (the MarkIII was dropped from the
list about 3 years ago).
As an aside, no you can't use Laird, it is already being used. It has been an accepted
practice to use the name of the plans or kit manufacturer and not the
name of the person listed as the Manufacturer on the Data Plate for a long time.
Yes, I have a military background.
Yes, I have a commercial aviation background.
Yes, I spent 4 years with the FAA in Atlanta.
Yes, I am a CFI and I am always trying to get people to fly and operate by "a book".
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.tx.rr.com/kolbrapilot
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139407#139407
________________________________________________________________________________
| Subject: | Re: Center Gap-seal coming loose |
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< ... there is an open gap between the top of the windshield and the
gap seal, about 2-3 inches high. ... Do you have such a gap on your
machine, or is it well sealed? >>
Herb -
On my Mark-III Classic, the top edge of my windshield is within a half
inch of the gap seal, so there is still a half-inch gap in between.
Rain enters the cockpit here when flying in showers. I asked Travis at
New Kolb if they can provide some sort of seal (formed alum strip?) to
cover this gap. Travis told me they make one for the Extra, but not for
the Classic.
I'd have to make my own, either out of fiberglass or aluminum. Haven't
done this yet.
To address the attachment security issue for the gap seal, I fabricated
a pair of hold-down braces that have #8 screws poking upward that go
through the gap seal, through the 1/2" alum angle braces. Located about
the midpoint on the gap seal, one on each side of the engine. They are
secured with wingnuts (and safety pins) on top. Only adds a minute to
my setup time. Have never had gap seal vibration problems this way.
Dennis Kirby
912ul, "Magic Bike" in
Cedar Crest, NM
________________________________________________________________________________
| Subject: | Re: Center Gap-seal coming loose |
Bryan Melborn has tooled a Gap Seal for the xtra, however I do not believe
he has done anything for the Classic. If I owned a Classic I would take the
time to build a Fiber Glass one. It is time consuming but well worth the
effort. I wonder how much difference there would be from plane to plane.
Steve
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 08:51 AM 10/11/2007, Richard Girard wrote:
>Dana, For ultralights, it's FAR 103.17
103.17 is about "operations in certain airspace" (prior authorization from
ATC required); it says nothing about how you identify yourself on the radio.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Dana, (prior authorization from ATC required) usually means you call ahead
on the phone from the ground and get permission, they will tell you how to
identify yourself. At least that's what I was taught. Whether ATC will take
a radio call for prior authorization is up to them and their work load at
the time.
Rick Pike has more experience here, I've only done a ground call once, when
the transponder wasn't working when I requested flight following outside the
Seatac mode C veil. I landed in Anacortes to make the request, got my
instructions and took off again.
Rick
On 10/11/07, Dana Hague wrote:
>
>
> At 08:51 AM 10/11/2007, Richard Girard wrote:
> >Dana, For ultralights, it's FAR 103.17
>
> 103.17 is about "operations in certain airspace" (prior authorization from
> ATC required); it says nothing about how you identify yourself on the
> radio.
>
> -Dana
> --
> --
> But do you trust the _government_ with semi-automatic assault rifles?
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Remaining FAT ultralights after Deadline |
At 03:24 PM 10/11/2007, jb92563 wrote:
>
>Is there no E-LSA category after the deadline, or do they have to appear
>on a list of approved E-LSA aircraft to be built from scratch?
See http://www.kitplanes.com/sportplanes/0505-3740.pdf for a very good
article explaining all the SLSA/ELSA/EAB variations. Should answer all
your questions.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 04:57 PM 10/11/2007, Richard Girard wrote:
>Dana, (prior authorization from ATC required) usually means you call ahead
>on the phone from the ground and get permission, they will tell you how to
>identify yourself. At least that's what I was taught. Whether ATC will
>take a radio call for prior authorization is up to them and their work
>load at the time...
That makes sense... though most of us are probably more concerned with
identifying ourselves at a unicom field.
I've phoned the tower and gotten permission to fly PPG about a half mile
inside their Class D airspace, with no radio... we agreed that we'd stay
under 200' while inside the Class D. On another occasion a friend (who
_did_ have a radio) phoned first and also got permission. When he tried to
radio the tower once airborne, he was unintelligible... the tower realized
who he was, told him to proceed as agreed, no reply required.
We now have permission from the landowner to fly other ultralights from
that location, so I'll probably try to work out a regular procedure with
the tower.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: FireFly Landing Gear Leg Strength Improvement |
Hi John,
I'm sure John will inspect it after it is removed and will replace it if
needed.
Why did you loose your engine and how did you get your FS back home?
Regards,
Will Uribe,
FireStar II N4GU
El Paso, TX
In a message dated 10/9/2007 5:46:21 P.M. Eastern Daylight Time,
jhauck(at)elmore.rr.com writes:
Hi Will:
I am sure Thom can reuse his H brace. However, I would not consider it,
even if it had not taken the hit it did.
Glad you got to fly over Niagra Falls.
First time I flew over Niagra Fallls was 1988. Departed the Falls, flew
back up the river, over Grand Island, and lost the engine halfway between the
island and the mainland. Elected to force land on Grand Island. Got really
busy just prior to touch down, division of attention, stalled the FS and
dropped in left wing low. Got the left gear leg socket which was ripped right
out
of the gear leg socket tube cluster. Did not take a whole lot to do this on
an original FS. Also, the lower rear longerons always bent out of column as
the result of a hard landing, or striking an immoveable object on the ground.
I went back and took a look at the tailboom photo again. No way would I
even consider reusing that H brace.
john h
mkIII
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Remaining FAT ultralights after Deadline |
Dana, et al, I'll call the Light Sport Branch tomorrow, to confirm, but
Ron's take on E-LSA is not what I learned at Corning. That was last year and
LSA has been pretty fluid, so who knows.
The version I got was, Yes you could modify your S-LSA or E-LSA (registered
after 2-1-08 doesn't apply to those grandfathered in and registered under
21.191 i (1)), but you had to get a letter of authorization from the
manufacturer listing your airplane by N number. This was to prevent exactly
what Ron says you can do to something like the Cessna Skycatcher. I can't
imagine Jack Pelton's fleet of attorneys would have given him the go ahead
to produce the 162 if they thought somebody could pull off the O-200D and
strap on a Chevy V-6 while the Cessna name was still painted on the tail.
The media doesn't make such distinctions, and a crashed Cessna is a crashed
Cessna.
As I got it, the only advantage to E-LSA was that you could go take the
Repairman Inspector weekend class and do your own conditional inspections.
For that you lost the ability to teach in it or rent it. But like S-LSA,
unauthorized modifications to an E-LSA voided your airworthiness
certificate. I'll get back to you all with an answer, tomorrow.
Rick
On 10/11/07, Dana Hague wrote:
>
>
> At 03:24 PM 10/11/2007, jb92563 wrote:
> >
> >Is there no E-LSA category after the deadline, or do they have to appear
> >on a list of approved E-LSA aircraft to be built from scratch?
>
> See http://www.kitplanes.com/sportplanes/0505-3740.pdf for a very good
> article explaining all the SLSA/ELSA/EAB variations. Should answer all
> your questions.
>
> -Dana
> --
> --
> But do you trust the _government_ with semi-automatic assault rifles?
>
>
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
Ask for a Letter of Agreement.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Dana Hague" <d-m-hague(at)comcast.net>
Sent: Thursday, October 11, 2007 5:16 PM
Subject: Re: Kolb-List: Re: I Passed!
> We now have permission from the landowner to fly other ultralights from
> that location, so I'll probably try to work out a regular procedure with
> the tower.
>
> -Dana
>
> --
> --
> But do you trust the _government_ with semi-automatic assault rifles?
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: FireFly Landing Gear Leg Strength Improvement |
>
>I have tried the cables between the wheel axles on a Mark III Classic.
>They work great. I am sure that some cruising speed is lost. I intend
>to put a fairing over them. I now use one 7/64" and two 1/16" cables so
>that they will break at different times when overstressed. On one
>landing recently, I did not account for the wind gradient cause by a 25
>mph headwind and dropped it in hard. Both 7/64" tension wires ripped,
>but the gear leg did not bend. That proved a point to me. Most agree
>that wheel landings are the way to go. I definitely agree. These hard
>landings are probably having a negative effect on the boom tube. I was
>wondering how to inspect it. Vic in Sacramento
>
Vic,
You were the one that triggered me to look at cables. You mentioned a
Challenger, and I took some time in a Challenger to be sure that I did not
do something stupid when I flew the FireFly for the first time. I asked the
instructor for lots of emergencies, and he gave them to me. One was and
engine out and I had to land on a grass strip that crossed an asphalt
runway. I got down ok, but as we passed over the asphalt runway, the cable
broke between the gear legs. That was the end of my flight time. The
owner had a jig on which he made these cable sets.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Center Gap-seal coming loose |
In a message dated 10/11/2007 12:07:06 P.M. Eastern Daylight Time,
Dennis.Kirby(at)kirtland.af.mil writes:
To address the attachment security issue for the gap seal, I fabricated
a pair of hold-down braces that have #8 screws poking upward that go
through the gap seal, through the 1/2" alum angle braces. Located about
the midpoint on the gap seal, one on each side of the engine. They are
secured with wingnuts (and safety pins) on top.
Dennis,
Understand and will implement as well. Not having the details at hand to
look at, I wonder how you connected the braces to the air frame itself. Should
you have a picture of it, could you please send it to my Email:
_HGRAFF(at)AOL.COM_ (mailto:HGRAFF(at)AOL.COM) .
I think the extra hold-downs, plus closing up the "Gap" should solve the
problem,. Also, I am thinking of lengthening the center "pin", maybe putting
something like a barb on it, to keep it from pulling out.
Many thanks to you and the gang, Herb
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 06:43 PM 10/11/2007, Richard Pike wrote:
>
>Ask for a Letter of Agreement.
I think my buddy mentioned something like that after he talked to the
tower. I'll look into it.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Center Gap-seal coming loose |
Herb
I use a piece of garage door gasket to seal the gap between the center
seal and the wind shield. Its L shaped foam rubber, it works well. The
gasket is pop riveted to the center seal and velcroed to the windshield.
The more I think about you seal working loose it seems like there is
something else going on. I know of people that fly or have flown without
the windshield and there are those that fly with the gap open below the
seal that your talking about. The standard plans for the MKIII suggest
springs and I don't remember anyone having this problem before. I would
suggest you review your plans again for differences. Make sure you have
the sheet aluminum rib that locks the top and bottom of the seal
together and that it is installed properly.
I used long universal bolts with wing nuts to secure the center seal
because it seemed a better way. If there was any lifting on the lexon
where the seal is secured with wing nuts the lexon would have failed by
now. Just feels like something isn't right???????
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: HGRAFF(at)aol.com
To: kolb-list(at)matronics.com
Sent: Thursday, October 11, 2007 8:41 PM
Subject: Re: Kolb-List: Re: Center Gap-seal coming loose
In a message dated 10/11/2007 12:07:06 P.M. Eastern Daylight Time,
Dennis.Kirby(at)kirtland.af.mil writes:
To address the attachment security issue for the gap seal, I
fabricated
a pair of hold-down braces that have #8 screws poking upward that go
through the gap seal, through the 1/2" alum angle braces. Located
about
the midpoint on the gap seal, one on each side of the engine. They
are
secured with wingnuts (and safety pins) on top.
Dennis,
Understand and will implement as well. Not having the details at hand
to look at, I wonder how you connected the braces to the air frame
itself. Should you have a picture of it, could you please send it to my
Email: HGRAFF(at)AOL.COM.
I think the extra hold-downs, plus closing up the "Gap" should solve
the problem,. Also, I am thinking of lengthening the center "pin", maybe
putting something like a barb on it, to keep it from pulling out.
Many thanks to you and the gang, Herb
.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Two countries divided by a common language. Wasn't that how Churchill
put it,>>
Hi Rick
Churchill put lots of things very succinctly. The one I like is the
story of a rather combative lady Member of Parliament who during a
parliamentary debate said to Churchill "You are drunk" To which
Churchill replied " and you madam are ugly, but in the morning I shall
be sober"
cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Hi All,
every one on the list knows by now that I am no computer guru but there
was a problem a short while ago about sending large files by e-mail.
I have absolutely no idea if this is helpful but there exists a couple
of sites www.mailbigfile.com or www.yousendit.com. Both of these are
free.
I have not used these sites, and probabably couldn`t, but for what its
worth...
Cheers
Pat
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Remaining FAT ultralights after Deadline |
Dana, I just got off the phone with Edsel Ford at the light sport branch. I
was wrong in my interpretation of E-LSA after 1-31-08. Have to go back to my
notes from RM class and see where I got off course. While you must present
an aircraft for inspection that is strictly controlled by the plans or kit,
once you get an experimental certificate, you are free to experiment as you
so desire.
For those interested, and those who might go off Kolb and buy an S-LSA. The
reason for 21.191 (i) 3 is to support orphaned fleets. If you buy an S-LSA
and the builder goes belly up, you cannot remain in S-LSA as you would then
have no network of support for issuing Service Instructions and Service
Bulletins, as required. Your only option is to convert to E-LSA which this
provision (21.191 (i) 3) allows you to do.
Rick
On 10/11/07, Richard Girard wrote:
>
> Dana, et al, I'll call the Light Sport Branch tomorrow, to confirm, but
> Ron's take on E-LSA is not what I learned at Corning. That was last year and
> LSA has been pretty fluid, so who knows.
> The version I got was, Yes you could modify your S-LSA or E-LSA
> (registered after 2-1-08 doesn't apply to those grandfathered in and
> registered under 21.191 i (1)), but you had to get a letter of
> authorization from the manufacturer listing your airplane by N number. This
> was to prevent exactly what Ron says you can do to something like the Cessna
> Skycatcher. I can't imagine Jack Pelton's fleet of attorneys would have
> given him the go ahead to produce the 162 if they thought somebody could
> pull off the O-200D and strap on a Chevy V-6 while the Cessna name was still
> painted on the tail. The media doesn't make such distinctions, and a crashed
> Cessna is a crashed Cessna.
> As I got it, the only advantage to E-LSA was that you could go take the
> Repairman Inspector weekend class and do your own conditional inspections.
> For that you lost the ability to teach in it or rent it. But like S-LSA,
> unauthorized modifications to an E-LSA voided your airworthiness
> certificate. I'll get back to you all with an answer, tomorrow.
>
> Rick
>
> On 10/11/07, Dana Hague wrote:
> >
> >
> > At 03:24 PM 10/11/2007, jb92563 wrote:
> > >
> > >Is there no E-LSA category after the deadline, or do they have to
> > appear
> > >on a list of approved E-LSA aircraft to be built from scratch?
> >
> > See http://www.kitplanes.com/sportplanes/0505-3740.pdf for a very good
> > article explaining all the SLSA/ELSA/EAB variations. Should answer all
> > your questions.
> >
> > -Dana
> > --
> > --
> > But do you trust the _government_ with semi-automatic assault rifles?
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
Test
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 01:14 PM 10/13/2007, you wrote:
>Test
RE:Test Everybody must be out flying.
http://video.google.com/videoplay?docid=8138441391455398603&hl=en
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
NOT KOLB RELATED
============
While looking at Standard Category airplanes that fit the LSA category, I ran across
this oddball. I don't think many were made because I've never seen one or
heard of one before. It is legitimate because it is listed on page 9 of the
Type Certificate Data Sheet for Aeronca Champ series (TCDC A-759). Photo of this
Aeronca 7JC w/ C-90 engine is attached. Weird! As it turns out, it is NOT
LSA compliant because it has a gross weight of 1,450 lb.
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
"Setting an example is not the main means of influencing another, it is the
only means."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=139793#139793
Attachments:
http://forums.matronics.com//files/aeronca_champ_tcds_a_759_502.pdf
http://forums.matronics.com//files/aeronca_7jc_4_144.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Antenna location |
I know much of this has been discussed before, but I have a couple of
different considerations, and I need to figure out where to mount the com
antenna on my Ultrastar. The included rubber duck antenna works fine until
I connect the helmet, then I get a horrible squeal (RF feedback), so I need
to remote the antenna. Looking for opinions on the alternatives:
* On the tailboom, near the tail. I'd have to drill a hole in the
tailboom for the cable to pass through, but I figure that'd be OK if it's
smaller than, and behind, the existing hole for the folded wing support
bracket? Could put it either on top or on the bottom, and the boom tube
would probably make an adequate ground plane. That'd put it just forward
of the rudder or subfin.
* On the tailboom, farther forward (just behind where the center gap
seal ends, or perhaps farther forward if I poke a hole in the gap
seal). The advantage is a shorter cable, and I could run the cable outside
the tube and clamp it around the tube, so no drilling holes, but more
chance if ignition noise with the engine just below it?
* Under the floorboard (no pod on my plane), pointing down. Short
cable, good ground plane, but anything longer than the original rubber duck
antenna would probably be too long. Might be too close, though, and still
get the RF feedback.
* Out on the wing somewhere, perhaps clamped to the upper end of the
wing strut pointing down. Here I'd have to run the cable down the strut,
and have a disconnect at the bottom of the strut (I fold the wings every
flight).
* Or someplace else?
I'll probably use the rubber duck antenna at the end of the coax anyway...
according to Icom it doesn't need a ground plane, and it has better
bandwidth than a steel whip at the cost of some loss, which should give
better VOR performance (I have the A24 with the VOR functions).
Sigh... trailered the plane to the airport today... spent all day waiting
for the winds to die down as forecast... and trailered it back home again.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Antenna location |
Date: Sat, 13 Oct 2007 21:12:40 -0400
>>>>>>>>>>>>
I know much of this has been discussed before, but I have a couple of different
considerations, and I need to figure out where to mount the com antenna on my
Ultrastar. The included rubber duck antenna works fine until I connect the helmet,
then I get a horrible squeal (RF feedback), so I need to remote the antenna.
>>>>>>>>>>>>>>>>>>>>>>>
Dana,
I have had similar RF feedback problems, and I solved them with split
ferrite collars. See the top of:
http://www.thirdshift.com/jack/firefly/firefly110.html
These split ferrite collars can be purchased online from All Electronics
at:
http://www.allelectronics.com/cgi-bin/category/235/Ferrites.html
Just pick the size that will let you loop the helmet cable through the
inside twice. Place it as close to the radio as possible. If this does
not work then try a remote antenna.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Antenna location |
At 10:00 PM 10/13/2007, Jack B. Hart wrote:
>
>I have had similar RF feedback problems, and I solved them with split
>ferrite collars. See the top of:
Thanks Jack, I already tried that (and lots of other things as
well). Nothing worked; apparently the A6/A24 radios are particularly
susceptible to RF feedback.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | Lanny Fetterman <donaho(at)uplink.net> |
Thanks for the great pictures Lar, looks like fun! Lanny N598LF Do not
archive
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Grand Vortex Generator Challenge |
Hi Lar,
great pics as usual. Annually we have the largest balloon fiesta in the
UK, and maybe in Europe at Bristol, about 20 miles from home.. Pretty
good but not as many balloons as yours . The weather usually scrubs a
couple of days out of the week too. Cameron Balloons, a major balloon
maker, is based in Bristol and I think that Cameron was instrumental in
getting the event going.
Cheers
Pat
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
possums wrote:
> At 01:14 PM 10/13/2007, you wrote:
>> Test
> *
> RE:Test *Everybody must be out flying.
>
> * http://video.google.com/videoplay?docid=8138441391455398603&hl=en
> <http://video.google.com/videoplay?docid=8138441391455398603&hl=en>*
Thanks possums,
I'm in the middle of a forced transition to at new ISP and all of a
sudden I'm not getting any Kolb List mail. Wouldn't you know that there
would be a lull in the list at this time. Wasn't sure what was going on!
Terry - Firefly #95
________________________________________________________________________________
| From: | "George T. Alexander, Jr." <gtalexander(at)att.net> |
| Subject: | Fly In at the Kolb Farm |
Kolbers & Kolbettes:
The material from the gathering at the Kolb Farm a "few months" ago
(Father's Day Weekend), has been posted to the web.
As in the past, there are a number of good excuses and far fewer good
reasons that it has taken so long. I apologize to all.
You can see the material by going to the web site at:
http://gtalexander.home.att.net
and click on the "Homer's Fan Club" link.
The 2007 material has been incorporated into the material from the previous
two gatherings (2004 & 2005). Since the material is primarily images, I
tried to strike a compromise between quality and consideration for those on
dial-up.
Many of the images were taken by others. These include Eugene Zimmerman,
John Williamson, and Dave Starbuck. Additionally, Chris and Marcus Kolb
provided a large number. To all these folks, I am grateful.
I'm sure that I can speak for those that attended when I say thanks to Clara
and Homer, their family and friends for their hospitality. Because of the
Kolb Family, participation in this event can not be matched. Terry
Frantz's efforts in coordinating are also appreciated.
I welcome any comments or questions about the material. (Particularly if I
missed including names of any of the attendees or misspelled anyone's
name.... please let me know and I will fix it.)
George Alexander
http://gtalexander.home.att.net
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Fly In at the Kolb Farm |
| The material from the gathering at the Kolb Farm a "few months" ago
| (Father's Day Weekend), has been posted to the web.
| |
| http://gtalexander.home.att.net
|
| George Alexander
Hi George:
Thanks very much for doing such a great job on the Homer Kolb Flyin,
and the hard work you did putting together the other photo albums from
our Kolb events. I truly appreciate your work and your talent. Also
appreciate your friendship and the times we all get to spend together
all over the US at our little flyins.
I am down in Lincoln, NE. Blew a trailer tire yesterday afternoon
soon after crossing the Nebraska state line. Got it going again and 5
minutes later lost the 5th gear in the NV4500 transmission. Luckily,
still had the first four gears and reverse. Got a nice place in an RV
park with wifi, plus all the other amenities. Will start work in the
morning to get the old 1992 Dodge/Cummins up and a replacement tire
for the 5th wheel. Soon as we get things fixed, we will continue NW
to the Rock House in SE Oregon, home of Larry and Karen Cottrell.
I'll try to get to emails I have not answered, today or tomorrow.
Take care,
john h
mkIII
hauck's holler remote..................
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Antenna location |
| Unfortunately, I have no idea how it works because I never got
around to using my hand held radio with it before my unfortunate
pothole landing incident. |
| --------
| Thom in Buffalo
Thom:
Was the pothole made by the nose or the wing tip when you crashed?
;-) Was my understanding you were finished flying long before you hit
the "pothole".
We aren't going to let you get away with thinking a pot hole did all
that damage.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Landing Gear Leg Strength Improvement |
| Why did you loose your engine and how did you get your FS back
home?
|
| Will Uribe,
Hi Will:
Because I had fouled a BR8ES early on with the new FS, I was running
BR8EV fine wire plugs. Remember, this was 1988. Ran great on the
EV's until halfway across the Niagra River from Grand Island to the
mainland north of Buffalo, NY. All the sudden the 447 shut down on
one cylinder. I new there was no need to try and nurse a one cylinder
447, so I elected to glide back over Grand Island where I had seen
some overgrown weed fields near the highway. Decided to land on the
highway right of way, but changed my mind at the last moment to land
over the fence in the field. Was concerned I was over Canada, because
I had seen Canadian flag flying at a toll booth on the highway, had
diversion of attention, stalled the airplane about 10 or 15 feet above
the ground.
Was saved by a young man that heard my plea on a local radio station.
The crash site was covered up with law enforcement, reporters, TV and
radio, newspaper, straphangers, and on and on.
I rented a uhaul truck, dismantled the aircraft and hauled it to
Niagra International Airport. A gentleman there had a hanger and
repair shop. We patched the FS back together enough to fly. The
airplane controls were out of rig, the landing gear was bent, both of
them, the nose cone was busted up and taped back together with duct
tape. Fabric on the fuselage was patched and replaced. Polybrushed
and not paint or polyspray. I flew it out of Niagra International
Airport and back to Gantt International Airport, Alabama. Took me
three days to get home.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: FireFly Landing Gear Leg Strength Improvement |
|
| Why did you loose your engine and how did you get your FS back
home?
|
| Regards,
| Will Uribe,
|
Will:
Forgot to mention how I lost the engine. An electrode tip off the
BR8EV seperated and failed that plug. The tips were fine wire and
fused or cemented to the plug core. I never ran another EV plug after
that.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Antenna location |
The pot hole made a bad landing far worse
| --------
| Thom in Buffalo
Thom:
Been there and done that, minus the stall.
It was a large rut on a dirt trail across the gravel strip that took
off my left wheel and axle at Muncho Lake, BC, 1 July 2000. That is
what initiated it. The gear leg/axle socket had many thousand
landings on it, was waiting on a trigger. If I had not gotten it at
Muncho Lake, it would have failed some place else on down the line.
It failed at a place that had food, lodging, and a telephone.
Rebuilding a Kolb is a good way to learn about how they are built. It
is also a good time to make changes to them that you did not know
about until you have flown them for a while. We did a major overhaul
update on my FS after the accident in 1988. Next year we flew it back
up through all the New England states, Sault Saint Marie, Canada, and
south into OSH. The updates and rebuild paid off. Made all that work
worthwhile, plus the little airplane was set up the way I wanted it.
Was a neat little bird that eventually flew in all the States east of
the Mississippi, some west of the Big Muddy, and Canada. Not bad with
a little 447 point ignition Rotax and a wooden prop.
john h
hauck's holler remote, Lincoln, Nebraska
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: Fly In at the Kolb Farm |
Hey George!
You have done it again! You have graphically captured the essence
of the "Fly In at the Kolb Farm ".
Fantastic KOLB PEOPLE, at the fantastic KOLB PLACE, with
fantastic KOLB AIRPLANES!
Your web site is "second best " only to actually being there, seeing
the planes, hearing the sounds, tasting the food, and visiting with
the people.
Thanks,
Gene
________________________________________________________________________________
| From: | "Aaron Gustafson" <agustafson(at)chartermi.net> |
| Subject: | Rebuilding a Kolb-WANTED |
>>>John Hauck wrote "Rebuilding a Kolb is a good way to learn about how
>>>they are built"
I am looking for a MK 3 to rebuild, most any condition, crashed, storm
damaged etc
.
I built a FS in the 90's and flew it for 450 hours. Then I scratch built a
Zenith 601 and began flying it this past summer. But I miss looking straight
down. So I am looking for a MK 3 project so I can look down with a
passenger.
If anyone knows of such a project, preferably in the central US, please let
me know or put someone in touch with me.
Aaron Gustafson
Iron Mountain Michigan
906 774 0683
agustafson(at)chartermi.net
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | kee west vcoltage regulator?? |
any body had a bad experiences with the kee west regulator ? malcolm
________________________________________________________________________________
| From: | Terry <tkrolfe(at)usadatanet.net> |
| Subject: | 2007 Fathers Day Fly-in to Homer's |
George,
Like they say about good wine and Bourbon, it takes time to produce
quality results and I can wait! You do a super job of documenting the
event each time and I know all of those who attended it appreciate your
efforts, other wise much of the memories would be lost with time. I
know Homer and Clara will appreciate this as well! We are fortunate to
have you do this for us as I know I'm not capable of doing it.
Thank you again,
Terry - FireFly #95
________________________________________________________________________________
| From: | Bob Noyer <a58r(at)verizon.net> |
| Subject: | Mz Evelyn Johnson |
You may recall I previously wrote about Mz Evelyn's induction into
the Class of 2007 in the Aviation Hall of Fame, Dayton OH 7/21/07,
and her previous car accident, resulting in a partial leg amputation,
ending a flying and instructional career starting in '44, having
given more than 9000 check rides, and more than 60,000 flight hours.
