Kolb-Archive.digest.vol-hr
August 25, 2008 - September 09, 2008
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> That is a great picture John >
>
> Mike
Thanks, Mike B:
No, I have not photos posted on the web except one George Alexander did for
me after a Monument Valley flight.
Here is the url for the whole kit and kabuttle George did for MV2005.
http://home.comcast.net/~kolbflyer/
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> John, how the heck did you get out of there with a full load in that soft
> sand?
>
> Ralph
Ralph B:
I screwed up, Ralph. I had a max load. Did not think about it until I had
already topped off the fuel tank at Barrow when I landed on my flight from
the Helmericks at Colville Island, 165 miles east.
Getting out there was no problem. The beach was the only place to land and
hopefully take off again. I had 150 lbs of fuel, all my gear, and a full
belly, when I landed on the beach. Took a while to make the decision to
land, but I had not flown all that way not to visit the site. The MKIII did
a great job of landing and taking off. Needless to say, there was no
taxiing involved. I started my takeoff roll from where the aircraft stopped
on landing, which was very short. The sand was very soft and had a lot of
basket ball size rocks mixed in with it. I also had my fingers crossed.
john h
mkIII
________________________________________________________________________________
| Subject: | Tail wheel towing |
| From: | John Tempest <john.tempest(at)basf.com> |
Hello Kolb List,
I'm a new Firestar owner, who's been listening in and reading
previous posts. I've picked up a lot of info. I've not found anything on
this subject. I'm a proletarian who's forced to store the Kolb in the
garage. It doesn't fit loaded on it's trailer and besides that, getting
the plane on and off it's trailer is a two person endeavor.
As I live 1.5 miles from my airport, I'm toying with the idea of
towing my plane by it's tailwheel on a fabricated arm/hitch. The trouble
with my idea is the leading edge of the wings (folded) sits about 4.5
inches off the deck. I don't have to clear any speed bumps or the such to
get there, but I'd like a little more clearance for peace of mind. I was
considering tundra tires, but I'm intrigued with the steel leg upgrade you
guys have been discussing. Would these longer legs give me the extra bit
of clearance I'm after? What do they go for? Are there any other ideas to
get me a couple of inches more? Thanks John
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Tail wheel towing |
As a MkIII owner, not a FS, here's my experience: I have towed my
plane with an adapter to the
tailwheel spring. -A not lengthy but challenging route from my
basement shop to the airstrip.
Take the wings off.
Done it both ways. Since there is a matter of a measly two more
bolts to remove, it is well
worth the avoidance of damage to remove them. A big load will be
removed from the
tail and it will trailer very nicely. -no need to worry about
scraping that leading edge.
Besides my old back can't handle the task of lifting it folded
anymore. MkIIIs are HEAVY with
those things back there. It was designed for nice short trips from a
paved, flat apron into
a cozy hangar, not road trips.
BB, alas that time approaches once more.
On 25, Aug 2008, at 4:26 PM, John Tempest wrote:
>
> Hello Kolb List,
> I'm a new Firestar owner, who's been listening in and
> reading previous posts. I've picked up a lot of info. I've not
> found anything on this subject. I'm a proletarian who's forced to
> store the Kolb in the garage. It doesn't fit loaded on it's trailer
> and besides that, getting the plane on and off it's trailer is a
> two person endeavor.
> As I live 1.5 miles from my airport, I'm toying with the
> idea of towing my plane by it's tailwheel on a fabricated arm/
> hitch. The trouble with my idea is the leading edge of the wings
> (folded) sits about 4.5 inches off the deck. I don't have to clear
> any speed bumps or the such to get there, but I'd like a little
> more clearance for peace of mind. I was considering tundra tires,
> but I'm intrigued with the steel leg upgrade you guys have been
> discussing. Would these longer legs give me the extra bit of
> clearance I'm after? What do they go for? Are there any other
> ideas to get me a couple of inches more? Thanks John
>
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
John , What a great picture ! Miss Pfer in front of Worthington Glacier jus
t became my" desktop background ". Thank you , Your friend Chris=0A=0A=0A
=0A----- Original Message ----=0AFrom: John Hauck <jhauck(at)elmore.rr.com>=0A
ubject: Kolb-List: Kolb Photos=0A=0AHi Gang:=0A=0AMy MKIII looks right at h
ome, knee deep in fire weed in front of Worthington =0AGlacier, a little bi
t north of Valdez, Alaska, during my 2004 flight to the =0AFar North.- Mi
ss P'fer has been a terrific little airplane.- This was her =0Athird flig
ht to America's northernmost State.=0A=0Ajohn h=0AN101AB=0AMKIII - 2,800+ h
ours on the airframe. =0A=0A=0A=0A
________________________________________________________________________________
| From: | "shad" <shad(at)amaonline.com> |
If anyone is in need of transitional training or a BFR or just quality dual
time I would really like to recommend Jim Kmet in Cookeville, TN. I
transitioned from fixed wing singles to his Kolb MKIIIC. Jim is very
professional, knowledgeable, and experienced with a very nice and reliable
aircraft to get dual time in if needed. He is based at a nice and quiet
airport with newly surfaced runways. I encourage everyone to keep him in
mind as a great CFI we can all use. He is often on this list so just drop
him a line.
Shad Pennington
Amarillo, Texas
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
| Subject: | Mark III and trailer for sale! |
Hi,
A friend of mine that doesn't have a computer is now trying to sell a
Mark III and its trailer. The trailer is plenty large enough for the
plane with extra space for quads and other toys. The plane has a 582 on
it and is registered EAB- N52BK. I owned it for a year or so and sold it
to him. He is selling it for a quite reasonable price that is somewhere
around $13,500 for the plane and the trailer. He is located on the
Oregon Coast. The name is Toby Parker, number is 541 336 5612
Larry C, Oregon
________________________________________________________________________________
| Subject: | Re: Idle fluctuations |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
John Hauck wrote:
> These carbs,Mikuni's also, were designed to operate
>
> > with engines wthat have clutches or variable belt drives that have no
> > load at idle... Herb
> >
> >
>
> Herb:
>
> Maybe for ATVs, snow machines, but the carbs for Rotax and Cuyuna engines
> are set up for props without clutches, I would think. I am no expert
> either. Trying to use common sense.
>
> john h
> mkIII
Just FYI,
The stock jetting on the Bings on the Rotax works fine on clutch-equipped engines
at idle.
The only oddity is that the stock slides have to be bottomed out to get the idle
speed down below the clutch engagement speed. The stock slides are setup for
higher idle speeds so the idle stop screws have to be all the way out, at least
on the dual carb configurations.
There are other slide options with a smaller cutout available from Bing that will
allow lower idle settings, but the stock ones will still give about 1600 rpm
idle speeds at correct idle mixture settings.
I don't remember having to adjust the idle mixture at all when running the clutch
on my 503's, but I did always have to bottom out the slides to get the idle
speed down.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0628#200628
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Tail wheel towing |
One problem in tailoring on the landing gear is the shock associated with
bumps in the road being transmitted directly to the aircraft. The trailer
I built extended only a foot or so past the tail, and only went to the main
landing gear on the other end. I pull the plane backwards and have a
pedestal to mount the tail boom on. It was built so I could pull the plane
onto the trailer. The axel I found was for 1000 lb.. so I removed one of
the leaf springs, giving the plane a smother ride. The trailer was built
with 2 mounting locations for the axel and a removable long extension to the
front. That way I can use it as a utility trailer or to haul the plane.
The 2xd6's on the trailer deck fit in the spaces just under the main gear
and are used for ramps.
Boyd
>>>>>>>>>>>>>>>>>
As I live 1.5 miles from my airport, I'm toying with the idea of towing
my plane by it's tailwheel on a fabricated arm/hitch.
________________________________________________________________________________
| From: | ElleryWeld(at)aol.com |
| Subject: | Re: Tail wheel towing |
I use to haul my firestar on the main gear a lot with no problems and at
50 MPH, I just made a custom hitch that would extend out 4 feet from the
back of my truck hitch and accept the tail wheel to be locked into place worked
Great for me but what Do I know.
Ellery in Maine
do not archive
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
________________________________________________________________________________
| Subject: | Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
My cross country dream for my Mark II:
Waycross, GA to Carmi, IL
Instrumentsequipment on my Mark II:
EGT CHT ASI ALT Tach ELT - cannot fly at night or into B or C airspace
handheld NAV/COM radio
very basic etrex garmin gps (not aviation and no built-in map)
Fuel:
10 gallon tank -have to mix my oil
burn 4-5 gph
cruise at 65-70 IAS
What do you think? Only a dream? Or a possibility?
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0697#200697
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Cross Country Dreams |
Cristal --
Go to my website, Texas-Flyer.com, and read about my cross-country flight
from Minnesota to the Texas Gulf Coast, in a Bucaneer with a 582. Yes,
absolutely, cross-countries as you described are not only easy, they're
GREAT fun!
Just do it! :-)
-- Robert
On Tue, Aug 26, 2008 at 12:12 PM, cristalclear13 <
cristalclearwaters(at)juno.com> wrote:
> cristalclearwaters(at)juno.com>
>
> My cross country dream for my Mark II:
> Waycross, GA to Carmi, IL
>
> Instrumentsequipment on my Mark II:
> EGT CHT ASI ALT Tach ELT - cannot fly at night or into B or C airspace
> handheld NAV/COM radio
> very basic etrex garmin gps (not aviation and no built-in map)
>
> Fuel:
> 10 gallon tank -have to mix my oil
> burn 4-5 gph
> cruise at 65-70 IAS
>
> What do you think? Only a dream? Or a possibility?
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0697#200697
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Cross Country Dreams |
Cristal
Do you think you can fly maybe 100 miles? Plot out your trip in 100 mile
increments. Its just a bunch of short trips put end to end. If you don't
like mid day thermals then take a long lunch break. Start at sunrise and put
in 2-3 legs in the morning then 1-2 evening legs. If the weather gets bad
don't fly. Be sure to allow alot of time. You never know how long the
weather will hold you up.
Your plane will hold camping gear if you want to save money. There are free
courtesy cars at alot of small airports. Use them to get food and or motels.
Alot of small airports will allow sleeping in the lounge. I know one airport
that has a fold up bed, shower, free courtesy car and free ice cream. These
are fairly secure pilot lounges with key pad locks on the doors. The numbers
are published in airport directories. Worst case call a cab. I have done all
the above.
For extra fuel I carry a 6+ gallon aux tank in the passenger seat with a
faucet electric pump to transfer fuel in flight.
Plan your trip for late July and camp with us at Oshkosh.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Tuesday, August 26, 2008 1:12 PM
Subject: Kolb-List: Cross Country Dreams
>
>
> My cross country dream for my Mark II:
> Waycross, GA to Carmi, IL
>
> Instrumentsequipment on my Mark II:
> EGT CHT ASI ALT Tach ELT - cannot fly at night or into B or C airspace
> handheld NAV/COM radio
> very basic etrex garmin gps (not aviation and no built-in map)
>
> Fuel:
> 10 gallon tank -have to mix my oil
> burn 4-5 gph
> cruise at 65-70 IAS
>
> What do you think? Only a dream? Or a possibility?
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0697#200697
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: British Columbia By Kolb |
> Sounds like you slept in your plane?
>
> I suppose it would give you the option of starting the engine and maybe
annoying the bears enough to leave.
>
> Will you be making any big trips like that again?
>
> Maybe head south next time to South America.
>
> Ray
Ray/Gang:
Nope. Slept in my tent, which I set up between the right wing and
horizontal stabilizer, the only muddy spot that did not have standing water.
It was raining when I landed and raining when I got up the next morning.
The photos were taken in the morning while I waited for the ceiling to lift
enough to squeeze through the pass to fly to Dease Lake, BC, for fuel.
Where I landed was 3,000 feet asl and the pass was 4,000 feet asl.
I was also waiting on some auto fuel. A couple of gals that worked for the
road department stopped by to see the funny airplane and pilot. Told them I
was low on fuel, and questioning if I had enough to get me to Dease Lake.
They called their supervisor to get permission to drive 20 miles into Dease
Lake to get me some fuel, then 20 miles back. I gave them $20.00 US and
away they went. Did not know if I would ever see them or my fuel again.
Sure enough, about an hour later, they came back with 20 liters of 87 oct.
I probably had enough fuel to make it to Dease Lake, but was not sure.
Flying in that part of the world with questionable fuel capacity is
unnerving and foolish.
The gals blocked off the highway north and south until I could get airborne.
Life was good once again.
Will I make any big trips like that again? I make one out West every May,
and have done so since 2003.
I have planned to make a return flight to Alaska next Summer to celebrate my
70th year. Right now, based on money and my own physical condition, plus my
desires and attitude, I am not sure if I will make it or not. I have a lot
of friends in Alaska and along the way, met through the airplane on previous
flights, that I can rely on to put me up, as they have on past flights.
They are scattered along the way North, and from Palmer to the Arctic Ocean.
Have no desire to fly south and get involved with officials and political
systems they belong to. Have had much better luck going north.
I am more afraid of people than I am of bears.
john h
MKIII
________________________________________________________________________________
| From: | Russ RKI Photo <russ(at)rkiphoto.com> |
| Subject: | Re: Cross Country Dreams |
Go for it girl!
XC is great fun & as Neilsen suggested, consider it a string of 100-
mile jumps. Hard to get lost that way! Take paper charts & don't feel
you have to make it to an airport if the wx turns sour. People have
been killed that way, ignoring many safe off-airport places to land.
Kolbs can land in LOTS of other places.
Remember IFR can also mean I Follow Roads. The 4-lanes will always
pick the lowest route thru the mountains too, and you have miles of
runway under you if you really need it.
You're sensible, & you'll make it handily. Only, what? 6-700 miles?
Piece of cake.
Have a ball!
On Aug 26, 2008, at 1:12 PM, cristalclear13 wrote:
>
>
> My cross country dream for my Mark II:
> Waycross, GA to Carmi, IL
>
> Instrumentsequipment on my Mark II:
> EGT CHT ASI ALT Tach ELT - cannot fly at night or into B or C airspace
> handheld NAV/COM radio
> very basic etrex garmin gps (not aviation and no built-in map)
>
> Fuel:
> 10 gallon tank -have to mix my oil
> burn 4-5 gph
> cruise at 65-70 IAS
>
> What do you think? Only a dream? Or a possibility?
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0697#200697
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
> My cross country dream for my Mark II:
> Waycross, GA to Carmi, IL
>
> What do you think? Only a dream? Or a possibility?
> Cristal Waters
Cristal/Gang:
Don't know why not.
576 sm from your airport to Carmi Airport, divided by 65 mph ground speed is
about 9 hours flight time, or 60 mph ground speed will take 9.6 hours. That
would make a two day flight of about 5 flight hours per day.
I started doing longggg cross country flights in 1984, in my Ultrastar, then
my Firestar until 1990. In 1992, I started flying the MKIII and have never
looked back.
The only way to learn to fly cross country in any kind of aircraft is to get
out there and do it. I started off with one day flights, then an overnight
flight to insure I had the camping gear I needed.
I don't fly into c or b airspace, unless an emergency, and seldom into d
airspace. Normally, do not fly at night unless caught out after dark
between airports.
My life has been made up of dreams of thing I wanted to do. If I really
want to do something, I can always find a way to do it. I think it keeps me
thinking younger and feeling a lot better.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Thanks for the encouragement.
Thanks for the stories and pictures too.
Is there a guide anywhere that tells what airports are ultralight-friendly?
Has anyone used the online EAA or AOPA flight planners? I see the links to them
but haven't registered to use them.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0735#200735
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
> Is there a guide anywhere that tells what airports are
ultralight-friendly?
>
> Has anyone used the online EAA or AOPA flight planners? I see the links
> to them but haven't registered to use them.
>
> --------
> Cristal Waters
Cristal:
You no longer have to be concerned with UL friendly airports. Your MKII is
N numbered.
When I was flying UL's cross country, occassionally I would fly into one
that had a complete "horse's butt" running the FBO. Had one at Tallahassee
Commercial Airport threaten me with arrest, went into the FBO to call the
Leon Country Sheriff. Saved him some trouble and took off for Quincy, FL.
That was 1984, and I was flying back to my home town. I grew up a few miles
south from the airport on Lake Jackson.
Best way to handle those situations, no matter what, is not argue, be calm,
do what you need to do, and go find another airport that needs your
business.
One word of advice for UL and lt plane xc flyers. Don't walk up to the FBO
with your empty gas can, ask the FBO to use the courtesy car to go to town
to buy fuel. The man is trying to make a living. Your airplane, two or
four stroke will run on 100LL.
The EAA Aderoplanner is good and free to EAA members.
Here is John Williamson's flight planning/aviation info page. Everything
you need is located right here. Would be a good idea to bookmark John's
urls. They may not be available forever.
Take care,
mkIII
________________________________________________________________________________
| From: | "Robert Laird" <rlaird(at)cavediver.com> |
| Subject: | Re: Cross Country Dreams |
Cristal --
To do the long cross-countries, I usually did all my planning with:
* aeroplanner.com (EAA membership gets you the level you need; or you can
pay for a higher level)
* airnav.com
* whatever sectionals I needed
* GPS
The combination of airnav.com (showing best routes, and descriptions of
services available at the smaller airports -- the ones I prefer) and
aeroplanner, is unbeatable.
I always would figure out 3 different routes, in case of weather.
And, last, after the planning was done, I'd mark up the sectionals so that I
wasn't relying on my GPS. And I always had my sectional out and folded to
the appropriate leg, and would keep track of landmarks as I traversed each
leg.
Oh, and I used to put my legs into my GPS, too, but I found that wasn't all
that necessary since things -always- happen on a cross-country and it'd too
difficult to change all the legs to accomodate that change. At each
airport, just before leaving, I'd put in the destination airport, and that
was all I did. Most of my cross-countries were done using an AirMap 100...
you can get an AirMap 300 off of eBay for about $80, so, not much of an
excuse to not have an aviation GPS on board.
Never let a GPS replace the sectionals, though... the sectionals are best.
-- Robert
On Tue, Aug 26, 2008 at 2:55 PM, cristalclear13 wrote:
> cristalclearwaters(at)juno.com>
>
> Thanks for the encouragement.
> Thanks for the stories and pictures too.
>
> Is there a guide anywhere that tells what airports are ultralight-friendly?
>
> Has anyone used the online EAA or AOPA flight planners? I see the links to
> them but haven't registered to use them.
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0735#200735
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Cross Country Dreams |
Cristal
I use the flight planner that EAA has a link to. I works great and is free
to EAA members. The charts that are printed save you from having to purchase
the most current charts and they are printed in a format that fits on my
knee board. No more folding maps in flight. You have to navigate around all
their pay services but it is worth it.
I don't know of a friendly airport guide but if you post your route of
flight we will as a group make emendations of good airports. Sometimes its
worth the effort to find them on your own but sometimes you find bad ones.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Tuesday, August 26, 2008 3:55 PM
Subject: Kolb-List: Re: Cross Country Dreams
>
>
> Thanks for the encouragement.
> Thanks for the stories and pictures too.
>
> Is there a guide anywhere that tells what airports are
> ultralight-friendly?
>
> Has anyone used the online EAA or AOPA flight planners? I see the links
> to them but haven't registered to use them.
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0735#200735
>
>
>
________________________________________________________________________________
| From: | Jimmy Young <jdy100(at)comcast.net> |
| Subject: | Re: Cross Country Dreams |
Cristal,
You have a registered N #'d aircraft, and a pilot's license to operate
it, so you are not in the "ultralight" catagory. You can land at any
Class E and D airports.
My first cross country flight I ever made, other than in flight
training, was this past July from Houston to the Nauga Fly-In north of
Baton Rouge. I planned and planned. Worried about it too much the
night before, didn't sleep well. It turned out to be one great
adventure made up of a few 2 & 3 hr trips. The airports I landed at
were all very friendly and accommodating. None of the airports I
landed at were very busy at all, and even if they were it's no
different than at home. If you've got the time and the $, you can go a
long way, just takes a while, but it sure is fun. Do it while you can!
Jimmy Y
FS II, Houston TX
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
[quote="John Hauck"]Here is John Williamson's flight planning/aviation info page.
Everything
you need is located right here. Would be a good idea to bookmark John's
urls. [quote]
John,
I don't see the link to John's page. Can you post it again?
Thanks,
Cristal
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0750#200750
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
I do not have an ultralight, but I do have an experimental.
What I meant by ultralight friendly airport is:
1. either easy access (24 hr self serve) or courtesy car to drive to the nearest
gas station
2. friendly attitudes toward experimental aircraft
3. not a lot of heavy traffic (I don't exactly want to be trying to take off with
a bunch of jets)
4. easy access to a place to lounge and check the weather
Thought maybe some of you extensive travelers would have a list of good places
in GA, TN, AL, KY on a webpage somewhere or know of one.
Maybe I should have said experimental friendly airports.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0753#200753
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Tail wheel towing |
John=2C
Your interest in towing your plane from the rear is similar to mine. I r
ecently purchased property 1/4 mile from the local airport. I built a boom
tube support for my MKIII=2C (from Uncle Craig's version) and added small
welded tabs at each outer end=2C to attach a towhook. The towhook will be
a "Y" shaped thing that has pins that fasten to my boom support.
This arrangment will allow for "mild" towing needs. The little tires on
the boom support are castors=2C which allow the plane to track behind your
towing vehicle. I would imagine you wouldn't want to go over 15 mph=2C and
watch for bumps or divots=2C and in my case=2C I can leave the wings attac
hed at all times. (I'm at the edge of town=2C with very little traffic on m
y country road.)
If you have any further ideas or questions=2C feel free to contact me dir
ectly. My accomodations are "MEAGER". I'm living in an RV trailer while I
build my hangar=2C which is VERY well along. I should
be close to finished in about 3 weeks.
My current internet access is the local public library....which is where
I'm sitting at the moment!
My home computer has all the close-ups of the boom support. I don't have a
ccess to it for a month or so.
(You say you are a "proletarian". Does that mean you can get a "Hoveroun
d" free=2C without any medicare deductable?? Cool!!)
BFN=2C
Mike Welch
MKIII CX
tempest(at)basf.comDate: Mon=2C 25 Aug 2008 16:26:10 -0400Hello Kolb List=2C
I'm a new Firestar owner=2C who's been listening in and reading prev
ious posts. I've picked up a lot of info. I've not found anything on this s
ubject. I'm a proletarian who's forced to store the Kolb in the garage. It
doesn't fit loaded on it's trailer and besides that=2C getting the plane on
and off it's trailer is a two person endeavor. As I live 1.5 mile
s from my airport=2C I'm toying with the idea of towing my plane by it's ta
ilwheel on a fabricated arm/hitch. The trouble with my idea is the leading
edge of the wings (folded) sits about 4.5 inches off the deck. I don't have
to clear any speed bumps or the such to get there=2C but I'd like a little
more clearance for peace of mind. I was considering tundra tires=2C but I'
m intrigued with the steel leg upgrade you guys have been discussing. Would
these longer legs give me the extra bit of clearance I'm after? What do
they go for? Are there any other ideas to get me a couple of inches more? T
hanks John
_________________________________________________________________
Get thousands of games on your PC=2C your mobile phone=2C and the web with
Windows=AE.
________________________________________________________________________________
| From: | "Jim" <jlsk1(at)frontiernet.net> |
| Subject: | Re: Cross Country Dreams |
Friendly Airports in central Tn: Cleveland, Athens, Collgedale,Winchester,
Tullahoma, Shelbyville, Fayetteville, Lawrenceburg, Sparta-Upper-Cumberland,
Livingston, Crossville, McMinnville,Gallatin, Dickson, Portland,
Springfield, Hohenwald,Maury Co-Columbia, Rockwood, Scott Co-Onieda, Dayton,
Lebanon.
Jim Kmet
MK-3C
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Tuesday, August 26, 2008 2:23 PM
Subject: Kolb-List: Re: Cross Country Dreams
>
>
> I do not have an ultralight, but I do have an experimental.
> What I meant by ultralight friendly airport is:
> 1. either easy access (24 hr self serve) or courtesy car to drive to the
> nearest gas station
> 2. friendly attitudes toward experimental aircraft
> 3. not a lot of heavy traffic (I don't exactly want to be trying to take
> off with a bunch of jets)
> 4. easy access to a place to lounge and check the weather
>
> Thought maybe some of you extensive travelers would have a list of good
> places in GA, TN, AL, KY on a webpage somewhere or know of one.
>
> Maybe I should have said experimental friendly airports.
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0753#200753
>
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
http://home.tx.rr.com/kolbrapilot/Links.htm
> John,
> I don't see the link to John's page. Can you post it again?
> Thanks,
> Cristal
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
jlsk1(at)frontiernet.net wrote:
> Friendly Airports in central Tn: Cleveland, Athens, Collgedale,Winchester,
> Tullahoma, Shelbyville, Fayetteville, Lawrenceburg, Sparta-Upper-Cumberland,
> Livingston, Crossville, McMinnville,Gallatin, Dickson, Portland,
> Springfield, Hohenwald,Maury Co-Columbia, Rockwood, Scott Co-Onieda, Dayton,
> Lebanon.
>
> Jim Kmet
> MK-3C
>
> ---
Perfect! Thank you Jim!
And thanks for the link John!
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0775#200775
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: British Columbia By Kolb |
> Is that May trip the Monument Valley gathering?
>
> Since my UltraStar is not so comfortable for such a long trip to Monument
> Valley from Southern California I was considering doing it in my
> motorglider in 2009 and perhaps meet some of the other Kolbers in person.
>
> --------
> Ray
>
Ray:
Yes, for the last 6 years I have flown to MV. That is the beginning of my
Spring flight. From there we have been flying on up into the NW. Previous
years to California.
Have you done a long trip in your Ultrastar? A flight from Riverside (the
city) to MV is 450 sm. Very doable in two days. I've done 600 miles in two
days in my US, but I was 24 years younger.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
>> Springfield, Hohenwald,Maury Co-Columbia, Rockwood, Scott Co-Onieda,
Dayton,
>> Lebanon.
>>
>> Jim Kmet
>> MK-3C
Jim K:
Last March I got weathered in at Rockwood, TN, where me and my flying
buddies have bought fuel many, many times over the years of flying to London
and back. It was a Saturday afternoon. The FBO closed at 1700. They told
me I could not camp on the airfield with my airplane. I said ok. I would
wait a little longer for weather and depart around 1800 for a friendlier
airport. Soon as they kicked my out of the FBO and departed the area, I got
out my tent, set it up under the patio cover, and settled in for the longggg
night.
I am more comfortable sleeping in my birthday suit, at home and when I am
camping. Of course I had to get up several times during the 12 hour night.
Used the same corner of the patio each time. Of course, since I was the
only one on the field, I did not have to get dressed to get out of my tent.
Next morning I got up headed for my little corner of the patio, it was now
daylight, looked up, and there was a security camera aimed right at me.
;-( Oh well.......life is full of little surprises.
The friendly folks at Rockwood didn't just exactly kick me off the field.
They told me there was a motel down the road and they would rent me the
courtesy car for $50.00. Told them that rental cars and motels were not in
my budget.
By comparison, Laramie, WY; Goodland, KS; Neosho, MO; opened up the FBO for
me to spend the night inside, gave me a courtesy car all night at no charge.
This was last May on my way home from The Rock House, Burns Junction, OR. I
have spent the night in the FBO at Neosho for 3 years in a row now.
2007, Steven Green and I spent the night in the FBO at Russellville, AR
(with courtesy car), and Tucumcari, NM. John Williamson and I spent three
days and nights at Ontario, OR, with courtesy car and the FBO.
There are a lot of good airport folks out there in the lower 48, Canada, and
Alaska. And........there are also some that I wouldn't give you two cents
for. I remember all the good ones and the bad ones when I am flying.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Kolb List: Insurance |
At 09:41 PM 8/24/2008, william sullivan wrote:
> Russ- I believe Dana suggested "First Flight", but you had better
> confirm this.
First Flight is the underwriter, but my policy is through USUA. They
insure N-numbered as well as ultralight aircraft.
-Dana
--
When Columbus came to America, there were no taxes, no debts, and no
pollution. The women did all the work while the men hunted or fished all
day. Ever since then, a bunch of idiotic do-gooders have been trying to
"improve" the place.
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Cross Country Dreams |
Airnav is good for coordinates to enter into your little eTrex. I
have the cheap little yellow model and
it works just fine. Used it for three whole legs this summer. Punch
GOTO and away you go.
(still wouldn't go anywhere serious without a sectional... even a
slightly worn one)
BB
On 26, Aug 2008, at 4:21 PM, Robert Laird wrote:
> Cristal --
>
> To do the long cross-countries, I usually did all my planning with:
>
> * aeroplanner.com (EAA membership gets you the level you need;
> or you can pay for a higher level)
> * airnav.com
> * whatever sectionals I needed
> * GPS
>
> The combination of airnav.com (showing best routes, and
> descriptions of services available at the smaller airports -- the
> ones I prefer) and aeroplanner, is unbeatable.
>
> I always would figure out 3 different routes, in case of weather.
>
> And, last, after the planning was done, I'd mark up the sectionals
> so that I wasn't relying on my GPS. And I always had my sectional
> out and folded to the appropriate leg, and would keep track of
> landmarks as I traversed each leg.
>
> Oh, and I used to put my legs into my GPS, too, but I found that
> wasn't all that necessary since things -always- happen on a cross-
> country and it'd too difficult to change all the legs to accomodate
> that change. At each airport, just before leaving, I'd put in the
> destination airport, and that was all I did. Most of my cross-
> countries were done using an AirMap 100... you can get an AirMap
> 300 off of eBay for about $80, so, not much of an excuse to not
> have an aviation GPS on board.
>
> Never let a GPS replace the sectionals, though... the sectionals
> are best.
>
>
> -- Robert
>
>
> On Tue, Aug 26, 2008 at 2:55 PM, cristalclear13
> wrote:
>
>
> Thanks for the encouragement.
> Thanks for the stories and pictures too.
>
> Is there a guide anywhere that tells what airports are ultralight-
> friendly?
>
> Has anyone used the online EAA or AOPA flight planners? I see the
> links to them but haven't registered to use them.
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0735#200735
>
>
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: Cross Country Dreams |
http://home.tx.rr.com/kolbrapilot/Links.htm
> John,
> I don't see the link to John's page. Can you post it again?
> Thanks,
> Cristal
I don't know what browser you are using..... once I downloaded the page I
hit "file,,, save as,,," and named it "john_w_links.htm" in my
documents directory. Then if you need the info... go to "file,,, open,,,"
Boyd
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
Crystal,
I believe that Larry Bourne has a Garmin 196 with all the goodies
that he is wanting to sell for $350.
E-mail Address(es):
biglar(at)gogittum.com
Larry C, Oregon
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
NeilsenRM(at)comcast.net wrote:
> Cristal
>
> Do you think you can fly maybe 100 miles? Plot out your trip in 100 mile
> increments. Its just a bunch of short trips put end to end. If you don't
> like mid day thermals then take a long lunch break. Start at sunrise and put
> in 2-3 legs in the morning then 1-2 evening legs. If the weather gets bad
> don't fly. Be sure to allow alot of time. You never know how long the
> weather will hold you up.
> ---
For what it's worth coming from an inexperienced long xcountry pilot,
This was the strategy I used on my ferry trip of my titan and it worked really
well for me. I flew it from Norfolk, NE here to Santa Fe, NM. The original plan
was a few very long legs, but once I got going, I basically opted for airport-hopping
the whole way. The longest leg was about 110 miles. It was a LOT more
fun that way, IMO, as the navigation was easier , I got to do more takeoffs
and landings and it was just more relaxing.
The bad decision, however, was making the flight in the spring ;). It took me almost
a week to make the trip due to simply hurricane force winds virtually every
day. There was a tornado in Lamar, CO the night I stayed over at that airport.
I'm just glad they let me in their community hangar for the night, otherwise
me and the titan would probably still be somewhere else on the planet.
So I spent way more time out there than I'd planned. This sounds fairly normal,
tho, from what experienced flyers say, so I don't feel too bad.
I havn't decided yet if long xcountry flying is really my bag, but I'm going to
do some more shorter flights locally when the weather starts getting better to
see.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0831#200831
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
>From looking at the sectionals and sky vector it looks like I could airport hop
between airports that have fuel without having too long of stretches. The longest
stretches being at the beginning where I could easily call for someone
to come help me if necessary.
I tried to avoid any major airports/restricted areas/etc.
I will further investigate this route by looking at the A/FD and sectionals.
This route would also let me stop off at a relatives house in northern AL helping
to make it a two day trip (wx permitting of course).
Here it is:
ays tma aby euf auo alx scd plr gad 8a0 5m0 9a4 2m2 ghm m02 m91 4m7 m21 210 ehr
cul
This came out to 607NM when I plugged it into skyvector.com
I'll also plan to try out the EAA flight planner.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0840#200840
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: Cross Country Dreams |
Cristal
Another tool that is real nice to have is weather on your cell phone. I use
Pilot My-cast. Its real handy to see what you are going to fly into no
matter where you are. More than once checked the weather before I got out of
my warm sleeping bag. This tool is mostly current information and only
available where you get cell phone coverage. Pilot My-cast also has TFRs and
other features but I primarily use it for weather. Its $10 per month so you
can sign up only when you need it. You also need internet access, Sprint
charges me $15/mo for unlimited access again with no connect fees.
I understand that weather underground also has cell phone weather for free.
There maybe others that have free more pilot related weather for cell
phones.
Rick Neilsen
redrive VW powered MKIIIC
----- Original Message -----
From: "cristalclear13" <cristalclearwaters(at)juno.com>
Sent: Tuesday, August 26, 2008 3:55 PM
Subject: Kolb-List: Re: Cross Country Dreams
>
>
> Thanks for the encouragement.
> Thanks for the stories and pictures too.
>
> Is there a guide anywhere that tells what airports are
> ultralight-friendly?
>
> Has anyone used the online EAA or AOPA flight planners? I see the links
> to them but haven't registered to use them.
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0735#200735
>
>
>
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
John Hauck wrote:
> Your airplane, two or
> four stroke will run on 100LL.
>
If I already have automobile gas in my tanks can I just add the 100LL (or vice
versa)?
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0877#200877
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "Thom Riddle" <riddletr(at)gmail.com> |
In addition to airnav.com and aeroplanner.com, both of which I use to good advantage,
there is another, newer website that is really useful for flight planning.
http://navmonster.com/
Check it out. Once you've specified your start and end point and see the map, be
sure to check out all the other information automatically provided at each of
the tabs at the top of the window. All very useful.
--------
Thom Riddle
CFI-SP
Power Plant Mechanic
N221FA Allegro 2000 912UL
N197BG FS1/447
--------------------
Scratch any cynic, he said, and youll find a disappointed idealist.
George Carlin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0878#200878
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
> If I already have automobile gas in my tanks can I just add the 100LL (or
> vice versa)?
>
> --------
> Cristal Waters
> Mark II Twinstar
Cristal:
Yes, you can mix mogas and 100LL.
I never had a problem back in my two stroke days, and I run both in my
912's.
johnh
mkIII
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Cross Country Dreams |
>
>If I already have automobile gas in my tanks can I just add the 100LL (or
vice versa)?
>
>--------
Cristal,
It will run fine, but your fuel flow rate will increase with the use of
100LL.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Cross Country Dreams |
>
>>From looking at the sectionals and sky vector it looks like I could airport hop
between airports that have fuel without having too long of stretches. The
longest stretches being at the beginning where I could easily call for someone
to come help me if necessary.
>I tried to avoid any major airports/restricted areas/etc.
>I will further investigate this route by looking at the A/FD and sectionals.
>This route would also let me stop off at a relatives house in northern AL helping
to make it a two day trip (wx permitting of course).
>Here it is:
>ays tma aby euf auo alx scd plr gad 8a0 5m0 9a4 2m2 ghm m02 m91 4m7 m21 210 ehr
cul
>
>This came out to 607NM when I plugged it into skyvector.com
>I'll also plan to try out the EAA flight planner.
>
>--------
Cristal,
I have to vote for Airnav Fuel planner. It lets you input your max hop
distance and it will plan a route or routes with that distance. It also
gives you info on who has car gas available at the airport. When you check
out the airports on the list(s), you can see if an airport is small plane
friendly by checking what kinds of aircraft are stored there.
If you want to plan your own stops, you can put in the beginning and end
flights and it will list all of the airports within your selected distance
from the straight line distance between the beginning and ending airports.
This list is important if you run into a quarterly head wind and get low
on fuel, because you can pick the closest downwind airport.
http://www.airnav.com/plan/fuel/
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Tom Longo" <tlongo(at)tampabay.rr.com> |
Crystal, or anyone else that need a good GPS, I have a Lowrance Air Map 300
with a brand new NIMH batteries in the rechargeable pack and all of the
accessories like standard battery pack for regular aa batteries, AC charger,
yoke mount, 12 volt DC lighter cord, book etc. that works perfect in very
good shape. I purchased the new Air Map 2000 color to replace it and do not
need it any more. I will sell it for $150 shipped if someone would want it.
From: owner-kolb-list-server(at)matronics.com
[mailto:owner-kolb-list-server(at)matronics.com]On Behalf Of Larry Cottrell
Sent: Tuesday, August 26, 2008 11:03 PM
Subject: Kolb-List: cross countrys
Crystal,
I believe that Larry Bourne has a Garmin 196 with all the goodies that
he is wanting to sell for $350.
E-mail Address(es):
biglar(at)gogittum.com
Larry C, Oregon
----------------------------------------------------------------------------
----
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
jbhart(at)onlyinternet.ne wrote:
> I have to vote for Airnav Fuel planner. It lets you input your max hop
> distance and it will plan a route or routes with that distance. It also
> gives you info on who has car gas available at the airport. When you check
> out the airports on the list(s), you can see if an airport is small plane
> friendly by checking what kinds of aircraft are stored there.
> http://www.airnav.com/plan/fuel/
>
> Jack B. Hart FF004
> Winchester, IN
Jack,
Looks like airports that offer mogas are too far apart for me and it looks like
many airports are close to 6 dollars for 100LL. This could be much more expensive
that what I had originally thought.
I suppose I could call the airports I plan to stop at and see if they'll let me
use the car (then I could go get 4 dollar premium and save some money).
Thanks.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0927#200927
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil> |
<< very basic etrex garmin gps (not aviation and no built-in map) >>
Cristal -
You'll find that even the most basic GPS units, like your little yellow
Garmin eTrex, will work fine for aviation. You get plenty of utility,
even without the moving map or aviation database features that all the
expensive "aviation quality" GPS units have.
Last year, I purchased a new eTrex (for $79) for hiking, and decided to
see if I could make it useful for flying in my Mark-3. I already had a
Magellan handheld aviation GPS (with moving map) that I use when flying
my Kolb, but I wanted to prove to myself that this el-cheapo GPS could
also work.
The eTrex does almost everything my Magellan will do: Display your
groundspeed, heading, bearing to your destination, ETE, and a bunch
more. It even gives you a very nice "HSI-like" compass display, showing
your heading AND your destination's current bearing from your present
position. Very easy to visualize where your destination is relative to
the course line you are following.
The main thing is to practice a little before taking it flying - I did
several walks around my block with the eTrex GPS in hand, to become
accustomed to using to the unit's features. Know how to use your GPS
well, before you launch in your airplane.
And I would echo Robert Laird's advice to flight plan for only one leg
(destination airport) at a time. Makes it much easier that way.
Good luck with your flight planning ... and have fun!
Dennis Kirby
Mark-3 Classic, 912ul, N93DK in
Cedar Crest, NM
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
> Looks like airports that offer mogas are too far apart for me and it
looks like many airports are close to 6 dollars for 100LL. This could be
much more expensive that what I had originally thought.
> I suppose I could call the airports I plan to stop at and see if they'll
> let me use the car (then I could go get 4 dollar premium and save some
> money).