Just had a very long call from my friend Mz Evelyn. She could hear
quite well, and seemed very perky. Has accommodated well to her
prothesis, and has been back working at the airport, as Manager, for
several months, and very glad to be back. Not driving, though. And
not flying.
She was so set up by her recent award, getting Three standing
ovations...while others got none! Well deserved me thinks. Got taken
there/back in a new twin...I missed type. She will be honored by
Stinson 108 nat. group in DC, but wisely won't try the miserable A/
Ls. They said they'd mail the award. She has lots of time in the 108.
She still hasn't returned to her home, staying at rehab(?) or at
least in a place that will do for her what she shouldn't have to do.
She will be NINETY-EIGHT 11/4! Since she's back at the airport:
Box1013, Morristown TN 37816 will reach her.
How about sending her a card?
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
________________________________________________________________________________
| Subject: | Re: kee west vcoltage regulator?? |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
I've got 440 hrs on mine so far. No problems. It doesn't have a lot of load on
it though. I only use it to power the Hobbs hour meter, 12V fuel pump, and tachometer.
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140007#140007
________________________________________________________________________________
| Subject: | Re: Fly In at the Kolb Farm |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
George,
Outstanding job on photo-documenting the event. THANKS!
This was my first attendance but hope Homer and Clara do it again next year. If
so, I'll do my best to be there. Particularly appreciate not being shunned because
I flew in in an Allegro.
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
"Setting an example is not the main means of influencing another, it is the
only means."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140044#140044
________________________________________________________________________________
| Subject: | FS II off market |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
Hi all,
Thanks to everyone who responded on my FS II, but I've decided again to take it
back off the market.
The cons of keeping it simply don't outweigh the cons of selling it. I keep coming
back to what I already got when I start thinking of a simple 2-stroke based
airplane that flies UL-like that I can occasionally trailer.
It's paid for, it has the best motor/prop setup money can buy for it on it already,
the fabric is professional-quality, the building of it was professional quality,
I have all the tools I need to work on the motor, the airframe well it
just doesn't ever need work, I have a trailer for it with some elbow grease can
be made more convenient for trailering than it is now....
The titan looks like it's going to hold together for a long time so I think I can
handle being without a large $$$$-hit-the-fan fund for at least the time being.
Besides, it's a Kolb that'll last thousands of hours, it flies just fine and I
can keep my tailwheel chops up in it to boot.....
So it's kind of stupid give the thing away when it's about the best I can do for
my low-slow/UL-type flying objective already. .
On the To-Do list, though, is some fixup of the trailer. The main problem with
it right now is it's hard work to get the plane onto it. Getting the tail up onto
the runner for the tailwheel is painful and getting the boom tube brace installed
afterwards takes the strength of two strong men.
It's also open, which presents other problems, mostly things blowing and flapping
in the wind as I go down the road...
I have some ideas on all this, though no good ones yet.
Anyway, thanks to all who responded...
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140079#140079
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: FS II off market |
Talk to Vince Nicely - he gets his off and on the trailer easy as pie.
Vince - talk to this guy!
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "lucien" <lstavenhagen(at)hotmail.com>
Sent: Monday, October 15, 2007 11:37 AM
Subject: Kolb-List: FS II off market
> On the To-Do list, though, is some fixup of the trailer. The main problem
> with it right now is it's hard work to get the plane onto it. Getting the
> tail up onto the runner for the tailwheel is painful and getting the boom
> tube brace installed afterwards takes the strength of two strong men.
> It's also open, which presents other problems, mostly things blowing and
> flapping in the wind as I go down the road...
>
> I have some ideas on all this, though no good ones yet.
>
> Anyway, thanks to all who responded...
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=140079#140079
>
>
>
________________________________________________________________________________
| From: | "Wayne Boyter" <boyter(at)mcsi.net> |
| Subject: | Re: Rebuilding a Kolb-WANTED |
Good Morning
I have 1995 Kolb Mark 3 for sale. 582 blue head, 250 hrs. 500 total time.
72' Warp drive three blade prop. It has bent fuse cage and landing gear,
hard landing. Ever thing else is in great shape. Make offers. Roseburg,
Oregon 541-679-3831
Wayne
----- Original Message -----
From: "Aaron Gustafson" <agustafson(at)chartermi.net>
Sent: Sunday, October 14, 2007 6:37 PM
Subject: Kolb-List: Rebuilding a Kolb-WANTED
>
>
>>>>John Hauck wrote "Rebuilding a Kolb is a good way to learn about how
>>>>they are built"
>
> I am looking for a MK 3 to rebuild, most any condition, crashed, storm
> damaged etc
>
>
> Aaron Gustafson
> Iron Mountain Michigan
> 906 774 0683
> agustafson(at)chartermi.net
>
>
>
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | Kolb Photographer |
Does someone remember the name of the famous photographer that used a Kolb
for his platform?
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Kolb Photographer |
Gee I'm not THAT famous.... oh! You mean Adriel Heisey....
http://www.adrielheisey.com
:-)
-- Robert
On 10/15/07, David Key wrote:
>
>
> Does someone remember the name of the famous photographer that used a Kolb
> for his platform?
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb Photographer |
http://www.adrielheisey.com/
Does someone remember the name of the famous photographer that used a
Kolb for his platform?
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | Kolb Photographer (found it) |
Adriel Heisey I found it.
From: dhkey(at)msn.comTo: kolb-list(at)matronics.comSubject: Kolb-List: Kolb Phot
ographerDate: Mon, 15 Oct 2007 13:54:14 -0500
Does someone remember the name of the famous photographer that used a Kolb
for his platform?
________________________________________________________________________________
| From: | "Aaron Gustafson" <agustafson(at)chartermi.net> |
| Subject: | Re: Rebuilding a Kolb-WANTED |
Wayne
You're pretty far from me and also sounds like the plane is worth more than
I'd like to pay. Not to much of a project there.
Thanks
Aaron
----- Original Message -----
From: "Wayne Boyter" <boyter(at)mcsi.net>
Sent: Monday, October 15, 2007 12:01 PM
Subject: Re: Kolb-List: Rebuilding a Kolb-WANTED
>
> Good Morning
>
> I have 1995 Kolb Mark 3 for sale. 582 blue head, 250 hrs. 500 total time.
> 72' Warp drive three blade prop. It has bent fuse cage and landing gear,
> hard landing. Ever thing else is in great shape. Make offers. Roseburg,
> Oregon 541-679-3831
>
> Wayne
>
>
> ----- Original Message -----
> From: "Aaron Gustafson" <agustafson(at)chartermi.net>
> To:
> Sent: Sunday, October 14, 2007 6:37 PM
> Subject: Kolb-List: Rebuilding a Kolb-WANTED
>
>
>>
>>
>>>>>John Hauck wrote "Rebuilding a Kolb is a good way to learn about how
>>>>>they are built"
>>
>> I am looking for a MK 3 to rebuild, most any condition, crashed, storm
>> damaged etc
>>
>>
>> Aaron Gustafson
>> Iron Mountain Michigan
>> 906 774 0683
>> agustafson(at)chartermi.net
>>
>>
>>
>>
>
>
> --
> 269.14.11/1071 - Release Date: 10/15/2007 6:48 AM
>
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Bob, THANK YOU THANK YOU, Your builders book and builders manual arrived to
day WoW !! I built a Firestar KXP and my builders manual is a mess !! How
did you keep it so neat and clean? I went through it an the questions I had
about the construction of the wing were answered . It only has 5 ribs but
the wing span is only 22 ft the main reason I built the KXP was it had seve
n ribs in each wing , but the wing span was apx 27 ft which makes the dista
nce between the ribs about the same apx. 19 inches avery strong little win
g, So thank you again and after I look at them some more I shall return the
m to you Chris =0A=0A=0A=0A----- Original Message ----=0AFrom: Bob Noyer <a
58r(at)verizon.net>=0ATo: kolb-list(at)matronics.com=0ASent: Tuesday, October 9,
2007 10:50:20 PM=0ASubject: Re: Kolb-List: firefly=0A=0ACan't say what ther
e differences are, if any. Can you ask TNK? =0A=0A=0AI'll bundle and send
in a coupla days. Altho I'm trying to sell FF, doubt if any action this lat
e in year. My good wife has had three kinds of cancer, and recently four TI
As...causing me to be close by almost all the time, and not away. Been flyi
ng since solo '41, an very depressed at no longer so, bu we've been marrie
more than 60 years, so I won't give up on her.=0A=0A=0AGlad you are mending
, even if it's slow going.=0A=0A=0A=0Aregards,=0ABob N. FireFly 070 Old
=================0A=0A=0A =0A________
___________________________________________________________________________
_=0ANeed a vacation? Get great deals=0Ato amazing places on Yahoo! Travel.
=0Ahttp://travel.yahoo.com/
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Bob ,Yes I did notice and you can expect it back in the same envelope!! Tha
nks again , I will try not to cause it too much wear . Your friend Chris
=0A=0A=0A=0A----- Original Message ----=0AFrom: Bob Noyer <a58r(at)verizon.ne
t>=0ATo: kolb-list(at)matronics.com=0ASent: Monday, October 15, 2007 9:19:27 P
M=0ASubject: Re: Kolb-List: firefly=0A=0AFriend Chris,=0A=0A=0AGlad they ma
de it in spite of what I call FailMail! Did you notice they came in same ol
d envelope old Kolb sent to me. Waste not, Want not...from last great(?) De
pression.=0A=0A=0A=0Aregards,=0ABob N. FireFly 070 Old Kolb=0Ahttp://www
=======================0A=0A=0A
=0A_________________________________________________________________
___________________=0APinpoint customers who are looking for what you sell.
=0Ahttp://searchmarketing.yahoo.com/
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
Henry,
I understand Maui will soon have a source of 89 octane gas with no ethanol added.
I don't know when exactly, or where. Call this person - I've been told he
knows the details.
Rep. Angus L.K. McKelvey
E-mail Address(es):
repmckelvey(at)Capitol.hawaii.gov
Business Information:
Title: Representative 10th District
Department: House of Representative
Company: State of Hawaii
Phone: 586-6160
Fax: 586-6161
We've had a souce available in Kona now for about two months, and it is working
fine in my HKS engine and in the Rotax 505 engine in my DG400 sailplane.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140234#140234
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
Henry,
About a year ago, I was thinking of doing a similar experiment but called Mr. Funnel
instead. They reluctantly admitted, after many very specific questions which
amounted to the questions you obviously had when doing your experiment, I
got the answers you got but they didn't want to admit its limitations with ethanol
laced gasoline.
Bottom line is that if the fuel that goes through the funnel is already phase separated,
then the water/ethanol mix in the separate phase will not pass through
the funnel. The water that is mixed with the alcohol AND gasoline will pass
through. So to make best use of the funnel it is best to let the fuel sit still
for awhile before pouring. Nothing can be done, that I know of, with the water
that is mixed with the ethanol in the fuel except sump before every flight,
especially when the temps are cool, as you discovered.
The good news is that the water that IS mixed with the ethanol will not cause any
problems at all in burning.
The bad news is that if it is cool and the water/ethanol mix separates and you
drain it off, you could be lowering the octane of the remaining fuel because the
water draws out of gasoline/ethanol mixture part of the ethanol that raises
the octane.
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
"Setting an example is not the main means of influencing another, it is the
only means."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140243#140243
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
How does one figure VX in a firestar. I need it for the sheet that I
will turn in when I have completed my 40 hour test flights. WAG do?
Larry C
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
All I can say is that you should have known the results of this before you started...
The MR funnel uses gravity to leave water in the bottom as fuel goes
through the screen. If the water is separated from the gasoline, it will sit
in the bottom of the MR Funnel and not be passed through.
If the fuel is suspended in the gasoline, and gravity does not bring it to the
bottom of your jar for however long it sits in there, then gravity is most definitely
not going to bring the water to the bottom trap of the Mr Funnel in the
split second that it takes to pass through.
This is pretty obvious... It should be apparent to anyone that has MR funnel should
know what it will do, and what it will not do.
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=140356#140356
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 09:08 PM 10/16/2007, Larry Cottrell wrote:
>How does one figure VX in a firestar. I need it for the sheet that I will
>turn in when I have completed my 40 hour test flights. WAG do?
One way would be to fly with your GPS, doing climbs at different speeds,
then download the tracklog onto your computer and run it into a flight
analysis program... I've been using GPLIGC, which is free softward intended
for analyzing soaring flights. It can give you all kinds of useful
performance information.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | Larry Bourne <biglar(at)gogittum.com> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
I'm not sure you're being entirely fair, Mike. I didn't know that, it
wasn't obvious to me, and I thought it was good information carefully
gathered and willingly shared. Lar.
JetPilot wrote:
>
> All I can say is that you should have known the results of this before you started...
The MR funnel uses gravity to leave water in the bottom as fuel goes
through the screen. If the water is separated from the gasoline, it will sit
in the bottom of the MR Funnel and not be passed through.
>
> If the fuel is suspended in the gasoline, and gravity does not bring it to the
bottom of your jar for however long it sits in there, then gravity is most definitely
not going to bring the water to the bottom trap of the Mr Funnel in
the split second that it takes to pass through.
>
> This is pretty obvious... It should be apparent to anyone that has MR funnel
should know what it will do, and what it will not do.
>
> 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=140356#140356
>
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
At 09:08 PM 10/16/2007, Larry Cottrell wrote:
How does one figure VX in a firestar. I need it for the sheet that I
will turn in when I have completed my 40 hour test flights. WAG do?
One way would be to fly with your GPS, doing climbs at different
speeds, then download the tracklog onto your computer and run it into a
flight analysis program... I've been using GPLIGC, which is free
softward intended for analyzing soaring flights. It can give you all
kinds of useful performance information.
-Dana
Personally I would have nothing that would tell me what any angle that
I would fly anyway, even if I could figure out what VX is, the
information would be useless to any one flying my plane since I have
absolutely no instrument to measure it with. I use 50 MPH for my best
speed for climb. My inclination is to shine it. I was just wondering
what some of the rest of you EAB's used.
Larry C
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Personally I would have nothing that would tell me what any angle that I
would fly anyway, even if I could figure out what VX is, the information
would be useless to any one flying my plane since I have absolutely no
instrument to measure it with. I use 50 MPH for my best speed for climb.
My inclination is to shine it. I was just wondering what some of the
rest of you EAB's used.
Larry C
Please excuse my ignorance, I just looked it up on Google, and am a
bit embarrassed by the revelation. :-(
Larry C
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
Lucky we live Hawaii..>>
Hi Henry,
caught an `extreme sports` film on TV the other night. Featured a girl going
solo on a powered parachute in one section and someone flying a weighshift
around Hawaii in the second part.
Lots of film of the plane flying in beautiful locations in the mountains ,
in places that made my toes curl at the thought of an engine out. Also miles
of film of streaking across the sea about 3 feet up. Beautifully shot but
not a position I would like to put myself in.
Wasn`t you by any chance?
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
Take Mr. Funnel and fill it with water - not a drop goes through the filter. I
just tried it. Odd that the phase separated mixture goes through. Plain tap
water sure doesn't.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140392#140392
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Larry, Here's how I did it. All you need is an altimeter, an airspeed
indicator, a stop watch, a pen and a pad to write on. A knee board is
optional. :-)
VX = the speed that gives the most altitude gain in the shortest distance,
also known as obstacle clearance speed.
VY = the speed that gives the most altitude gain in the shortest time. For
brevity, cruise climb speed.
Pick an altitude to start the test. I used 1000' above my field. I did 2
minute climbs at airspeeds from 3 mph above stall to my normal cruise speed
in 5 mph increments. I started each climb at 800' so I could get stabilized
and started the stop watch as I passed through 1000'. At 2 minutes I read
the altimeter and recorded the altitude gain. VX, is the slowest speed that
gives the best rate of climb with an adequate margin for stall recovery. You
can also get VY if you want to do a bit of calculating.
To get a chart of how these speeds are effected by density altitude, do the
test on many days at a variety of barometric pressures and temperatures.
Rick
On 10/16/07, Larry Cottrell wrote:
>
>
> Personally I would have nothing that would tell me what any angle that I
> would fly anyway, even if I could figure out what VX is, the information
> would be useless to any one flying my plane since I have absolutely no
> instrument to measure it with. I use 50 MPH for my best speed for climb. My
> inclination is to shine it. I was just wondering what some of the rest of
> you EAB's used.
>
> Larry C
>
>
> Please excuse my ignorance, I just looked it up on Google, and am a bit
> embarrassed by the revelation. :-(
> Larry C
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Oops, forgot to add, to cancel out any convective activity, do the tests at
sunrise.
Rick
On 10/17/07, Richard Girard wrote:
>
> Larry, Here's how I did it. All you need is an altimeter, an airspeed
> indicator, a stop watch, a pen and a pad to write on. A knee board is
> optional. :-)
> VX = the speed that gives the most altitude gain in the shortest distance,
> also known as obstacle clearance speed.
> VY = the speed that gives the most altitude gain in the shortest time. For
> brevity, cruise climb speed.
> Pick an altitude to start the test. I used 1000' above my field. I did 2
> minute climbs at airspeeds from 3 mph above stall to my normal cruise speed
> in 5 mph increments. I started each climb at 800' so I could get stabilized
> and started the stop watch as I passed through 1000'. At 2 minutes I read
> the altimeter and recorded the altitude gain. VX, is the slowest speed that
> gives the best rate of climb with an adequate margin for stall recovery. You
> can also get VY if you want to do a bit of calculating.
> To get a chart of how these speeds are effected by density altitude, do
> the test on many days at a variety of barometric pressures and temperatures.
>
>
> Rick
>
> On 10/16/07, Larry Cottrell wrote:
> >
> >
> > Personally I would have nothing that would tell me what any angle that I
> > would fly anyway, even if I could figure out what VX is, the information
> > would be useless to any one flying my plane since I have absolutely no
> > instrument to measure it with. I use 50 MPH for my best speed for climb. My
> > inclination is to shine it. I was just wondering what some of the rest of
> > you EAB's used.
> >
> > Larry C
> >
> >
> > Please excuse my ignorance, I just looked it up on Google, and am a bit
> > embarrassed by the revelation. :-(
> > Larry C
> >
> > *
> >
> >
> > http://www.matronics.com/Navigator?Kolb-List
> > http://forums.matronics.com
> >
> > *
> >
> >
>
________________________________________________________________________________
| From: | Thom Riddle <riddletr(at)gmail.com> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
Larry & Mike,
Not only was Mike's statement not fair, IT IS NOT TRUE. Mr. Funnel does
not separate the water from the gasoline "by gravity". The screen
allows gasoline to pass but not water. I use a small water separating
filter for salvaging the fuel from my sump sample jar. I pour the
sample from the sump trough this filter and the gasoline passes through
the filter but the water stays ON TOP of the filter. Is this water
levitating? I don't think so.
http://www.aircraftspruce.com/catalog/appages/gatsfueljar.php
Thom in Buffalo
________________________________________________________________________________
| From: | <drherron(at)sympatico.ca> |
If you fly floats or are thinking about it this may be of interest to you.
" and you can buy just the spreader tube for $575US"
http://www.air-techinc.com/prod_cat_item.asp?categoryID=FloatsATFiberCat&typ=exclusives&ID=879
"click on the "learn more" button for a very good explanation, but no
pictures. we would need to incorporate the tailwheels they speak of for
sure, but i don't think brakes are necessary if you're good at ground
handling. T."
Dave R.
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "The BaronVonEvil" <grageda(at)innw.net> |
Hi All,
For what ever its worth have you seen the size of an average gascolator? They hold
maybe about a half cup of fuel.
If you have alot of water in suspension in auto gas it would not take very long
for the gascolator to fill with water and then enter the carburetor in any case.
I work as a boat mechanic and water in gas is always a problem lurking about for
boats. They do offer water seperating fuel fliters that hold about a quart of
fuel. The filter is about the size of a Small Block Chevy oil filter.
Mercury Marine and Bombardier (Johnson/Evinrude) offer water seperating fuel filter
kits for those who are interested. As for water in suspension I dont know
for sure if it will pass through the filter. Maybe some test are in order...
However they too will fill up with water and then pass it on if you get a bad load
of fuel.
I dont have any answers for the group other than try and purchase your fuel from
a reliable source and check it frequently.
Carlos G
AKA
BaronVonEvil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140433#140433
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Hi All,
this seems to be exercising every ones mind at the moment.
This from my local Popular Flying Assoc local Strut. Probably what you
call the local chapter of the EAA.
" Bioethenol which as a replacement for petrol is in the early stages
in the UK. Most of it comes from Brazil. 85% bioethanol blend is being
pioneered at some supermarkets.
A current Safety Information bulletin from Europe has made it likely
that motor gasoline will be supplied with an increasing amount of
alcohol. The spec. for motor gas. has always permitted the presence of
a small amount of alcohol although generally manufacturers have in fact
not done so
The CAA states that the effect of the new fuel can be Increased
likelihood of deterioration of rubber parts and some other materials
causing malfunction of the fuel system and increased leakage and fire
risk
Increases the likelihood of water in the fuel separating out at low
temps....increasing carb icing etc.
Test as follows.
Put fuel in a clear tube.
Mark a line on it at the fuel level.
Shake vigourously 10/15 secs and let it settle.
If the meniscus is still on the line the sample is alc. free
If it is higher alc. is present.
Of course all you hands on guys knew all that but it is useful info for
dumbo`s like me.
Cheers
Pat
________________________________________________________________________________
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< How does one figure VX in a firestar. I need it for the sheet that I
will turn in when I have completed my 40 hour test flights. WAG do?
Larry >>
Larry -
A few years ago, Richard Pike posted a very detailed, technically
thorough discussion on how to accurately find Vx and Vy for your (any)
airplane.
It involved creating a lift-over-drag curve and finding climb rates for
various airspeeds and power settings. The "knee" in the curve
represented one V speed, while the point tangent to that curve that
intersects another point on the graph represented the other V speed.
(Obviously, this is a VERY generic and non-scientific description of the
process. Check the archives for the nitty-gritty details.)
I did the flight tests, plotted the data points, and created the curve
on my graph. Amazing! I found the exact speeds for Vx and Vy for my
Mark-III. (Thanks again, Richard!) Turns out, the two speeds turned
out very close to each another for my plane - within five mph.
Dennis Kirby
Mark-III, 912ul, Powerfin-72
Cedar Crest, NM
________________________________________________________________________________
| From: | <drherron(at)sympatico.ca> |
Ray,
Yes some people charge $2000 - 3000 for floats to fit Lazair/Kolb.
And that is cheap compared to some of the other heavier factory built stuff.
There are 750 lb floats available used for $600 - 700.
I bought mine for $500 broken ( I was in love with plane at that point).
I found some real neat wooden floats, Google "Muk Tuk" I think...
scratch built or kit. His site is worth reading just for the fun of his mind
set.
Cheers.
drh
CYEL
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
Sent: Wednesday, October 17, 2007 11:51 AM
Subject: Kolb-List: Re: VX
I do apoligise for starting this thread. I read too fast without thinking
what they really wanted. The word angle was the only thing that I
registered. Of course I started off on a rant about gov. mule muffins, when
I should have realized they intended the speed of the VX rather than the
angle, since none of the planes that I have ever been in had anything to
measure angle of ascent. I am sure they are there, just saying I "ain't"
going to have one. VX for my plane is 45 MPH indicated airspeed at the
altitude that I fly. I try not to use that "angle" unless the canyon walls
are coming up faster than I like.
Larry C
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
In a message dated 10/17/2007 12:39:43 P.M. Eastern Standard Time,
grageda(at)innw.net writes:
Mercury Marine and Bombardier (Johnson/Evinrude) offer water seperating fuel
filter kits for those who are interested. As for water in suspension I dont
know for sure if it will pass through the filter. Maybe some test are in
order...
This type of filter has a paper type filter and will absorb water and
eventually will block fuel. There is a brand that has a clear blue bowl on the
bottom with a drain. This type of a filter is very large and heavy for a small
plane.
Steve
Firefly 007/Floats
do not archive
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
In a message dated 10/17/2007 6:03:18 P.M. Eastern Daylight Time,
biglar(at)gogittum.com writes:
I think I mentioned quite a while ago that I have a Racor fuel filter/water
separator with a blue catch bowl on my boat,
Yup that's the one. Works really well but a bit large for a UL. It would be
fine on a large Kolb in a Bad fuel area. I use them on all my boats and on my
diesel tractor.
Steve B
Firefly 007/Floats
do not archive
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
The biggest problem I can see with using a gas/ethanol mixture that has picked
up a load of water (just short of the point of phase separation) is what happens
in the carb bowl. The carb tends to cool more than the fuel tanks because
of the vaporization of the fuel as it is atomized and mixed with air. If phase
separation (due to cooling) takes place in the carb bowl, it's too late for
a filter to do it's work.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140548#140548
________________________________________________________________________________
| Subject: | Installing Book binding tape |
All
Trying to install gap seals on my Firefly today.. made a mess of the
first one...Wondering what the technique could be ? Missing something in
my reclining years...Herb
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
How to Tell if you have a load of water in your tank of ethanol/gas mixture:
The is a variant of the olive jar test. Use a jar that is tall and slim, like
an olive jar. Make a mark about one third of the way up from the bottom. Fill
to the mark with water. Add the gas/ethanol mixture from your tank to nearly
fill the jar. Shake vigorously and let the mixture sit for a while. If the
level of water drops below the line, it means the gas/ethanol mixture was not
saturated with water. The unsaturated ethanol absorbs some of the water from
the jar, and becomes saturated. This is good, and means the fuel is OK as long
as you don't let any water get into it.
If there is no change (or very little change) in the level of the water in the
jar, it means the gas/ethanol mixture is probably saturated (or nearly saturated)
with water, and should not be used in your plane.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140591#140591
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
At 09:18 PM 10/17/2007, Dave Bigelow wrote:
>
>The biggest problem I can see with using a gas/ethanol mixture that has
>picked up a load of water (just short of the point of phase separation) is
>what happens in the carb bowl. The carb tends to cool more than the fuel
>tanks because of the vaporization of the fuel as it is atomized and mixed
>with air. If phase separation (due to cooling) takes place in the carb
>bowl, it's too late for a filter to do it's work.
I think that would be less of a problem. Since the carburetor is mounted
to the engine it sees a fair mount of vibration, which would tend to keep
the fuel / water mixture well agitated and mixed even if it does separate
out of phase. The engine won't starve for fuel though it may run lean. A
bit of water mixed with the gas probably doesn't hurt; it's a big slug of
water coming down the line from the tank and _not_ mixed with gas that
makes things get quiet.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| Subject: | Re: Installing Book binding tape |
Herb,
After you prepare your overlapped tape (assumed you know how to do this) cut
a short section of this as a test, a few inches long.
>From the top of the wing, apply one of the sticky sides to the top, back
edge of the wing trailing edge.
You will see the whole tape assy above the wing and aileron. with the other
sticky edge towards the rear and pointing up.
Place that aileron FULL down.
Push the tape down through the gap between the wing trailing edge and
aileron leading edge.
>From underneath, push the sticky part on the underside of the aileron
leading edge.
If you have too much or too little tape length left, adjust by changing the
position on the wing (step 1)
Now you will know where to start when applying the tape on the wing.
Go for it with a full length piece.
Goo luck, It is easy once you get the hang of it.
Steve B
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
So far no one's mentioned the use of the old standby, the traditional
chamois, to filter fuel. It works and works well, in my experience.
In third-world places; and Mexico; the %$@**&#% locals often pour
5-10 gallons of water into a barrel of fuel to bring the level up.
They get their money and are far away when the engine quits. Nice
guys. Chamois doesn't slow the fueling down too much & will keep the
ol' mill running.
On Oct 18, 2007, at 6:58 AM, Dana Hague wrote:
>
> At 09:18 PM 10/17/2007, Dave Bigelow wrote:
>>
>>
>> The biggest problem I can see with using a gas/ethanol mixture
>> that has picked up a load of water (just short of the point of
>> phase separation) is what happens in the carb bowl. The carb
>> tends to cool more than the fuel tanks because of the vaporization
>> of the fuel as it is atomized and mixed with air. If phase
>> separation (due to cooling) takes place in the carb bowl, it's too
>> late for a filter to do it's work.
>
> I think that would be less of a problem. Since the carburetor is
> mounted to the engine it sees a fair mount of vibration, which
> would tend to keep the fuel / water mixture well agitated and mixed
> even if it does separate out of phase. The engine won't starve for
> fuel though it may run lean. A bit of water mixed with the gas
> probably doesn't hurt; it's a big slug of water coming down the
> line from the tank and _not_ mixed with gas that makes things get
> quiet.
>
> -Dana
> --
> --
> But do you trust the _government_ with semi-automatic assault rifles?
>
>
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
On April 5, 2007 I posted a spreadsheet showing the approximate relationship among
the V-speeds on light aircraft. If you have spreadsheet software you can view
it and use it.
If you don't you can get a good estimate of the Vx speed for your airplane if you
know the clean stall speed (Vs1) and max continuous cruise speed (Vh). Subtract
the stall speed from the max. continuous stall speed and multiply that number
by 14% and add it back to the stall speed.
Example:
Vh = 85 mph
Vs1 = 35 mph
Vh - Vs1 = 85 - 35 = 50
50 x 14% = 7
7 + 35 = 42
42 mph would be a good estimate for Vx for this airplane.
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
"Setting an example is not the main means of influencing another, it is the
only means."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140602#140602
________________________________________________________________________________
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
While I'm at it I figure it wouldn't hurt to attach a jpg image of the approximate
v-speed relationships to Vh and Vs1. See attached image and use following
formula for approximate V-speed of interest.
R = Vh - Vs1
where
R = speed range
Vh = max. continuous airspeed
Vs1 = stall speed without flaps
General formula or approximate V-speeds:
R x %(V speed of interest) + Vs1 = approximate V speed of interest
--------
Thom in Buffalo
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
"Setting an example is not the main means of influencing another, it is the
only means."
Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140609#140609
Attachments:
http://forums.matronics.com//files/v_speed_relationships_167.jpg
________________________________________________________________________________
| Subject: | Re: Installing Book binding tape |
Herb, Yell if you have any questions. You can also mark the countertop with
a dry erase marker to aid in positioning the tape. That first piece is hard to
see.
There are many ways to do the gap seal.
This method was Bryan Melborn's.
IMHO, This is the nicest looking and it is very durable unless your plane
sits out 24/7.
It is almost invisible unless you really look.
You can remove it by using a little heat from a hair dryer(Yup, you guessed
it,From the girlfriend's bathroom) and clean up with googone. It does not harm
Polytone in my experience. Test yours.
Steve
Firefly 007/Floats
do not archive
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
In a message dated 10/18/2007 3:49:22 P.M. Eastern Standard Time,
a58r(at)verizon.net writes:
BIMBWA
Got me Bob, what's a BIMBOWAWA
Steve
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | malcolmbru(at)aol.com |
I built a set of alouminom floats from plans? but uou can find them?used? building
your own will cost you alot of time and you need the space we had a set of
plans floating around for free the material will cost over $1,000?? mal mk 2
pilot
-----Original Message-----
From: drherron(at)sympatico.ca
Sent: Wed, 17 Oct 2007 12:51 pm
Subject: Kolb-List: Floats
?
?
Ray,?
?
Yes some people charge $2000 - 3000 for floats to fit Lazair/Kolb.?
?
And that is cheap compared to some of the other heavier factory built stuff.?
?
There are 750 lb floats available used for $600 - 700.?
?
I bought mine for $500 broken ( I was in love with plane at that point).?
?
I found some real neat wooden floats, Google "Muk Tuk" I think...?
scratch built or kit. His site is worth reading just for the fun of his mind set.?
?
Cheers.?
?
drh?
CYEL?
?
?
?
?
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! - http://mail.aol.com
________________________________________________________________________________
In a message dated 10/19/2007 11:44:20 A.M. Eastern Standard Time,
jb92563(at)yahoo.com writes:
How did you seal the rivet seams on your aluminum floats?
Ray, I would use a product called 3M 5200. Most boat stores sell It
Steve
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | The Kuffels <kuffel(at)cyberport.net> |
| Subject: | Determining Vx & Vy |
Warning: Long & SemiTechnical
Thom Riddle's approximation method for determining critical climb
and other speeds will certainly get you "good enough" close. But
since we have to test fly 40 hours on our homebuilts anyway, why
not use that time to get exact data.
First, Thom's approximate method works best starting from true
airspeeds at sea level for Vh (high/maximum cruse) and Vs1 (clean
stall). Then the obtained estimates for various V speeds needs
to be converted back to indicated. Thus we want accurate
conversions from indicated to true airspeeds.
To get this you need three things: 1) some graph paper, 2) any
GPS, even a Wally World $100 special, and 3) an Excel spreadsheet
from me (email me directly for a copy: kuffel(at)cyberport.net ).
The spreadsheet asks you to fly a box of 4 different stable
tracks at a constant indicated airspeed (noting the resulting GPS
ground speeds) for each data point. Only 3 legs are required for
this calculation but the fourth leg gives you redundant results
to judge the quality of each data point.
Now at no greater than 1000 foot intervals determine the true
airspeed throughout your available indicated airspeed range at,
say, 5 knot (or mph) intervals. Density altitude is best but
this can be determined from indicated altitude, temperature and
pressure on your E6-B circular slide rule. (And you thought you
wouldn't need it after completing your training.)
[Of course, don't gather data at the low end of your range below
2000 feet above ground level, particularly until you have
thoroughly investigated the stall characteristics for your aircraft.]
Now draw some graphs. For each indicated airspeed plot density
altitude vs true airspeed. Extend these graphs to sea level to
get a set of sea level points of TAS vs IAS. From these graphs
(or density altitude data) plot a true airspeed vs indicated
airspeed conversion for regularly spaced density altitudes,
extending the graph moderately for airspeeds you were not able to
fly.
Now determine the indicated airspeeds for maximum cruse and clean
stall at several altitudes. Interpolating as needed, graph your
TAS vs altitude for Vh and Vs1. Extend these two graphs to sea
level to use with Thom's approximations. Having determined your
critical V speeds at TAS use your sea level graph to determine
the equivalent indicated V speeds.
But wait, there's more. Having done this much work, you might as
well measure your critical Vx and Vy directly. For each of a
series of altitudes do a series of saw tooth flights at, again
say, 5 knot/mph increments. Climb from 500 feet below the target
altitude to 500 feet above the target maintaining a constant
indicated airspeed. Measure the time from 250 feet below to 250
feet above. The shorter measurement interval is to help insure
your climb rate is stabilized. Now at idle, glide back down
measuring the time from 250 above to 250 below.
Vy (best rate) is simplest. Plot the rate of climb vs indicated
airspeed at each altitude. Draw a smooth curve through the
points. Where the curve peaks is the indicated airspeed for best
rate of climb at that altitude. Your Vy should decrease with
altitude until it meets the Vx you determine below at the
aircraft's maximum altitude.
For Vx (best angle) we need to convert our IAS and rate of climb
to TAS and climb. The TAS and rate of climb form the hypotenuse
and vertical leg of a right triangle. Divide the rate of climb
(in feet/min) by the TAS (in knots/mph) to get an arbitrary
number proportional to the sine of your angle of climb. Plot the
arbitrary unit points against their original *indicated*
airspeed. Draw a curve through these points. The peak of this
curve is the *indicated* Vx for this altitude. This number
should remain fairly constant with altitude. If not, something
is wrong.
If you want to know the actual angle of climb for Vx at various
altitudes convert to identical units. First indicated Vx to TAS
for an altitude. Then TAS(knots) * 101.2 = TAS(feet/min) or
TAS(mph) * 88 = TAS(feet/min). Divide TAS(ft/min) by rate of
climb (ft/min) to get the actual sine of your climb angle. Use
excel or your high school Trigonometry book to get the equivalent
angle for your computed sine value.
If you want your best glide speed, do the exercise in the two
prior paragraphs on your decent data. Look for the IAS at the
minimum of the sine data curve. The actual decent angle gives
you AGL to landing range. While the glide speed obtained will
not be exactly correct for the engine-out/prop-stopped condition,
it will be closer than your ability to hold an exact airspeed if
you are facing that situation. (As they say, ask me how I know.)
While you are doing this, get some IAS vs power settings at
various altitudes as well as gas consumptions at different power
settings/altitudes. If you don't have a fuel flow meter,
take-off, climb, descend and land on one tank; cruse for 1/2 or
one hour on another; see what it takes to refill the "cruse" and
the up/down tank. Now you can compute accurate range data for
that altitude/IAS including climb/decent consumption.
This may seem like a lot of graphing but when you are done the
test period will have gone by a lot faster. And you will be the
proud possessor of more accurate data about your aircraft's
performance than the vast majority of pilots know about the plane
they are flying. It also makes is a lot easier to justify the
log book entry you have to make at the end of the test period
about the aircraft being safe to fly if anyone chalenges the
statement. It might even be worth your while to do this testing
on your favorite spam can or purchased experimental.
If you have questions about the above or other aircraft
performance data collection please contact me or your local EAA
Flight Advisor (list at eaa.org ). Unlike some gummint agencies
we really are here to help and the test period accident rate for
people using Flight Advisor services has been ten times lower
than those who didn't.
Tom Kuffel, CFI
Whitefish, MT
EAA Flight Advisor
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "Jim ODay" <jimoday(at)hotmail.com> |
Hey Russ:
That is a first for me .... "informed".
I do not know a lot about PRIST other than it is common for Jet Fuel to absorb
and burn dissolved water to prevent ice crystals from forming at high altitude.
It is not used as much newer jets (private type) because they use fuel heaters.
We recently built a PRIST injection system for a hospital heli-port to replace
the aerosol can method of adding PRIST. Modern refueling trucks have injection
systems. Some suppliers (I think Phillips) sell Jet A with PRIST pre-mixed.
My Cessna 340 recommends mixing isopropyl alcohol with the 100LL to remove any
water. I have never done it and I have never had any problems. I do know it
can happen and ice crystals can clog screens. I have never had a water problem
with 100LL other than the time someone stole a fuel cap off my plane and it
rained. I did use isopropyl to dry up the tank.
Just about everyone I ask about mixing alcohol with 100LL look at me cross eyed.
So, I never fly without taking sample from every point - my 340 has 8 points
to drain, my Kolb has 1. I always use a clear jar, hold it to the light and
of course take a sniff.
I know PRIST is used in avgas and it also has a biocide in it to kill any bacteria.
The big factor with bacteria problems is water. No water =
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140831#140831
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Jim ODay wrote:
>
>
> My business is fuel storage tanks. I will not mess with "pump gas" for my Kolb,
or any plane for that matter. You really do not know what you are getting,
I have been in this business for many years, I know.
>
>
Your experience with fuel tanks is actually working against you... You are concentrating
so much on one small detail , that you are missing the big picture.
In the 912-S, Rotax recommends auto gas. Avgas causes lead deposits, fouling,
and all sorts of problems in engines not designed for it. I would not run
100LL in my 912-S even if it were the same price. It is also possible to have
prblems in your 2 stroke due to fouling of the plugs and rings with 100LL.
Millions of cars run on auto gas each day, and we dont see hundreds of them on
the side of the road each day due to fuel contamination. That really puts holes
in your claims of how bad and dirty auto gas is... You need to step back,
stop staring at dirty gas tanks all day, and look at the big picture. I run
auto gas, and my fuel filter and carbs are so clean that I could drink out of
them. You are so concentrated on one detail you are missing more important
things.
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=140846#140846
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
At 11:52 PM 10/19/2007, JetPilot wrote:
>...Rotax recommends auto gas. Avgas causes lead deposits, fouling, and
>all sorts of problems in engines not designed for it. I would not run
>100LL in my 912-S even if it were the same price...
I've been running avgas in my Cuyuna for the sole reason that it keeps
better. For an airplane flown only occasionally during the colder months
this can be a significant factor. Haven't had any problems with it and
neither did the previous owner, though the engine doesn't have that many
hours on it. Come next spring, I may switch to auto gas, but then again I
may not.
Interestingly, the Cuyuna manual says, "Do not use aviation gasoline as it
may upset carburetion." Not sure what's up with that unless the jetting
would be different, though I'm not sure why.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
I'm not too sure that 100LL is all that harmful.it was the fuel used to break in
my 503 and was used for the next 105 hrs.It run 50 degrees cooler on exhaust
temp over car gas,but leaves a white bloom, probably lead,on the ground electrode.Gas
lines lived longer with av gas over car gas.I've mixed them frequently
on long cross country flights.there is now 550hrs on the 503 with first de-carbon
at 475 hrs.
Jim ODay wrote:
>
>
> My business is fuel storage tanks. I will not mess with "pump gas" for my Kolb,
or any plane for that matter. You really do not know what you are getting,
I have been in this business for many years, I know.
>
>
Your experience with fuel tanks is actually working against you... You are concentrating
so much on one small detail , that you are missing the big picture.
In the 912-S, Rotax recommends auto gas. Avgas causes lead deposits, fouling,
and all sorts of problems in engines not designed for it. I would not run
100LL in my 912-S even if it were the same price. It is also possible to have
prblems in your 2 stroke due to fouling of the plugs and rings with 100LL.
Millions of cars run on auto gas each day, and we dont see hundreds of them on
the side of the road each day due to fuel contamination. That really puts holes
in your claims of how bad and dirty auto gas is... You need to step back,
stop staring at dirty gas tanks all day, and look at the big picture. I run
auto gas, and my fuel filter and carbs are so clean that I could drink out of
them. You are so concentrated on one detail you are missing more important
things.
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=140846#140846
________________________________________________________________________________
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would not have that much of a problem putting 100LL Avgas in a 2 stroke, sometimes
on a cross country that is all that is available and you have no choice.
A simple changing of plugs and decarbon can fix any problems of lead in the
2 stroke.
In the Rotax 912, I would have to change to a non synthetic oil which does not
protect the engine nearly as much, and then change it more frequently to try to
keep the lead deposits under control. Even then there is still a problem with
lead deposits everywhere, which is why auto gas is much better in the four
stroke 912. I only buy Shell V-Power Premium gasoline, it does not have methanol
in the vast majority of the states. Again on cross country flights many people
use 100LL Avgas because there is no choice, and it works fine, but it is
only recommended when no other option exists.
My friend at the airport has a 20 gallon red plastic tank set up with a hand crank
pump and a large industrial cartridge type filter to clean his auto gas.
He said it only cost him like 150 bucks to build. This setup would clean the
gas and separate water much better than the MR Funnel. If one were very worried
about the problems Jim was talking about with car gas, this would be a simple
solution, and much better than running 100LL in an engine not designed for
it.
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=140873#140873
________________________________________________________________________________
| Subject: | Re: Installing Book binding tape |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
What is finishing tape and where do you get it ???
Also, where do you guys get the book binding tape ?
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=140876#140876
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
Jim,
I worry about getting bad fuel at the filling station. Since I have aged a
little, I use 2.5 gallon cans to refuel the FireFly. I have four of them so
that I can purchase 10 gallons at a time. The nice thing about these small
cans is that it is very easy to look into the can to see if there is any
water or other impurities in the fuel. And it is very easy to prevent
contaminants from entering the FireFly tank.
I never completely empty the can into the FireFly tank. This captures the
crud in the re filler can. When I am going to refill all of the cans, I
check for water, etc. before I put the oil in the can. If there is a little
bit in the bottom of the can, I don't worry about it. If the build up of
water is substantial, I will empty the can out dry. Otherwise, I use the
gas in the bottom of the can to dilute the oil before refilling the can at
the filling station.
I remove the FireFly gas tank and dump it every spring. I never find more
than a nickel volume of water in the tank. When I hangared in the
Mississippi River bottoms, I kept my tank topped off. But here in
Winchester, IN, I only top up after 2.5 gallons have been run out of the tank.
In checking the Bing carburetor flow bowl, I have never found any water. So
far I have had good luck.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Installing Book binding tape |
In a message dated 10/20/2007 10:31:25 A.M. Eastern Daylight Time,
orcabonita(at)hotmail.com writes:
Also, where do you guys get the book binding tape ?
Mike
There are many sources on the Web, I think John H posted one on this thread.
I buy mine from TNK. About the same price and Travis keeps it in stock.
Steve B
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Installing Book binding tape |
At 10:30 AM 10/20/2007, you wrote:
>
>What is finishing tape and where do you get it ???
>
>Also, where do you guys get the book binding tape ?
>
>Mike
This was put on with "finishing tape" and painted, I forget what
size I used. All the aircraft fabric places sell it where ever you get
your covering supplies.
________________________________________________________________________________
In a message dated 10/20/2007 9:02:04 P.M. Eastern Daylight Time,
malcolmbru(at)aol.com writes:
in the Zenair builders guid they sugest something diferent .. they also
sugest a special rivet from Granger malcolm michigan
Don't know about that, But, Can-Zac and Czech Float both have built the
Zenair design and both use 3M 5200. I currently fly the Czech Float and am
waiting for a set from Can-Zac. Czech Float has tried 2 part urethanes but the
last time I talked to them they went back to 3M.
Steve B
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Steve , I'm all behind 5300 I was a commercial fisherman for 31 years and
we all used 5200 for all kinds of waterproof connections it will fasten an
d have more strength that what ever you are fastening , be it fiberglass to
wood or steel to fiberglass the 5200 would be the strongest component in a
ny joint always something else would come apart before the 5200 . Chris
=0A=0A=0A=0A----- Original Message ----=0AFrom: "N27SB(at)aol.com" <N27SB@aol
.com>=0ATo: kolb-list(at)matronics.com=0ASent: Saturday, October 20, 2007 10:1
7:51 PM=0ASubject: Re: Kolb-List: Re: Floats=0A=0A=0AIn a message dated 10/
20/2007 9:02:04 P.M. Eastern Daylight Time, malcolmbru(at)aol.com writes:=0Ain
the Zenair builders guid they sugest something diferent .. they also suges
t a special rivet from Granger malcolm michigan =0A=0A=0ADon't know abo
ut that, But, Can-Zac and Czech Float both have built the Zenair design and
both use 3M 5200. I currently fly the Czech Float and am waiting for a se
t from Can-Zac. Czech Float has tried 2 part urethanes but the last time I
talked to them they went back to 3M. =0A =0ASteve B=0AFirefly 007/Floats=0A
===========0A=0A_______________________________________
________________________________________________________________________________
| From: | "Wade Lawicki" <wlawicki(at)yahoo.com> |
12 more can join the group of Legal E-LSA today , including 4- trikes, 7- fixed
wings, and 1- powered parachute. All in one day and not the painful experience
some have had. Group rate was $250 each, about 100-150 less than the going
rate here in Tn. All passed with no hassles and everyone left legal and happy
:D
Fly Safe ,
Wade
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=140964#140964
________________________________________________________________________________
| Subject: | Re: Lurker on the loose |
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
What I need to know is the total chord w/ailerons so as to
> modify
> the rack accordingly.
I believe the http://www.tnkolbaircraft.com/ Site says that it is 64
inches, however mine measures 66 inches. Good luck.
Larry C
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Full- Lotus mono- float for sale been sitting in my yard since I crashed wi
th Norm Labhart at TNK factory in 2004 used amfibius was on my Firestar K
xP no shipping Pick up only ,will deliver or meet you within 300 miles for
.25/mile $1000 Chris Davis=0A=0A_________________________________________
________________________________________________________________________________
| Subject: | Re: Re south Mississippi light aircraft fly in |
| From: | "ropermike" <ropermike2002(at)yahoo.com> |
I am very disappointed! I have been waiting all year for this and I had to work
all weekend and was not able to go! I hope everyone had a good time and I hope
to see some pics!......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=141029#141029
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 11:43 AM 10/19/2007, jb92563 wrote:
>I'm going to try designing a single float for the Kolb Ultrastar if
>possible to keep the weight light.
I like the idea of a monofloat for the US... seems it'd do a better job of
keeping spray off that low hanging prop.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Gas, Ethanol and Mr.Funnel |
At 10:26 AM 10/20/2007, JetPilot wrote:
>...there is still a problem with lead deposits everywhere, which is why
>auto gas is much better in the four stroke 912...
When 100LL first came out and 80 was starting to get hard to find, a lot of
guys were using Alcor TCP to prevent lead fouling in their engines. You
don't hear much about it any more. Some people say Marvel Mystery Oil
works just as well, I dunno.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Rotax 912 and 100LL |
According to Eric Tucker and Rotax, there are two primary problems with
using 100LL in the 912 and both can be dealt with.
1) If the engine is not primarily run on 100LL (up to 30% of time during oil
change cycle) change oil and filter at 50 hours. Refer to Line maintenance
manual 05-20-00 2.2.7) a) and b) note 1.
Greater than 30% of time during oil change cycle, change the oil and filter
at 25 hours regardless of oil type. SI-912-016 3.3) page 4
In addition, when using 100LL, semi synthetic oil is recommended. Refer to
SI-912-016, page 4.
2) If you run 100LL more than 30% an inspection of the overload clutches at
600 hours. Line maintenance manual 05-20-00, 2.2.5) b), page 8, and
05-50-00, 2.2), page 3. and SB-912-033.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Rotax 912 and Ethanol |
Reference: Service Instruction 912-016
Fuel 5)
5.1 In general, oxygen carriers (alcohol additives) are to be avoided. Fuel
with more than 5% added must not be used.
Rick
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Rotax 2 strokes and Ethanol |
Reference: Service Instruction 13 UL 94
In general, oxygen carriers (alcohol additives) are to be avoided. Fuel with
more than 5% added cannot be used.
Rick
________________________________________________________________________________
| From: | Jon LaVasseur <firestar503(at)yahoo.com> |
| Subject: | Re: Lurker on the loose - open trailer |
Hello Bob,
I have been trailering a FirestarII mounted nose
first on a modified, flat, tilt-deck, open
trailer for ten years without mishap or damage.
Most trips have been 25 - 300 miles but the last
was 3000 from Minnesota to Monument Valley. If
you are interested in the design I could send you
a drawing or pictures.
Firestar503
__________________________________________________
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Hi All,
I finally managed to get G-PLAD my Extra back into the air today. Thats
17 months since I drove her into the barn, smashing the port wing and
twisting the cage beyond repair.
Where does the time go when you are enjoying yourself.?
What with waiting for delivery of parts across the pond, construction,
and messing about waiting for paperwork from the Popular Flying Assoc.
which controls General Aviation in the UK the time has just slipped away
Nothing went smoothly of course. I had aranged for the test pilot last
Friday. The PFA insisted that the repairs were such that it be treated
as a new aircraft. Hence the trouble.
Friday dawned with blue skies and MIST. it didn`t clear until nearly mid
day. Too late for the test pilot to fly from his home base, do the test
and fly home. Cancel until today. Today was overcast. Cloud base high
but unbroken grey cloud. Viz not great but just acceptable.
Phone message saying the pilot was on his way. i had every bit of
paperwork which might be wanted. Cushions, fuel.radio, GPS. Pulled the
old lady out of her hanger fitted everything, checked everything.
Decided not to run the engine so that the test pilot could check Ts and
Ps from cold.
Mick, the test pilot duly arrived in his Sonex.Pretty early thank
goodness. Dropping it in on about a quarter of my 450 yard strip.
Chatted, inspected, andf strapped himself in. I had video recorder
waiting for the first turn of the prop. Twitch, twitch, nothing . The
door opens. Mick says flat battery. S****t!. I had been fitting the
radio about 4 days ago and had left the master switch ON.
Trip to local garage, a mile away, where luckily I am on good terms as
I buy my petrol there. Borrow giant booster and some jump leads. Long
struggle befotre finally getting a kick and away she went. Mick ran a
good, thorough check flight and returned for me. The checks have to be
run at max weight so I was the excess baggage. The engine again woudnt
start. Booster, wifes car, jump leads. Away she goes.
We run the test schedule. Everything OK.
One tyre gone soft. Back to the garage who pinched a footpump from a
customers car to lend to me.
During my down time just to add to my problems I had forgotten the
annual revalidation of my flying license. So a Handling Test had to be
done to prove I could still fly.Mick put me through that and rather to
my surprise I found that my landings worked well in spite of a fickle
cross wind. I held the throttle so tightly closed dduring my first
landing that the engine stopped. Booster, wifes car, jump leads and away
again.
Finally Mick reckoned that I had sufficiently demonstrated my abilty to
control the plane and signed me off. luckily the weather held good or
we would never have got in the rquired flying time.
Upshott is that I have a plane which has been passed as OK and I have
been approved too.. Only have to get the battery on charge and
everything will be OK.
I hope. Of course we have had 3 weeks of glorious weather. Sunny, blue
skies, nil wind warm and pleasant, not fabulous viz. but pretty good.
Tomorrow looks good when the battery will be on charge, and then winter
will set in. You can bet on it.
But still,
I am flying Hooray!
Cheers
Pat
________________________________________________________________________________
| From: | Larry Bourne <biglar(at)gogittum.com> |
What an adventure, Pat. I was on the edge of my seat laughing, tho'
I'll bet it wasn't funny for you at the time. Congratulations and Good
Luck. I hope the good weather holds for you. Lar.
pat ladd wrote:
> Hi All,
> I finally managed to get G-PLAD my Extra back into the air today.
> Thats 17 months since I drove her into the barn, smashing the port
> wing and twisting the cage beyond repair.
>
> Where does the time go when you are enjoying yourself.?
>
> What with waiting for delivery of parts across the pond, construction,
> and messing about waiting for paperwork from the Popular Flying Assoc.
> which controls General Aviation in the UK the time has just slipped away
>
> Nothing went smoothly of course. I had aranged for the test pilot last
> Friday. The PFA insisted that the repairs were such that it be treated
> as a new aircraft. Hence the trouble.
>
> *
>
> *
________________________________________________________________________________
| Subject: | Mechanical brakes on Mark II |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Hi Kolbers. I'm trying to fix the brakes on the Mark II I bought before the airworthiness
inspection.
It's a terrible picture...I'll try to get a better one...but does anyone recognize
these brakes? Like who makes them...where can I get replacement pads?
The cable was holding that top arm in a "brakes on" position no matter how much
I released the tension using the screw on the control stick. When I unscrewed
the nut on the top arm of the brake I found the control cable threaded through
the hole in the drilled nut. When I took the cable out of the hole, the top
arm released the brakes, so it wasn't the arm that was stuck but the cable was
holding it. I'll obviously need new brake pads since they weren't stopping
her, but don't know why the cable was holding the brakes in the "on" position.
I'm trying to fix these the cheapest, easiest, and fastest way possible.
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141216#141216
Attachments:
http://forums.matronics.com//files/brakes2_mark_ii_twinstar_tundra_tire_n193y_198.jpg
http://forums.matronics.com//files/brake_control_on_stick_136.jpg
________________________________________________________________________________
In a message dated 10/22/2007 3:15:57 P.M. Eastern Daylight Time,
pj.ladd(at)btinternet.com writes:
Chatted, inspected, andf strapped himself in. I had video recorder waiting
for the first turn of the prop. Twitch, twitch, nothing . The door opens. Mick
says flat battery. S****t!. I had been fitting the radio about 4 days ago
and had left the master switch ON.
Trip to local garage, a mile away, where luckily I am on good terms as I
buy my petrol there. Borrow giant booster and some jump leads. Long struggle
befotre finally getting a kick and away she went. Mick ran a good, thorough
check flight and returned for me. The checks have to be run at max weight so I
was the excess baggage. The engine again woudnt start. Booster, wifes car,
jump leads. Away she goes.