> Thanks.
>
> --------
> Cristal Waters
> Mark II Twinstar
Cristal W:
The following is a comment I made yesterday reference fuel:
"One word of advice for UL and lt plane xc flyers. Don't walk up to the FBO
with your empty gas can, ask the FBO to use the courtesy car to go to town
to buy fuel. The man is trying to make a living. Your airplane, two or
four stroke will run on 100LL."
John Williamson got me out of the habit of looking at the price of fuel at
airports, whining about the price and ruining my day. He told me, "John, if
you are going to fly and enjoy your airplane on cross country flights, don't
look at the fuel pump, fill the tank, and go have a good time." For the
last few years that has been my attitude. Flying any kind of airplane on a
cross country flight is expensive, but it is also a lot of fun, excitement,
with a great sense of fulfillment. It is a challenge that normal folks
don't get a chance to do and will never know. But it ain't free.
I reemphasize, using an FBO's courtesy car to go buy somebody else's fuel
reflects poorly on our small segment of aviation. Of course, by the time
you put some gas in the courtesy car and buy car gas in town, you will have
spent more money that if you had bought gas at the airport and pumped it
right out of the tank. Another reason for buying fuel out of the pump at
the airport is the safety aspect of getting good, clean, double filtered,
fresh fuel that will not let you down.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
> It will run fine, but your fuel flow rate will increase with the use of
> 100LL.
>
> Jack B. Hart FF004
Jack H:
If there is a difference in fuel burn between mogas and 100LL I never
noticed.
Only you would be able to measure the difference. ;-)
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
When you check
> out the airports on the list(s), you can see if an airport is small plane
> friendly by checking what kinds of aircraft are stored there.
> Jack B. Hart FF004
Jack H/Gang:
Worrying about "ultralight friendly and/or small airplane friendly airports"
is a waste of time.
I plan and fly my MKIII just like the a King Air or Cessna Citation pilot.
If it is not a private airport, I got all the same rights and privileges as
anyone else.
I don't think airports post signs that indicate they are small airplane
friendly. They are in business to sell fuel and fix airplanes, large,
medium, and little ones like ours.
If occasionally I do fly into an airport that is not too friendly, I use
their bathroom, get some fuel, if I need it, and keep on going.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
----- >> let me use the car (then I could go get 4 dollar premium and save
some
>> money).
>> Thanks.
>>
>> --------
>> Cristal Waters
>> Mark II Twinstar
Cristal W:
Missed the above when I read your message.
Burning permium fuel in a 503 is a waste of money. The book clearly
indicates 87 octane works great!!!
john h
mkIII
________________________________________________________________________________
| Subject: | Re: cross countrys |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The 196 is a great GPS, I have been using one for years and it has everything I
need and more. 350 is well worth the money for this Aviation GPS.
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 0950#200950
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Cross Country Dreams |
>
>
>Jack H:
>
>If there is a difference in fuel burn between mogas and 100LL I never
>noticed.
>
>Only you would be able to measure the difference. ;-)
>
John H,
If you were flying with a five gallon tank, you would notice.
Also, you get more bang for the dollar out of 87 octane than premium too.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
John Hauck wrote:
> The following is a comment I made yesterday reference fuel:
>
> "One word of advice for UL and lt plane xc flyers. Don't walk up to the FBO
> with your empty gas can, ask the FBO to use the courtesy car to go to town
> to buy fuel. The man is trying to make a living. Your airplane, two or
> four stroke will run on 100LL."
>
> John Williamson got me out of the habit of looking at the price of fuel at
> airports, whining about the price and ruining my day. He told me, "John, if
> you are going to fly and enjoy your airplane on cross country flights, don't
> look at the fuel pump, fill the tank, and go have a good time." For the
> last few years that has been my attitude. Flying any kind of airplane on a
> cross country flight is expensive, but it is also a lot of fun, excitement,
> with a great sense of fulfillment. It is a challenge that normal folks
> don't get a chance to do and will never know. But it ain't free.
>
> I reemphasize, using an FBO's courtesy car to go buy somebody else's fuel
> reflects poorly on our small segment of aviation. Of course, by the time
> you put some gas in the courtesy car and buy car gas in town, you will have
> spent more money that if you had bought gas at the airport and pumped it
> right out of the tank. Another reason for buying fuel out of the pump at
> the airport is the safety aspect of getting good, clean, double filtered,
> fresh fuel that will not let you down.
>
> john h
> mkIII
Makes sense. Better start saving up my cents.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0954#200954
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
jb92563 wrote:
> Probably a good idea to work you way up to XC flights.
>
>
I've gotten quite a bit of this kind of advice (from here, email and locally),
so I suppose I'll start out planning some 50-100 mile trips and see how that goes!
I really appreciate everyone's input and stories. What fun!
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 0979#200979
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Cross Country Dreams |
Cristal.
There is nothing wrong with walking up to the FBO with your empty gas can
and asking to use the courtesy car to go to town to buy fuel, if you
compensate the FBO for the car use and tip the difference in the fuel price.
Most FBO understand that different engines require different fuels. If the
FBO does not go for it and you need fuel, buy 100LL.
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
> John, maybe they had heard about your Sleeping habits? : )Ive not landed
> there in my Kolb, but in other planes, & assumed they would treat me no
> differently in the Kolb.
> Oh well.
>
> Jim
Jim:
They treated me fine, until closing time at 1700 Saturday. Then they kicked
me out the door and told me I was not allowed to camp overnight on the
airport. Had nothing to do with the size, speed, cost, or looks of my
airplane.
This type attitude by an airport manager always bothers me. I feel the type
of grass roots aviation I enjoy is at stake when one is not welcome to camp
out with your airplane.
There are times when schelduled commercial flights land, remain overnight,
or land and take right off again. TSA says we can not remain behind the
fence overnight. I understand this, after I was refused permission to RON
at Rock Springs, WY, for that reason.
However, last year I met John Bickham and John Williamson at Muscle Shoals,
AL. We slept on the tarmac with our airplanes while the scheduled
commercial flights landed, taxiied right past us to the terminal.
Difference in individual attitudes in different geographical locations.
Conway, AR, was not friendly, when Steven Green and I met there in May 2007
to fly to MV. However, a few miles down the road, Russellville, AR, the FBO
gave us a car and the FBO for the night. We had topped off at Conway,
explained this to the elderly gentleman, but he was happy to try and make
two guys comfortable for the night. Perhaps he too had enjoyed flying the
way Steven and I were enjoying it.
john h
mkIII
________________________________________________________________________________
| Subject: | Kolb Firestat II and Sport Pilot |
| From: | "kmccune" <kmccune(at)somtel.net> |
Kolb Firestar II
Hey my buddy bought a 80% Kolb Firestar II kit. As a sport pilot how does he transition?
My understanding is that as a sport pilot you have to be singed off
in the exact model that you are going to fly. Please let me know if this is correct
or if I'm full of it. I as because as you know there are two seats but only
one set of controls. I don't see hou you could get dual instruction in one?
Kevin
--------
Mark Twain: Twenty years from now you will be more disappointed by the things that
you didn't do than by the ones you did do. So throw off the bowlines. Sail
away from the safe harbor. Catch the trade winds in your sails. Explore. Dream.
Discover.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1026#201026
________________________________________________________________________________
| Subject: | Kolb MK III Xtra For Sale |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I hate to do this, but I am putting my 2007 Kolb MK III Xtra up for sale, AIRFRAME
ONLY for 17,000 dollars, or 36,000 flying with Rotax 912, titan exhaust, and
Warp Drive Prop. This Kolb has just about every option that can be put on
it. This plane is currently flying, never damaged, always hangared. For
the price of a MK III Xtra Kit with these options, you can buy the complete airplane.
Attached are some pictures.
--------
"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 1044#201044
Attachments:
http://forums.matronics.com//files/ultralightkolbdetailmkiiipanel02_01_2008_06_525.jpg
http://forums.matronics.com//files/ultralightmikekolb01_18_2007_2011_1_158.jpg
http://forums.matronics.com//files/ultralightaerialkolb03_13_2008_048_132.jpg
________________________________________________________________________________
| Subject: | Re: Kolb MK III Xtra For Sale |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Someone asked me why I am selling, it is because I need to build an IFR capable
airplane for the bad weather I am constantly encountering here in South Florida.
The Kolb is a wonderful VFR airplane with unmatched visibility, but I work
and cannot always chose when I fly. Attached are pictures of some of the weather
I have been encountering [Shocked]
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 1046#201046
Attachments:
http://forums.matronics.com//files/ultralightkolbaerialclouds_04_208.jpg
http://forums.matronics.com//files/ultralightkolbaerialclouds_03_169.jpg
http://forums.matronics.com//files/ultralightkolbaerialclouds_02_214.jpg
http://forums.matronics.com//files/ultralightkolbaerialclouds_01_985.jpg
________________________________________________________________________________
| From: | DAquaNut(at)AOL.COM |
| Subject: | Re: British Columbia By Kolb |
In a message dated 8/26/2008 6:42:14 P.M. Central Daylight Time,
jhauck(at)elmore.rr.com writes:
I've done 600 miles in two
days in my US, but I was 24 years younger.
John,
How much fuel capacity did you have and where did you land for fuel.
I would be interested in your account of that trip if You were so inclined.
Maybe others would be interested in more of the details also.
Ed Diebel
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Kolb MK III Xtra For Sale |
> Someone asked me why I am selling, it is because I need to build an IFR
capable airplane for the bad weather I am constantly encountering here in
South Florida. The Kolb is a wonderful VFR airplane with unmatched
visibility, but I work and cannot always chose when I fly. Attached are
pictures of some of the weather I have been encountering [Shocked]
>
> Mike
Mike B:
I looked at the photos of your weather. Looks like normal summer weather
anywhere in the SE.
That's just like summer weather at Gantt International Airport.
If you want weather, try the NW part of CONUS, or Texas, NM, UT, ID, for
that matter. We encountered a lot of bad weather on our flight west in May.
I had some hellacious weather in Mar flying to and from London, KY, from
hauck's holler, alabama.
So..........you are going to sell your VFR airplane so you can fly IFR for
pleasure???
Not me. Bad weather doesn't last that long. I flew in it for 5 days
returning from Larry Cottrell's in SE Oregon. Heck, I thought it was part
of life.
I like my flying as simple and fun as possible. When I get to the point I
can not see where I am going or the wind is blowing beyond my capabilities
or comfort zone, I find me a little strip somewhere and take a nap until it
is over.
Take care,
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: British Columbia By Kolb |
Hi Ed:
When I first started flying the US in 1984, I had the normal two go kart fu
el tanks of 1.75 gal ea, for a total of 3.5 gal. US was powered by a Cuyun
a ULII02 35 HP. First xc was to the old Tuskegee Air Base, 38 miles one wa
y. On short final at Gantt IAP the engine quit from fuel starvation.
Called Kolb in PA, told Little Mike I needed another gas tank. A few days
later it arrived and I mounted behind my head, over the engine, with Adel c
lamps. Now I had a grand total of 5.25 gal. I was illegal already Jack Ha
rt, but I charged ahead and flew to Woodville, FL, south of Tallahassee, 25
0 miles one way. I flew from Gantt IAP, AL, to Tuskegee. Topped off with
fuel and on to Hurtsboro, AL, and finally, Eufaula, AL, for more fuel. Fro
m Eufaula to Donaldsonville, GA, Quincy, FL, and Woodville, FL. Actually,
my destination was a cow pasture near Natural Bridge, east of Woodvile.
A return flight to Gantt IAP gave me a 500 sm round trip. I landed primari
ly at airports for fuel. Also landed at a country store that had a small p
asture next door.
Not too much later Kolb came up with a 6 gal tank to replace the two go kar
t tanks. This 6 gal plus the 1.75 gal in my reserve tank behind my head re
ally made cross country flying nice in the US.
Soon after, I flew back to Woodville and then up to the Antique Flyin at Th
omasville, GA, back to Woodville, and finally Gantt IAP. Total miles 600 s
m flown in two days.
I bought a little bungee cargo net that I used to secure my small bog of cl
othes and stuff under the seat to the bottom of the airframe.
I flew from 1968 to 1993, using pilotage and DED reckoning. The major diff
erence in cross country flying in the US was the lack of ability to use the
map during flight. I had to memorize my check points, headings, time, pri
or to takeoff. Fold up the map, put in on the seat, sit on it to keep it f
rom flying away, strap in and take off. Next landing, pull out the map, re
fresh and memorize my navigation, and continue on. Mag compass was my only
nav instrument. I had no radio.
You can imagine my elation when I started flying cross countries in my new
Firestar in 1987. I could fly with a map on my knee. This was great!
I flight followed with my Brother Jim, or girl friend, or my son. I still
flight follow that way on CONUS flights today.
john h
mkIII -
How much fuel capacity did you have and where did you land for fuel
. I would be interested in your account of that trip if You were so incline
d. Maybe others would be interested in more of the details also.
Ed Diebel
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Total Time unopened engine? |
Rotax guys & gals,
Please notice!
That is over 910 hours on a Rotax 447 that has NEVER BEEN
OPENED ! ! ! And still going strong.
Any other 447 Rotax drivers close to that time on a unopened engine
on the kolb list?
Gene,
On Aug 26, 2008, at 12:21 PM, TK wrote:
>
> Ellery,
>
> I too tow my FireFly on it's main gear to my airfield each time I
> fly. Great minds must think alike. :-D Beats messing with a trailer
> for the short haul, which is 1/2 mile each way. With 600 flights
> logged at 1 mile per round trip, plus numerous trips over there to
> do setup and maintenance, I bet I have the most road miles of any
> Kolb. Anyone else out there with more than 600 road miles not on a
> trailer? Next I'll have to be applying for a PA license plate!
>
> Of course flying is what it's all about and the road miles make it
> possible. 910 hr.s flight time and counting.
>
> Terry - FireFly # 95
>
>
________________________________________________________________________________
| Subject: | Re: Kolb Firestat II and Sport Pilot |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
kmccune wrote:
> Kolb Firestar II
>
> Hey my buddy bought a 80% Kolb Firestar II kit. As a sport pilot how does he
transition? My understanding is that as a sport pilot you have to be singed off
in the exact model that you are going to fly. Please let me know if this is
correct or if I'm full of it. I ask because as you know there are two seats but
only one set of controls. I don't see how you could get dual instruction in
one?
>
> Kevin
You're correct in that a sport pilot's endorsement is by category, class, make
and model (CFR 61.317). However, if he has one endorsement he can fly another
make and model as long as it is in the same set of aircraft (CFR 61.319).
Here's a link to show "set of aircraft":
http://www.faa.gov/licenses_certificates/airmen_certification/sport_pilot/media/aircraft_sets.pdf
But since his plane isn't complete he'll be given operating limitations when/if
he certificates it. It'll be up to the DAR as to how many hours must be flown
off and who can fly them.
When the DAR made my operating limitations it said a private pilot could fly off
the hours or a sport pilot (or student pilot) signed off in that make/model
(no "set of aircraft" exception). He may want to talk to his DAR about that beforehand.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1082#201082
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
cristalclear13 wrote:
>
>
> Makes sense. Better start saving up my cents.
Actually, even at $1.50 to $2 more per gallon for avgas, you're not looking at
too huge of an increase in fuel cost. i.e. if you burn 4gph, you're only down
about $8 hour more worst case scenario of $2. The delta is typically more like
1.50 but $8/hour is still a total steal for being able to fly through the air.
I also agree with John, getting gas locally pays for itself in the long run by
helping to keep the airports, FBO's and services around.
They're actually hurting pretty bad these days because the high cost of 100LL has
resulted in a fair bit of demand destruction. I keep getting my hangar rent
raised because gas sales, among other things, have gone down so much at my airport.
I normally tote auto gas in for engine-health reasons, so I'm not much help. but
I definitely still buy gas at the self-serve if I'm low even at the higher costs....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1087#201087
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: (Long) Cross Country Dreams |
Hi Cristal -
You've already gotten lots of great suggestions about making a cross-country flight.
I have done a lot of long cross countries (not long compared to John Hauck
and some of the others, but compared to most light sport/ultralight pilots.>:)
I have a Rotax 503; like you, no oil injection - I mix my own oil/gas.I also
have a very basic GPS - no airports or moving maps. Just an arrow pointing
the way,yet does show track, bearing, altitude, ETA, speed over the ground.
Anyway - you've gotten a number of suggestions regarding sites for flight planning.
As Larry Cottell can tell you, (we flew on a long cross-country last year,)
I prefer to do my flight planning by looking at sectionals and road/topo maps.
Why? Because the on-line flight planners give you point-to-point info,
and I fly IFR. Not always - but often. Why? Well, with a 2-cycle, I don't have
the absolute confidence in it that a 4-cycle, or certificated engine pilot
might have. I also think about what might happen if I go down - I want 1) to
be able to get my plane out, if it's not able to be flown out of the crash site;
2) for emergency vehicles to be able to get to me, if necessary. That means
not being too far from a road. That doesn't mean I never fly away from a road
- it just means that for purposes of flight planning I plan with following
roads in mind, and then deviate when the terrain is conducive.
With 10 gallons, and burning 5 gpm (I know, you wrote 4-5, but when fully loaded
with camping gear it might be more,) you should be able to plan 100-115 mile
legs, and that's being safely conservative - unless you run into major headwinds,
of course. If you can't find an airport with gas or a courtesy car, I've
had good success with flying around the perimeter of a small town, slowly, and
then landing nearby. So far, 100% of the time, someone will drive over to see
what this strange looking bird is. Then I ask for a ride to town for food or
gas. So far, I've never been turned down. Twice, in Nevada, far from even
a small town, I've landed as close as possible to a ranch home and asked to buy
gas. Those ranches out in the middle of nowhere usually have a 500 gal tank,
since they can't be running into town to fill up. My guess, though, is that
once you start doing your planning, you'll see how many airports there are along
your route.
A gadget that I find indispensable for flight planning is a Scalex MapWheel. It's
a nifty little instrument, battery-powered, that you run over a map or sectional
and it measures distance in miles, kilometres or nautical miles. I can
"trace" every little wiggle on the map and know exactly how many miles I'll be
flying.My GPS will show me point to point distance, but the Scalex shows you
actual distance if you're not going point to point.
I absolutely agree with the several other Kolbers who said to start with shorter
cross-countries and work your way up to your - VERY DO-ABLE - 600 mile dream
flight. There's a tired-ness factor that hasn't been mentioned yet. There's
additional stress when you've flying over new terrain far from home, and if you're
fighting a headwind or any type of turbulence, that can also be weary-ing.
Here in northwestern Oregon, we have a ready-made "first long cross-country"
flight that we recommend. It's flying from the Portland area to the EAA airshow
at Arlington, Washington. It's 250 miles (one way), over quite varied terrain.
You haven't said yet whether you'll be flying with someone/s else or not. I highly
recommend that you do, as you get acclimated to flying cross-country. It's
great to be able to discuss things both before and after each leg, as well as
in the air.
Also - are you able to do trouble shooting and field repairs yourself? This is
something else to consider if you're flying a long ways from home and by yourself.
Many of the guys on this list are great mechanics, and that can be crucial
if you have a forced landing an bend a gear leg or incur some other type of
damage. Last fall I was with 2 other light sport pilots. We landed on top of
a mesa and I had a rock go through my prop, breaking a blade, and also flattened
a tire (and crumpled the hub) in the process. I would have been in real trouble
if I'd been by myself. They flew to an airport about 30 miles away and
were able to bring back a new prop blade, tire and hub. (I was extra-ordinarily
lucky that all of that stuff was available locally.) For me, it's also a matter
of strength - or not enough of it. I'm 4'11" tall and weigh 105 lbs. I
can't lift up a gear leg or a wing by myself.
Keep doing what you're doing - asking for information. Sift through it and decide
what makes sense for you and the way you fly. Best of luck - you'll LOVE cross-country
flying. But warning - it's addictive!