We run the test schedule. Everything OK.
Pat,
Don't get me wrong, I love the Brits. My MG,TR7,Daytona Triumph, Fish &
Chips and All but we have a saying here:
"Don't Mind Da Mule, Jus Load Da Wagon" or the cruder "Get Er Done". But
sometimes you can detail a thing to death.
Congratulations on your completion but I am thankful for our Freedoms. Get
back in the air and enjoy
Remember, when all else fails, Fly Da Plane.
Steve B
Firefly 007/Floats
do not archive
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
Hooray Hoopray Hooray -- and then summore. Congrats. Pat! -- enjoy
your Xtra
Russ
On Oct 22, 2007, at 3:15 PM, pat ladd wrote:
> Hi All,
> I finally managed to get G-PLAD my Extra back into the air today.
> Thats 17 months since I drove her into the barn, smashing the port
> wing and twisting the cage beyond repair.
>
> Where does the time go when you are enjoying yourself.?
>
> What with waiting for delivery of parts across the pond,
> construction, and messing about waiting for paperwork from the
> Popular Flying Assoc. which controls General Aviation in the UK the
> time has just slipped away
>
> Nothing went smoothly of course. I had aranged for the test pilot
> last Friday. The PFA insisted that the repairs were such that it be
> treated as a new aircraft. Hence the trouble.
> Friday dawned with blue skies and MIST. it didn`t clear until
> nearly mid day. Too late for the test pilot to fly from his home
> base, do the test and fly home. Cancel until today. Today was
> overcast. Cloud base high but unbroken grey cloud. Viz not great
> but just acceptable.
> Phone message saying the pilot was on his way. i had every bit of
> paperwork which might be wanted. Cushions, fuel.radio, GPS.
> Pulled the old lady out of her hanger fitted everything, checked
> everything. Decided not to run the engine so that the test pilot
> could check Ts and Ps from cold.
> Mick, the test pilot duly arrived in his Sonex.Pretty early thank
> goodness. Dropping it in on about a quarter of my 450 yard strip.
> Chatted, inspected, andf strapped himself in. I had video recorder
> waiting for the first turn of the prop. Twitch, twitch, nothing .
> The door opens. Mick says flat battery. S****t!. I had been
> fitting the radio about 4 days ago and had left the master switch ON.
> Trip to local garage, a mile away, where luckily I am on good
> terms as I buy my petrol there. Borrow giant booster and some jump
> leads. Long struggle befotre finally getting a kick and away she
> went. Mick ran a good, thorough check flight and returned for me.
> The checks have to be run at max weight so I was the excess
> baggage. The engine again woudnt start. Booster, wifes car, jump
> leads. Away she goes.
> We run the test schedule. Everything OK.
> One tyre gone soft. Back to the garage who pinched a footpump from
> a customers car to lend to me.
> During my down time just to add to my problems I had forgotten the
> annual revalidation of my flying license. So a Handling Test had to
> be done to prove I could still fly.Mick put me through that and
> rather to my surprise I found that my landings worked well in spite
> of a fickle cross wind. I held the throttle so tightly closed
> dduring my first landing that the engine stopped. Booster, wifes
> car, jump leads and away again.
> Finally Mick reckoned that I had sufficiently demonstrated my
> abilty to control the plane and signed me off. luckily the
> weather held good or we would never have got in the rquired flying
> time.
>
> Upshott is that I have a plane which has been passed as OK and I
> have been approved too.. Only have to get the battery on charge and
> everything will be OK.
>
> I hope. Of course we have had 3 weeks of glorious weather. Sunny,
> blue skies, nil wind warm and pleasant, not fabulous viz. but
> pretty good. Tomorrow looks good when the battery will be on
> charge, and then winter will set in. You can bet on it.
>
> But still,
> I am flying Hooray!
>
> Cheers
>
> Pat
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
>
________________________________________________________________________________
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
In the folder/paperwork I was given when I bought my Mark II, I found a couple
Kolb Newsletters...one dated Fall 1991 and another one dated July 1, 1995. Is
anyone still producing such a newsletter? If so, how would I get one?
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141231#141231
________________________________________________________________________________
| Subject: | Monument Valley tour |
After hearing about the Monument Valley, I am finally going to go there.
I am planning a trip in my 1948 Bonanza to visit my kids in San Diego, and
to scout out the Monument Valley area for a trailered visit with my Kolb
Firefly. My plan is to be at Monument Valley Jan 6 & 7, 2008.
I have seen the classic pictures from that area, but I don't really know
any specific place to go. Currently my plan is to take off from UT25 and
fly North. Can anybody suggest specific sights to see? For me to have
any hope of finding it I will need Lat/Lon coordinates, or bearing/range
from a city, feature, or navaid.
Thanks.
Jim
N. Idaho
________________________________________________________________________________
| From: | "Vic Gibson" <apilot(at)webtv.net> |
| Subject: | Re: Kolb Newsletter |
No newsletter exists to my knowledge. Too bad, we need one.
-----Original Message-----
From: cristalclear13
Sent: Monday, October 22, 2007 7:13 PM
Subject: Kolb-List: Kolb Newsletter
In the folder/paperwork I was given when I bought my Mark II, I found a couple
Kolb Newsletters...one dated Fall 1991 and another one dated July 1, 1995. Is
anyone still producing such a newsletter? If so, how would I get one?
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141231#141231
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Mechanical brakes on Mark II |
Cristal, You're right about the picture, not much detail. They appear to be
cable operated disk brakes. Have you checked the cable to be sure it's not
rusted in place?
http://www.mfgsupply.com/m/c/4-488.html?id=ui9AGfJQ
http://www.gokartsupply.com/discbr.htm
Try gokartparts.com or gokartsupply.com if the links above don't work.
Rick
On 10/22/07, cristalclear13 wrote:
>
> cristalclearwaters(at)juno.com>
>
> Hi Kolbers. I'm trying to fix the brakes on the Mark II I bought before
> the airworthiness inspection.
> It's a terrible picture...I'll try to get a better one...but does anyone
> recognize these brakes? Like who makes them...where can I get replacement
> pads?
> The cable was holding that top arm in a "brakes on" position no matter how
> much I released the tension using the screw on the control stick. When I
> unscrewed the nut on the top arm of the brake I found the control cable
> threaded through the hole in the drilled nut. When I took the cable out of
> the hole, the top arm released the brakes, so it wasn't the arm that was
> stuck but the cable was holding it. I'll obviously need new brake pads
> since they weren't stopping her, but don't know why the cable was holding
> the brakes in the "on" position.
> I'm trying to fix these the cheapest, easiest, and fastest way possible.
>
> --------
> Cristal
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=141216#141216
>
>
> Attachments:
>
>
> http://forums.matronics.com//files/brakes2_mark_ii_twinstar_tundra_tire_n193y_198.jpg
> http://forums.matronics.com//files/brake_control_on_stick_136.jpg
>
>
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
What an adventure, Pat. I was on the edge of my seat laughing>>
Hi Lar,
Talk about `if it can wrong it will`. The Keystone Cops weren`t in it.
I was thraped (a North of England Expression roughly meaning
`buggered`) by the time I put her away last night. I wish I was 20
again, even 60 would do at a pinch. It was just about dark by the time I
got home. A little before the 6 o clock dead line but I bent the rules
and had a stiff gin and tonic and fell asleep for about an hourand a
half. Wendy woke me for dinner so a good glass of Chilean Red was called
for.
Wendy was out playing bridge all evening so after clearing the e-mails,
writing my report to the list, writing my cheque to the PFA for the
Permit Renewal I retired for an evenings TV. assisted by a beer. I
slept well last night.
I have been to the field and removed the battery this morning. It is
fitted right up in the nose so a bit of limbo dancing was called for to
get the retaining bracket removed but it is now on charge.
True to form it is a glorious day. Not a cloud in a bright blue sky, 5
mph wind, temp 72F.
Off to Appledore tomorrow. If I can`t fly thats the next best thing. If
the Wx stays good I shall be able to refit the battery and fly next
weekend.
Wendy`s brother has edited and added a musical soundtrack to the video
we took Stateside last May, including MV. Our trip with you around the
country surrounding Gouldings, and the flying shots came out well. So
did the shots of you in Indian tracker mode. You are a star!
Cheers Lar
All the best
Pat
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)wowway.com> |
| Subject: | Trailering a Kolb |
Rick,
You said "The Kolb Mk III came home in a closed truck with wings
attached."
What size truck did you use, how did you get the Kolb in and out of the
truck, and how much did it cost?
I may need to move my Mark III from NC to MI next month.
Jim Mark III
________________________________________________________________________________
| Subject: | kolbra 012 for sale |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Hi gang,
It's been a while. It is with great regret that Ms. Dixie is FOR SALE. Life sometimes
throws you curve balls you just cant hit.
Were asking 32K for the Kolbra. As most of you know she is loaded to the max.
call me for details
601-480-9979 or 601-782-4506
--------
Paul Petty
Kolbra #12
Ms Dixie
912 UL 70" warp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141279#141279
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Mechanical brakes on Mark II |
>
Cristal,
Looks like a brake off of a riding lawn mower, etc. Try to find a name or
number and Google it.
Apply some WD40 to the top end of the cables at the stick until it
penetrates the rust that is binding them to the guide. Pull the cables and
if salvageable coat them with very soft grease and re-install.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | Thom Riddle <riddletr(at)gmail.com> |
| Subject: | Re: Mechanical brakes on Mark II |
Cristal,
I do not recognize the brakes on your airplane but do recognize the big
tires. FWIW, the larger the diameter the tires, the more power needed
by the brakes to retard their motion. You won't get much power from
mechanical brakes even with new pads. On a Kolb with standard main gear
configuration, this is not all bad because of the potential of
nose-over with really good brakes is substantial.
Not much help I know but you should not expect very good braking from
mechanical brakes; not enough mechanical advantage.
Thom in Buffalo
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: Mechanical brakes on Mark II |
Don't remember the make, had a Quicksilver MX years ago with those same
units. Buy new pads and rebuild them yourself would be the best bet, ought
to be able to get pad material at a good lawn mower shop. If the new pad
material isn't the right shape but is oversized you can wear a good mask,
protect yourself at all times, and grind the new pads to shape with a bench
grinder. Those brakes worked tolerably well on the slow Quicksilver, but
needed to be taken apart, cleaned, greased and adjusted well before they
would work at all, they were a mechanically ramshackle arangement. And your
cables will need to be in good, well-lubed condition. You ought to be able
to get them working for under $30 including new cables if you don't mind
getting dirty.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Monday, October 22, 2007 8:57 PM
Subject: Kolb-List: Mechanical brakes on Mark II
>
>
> Hi Kolbers. I'm trying to fix the brakes on the Mark II I bought before
> the airworthiness inspection.
> It's a terrible picture...I'll try to get a better one...but does anyone
> recognize these brakes? Like who makes them...where can I get replacement
> pads?
> The cable was holding that top arm in a "brakes on" position no matter how
> much I released the tension using the screw on the control stick. When I
> unscrewed the nut on the top arm of the brake I found the control cable
> threaded through the hole in the drilled nut. When I took the cable out
> of the hole, the top arm released the brakes, so it wasn't the arm that
> was stuck but the cable was holding it. I'll obviously need new brake
> pads since they weren't stopping her, but don't know why the cable was
> holding the brakes in the "on" position.
> I'm trying to fix these the cheapest, easiest, and fastest way possible.
>
> --------
> Cristal
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=141216#141216
>
>
> Attachments:
>
> http://forums.matronics.com//files/brakes2_mark_ii_twinstar_tundra_tire_n193y_198.jpg
> http://forums.matronics.com//files/brake_control_on_stick_136.jpg
>
>
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | FULL LOTUS monofloat for sale |
Listers sorry to repeat myself . Full Lotus Monofloat system for sale. was
on my Firestar KXP , retractable gear , sponsons, some rigging , has been s
itting outside since 2004 , might have a leaky inner tube, on Cape Cod ,Ma
. pick up only will drive to deliver up to 300 miles for.25 /mile. $1000
Chris Davis=0A=0A__________________________________________________=0ADo
________________________________________________________________________________
| Subject: | Re: Lurker on the loose |
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
Bob-- Two years ago I bought a Kolb MKIII and hauled it xc from Northern Wisconsin
to Eastern PA. I rented an enclosed U-Haul. Took the wings off and slung
them from the roof with 18" pieces of carpet/foam/and safety straps. Fuselage
went in nose first with a boom support to keep all of the weight off the tail
wheel. Wheels were chocked front and back to keep them from rolling.
I stopped and every hour and a half to check on things.
Got to PA with absolutely NO damage or hanger (truck) rash. I have some pics that
I would be happy to send to you. tohara(at)alphagraphics.com
Good luck
Light winds and soft landings-- Tom
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141351#141351
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)wowway.com> |
| Subject: | Re: Lurker on the loose |
Tom,
Did you use an enclosed trailer or a truck? What size and about how much did
it cost for the trip?
I would appreciate any info as I may need to move my Mark III from NC to MI
next month.
Jim Mark III
----- Original Message -----
From: "Tom O'Hara" <tohara(at)alphagraphics.com>
Sent: Tuesday, October 23, 2007 4:30 PM
Subject: Kolb-List: Re: Lurker on the loose
>
> Bob-- Two years ago I bought a Kolb MKIII and hauled it xc from Northern
Wisconsin to Eastern PA. I rented an enclosed U-Haul. Took the wings off
and slung them from the roof with 18" pieces of carpet/foam/and safety
straps. Fuselage went in nose first with a boom support to keep all of the
weight off the tail wheel. Wheels were chocked front and back to keep them
from rolling.
>
> I stopped and every hour and a half to check on things.
>
> Got to PA with absolutely NO damage or hanger (truck) rash. I have some
pics that I would be happy to send to you. tohara(at)alphagraphics.com
>
> Good luck
> Light winds and soft landings-- Tom
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=141351#141351
>
>
________________________________________________________________________________
| Subject: | Re: kolbra 012 for sale |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Thanks Ray,
I'm not the first to fall into this deal. This airplane will make someone a nice
bird and I have already had a few inquires. Wow!
Thanks to all and yes I will be back!
--------
Paul Petty
Kolbra #12
Ms Dixie
912 UL 70" warp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141358#141358
________________________________________________________________________________
| From: | "Vic Gibson" <apilot(at)webtv.net> |
| Subject: | Re: kolbra 012 for sale |
Too bad you have to sell your Kolbra. I may have to sell my Mark III Classic also.
It is such a pleasure to fly, but the doctor's news is not good.
-----Original Message-----
From: Paul Petty
Sent: Tuesday, October 23, 2007 5:29 AM
Subject: Kolb-List: kolbra 012 for sale
Hi gang,
It's been a while. It is with great regret that Ms. Dixie is FOR SALE. Life sometimes
throws you curve balls you just cant hit.
Were asking 32K for the Kolbra. As most of you know she is loaded to the max.
call me for details
601-480-9979 or 601-782-4506
--------
Paul Petty
Kolbra #12
Ms Dixie
912 UL 70" warp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141279#141279
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Listers please excuse my ignorance < WHAT IS GMAIL!!!! Chris=0A=0A_______
m
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
I'm dumb too. What izzit?
On Oct 23, 2007, at 5:44 PM, chris davis wrote:
> Listers please excuse my ignorance < WHAT IS GMAIL!!!! Chris
>
> _________________________________________________
> http://www.matronics.com/Navigator?Kolb-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Russ , thanks for making me feel; less stupid ! are you the guy involved in
small boats? Chris=0A=0A=0A----- Original Message ----=0AFrom: Russ Kinne
=0ATo: kolb-list(at)matronics.com=0ASent: Tuesday, October
23, 2007 5:48:58 PM=0ASubject: Re: Kolb-List: gmail=0A=0AI'm dumb too. Wh
at izzit?=0A=0A=0AOn Oct 23, 2007, at 5:44 PM, chris davis wrote:=0A=0A=0AL
isters please excuse my ignorance < WHAT IS GMAIL!!!! Chris=0A=0A________
_________________________________________=0A - The Kolb-List Email
Forum - class="Apple-converted-space"> --> http://www.matronics.com/Navig
ator?Kolb-List - NEW MATRONICS WEB FORUMS - class="Apple-co
=======================0A=0A___
o.com
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Hey Bob , thanks again I talked to Travis by "gmail " and he said the win
g was the same except the leading and trailing edge tubes were increased in
thickness from .28 to .33 so that is a positive change . Hope to go to t
he same fly-in and meet you someday , Your friend Chris =0A=0A=0A=0A----
- Original Message ----=0AFrom: Bob Noyer <a58r(at)verizon.net>=0ATo: kolb-lis
t(at)matronics.com=0ASent: Tuesday, October 23, 2007 6:18:23 PM=0ASubject: Re:
Kolb-List: gmail=0A=0AIt's between FMail and HMail!...Gnaw, it's a quite g
ood mail/ISP product. =0A=0A=0Aclk on: http://mail.google.com/mail/help/in
tl/en/about.html=0A=0A=0A=0Aregards,=0ABob N. FireFly 070 Old Kolb=0Ahtt
p://www.angelfire.com/rpg/ronoy/ Part 2 of Ferry(ing) Story...clk on Next
=============0A=0A_________________________________
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Bob, =0A Meant to say .028 to .035 inches , sorry about that but I haven't
dealt with these measurements for some time. Chris=0A=0A=0A----- Original M
essage ----=0AFrom: Bob Noyer <a58r(at)verizon.net>=0ATo: kolb-list(at)matronics.
com=0ASent: Tuesday, October 23, 2007 6:18:23 PM=0ASubject: Re: Kolb-List:
gmail=0A=0AIt's between FMail and HMail!...Gnaw, it's a quite good mail/ISP
product. =0A=0A=0Aclk on: http://mail.google.com/mail/help/intl/en/about.
html=0A=0A=0A=0Aregards,=0ABob N. FireFly 070 Old Kolb=0Ahttp://www.ange
lfire.com/rpg/ronoy/ Part 2 of Ferry(ing) Story...clk on Next page=0A=0A
=========0A=0A_____________________________________________
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: kolbra 012 for sale |
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: kolbra 012 for sale |
Sorry Gang
Meant to ask Paul where he was located at and where the Kolbra was located
for viewing ....... These dang computers really mess up a lot :-))
Stephen
Lower Alabama
Firefly 2003/035
________________________________________________________________________________
| Subject: | Re: kolbra 012 for sale |
| From: | "Paul Petty" <paulpetty(at)myway.com> |
Stephen,
I am located in Raleigh MS. The Kolbra is hangared at KLUL laurel MS.
http://groups.msn.com/AerialWorld/kolbra012.msnw?Page=1
Here are a few photos.
--------
Paul Petty
Kolbra #12
Ms Dixie
912 UL 70" warp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141477#141477
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Anyone running a two blade Ivo prop on a 447. Do you run it with or without
the spacer blocks? I have a brand new prop. When I unpacked it, I could tell
by finger calibration that the blades were thinner than the spacers. I
thought they would squeeze down when the prop bolts were torqued to 200 in.
lb. per instruction sheet. Did the torque and there is still a .015/.020"
(calibrated eyeball) gap between the plates and the blades. The holes in the
blades are loose enough that the blades move, both in the plane of prop
rotation and fore and aft.
When I called Ivo, the response was, "take out the spacers, they're just for
looks". ??????
The only Ivo I have is a three blade that came on a 377 powered Minimax.
Torques up just fine. I'm torn between following instructions from Ivo and
putting them on the Bridgeport and milling them down. This aircraft is not
mine, I'm just the delivery agent, and I'm not comfortable with either of
these solutions.
Rick
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Please call IVO.
Something isn't right. They probably sent you the wrong block set.
I surely would not run it that way.
Gene
On Oct 24, 2007, at 3:36 PM, Richard Girard wrote:
> Anyone running a two blade Ivo prop on a 447. Do you run it with or
> without the spacer blocks? I have a brand new prop. When I unpacked
> it, I could tell by finger calibration that the blades were thinner
> than the spacers. I thought they would squeeze down when the prop
> bolts were torqued to 200 in. lb. per instruction sheet. Did the
> torque and there is still a .015/.020" (calibrated eyeball) gap
> between the plates and the blades. The holes in the blades are
> loose enough that the blades move, both in the plane of prop
> rotation and fore and aft.
> When I called Ivo, the response was, "take out the spacers, they're
> just for looks". ??????
> The only Ivo I have is a three blade that came on a 377 powered
> Minimax. Torques up just fine. I'm torn between following
> instructions from Ivo and putting them on the Bridgeport and
> milling them down. This aircraft is not mine, I'm just the delivery
> agent, and I'm not comfortable with either of these solutions.
>
> Rick
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
Rick,
This story has cured me of any chance of ever buying another IVO prop,
used to have one for the Loehle, but sold it before I had very much time
on it.
Makes me wonder if your prop blades are the right thickness.
Their attitude is ridiculous.
Denny Rowe
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Wednesday, October 24, 2007 3:36 PM
Subject: Kolb-List: Ivo Props
Anyone running a two blade Ivo prop on a 447. Do you run it with or
without the spacer blocks? I have a brand new prop. When I unpacked it,
I could tell by finger calibration that the blades were thinner than the
spacers. I thought they would squeeze down when the prop bolts were
torqued to 200 in. lb. per instruction sheet. Did the torque and there
is still a .015/.020" (calibrated eyeball) gap between the plates and
the blades. The holes in the blades are loose enough that the blades
move, both in the plane of prop rotation and fore and aft.
When I called Ivo, the response was, "take out the spacers, they're
just for looks". ??????
The only Ivo I have is a three blade that came on a 377 powered
Minimax. Torques up just fine. I'm torn between following instructions
from Ivo and putting them on the Bridgeport and milling them down. This
aircraft is not mine, I'm just the delivery agent, and I'm not
comfortable with either of these solutions.
Rick
-------------------------------------------------------------------------
-----
10/23/2007 7:39 PM
________________________________________________________________________________
| From: | "beauford T" <beauford173(at)verizon.net> |
Richard:
I have a 2 blade on a 447...
The fact that IVO recommends (and sells) stainless steel tape pieces to
stick across between
the blade base and the spacer block in order to detect slight blade
movement in the hub (if tape breaks, the blade
has moved) is what is known in the intel business as an "indicator"....
It appears to 'ol Beauford that, based on this,
the IVO folks consider blade shifting in the hub to be a significant and
undesirable event. If I were you, I'd want
100% of that 200 in/lb. directly on the blade bases...
The rubber spacers may or may not be real players in this matter and I
have often wondered about their role....
While assembling my prop, and noting the casual way they fit against the
blade bases, it doesn't
surprise me that IVO says they are only ornamental.... just looking at
my assembly, I personally don't
see how they do much to fix the blade base into the hub with any
precision-- it looks to me like a blade
would really have to shift a lot before they would become a factor in
restraining it.
I'd be inclined to go along with IVO advice and put all of the hub
pressure (torque) on the blade bases... they
are structural...(I don't think the rubber spacers are).... and then
mebbe try some torque seal between the hub and the
blade base to see what is moving and what is not...
Worth what ye paid fer it...
Beauford
FF076
Brandon FL
----- Original Message -----
From: Eugene Zimmerman
To: kolb-list(at)matronics.com
Sent: Wednesday, October 24, 2007 6:27 PM
Subject: Re: Kolb-List: Ivo Props
Please call IVO.
Something isn't right. They probably sent you the wrong block set.
I surely would not run it that way.
Gene
On Oct 24, 2007, at 3:36 PM, Richard Girard wrote:
Anyone running a two blade Ivo prop on a 447. Do you run it with or
without the spacer blocks? I have a brand new prop. When I unpacked it,
I could tell by finger calibration that the blades were thinner than the
spacers. I thought they would squeeze down when the prop bolts were
torqued to 200 in. lb. per instruction sheet. Did the torque and there
is still a .015/.020" (calibrated eyeball) gap between the plates and
the blades. The holes in the blades are loose enough that the blades
move, both in the plane of prop rotation and fore and aft.
When I called Ivo, the response was, "take out the spacers, they're
just for looks". ??????
The only Ivo I have is a three blade that came on a 377 powered
Minimax. Torques up just fine. I'm torn between following instructions
from Ivo and putting them on the Bridgeport and milling them down. This
aircraft is not mine, I'm just the delivery agent, and I'm not
comfortable with either of these solutions.
Rick
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: | "Richard Girard" <jindoguy(at)gmail.com> |
Gene, As I said, "When I called Ivo, the response was, "take out the
spacers, they're just for looks"." So much for calling Ivo. :-)
Once the Minimax is sold, I'll never have to deal with them again. I did go
back and read the warning on the web site, apparently it's only applicable
to engines with 3:1 gearboxes, so I probably could have gotten away with
running without them, but now they're fixed.
Rick
On Oct 24, 2007, at 3:36 PM, Richard Girard wrote:
>
> Anyone running a two blade Ivo prop on a 447. Do you run it with or
> without the spacer blocks? I have a brand new prop. When I unpacked it, I
> could tell by finger calibration that the blades were thinner than the
> spacers. I thought they would squeeze down when the prop bolts were torqued
> to 200 in. lb. per instruction sheet. Did the torque and there is still a
> .015/.020" (calibrated eyeball) gap between the plates and the blades. The
> holes in the blades are loose enough that the blades move, both in the plane
> of prop rotation and fore and aft.
> When I called Ivo, the response was, "take out the spacers, they're just
> for looks". ??????
> The only Ivo I have is a three blade that came on a 377 powered Minimax.
> Torques up just fine. I'm torn between following instructions from Ivo and
> putting them on the Bridgeport and milling them down. This aircraft is not
> mine, I'm just the delivery agent, and I'm not comfortable with either of
> these solutions.
>
> Rick
>
> *
> 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: | "Richard Girard" <jindoguy(at)gmail.com> |
Denny, The blades are pressed in mold, the spacers are cast in a mold, too.
So I doubt anything has changed, unless their plastic molding guy has let
the mold go to hell. There's no evidence of that, the parting line looks
clean, so I guess that's the way they've always been. Makes me appreciate
the Warp Drive and the Powerfin all the more.
Rick
On 10/24/07, Richard Girard wrote:
>
>
> Gene, As I said, "When I called Ivo, the response was, "take out the
> spacers, they're just for looks"." So much for calling Ivo. :-)
> Once the Minimax is sold, I'll never have to deal with them again. I did
> go back and read the warning on the web site, apparently it's only
> applicable to engines with 3:1 gearboxes, so I probably could have gotten
> away with running without them, but now they're fixed.
>
> Rick
>
>
> On Oct 24, 2007, at 3:36 PM, Richard Girard wrote:
> >
> > Anyone running a two blade Ivo prop on a 447. Do you run it with or
> > without the spacer blocks? I have a brand new prop. When I unpacked it, I
> > could tell by finger calibration that the blades were thinner than the
> > spacers. I thought they would squeeze down when the prop bolts were torqued
> > to 200 in. lb. per instruction sheet. Did the torque and there is still a
> > .015/.020" (calibrated eyeball) gap between the plates and the blades. The
> > holes in the blades are loose enough that the blades move, both in the plane
> > of prop rotation and fore and aft.
> > When I called Ivo, the response was, "take out the spacers, they're just
> > for looks". ??????
> > The only Ivo I have is a three blade that came on a 377 powered Minimax.
> > Torques up just fine. I'm torn between following instructions from Ivo and
> > putting them on the Bridgeport and milling them down. This aircraft is not
> > mine, I'm just the delivery agent, and I'm not comfortable with either of
> > these solutions.