Arty Trost
Maxair Drifter
Sandy, Oregon
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
--- On Tue, 8/26/08, cristalclear13 wrote:
> From: cristalclear13 <cristalclearwaters(at)juno.com>
> Subject: Kolb-List: Cross Country Dreams
> To: kolb-list(at)matronics.com
> Date: Tuesday, August 26, 2008, 10:12 AM
> "cristalclear13"
>
>
> My cross country dream for my Mark II:
> Waycross, GA to Carmi, IL
>
> Instrumentsequipment on my Mark II:
> EGT CHT ASI ALT Tach ELT - cannot fly at night or into B or
> C airspace
> handheld NAV/COM radio
> very basic etrex garmin gps (not aviation and no built-in
> map)
>
> Fuel:
> 10 gallon tank -have to mix my oil
> burn 4-5 gph
> cruise at 65-70 IAS
>
> What do you think? Only a dream? Or a possibility?
>
> --------
> Cristal Waters
> Mark II Twinstar
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 0697#200697
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Total Time unopened engine? |
Gene,
What 2 stroke oil are you using.
Denny
________________________________________________________________________________
| Subject: | Re: Kolb Firestat II and Sport Pilot |
| From: | "kmccune" <kmccune(at)somtel.net> |
If I understand what your saying and interpreting the chart correctly. If he has
a tail-wheel endorsement in say a J3,That he could fly the Kolb? Does this
also mean that he could also fly a Preceptor Pup for example, with out further
endorsement's? Sorry for my ignorance, I'm just happily building my airplane
myself ( CH 701), I still have not crossed any of these bridges myself yet.
The fly off hours are not an issue as his buddy flys for North West.
Kevin
--------
Mark Twain: Twenty years from now you will be more disappointed by the things that
you didn't do than by the ones you did do. So throw off the bowlines. Sail
away from the safe harbor. Catch the trade winds in your sails. Explore. Dream.
Discover.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1125#201125
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
lucien wrote:
>
> Actually, even at $1.50 to $2 more per gallon for avgas, you're not looking at
too huge of an increase in fuel cost. i.e. if you burn 4gph, you're only down
about $8 hour more worst case scenario of $2. The delta is typically more like
1.50 but $8/hour is still a total steal for being able to fly through the air.
>
> I also agree with John, getting gas locally pays for itself in the long run by
helping to keep the airports, FBO's and services around.
>
>
> LS
On a 10 hour trip that would add up to $80 one way, $160 round trip. I don't know
about you rich retired folks, but that's a lot of money to me. I'm one of
those type of people who would LIKE to keep the local grocery store open by giving
them my business but who has to shop at Walmart because the difference in
my total grocery bill would really hurt.
But I also understand what John is saying about having to put gas in the courtesy
car and also keeping FBOs in business.
It would also save time on such a long trip to just fill up at the airport. So
I'd have to weigh out all those things.
Why can one airport (like the very small airport of Homerville) offer gas at the
same price as auto gas (3 something) and another airport have to charge 5-6?
I would think the larger airports could charge even less since they more than
likely get more business.
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1143#201143
________________________________________________________________________________
| Subject: | Re: Kolb Firestat II and Sport Pilot |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
kmccune wrote:
> If I understand what your saying and interpreting the chart correctly. If he
has a tail-wheel endorsement in say a J3,That he could fly the Kolb? Does this
also mean that he could also fly a Preceptor Pup for example, with out further
endorsement's? Sorry for my ignorance, I'm just happily building my airplane
myself ( CH 701), I still have not crossed any of these bridges myself yet.
> The fly off hours are not an issue as his buddy flys for North West.
>
> Kevin
Your interpretation is probably as good as mine. I don't know the KCAS (Knots
Calibrated Air Speed) VH (Maximum Level Flight Speed with Continuous Power) of
those airplanes you mentioned...actually I don't know if the Kolb Firestar II
falls into the 87 category.
Here's another link that has a little more explanation of the category and design
differences (page 3):
http://www.sweeneycorp.com/LSA-SetsofAircraft.pdf
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1146#201146
________________________________________________________________________________
| Subject: | Re: (Long) Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Arty Trost wrote:
> Hi Cristal -
>
> You've already gotten lots of great suggestions about making a cross-country
flight. I have done a lot of long cross countries (not long compared to John Hauck
and some of the others, but compared to most light sport/ultralight pilots.>:)
I have a Rotax 503; like you, no oil injection - I mix my own oil/gas.I
also have a very basic GPS - no airports or moving maps. Just an arrow pointing
the way,yet does show track, bearing, altitude, ETA, speed over the ground.
>
> Anyway - you've gotten a number of suggestions regarding sites for flight planning.
As Larry Cottell can tell you, (we flew on a long cross-country last year,)
I prefer to do my flight planning by looking at sectionals and road/topo
maps. Why? Because the on-line flight planners give you point-to-point info,
and I fly IFR. Not always - but often. Why? Well, with a 2-cycle, I don't
have the absolute confidence in it that a 4-cycle, or certificated engine pilot
might have. I also think about what might happen if I go down - I want 1)
to be able to get my plane out, if it's not able to be flown out of the crash
site; 2) for emergency vehicles to be able to get to me, if necessary. That means
not being too far from a road. That doesn't mean I never fly away from a
road - it just means that for purposes of flight planning I plan with following
roads in mind, and then deviate when the terrain is conducive.
>
> With 10 gallons, and burning 5 gpm (I know, you wrote 4-5, but when fully loaded
with camping gear it might be more,) you should be able to plan 100-115 mile
legs, and that's being safely conservative - unless you run into major headwinds,
of course. If you can't find an airport with gas or a courtesy car, I've
had good success with flying around the perimeter of a small town, slowly, and
then landing nearby. So far, 100% of the time, someone will drive over to
see what this strange looking bird is. Then I ask for a ride to town for food
or gas. So far, I've never been turned down. Twice, in Nevada, far from even
a small town, I've landed as close as possible to a ranch home and asked to
buy gas. Those ranches out in the middle of nowhere usually have a 500 gal tank,
since they can't be running into town to fill up. My guess, though, is that
once you start doing your planning, you'll see how many airports there are along
your route.
>
> A gadget that I find indispensable for flight planning is a Scalex MapWheel.
It's a nifty little instrument, battery-powered, that you run over a map or sectional
and it measures distance in miles, kilometres or nautical miles. I can
"trace" every little wiggle on the map and know exactly how many miles I'll
be flying.My GPS will show me point to point distance, but the Scalex shows you
actual distance if you're not going point to point.
>
> I absolutely agree with the several other Kolbers who said to start with shorter
cross-countries and work your way up to your - VERY DO-ABLE - 600 mile dream
flight. There's a tired-ness factor that hasn't been mentioned yet. There's
additional stress when you've flying over new terrain far from home, and if
you're fighting a headwind or any type of turbulence, that can also be weary-ing.
Here in northwestern Oregon, we have a ready-made "first long cross-country"
flight that we recommend. It's flying from the Portland area to the EAA airshow
at Arlington, Washington. It's 250 miles (one way), over quite varied terrain.
>
> You haven't said yet whether you'll be flying with someone/s else or not. I highly
recommend that you do, as you get acclimated to flying cross-country. It's
great to be able to discuss things both before and after each leg, as well
as in the air.
>
> Also - are you able to do trouble shooting and field repairs yourself? This is
something else to consider if you're flying a long ways from home and by yourself.
Many of the guys on this list are great mechanics, and that can be crucial
if you have a forced landing an bend a gear leg or incur some other type of
damage. Last fall I was with 2 other light sport pilots. We landed on top
of a mesa and I had a rock go through my prop, breaking a blade, and also flattened
a tire (and crumpled the hub) in the process. I would have been in real
trouble if I'd been by myself. They flew to an airport about 30 miles away and
were able to bring back a new prop blade, tire and hub. (I was extra-ordinarily
lucky that all of that stuff was available locally.) For me, it's also a
matter of strength - or not enough of it. I'm 4'11" tall and weigh 105 lbs.
I can't lift up a gear leg or a wing by myself.
>
> Keep doing what you're doing - asking for information. Sift through it and decide
what makes sense for you and the way you fly. Best of luck - you'll LOVE
cross-country flying. But warning - it's addictive!
>
> Arty Trost
> Maxair Drifter
> Sandy, Oregon
>
>
I'm so glad to hear from you Arty and such wonderful advice. I really appreciate
it! Thanks!
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1149#201149
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Cross Country Dreams |
Greetings,
Some of my ultralight flying buddies buy their fuel at the gas station and
that is OK. My home airport is privately owned and is supported in part by
fuel sales. Every time I fuel up I buy from the airport pump after all I am
using his runway. And most important I know the fuel is good and has none of
government mandated additive junk they put in car gas.
Then there are those day I have to land at a truck stop for fuel
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: Total Time unopened engine? |
Denny,
Ask Terry. It is his plane. My record is not as good as his. In
fact I have my 618 apart at the moment for new pistons.
I'll let Terry tell you his "secret". ; )
Gene
On Aug 28, 2008, at 5:45 AM, Denny Rowe wrote:
>
>
> Gene,
> What 2 stroke oil are you using.
>
> Denny
>
>
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
cristalclear13 wrote:
>
>
> On a 10 hour trip that would add up to $80 one way, $160 round trip. I don't
know about you rich retired folks, but that's a lot of money to me. I'm one
of those type of people who would LIKE to keep the local grocery store open by
giving them my business but who has to shop at Walmart because the difference
in my total grocery bill would really hurt.
>
I'm neither rich nor retired, but even so $80 to $160 is a fairly small percentage
of the overall cost of flying 10 hours. How much did you pay for your plane
and how much is the gross cost to fly it per hour?
If you do the math, considering everything - purchase price, maintenance, overhaul
cost, fixed costs, etc., $160 will actually be a pretty small figure in it
all...
Only if you fly a very inexpensive plane will something like that make a huge difference....
>
> But I also understand what John is saying about having to put gas in the courtesy
car and also keeping FBOs in business.
> It would also save time on such a long trip to just fill up at the airport.
So I'd have to weigh out all those things.
>
> Why can one airport (like the very small airport of Homerville) offer gas at
the same price as auto gas (3 something) and another airport have to charge 5-6?
I would think the larger airports could charge even less since they more than
likely get more business.
Like John, I also don't whine (in public ;)) about the cost of gas; I consider
the extra expense in avgas when I do need to fuel up at an airport an investment
in the airports I fly to and the personnel that keep them going.
But overall, it's not that much extra considering all the other costs, like I said.
As for the prices, it's pretty much a what-the-market-will-bear type of thing.
Albuquerque Intl., for example, charges at least $1 more for 100LL than most other
airports in this area, presumeably simply because they can sell it to the
bigger iron there for that price. The smaller airports can't sell it for that
much so they have to be in line with the local competitors.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1179#201179
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: Cross Country Dreams |
The circumstances vary widely for our category. With me, the cost of
gas is about all there is to it.
I have perhaps about $13,000 in my low time MkIII with a very low
time 4 stroke on it.
I can't count the many hours of building and creating and tuning
because I am retired and don't
consider it "work" :)
Cost of hangar and airstrip: near zero (tenant farmer pays most taxes
for it)
Free A&P maintenance
Oil change every three years whether it needs it or not.
~ 2.5 gal/hr gas (it will burn just about anything that pours)
no insurance. If I total it I'll prorate the annual cost per year of
ownership.
I should be under $1000/year in a couple more years.
That leaves me resources for other pursuits in addition to flying.
BB
On 28, Aug 2008, at 9:43 AM, lucien wrote:
>
>
> cristalclear13 wrote:
>>
>>
>> On a 10 hour trip that would add up to $80 one way, $160 round
>> trip. I don't know about you rich retired folks, but that's a lot
>> of money to me. I'm one of those type of people who would LIKE to
>> keep the local grocery store open by giving them my business but
>> who has to shop at Walmart because the difference in my total
>> grocery bill would really hurt.
>>
>
>
> I'm neither rich nor retired, but even so $80 to $160 is a fairly
> small percentage of the overall cost of flying 10 hours. How much
> did you pay for your plane and how much is the gross cost to fly it
> per hour?
>
> If you do the math, considering everything - purchase price,
> maintenance, overhaul cost, fixed costs, etc., $160 will actually
> be a pretty small figure in it all...
>
> Only if you fly a very inexpensive plane will something like that
> make a huge difference....
>
>
>>
>> But I also understand what John is saying about having to put gas
>> in the courtesy car and also keeping FBOs in business.
>> It would also save time on such a long trip to just fill up at the
>> airport. So I'd have to weigh out all those things.
>>
>> Why can one airport (like the very small airport of Homerville)
>> offer gas at the same price as auto gas (3 something) and another
>> airport have to charge 5-6? I would think the larger airports
>> could charge even less since they more than likely get more business.
>
>
> Like John, I also don't whine (in public ;)) about the cost of gas;
> I consider the extra expense in avgas when I do need to fuel up at
> an airport an investment in the airports I fly to and the personnel
> that keep them going.
> But overall, it's not that much extra considering all the other
> costs, like I said.
>
> As for the prices, it's pretty much a what-the-market-will-bear
> type of thing. Albuquerque Intl., for example, charges at least $1
> more for 100LL than most other airports in this area, presumeably
> simply because they can sell it to the bigger iron there for that
> price. The smaller airports can't sell it for that much so they
> have to be in line with the local competitors.....
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 1179#201179
>
>
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: (Long) Cross Country Dreams |
Yes - that's how I meant it. I thought my next sentence made it clear - sorry
that it wasn't as clear as I thought.
Arty
--- On Thu, 8/28/08, Russ RKI Photo wrote:
> You say 'I fly IFR' -- do you mean I Follow Roads?
> Sounbds like it.
>
>
________________________________________________________________________________
| Subject: | Re: Kolb Firestat II and Sport Pilot |
| From: | "kmccune" <kmccune(at)somtel.net> |
Thanks for the help, I'll pass it on and what as it happens.
Kevin
--------
Mark Twain: Twenty years from now you will be more disappointed by the things that
you didn't do than by the ones you did do. So throw off the bowlines. Sail
away from the safe harbor. Catch the trade winds in your sails. Explore. Dream.
Discover.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1236#201236
________________________________________________________________________________
| Subject: | Re: Flying Weather |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Tryng to dodge all those windmill blades would be a lot of fun in a Kolb [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 1305#201305
________________________________________________________________________________
| Subject: | Re: Total Time unopened engine? |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
ez(at)embarqmail.com wrote:
> Denny,
> Ask Terry. It is his plane. My record is not as good as his. In fact I have
my 618 apart at the moment for new pistons.
>
>
> I'll let Terry tell you his "secret". ; )
>
>
> Gene
>
> On Aug 28, 2008, at 5:45 AM, Denny Rowe wrote:
>
> Gene,
> What 2 stroke oil are you using.
>
> Denny
>
I'll bet he is using Seafoam ....
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1322#201322
________________________________________________________________________________
| Subject: | Re: cross countrys |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
JetPilot wrote:
> The 196 is a great GPS, I have been using one for years and it has everything
I need and more. 350 is well worth the money for this Aviation GPS.
>
> Mike
I've been flying the Firestar in my backyard for years and a simple GPS is certainly
all that is needed. After buying the Kolbra, Mark German gave me a good
deal on his Garmin 196. It took some time to get used to, but it has all the airport
data that one one would need and more. It's quite a unit and makes flying
into new airports much easier with all the runway data and comm frequencies
at my fingertips.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1326#201326
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Total Time unopened engine? |
> Ralph B
> Original Firestar 447
> N91493 E-AB
> 21 years flying it
> Kolbra 912UL
> N20386
> 0 years flying it
Ralph B:
That's a long time to be flying a FS. How many hours on airframe and
engine?
Aren't you flying your Kolbra? How many airframe and engine hours on it?
I had the honor of flying your airplane a few years ago at the Kolb
Homecoming. Flies like a big ole baby. I enjoyed flying it.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Total Time unopened engine? |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
John Hauck wrote:
>
> Ralph B:
>
> That's a long time to be flying a FS. How many hours on airframe and
> engine?
>
> Aren't you flying your Kolbra? How many airframe and engine hours on it?
>
> I had the honor of flying your airplane a few years ago at the Kolb
> Homecoming. Flies like a big ole baby. I enjoyed flying it.
>
> john h
> mkIII
John and others,
I have about 26 hours flying the Kolbra. Since I still fly the Firestar, I have
to decided which one of the girls I'm taking out next. I still love my gentle
little Firestar. One thing that really bugs me about the Kolbra is the high stall
speed of 50mph (indicated) with a full load. It seems like it should be lower
than that, but I'm used to it now. I have to watch that airspeed in the turns.
I do like the weight of the machine on days that would toss the Firestar
around like a feather. I also like the reliability of the 912, however my 447
2-stroke has been good to me too.
Mark German told me that you have flown it. That is an honor. This plane is one
of the better custom-built machines with Mark's skilled workmanship. I will take
care of it.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1339#201339
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________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
WillUribe(at)aol.com wrote:
>
> Then there are those day I have to land at a truck stop for fuel
>
>
Did you land in the parking lot!? I love the look of the guy in the background
of the first picture...like "what in the world?!" [Laughing]
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1351#201351
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
Ahhh...the Wild West lives...
WillUribe(at)aol.com wrote:
> Greetings,
> Some of my ultralight flying buddies buy their fuel at the gas station and
that is OK. My home airport is privately owned and is supported in part by fuel
sales. Every time I fuel up I buy from the airport pump after all I am using
his runway. And most important I know the fuel is good and has none of
government mandated additive junk they put in car gas.
>
> Then there are those day I have to land at a truck stop for fuel
>
>
>
>
> It's only a deal if it's where you want to go. Find your travel deal here (http://information.travel.aol.com/deals?ncid=aoltrv00050000000047).
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1353#201353
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
lucien wrote:
> I'm neither rich nor retired, but even so $80 to $160 is a fairly small percentage
of the overall cost of flying 10 hours.
> LS
I was teasing about the rich, retired thing...nothing personal to anyone. No one
ever thinks they're rich anyways...there's always someone richer out there.
[Wink]
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1354#201354
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "N111KX (Kip)" <n111kx(at)mindspring.com> |
One factor in the big city is overhead. At the $5-6 price you may find a nice place
with self flushing toilets, weather computers, big screen TV's, trained line
personnel, new fuel trucks...ect. They have to attract the big wigs but they
may add a dollar here and there also...
[/quote]
Why can one airport (like the very small airport of Homerville) offer gas at the
same price as auto gas (3 something) and another airport have to charge 5-6?
I would think the larger airports could charge even less since they more than
likely get more business.[/quote]
--------
Kip
Firestar II, N111KX
Waiex, N111YX
Quickie 1, N111QX
Atlanta
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1355#201355
________________________________________________________________________________
| From: | WillUribe(at)aol.com |
| Subject: | Re: Cross Country Dreams |
Hi Cristal,
Out here in the wild west the truck stops have what looks like dirt runways
in the parking lot, that is what we use.
Regards,
Will Uribe
_Click here: Mosquito ultralight_
(http://video.google.com/videoplay?docid=1744276903990432540&hl=en)
WillUribe(at)aol.com wrote:
>
> Then there are those days I have to land at a truck stop for fuel
>
>
Did you land in the parking lot!? I love the look of the guy in the
background of the first picture...like "what in the world?!" [Laughing]
--------
Cristal Waters
Mark II Twinstar
do not archive
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Cross Country Dreams |
Hey John,
If you remember... when you were flying your Ultraster on those long cross
countries, what kind of fuel consumption did you get? Do you recall what
the rpm/airspeed is for best range?
-Dana
--
The early bird catches the worm, but it's the second mouse that gets the
cheese.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Cross Country Dreams |
> If you remember... when you were flying your Ultraster on those long
cross
> countries, what kind of fuel consumption did you get? Do you recall what
> the rpm/airspeed is for best range?
>
> -Dana
Morning Dana:
I flew the Cuyuna ULII02, as well as Rotax 2 strokes, 5,800 rpm. To me,
this is where the engines and airplanes wanted to be, the sweet spot.
Only way to know what your engine is going to burn on a xc is fly at least a
one hour leg. Start with full tanks and top them off when you land at the
next airport.