> >
> > Rick
> >
> > *
> > 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: | Herb Gayheart <herbgh(at)juno.com> |
Rick and all
Brings to mind my little bout with Ivo props... Eveyone said that a
three blade 60 inch ground adj IVO would work on my Firefly with the
447.. They were correct...A call to IVO cleared the matter up.. My blades
were labeled 10+ at the base..Meaning that they were made with a minimum
pitch below which I could not adjust for the 447.. I switched to blades
that did not have the + and all was well..
IMHO---IVO blades are good for certain applications and likely bad for
others.. I have never had a problem flying in front of them.. with and
without the filler blocks..I use a three inch spacer.. As IVO said
...the spacers are just for looks... Herb
writes:
Denny, The blades are pressed in mold, the spacers are cast in a mold,
too. So I doubt anything has changed, unless their plastic molding guy
has let the mold go to hell. There's no evidence of that, the parting
line looks clean, so I guess that's the way they've always been. Makes me
appreciate the Warp Drive and the Powerfin all the more.
Rick
________________________________________________________________________________
| From: | WhiskeyVictor36(at)aol.com |
| Subject: | Re: Trailering A Kolb |
In a message dated 10/22/2007 1:32:40 P.M. Eastern Daylight Time,
jindoguy(at)gmail.com writes:
So, my recommendation is get a closed trailer. Fold the wings in as the Kolb
was designed. Suspend the boom in a very well padded cradle to take the load
off the tail wheel.
Guys,
When transporting with wings folded, I assume you are keeping them mounted
to the universal joint at the main spar.
What about the outer end of the wing? Do you still utilize the small cross
tube that goes through the boom tube, with safety clips, to support the wing?
Seems that the weight of the wing, while traveling over bumps, would bend
that tube.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
________________________________________________________________________________
| From: | "Vic Gibson" <apilot(at)webtv.net> |
| Subject: | Re: Trailering A Kolb |
I thought that the little tube through the fuselage that hold the wings would bend
also. I have trailered it 4 times now and it has not bent. One of these
days I will build a support because it does not look very strong. Vic in Sacramento
-----Original Message-----
From: WhiskeyVictor36(at)aol.com
Sent: Wednesday, October 24, 2007 7:37 PM
Subject: Kolb-List: Re: Trailering A Kolb
In a message dated 10/22/2007 1:32:40 P.M. Eastern Daylight Time,
jindoguy(at)gmail.com writes:
So, my recommendation is get a closed trailer. Fold the wings in as the Kolb
was designed. Suspend the boom in a very well padded cradle to take the load
off the tail wheel.
Guys,
When transporting with wings folded, I assume you are keeping them mounted
to the universal joint at the main spar.
What about the outer end of the wing? Do you still utilize the small cross
tube that goes through the boom tube, with safety clips, to support the wing?
Seems that the weight of the wing, while traveling over bumps, would bend
that tube.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I have to go with Steve on this one, I think we have to much paperwork and carp
in this country, I could not imagine trying to operate in a place like Europe
or Britain... If it were me, the government, the CAA, or big brother would have
never known that I damaged my plane just so I would not have to jump through
so many hoops to get it back into the air. [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=141643#141643
________________________________________________________________________________
| Subject: | Re: Trailering a Kolb |
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
I brought my MkII home to PA from Northern Wisconsin in a 28' rented U-Haul. And
a detour down to Dayton so I ended up with about 1300 miles on it. When I
unloaded I hade absoulety NO hanger or trailer rash. Attached are some pictures
of how we rigged it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141668#141668
Attachments:
http://forums.matronics.com//files/p5220084_173.jpg
http://forums.matronics.com//files/p5220086_109.jpg
http://forums.matronics.com//files/p5220085_184.jpg
________________________________________________________________________________
| Subject: | Re: Trailering a Kolb |
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
For some reason I could only get one image to attach. So here is another one.
Wings were hung with foam, carpet and 1" nylon safety straps. Wheels chocked
and boom put on a rest.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141669#141669
Attachments:
http://forums.matronics.com//files/p5220085_119.jpg
________________________________________________________________________________
| Subject: | Re: Trailering a Kolb |
| From: | "Tom O'Hara" <tohara(at)alphagraphics.com> |
Last one. That's me on the left and Dick Neitzel, builder, on the right.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141671#141671
Attachments:
http://forums.matronics.com//files/p5220086_202.jpg
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 11:13 AM 10/25/2007, jb92563 wrote:
>
>Since we are talking about props, does anyone have experience with
>Power-Fin props?
>
>I just wanted to hear some pro's and con's before I make a buying decision.
>
>I'm looking for a 42" 2 blade prop with about 26 pitch ground adjustable.
>
>Comments? Opinions?
As Rick Neilsen said, ditto on the damage resistance. You pay for the
lightweight construction. I knew a guy who had a Powerfin on his
MKIII. He was constantly getting damage from small stones thrown up by the
wheels. He would repair the damage and keep on flying... until one day the
prop exploded on takeoff at about 50' altitude. From where I was watching,
it looked like he made the classic mistake of not flying the plane first,
instead concentrating on shutting down the engine... and stalled and
pancaked it in from 50'. The plane was a total loss, he had serious back
injuries requiring lengthy hospitalization, and luckily his passenger (a
paying customer on his first "introductory lesson", he was a BFI and the
plane was an "ultralight trainer") wasn't hurt.
We picked up pieces of the prop all over the airport. It appeared that
there must have been some internal damage / delamination that was only
masked by the surface repairs and filling he did
Not the prop's fault, perhaps, I blame the repair, but still a delicate
prop for a pusher with the wheels in front.
I'm kinda glad I have a wooden prop on my Ultrastar.
Not sure Powerfin makes a 2 blade anyway. I have a 48" 2 blade wooden
adjustable from GSC on one of my PPG's, and that's definitely what I'd go
for again if I was in the market for an adjustable. Lighter than anything
but a Powerfin, and less cost than any other adjustable.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Ray, I have a four blade 70" Powerfin on my HKS powered trike. Ditto to all
on the lack of damage resistance. I screwed up and left my bifocals hanging
on the neck or my T-shirt. They slipped off and went through the prop. They
were cheapy $5 Dollar General bifocals at that. Put a 1/4" divot in one
blade and an 1/8" nick in another. Mighty expensive 2nd hour in the trike. I
did a field repair to keep flying that evening, then grounded the ship until
I got two new blades. I like it, but if you have a robust enough gearbox,
i.e. "C" or "E", if we're talking Rotax, I'd go with a Warp Drive for
damage resistance.
Rick
On 10/25/07, Dana Hague wrote:
>
>
> At 11:13 AM 10/25/2007, jb92563 wrote:
> >
> >Since we are talking about props, does anyone have experience with
> >Power-Fin props?
> >
> >I just wanted to hear some pro's and con's before I make a buying
> decision.
> >
> >I'm looking for a 42" 2 blade prop with about 26 pitch ground adjustable.
> >
> >Comments? Opinions?
>
> As Rick Neilsen said, ditto on the damage resistance. You pay for the
> lightweight construction. I knew a guy who had a Powerfin on his
> MKIII. He was constantly getting damage from small stones thrown up by
> the
> wheels. He would repair the damage and keep on flying... until one day
> the
> prop exploded on takeoff at about 50' altitude. From where I was
> watching,
> it looked like he made the classic mistake of not flying the plane first,
> instead concentrating on shutting down the engine... and stalled and
> pancaked it in from 50'. The plane was a total loss, he had serious back
> injuries requiring lengthy hospitalization, and luckily his passenger (a
> paying customer on his first "introductory lesson", he was a BFI and the
> plane was an "ultralight trainer") wasn't hurt.
>
> We picked up pieces of the prop all over the airport. It appeared that
> there must have been some internal damage / delamination that was only
> masked by the surface repairs and filling he did
>
> Not the prop's fault, perhaps, I blame the repair, but still a delicate
> prop for a pusher with the wheels in front.
>
> I'm kinda glad I have a wooden prop on my Ultrastar.
>
> Not sure Powerfin makes a 2 blade anyway. I have a 48" 2 blade wooden
> adjustable from GSC on one of my PPG's, and that's definitely what I'd go
> for again if I was in the market for an adjustable. Lighter than anything
> but a Powerfin, and less cost than any other adjustable.
>
> -Dana
> --
> --
> But do you trust the _government_ with semi-automatic assault rifles?
>
>
________________________________________________________________________________
| From: | "Jimmy Young" <jdy100(at)comcast.net> |
| Subject: | patching pinholes in fabirc |
Any suggestions for the best way to patch small (1/8" max dia.) pinholes
in Polyfiber fabric? I have a couple on the underside of my fuselage
just aft of the nose cone.
Jimmy Young
FS II, N7043P
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: patching pinholes in fabirc |
At 08:33 PM 10/25/2007, you wrote:
>Any suggestions for the best way to patch small (1/8" max dia.)
>pinholes in Polyfiber fabric? I have a couple on the underside of
>my fuselage just aft of the nose cone.
>
>Jimmy Young
>
>FS II, N7043P
You can fix rough spots with "microfill" and re-sanding carefully.
Or you can use Teflon tape/sheets and iron them flat.
Teflon is easier.
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: patching pinholes in fabirc |
Jimmy I am elderly ,56 but an 1/8 inch hole I would ignore but if you cant
get angood pair of pinking shears and cut a patch out of poly-fiber and put
it on to cover the hole , all depending on what finish coat you have on yo
ur aircraft , I had my KXP on floats and came to the spot on the pond where
I had my aircraft tied down and found a flock of crows pecking holes in th
e wings , about tswentyfive I had A LOT OF SMALL PATCHES ON MY WINGS UNTIL
i SOLD IT two YEARS AND 125 HRS LATER. Sorry I didn't realize I was yelling
. Chris =0A=0A=0A=0A----- Original Message ----=0AFrom: Jimmy Young <
jdy100(at)comcast.net>=0ATo: kolb-list(at)matronics.com=0ASent: Thursday, October
25, 2007 8:33:29 PM=0ASubject: Kolb-List: patching pinholes in fabirc=0A
=0A=0AAny suggestions for the best way to patch small (1/8" max dia.) pinho
les in Polyfiber fabric? I have a couple on the underside of my fuselage j
ust aft of the nose cone. =0A =0AJimmy Young=0A =0AFS II, N7043P=0A=0A=0A--
---Inline Attachment Follows-----=0A=0ABEGIN:VCARD VERSION:2.1 N:;Jimmy You
ng FN:Jimmy Young TEL;HOME;VOICE:281.499.6298 ADR;HOME:;;3610 Cobleskill;Mi
ssouri City;TX;77459 LABEL;HOME;ENCODING=QUOTED-PRINTABLE:3610 Cobleskill
=0AMissouri City, TX 77459 EMAIL;PREF;INTERNET:jdy100(at)comcast.net RE
V:20071026T003329Z END:VCARD=0A=0A_________________________________________
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | re patching pin holes in fabric |
Any suggestions for the best way to patch small (1/8" max dia.) pinholes in
Polyfiber fabric? I have a couple on the underside of my fuselage just aft
of the nose cone.
Jimmy Young
FS II, N7043P
>>>>>>>>>>>>>>>>>>>>>>>
If it is painted with polly tone,,,, Cut some small circles 1 1/2 inches in
diameter with pinking sheers,,,, paint them on with polly brush,,,, iron
the patches smooth, then cover in silver then top coat.
Just thinking out loud..... if you can get to the 1/8 inch hole from the
inside.... put the patch on the inside and you may not have to do all the
painting. It should stabilize the fabric and stop it from running...
Different paint,,,, then follow directions for your finish.
Boyd young
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
On a trike we have a Rotax 447 and a 2 bladed powerfin. This prop is really nice
on the 447, very quiet and smooth and lots of thrust. We considered a warp
drive, but it is just to heavy for the B box on the 447. The hub assembly and
the way it goes together is very nice, very simple and foolproof. A 447
does not have many parts to come off, so I'm not to worried about putting stuff
through the prop. We do keep an extra blade just in case though, it was only
a little extra, and if we pick up a rock we can have it flying again within
half an hour :)
I have a 3 blade Warp Drive on my MK III with a 912 S. The 912-S has a is a lot
more complicated, harder to catch everything in a preflight, and has a lot
of stuff that can come off, and I would only want a strong warp drive on this
engine.
As far as damage to the engine, consider this. If you have a weak prop on a plane,
and you put something big through it, the prop will probably explode and
OVERSPEED your engine like crazy. So to think you are protecting your engine
from damage by having a weak prop that will break is just foolish. Chances are
you will do far more damage to your engine from the overspeed than from an impact
with a muffler or something similar if you have the strong warp drive prop.
If the 447 could handle the weight of the warp, we would have put a warp
drive prop on that engine..
Wooden props suck, they are very weak, even weaker and more prone to damage than
the powerfin. We had a wood prop on the 447, it broke horribly with just a
very slight impact by a strap bouncing off the tip, not catching, just bouncing
off the tip :( The wood prop was also much louder and had worse performance
than the powerfin. Wood comes loose at the hub, and changes balance with time.
The powerfin is far better in every way than a wood prop. I would never
ever buy any kind of wood prop.
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=141902#141902
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I believe you Ray ! I lived in South America for 3 years and could not imagine
how much more freedom I had. Here in the US, from the time we are in grade school
they tell us we are free, but that is a bunch of garbage. We have become
controlled in every way, from every direction. From lawyers making sure we
can never do anything without fear of someone being sued, to just way to many
petty needless rules. It has become the ingrained in our society.
The sad part is, most people in the US have no clue how much freedom we have lost
as they have never known anything else. If I had the money and did not have
to come back to work, I would have stayed in South America...
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=141903#141903
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: patching pinholes in fabirc |
Put the patch on the inside if you can. A lot less noticeable and not
subject to wind buffeting so the edges shouldn't fray
Down under
----- Original Message -----
From: chris davis
To: kolb-list(at)matronics.com
Sent: Friday, October 26, 2007 2:15 PM
Subject: Re: Kolb-List: patching pinholes in fabirc
Jimmy I am elderly ,56 but an 1/8 inch hole I would ignore but if you
cant get angood pair of pinking shears and cut a patch out of poly-fiber
and put it on to cover the hole , all depending on what finish coat you
have on your aircraft , I had my KXP on floats and came to the spot on
the pond where I had my aircraft tied down and found a flock of crows
pecking holes in the wings , about tswentyfive I had A LOT OF SMALL
PATCHES ON MY WINGS UNTIL i SOLD IT two YEARS AND 125 HRS LATER. Sorry I
didn't realize I was yelling . Chris
----- Original Message ----
From: Jimmy Young <jdy100(at)comcast.net>
To: kolb-list(at)matronics.com
Sent: Thursday, October 25, 2007 8:33:29 PM
Subject: Kolb-List: patching pinholes in fabirc
Any suggestions for the best way to patch small (1/8" max dia.)
pinholes in Polyfiber fabric? I have a couple on the underside of my
fuselage just aft of the nose cone.
Jimmy Young
FS II, N7043P
-----Inline Attachment Follows-----
BEGIN:VCARD VERSION:2.1 N:;Jimmy Young FN:Jimmy Young
TEL;HOME;VOICE:281.499.6298 ADR;HOME:;;3610 Cobleskill;Missouri
City;TX;77459 LABEL;HOME;ENCODING=QUOTED-PRINTABLE:3610
Cobleskill=0AMissouri City, TX 77459
EMAIL;PREF;INTERNET:jdy100(at)comcast.net REV:20071026T003329Z END:VCARD
______o.com
-------------------------------------------------------------------------
-----
24/10/2007 2:31 p.m.
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
My .02 on the IVO,
First off, Do NOT run the IVO in 2 blades without the bumper blocks... do NOT ask
my why I know this is extremely hazardous even with the bolts torqued down
properly..... I'm surprised that IVO said this was ok. are you sure you dialed
the correct number? ;)
If you must run it without them, AT LEAST put the two bolts in and washer up the
gap with large area AN washers.
NO, the assembly is NOT strong enough with only the blade roots securing the works,
the hub must squish on something all the way around with all 6 bolts installed....
As for the Powerfin, I've run several different sizes on various planes along with
the warp drive, IVO's and a couple different woodies. Generally, the Powerfin
gives the best thrust, especially the F model, due to the somewhat higher
blade area than the other props. But, also because of the larger blade area, it
usually runs at a lower AOA than other thinner bladed props like the IVO and
warp drive, so it doesn't work as well on a faster plane unless you add more
pitch or reduce diameter.
On a slower plane like a trike with a single-surface wing, there's no better choice
than the powerfin, IMO.
As for the warp drive, I'm now a complete warp drive believer. My FS II (or soon
to be Bob's FS II) has a 68" warp drive on it and it's the best overall performer
I've tried on the plane (I've tried the recommended 68" 3 blade F model
powerfin on it and, while it had slightly better thrust than the warp, it unloads
more at faster speeds than the warp does).
My titan has an IVO medium on it and it's ok. Not completely wonderful but not
bad either.
As for the larger Kolbs running the 912, it sounds like the warp drive in at least
70" is the best compromise...
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141926#141926
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
Lucien, Unless someone at 1-800-367-7767 gets a charge out of answering the
phone, "Ivo Prop", and somehow knew it was Ron I was going to be asking for,
I'm pretty sure it was the right number.
Rick
On 10/26/07, lucien wrote:
>
>
> My .02 on the IVO,
>
> First off, Do NOT run the IVO in 2 blades without the bumper blocks... do
> NOT ask my why I know this is extremely hazardous even with the bolts
> torqued down properly..... I'm surprised that IVO said this was ok. are you
> sure you dialed the correct number? ;)
>
> If you must run it without them, AT LEAST put the two bolts in and washer
> up the gap with large area AN washers.
>
> NO, the assembly is NOT strong enough with only the blade roots securing
> the works, the hub must squish on something all the way around with all 6
> bolts installed....
>
> As for the Powerfin, I've run several different sizes on various planes
> along with the warp drive, IVO's and a couple different woodies. Generally,
> the Powerfin gives the best thrust, especially the F model, due to the
> somewhat higher blade area than the other props. But, also because of the
> larger blade area, it usually runs at a lower AOA than other thinner bladed
> props like the IVO and warp drive, so it doesn't work as well on a faster
> plane unless you add more pitch or reduce diameter.
> On a slower plane like a trike with a single-surface wing, there's no
> better choice than the powerfin, IMO.
>
> As for the warp drive, I'm now a complete warp drive believer. My FS II
> (or soon to be Bob's FS II) has a 68" warp drive on it and it's the best
> overall performer I've tried on the plane (I've tried the recommended 68" 3
> blade F model powerfin on it and, while it had slightly better thrust than
> the warp, it unloads more at faster speeds than the warp does).
>
> My titan has an IVO medium on it and it's ok. Not completely wonderful but
> not bad either.
>
> As for the larger Kolbs running the 912, it sounds like the warp drive in
> at least 70" is the best compromise...
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=141926#141926
>
>
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
I have most of my Kolb time with a 3 blade 65" Powerfin. The hub is
very well designed
and repitching is easy. Due to a suspected harmonic problem
attributable to the 3 cyl suzuki
I have switched to a backup 2 blade 70" Warpdrive. My impressions
for comparison
are of the apples to oranges variety because of the different size
and configuration.
The Powerfin has a wider high thrust blade but suffers with a drag
penalty and a narrower
speed range per pitch setting. The Warpdrive has less drag (free
horsepower) and
longer legs. I get more top end and still have great climb rpm.
Both are excellent props.
BTW, I stuck one of those Balance Masters contraptions behind the
prop and it seems to
alleviate a lot of the "rum-rum". Time will tell.
BB
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
jindoguy(at)gmail.com wrote:
> Lucien, Unless someone at 1-800-367-7767 gets a charge out of answering the phone,
"Ivo Prop", and somehow knew it was Ron I was going to be asking for, I'm
pretty sure it was the right number.
>
> Rick
>
Well regardless of what they told you, the hub if run with 2 blades and no other
support in the gaps WILL dramatically increase the likelihood of a very expensive
and possibly dangerous accident.
Again, the hub secured only with 2 blade roots is NOT strong enough to hold together
reliably under the normal conditions of usage in flight. Do NOT try to fix
this by torquing the remaining bolts down more than 200 in/lbs, or by installing
and torquing the other two bolts with no support in the gap!
Again, do NOT ask me why I know this, tho I will merely say that I've verified
this danger first-hand!
You can correct this partially, like I said, with stacks of wide AN washers as
thick as the gap secured by the other two bolts to the specified torque (200 in/lbs)
as a field repair. But the overall strength of the hub is still compromised
somewhat and it really shouldn't be run like that all the time.
The bumbers, though, do result in a fully secured hub with no worries and the prop
works great thus properly assembled...
Caveat Emptor!
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141935#141935
________________________________________________________________________________
| From: | "Vic Gibson" <apilot(at)webtv.net> |
| Subject: | Re: patching pinholes in fabirc |
All patches, large or small, seems to look nicer and are tighter when an
iron is used after the poly tak is applied and before the poly brush and
poly tone.
-----Original Message-----
From: Tony Oldman
Sent: Friday, October 26, 2007 1:15 AM
Subject: Re: Kolb-List: patching pinholes in fabirc
Put the patch on the inside if you can. A lot less noticeable and not sub
ject to wind buffeting so the edges shouldn't fray
Down under
----- Original Message -----
From: chris davis
To: kolb-list(at)matronics.com
Sent: Friday, October 26, 2007 2:15 PM
Subject: Re: Kolb-List: patching pinholes in fabirc
Jimmy I am elderly ,56 but an 1/8 inch hole I would ignore but if you c
ant get angood pair of pinking shears and cut a patch out of poly-fiber a
nd put it on to cover the hole , all depending on what finish coat you ha
ve on your aircraft , I had my KXP on floats and came to the spot on the
pond where I had my aircraft tied down and found a flock of crows pecking
holes in the wings , about tswentyfive I had A LOT OF SMALL PATCHES ON M
Y WINGS UNTIL i SOLD IT two YEARS AND 125 HRS LATER. Sorry I didn't reali
ze I was yelling . Chris
----- Original Message ----
From: Jimmy Young <jdy100(at)comcast.net>
To: kolb-list(at)matronics.com
Sent: Thursday, October 25, 2007 8:33:29 PM
Subject: Kolb-List: patching pinholes in fabirc
Any suggestions for the best way to patch small (1/8" max dia.) pinhole
s in Polyfiber fabric? I have a couple on the underside of my fuselage j
ust aft of the nose cone.
Jimmy Young
FS II, N7043P
-----Inline Attachment Follows-----
BEGIN:VCARD VERSION:2.1 N:;Jimmy Young FN:Jimmy Young TEL;HOME;VOICE:28
1.499.6298 ADR;HOME:;;3610 Cobleskill;Missouri City;TX;77459 LABEL;HOME;E
NCODING=QUOTED-PRINTABLE:3610 Cobleskill=0AMissouri City, TX 774
59 EMAIL;PREF;INTERNET:jdy100(at)comcast.net REV:20071026T003329Z END:VCARD
______o.com
-------------------------------------------------------------------------
-----
24/10/2007 2:31 p.m.
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
IVO users,
In my opinion Lucien is right about the risks involved in running an
IVO without the filler blocks installed.
Here is why I believe it is unsafe.
When the bolts are tightened the two bolts without the spacer blocks
will cause the aluminum faceplate to warp. This distortion of the
face plate compromises the "uniform" clamping pressure on the prop
blade root. As Lucien said this distortion can be prevented by
stacking washers of the same thickness as the blade root.
If you do decide to run a two blade IVO without the spacer blocks or
washers, do your lawyer a favor. Make certain you first get a signed
approval document from IVO .
Gene
On Oct 26, 2007, at 10:05 AM, lucien wrote:
>
>
> jindoguy(at)gmail.com wrote:
>> Lucien, Unless someone at 1-800-367-7767 gets a charge out of
>> answering the phone, "Ivo Prop", and somehow knew it was Ron I was
>> going to be asking for, I'm pretty sure it was the right number.
>>
>> Rick
>>
>
>
> Well regardless of what they told you, the hub if run with 2 blades
> and no other support in the gaps WILL dramatically increase the
> likelihood of a very expensive and possibly dangerous accident.
>
> Again, the hub secured only with 2 blade roots is NOT strong enough
> to hold together reliably under the normal conditions of usage in
> flight. Do NOT try to fix this by torquing the remaining bolts down
> more than 200 in/lbs, or by installing and torquing the other two
> bolts with no support in the gap!
>
> Again, do NOT ask me why I know this, tho I will merely say that
> I've verified this danger first-hand!
>
> You can correct this partially, like I said, with stacks of wide AN
> washers as thick as the gap secured by the other two bolts to the
> specified torque (200 in/lbs) as a field repair. But the overall
> strength of the hub is still compromised somewhat and it really
> shouldn't be run like that all the time.
>
> The bumbers, though, do result in a fully secured hub with no
> worries and the prop works great thus properly assembled...
>
> Caveat Emptor!
>
> LS
>
> --------
> LS
> FS II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=141935#141935
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
John Hauck just left here heading South and on to points East. We of
course had a good visit and the weather for the most part was good.
After some modifications (see attached pic) to stiffen the elevator,
tightening a few wing U joint bolts, readjusting the cables to the
Elevator, he was able to evaluate the performance of the VG's on my
firestar. I will leave the report to him to make. I was very pleased
with the three things that we did to tighten up the surfaces of the
plane. It flew well before, but much better now. I cannot explain why
these small fixes were not so obvious that I would have already fixed
them, but I did not know any better I guess. It never occurred to me to
check the flex in the elevators and to
realize just how prone to breaking that area could be. We just put them
on the top for now. I will put some on the bottom when I get the chance.
Larry C
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
Once I had to replace a blade on my Ivo... the replacement blade was sent
back with a document that said in big letters, "don't use this prop without
the spacer blocks!" or something to that effect.
-- R
On 10/26/07, Eugene Zimmerman wrote:
>
>
> IVO users,
>
>
> In my opinion Lucien is right about the risks involved in running an
> IVO without the filler blocks installed.
>
>
> Here is why I believe it is unsafe.
>
> When the bolts are tightened the two bolts without the spacer blocks
> will cause the aluminum faceplate to warp. This distortion of the
> face plate compromises the "uniform" clamping pressure on the prop
> blade root. As Lucien said this distortion can be prevented by
> stacking washers of the same thickness as the blade root.
>
>
> If you do decide to run a two blade IVO without the spacer blocks or
> washers, do your lawyer a favor. Make certain you first get a signed
> approval document from IVO .
>
>
> Gene
>
>
> On Oct 26, 2007, at 10:05 AM, lucien wrote:
>
> >
> >
> > jindoguy(at)gmail.com wrote:
> >> Lucien, Unless someone at 1-800-367-7767 gets a charge out of
> >> answering the phone, "Ivo Prop", and somehow knew it was Ron I was
> >> going to be asking for, I'm pretty sure it was the right number.
> >>
> >> Rick
> >>
> >
> >
> > Well regardless of what they told you, the hub if run with 2 blades
> > and no other support in the gaps WILL dramatically increase the
> > likelihood of a very expensive and possibly dangerous accident.
> >
> > Again, the hub secured only with 2 blade roots is NOT strong enough
> > to hold together reliably under the normal conditions of usage in
> > flight. Do NOT try to fix this by torquing the remaining bolts down
> > more than 200 in/lbs, or by installing and torquing the other two
> > bolts with no support in the gap!
> >
> > Again, do NOT ask me why I know this, tho I will merely say that
> > I've verified this danger first-hand!
> >
> > You can correct this partially, like I said, with stacks of wide AN
> > washers as thick as the gap secured by the other two bolts to the
> > specified torque (200 in/lbs) as a field repair. But the overall
> > strength of the hub is still compromised somewhat and it really
> > shouldn't be run like that all the time.