Here's what they burned at cruise, which is much different from fuel burn
flying around the patch:
ULII02 - 3.5 to 3.75 gph
447 - Same
582 - 5 to 5.5 gph
912 - 4 gph
912uls 5 gph
I have been more interested in cruise speed than range. Also where the
engines and aircraft feel best.
IIRC the US cruised at 65 mph.
FS about the same.
MKIII 80 to 85 mph depending on how I am loaded.
Also remember, these figures are based on a fully loaded airplane, not
empty.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Total Time unopened engine? |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
> Ralph B:
>
> That's a long time to be flying a FS. How many hours on airframe and
> engine?
>
> john h
> mkIII
John,
I have about 870 hours on the Firestar airframe and about 420 hours on the 2nd
engine. The Firestar came with a Rotax 377 and I got a good deal on a new 447
that I have been flying with for the last 9 years ($1500).
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
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________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Cross Country Dreams |
Hi John,
The GPH sounds about right for the ULII02... though I don't think I'm
getting anywhere near 65mph at 5800 rpm. Range is a concern to me because
here in New England, airports with fuel (and even landable fields!) are a
considerable distance apart. XC flying requires a study of Google Earth,
and non direct routes to avoid flying over too much unlandable forest.
-Dana
At 09:16 AM 8/29/2008, John Hauck wrote:
>I flew the Cuyuna ULII02, as well as Rotax 2 strokes, 5,800 rpm. To me,
>this is where the engines and airplanes wanted to be, the sweet spot.
>
>Only way to know what your engine is going to burn on a xc is fly at least
>a one hour leg. Start with full tanks and top them off when you land at
>the next airport.
>
>Here's what they burned at cruise, which is much different from fuel burn
>flying around the patch:
>
>ULII02 - 3.5 to 3.75 gph
>
>447 - Same
>
>582 - 5 to 5.5 gph
>
>912 - 4 gph
>
>912uls 5 gph
>
>I have been more interested in cruise speed than range. Also where the
>engines and aircraft feel best.
>
>IIRC the US cruised at 65 mph.
>
>FS about the same.
>
>MKIII 80 to 85 mph depending on how I am loaded.
>
>Also remember, these figures are based on a fully loaded airplane, not empty.
>
>Take care,
>
>john h
>mkIII
>
>
--
The most important and least understood aspect of life in America is
stupidity.
-- F.Zappa
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "cristalclear13" <cristalclearwaters(at)juno.com> |
Well, I appreciate everyone's input and advice. I am leaving now for my long drive
to Carmi...through Atlanta and Nashville traffic. I know I'll be sitting
there wishing I was flying but perhaps next time...when it's cooler and when
there aren't hoards of tropical storms headed our way.
But all that driving will give me time to daydream about planning my first "shorter"
long cross country in my Kolb...perhaps toward the Atlantic beaches...Jekyll
Island...Fernandina...Cumberland Island. :)
--------
Cristal Waters
Mark II Twinstar
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1463#201463
________________________________________________________________________________
| Subject: | Re: Cross Country Dreams |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
cristalclear13 wrote:
> Well, I appreciate everyone's input and advice. I am leaving now for my long
drive to Carmi...through Atlanta and Nashville traffic. I know I'll be sitting
there wishing I was flying but perhaps next time...when it's cooler and when
there aren't hoards of tropical storms headed our way.
>
> But all that driving will give me time to daydream about planning my first "shorter"
long cross country in my Kolb...perhaps toward the Atlantic beaches...Jekyll
Island...Fernandina...Cumberland Island. :)
One nice thing about flying our type of planes is that what is a short hop in the
big iron can be a pretty decent xcountry trip in ours.
Back in TX, for example, I flew my FS II from my home airport to a flyin in New
Braunfels, TX, about a 20 to 30NM trip IIRC. But it seemed like the 60+ milers
I used to do in the GA planes I flew back in my former life as a GA pilot.
Very enjoyable, just my simple rag/tube Kolb and the 503 screamer on top taking
me all the way over to another airport.... I think it was about 1/2 hour each
way, can't remember offhand, but plenty of time to enjoy the slow change of scenery.
So it's still quite a fun time even on short trips.
LS
--------
LS
Titan II SS
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________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Total Time unopened engine? |
> I have about 870 hours on the Firestar airframe and about 420 hours on
the 2nd engine. The Firestar came with a Rotax 377 and I got a good deal on
a new 447 that I have been flying with for the last 9 years ($1500).
>
> Ralph B
Ralph:
That's high time on your FS.
I had 755.6 hours on mine when I totalled it.
First flew July 1987. Totalled 11 Mar 1990. During that 32 month period,
my FS was down for rebuild and modification 10 months. I was flying a lot
more back then than I do now.
I definitely miss flying my FS. It was a part of me, or I was a part of it.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Total Time unopened engine? |
| From: | "olendorf" <olendorf(at)gmail.com> |
Hey Ralph,
You are far more of an expert then myself but I do have some experience in this
case. You should test your fuel tank for strength. When my tank had a nice golden
patina like yours does I was able to push my thumb right through it. Try
it in the top corner and see if it goes through. New tanks from Kolb are reasonably
priced.
I didn't suspect that mine was so brittle until the gas cap snapped in half.
Happy flying.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
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http://forums.matronics.com/viewtopic.php?p 1480#201480
________________________________________________________________________________
| Subject: | Re: Total Time unopened engine? |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
olendorf wrote:
> Hey Ralph,
>
> You are far more of an expert then myself but I do have some experience in this
case. You should test your fuel tank for strength. When my tank had a nice
golden patina like yours does I was able to push my thumb right through it.
Try it in the top corner and see if it goes through. New tanks from Kolb are
reasonably priced.
>
> I didn't suspect that mine was so brittle until the gas cap snapped in half.
>
> Happy flying.
Thanks for your concern. I replaced the main fuel tank a few years ago. Once thing
nice about leaving the rear covering off the cage is that it's easy to replace.
Ralph B
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
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________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Kolb List: cross country dreams |
Cristal- Another handy tool is to go to MSN.com and click on "maps and dire
ctions".- You can use the aerial photos, and then go to "birds eye", and
also rotate the photos.- Do not use the "3D" option, as it takes so much
computer power it will eat your computer.- The photos are much better tha
n anything else I've seen.- It-makes it real easy to see a strange airf
ield from the air, and from several angles.- You could also pick out visu
al landmarks from the air.
-
-------------------------
--------------------- Bill Sulliv
an
________________________________________________________________________________
| From: | John Tempest <john.tempest(at)basf.com> |
Hey yall,
Does anyone happen to have the VHS instructional video made for
the Garmin 295? I'm trying to get familiar with mine and I was hoping the
video might help me along. The instruction manual seems to have been
written with the assumption that you've owned and are familiar with all
previous Garmin models.If anyone has any leads on where I can pick up a
used one cheap, I'd really appreciate it. Thanks, John
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: Garmin 295 VHS |
At 08:43 AM 8/30/2008, you wrote:
>Hey yall,
> Does anyone happen to have the VHS instructional video made
> for the Garmin 295? I'm trying to get familiar with mine and I was
> hoping the video might help me along. The instruction manual seems
> to have been written with the assumption that you've owned and are
> familiar with all previous Garmin models.If anyone has any leads on
> where I can pick up a used one cheap, I'd really appreciate it. Thanks, John
Here's the manual online.
http://www8.garmin.com/manuals/GPSMAP295_PilotsGuide.pdf
Didn't know they had a video. I just had to play with mine enough to
be able to remember how to use it in the plane.
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Cross Country Dreams |
If you were flying with a five gallon tank, you would notice.>
How you guys go on about the price of fuel! If you were buying 1000 gallons
I could understand it but for the amount that the average ultralighter uses
in a year the differenc between one price and another wouldn`t buy a good
meal..
We fly for fun, and the odd $100 hamburger doesn`t figure. Its not the
hamburger its the fun of flying somewhere to get it that makes it worth
while. How can you put a price on fun?
Pay up and stop moaning. Pity we couldn`t buy it and put it in store, it
will seem bloody cheap in 10 years time.
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Cross Country Dreams |
Is there a guide anywhere that tells what airports are ultralight-friendly?
>>
I am surprised that you are still having this problem.
In the UK there was strong feeling against UL`s when things started out but
the picture has now changed completely. UL`s are welcomed almost everywhere.
I think this has come about because the fraternity is no longer seen as
bikers of the skies but fly responsibly and are pretty much up to speed with
airport procedures.
Of course if you want to fly in to Heathrow......
Cheers
Pat
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | 447 and dual ignition |
Hi all you Kolbers , I am doing some thinking on how I will Power the Firef
ly I am building ,I built a Firestar KXP and flew it 490 hrs without ever h
aving the head off ! When I was building it in 1991 there was talk of a wei
ght increase coming down so I said it will probably be legal by the time I
finish so lets go with the 503 with dual ignition , it was fat and the law
didn't change but nobody I ran into seamed to care. My question is , why ha
s nobody come up with dual ignition for the 447? Is it because the heads ar
e too small? the bore is only a few mm smaller . Does anyone have a reason
it wont work ? Thank you- Chris=0A=0A=0A
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 10:42 PM 8/19/2008, you wrote:
>
>That was a short ride.
>
>BB
>
>(but then we didn't have to pay disney :)
Here's a longer one. The clouds were nice today.
I should put the camera where you can see the Altitude indicator on the EIS.
The airspeed didn't seem to go up much - stayed less then 70 mph even
pulling out.
Here's one going done the side of one of the 3,000 ft. thick cloud...was
afraid to hold it all the way to the bottom. It would have take 7 or 8 turns.
http://video.google.com/videoplay?docid=6787107193246239411&hl=en
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: 447 and dual ignition |
At 05:32 PM 8/31/2008, you wrote:
>Hi all you Kolbers , I am doing some thinking on how I will Power
>the Firefly I am building ,I built a Firestar KXP and flew it 490
>hrs without ever having the head off ! When I was building it in
>1991 there was talk of a weight increase coming down so I said it
>will probably be legal by the time I finish so lets go with the 503
>with dual ignition , it was fat and the law didn't change but nobody
>I ran into seamed to care. My question is , why has nobody come up
>with dual ignition for the 447? Is it because the heads are too
>small? the bore is only a few mm smaller . Does anyone have a reason
>it wont work ? Thank you Chris
They did on the "after market" but the 477 isn't that much lighter than a 503.
Then you've got to decide about dual carbs, etc. Besides they
don't sell 447's anymore.
Now ......the original 377 (we had one 1985 - I think) was supposed
to meet the Ultralight specs, but it really didn't either
unless you used spay paint on the wings & didn't add brakes &
instruments - stuff like that.
It flew really nice though - like a feather and lasted 15 years!
Belonged to Greg Elliot (An Original Possum)
But then you've got a five rib, bare bones, true Ultralight - maybe
.....if your Jack Hart.
They're all fat, except for Jack's of course.
Maybe you could find a 377 that has been stored in oil all these years?
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: 447 and dual ignition |
>
>Now ......the original 377 (we had one 1985 - I think) was supposed
>to meet the Ultralight specs, but it really didn't either
>unless you used spay paint on the wings & didn't add brakes &
>instruments - stuff like that.
>It flew really nice though - like a feather and lasted 15 years!
>Belonged to Greg Elliot (An Original Possum)
>
>Maybe you could find a 377 that has been stored in oil all these years?
Here's a picture of Greg's old 377 Firestar - back when Jimmy Buffet had hair.
He's the one "flapping his wings" - I'm taken the pictures.
http://video.google.com/videoplay?docid=8138441391455398603&q=source:012068733856177615188&hl=en
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
very pretty. It would be interesting to see if you would reach a
stabilized descent.
Looked ok from MY chair.
BB
On 31, Aug 2008, at 6:15 PM, possums wrote:
> At 10:42 PM 8/19/2008, you wrote:
>>
>> That was a short ride.
>>
>> BB
>>
>> (but then we didn't have to pay disney :)
>
> Here's a longer one. The clouds were nice today.
> I should put the camera where you can see the Altitude indicator on
> the EIS.
>
> The airspeed didn't seem to go up much - stayed less then 70 mph
> even pulling out.
>
> Here's one going done the side of one of the 3,000 ft. thick
> cloud...was
> afraid to hold it all the way to the bottom. It would have take 7
> or 8 turns.
>
>
> http://video.google.com/videoplay?docid=6787107193246239411&hl=en
>
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: 447 and dual ignition |
Possum , Are you joking with me " they dont make 447s any more" Kolb is sel
ling " the only legal ultra light- with the447"that I bought .please say
that isnt so . Chris=0A=0A=0A=0A----- Original Message ----=0AFrom: possums
=0ATo: kolb-list(at)matronics.com=0ASent: Sunday, August 3
1, 2008 6:50:10 PM=0ASubject: Re: Kolb-List: 447 and dual ignition=0A=0A-->
Kolb-List message posted by: possums =0A=0AAt 05:32
PM 8/31/2008, you wrote:=0A>Hi all you Kolbers , I am doing some thinking
on how I will Power =0A>the Firefly I am building ,I built a Firestar KXP a
nd flew it 490 =0A>hrs without ever having the head off ! When I was buildi
ng it in =0A>1991 there was talk of a weight increase coming down so I said
it =0A>will probably be legal by the time I finish so lets go with the 503
=0A>with dual ignition , it was fat and the law didn't change but nobody
=0A>I ran into seamed to care. My question is , why has nobody come up =0A>
with dual ignition for the 447? Is it because the heads are too =0A>small?
the bore is only a few mm smaller . Does anyone have a reason =0A>it wont w
ork ? Thank you- Chris=0A=0AThey did on the "after market"- but the 477
isn't that much lighter than a 503.=0AThen you've got to decide about dual
carbs, etc. Besides they =0Adon't- sell 447's anymore.=0ANow ......the o
riginal 377 (we had one 1985 - I think) was supposed =0Ato meet the Ultrali
ght specs, but it really didn't either=0Aunless you used spay paint on the
wings & didn't add brakes & =0Ainstruments - stuff like that.=0AIt flew rea
lly nice though - like a feather and lasted 15 years! =0ABelonged to Greg E
lliot (An Original Possum)=0ABut then you've got a five rib, bare bones, tr
ue Ultralight - maybe =0A.....if your Jack Hart.=0AThey're all fat, except
for Jack's of course.=0AMaybe you could find a 377 that has been stored in
-========================
============0A=0A=0A
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 07:12 PM 8/31/2008, you wrote:
>very pretty. It would be interesting to see if you would reach a
>stabilized descent.
>Looked ok from MY chair.
>BB
Well,,,,,,,,,,,,, it get's your old heart pumping from where I was sitting.
But a stabilized decent is one way to get through a cloud layer
if your ever stuck on top & the holes close in on you. Been there before.
Radioed the FBO & found out that the cloud base was 1,500 feet AGL
Going home from a trip, but how do you get down thru the clouds from
4,000 feet?
It is really hard to just fly down through 2 or 3,000 ft of "White out".
In fact, it kind of makes you sick at you stomach because it takes so
long and I bet you would not know if you're turning, flying straight or
upside down after 60 seconds. At least this way I know where I am going,
as long as I've got someone to tell me what it's like when I get there.
Have to try it next time I get in trouble.
________________________________________________________________________________
| From: | Russ RKI Photo <russ(at)rkiphoto.com> |
Possums, good advice.
IIRC the early Airmail pilots were taught to spin down thru the
clouds if caught above. Even if they had to hit the ground while
still in a spin, vertical speed was low. They might be dizzy, but
would likely live.
On Aug 31, 2008, at 7:37 PM, possums wrote:
>
> At 07:12 PM 8/31/2008, you wrote:
>> very pretty. It would be interesting to see if you would reach a
>> stabilized descent.
>> Looked ok from MY chair.
>> BB
>
> Well,,,,,,,,,,,,, it get's your old heart pumping from where I was
> sitting.
>
> But a stabilized decent is one way to get through a cloud layer
> if your ever stuck on top & the holes close in on you. Been there
> before.
> Radioed the FBO & found out that the cloud base was 1,500 feet AGL
> Going home from a trip, but how do you get down thru the clouds
> from 4,000 feet?
> It is really hard to just fly down through 2 or 3,000 ft of "White
> out".
> In fact, it kind of makes you sick at you stomach because it takes so
> long and I bet you would not know if you're turning, flying
> straight or
> upside down after 60 seconds. At least this way I know where I am
> going,
> as long as I've got someone to tell me what it's like when I get
> there.
> Have to try it next time I get in trouble.
>
>
________________________________________________________________________________
| From: | "Larry Cottrell" <lcottrell(at)fmtcblue.com> |
=======AVGMAIL-48BB3B020000=======--
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> IIRC the early Airmail pilots were taught to spin down thru the
> clouds if caught above. Even if they had to hit the ground while still in
> a spin, vertical speed was low. They might be dizzy, but would likely
> live.
Russ K:
If you are the least bit inclined to believe that BS, we'll let you do the
first demonstration when your get you new airplane.
One of the easiest hazards to get sucked into and one of the most difficult,
at times, to get out of.
Took off at 1906 hours tonight. Sunset was 1912. Not a breath of air
moving. Knew there was a line of thunderstorms south of Gantt IAP. What I
didn't know was how fast they were moving north. Got a 5 minute flight.
Got it on the ground before the storm hit. Got out the gate and got it shut
before I got drenched. Was fun taking off, bouncing around a little, and
landing. My little mkIII sure flies good, even without bristles on its
back. ;-)
john h
mkIII - 2,855.5 hours
912uls - 287.0 hours
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
Larry what does AVGMAIL-48BB3B020000--- Mean??????? Chris=0A=0A=0A=0A
----- Original Message ----=0AFrom: Larry Cottrell <lcottrell(at)fmtcblue.com>
=0ATo: kolb-list(at)matronics.com=0ASent: Sunday, August 31, 2008 8:44:50 PM
=0ASubject: Kolb-List: 447=0A=0A=======AVGMAIL-48BB3B020000
=======--=0A=0A=0A
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
taught to spin down thru the > clouds if caught above.>>
Hi Russ,
I don`t think I will buy that. Certainly when I flew gliders spinning down
through clouds was not unusual. In the UK we regularly climbed up through
clouds because when the rising thermal changes in to water droplets (clouds)
there is a release of energy which can boost your glider way up. Cloudflying
was not allowed in gliders on the Continent so in international Competitions
we werre not allowed to do it either.
Gliders in those days were fitted with speed limiting, drag inducing wing
brakes so that even if you lost it in cloud we could just pull the brakes
and you knew you wouldn`t break up from overspeeding.
Of course on a good gliding day in the UK you were very unlikely not to have
a good space between cloudbase and the hard stuff..
Cheers
Pat
________________________________________________________________________________
| From: | "Aaron Gustafson" <agustafson(at)chartermi.net> |
I'm still looking for a MK-3C fiberglass nose. Damaged is OK. Just
something to start a repair from so I don't have to build a mold. Aaron
Gustafson
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: 447 and dual ignition |
At 07:33 PM 8/31/2008, you wrote:
>Possum , Are you joking with me " they dont make 447s any more" Kolb
>is selling " the only legal ultra light with the447"that I bought
>.please say that isnt so . Chris
>
Sorry,
I read that the Rotax 447, it is no longer in production.
I'm sure the dealers are still selling them.
They are still on the Rotax Website.
So may that was also wrong.
________________________________________________________________________________
| Subject: | Re: 447 and dual ignition |
| From: | "lucien" <lstavenhagen(at)hotmail.com> |
[quote="Possums"]At 07:33 PM 8/31/2008, you wrote:
> Possum , Are you joking with me " they dont make 447s any more" Kolb is selling
" the only legal ultra light with the447"that I bought .please say that isnt
so . Chris
>
>
Sorry,
I read that the Rotax 447, it is no longer in production.
I'm sure the dealers are still selling them.
They are still on the Rotax Website.
So may that was also wrong.
> [b]
Uh oh - where did you read that?
I suppose a call to a dealer is in order to get the scoop. Bad news if so....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1959#201959
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: 447 and dual ignition |
>
> Sorry,
> I read that the Rotax 447, it is no longer in production.
> I'm sure the dealers are still selling them.
> They are still on the Rotax Website.
> So may that was also wrong.
>
>
> > [b]
>
>
>Uh oh - where did you read that?
>
>I suppose a call to a dealer is in order to get the scoop. Bad news if so....
>
>LS
>
>--------
>LS
>Titan II SS
One of the "Max Newsletters" so it probably isn't true.
Might want to ask your dealer though.
"Even though 13MAX is now N83HL, I am still 100% an ultralighter.
The conversion was done for several reasons, such as
exceeding 103 weight with all the various mostly safety goodies
that were installed. The 447, which may go out of production
this year, exceeds the 30 hp limit of AC 103-7."
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Bent elevator trailing edges |
Kolbers,
Just pulled my Mk-3 out of the hanger with the tail folded, I picked it
up too high catching both elevator trailing edges on the top of the door
frame between the last two ribs.
Now I have two bent elevator trailing edges. I am desperate for good
suggestions of how to straighten them without fabric removal.
Thinking that maybe I could drill a rivet hole on the bottom and use a
stap to pull it straight and maybe install a small trim tab under each
elevator using my rivet hole as one of the mounting holes? This would
place the tabs on the outboard side of each elevator.
Suggestions please!!!
Denny Rowe, N616DR
________________________________________________________________________________
| Subject: | Re: Bent elevator trailing edges |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Get a piece of Safety Wire, and poke it through the fabric so that it loops around
the trailing edge tube at the bend, then pull it straight. This way you
don't need to drill or remove any material from the area with the bend, and you
are only left with two pinhole sized holes in the fabric.
You would still have to hold the bent tubes straight, maybe a very small piece
of angle aluminum riveted to the bent tubes would work.
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 1965#201965
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: Bent elevator trailing edges |
Denny R:
If it were my problem, I'd use .032 or .040 safety wire to make an attachme
nt in the center of the bent trailing edge tube. Bend the wire, with a sha
rp point on it, to penetrate the fabric on top next to the tube, and out th
e bottom staying right up next to the trailing edge tube. You may want to
use a couple two or three strands to insure you have enough strength to mak
e a good pull. If it works, the two tiny holes in the fabric can be covere
d up with a nice little sticker, or packing tape that can be painted with a
brush and aerothane or polytone.
Now you have an attachment to pull with. In order to get the fabric taut a
gain, you will probably have to pull over center. Whether you can do that
or not, I don't know, but if it were mine, I'd give it a shot.
I have used this method to pull wing rib tubes back into column under fabri
c.
john h
mkIII
Now I have two bent elevator trailing edges. I am desperate for good su
ggestions of how to straighten them without fabric removal.
Denny Rowe, N616DR
________________________________________________________________________________
| Subject: | Re: 447 and dual ignition |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I was also told that the 447 was out of production, although I never checked the
information... A call to a rotax dealer could confirm this real quick.
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 1967#201967
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
John Hauck wrote:
>
> Took off at 1906 hours tonight. Sunset was 1912. Not a breath of air
> moving. Knew there was a line of thunderstorms south of Gantt IAP. What I
> didn't know was how fast they were moving north. Got a 5 minute flight.
> Got it on the ground before the storm hit. Got out the gate and got it shut
> before I got drenched. Was fun taking off, bouncing around a little, and
> landing. My little mkIII sure flies good, even without bristles on its
> back. ;-)
>
> john h mkIII - 2,855.5 hours
> 912uls - 287.0 hours
>
Someone needs to send John a video camera to mount to his Kolb. I would have loved
to see the storms and lightning from Johns plane as he got chased back to
the field ! Even some still pictures would have been neat, John, no more
flying without your camera [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 1971#201971
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Bent elevator trailing edges GOT IT :-) |
Mike, John everyone,
Thanks for the good ideas.
After I wrote my request and let my blood pressure return below 120 psi,
Linda and I backed it up against an open hanger door and put a rag
between the door and the tip rib, I than sunk a digging bar into the
ground behind the second rib and wrapped a rag around the bar where it
touched the second rib.
Linda held the bar and the tail against the door while I set down with
my foot against the bar and pulled the trailing edge straight with a
pair of Channel Lock pliers with a folded rag protecting the fabric.
Had the jaws set so the tube could not slip through them and it worked
pretty dang good.
Was totally her idea as I was worried about tearing up the fabric. Got
a few new scuffs but not resl bad at all.
Whew. back to work on the fuel system.
Denny
----- Original Message -----
From: John Hauck
To: kolb-list(at)matronics.com
Sent: Monday, September 01, 2008 11:45 AM
Subject: Re: Kolb-List: Bent elevator trailing edges
Denny R:
If it were my problem, I'd use .032 or ..040 safety wire to make an
attachment in the center of the bent trailing edge tube. Bend the wire,
with a sharp point on it, to penetrate the fabric on top next to the
tube, and out the bottom staying right up next to the trailing edge
tube. You may want to use a couple two or three strands to insure you
have enough strength to make a good pull. If it works, the two tiny
holes in the fabric can be covered up with a nice little sticker, or
packing tape that can be painted with a brush and aerothane or polytone.
Now you have an attachment to pull with. In order to get the fabric
taut again, you will probably have to pull over center. Whether you can
do that or not, I don't know, but if it were mine, I'd give it a shot.
I have used this method to pull wing rib tubes back into column under
fabric.
john h
mkIII
Now I have two bent elevator trailing edges. I am desperate for
good suggestions of how to straighten them without fabric removal.
Denny Rowe, N616DR
-------------------------------------------------------------------------
-----
Checked by AVG - http://www.avg.com
9/1/2008 7:19 AM
________________________________________________________________________________
| Subject: | Re: info from course on rotax 2 stroke engine |
Hi gang,
while doing a google for info on compression on a rotax 503 I ran into this
info taught at a 2 stroke engine class. I found it interesting and am passi
ng
it on to the group. Have been doing lots of flying and the Kolb firestar
is a fun thing for a old man. Hope to see you all at the Kolb homecomming
...
Jswan firestar ll michigan
=9CThe weakness of the two-stroke engine is air temperature and air
density=9D
Rotax has identified 16 reasons for engine failures on two-stroke engines.
Every one has been the subject of a Service Bulletin from Rotax to correct
these or to educate the operators. These are:
1. 1. The Inertia Moment of the Propeller exceeding the capabilit
y
of the engine. Addressed by a Service Instruction on how to select a
propeller SI 11 UL 91. Ensure your prop does not exceed 3000 kg-cm2 or 1025
lb-in2.
2. 2. Contaminated Fuel =93 Usually due to water, bugs or d
ust. All
of these normally get into the fuel system via air transmission.
3. 3. Storage And Aging Of Fuel =93 No fuel should be used
if it is
more than three weeks old. Mixing with newer fuel, however, can extend the
life of older fuel. A maximum content of 5% alcohol is acceptable. Alcohol
causes the oil to separate and not do its job as effectively. Alcohol also
absorbs water, which can cause corrosion.
4. 4. Fuel Pressure And Carb Venting =93 The fuel supply li
ne must
be <11 feet in length. The fuel pump pulse line must be <11 inches in lengt
h
and as short as possible to increase effectiveness. The pulse line must be
very rigid and not capable of being compressed to collapse by the fingers.
The
fuel pump diaphragms should be checked annually for deformation. The
deformation must be less than 200% of the diaphragm thickness. The diaphrag
ms are made
of Mylar and are subject to deformation from both use and aging. The carb
vent lines should be a 1800 line with four drilled holes. The holes must tot
al
twice the diameter of the vent tube.
5. 5. Calibration of the Carburetors and the Jets =93 To ad
just the
air idle screw properly screw it in to the bottom of travel (be careful not
to turn it beyond the point of just touching the bottom to ensure it doesn
=99t
become damaged by over-tightening). Back it out =C2=BD turn for rough adjus
tment.
This should give 850 =93 9500F idle EGT. Backing the screw out makes
the idle
leaner. Permissible adjustment of the Rotax 503 is + =C2=BC turn. Movement
of 1/8 of
a turn should give a change of 500F.
6. 6. The Type of Air Filter and the Maintenance Done to It
=93
Ensure the right type of K&N filter is installed. If the filter has <50% li
ght
visible then it is still serviceable. The filter must be serviced with the
K&N
filter service kit. The oil applied not only makes the filter work correctl
y
but also helps prevent carb icing, by keeping moisture out.
7. 7. The Brand of Oil Used =93 The oil is critical to prev
enting
wear in the engine. Use no-ash oil. Do not use fully synthetic oil, use a
mineral-based oil instead. Recommended is the Sinto Racing Performa Two-Str
oke
engine oil. Gearbox oil recommended is the ANSoil 75W140 Synthetic Gear Lub
e.
8. 8. Engine Mount and Cowling Blocking Air =93 The install
ation
must allow free flow of air through the engine.
9. 9. Any Inappropriate Cooling System Installed =93 There
have been
many problems with adapting automotive or other radiators for the Rotax
liquid cooled engines. These are not designed for the same purpose.
10.10. Insufficient Time For Engine Warm-Up =93 To a
void cold
seizures on take-off, air-cooled engines require 8 minutes of warm up and a
CHT of not less than 2500F
11.11. Engine Mount Design =93 Ensure that the engin
e mount
does effectively reduce vibration.
12.12. Improper Monitoring of Engine Systems =93 Usi
ng the
wrong engine instruments or not using engine instruments at all to monitor
the
health of the engine.
13.13. Exhaust System =93 Modification or leaking sy
stem. The
exhaust system is a tuned system and it must be installed right and work
right to enable to engine to produce any power at all.
14.14. Corrosion prevention =93 Follow the Rotax
recommendations regarding engine corrosion prevention and preservation. Use
the choke to
stop the engine on the last flight of each day to ensure a good coating of
oil is deposited in the crankcase. Block the intake and exhaust anytime the
aircraft is not flying.
15.15. Maintenance Schedule =93 You need a comprehen
sive
maintenance schedule to ensure that all the correct items are taken care of
when
they need to be done. This cannot be done by memory.
16.16. Preflight Inspection =93 Before every flight
do a
preflight inspection to look for problems. The inspection at the beginning
of the
day should be more extensive.
Other Maintenance Notes
Compression Test =93 if conducting a compression test there should b
e a
maximum of 10% difference between cylinders. Cylinders normally average 120
lbs.
90 lbs is the minimum.
Setting the Idle With Dual Carbs =93 The large screw on the car
b is the
idle speed adjustment. Verify the height of the slider with a drill bit
=93
must be the same height. Idle should be set to 2000-2200 rpm. Both sliders
must
reach the top of the opening at the same time. Use the cable screw adjustme
nt
to achieve this. The cable should have 1/16=9D slack at idle. To ensu
re both
sliders are closed.
The idle adjustment needs doing often due to wear and cable stretch. Start
by adjusting the idle =93 move the screw in until first slider moveme
nt, then
increase one full turn. Then check the full throttle adjustment.
Next adjust while running, using EGT as a guide.
At full power the EGT should indicate 1050 =93 11000F, but not lower
than
10000F and not over 12000F.
The engine runs with an EGT hotspot between 4100-4600 rpm by design. The
ideal value (temperature) for this range is 11000F - 12000F, but not above
12000F, of course! Adjust using the jet needle. Each notch on the needle is
500F
warmer (moving up the needle) or cooler (moving down).
On the Rotax 503 the difference between cylinders should be <500F. Check
this with a vacuum gauge or by EGT once the idle is set. Then adjust to
eliminate the EGT differential at cruise with adjustment to the cable screw
.
Silencing Options
The Rotax intake silencer will reduce horsepower by about 2-3%, while the
after muffler will not cost any power. The total noise reduction possible i
s
about 20% from both of these. The intake silencer makes a bigger difference
in
total noise while the after muffler clips the peaks on the exhaust pulses i
n
the noise output. The intake silencer and the after muffler can be installe
d
independently.
EGT Probes
The EGT probe fittings in the Rotax exhaust manifold are actually at the
hottest place in the exhaust system. This is due to the fact that the hot
exhaust keeps burning after it leaves the cylinder.
EGT probes should be set to the same height to ensure that they give the
same readings.
Carb Installation
The carbs are designed to angle slightly down when viewed from the side. If
they don=99t do this then the intake manifold needs removing and reve
rsing. The
down-angle is to prevent flooding of the carbs. The rubber carb mounting
sockets are actually vibration isolation for the carbs to help prevent foam
ing
in the float chambers.
Spark Plugs
The correct spark plugs for the upright Rotax 503 are the BR8ES plugs. Use
the ones with the solid core, not the spring core, as these ones do not ret
ain
the spark plug lead caps!
Do not clean spark plus =93 replace them.
The spark advance is set to 40 advance at idle and 260 at full power. If th
e
spark timing is out by more than 0.004=9D then the crankshaft is bent
and
requires replacing.
Spark plugs should be installed with Permatex 22064 Dielectric Tune-Up
Grease to prevent seizing.
Do not turn over the engine without all sparkplugs grounded, to prevent
damage to the diodes in the dual electronic ignition units.
Regulator/Rectifier
The small regulator/rectifier requires a minimum 1A load to operate. This
can be achieved by the use of a light.
Rotax 503 Fan Belt
The fan belt needs checking regularly as per the maintenance schedule. The
central retaining nut should be safetied with Locktite 221/222 (Purple).
The fan can only be safely removed with the special tool available from
Rotax. The fan shims are stored behind the pulley, on the fan shaft.
Exhaust System
Exhaust system springs should not touch the exhaust pipes, as that will
prevent them from doing their job. The spring brackets can be bent to raise
them
to ensure that the springs clear the pipes.
The springs should be lockwired to prevent loss of the springs and ensuing
prop damage in pusher installations. The lockwire should be loose enough to
allow the springs to move. Use a screwdriver under the lockwire when instal
ling
it to ensure that the wire is loose. Use a bead of hi-temp silicone on the
springs to absorb vibrations and also to help retain any parts should the
springs break.
There are two spring lengths available from Rotax. Springs can be stretched
if required to fit. A proper spring fit means that the springs should only
be
stretched with a pull of 1/8 =93 =C2=BC=9D on installation.
The exhaust manifolds should be mounted with just two screws even though
there are four holes. This is to allow flexing in the system due to
thermo-expansion.
Apply anti-seize compound to the exhaust ball joints every ten hours on a
new installation for the first 40 hours to ensure a good application.
CHT Probes
The CHT probes should be routed under the cowling and then in between the
fins to provide the most secure routing.
=9CB=9D Gearbox
The =9CB=9D Gearbox requires a check of the spring washers ever
y 100 hours.
This check requires a hydraulic press to accomplish and so is best done by
an
engine maintenance shop.
**************It's only a deal if it's where you want to go. Find your trave
l
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: 447 and dual ignition |
Still 3 or 4 flavors from which to choose...some lighter...with
electric start...likely cheaper too Right Jack? ...Herb
At 10:48 AM 9/1/2008, you wrote:
>
>I was also told that the 447 was out of production, although I never
>checked the information... A call to a rotax dealer could confirm
>this real quick.
>
>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 1967#201967
>
>
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> Someone needs to send John a video camera to mount to his Kolb.
>
> Mike
Thanks for the suggestion, but I like flying more than photography. Spur of
the moment flights, like yesterday, completely unincumbered with unnecessary
"stuff" can be very enjoyable.
Once, on the way to OSH, I lost GPS coverage coming out of Kankakee, IL,
where I had RON'd. Flew pilotage and DED reckoning from there to Joliet,
IL, where I always refuel. I picked up the Kankakee River, following it to
Joliet. All of the sudden, when I got off the GPS, I was more relaxed,
enjoying my flight, rather than glancing down at ground speed, staying right
on course, and pushing. Entering traffic at Joliet, the GPS came back on
line.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: 447 and dual ignition |
| From: | "George Alexander" <gtalexander(at)att.net> |
Possums wrote:
>
> (Snipped the other stuff)
> One of the "Max Newsletters" so it probably isn't true.
> Might want to ask your dealer though.
>
> "Even though 13MAX is now N83HL, I am still 100% an ultralighter.
> The conversion was done for several reasons, such as
> exceeding 103 weight with all the various mostly safety goodies
> that were installed. The 447, which may go out of production
> this year, exceeds the 30 hp limit of AC 103-7."
Don't remember ever seeing a reference to horse power in any part of 103.... Maybe
the writer was confused and whatever "vehicle" he was working with couldn't
go over 30 HP without busting the 55 Kts/63 MPH speed restriction. If this
the case, the restriction was the speed NOT the HP.
Laboring on this day to give my $.02. (Too windy on the FL Gulf Coast to fly.)
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1979#201979
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: info from course on rotax 2 stroke engine |
Jim S:
Very good info for the two strokers, or is it double strokers???
Hope I see you and a lot mor Kolbers at the homecoming in about 17 days. J
ames Tripp and I are flying up Thursday morning.
john h
mkIII
Hope to see you all at the Kolb homecomming...
Jswan firestar ll michigan
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: 447 and dual ignition |
George , You took the words right out of my mouth " I dont remember the men
tion of HP in part 103"And Kolb has jumped through all the hoops design wis
e to make the firefly fit into Pt 103 and as far as- can make out one can
still buy the 447 from dealers all over the world.=0A-- I appreciate a
ll you gents concern but still no one has answered my "dual ignition " ques
tion?Has anyone come up with a dual ignition- for a 447 ? and if not why?
Thanks-- Chris=0A=0A=0A=0A----- Original Message ----=0AFrom: George A
lexander =0ATo: kolb-list(at)matronics.com=0ASent: Monday
, September 1, 2008 12:32:59 PM=0ASubject: Kolb-List: Re: 447 and dual igni
att.net>=0A=0A=0APossums wrote:=0A> =0A> (Snipped the other stuff)=0A> One
of the "Max Newsletters" so it probably isn't true. =0A> Might want to ask
your dealer though. =0A> =0A>- "Even though 13MAX is now N83HL, I am stil
l 100% an ultralighter.=0A>- The conversion was done for several reasons,
such as=0A>- exceeding 103 weight with all the various mostly safety goo
dies=0A>- that were installed. The 447, which may go out of production=0A
>- this year, exceeds the 30 hp limit of AC 103-7."- =0A=0A=0A=0ADon't
remember ever seeing a reference to horse power in any part of 103.... Mayb
e the writer was confused and whatever "vehicle" he was working with couldn
't go over 30 HP without busting the 55 Kts/63 MPH speed restriction.- If
this the case, the restriction was the speed NOT the HP. =0A=0ALaboring on
this day to give my $.02.- (Too windy on the FL Gulf Coast to fly.)=0A
=0A--------=0AGeorge Alexander=0AFS II R503- N709FS=0Ahttp://gtalexander.
home.att.net=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.
=========================0A
=0A=0A
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: HKS Fuel system |
Anyone running a HKS have any issues with fuel starvation running a pulse pump
only on full throttle applications?
----- Original Message ----
From: possums <possums(at)bellsouth.net>
Sent: Sunday, August 31, 2008 7:37:28 PM
Subject: Re: Kolb-List: Stuff
At 07:12 PM 8/31/2008, you wrote:
>very pretty. It would be interesting to see if you would reach a
>stabilized descent.
>Looked ok from MY chair.
>BB
Well,,,,,,,,,,,,, it get's your old heart pumping from where I was sitting.
But a stabilized decent is one way to get through a cloud layer
if your ever stuck on top & the holes close in on you. Been there before.
Radioed the FBO & found out that the cloud base was 1,500 feet AGL
Going home from a trip, but how do you get down thru the clouds from
4,000 feet?
It is really hard to just fly down through 2 or 3,000 ft of "White out".
In fact, it kind of makes you sick at you stomach because it takes so
long and I bet you would not know if you're turning, flying straight or
upside down after 60 seconds. At least this way I know where I am going,
as long as I've got someone to tell me what it's like when I get there.
Have to try it next time I get in trouble.