> >
> > The bumbers, though, do result in a fully secured hub with no
> > worries and the prop works great thus properly assembled...
> >
> > Caveat Emptor!
> >
> > LS
> >
> > --------
> > LS
> > FS II
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=141935#141935
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
One last thing on this, the last time I read the documentation (such as it is)
for the IVO, there was an explicit statement in there that the bumper blocks were
needed in the 2-blade config and that it should not be used without it.
If you do try it, you should be able to hear the results as you approach full power.
If you miss that queue (and it's unmistably loud) and manage to get off
the ground, you might end up using the BRS in short order......
Don't mean to harp on this but I don't want even the _suggestion_ that this _might_
be safe to go uncountered.....
Ok I'm done as I believe this horse is dead by now....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142004#142004
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
Let me add one comment before this horse dies.Regarding damage to IVO props in
particular.Had a antenna fail and the prop caught the whip as it was leaving the
scene.About a 3/16 dent in the leading edge of one blade under the metal taped
section. IVO said remove tape,sand dent smooth; clean with acetone,fill with
epoxy (JB Weld) after cured,sand with block reapply new tape.That was 3yrs,150
hrs ago.
IVO said I could send it in but that is how they would fix it as well.Could
you not repair a Warp or Powerfin this way?
One last thing on this, the last time I read the documentation (such as it is)
for the IVO, there was an explicit statement in there that the bumper blocks were
needed in the 2-blade config and that it should not be used without it.
If you do try it, you should be able to hear the results as you approach full power.
If you miss that queue (and it's unmistably loud) and manage to get off
the ground, you might end up using the BRS in short order......
Don't mean to harp on this but I don't want even the _suggestion_ that this _might_
be safe to go uncountered.....
Ok I'm done as I believe this horse is dead by now....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142004#142004
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 05:12 PM 10/26/2007, gary aman wrote:
>Let me add one comment before this horse dies.Regarding damage to IVO
>props in particular.Had a antenna fail and the prop caught the whip as it
>was leaving the scene.About a 3/16 dent in the leading edge of one blade
>under the metal taped section. IVO said remove tape,sand dent smooth;
>clean with acetone,fill with epoxy (JB Weld) after cured,sand with block
>reapply new tape.That was 3yrs,150 hrs ago.
> IVO said I could send it in but that is how they would fix it as
> well.Could you not repair a Warp or Powerfin this way?
The powerfin props have a foam core, so a relatively small undetected crack
could seriously compromise the strength of the thin load bearing skin...
which is what apparently happened to the pilot I knew. The same size
damage would have less effect on a solid prop, which is what I presume Ivo
and Warp props are.
-Dana
--
--
But do you trust the _government_ with semi-automatic assault rifles?
________________________________________________________________________________
| From: | "Kirby Dennis Contr MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
Richard Neilsen wrote: << Powerfin has the lowest mass, the highest
thrust, but less damage resistance than the Warp Drive. ... I had a 9/16
x 2.5 inch bolt go thru my Powerfin with damage but it got me home from
three hundred miles out. >>
I hafta agree with Rick N. on the Powerfin.
I also run a 3-blade, 72 inch Powerfin behind my 912ul.
Although I enjoy the performance its wide blades provide, and its ease
of adjustment, it is not as robust as a Warp.
I had the oil cap go thru the prop (my fault - failed to ensure it was
secure before flying). Put a big enough gash in the leading edge to as
render that blade unusable. Had to spring $140 for a new blade.
Dennis Kirby
Mark-III, 912ul, in
Cedar Crest, NM
________________________________________________________________________________
Gene
When I ran two bladed IVO ..I used a really thick faceplate
washer---5/8th inch thick...... I then took care to do the final torque
on the blade bolts first and then torque the two bolts in the empty
spaces next..
Not enough hours,100 or so, for a scientific study...but had no
problems ...
By the way....anyone with a two blade hub for GSC? I have two left
hand tractor blades...64 inch Herb
writes:
>
>
> IVO users,
>
>
>
> In my opinion Lucien is right about the risks involved in running an
>
> IVO without the filler blocks installed.
>
>
>
> Here is why I believe it is unsafe.
>
> When the bolts are tightened the two bolts without the spacer blocks
>
> will cause the aluminum faceplate to warp. This distortion of the
> face plate compromises the "uniform" clamping pressure on the prop
>
> blade root. As Lucien said this distortion can be prevented by
> stacking washers of the same thickness as the blade root.
>
>
>
> If you do decide to run a two blade IVO without the spacer blocks or
>
> washers, do your lawyer a favor. Make certain you first get a signed
>
> approval document from IVO .
>
>
>
> Gene
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Mule muffins! I like that.
Hi Larry:
Don't think Ray has any idea what the problem is with the elevators. That fix
has worked for me for many hours. With more than 2,700 hours on the mkIII, I
am willing to believe that the fix works just fine.
The little things we did to your FSII made it feel like a new bird.
I enjoyed flying it.
VG's don't seem to add any improvement to the flight characteristics except in
landing. Larry's FS is a very docile lander. I liked that. As far as any other
magic, I could not find any difference in it and any other Kolb off the shelf.
john h
hauck's holler remote, Winnemucca, Nevada
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142063#142063
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | I really love Ivo Props, now |
Thanks for all the warnings and all, but did you guys read the part about, I
cut them down and made them fit properly? Honest, I really do appreciate
your concern, but there's something to be said for reading AND
comprehension.
Okay, it was a really bad day of doing work that others should have done
right the first time, and I'm cranky.
So here's the deal with the IVO problem. The spacers I have were numbered
1035. I have no idea how many cavities the mold has or whether that's a
general part number for parts made from a single cavity. Whoever last worked
on the mold ground the ejection pins too short so there are two bumps about
.005" proud of the surface on these blocks. The spacers are 1.023" at the
bumps and the prop blades are .997" to 1.004". I first put the whole thing
together and torqued just the two bolts through the spacers thinking they
might collapse, be squeezed or in some other magic way allow everything to
seat up, but there is no tooth fairy or Ivo fairy god mother, so, no luck.
The blades wobbled around like I do after drinking six Zombies. Given the
average ultralight pilot's level of workmanship, present company excepted, I
couldn't resist just torqueing down the blade bolts and, yes, you guessed
it, the whole thing snugged right up. It didn't surprise me at all, but I
just couldn't bring myself to leave it that way, so it all came off and the
block went in the mill vise to be flycut. Since the joy of cutting plastic
is only exceeded by nailing snot to a tree, I took .009 in two cuts off each
side, figuring that the surface finish would now allow the blocks to crush
slightly. It worked. Now when I torqued the spacer bolts first the blades
were clamped quite nicely. torqued the blade bolts and we were off to the
races.
That wonderful quick adjust mechanism, oh yeah it's fast. but you're left to
the mercy of how the crank ends were welded on the rods, how the ends of the
rods were bent and how the rods were inserted in the foam cores and then
into the mold for the final addition of the carbon fiber outer shell.
How do I know this? In the course of tracking down other problems today it
occurred to me to put my handy dandy Warp Drive protractor on the Ivo so I
could see how much I was quick adjusting it. So I quick adjusted the damn
thing and found I needed to adjust some more. This happens with any ground
adjustable prop, I don't fault Ivo for that, it's just part of the process
of dialing in the prop until it's properly set for the Rotax. It was when I
started to find the difference between the two blades was half a degree and
there was not one single thing I could do to quick adjust it out.
And then there's that wonderful torque schedule. Run engine three seconds
sprinkle fairy dust 'til you sneeze and retorque, run engine six seconds,
more fairy dust, more sneezing, retorque again, because the damn thing is
loose. Run engine, chant encantations, more fairy dust, more sneezing,
RETORQUE.
I hate Ivo props.
Okay, I may not be better now, but it's starting to get it out of my system.
Like someone said here, props are like religion. If you like Ivo's you like
em. I don't.
Warp Drives and Powerfins may have their drawbacks, but at least you can:
A) Adjust the blades to a gnat's hind end of relative uniformity.
B) Keep them torqued properly and they stay that way. When you go back and
check, you don't find that the bolts turn another 30 degrees just because
you dared to start the engine.
Did I mention I hate Ivo Props?
Please, ya'll, take this as the wild ravings they are meant to be and have a
laugh. As Greg Clayman used to say, "not too serious".
Rick
________________________________________________________________________________
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Larry,
Just trying to get this straight in my head. Was there something broken on your
elevator, or did you put in the gusset to spread the elevator control torque
load further down the edge rib? If this is the case, using 4 more rivets on
each side of the gusset to help the two original rivets is not a bad idea, because
there are rivets through the hinge into the crome-moly insert on the bottom
side to balance the load. Doesn't make me nervous at all. Did you do both
right and left elevators?
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142084#142084
________________________________________________________________________________
| Subject: | Firestar II - Legal now |
| From: | "John H Murphy" <jhm9812(at)yahoo.com> |
My Firestar II is now legal. Got the airworthiness certificate today. The DAR charged
$193. for about 40 minutes of inspection. Tail number is N702V.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142090#142090
________________________________________________________________________________
| Subject: | Re: I really love Ivo Props, now |
| From: | "R. Hankins" <rphanks(at)grantspass.com> |
Sorry to hear you are frustrated with your IVO. I was pulling my hair out when
I installed my 66 two blade, trying to get the two blades to track the same.
I could not get the last 1/8th" out without shimming. Ivo assured me that was
close enough, so I abandoned the shims. 431 flight hours later it is still
pulling smoothly. I replaced the metal leading edge tape with the powerfin stuff
300hrs ago.
There is no question that Warps are tougher, but a quick search of the archives
will show that most pilots who have owned both props rate the IVO as smoother.
Maybe all of that flexibility evens out the differences between blades?
As for thrust, just about everyone claims their prop has the most or is more efficient.
I get 1300fpm sustained climb with a 503 with my IVO, so it is no slouch.
I'm still hoping to switch props with Larry Cottrell at the Rock House
proving grounds one of these days and get an apples to apples comparison with
a two blade Warp.
My bolts quit moving after the first ten hours. I put a drop of torque seal on
the bolt heads as a visual check for preflight, but I only check the torque every
hundred hours or so now.
Take care...
--------
Roger in Oregon
1992 KXP 503 - N1782C
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142105#142105
________________________________________________________________________________
| Subject: | Re: Trailering a Kolb |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
A simple way to take the load off the tail wheel and the wing fold tube when trailering
is to put an inner tube between the trailer bed and the leading edges
of the wing in the area of the wing fold tube. Tie down the tail wheel to the
trailer and then inflate the tube. Inflate the tube enough to remove about
half (or a little more) of the weight from the tail wheel. You get a spring effect
from the inflated tube and the tailwheel strut, but not enough to bend things.
You can put a piece of plastic sheet or a soft piece of fabric between
the tube and the LE of the wings to prevent chafing.
This has worked pretty well for me, but I haven't trailed thousands of miles like
some on this list have.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142116#142116
________________________________________________________________________________
| Subject: | Light Sport N477DB |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
My Firestar II is now a legal ELSA. Just finished up the paperwork and inspection
with a local FAA inspector. As far a I know we don't have any ELSA DAR's
here in Hawaii. I used the package from Rainbow Aviation, and some other web
sources. I have a PDF file of all the paperwork that went to the local FSDO,
if anyone would like for me to post it.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142120#142120
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: Trailering a Kolb |
Simple is better when it comes to trailering.I have a picture of a support system
on Barnstormers for a Firestar under fs 2 w/custom trlr.The smoothest ride
in a trailer is the mid point between the trailer axles and the towing unit rear
axle.Back it in, anchor the tires and let the aircraft suspension work.Put
the tube support in the mid point.It removes all shock loads from the tube.
A simple way to take the load off the tail wheel and the wing fold tube when trailering
is to put an inner tube between the trailer bed and the leading edges
of the wing in the area of the wing fold tube. Tie down the tail wheel to the
trailer and then inflate the tube. Inflate the tube enough to remove about
half (or a little more) of the weight from the tail wheel. You get a spring effect
from the inflated tube and the tailwheel strut, but not enough to bend things.
You can put a piece of plastic sheet or a soft piece of fabric between
the tube and the LE of the wings to prevent chafing.
This has worked pretty well for me, but I haven't trailed thousands of miles like
some on this list have.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142116#142116
________________________________________________________________________________
| Subject: | Help with level flight attitude for Mark II |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Hi guys. I am trying to do my weight and balance today for my Mark II. I don't
have any information on what the level flight is. We leveled up the horizontal
stabilizer. I've attached a picture.
Any information (very soon) would be appreciated.
Thanks,
Cristal
--------
Cristal
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142161#142161
Attachments:
http://forums.matronics.com//files/levelflightkolbmarkii_177.jpg
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Re: Help with level flight attitude for Mark II |
In a message dated 10/27/2007 11:36:14 AM Eastern Standard Time,
cristalclearwaters(at)juno.com writes:
http://forums.matronics.com//files/levelflightkolbmarkii_177.jpg
it should be 9 degrees angle of wing cord on a kolb
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Roger H:
Missed you at the Alvord and the Rock House!!!
Your assumption was correct. The top and bottom 1/8 by 1/2" rivet loosens up from
the load of the longest arm of the elevator. With enough time, the rivet
will work its self right through the fabric. The gusset mearly adds a tremendous
amount of strength to this area and prevents slop in the attachment. On 912's
it is usually the left elevator that gets beat up first, and on two strokes
the right elevator.
ADDING GUSSETS TOP AND BOTTOM DO NOT WEAKEN THE RIB AND THE CONNECTION as someone
may have mentioned earlier.
john h
Still having fun in Winnemucca, Nevada.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142166#142166
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Help with level flight attitude for Mark II |
At 11:35 AM 10/27/2007, you wrote:
>
>
>Hi guys. I am trying to do my weight and balance today for my Mark
>II. I don't have any information on what the level flight is. We
>leveled up the horizontal stabilizer. I've attached a picture.
>
>Any information (very soon) would be appreciated.
>
>Thanks,
Here's an old drawing.
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
If it were me, the government, the CAA, or big brother would have never
known that I damaged my plane just so I would not have to jump through so
many hoops to get it back into the air>>
Hi Mike,
there is a lot to be said for your position, but what would have been the
situation regarding your insurance? I have received the full amount of the
rebuilding costs and will receive the recertificatiion costs when I have
rendered the complete figures. The insurers will also know that my plane has
been rebuilt to an acceptable standard and will continue to cover it, and
me.
A few years ago mind I would have probably been flying without waiting for
the last bits of paperwork etc to be tidied up but I reckon I am on
borrowed time at this point anyway and I am not going to push my luck.
Incidentally, since April we have moved somewhat closer to your system by
starting a `single seat deregulated` category.. Not quite `build your own
and fly it` but the parameters are these.
single seat
Max empty weight (no pilot or fuel) 115kgs
Max wing loading (no pilot of fuel) 10kg/sq.metre
Must have 11.5 sq metre wing area
Max weight 300kg (330 off water)
Must be insured 3rd party (about $5 a week for 750,000 cover).
pilot must have a license
Valid Noise Certificate. (Noise is a real problem in Europe generally
Must keep usual airframe and engine log book
Max stall speed at MTOW 35knots
If you can do all that you do not need a Certificate of Airworthiness and
you can alter, re engine or whatever takes your fancy.
I wouldn`t dare make a judgement.as to which system is better, particularly
after being rowelled for my `Un American comments` on a previous occasion.
(A charge I strongly deny). We shall never get the freedom which you enjoy
in the States but I don`t think that it is all roses in the States. Whatever
our shortcomings we are certainly not facing the situation where a pilot
would rather cut up a plane that sell it because of the legal ramifications
which was discussed on this list a short while ago.
But I would ceertainly vote for an injection of some of your more free and
easy system into our rather overcontrolled way of doing things.
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Space for radio mounting |
John Codd,
Sorry I dont have your home address.
Mick told me when he was test flying my plane last week that you had
found someone to install a noise reduction circuit in your existing
headphones.
Can you let me have details please. I am using Communica.
Come back off list if you like
Pat
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Pat,
You are very right about our legal system being corrupt and out of control. What
we have is a system of legal extortion where people can take money from others
and companies without just cause. I say legal extortion, because many cases
are settled out of court, not on values of justice, but to avoid wasting even
more money in legal costs.
Most people here do not even comprehend how limited we are here in the US because
of this system. No diving boards in pools anymore, no going outside of the
lines in parks, many products not available, the list is endless.
In a civil suit, most of the smart, successful people know how to get out of jury
duty, the plaintiffs lawyers then throw out any remaining jurors that appear
smart, and try to keep the stupid ones that can be manipulated.
THIS RESULTS IN US LAW BEING DECIDED BY GROUPS OF 6 OF THE STUPIDEST PEOPLE THAT
CAN BE FOUND.
The other bad result is a national policy of everything in the county being geared
towards the dumbest, most incompetent people that can be found, rather than
gearing things for average people.
Man what a difference life was in places where lawsuits dont affect every aspect
of daily life, and where everyone does not base every action in fear of being
sued. That is freedom.
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=142195#142195
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Space for radio mounting |
Pat
I'm not John but I have been flying for better than 6 years with a noise
canceling kit I added to my Sigtronics headset. I find it works quite
well. It is http://www.headsetsinc.com/
Congratulations on getting your plane flying again. Remember keep a hand
on the throttle when getting in or out of a running Kolb.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: pat ladd
To: kolb-list(at)matronics.com
Sent: Saturday, October 27, 2007 3:30 PM
Subject: Re: Kolb-List: Space for radio mounting
John Codd,
Sorry I dont have your home address.
Mick told me when he was test flying my plane last week that you had
found someone to install a noise reduction circuit in your existing
headphones.
Can you let me have details please. I am using Communica.
Come back off list if you like
Pat
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I did not know you were doing cross country this late in the year, Where are you
flying to John ? Is the colder weather giving you any problems ?
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=142198#142198
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
gaman(at)att.net wrote:
>
> Had a antenna fail and the prop caught the whip as it was leaving the scene.About
a 3/16 dent in the leading edge of one blade under the metal taped section.
IVO said remove tape,sand dent smooth; clean with acetone,fill with epoxy (JB
Weld) after cured,sand with block reapply new tape.That was 3yrs,150 hrs ago.
> IVO said I could send it in but that is how they would fix it as well.Could
you not repair a Warp or Powerfin this way?
>
>
First, my warp drive has nickel leading edges, so damage would have been far less,
and it would have gotten me home.
Second, with what these airplanes cost, I would much rather spend 200 bucks for
a new blade than try to repair an old one, I would always wonder if it would
fail in flight. A prop failure usually results in total disaster, so I would
have not enjoyed the 3 years and 150 hours flying on a repaired prop.
A new blade for the warp drive is around 200 bucks when all is said and done.
If 200 dollars for a new blade is a reason to use a substandard prop, then you
probably are to poor to fly safely.
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=142202#142202
________________________________________________________________________________
| From: | "John Codd" <j.codd(at)btopenworld.com> |
| Subject: | Re: Space for radio mounting |
Hi Pat, yes I've had an ANR kit fitted to both of my Lynx headsets now
and the difference is incredible, the kolb is a noisy aircraft and for
me radio work was difficult because of damaged hearing from working in
heavy industry until my early retirement 4yrs ago, since having the kit
fitted I can now hear my radio clearly and the background noise of the
aircraft is reduced to a very acceptable low level, worth every penny
spent, the company is called AD Commcepts in Stalybridge near
Manchester, their phone number is 01613038000, and their web site
address is www.adcommcepts.co.uk they also do their own headset fitted
with ANR at a reasonable price, enjoy the Mk3 Extra.
John.
--- Original Message -----
From: pat ladd
To: kolb-list(at)matronics.com
Sent: Saturday, October 27, 2007 8:30 PM
Subject: Re: Kolb-List: Space for radio mounting
John Codd,
Sorry I dont have your home address.
Mick told me when he was test flying my plane last week that you had
found someone to install a noise reduction circuit in your existing
headphones.
Can you let me have details please. I am using Communica.
Come back off list if you like
Pat
________________________________________________________________________________
| From: | <jhauck(at)elmore.rr.com> |
Whatever
> our shortcomings we are certainly not facing the situation where a pilot
> would rather cut up a plane that sell it because of the legal ramifications
> which was discussed on this list a short while ago.
>
> Cheers
>
> Pat
Patrick:
I would think that your reference above is a very isolated incident. Yep, we have
some paranoid weirdos here in the States that would go that far. I know of
one that was on the Kolb List. Cut up the fabric on the wings and cut the N
number out of the rudder before he would sell the airplane.
Based on the amount of experimental and UL aircraft that change hands in the US,
again, that would be a very isolated incident.
john h
hauck's holler remote, Winnemucca, Nevada
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Mike B:
I am ground bound. Not flying, except loaners.
john h
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142207#142207
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
John,
How many hours did it take for this to be noticeable?
Jack B. Hart FF004
Winchester, IN
>
>Roger H:
>
>Missed you at the Alvord and the Rock House!!!
>
>Your assumption was correct. The top and bottom 1/8 by 1/2" rivet loosens up
from the load of the longest arm of the elevator. With enough time, the rivet
will work its self right through the fabric. The gusset mearly adds a tremendous
amount of strength to this area and prevents slop in the attachment. On
912's it is usually the left elevator that gets beat up first, and on two strokes
the right elevator.
>
>ADDING GUSSETS TOP AND BOTTOM DO NOT WEAKEN THE RIB AND THE CONNECTION as someone
may have mentioned earlier.
>
>john h
>Still having fun in Winnemucca, Nevada.
>
>--------
>John Hauck
>MKIII/912ULS
>hauck's holler, alabama
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=142166#142166
>
>
________________________________________________________________________________
| Subject: | I am getting a Kolb MK III!! |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
After a long search for a Kolb Mark III in my price range, I finally found one!
Its a 1996 Kolb Mark III with a rotax 503. It also comes with a enclosed trailer!
So now I will have the plane and Hangar.
I plan to get it during the thanksgiving holiday. Its a 800 mile 12hr drive :?
Long Drive, But a road trip might be fun!
I have 50 hr private pilot training in a Cessna 150. The lat time i flew was in
1999. So now I am going to just get my SP license for now. I have met all of
the requirements except taking the written and practical test.
i just need some lessons to freshen up.
Kolbs website has these specs under the MKIII classic but the specs say there for
the MKIII X.
Are these specs correct for the MKIII classic?
Is there any difference in a 1996 and a newer one?
ROTAX 582
Takeoff Distance 150 ft. solo, 200 ft. dual
Rate of Climb 1,000 fpm solo, 800 fpm dual
Cruise Speed: Is it 67 or 77 mph ?
SPECIFICATIONS
Wing Span 30 ft.
Wing Area 160 sq. ft.
Length 24 ft. (same folded)
Height 76 in. (same folded)
Width 82 in. (folded, 2-blade prop)
Gross Weight 850 lbs. normal, 1000 lbs. max.
Fuel Capacity 10 gal.
Load Factor +4g, -2g (limit);+6g, -3g(ultimate)
Stall Speed 38 mph (solo), 41 mph @ gross weight
Vne 110 mph
Here are some pics of it.
(http://www.putfile.com/pic.php?img=6962318)
(http://www.putfile.com/pic.php?img=6962330)
(http://www.putfile.com/pic.php?img=6962321)
(http://www.putfile.com/pic.php?img=6962343)
(http://www.putfile.com/pic.php?img=6962334)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142242#142242
________________________________________________________________________________
| From: | <jhauck(at)elmore.rr.com> |
> How many hours did it take for this to be noticeable?
>
> Jack B. Hart FF004
Jack H:
I can not remember how many hours when the 1/8 X 1/2" rivets started loosening
up. Probably 2, 3, or 4oo hours. Not sure. Would have to dig it out of my
log book which back in Alabama.
I drilled out and replaced the rivets a couple times before I finally came up with
the idean to gusset them top and bottom. I also did the same on the rudder.
Had the same problem with my original FS. Did not fly the US long enough to notice
a problem.
The MKIII may be more prone to stress on the elevator due to the heavier weight
and higher speeds.
john h
mkIII
Winnemucca, Nevada
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Based on the amount of experimental and UL aircraft that change hands in the
US, again, that would be a very isolated incident.>>
Delighted to hear it John. From the posts that were generated about it I
gained the impression that it was a real problem. Glad to hear that nutcases
are equally distributed on both sides of the Atlantic.
It seems to me that the basic difference between our systems is in the
States the builder himself accepts total responsibilty for the plane he
builds. Here the Chief Engineer of the PFA is the guy who has to carry the
can in court if there is a lawsuit. This is because he has approved the
design in the first place and his organisation of inspectors (Usually unpaid
or expenses only) has checked the build quality throughout the construction.
It is very frustrating when a plane has operated in another country for
thousands of hours and doesn`t get approved here. For instance the MTOW for
the Extra is lower here than the States, and certainly a lot lower than the
sort of weight you pack onto yours. Heigh Ho!
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Space for radio mounting |
a noise canceling kit I added to my Sigtronics headset>>
Thank you Rick. I will file under `Useful Info`
Cheers
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
The other bad result is a national policy of everything in the county being
geared towards the dumbest, most incompetent people that can be found,
rather than gearing things for average people.
Man what a difference life was in places where lawsuits dont affect every
aspect of daily life, and where everyone does not base every action in fear
of being sued. That is freedom.>>
Hi Mike,
We are in the same boat. We haven`t quite got to the point of sueing someone
because they are perceived as having `deep pockets` but we shall, Common
sense has gone out of the window.
We had a case the other day of two kids being sent home from the municipal
swimming pool because they were wearing long shorts because `a weak swimmer
could be dragged down`. Teachers won`t take kids for field trips in case
they are sued if there is an accident. Everyone loses.
What really annoys me is that it would only take one Judge to dismiss a case
as being frivolous and impose a heavy cost penalty for wasting the Courts
time and the whole edifice would collapse like a pack of cards. T`aint going
to happen because there is too much money pouring into the legal profession
as a result of these daft claims.
Afternoon TV is stuffed with adverts exhorting people to make a claim for
any accident which has happened. There is one incredible one of a guy who
was installing a bracket to carry an electric cable. The voice over says
that he was `issued with the wrong sort of ladder` which resulted in an
accident. Not a word about having enough sense to get someone to hold it,
refuse to go up it or even change the ladder.. Ye Gods!
Re the dumbing down. That bastard Blair was determined that everyone should
have a university education. Not `everyone who could qualify` you will note.
He built Universities then he had to lower the entry standards to get enough
people to fill them..
We get kids leaving school and the first thing employers have to do is
organise maths and English classes to teach them to read and write and add
up.
Don`t get me started. Sorry everybody
Cheers
Pat
________________________________________________________________________________
| From: | "Richard Pike" <richard(at)bcchapel.org> |
| Subject: | Re: I am getting a Kolb MK III!! |
Years ago Kolb advertised the MKIII minimum engine size as a 503, I still
have the literature showing it. Eventually they dropped the 503 as minimum
engine because the MKIII with a 503 had the climb rate of a Cessna 150. If
you live in flat country you will do ok, but if it were mine, I would make I
had the lightest MKIII in the country. Several years ago I flew a MKIII with
a 503, and with myself and the builder aboard, it was ok, but it did not set
the world on fire and the 503 stayed pretty busy. If it were mine, when the
503 comes up for rebuild, upgrade to a 582.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "grantr" <grant_richardson25(at)yahoo.com>
Sent: Saturday, October 27, 2007 9:19 PM
Subject: Kolb-List: I am getting a Kolb MK III!!
>
> After a long search for a Kolb Mark III in my price range, I finally found
> one! Its a 1996 Kolb Mark III with a rotax 503. It also comes with a
> enclosed trailer! So now I will have the plane and Hangar.