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
| Subject: | Re: 447 and dual ignition |
Chris,
read an article somewhere that the reason for single ignition/sparkplug on 447
was a cooling problem at the head.They could not spare the fin area there.Jet
pilot can correct me if I recollected wrong.
----- Original Message ----
From: chris davis <capedavis(at)yahoo.com>
Sent: Sunday, August 31, 2008 5:32:13 PM
Subject: Kolb-List: 447 and dual ignition
Hi all you Kolbers , I am doing some thinking on how I will Power the Firefly I
am building ,I built a Firestar KXP and flew it 490 hrs without ever having the
head off ! When I was building it in 1991 there was talk of a weight increase
coming down so I said it will probably be legal by the time I finish so lets
go with the 503 with dual ignition , it was fat and the law didn't change but
nobody I ran into seamed to care. My question is , why has nobody come up with
dual ignition for the 447? Is it because the heads are too small? the bore
is only a few mm smaller . Does anyone have a reason it wont work ? Thank you
Chris
________________________________________________________________________________
| From: | "Jim Baker" <jlbaker(at)msbit.net> |
| Subject: | Re: 447 and dual ignition |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> Chris,
> read an article somewhere that the reason for single ignition/sparkplug on 447
was a cooling problem at the head.They could not spare the fin area there.Jet
pilot can correct me if I recollected wrong.
http://tinyurl.com/6l2yww
Jim Baker
580.788.2779
Elmore City, OK
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: In Flight Mixture Control |
> Someone sells a mixture control for Bings...and likely Mikuni's
Herb
Herb:
CPS sold remote main jet adjustment kits back in 1984. I bought one for my
Mikuni mounted Cuyuna. It worked great as long as you remembered where you
adjusted it during the last adjustment. Cuyunas and Mikunis were very
sensitive to over rich conditions. Indications were............the engine
quit immediately. Would run right up to the point it got over rich, then
die, door knob dead.
My idea was to be able to fine tune the main jet at cruise, attempting to
get max power and max fuel economy for my cross country flights.
First unintentional engine out in the US was because of that main jet
adjuster. Had stopped at Tuskegee to get fuel. Went inside to pay for my
fuel. When I got back to the gas pump several men were looking at my US. I
got in, took off on the parking pad, and the engine failed at about 100
feet. Turned back to the ramp to hard and too steep, got into a mush and
smacked Mother Earth pretty hard. Bent some stuff to include my ego. Also
learned the hard way to not try and return to the departure point with a
dead engine at low altitude, especially if you are a very low time fixed
wing pilot with no formal training. Well........no fixed wing training
except what I got out of books. I don't know if one of the men turned the
adjustment knob next to the ignition switch on the left side of the
fuselage by the throttle, or I inadvertently enrichened it. Either way,
result was a bent airplane.
My experimentation with the main jet adjuster resulted in my decision to
remove and sell it to someone else that had to have the capability to adjust
their main jet in flight. I decided that it was not necessary, added to the
work load of the pilot, and was an engine out waiting to happen. I was
depending on a cheap Westach EGT instrument and my ear and feel to help me
keep the engine tuned where I thought it ought to be in flight. Cost me a
lot of heart ache, money and extra work.
If your game is to screw with your engine whether it needs screwing with or
not, you may need, not one, but multiple in flight mixture controllers.
Personally, I don't need one. Flew many hours after the adjuster was gone
and never could justify the expenditure or requirement for it.
Mike Jacober of Birchwood Airport, Alaska, designed an in flight mixture
adjuster for the Bing Carb before he was killed in an aircraft accident
several years ago. Think someone else is selling it now.
The less a pilot has to perform to keep the airplane in the air, the better
job he will do as the pilot. Too easy to get preoccupied with trivial stuff
and forget to fly.
john h - Who once transitioned from pilot to bombadier in flight with a one
man crew. Who's flying the Firestar? ;-(
mkIII
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: 447 and dual ignition |
=0A=0AJim ,Thank you for your post. Phill Lockwood is a good , knowledable
man to answer my question and he does it well ,I have never delt with a 477
. I had a503 on my KXP and I was building a europa- MG with a 912, but I
have never even looked at a 447 up close and being that there is very littl
e difference in the bore of a 447 and the 503 something like 8 mm I didnt s
ee why no after market shop didnt come up with dual ignition. They ,Rotax o
r somebody else already did and it didnt work. Thanks again for the answer.
- Chris=0A=0A----- Original Message ----=0AFrom: Jim Baker <jlbaker@msbit
.net>=0ATo: kolb-list(at)matronics.com=0ASent: Monday, September 1, 2008 5:23:
05 PM=0ASubject: Re: Kolb-List: 447 and dual ignition=0A=0A--> Kolb-List me
ssage posted by: "Jim Baker" =0A=0AX-SpamReason %%SpamRe
ason%%: =0A=0A> Chris,=0A>- read an article somewhere that the reason for
single ignition/sparkplug on 447 was a cooling problem at the head.They co
uld not spare the fin area there.Jet pilot can correct me if I recollected
wrong.=0A=0Ahttp://tinyurl.com/6l2yww=0A=0AJim Baker=0A580.788.2779=0AElmor
- - - - - - - - - - - - - - -Matt Dralle, List
========0A=0A=0A
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Labor Day - Oops! |
>
>Jack
>
> Someone sells a mixture control for Bings...and likely Mikuni's
>also.. I think it allows the jet needle to be positioned
>independently of the slide...? Herb
>
Herb,
I am aware of this system. One reason, I have stayed away from it is that
you have to send your carburetor components to them for modification. Once
the slide, carb top and needle have been modified, you are stuck with it.
If it does not work out well, you have to replace all these components to
get back to where you started. I have not physically seen one but it must
use a very fine screw thread so that the adjustment can be made. With all
the pounding that the carburetor slide takes, this concept does not appeal
to me.
My goal was to get the job done without having to change any jets, etc. I
could have tapped into the screw that blocks the passage way to the under
the slide vent for the altitude compensating system. But I was afraid it
would require jet changes as does the altitude compensating system. If I
continue to have success, I may try it because I can always easily block it
off again.
The most important thing is to get a good needle that matches your engine,
prop setting, and aircraft. Once you have a needle that gives a flat EGT
over the cruise rpm range, then one can start trying to lean out the
carburetor in flight. Saturday, I had to abort two flights due to high EGT
readings when retarding the throttle from climb to cruise. It was no
problem but it delayed my departure for a fly-in at Marion, IN and cost me
about a quart of fuel. EGT can vary a lot in one day if a cold front comes
through, as apposed to very moist warm air or a change in cruise altitude.
As a result one must always adjust the needle position so that the engine is
always running a little bit to moderately rich. If you don't, you run the
risk of scuffing a piston, and re-enforce the concept that the two cycle
engine may be unreliable. This is poor engine management, but we are stuck
with it and the Bing. In part this may be the reason that the aircraft two
cycle has earned the reputation as being a fuel hog.
The system I have described is fairly simple, and fool proof, in that if
anything becomes disconnected, the system goes no more than one needle slot
rich. One would not have to use a differential pressure gage and could go
by the EGT, but I like to know what is going on.
I hope to run the needle full rich position for winter weather tomorrow. If
I can again raise the EGT back up to the upper operating limit, it means I
will no longer have to disassemble the carburetor to move the needle and I
will start reworking the system. Currently, I am running tubing that is too
large and heavy. And I am using an on my lap differential pressure gage.
Tomorrow test should determine the scale range of the new smaller and
lighter gage.
The best thing that can come from this is that it will stabilize fuel burn
rates at various engine rpms.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: In Flight Mixture Control |
My Idea was that the jet needle could be adjusted the limits of the
clip.. and no more... and would have stops at both ends. I think
that the fellow you mentioned designed his mod along those lines.. Herb
At 04:47 PM 9/1/2008, you wrote:
>
>
> > Someone sells a mixture control for Bings...and likely Mikuni's
>Herb
>
>
>Herb:
>
>CPS sold remote main jet adjustment kits back in 1984. I bought one
>for my Mikuni mounted Cuyuna. It worked great as long as you
>remembered where you adjusted it during the last
>adjustment. Cuyunas and Mikunis were very sensitive to over rich
>conditions. Indications were............the engine quit
>immediately. Would run right up to the point it got over rich, then
>die, door knob dead.
>
>My idea was to be able to fine tune the main jet at cruise,
>attempting to get max power and max fuel economy for my cross country flights.
>
>First unintentional engine out in the US was because of that main
>jet adjuster. Had stopped at Tuskegee to get fuel. Went inside to
>pay for my fuel. When I got back to the gas pump several men were
>looking at my US. I got in, took off on the parking pad, and the
>engine failed at about 100 feet. Turned back to the ramp to hard
>and too steep, got into a mush and smacked Mother Earth pretty
>hard. Bent some stuff to include my ego. Also learned the hard way
>to not try and return to the departure point with a dead engine at
>low altitude, especially if you are a very low time fixed wing pilot
>with no formal training. Well........no fixed wing training except
>what I got out of books. I don't know if one of the men turned the
>adjustment knob next to the ignition switch on the left side of the
>fuselage by the throttle, or I inadvertently enrichened it. Either
>way, result was a bent airplane.
>
>My experimentation with the main jet adjuster resulted in my
>decision to remove and sell it to someone else that had to have the
>capability to adjust their main jet in flight. I decided that it
>was not necessary, added to the work load of the pilot, and was an
>engine out waiting to happen. I was depending on a cheap Westach
>EGT instrument and my ear and feel to help me keep the engine tuned
>where I thought it ought to be in flight. Cost me a lot of heart
>ache, money and extra work.
>
>If your game is to screw with your engine whether it needs screwing
>with or not, you may need, not one, but multiple in flight mixture controllers.
>
>Personally, I don't need one. Flew many hours after the adjuster
>was gone and never could justify the expenditure or requirement for it.
>
>Mike Jacober of Birchwood Airport, Alaska, designed an in flight
>mixture adjuster for the Bing Carb before he was killed in an
>aircraft accident several years ago. Think someone else is selling it now.
>
>The less a pilot has to perform to keep the airplane in the air, the
>better job he will do as the pilot. Too easy to get preoccupied
>with trivial stuff and forget to fly.
>
>john h - Who once transitioned from pilot to bombadier in flight
>with a one man crew. Who's flying the Firestar? ;-(
>mkIII
>
>
________________________________________________________________________________
| Subject: | Re: In Flight Mixture Control |
| From: | jvanlaak(at)aol.com |
I have a pair of HAC modified carbs setup?for a 582.? They are very low time -
almost like new.? Anyone interested contact me off list.
Jim Van Laak
DNA
-----Original Message-----
From: herb <herbgh(at)nctc.com>
Sent: Mon, 1 Sep 2008 8:56 pm
Subject: Re: Kolb-List: In Flight Mixture Control
?
?
My Idea was that the jet needle could be adjusted the limits of the clip.. and
no more... and would have stops at both ends. I think that the fellow you mentioned
designed his mod along those lines.. Herb?
?
?
At 04:47 PM 9/1/2008, you wrote:?
>?
>?
> > Someone sells a mixture control for Bings...and likely Mikuni's?
>Herb?
>?
>?
>Herb:?
>?
>CPS sold remote main jet adjustment kits back in 1984. I bought one >for my Mikuni
mounted Cuyuna. It worked great as long as you >remembered where you adjusted
it during the last >adjustment. Cuyunas and Mikunis were very sensitive to
over rich >conditions. Indications were............the engine quit >immediately.
Would run right up to the point it got over rich, then >die, door knob dead.?
>?
>My idea was to be able to fine tune the main jet at cruise, >attempting to get
max power and max fuel economy for my cross country flights.?
>?
>First unintentional engine out in the US was because of that main >jet adjuster.
Had stopped at Tuskegee to get fuel. Went inside to >pay for my fuel. When
I got back to the gas pump several men were >looking at my US. I got in, took
off on the parking pad, and the >engine failed at about 100 feet. Turned back
to the ramp to hard >and too steep, got into a mush and smacked Mother Earth pretty
>hard. Bent some stuff to include my ego. Also learned the hard way >to
not try and return to the departure point with a dead engine at >low altitude,
especially if you are a very low time fixed wing pilot >with no formal training.
Well........no fixed wing training except >what I got out of books. I don't
know if one of the men turned the >adjustment knob next to the ignition switch
on the left side of the >fuselage by the throttle, or I inadvertently enrichened
it. Either >way, result was a bent airplane.?
>?
>My experimentation with the main jet adjuster resulted in my >decision to remove
and sell it to someone else that had to have the >capability to adjust their
main jet in flight. I decided that it >was not necessary, added to the work
load of the pilot, and was an >engine out waiting to happen. I was depending on
a cheap Westach >EGT instrument and my ear and feel to help me keep the engine
tuned >where I thought it ought to be in flight. Cost me a lot of heart >ache,
money and extra work.?
>?
>If your game is to screw with your engine whether it needs screwing >with or not,
you may need, not one, but multiple in flight mixture controllers.?
>?
>Personally, I don't need one. Flew many hours after the adjuster >was gone and
never could justify the expenditure or requirement for it.?
>?
>Mike Jacober of Birchwood Airport, Alaska, designed an in flight >mixture adjuster
for the Bing Carb before he was killed in an >aircraft accident several years
ago. Think someone else is selling it now.?
>?
>The less a pilot has to perform to keep the airplane in the air, the >better job
he will do as the pilot. Too easy to get preoccupied >with trivial stuff and
forget to fly.?
>?
>john h - Who once transitioned from pilot to bombadier in flight >with a one man
crew. Who's flying the Firestar? ;-(?
>mkIII?
>?
>?
>?
>?
?
?
?
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: Labor Day - Oops! |
Hi Jack
Here is a link to the Artic Sparrow mixture control blurb at UL
news... two parts...I am satisfied that it is easily duplicated...and
is reliable...fuel savings also...Herb
http://www.ultralightnews.com/enginetroublshooting/arcticsparrow.htm
At 08:32 PM 9/1/2008, you wrote:
>
> >
> >Jack
> >
> > Someone sells a mixture control for Bings...and likely Mikuni's
> >also.. I think it allows the jet needle to be positioned
> >independently of the slide...? Herb
> >
>
>Herb,
>
>I am aware of this system. One reason, I have stayed away from it is that
>you have to send your carburetor components to them for modification. Once
>the slide, carb top and needle have been modified, you are stuck with it.
>If it does not work out well, you have to replace all these components to
>get back to where you started. I have not physically seen one but it must
>use a very fine screw thread so that the adjustment can be made. With all
>the pounding that the carburetor slide takes, this concept does not appeal
>to me.
>
>My goal was to get the job done without having to change any jets, etc. I
>could have tapped into the screw that blocks the passage way to the under
>the slide vent for the altitude compensating system. But I was afraid it
>would require jet changes as does the altitude compensating system. If I
>continue to have success, I may try it because I can always easily block it
>off again.
>
>The most important thing is to get a good needle that matches your engine,
>prop setting, and aircraft. Once you have a needle that gives a flat EGT
>over the cruise rpm range, then one can start trying to lean out the
>carburetor in flight. Saturday, I had to abort two flights due to high EGT
>readings when retarding the throttle from climb to cruise. It was no
>problem but it delayed my departure for a fly-in at Marion, IN and cost me
>about a quart of fuel. EGT can vary a lot in one day if a cold front comes
>through, as apposed to very moist warm air or a change in cruise altitude.
>As a result one must always adjust the needle position so that the engine is
>always running a little bit to moderately rich. If you don't, you run the
>risk of scuffing a piston, and re-enforce the concept that the two cycle
>engine may be unreliable. This is poor engine management, but we are stuck
>with it and the Bing. In part this may be the reason that the aircraft two
>cycle has earned the reputation as being a fuel hog.
>
>The system I have described is fairly simple, and fool proof, in that if
>anything becomes disconnected, the system goes no more than one needle slot
>rich. One would not have to use a differential pressure gage and could go
>by the EGT, but I like to know what is going on.
>
>I hope to run the needle full rich position for winter weather tomorrow. If
>I can again raise the EGT back up to the upper operating limit, it means I
>will no longer have to disassemble the carburetor to move the needle and I
>will start reworking the system. Currently, I am running tubing that is too
>large and heavy. And I am using an on my lap differential pressure gage.
>Tomorrow test should determine the scale range of the new smaller and
>lighter gage.
>
>The best thing that can come from this is that it will stabilize fuel burn
>rates at various engine rpms.
>
>Fly Safe!
>
>Jack B. Hart FF004
>Winchester, IN
>
>
________________________________________________________________________________
| From: | "Richard Girard" <aslsa.rng(at)gmail.com> |
| Subject: | Firestar I for sale |
I need a foundation for the new hangar worse than I need a second Kolb so
the Firestar has to go:
Original build completed 1990/1991 from receipts. Aircraft was put on its
nose at 140 hours and was stored until I bought it in 2006.
447 with A model gearox
Ritz two blade prop
BRS out of date, but there.
Have original plans book and drawings.
Fabric is Poly Fiber in good shape with a few repairs and a little rash here
and there.
Will send pics on request.
E-LSA paperwork all done. N603AG
$5,500 firm
Rick Girard
________________________________________________________________________________
| From: | "Michael Adams" <altojazz35(at)earthlink.net> |
Anyone else notice that all information about the Firestar 2 is missing
from the Kolb Website. Are they discontinuing that model? I know
people from Kolb view this site, so... what's the answer?
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: In Flight Mixture Control |
John Hauck wrote:
>
>
> > Someone sells a mixture control for Bings...and likely Mikuni's
> Herb
>
>
> Herb:
>
> CPS sold remote main jet adjustment kits back in 1984. I bought one
> for my Mikuni mounted Cuyuna. It worked great as long as you
> remembered where you adjusted it during the last adjustment. Cuyunas
> and Mikunis were very sensitive to over rich conditions. Indications
> were............the engine quit immediately. Would run right up to
> the point it got over rich, then die, door knob dead.
>
> My idea was to be able to fine tune the main jet at cruise, attempting
> to get max power and max fuel economy for my cross country flights.
>
> First unintentional engine out in the US was because of that main jet
> adjuster. Had stopped at Tuskegee to get fuel. Went inside to pay
> for my fuel. When I got back to the gas pump several men were looking
> at my US. I got in, took off on the parking pad, and the engine
> failed at about 100 feet. Turned back to the ramp to hard and too
> steep, got into a mush and smacked Mother Earth pretty hard. Bent
> some stuff to include my ego. Also learned the hard way to not try
> and return to the departure point with a dead engine at low altitude,
> especially if you are a very low time fixed wing pilot with no formal
> training. Well........no fixed wing training except what I got out of
> books. I don't know if one of the men turned the adjustment knob next
> to the ignition switch on the left side of the fuselage by the
> throttle, or I inadvertently enrichened it. Either way, result was a
> bent airplane.
>
> My experimentation with the main jet adjuster resulted in my decision
> to remove and sell it to someone else that had to have the capability
> to adjust their main jet in flight. I decided that it was not
> necessary, added to the work load of the pilot, and was an engine out
> waiting to happen. I was depending on a cheap Westach EGT instrument
> and my ear and feel to help me keep the engine tuned where I thought
> it ought to be in flight. Cost me a lot of heart ache, money and
> extra work.
>
> If your game is to screw with your engine whether it needs screwing
> with or not, you may need, not one, but multiple in flight mixture
> controllers.
>
> Personally, I don't need one. Flew many hours after the adjuster was
> gone and never could justify the expenditure or requirement for it.
>
> Mike Jacober of Birchwood Airport, Alaska, designed an in flight
> mixture adjuster for the Bing Carb before he was killed in an aircraft
> accident several years ago. Think someone else is selling it now.
>
> The less a pilot has to perform to keep the airplane in the air, the
> better job he will do as the pilot. Too easy to get preoccupied with
> trivial stuff and forget to fly.
>
> john h - Who once transitioned from pilot to bombadier in flight with
> a one man crew. Who's flying the Firestar? ;-(
> mkIII
At least one of the brands can be leaned by 'pinching off' the air vent
on the fuel bowl with a needle valve. No change to the full-rich
setting; it can only go lean. This is 2nd hand info, but I can try to
get details if anyone wants them. (Friends are using the larger ones on
some high-horsepower alternative engines.)