>
> I plan to get it during the thanksgiving holiday. Its a 800 mile 12hr
> drive :? Long Drive, But a road trip might be fun!
>
> I have 50 hr private pilot training in a Cessna 150. The lat time i flew
> was in 1999. So now I am going to just get my SP license for now. I have
> met all of the requirements except taking the written and practical test.
> i just need some lessons to freshen up.
>
> Kolbs website has these specs under the MKIII classic but the specs say
> there for the MKIII X.
>
> Are these specs correct for the MKIII classic?
>
> Is there any difference in a 1996 and a newer one?
> ROTAX 582
> Takeoff Distance 150 ft. solo, 200 ft. dual
> Rate of Climb 1,000 fpm solo, 800 fpm dual
> Cruise Speed: Is it 67 or 77 mph ?
>
> SPECIFICATIONS
> Wing Span 30 ft.
> Wing Area 160 sq. ft.
> Length 24 ft. (same folded)
> Height 76 in. (same folded)
> Width 82 in. (folded, 2-blade prop)
> Gross Weight 850 lbs. normal, 1000 lbs. max.
> Fuel Capacity 10 gal.
> Load Factor +4g, -2g (limit);+6g, -3g(ultimate)
> Stall Speed 38 mph (solo), 41 mph @ gross weight
> Vne 110 mph
>
> Here are some pics of it.
> (http://www.putfile.com/pic.php?img=6962318)
> (http://www.putfile.com/pic.php?img=6962330)
> (http://www.putfile.com/pic.php?img=6962321)
> (http://www.putfile.com/pic.php?img=6962343)
> (http://www.putfile.com/pic.php?img=6962334)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=142242#142242
>
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: I am getting a Kolb MK III!! |
Before you start worrying about having to change engines for more power, you
need to add aileron counter weights to avoid getting aileron flutter. The
parts are cheap from TNK and the installation is simple, just call and tell
Travis you need a set. Do this before you fly your new plane.
As for the numbers, the only one that leaps out is Vne of the Classic is 10
mph less than the Extra.
Rick
On 10/28/07, Richard Pike wrote:
>
>
> Years ago Kolb advertised the MKIII minimum engine size as a 503, I still
> have the literature showing it. Eventually they dropped the 503 as minimum
> engine because the MKIII with a 503 had the climb rate of a Cessna 150. If
> you live in flat country you will do ok, but if it were mine, I would make
> I
> had the lightest MKIII in the country. Several years ago I flew a MKIII
> with
> a 503, and with myself and the builder aboard, it was ok, but it did not
> set
> the world on fire and the 503 stayed pretty busy. If it were mine, when
> the
> 503 comes up for rebuild, upgrade to a 582.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> ----- Original Message -----
> From: "grantr" <grant_richardson25(at)yahoo.com>
> To:
> Sent: Saturday, October 27, 2007 9:19 PM
> Subject: Kolb-List: I am getting a Kolb MK III!!
>
>
> >
> > After a long search for a Kolb Mark III in my price range, I finally
> found
> > one! Its a 1996 Kolb Mark III with a rotax 503. It also comes with a
> > enclosed trailer! So now I will have the plane and Hangar.
> >
> > I plan to get it during the thanksgiving holiday. Its a 800 mile 12hr
> > drive :? Long Drive, But a road trip might be fun!
> >
> > I have 50 hr private pilot training in a Cessna 150. The lat time i flew
> > was in 1999. So now I am going to just get my SP license for now. I have
> > met all of the requirements except taking the written and practical
> test.
> > i just need some lessons to freshen up.
> >
> > Kolbs website has these specs under the MKIII classic but the specs say
> > there for the MKIII X.
> >
> > Are these specs correct for the MKIII classic?
> >
> > Is there any difference in a 1996 and a newer one?
> > ROTAX 582
> > Takeoff Distance 150 ft. solo, 200 ft. dual
> > Rate of Climb 1,000 fpm solo, 800 fpm dual
> > Cruise Speed: Is it 67 or 77 mph ?
> >
> > SPECIFICATIONS
> > Wing Span 30 ft.
> > Wing Area 160 sq. ft.
> > Length 24 ft. (same folded)
> > Height 76 in. (same folded)
> > Width 82 in. (folded, 2-blade prop)
> > Gross Weight 850 lbs. normal, 1000 lbs. max.
> > Fuel Capacity 10 gal.
> > Load Factor +4g, -2g (limit);+6g, -3g(ultimate)
> > Stall Speed 38 mph (solo), 41 mph @ gross weight
> > Vne 110 mph
> >
> > Here are some pics of it.
> > (http://www.putfile.com/pic.php?img=6962318)
> > (http://www.putfile.com/pic.php?img=6962330)
> > (http://www.putfile.com/pic.php?img=6962321)
> > (http://www.putfile.com/pic.php?img=6962343)
> > (http://www.putfile.com/pic.php?img=6962334)
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=142242#142242
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Vic Gibson" <apilot(at)webtv.net> |
Does anyone know how many Kolb Mark III Classics might be complete and fl
ying? Perhaps the factory might know, I will call them. Vic in Sacrame
nto
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Elevator Modifications |
>
>
> > How many hours did it take for this to be noticeable?
>>
>> Jack B. Hart FF004
>
>
>Jack H:
>
>I can not remember how many hours when the 1/8 X 1/2" rivets started loosening
up. Probably 2, 3, or 4oo hours. Not sure. Would have to dig it out of my
log book which back in Alabama.
>
John,
I checked out the FireFly, and I found no problems with the elevator at 235
hours.
I did not follow the plans for assembling the elevator. To save weight and
reduce drag, I cut the tube ends at an angle and then reshaped the ends by
placing a socket over the cut surface and hitting it with a hammer. This
let the modified surface fit very nicely to the elevator leading edge tube.
Due to the decreased thickness, I could use 1/4 inch long rivets to hold the
tubes in place. The nice thing about this approach is that there is no
spring or give in the connection as the rivet does not pass through two
surfaces of the tube that are separated by an air gap. The down side may be
that the rivet only passes through one rib tube thickness. But since the
both tubes are 0.035 inch thick, it is a toss up as to which will fail first.
But one would think that the head side of rivet tube would hold up the best,
and if the rivet is going to get loose it would be due to the stress at the
hole in the leading edge tube. It is going to be interesting to see what
happens as the FireFly accumulates more hours.
I changed the subject line to reflect the current topic.
Jack B. Hart FF004
Winchester, IN
>\
________________________________________________________________________________
| From: | "Southern Reflections" <purplemoon99(at)bellsouth.net> |
| Subject: | Re: Space for radio mounting |
Do you know if any one in the U.S. make's them ? Joe N101HD
----- Original Message -----
From: pat ladd
To: kolb-list(at)matronics.com
Sent: Sunday, October 28, 2007 6:59 AM
Subject: Re: Kolb-List: Space for radio mounting
a noise canceling kit I added to my Sigtronics headset>>
Thank you Rick. I will file under `Useful Info`
Cheers
Pat
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
Yea your right,why use common sense when you can throw money at it.Works for the
government.
gaman(at)att.net wrote:
>
> Had a antenna fail and the prop caught the whip as it was leaving the scene.About
a 3/16 dent in the leading edge of one blade under the metal taped section.
IVO said remove tape,sand dent smooth; clean with acetone,fill with epoxy (JB
Weld) after cured,sand with block reapply new tape.That was 3yrs,150 hrs ago.
> IVO said I could send it in but that is how they would fix it as well.Could
you not repair a Warp or Powerfin this way?
>
>
First, my warp drive has nickel leading edges, so damage would have been far less,
and it would have gotten me home.
Second, with what these airplanes cost, I would much rather spend 200 bucks for
a new blade than try to repair an old one, I would always wonder if it would
fail in flight. A prop failure usually results in total disaster, so I would
have not enjoyed the 3 years and 150 hours flying on a repaired prop.
A new blade for the warp drive is around 200 bucks when all is said and done.
If 200 dollars for a new blade is a reason to use a substandard prop, then you
probably are to poor to fly safely.
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=142202#142202
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Space for radio mounting |
John & Pat
The kit John gave the link to shows a kit that looks just like the kit I
got from Headsets Inc. It may be the same kit.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: John Codd
To: kolb-list(at)matronics.com
Sent: Saturday, October 27, 2007 6:18 PM
Subject: Re: Kolb-List: Space for radio mounting
Hi Pat, yes I've had an ANR kit fitted to both of my Lynx headsets now
and the difference is incredible, the kolb is a noisy aircraft and for
me radio work was difficult because of damaged hearing from working in
heavy industry until my early retirement 4yrs ago, since having the kit
fitted I can now hear my radio clearly and the background noise of the
aircraft is reduced to a very acceptable low level, worth every penny
spent, the company is called AD Commcepts in Stalybridge near
Manchester, their phone number is 01613038000, and their web site
address is www.adcommcepts.co.uk they also do their own headset fitted
with ANR at a reasonable price, enjoy the Mk3 Extra.
John.
--- Original Message -----
From: pat ladd
To: kolb-list(at)matronics.com
Sent: Saturday, October 27, 2007 8:30 PM
Subject: Re: Kolb-List: Space for radio mounting
John Codd,
Sorry I dont have your home address.
Mick told me when he was test flying my plane last week that you had
found someone to install a noise reduction circuit in your existing
headphones.
Can you let me have details please. I am using Communica.
Come back off list if you like
Pat
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: | "Vic Gibson" <apilot(at)webtv.net> |
| Subject: | Re: Space for radio mounting |
My Kolb Classic has a hand held radio. I can hear good and can transmit
good when at low rpms. When in flight, the engine seems to garble my tra
nsitting. Would resistor plugs or wires or both help?
-----Original Message-----
From: Richard & Martha Neilsen
Sent: Sunday, October 28, 2007 11:58 AM
Subject: Re: Kolb-List: Space for radio mounting
John & Pat
The kit John gave the link to shows a kit that looks just like the kit I
got from Headsets Inc. It may be the same kit.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: John Codd
To: kolb-list(at)matronics.com
Sent: Saturday, October 27, 2007 6:18 PM
Subject: Re: Kolb-List: Space for radio mounting
Hi Pat, yes I've had an ANR kit fitted to both of my Lynx headsets now
and the difference is incredible, the kolb is a noisy aircraft and for me
radio work was difficult because of damaged hearing from working in heav
y industry until my early retirement 4yrs ago, since having the kit fitte
d I can now hear my radio clearly and the background noise of the aircraf
t is reduced to a very acceptable low level, worth every penny spent, the
company is called AD Commcepts in Stalybridge near Manchester, their ph
one number is 01613038000, and their web site address is www.adcommcepts.
co.uk they also do their own headset fitted with ANR at a reasonable pri
ce, enjoy the Mk3 Extra.
John.
--- Original Message -----
From: pat ladd
To: kolb-list(at)matronics.com
Sent: Saturday, October 27, 2007 8:30 PM
Subject: Re: Kolb-List: Space for radio mounting
John Codd,
Sorry I dont have your home address.
Mick told me when he was test flying my plane last week that you had
found someone to install a noise reduction circuit in your existing headp
hones.
Can you let me have details please. I am using Communica.
Come back off list if you like
Pat
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: | "JetPilot" <orcabonita(at)hotmail.com> |
gaman(at)att.net wrote:
>
>
> Had a antenna fail and the prop caught the whip as it was leaving the scene.About
a 3/16 dent in the leading edge of one blade under the metal taped section.
IVO said remove tape,sand dent smooth; clean with acetone,fill with epoxy (JB
Weld) after cured,sand with block reapply new tape.That was 3yrs,150 hrs ago.
>
Its not a matter of repairing your prop or not, its a matter of the prop not comming
apart in flight when something bigger hits it ( Like a Muffler ). Your
reasoning of using an IVO because it is repairable and might save you a couple
hundred dollars is very poor judgement.
Just a couple months ago, a kolb went down when the oil cap hit the prop and the
resulting prop damage caused the pilot to land, and flip the plane. Had that
been a warp drive, it would have not been an emergency, no off airport landing,
and a much better and cheaper outcome.
There is just as much a chance that something bigger could depart the plane and
the warp would stay together where the IVO comes apart.
Its a safety issue, not " throwing money at it ".
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=142374#142374
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | I Passed - Really! |
The "Possum Mobile" is legal.
Unfortunately, I'm not.
So, I guess I gotta go thru the system myself.
Does anybody know what the required hours of
dual flying time with an instructor is .....if you have a log
book "2,000+ hours" on your formally Illegal/fat ultralight?
I don't mind taking the written test.
Figure I might learn something.
I imagine that the fines for flying a registered
aircraft without a license is worse that the $600 fine
I've paid for screwing around with the FAA and
landing in the lake (without floats). I can land there now
without ever coming close to any water.
BTW: The corps of engineers don't have a sense of humor.
Anyway - won't be a problem after a couple more months
when they have finished emptying the water out of the lakes here
to save the "purple mussels" in Florida. That's when I figure the
water will stop - and the friggin mussels will die - and that will
be the end of the story.
Gotta love the way Government thinks.
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 11:33 PM 10/28/2007, you wrote:
>In a message dated 10/28/2007 6:37:39 PM Eastern Standard Time,
>orcabonita(at)hotmail.com writes:
>Just a couple months ago, a kolb went down when the oil cap hit the
>prop and the resulting prop damage caused the pilot to land, and
>flip the plane. Had that been a warp drive, it would have not been
>an emergency, no off airport landing, and a much better and cheaper outcome.
>
>Hold on a min the 1st mistake was the pilot was to blame when he
>didn't tighten or check the oil cap on preflight
> 2nd the pilots poor judgment with an emergency landing is what
> caused the plane to flip no matter what Prop he had the results
> would have been the same
>the way I see it anyhow
I don't know how many of you guys have really had stuff fall off and
come thru your prop.
I fly a Warp Drive and little things, like muffler springs, don't
seem to matter - later on you
land and there is a nick in your prop, so what. Any body that has had
a "big chunk" knocked out
of their prop knows that they are about to have the ride of their life!
Shake&Bake ,... doesn't even begin to describe what happens at
"normal throttle" settings
when you lose a chunk of even "one" blade. I've seen cages cracked
after just seconds of full power
settings with a damaged prop. I've listened to my friends tell me
that they could not even reach
the kill switch because things were shaking so bad.
I'll be honest - I think a loose oil cap could put you down on take
off with full power
even with a Warp.
________________________________________________________________________________
| From: | "Tony Oldman" <aoldman(at)xtra.co.nz> |
| Subject: | Re: I am getting a Kolb MK III!! |
Have never experienced elevator flutter with my MK111 503. The engine in
it at the moment has 350 hours and is run at about 6100 rpm most of the
time giving a cruise of 72 mph indicated.I agree with the flat country
thing and probably the fact that I operate at sea level helps. One thing
I do know is that it will out perform a RANS 12 with the same load under
the same conditions with the same engine . I also do some mountain
flying and the 503 performs very well. I have never taken it above 6500
ASL.Our local mountains run right to sea level and up past 12365 ft
I run a 3 bladed wooden prop and the MK111 performs very well even with
200 Kgs of flesh filling both seats . I would say even at that weight it
out performs a 152 or a piper tomahawk . I would agree that a 503 is
minimum ,anything more would be fun and a saving on fuel. Head winds
reduce speed really fast and fuel burn can be as much as 23 ltrs per hr
{ just about 6 US gal} but can also reduce to 17 ltrs per hour in ideal
lightly loaded conditions.
Have fun fly it a lot ,you will not be disappointed. remember it is easy
to operate any machine that has plenty of power ,it takes expertise to
work with minimum power but it will make you a safer and much better
pilot. My Kolb is 445 pds empty Mx take off 1050 pbs ,VNE 100mph, best
climb/glide 55 mph. If really loaded add 5 mph to approach speed as you
will wash plenty of speed off during the flare and you may find that you
are running short of elevator authority at lower speeds.
It is a very usable fun plane with a 503 . The speeds I quote are what I
consider "safe" it will climb well at 45 mph or aproach at that speed 1
up but you had better be on the ball if that engine so much as hic ups.
I would only ever use the slower speeds if needed to come in very
short.{ really good disc brakes}
Tony
Down Under
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Monday, October 29, 2007 2:29 AM
Subject: Re: Kolb-List: I am getting a Kolb MK III!!
Before you start worrying about having to change engines for more
power, you need to add aileron counter weights to avoid getting aileron
flutter. The parts are cheap from TNK and the installation is simple,
just call and tell Travis you need a set. Do this before you fly your
new plane.
As for the numbers, the only one that leaps out is Vne of the Classic
is 10 mph less than the Extra.
Rick
On 10/28/07, Richard Pike < richard(at)bcchapel.org> wrote:
richard(at)bcchapel.org>
Years ago Kolb advertised the MKIII minimum engine size as a 503, I
still
have the literature showing it. Eventually they dropped the 503 as
minimum
engine because the MKIII with a 503 had the climb rate of a Cessna
150. If
you live in flat country you will do ok, but if it were mine, I
would make I
had the lightest MKIII in the country. Several years ago I flew a
MKIII with
a 503, and with myself and the builder aboard, it was ok, but it did
not set
the world on fire and the 503 stayed pretty busy. If it were mine,
when the
503 comes up for rebuild, upgrade to a 582.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "grantr" <grant_richardson25(at)yahoo.com>
To: < kolb-list(at)matronics.com>
Sent: Saturday, October 27, 2007 9:19 PM
Subject: Kolb-List: I am getting a Kolb MK III!!
grant_richardson25(at)yahoo.com>
>
> After a long search for a Kolb Mark III in my price range, I
finally found
> one! Its a 1996 Kolb Mark III with a rotax 503. It also comes with
a
> enclosed trailer! So now I will have the plane and Hangar.
>
> I plan to get it during the thanksgiving holiday. Its a 800 mile
12hr
> drive :? Long Drive, But a road trip might be fun!
>
> I have 50 hr private pilot training in a Cessna 150. The lat time
i flew
> was in 1999. So now I am going to just get my SP license for now.
I have
> met all of the requirements except taking the written and
practical test.
> i just need some lessons to freshen up.
>
> Kolbs website has these specs under the MKIII classic but the
specs say
> there for the MKIII X.
>
> Are these specs correct for the MKIII classic?
>
> Is there any difference in a 1996 and a newer one?
> ROTAX 582
> Takeoff Distance 150 ft. solo, 200 ft. dual
> Rate of Climb 1,000 fpm solo, 800 fpm dual
> Cruise Speed: Is it 67 or 77 mph ?
>
> SPECIFICATIONS
> Wing Span 30 ft.
> Wing Area 160 sq. ft.
> Length 24 ft. (same folded)
> Height 76 in. (same folded)
> Width 82 in. (folded, 2-blade prop)
> Gross Weight 850 lbs. normal, 1000 lbs. max.
> Fuel Capacity 10 gal.
> Load Factor +4g, -2g (limit);+6g, -3g(ultimate)
> Stall Speed 38 mph (solo), 41 mph @ gross weight
> Vne 110 mph
>
> Here are some pics of it.
> ( http://www.putfile.com/pic.php?img=6962318)
> (http://www.putfile.com/pic.php?img=6962330)
> (http://www.putfile.com/pic.php?img=6962321 )
> (http://www.putfile.com/pic.php?img=6962343)
> (http://www.putfile.com/pic.php?img=6962334 )
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=142242#142242
>
-------------------------------------------------------------------------
---
28/10/2007 1:58 p.m.
________________________________________________________________________________
| From: | "tc1917" <tc1917(at)hughes.net> |
would like to mention that I have the perfect solution to Grantr's possible
engine power problem. I just took the 582 off my slingshot and have it for
sale. great little power plant, blue head, everything connected in one neat
package, radiator, volt reg., pulse pump, oil injector,etc. can be crated
and shipped anywhere. comes with either a warp three blade with about ten
hours or an older ivo ground adjust. price is commensorate with the prop.
will wheel and deal but you wont get better for the money than from me.
about 185 hours on it and runs great. Just ask anyone from the Kolb
Homecoming 07. four mounting bolts, some wires and gas line, that is all
you gotta hook up. sell your 503 for about half what I want and you got a
good solid engine to fly with. just thought I would mention it. ted cowan,
alabama, 334-480-0822. call or email for pics.
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Re: I am getting a Kolb MK III!! |
Ditto on the MK3C that I built & flew in 1996, try the engine/plane
combo that you spent hard earned money on the way it is 1st.THEN if you
don`t like something, change it. The Aileron counterbalances are cheap
insurance though. Jim
----- Original Message -----
From: Tony Oldman
To: kolb-list(at)matronics.com
Sent: Monday, October 29, 2007 3:19 AM
Subject: Re: Kolb-List: I am getting a Kolb MK III!!
Have never experienced elevator flutter with my MK111 503. The engine
in it at the moment has 350 hours and is run at about 6100 rpm most of
the time giving a cruise of 72 mph indicated.I agree with the flat
country thing and probably the fact that I operate at sea level helps.
One thing I do know is that it will out perform a RANS 12 with the same
load under the same conditions with the same engine . I also do some
mountain flying and the 503 performs very well. I have never taken it
above 6500 ASL.Our local mountains run right to sea level and up past
12365 ft
I run a 3 bladed wooden prop and the MK111 performs very well even
with 200 Kgs of flesh filling both seats . I would say even at that
weight it out performs a 152 or a piper tomahawk . I would agree that a
503 is minimum ,anything more would be fun and a saving on fuel. Head
winds reduce speed really fast and fuel burn can be as much as 23 ltrs
per hr { just about 6 US gal} but can also reduce to 17 ltrs per hour in
ideal lightly loaded conditions.
Have fun fly it a lot ,you will not be disappointed. remember it is
easy to operate any machine that has plenty of power ,it takes expertise
to work with minimum power but it will make you a safer and much better
pilot. My Kolb is 445 pds empty Mx take off 1050 pbs ,VNE 100mph, best
climb/glide 55 mph. If really loaded add 5 mph to approach speed as you
will wash plenty of speed off during the flare and you may find that you
are running short of elevator authority at lower speeds.
It is a very usable fun plane with a 503 . The speeds I quote are what
I consider "safe" it will climb well at 45 mph or aproach at that speed
1 up but you had better be on the ball if that engine so much as hic
ups. I would only ever use the slower speeds if needed to come in very
short.{ really good disc brakes}
Tony
Down Under
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Monday, October 29, 2007 2:29 AM
Subject: Re: Kolb-List: I am getting a Kolb MK III!!
Before you start worrying about having to change engines for more
power, you need to add aileron counter weights to avoid getting aileron
flutter. The parts are cheap from TNK and the installation is simple,
just call and tell Travis you need a set. Do this before you fly your
new plane.
As for the numbers, the only one that leaps out is Vne of the
Classic is 10 mph less than the Extra.
Rick
On 10/28/07, Richard Pike < richard(at)bcchapel.org> wrote:
richard(at)bcchapel.org>
Years ago Kolb advertised the MKIII minimum engine size as a 503,
I still
have the literature showing it. Eventually they dropped the 503 as
minimum
engine because the MKIII with a 503 had the climb rate of a Cessna
150. If
you live in flat country you will do ok, but if it were mine, I
would make I
had the lightest MKIII in the country. Several years ago I flew a
MKIII with
a 503, and with myself and the builder aboard, it was ok, but it
did not set
the world on fire and the 503 stayed pretty busy. If it were mine,
when the
503 comes up for rebuild, upgrade to a 582.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "grantr" <grant_richardson25(at)yahoo.com>
To: < kolb-list(at)matronics.com>
Sent: Saturday, October 27, 2007 9:19 PM
Subject: Kolb-List: I am getting a Kolb MK III!!
grant_richardson25(at)yahoo.com>
>
> After a long search for a Kolb Mark III in my price range, I
finally found
> one! Its a 1996 Kolb Mark III with a rotax 503. It also comes
with a
> enclosed trailer! So now I will have the plane and Hangar.
>
> I plan to get it during the thanksgiving holiday. Its a 800
mile 12hr
> drive :? Long Drive, But a road trip might be fun!
>
> I have 50 hr private pilot training in a Cessna 150. The lat
time i flew
> was in 1999. So now I am going to just get my SP license for
now. I have
> met all of the requirements except taking the written and
practical test.
> i just need some lessons to freshen up.
>
> Kolbs website has these specs under the MKIII classic but the
specs say
> there for the MKIII X.
>
> Are these specs correct for the MKIII classic?
>
> Is there any difference in a 1996 and a newer one?
> ROTAX 582
> Takeoff Distance 150 ft. solo, 200 ft. dual
> Rate of Climb 1,000 fpm solo, 800 fpm dual
> Cruise Speed: Is it 67 or 77 mph ?
>
> SPECIFICATIONS
> Wing Span 30 ft.
> Wing Area 160 sq. ft.
> Length 24 ft. (same folded)
> Height 76 in. (same folded)
> Width 82 in. (folded, 2-blade prop)
> Gross Weight 850 lbs. normal, 1000 lbs. max.
> Fuel Capacity 10 gal.
> Load Factor +4g, -2g (limit);+6g, -3g(ultimate)
> Stall Speed 38 mph (solo), 41 mph @ gross weight
> Vne 110 mph
>
> Here are some pics of it.
> ( http://www.putfile.com/pic.php?img=6962318)
> (http://www.putfile.com/pic.php?img=6962330)
> (http://www.putfile.com/pic.php?img=6962321 )
> (http://www.putfile.com/pic.php?img=6962343)
> (http://www.putfile.com/pic.php?img=6962334 )
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=142242#142242
>
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
-------------------------------------------------------------------------
-
Free Release Date: 28/10/2007 1:58 p.m.
________________________________________________________________________________
| From: | "Vic Gibson" <apilot(at)webtv.net> |
I drilled a little hole in the oil cap and the radiator cap and made a loop around
the neck so that it will turn and come off, but it is never loose to where
it can depart the scene.
-----Original Message-----
From: possums
Sent: Sunday, October 28, 2007 9:04 PM
Subject: Re: Kolb-List: Re: Ivo Props
At 11:33 PM 10/28/2007, you wrote:
>In a message dated 10/28/2007 6:37:39 PM Eastern Standard Time,
>orcabonita(at)hotmail.com writes:
>Just a couple months ago, a kolb went down when the oil cap hit the
>prop and the resulting prop damage caused the pilot to land, and
>flip the plane. Had that been a warp drive, it would have not been
>an emergency, no off airport landing, and a much better and cheaper outcome.
>
>Hold on a min the 1st mistake was the pilot was to blame when he
>didn't tighten or check the oil cap on preflight
> 2nd the pilots poor judgment with an emergency landing is what
> caused the plane to flip no matter what Prop he had the results
> would have been the same
>the way I see it anyhow
I don't know how many of you guys have really had stuff fall off and
come thru your prop.
I fly a Warp Drive and little things, like muffler springs, don't
seem to matter - later on you
land and there is a nick in your prop, so what. Any body that has had
a "big chunk" knocked out
of their prop knows that they are about to have the ride of their life!
Shake&Bake ,... doesn't even begin to describe what happens at
"normal throttle" settings
when you lose a chunk of even "one" blade. I've seen cages cracked
after just seconds of full power
settings with a damaged prop. I've listened to my friends tell me
that they could not even reach
the kill switch because things were shaking so bad.
I'll be honest - I think a loose oil cap could put you down on take
off with full power
even with a Warp.
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
>
> My point was that it just seems better to avoid making swiss cheese out of
> the tubing your hoping to make more rigid by adding so many rivet holes
> (weak point) in the loading path of those parts.
>
>
> "Mule Muffins" is just not much appreciation for trying to be helpful.
>
> The only consolation I have is that its not MY butt that hangs in the
> balance.
>
Well Ray, I am sorry that I hurt your feelings, but I did it as gently as I
could. There is no evidence that gussets have ever weakened any joint.
Welding is not an option, and I am not aware of any glue that would do the
job either. I guess it was your dramatic (Swiss cheese) representation that
caused me to think that you thought that I was reckless as well as stupid.
Larry C
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Coolant Temperature Control |
At 04:04 PM 10/29/07 GMT, you wrote:
>
>........ I have learned lately that to fly my Kolb in cold weather, it is a good
idea to cover about a third of the old Geo Metro radiator. Otherwise, the
water temp gets too low and it does not produce peak power. It would be nice
to invent something like a cowl flap to control the amount of outside air to the
radiator.
>
Vic,
Here is my solution. It has been working for about six years with no
problems. Check out:
http://www.thirdshift.com/jack/firefly/firefly67f.html
and
http://www.thirdshift.com/jack/firefly/firefly68.html
The rub bars proved to be unnecessary.
Very light and inexpensive.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Faisal Asif" <faisal(at)pakcyber.com> |
| Subject: | :: Help Needed regarding Kolb Mark III Extra :: |
Hello everyone,
I have a Question.
Has any Mark III Extra owner received LSA Airworthiness certificate for it
yet?
I am interested in knowing about any kind of move from microlight to LSA or
Exparimental to E-LSA etc.
A quick answer can help.
Regards,
Faisal.
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: :: Help Needed regarding Kolb Mark III Extra :: |
Faisal, If you're aircraft was previously registered as Experimental Amateur
Built or was registered in a foreign country it can't legally be moved to
Experimental Light Sport Aircraft see FAR 21.191 (i) 1. The only aircraft
that can be moved to E-LSA are Special-Light Sport Aircraft. see FAR
21.191(i) 3.
Rick
On 10/29/07, Faisal Asif wrote:
>
> Hello everyone,
>
> I have a Question.
>
> Has any Mark III Extra owner received LSA Airworthiness certificate for it
> yet?
>
> I am interested in knowing about any kind of move from microlight to LSA
> or Exparimental to E-LSA etc.
>
> A quick answer can help.
>
> Regards,
>
> Faisal.
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: :: Help Needed regarding Kolb Mark III Extra :: |
Correction, If your aircraft...... all the rest was correct I just changed
the phrasing of the reply and forgot to change from you're to your.
Rick
On 10/29/07, Richard Girard wrote:
>
> Faisal, If you're aircraft was previously registered as Experimental
> Amateur Built or was registered in a foreign country it can't legally be
> moved to Experimental Light Sport Aircraft see FAR 21.191 (i) 1. The only
> aircraft that can be moved to E-LSA are Special-Light Sport Aircraft. see
> FAR 21.191 (i) 3.
>
> Rick
>
> On 10/29/07, Faisal Asif wrote:
> >
> > Hello everyone,
> >
> > I have a Question.
> >
> > Has any Mark III Extra owner received LSA Airworthiness certificate for
> > it yet?
> >
> > I am interested in knowing about any kind of move from microlight to LSA
> > or Exparimental to E-LSA etc.
> >
> > A quick answer can help.
> >
> > Regards,
> >
> > Faisal.
> >
> > *
> >
> >
> > http://www.matronics.com/Navigator?Kolb-List
> > http://forums.matronics.com
> >
> > *
> >
> >
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hot damn!
Jeremy: You took the words right out of my mouth. I am sitting in the Rainbow
Casino, Wendover, Utah, reading the mail.
Yes, the problem is the 1/8 X 1/2" long single rivet that secures the top and bottom
inboard rib tube of the elevator. The gusset is to reinforce the single
rivet, top and bottom.
Again, if you all read what I write, big smile, you might get the point.
Those two little gussets tighten up the connection and don't loosen up with hours.
Swiss cheese??? You could have been a little more tactful. hehehe However, you
are basically telling me I don't know what I am doing, even though my fix fixed
the problem and has continued to keep on working for several thousand hours
with no problems.
Larry C fixed those elevators at my suggestion using my idea for a fix. There
are a lot of other Kolbs out there flying that have the same problem if they
are starting to pile up the hours.
Hopefully, you all won't think what I have been doing to keep my bird flying all
these years and hours in not for naught.
Take care,
john h
Wendover, Utah
PS: Anyone out there got more than a thousand hours on a single Kolb besides John
Williamson's Kolbra?
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142574#142574
________________________________________________________________________________
| Subject: | Re: Light Sport N477DB |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
Sir can you send me a copy of documentation you had to do in order to get it certified
as ELSA.
kindly email at faisal (at) pakcyber.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142575#142575
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Space for radio mounting |
radio work was difficult because of damaged hearing from working in
heavy industry >>
Hi,
my excuse is playing drums in a jazz band.
cheers
Pat
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
> PS: Anyone out there got more than a thousand hours on a single Kolb besides
John Williamson's Kolbra?
>
> --------
> John Hauck
> MKIII/912ULS
> hauck's holler, alabama
Yes, I believe I do. Probably have two thousand hours, and another thousand
to go!! Oh, you meant in the air! In that case, none........because I
have these thousand or so hours left to go........hehe
BTW, Nice gusset idea. Do you feel that only topside is warranted, or both top
and bottom side? Seeing as how I haven't put fabric on my plane yet, should
gussets be inside or outside of fabric?
Mike
Welch 0 hours in MkIII, 2000 hours ON MkIII
_________________________________________________________________
Help yourself to FREE treats served up daily at the Messenger Caf. Stop by today.
http://www.cafemessenger.com/info/info_sweetstuff2.html?ocid=TXT_TAGLM_OctWLtagline
________________________________________________________________________________
| From: | <jhauck(at)elmore.rr.com> |
| Subject: | Re: Coolant Temperature Control |
Jack H:
I have several 71 year old tractors that use the same curtain system to increase
coolant heat. My 1960 Volvo PV544 also had a radiator curtain to help the coolant
thermostat.
I use a little gaffer's tape in the winter to keep engine oil and cyl head temps
in the green.
john h
Wendover, Utah, headed for Moab, Utah
________________________________________________________________________________
| From: | <jhauck(at)elmore.rr.com> |
Mike W:
I would have put them under the fabric if I had know about the problem before I
covered.
Yes, I have them mounted top and bottom.
Also mounted left and right side bottom of rudder. Rudder is same construction
as elevators.
john h
mkIII
PS: John Williamson - I just did the buffet at the Rainbow. You know, prime rib,
boiled shrimp (peeled and deveined), choclate eclairs, cream horns, and a
very large slice of cherry topped new york cheese cake. Food is as good as it
was for the past several visits here with you and Gary Haley. Heading east across
Bonneville Salt Flats, Great Salt Lake, and south to Moab.
________________________________________________________________________________
| From: | Larry Bourne <biglar(at)gogittum.com> |
| Subject: | Re: Coolant Temperature Control |
Nice. I like that better than my idea. Lar.
Jack B. Hart wrote:
>
> At 04:04 PM 10/29/07 GMT, you wrote:
>
>>
>> ........ I have learned lately that to fly my Kolb in cold weather, it is a
good idea to cover about a third of the old Geo Metro radiator. Otherwise, the
water temp gets too low and it does not produce peak power. It would be nice
to invent something like a cowl flap to control the amount of outside air to
the radiator.
>>
>>
>
> Vic,
>
> Here is my solution. It has been working for about six years with no
> problems. Check out:
>
> http://www.thirdshift.com/jack/firefly/firefly67f.html
>
> and
>
> http://www.thirdshift.com/jack/firefly/firefly68.html
>
> The rub bars proved to be unnecessary.
>
> Very light and inexpensive.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Light Sport N477DB |
Faisal, The information you need can be had at EAA.org or Rainbow Aviation
Services. Either will send you a full kit complete with sample forms to
register an E-LSA
Rick
On 10/29/07, faisalasif wrote:
>
>
> Sir can you send me a copy of documentation you had to do in order to get
> it certified as ELSA.
>
> kindly email at faisal (at) pakcyber.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=142575#142575
>
>
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
Mike,
I just shared an experience I had with an IVO and IVO's response to my inquiry
about having it repaired.I don't run a IVO because it's repairable.I run it
because it is the only 3 blade that meets the mass inertia limits of a B box.Small
injuries like the one I described,might well be repairable.It doesn't take
a muffler to destroy any prop,a 3oz spring will do.As for the rest of your assumptions,assume
away.
gaman(at)att.net wrote:
>
>
> Had a antenna fail and the prop caught the whip as it was leaving the scene.About
a 3/16 dent in the leading edge of one blade under the metal taped section.
IVO said remove tape,sand dent smooth; clean with acetone,fill with epoxy (JB
Weld) after cured,sand with block reapply new tape.That was 3yrs,150 hrs ago.
>
Its not a matter of repairing your prop or not, its a matter of the prop not comming
apart in flight when something bigger hits it ( Like a Muffler ). Your
reasoning of using an IVO because it is repairable and might save you a couple
hundred dollars is very poor judgement.
Just a couple months ago, a kolb went down when the oil cap hit the prop and the
resulting prop damage caused the pilot to land, and flip the plane. Had that
been a warp drive, it would have not been an emergency, no off airport landing,
and a much better and cheaper outcome.
There is just as much a chance that something bigger could depart the plane and
the warp would stay together where the IVO comes apart.
Its a safety issue, not " throwing money at it ".
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=142374#142374
________________________________________________________________________________
| From: | "Jeremy Casey" <1planeguy(at)kilocharlie.us> |
I agree that a gusset is a great idea, but aren't the tubes forming the
rib only 3/8" diameter .....so if you put a 1/8" hole in it for a rivet,
thats making it really weak right?
actually 5/16" tubing...even worse, right? But you do squeeze it in a
vise down to 3/16" which makes it wider in the plane your actually
drilling in. Leave enough edge distance and it is fine. It is in the
plans.
Jeremy
________________________________________________________________________________
| From: | "Jim Kmet" <jlsk1(at)frontiernet.net> |
| Subject: | Rebuilding a MK-3 |
As Aaron previously posted on Oct 15th, I too am looking for a MK-3 in
need of a rebuild, send what have you to jlsk1(at)frontiernet.net
Thanks, Jim
________________________________________________________________________________
| From: | Malcolmbru(at)aol.com |
| Subject: | Re: I Passed - Really! |
Just forge a solo endorsement there are lots of pilots that do, you can make
up a lot of them on small stickers then just put them in your log book
every 3 month or so. I know a guy that signed his own check ride he has ben
a
private pilot for ten years. Malcolm Michigan
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: Coolant Temperature Control |
I must be missing something. Does the coolant system not have a
thermostat?
Steven
________________________________________________________________________________
| Subject: | Re: Light Sport N477DB |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I would like to get a copy of your paperwork also, to see how it differed from
mine.
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=142660#142660
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Coolant Temperature Control |
From: "Steven Green" <Kolbdriver(at)bellsouth.net>
I must be missing something. Does the coolant system not have a thermostat?
Steven,
No, it does not.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: I Passed - Really! |
Malcolm
Where do you come up with this crap. Please keep it to yourself. There
are people that cheat and steal but that doesn't make it right. There
are safety reason for them and the rest of us that there are check
rides. The guy you know has NOT "ben" a private pilot.
The only reason I can think of that anyone would skip the check ride is
that they are too incompetent to be a pilot.
Maybe we should send someone from the FAA your way to check your
stickers.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: Malcolmbru(at)aol.com
To: kolb-list(at)matronics.com
Sent: Monday, October 29, 2007 10:03 PM
Subject: Re: Kolb-List: I Passed - Really!
Just forge a solo endorsement there are lots of pilots that do, you
can make up a lot of them on small stickers then just put them in your
log book every 3 month or so. I know a guy that signed his own check
ride he has ben a private pilot for ten years. Malcolm Michigan
-------------------------------------------------------------------------
-----
See
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: Coolant Temperature Control |
Jack,
I was referring to the original message about the Geo Metro engine.
Steven
----- Original Message -----
From: "Jack B. Hart" <jbhart(at)onlyinternet.net>
Sent: Monday, October 29, 2007 10:58 PM
Subject: Re: Kolb-List: Coolant Temperature Control
>
> From: "Steven Green" <Kolbdriver(at)bellsouth.net>
>
> I must be missing something. Does the coolant system not have a
> thermostat?
>
> Steven,
>
> No, it does not.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
>
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
Yeah John,
Remember Willie Z, the "candy man"?
I believe he has a 1000 + hour Firestar with a 503 engine that has
yet to be opened for the first time. Terry F and I fly with him
regularly and his 503 is still running strong. Terry's Firefly is
well on the way to 1000 hours and his sweet running 447 has yet to be
opened for the first time also.
On Oct 29, 2007, at 3:59 PM, John Hauck wrote:
>
> PS: Anyone out there got more than a thousand hours on a single
> Kolb besides John Williamson's Kolbra?
________________________________________________________________________________
| From: | "Vic Gibson" <apilot(at)webtv.net> |
| Subject: | Re: Coolant Temperature Control |
Yes, my kolb with the geo engine has a 195 degree thermostat. Why does t
he water temp read about 160 intstead of 140 when I add a piece of cardbo
ard to the radiator? I don't know.
-----Original Message-----
From: Steven Green
Sent: Monday, October 29, 2007 7:24 PM
Subject: Re: Kolb-List: Coolant Temperature Control
I must be missing something. Does the coolant system not have a thermost
at?
Steven
________________________________________________________________________________
| Subject: | :: Kolb aircrafts that have N-number registrations :: |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
please list all aircrafts with types that have N number registrations.
kindly list the complete N number with make and model.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142678#142678
________________________________________________________________________________
| Subject: | Re: Light Sport N477DB |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
I'm attaching the PDF file containing the documentation I submitted to the Honolulu
FSDO. The FAA inspector was quite helpful, and the price was right!
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142681#142681
Attachments:
http://forums.matronics.com//files/experimental_light_sport_aircraft_package_128.pdf
________________________________________________________________________________
| Subject: | Re: Light Sport N477DB |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
I'm attaching the PDF file containing the documentation I submitted to the Honolulu
FSDO. The FAA inspector was quite helpful, and the price was right!
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142682#142682
Attachments:
http://forums.matronics.com//files/experimental_light_sport_aircraft_package_128.pdf
________________________________________________________________________________
| Subject: | Re: Light Sport N477DB |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
you must have received an airworthiness certificate?
can we see a copy of it?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142688#142688
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
Seems to me other civilizations in the past have gotten too liberal/nutty
and then been taken over by the barbarians.>>
Too late Russ,
the barbarians are already inside the gates.
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: I Passed - Really! |
ust forge a solo endorsement there are lots of pilots that do, you can
make up a lot of them on small stickers then just put them in your log
book every 3 month or so. >>
Jeez, what an idiot.This is a joke , right?
Pat
________________________________________________________________________________
| From: | "pat ladd" <pj.ladd(at)btinternet.com> |
You know, prime rib, boiled shrimp (peeled and deveined), choclate eclairs,
cream horns, and a very large slice of cherry topped new york cheese cake>>
John,
you just spoiled your street cred.
I had you down as really roughing it on your trips around the country.
Chewing on jerky and beans and sleeping in a hammock with a rifle at your
side to keep the critters away.. Rainbow room... huh!
Cheers
Pat
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
EGAD!!
We'll have to move outside the gatres. Where are they?
Russ
On Oct 30, 2007, at 6:22 AM, pat ladd wrote:
>
> Seems to me other civilizations in the past have gotten too
> liberal/nutty and then been taken over by the barbarians.>>
>
> Too late Russ,
> the barbarians are already inside the gates.
>
> Pat
>
>
________________________________________________________________________________
| Subject: | Re: Light Sport N477DB |
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Dave B:
Difficult to work the email system on the road.
Do you know Faisal?
please list all aircrafts with types that have N number registrations.
kindly list the complete N number with make and model."
"you must have received an airworthiness certificate?
can we see a copy of it?"
Any idea why he needs "your" personal copies of aircraft registration.
Wonder why Faisal wants a copy of your Airworthiness Certificate? I can't think
of a reason he would need that.
Maybe Faisal will share with us who he is, where he is, and why he needs copies
of documents that are signed off by the FAA.
I, for one, am very curious.
john h somewhere between Wendover and Moab.
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142716#142716
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Requests for copies of registration and airworthiness certificates |
Guys and Gals, Call it my suspicious nature, but something about this guy,
Faisal, just doesn't feel right.
First he wants to know about "moving" registrations.
Then he wants copies of papers.
Now, he wants copies of airworthiness certificates.
Why? All this can be had from the EAA or Rainbow Aviation Services for a
nominal charge, and either packet includes sample documents. Why does he
need copies of actual airworthiness certificates?
Do what you want, but something stinks about this.
If I'm wrong, I'll apologize, but we all get "Nigerian" offers in our email
from time to time, and we know how those turn out.
RIck
________________________________________________________________________________
| From: | <jhauck(at)elmore.rr.com> |
| Subject: | Re: :: Help Needed regarding Kolb Mark III Extra :: |
Rick G:
Faisal is using a Pakistani email address.
Still extremely curious why he needs documentation he has requested.
Is he going to register his Kolb in Pakistan under US regs?
Waiting for Faisal to share his info with us.
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | :: Help Needed regarding Kolb Mark III Extra :: |
Exactly what I was thinking watch out on this one.> Date: Tue, 30 Oct 2007
bject: Re: Kolb-List: :: Help Needed regarding Kolb Mark III Extra ::> > --
l is using a Pakistani email address.> > Still extremely curious why he nee
ds documentation he has requested.> > Is he going to register his Kolb in P
akistan under US regs? > > Waiting for Faisal to share his info with us.> >
==========> > >
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Requests for copies of registration and airworthiness |
certificates
Mr Rick,
I think you're on to something there! Let's see. We get an email from someone
new to our group who wants a complete list of all types of aircraft with
"N" numbers, AND completed copies of all the forms needed for a thorough registration.
Hmm? If a person were to have a copy of every correct, completed form and revised
these forms on a "Word" program, using their own new fake numbers and information
(to show the authorities), then it would be entirely possible a person
could just steal a completed plane, change the N number and all forms, and
fly it across the border...and they're home free.
In the course of ONE day, someone could APPEAR to be completely legal and in
posession of a brand new airplane, in their own name, with all the (forged) documents
to prove it.
Explain to me why we don't have the guillotine anymore. I'll help pay for the
wood!!! Mike Welch
________________________________
Date: Tue, 30 Oct 2007 08:52:53 -0500
From: jindoguy(at)gmail.com
Subject: Kolb-List: Requests for copies of registration and airworthiness certificates
Guys and Gals, Call it my suspicious nature, but something about this guy, Faisal,
just doesn't feel right.
First he wants to know about "moving" registrations.
Then he wants copies of papers.
Now, he wants copies of airworthiness certificates.
Why? All this can be had from the EAA or Rainbow Aviation Services for a nominal
charge, and either packet includes sample documents. Why does he need copies
of actual airworthiness certificates?
Do what you want, but something stinks about this.
If I'm wrong, I'll apologize, but we all get "Nigerian" offers in our email from
time to time, and we know how those turn out.
RIck
_________________________________________________________________
Help yourself to FREE treats served up daily at the Messenger Caf. Stop by today.
http://www.cafemessenger.com/info/info_sweetstuff2.html?ocid=TXT_TAGLM_OctWLtagline
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | :: Help Needed regarding Kolb Mark III Extra :: |
The FIRST clue that this guy doesn't have any knowledge about Kolbs is he referred
to the plane as "EXTRA"!!!
Every intelligent true Kolber knows it is spelled "Xtra"....notice the lack of
"E". It was left off deliberately. If he spelled Cessna; Ceessna, or Titan;
Titane, or Kitfox; Kitefox, these would have all been clues he really doesn't
anything at all about airplanes.
He might also have messed up if he referred to it as MkIIIE.
Mike Welch
From: dhkey(at)msn.com
Subject: RE: Kolb-List: :: Help Needed regarding Kolb Mark III Extra ::
Date: Tue, 30 Oct 2007 09:35:34 -0500
Exactly what I was thinking watch out on this one.
> Date: Tue, 30 Oct 2007 08:09:29 -0600
> From: jhauck(at)elmore.rr.com
> To: kolb-list(at)matronics.com
> Subject: Re: Kolb-List: :: Help Needed regarding Kolb Mark III Extra ::
>
>
> Rick G:
>
> Faisal is using a Pakistani email address.
>
> Still extremely curious why he needs documentation he has requested.
>
> Is he going to register his Kolb in Pakistan under US regs?
> =============
>
>
_________________________________________________________________
Peek-a-boo FREE Tricks & Treats for You!
http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us
________________________________________________________________________________
| From: | Russ Kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Requests for copies of registration and airworthiness |
certificates
I'll supply the blade, and sharpen it
Russ
On Oct 30, 2007, at 10:40 AM, Mike Welch wrote:
>
>
> Mr Rick,
>
> I think you're on to something there! Let's see. We get an
> email from someone new to our group who wants a complete list of
> all types of aircraft with "N" numbers, AND completed copies of all
> the forms needed for a thorough registration.
> Hmm? If a person were to have a copy of every correct,
> completed form and revised these forms on a "Word" program, using
> their own new fake numbers and information (to show the
> authorities), then it would be entirely possible a person could
> just steal a completed plane, change the N number and all forms,
> and fly it across the border...and they're home free.
> In the course of ONE day, someone could APPEAR to be completely
> legal and in posession of a brand new airplane, in their own name,
> with all the (forged) documents to prove it.
>
> Explain to me why we don't have the guillotine anymore. I'll
> help pay for the wood!!! Mike Welch
>
>
> ________________________________
> Date: Tue, 30 Oct 2007 08:52:53 -0500
> From: jindoguy(at)gmail.com
> To: kolb-list(at)matronics.com
> Subject: Kolb-List: Requests for copies of registration and
> airworthiness certificates
>
> Guys and Gals, Call it my suspicious nature, but something about
> this guy, Faisal, just doesn't feel right.
> First he wants to know about "moving" registrations.
> Then he wants copies of papers.
> Now, he wants copies of airworthiness certificates.
> Why? All this can be had from the EAA or Rainbow Aviation Services
> for a nominal charge, and either packet includes sample documents.
> Why does he need copies of actual airworthiness certificates?
> Do what you want, but something stinks about this.
> If I'm wrong, I'll apologize, but we all get "Nigerian" offers in
> our email from time to time, and we know how those turn out.
>
> RIck
>
>
> _________________________________________________________________
> Help yourself to FREE treats served up daily at the Messenger Caf.
> Stop by today.
> http://www.cafemessenger.com/info/info_sweetstuff2.html?
> ocid=TXT_TAGLM_OctWLtagline
>
>
________________________________________________________________________________
| From: | "flykolb" <flykolb(at)wowway.com> |
| Subject: | Re: Requests for copies of registration and airworthiness certificates |
I agree, sounds "funny" to me too.
Jim Mark III
----- Original Message -----
From: Richard Girard
To: kolb-list(at)matronics.com
Sent: Tuesday, October 30, 2007 8:52 AM
Subject: Kolb-List: Requests for copies of registration and
airworthiness certificates
Guys and Gals, Call it my suspicious nature, but something about this
guy, Faisal, just doesn't feel right.
First he wants to know about "moving" registrations.
Then he wants copies of papers.
Now, he wants copies of airworthiness certificates.
Why? All this can be had from the EAA or Rainbow Aviation Services for
a nominal charge, and either packet includes sample documents. Why does
he need copies of actual airworthiness certificates?
Do what you want, but something stinks about this.
If I'm wrong, I'll apologize, but we all get "Nigerian" offers in our
email from time to time, and we know how those turn out.
RIck
________________________________________________________________________________
| From: | David Key <dhkey(at)msn.com> |
| Subject: | Requests for copies of registration and airworthiness |
certificates
Then send him your personal information and show your faith.> To: kolb-list
@matronics.com> Date: Tue, 30 Oct 2007 10:07:22 -0500> Subject: Re: Kolb-Li
st: Requests for copies of registration and airworthiness certificates> Fro
uys> > I think Kolb kits have been sold to Pakistan? > > Likely they have n
o procedure to register them over there and may> simply want to copy the US
way of doing things? Paperwork that is..> > Can you imagine the response a
t the FAA if Fisal requested blank> copies!! :-) > > Herb > > do not archiv
============> > >
________________________________________________________________________________
| Subject: | Re: Requests for copies of registration and airworthiness certif |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
Guys enough is enough!!!
I only seeked help from you guys not abuse.
Kindly call Kolb talk to travis , donnie or izek ask them who i am ...
I am the Authorized Dealer for South East Asia.
Now I just wanted to know and publish information on my newsletter to let others
know of how easy LSA rules have made it ...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142758#142758
________________________________________________________________________________
| Subject: | Re: Requests for copies of registration and airworthiness certi |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
Guys enough is enough!!!
I only seeked help from you guys not abuse.
Kindly call Kolb talk to travis , donnie or izek ask them who i am ...
I am the Authorized Dealer for South East Asia.
Now I just wanted to know and publish information on my newsletter to let others
know of how easy LSA rules have made it ...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142759#142759
________________________________________________________________________________
| Subject: | Re: :: Help Needed regarding Kolb Mark III Extra :: |
| From: | "faisalasif" <faisal(at)pakcyber.com> |
Guys enough is enough!!!
I only seeked help from you guys not abuse.
Kindly call Kolb talk to travis , donnie or izek ask them who i am ...
I am the Authorized Dealer for South East Asia.
Now I just wanted to know and publish information on my newsletter to let others
know of how easy LSA rules have made it ...
Please feel free to contact me on my email address / phone number available at
kolb's website (dealers page).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=142760#142760
________________________________________________________________________________
| From: | "Richard Girard" <jindoguy(at)gmail.com> |
| Subject: | Re: Requests for copies of registration and airworthiness |
certif
Faisal, I apologize. Again the info you seek can be had from EAA.org ,
FAA.org and Rainbow Information Services, http://www.rainbowaviation.com/.
Rick
On 10/30/07, faisalasif wrote:
>
>
> Guys enough is enough!!!
>
> I only seeked help from you guys not abuse.
>
> Kindly call Kolb talk to travis , donnie or izek ask them who i am ...
>
> I am the Authorized Dealer for South East Asia.
>
>
> Now I just wanted to know and publish information on my newsletter to let
> others know of how easy LSA rules have made it ...
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=142758#142758
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Re: :: Help Needed regarding Kolb Mark III Extra :: |
Then if you are a dealer, for God's sake, learn how to spell the gd plane!!
Mike
> Subject: Kolb-List: Re: :: Help Needed regarding Kolb Mark III Extra ::
> From: faisal(at)pakcyber.com
> Date: Tue, 30 Oct 2007 09:31:50 -0700
> To: kolb-list(at)matronics.com
>
>
> Guys enough is enough!!!
>
> I only seeked help from you guys not abuse.
>
> Kindly call Kolb talk to travis , donnie or izek ask them who i am ...
>
> I am the Authorized Dealer for South East Asia.
> Now I just wanted to know and publish information on my newsletter to let others
know of how easy LSA rules have made it ...
>
> Please feel free to contact me on my email address / phone number available at
kolb's website (dealers page).
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=142760#142760
>
>
_________________________________________________________________
Help yourself to FREE treats served up daily at the Messenger Caf. Stop by today.
http://www.cafemessenger.com/info/info_sweetstuff2.html?ocid=TXT_TAGLM_OctWLtagline
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
My suspicion is that he is actually Beauford who has tired of his
old nom de plume.
hmmm, heat seekers under a Kolb wing??????? ingenious.
On a more serious note, with great regret I start removing parts for
tomorrow's wing removal.
October 10, 2007 - October 30, 2007
Kolb-Archive.digest.vol-gz