Charlie
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: 447 and dual ignition |
At 03:33 PM 9/1/2008, you wrote:
>George , You took the words right out of my mouth " I dont remember
>the mention of HP in part 103"And Kolb has jumped through all the
>hoops design wise to make the firefly fit into Pt 103 and as far
>as can make out one can still buy the 447 from dealers all over the world.
>
> I appreciate all you gents concern but still no one has answered
> my "dual ignition " question?Has anyone come up with a dual
> ignition for a 447 ? and if not why? Thanks Chris
>
Here's an old post from another list.
-----------------------------------------
Subject: Re: dual ignition retrofit kit for 447?
From: Rick Pitcher
Date: Thu Mar 29 23:43:45 2001
Peter Allen wrote:
>
> ahh... a search on the net has provided this:
>
> "... I think Steve Beatty at Airscrew Performance (623)931-6667 will do
the
> conversion for $275."
-------------------------------------------
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
- Mike- I talked to Travis the other day while inquiring about FS1 parts,
and the FSII has been discontinued.-I hope they change their minds.-
------
-------------------------
------------------- Bill Sullivan
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: 447 and dual ignition |
Possum, Thanks Ill look into that, perhaps I could subtract the weight as "
safety equipment" Chris =0A=0A=0A=0A----- Original Message ----=0AFrom: pos
sums =0ATo: kolb-list(at)matronics.com=0ASent: Monday,
September 1, 2008 11:06:35 PM=0ASubject: Re: Kolb-List: Re: 447 and dual ig
nition=0A=0AAt 03:33 PM 9/1/2008, you wrote:=0A=0A=0AGeorge , You took the
words right out of my mouth " I dont remember the mention of HP in part 103
"And Kolb has jumped through all the hoops design wise to make the firefly
fit into Pt 103 and as far as- can make out one can still buy the 447 fro
m dealers all over the world.=0A=0A-- I appreciate all you gents concer
n but still no one has answered my "dual ignition " question?Has anyone com
e up with a dual ignition- for a 447 ? and if not why? Thanks-- Chris
=0A=0A=0AHere's an old post from another list.=0A--------------------------
---------------=0ASubject: Re: dual ignition retrofit kit for 447?=0AFrom:
Rick Pitcher=0ADate: Thu Mar 29 23:43:45 2001 =0A=0A=0APeter Allen wrote:
=0A> =0A> ahh... a search on the net has provided this: =0A> =0A> "... I th
ink Steve Beatty at Airscrew Performance (623)931-6667 will do =0Athe =0A>
conversion for $275."=0A-------------------------------------------=0A=0A
=0A=0A=0A
________________________________________________________________________________
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
How about the MK III Classic? It is not on the site either.
Why would they discontinue the firestar? [Crying or Very sad]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2120#202120
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Firestar rebuild |
- Travis-- As soon as I get some photos, I will strip the cage down and
see what I'm dealing with.- I think a conversion to FS2 might be a littl
e too extensive.- As far as the two piece cage, Scott Olendorf has the sa
me type cage and recently did some repairs.- he took photos, and will for
ward to you if you want to see the type.
- I will get back to you once I start it.--I will be buying the tubin
g from you, as I would prefer to use factory spec material.- It would be
fairly easy to set up my own jigs, as I have all the wing dimensions right
here.- I will still need the nose cone, but will hold of ordering until r
eady.
-
-------------------------
----------------- Thanks
-------------------------
----------------------- Bill
________________________________________________________________________________
| Subject: | Re: info from course on rotax 2 stroke engine |
| From: | "olendorf" <olendorf(at)gmail.com> |
Lots of good info there!
I have one comment.
"Spark plugs should be installed with Permatex 22064 Dielectric Tune-Up Grease
to prevent seizing."
I would not use Dielectric grease for this. You want a good electrical contact.
I believe the proper method is to use engine oil on the threads and make sure
you change the plugs according to the schedule.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2127#202127
________________________________________________________________________________
| From: | "KOLB AIRCRAFT" <customersupport(at)tnkolbaircraft.com> |
| Subject: | Re: 447 and dual ignition |
cris, 447 is still in production, the price has gone done at least a bit.
thanks donnie.
----- Original Message -----
From: "lucien" <lstavenhagen(at)hotmail.com>
Sent: Monday, September 01, 2008 10:58 AM
Subject: Kolb-List: Re: 447 and dual ignition
>
> [quote="Possums"]At 07:33 PM 8/31/2008, you wrote:
>
> > Possum , Are you joking with me " they dont make 447s any more" Kolb is
selling " the only legal ultra light with the447"that I bought .please say
that isnt so . Chris
> >
> >
>
>
> Sorry,
> I read that the Rotax 447, it is no longer in production.
> I'm sure the dealers are still selling them.
> They are still on the Rotax Website.
> So may that was also wrong.
>
>
> > [b]
>
>
> Uh oh - where did you read that?
>
> I suppose a call to a dealer is in order to get the scoop. Bad news if
so....
>
> LS
>
> --------
> LS
> Titan II SS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 1959#201959
>
>
________________________________________________________________________________
| From: | chris davis <capedavis(at)yahoo.com> |
| Subject: | Re: 447 and dual ignition |
Donnie ,Thanks for that good news! Glad you are paying attention to this cr
azy bunch ,that includes me. ;-)- Chris=0A=0A=0A=0A----- Original Message
----=0AFrom: KOLB AIRCRAFT <customersupport(at)tnkolbaircraft.com>=0ATo: kolb
-list(at)matronics.com=0ASent: Tuesday, September 2, 2008 1:15:24 PM=0ASubject
: Re: Kolb-List: Re: 447 and dual ignition=0A=0A--> Kolb-List message poste
d by: "KOLB AIRCRAFT" =0A=0Acris,- 44
7 is still in production,- the price has gone done at least a bit.=0Athan
ks donnie.=0A----- Original Message -----=0AFrom: "lucien" <lstavenhagen@ho
tmail.com>=0ATo: =0ASent: Monday, September 01, 20
08 10:58 AM=0ASubject: Kolb-List: Re: 447 and dual ignition=0A=0A=0A> --> K
olb-List message posted by: "lucien" =0A>=0A> [qu
ote="Possums"]At 07:33 PM 8/31/2008, you wrote:=0A>=0A> > Possum , Are yo
u joking with me " they dont make 447s any more" Kolb is=0Aselling " the on
ly legal ultra light- with the447"that I bought .please say=0Athat isnt s
o . Chris=0A> >=0A> >=0A>=0A>=0A>- Sorry,=0A>- I read that the Rotax 44
7, it is no longer in production.=0A>- I'm sure the dealers are still sel
ling them.=0A>- They are still on the Rotax Website.=0A>- So may that w
as also wrong.=0A>=0A>=0A> > [b]=0A>=0A>=0A> Uh oh - where did you read tha
t?=0A>=0A> I suppose a call to a dealer is in order to get the scoop. Bad n
ews if=0Aso....=0A>=0A> LS=0A>=0A> --------=0A> LS=0A> Titan II SS=0A>=0A>
=0A>=0A>=0A> Read this topic online here:=0A>=0A> http://forums.matronics.c
om/viewtopic.php?p 1959#201959=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>
- - - - - - - - - - - - -Matt Dralle, List Admin.
======0A=0A=0A
________________________________________________________________________________
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Mk III classic has been discontinued also. [Crying or Very sad]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2181#202181
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Cross Country Dreams |
At 07:08 AM 8/31/2008, pj.ladd wrote:
>I am surprised that you are still having this problem.
>In the UK there was strong feeling against UL`s when things started out
>but the picture has now changed completely. UL`s are welcomed almost
>everywhere. I think this has come about because the fraternity is no
>longer seen as bikers of the skies but fly responsibly and are pretty much
>up to speed with airport procedures...
Well, you require some sort of pilot certificate for anything that's not
foot launched now, don't you? Here the true ultralights are still pretty
minimally regulated. Most pilots are responsible, but there are always a
few jerks who think they don't to know anything about procedures, airspace,
and the like. All it takes is one of them to give an airport manager a bad
taste for ultralights.
-Dana
--
When you were born, you cried and the world rejoiced...
Live your life so that when you die, the world cries and you rejoice.
-- Cherokee saying
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: 447 and dual ignition |
Which raises the question, did anybody ever come up with dual ignition for
the Cuyuna?
-Dana
--
When you were born, you cried and the world rejoiced...
Live your life so that when you die, the world cries and you rejoice.
-- Cherokee saying
________________________________________________________________________________
| From: | "Charles Davis" <ceddavis(at)gmail.com> |
| Subject: | weekend Kolb Flying |
What a beautiful long weekend it was! The links are to Flickr for still
photos of beautiful Lancaster, PA.
http://www.flickr.com/photos/21938020@N07/sets/72157607082330259/
Terry, you weren't around, but I dropped in on your strip. Here's a video
leaving...
http://www.youtube.com/watch?v=jVATVDmkwFE
Chuck
Firefly
N7057K
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | 2008 Kolb Homecoming |
Evening Folks:
James Tripp, FS2, and I, MKIII, will be departing Wetumpka, AL, for Labhart
Field, in a couple weeks, Thursday, 18 Sep.
We are looking forward to a fun, safe flyin, as we have had since the first
one in 1999??? Anybody remember for sure? I can go look in my pilot's log
and verify the year. ;-)
The Kolb Homecoming is the best, most hospitable flyin. Food, a place to
camp, showers, forums, and lots of visiting are going to be there for the
sharing and taking. I don't know of any other flyin, except the Nauga
Flyin, Star Hill, LA, that will feed you, burp you, and put you to bed for
absolutely no charge.
Hope we get a big turnout again this year.
Steven Green, when are you flying up?
See you all in a couple weeks.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: weekend Kolb Flying |
Chuck D:
Your video of the takeoff in the FS was a real turn on. It demonstrated wh
at grass roots aviation is all about. No one will ever know this feeling u
ntil they have strapped into an UL or Lt Plane and taken off on a green gra
ss strip into the beautiful morning light.
The photos of the Lancaster Valley were beautiful. I enjoyed them as they
swept me back to the days I spent flying my own Firestar over the same gree
n fields.
Thanks for sharing,
john h
mkIII
Terry, you weren't around, but I dropped in on your strip. Here's a video
leaving...
http://www.youtube.com/watch?v=jVATVDmkwFE
Chuck
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: 2008 Kolb Homecoming |
> Steven Green, when are you flying up?
>
> See you all in a couple weeks.
>
> john h
> mkIII
I will probably try to intercept the "Bama" gang, Thursday, as they cross
Tennessee.
John B. When you going up? Gary Haley? Possum?
Steven
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I do not have an HKS engine, I have a Rotax 912, but the basics of good fuel system
design apply to both engines. On a Kolb, the engine is quite a ways above
the fuel tanks which needs consideration. It is good practice, for a number
of reasons to have a fuel pump below the level of the fuel, so that the pump
forces fuel under pressure up to the engine drive pump rather than just trying
to suck the fuel up several feet. The suction method will work many times,
but even a very good pump can have problems with this. An impulse pump is not
very powerful and is just asking for problems like you are having when trying
to draw fuel up several feet.
On my Kolb, I have a Facet electric pump mounted below the fuel tanks that pressure
feeds fuel to the engine driven pump on my 912-S. With a pressure system,
I am less likely to have vapor formation in the fuel lines and a pinhole leak
in the system will not result in sudden engine failure with this setup. The
Facet pump is about 40 bucks from aircraft spruce and is rated to outlast
your airplane 10 times over.
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 2259#202259
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 2008 Kolb Homecoming |
> Has Kolb changed the date of the Homecoming this year? I thought it was
always the last weekend in September. Or are you planning on driving Donnie
and Travis crazy for an entire week?
>
> Scott [who might have to adjust his schedule...]
>
>
> BTW, i think the Travis needs to bring his banjo to the Homecoming
> petition should start soon. :-)
Scott:
Yes, the dates for the Homecoming have been moved up one week from the last
weekend to the third weekend, 19, 20, and 21 September.
Donnie, Travis and the Kolb gang would run me off if I went up a week early.
No need having a Kolb Homecoming if Travis does not bring his banjo and play
if for us. It is the highlight of the weekend.
Take care,
john h
mkIII
Titus, Alabama
________________________________________________________________________________
| From: | Eugene Zimmerman <ez(at)embarqmail.com> |
| Subject: | Re: weekend Kolb Flying |
Thanks Chuck,
Nice picts !
Gene Z
On Sep 2, 2008, at 9:23 PM, Charles Davis wrote:
> What a beautiful long weekend it was! The links are to Flickr for
> still photos of beautiful Lancaster, PA.
>
> http://www.flickr.com/photos/21938020@N07/sets/72157607082330259/
>
>
> Terry, you weren't around, but I dropped in on your strip. Here's a
> video leaving...
>
> http://www.youtube.com/watch?v=jVATVDmkwFE
>
> Chuck
> Firefly
> N7057K
>
>
________________________________________________________________________________
| From: | TK <tkrolfe(at)toast.net> |
| Subject: | Re: weekend Kolb Flying |
Charles Davis wrote:
> What a beautiful long weekend it was! The links are to Flickr for
> still photos of beautiful Lancaster, PA.
>
> http://www.flickr.com/photos/21938020@N07/sets/72157607082330259/
>
>
> Terry, you weren't around, but I dropped in on your strip. Here's a
> video leaving...
>
> http://www.youtube.com/watch?v=jVATVDmkwFE
>
> Chuck
> Firefly
> N7057K
Chuck,
Sorry I missed you! Not sure which day you where here, the date on the
video is Sept. 30. On Sunday, Aug 31, I left to go to the Shreveport
North fly-in in York County and camped out with Willie at Gene
Zimmerman's place that night. The next morning we went back over to
Shreveport and returned to Smoketown later that day. No one was there,
so we left.
From the shadow cast by the trees at the west end of my runway, you
must have been there late in the day. Good pictures and video! We had
some great flying weather lately and your were able to take advantage.
Catch you next time,
Terry - FireFly #95
*
*
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | not kolb, but......... |
http://www.youtube.com/watch?v=5zioQVUSWcY&feature=related%3E
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "Dave Bigelow" <up_country(at)hotmail.com> |
I have an HKS engine on a Firestar II. The HKS manual says to use an electric
pump if the fuel level is below engine level. The fuel level is about 2.5 feet
lower than the engine on the FS II. I didn't use the pulse pump at all. I
have two electric facet pumps in parallel - works great.
The HKS requires a 12 volt electrical source to the ignition system to run (same
as your car). Since, the engine is not going to run without 12 volts, a good
electrical system is critical to an HKS installation. The Facet pumps are extremely
reliable, and use little electricity.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2347#202347
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
Has the TBO been upped on the HKS yet?????=C2-
Mark
-----Original Message-----
From: Dave Bigelow <up_country(at)hotmail.com>
Sent: Wed, 3 Sep 2008 1:54 pm
Subject: Kolb-List: Re: HKS Fuel system
I have an HKS engine on a Firestar II. The HKS manual says to use an electr
ic
pump if the fuel level is below engine level. The fuel level is about 2.5
feet
lower than the engine on the FS II. I didn't use the pulse pump at all. I
have
two electric facet pumps in parallel - works great.
The HKS requires a 12 volt electrical source to the ignition system to run (
same
as your car). Since, the engine is not going to run without 12 volts, a goo
d
electrical system is critical to an HKS installation. The Facet pumps are
extremely reliable, and use little electricity.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2347#202347
ator?Kolb-List
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: HKS Fuel system |
----- Original Message -----
From: "JetPilot" <orcabonita(at)hotmail.com>
Sent: Wednesday, September 03, 2008 1:15 AM
Subject: Kolb-List: Re: HKS Fuel system
>
The Facet pump is about 40 bucks from aircraft spruce and is rated to
outlast your airplane 10 times over.
>
> Mike
>
Mike
A few years ago I purchased a after market fuel pump kit for my Honda car.
The kit included a Facet pump. This replacement pump lasted about a thousand
miles before it quit. I replaced it with a genuine Honda pump and my son
drove the car another 80,000 miles with no more fuel pump problems.
When I built my Kolb MKIIIC I put a Facet pump in as a back up and used it
to prime my carbs before each flight and most times on takeoff and landings.
After about 150 hours in the airplane and maybe 3-4 hours on the Facet pump
it quit working.
I have replaced the Facet pump with another Facet pump but I will never feel
comfortable with one as a primary pump. The Facet pump may be a very good
pump but out last the airplane by ten times?? You throw this advice around
like it is a fact.
It is very good advice to suggest a boost pump. Piper installs boost pumps
in their low wing/fuel tank airplanes.
Rick Neilsen
Redrive VW powered MKIIIC
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "Mnflyer" <gbsb2002(at)yahoo.com> |
Per e-mail from HKS Japan, they will announce an increase to 1000 hrs by the end
of this year.
Mnflyer flying a HKS Kitfox
--------
GB
MNFlyer
Flying a HKS Kitfox III
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2408#202408
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: 2008 Kolb Homecoming |
>
> Yes, the dates for the Homecoming have been moved up one week from the
> last weekend to the third weekend, 19, 20, and 21 September.
Wow, I didn't catch that. I won't be able to leave before Friday evening
or Saturday morning of that week and that is with everything going good at
work.
Steven
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: HKS Fuel system |
Rick, did that Honda have a carb?
It depends upon whether the appropriate duty is being applied. The
facet on my plane
is a low flow application designed for such. Fuel injection plumbing
uses a very high flow pump.
Aftermarket pumps for FI can be bought at sources like Summit with
labels like holley and carter
or you could throw money away on a magnaflow pump for $500+ . there's
a sucker born every minute.
Factory FI pumps will serve all the gas any car can take.
BB
On 3, Sep 2008, at 5:40 PM, Richard & Martha Neilsen wrote:
>
>
>
> ----- Original Message ----- From: "JetPilot" <orcabonita(at)hotmail.com>
> To:
> Sent: Wednesday, September 03, 2008 1:15 AM
> Subject: Kolb-List: Re: HKS Fuel system
>
>
>>
> The Facet pump is about 40 bucks from aircraft spruce and is
> rated to outlast your airplane 10 times over.
>>
>> Mike
>>
> Mike
>
> A few years ago I purchased a after market fuel pump kit for my
> Honda car. The kit included a Facet pump. This replacement pump
> lasted about a thousand miles before it quit. I replaced it with a
> genuine Honda pump and my son drove the car another 80,000 miles
> with no more fuel pump problems.
>
> When I built my Kolb MKIIIC I put a Facet pump in as a back up and
> used it to prime my carbs before each flight and most times on
> takeoff and landings. After about 150 hours in the airplane and
> maybe 3-4 hours on the Facet pump it quit working.
>
> I have replaced the Facet pump with another Facet pump but I will
> never feel comfortable with one as a primary pump. The Facet pump
> may be a very good pump but out last the airplane by ten times??
> You throw this advice around like it is a fact.
>
> It is very good advice to suggest a boost pump. Piper installs
> boost pumps in their low wing/fuel tank airplanes.
>
> Rick Neilsen
> Redrive VW powered MKIIIC
>
>
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: HKS Fuel system |
Robert
Yes that was a dual "carb" Honda. It looked identical to my airplane Facet.
It was a different model because my airplane was the lower pressure model.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "robert bean" <slyck(at)frontiernet.net>
Sent: Wednesday, September 03, 2008 7:18 PM
Subject: Re: Kolb-List: Re: HKS Fuel system
>
> Rick, did that Honda have a carb?
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
NICE!
GB
Thanks for the FYI...
Lets hope this isn't =C2-a pipe dream and that it really delivers...
BTW how many hours are on your HKS?
Currently a 503 user...
Mark
-----Original Message-----
From: Mnflyer <gbsb2002(at)yahoo.com>
Sent: Wed, 3 Sep 2008 6:40 pm
Subject: Kolb-List: Re: HKS Fuel system
Per e-mail from HKS Japan, they will announce an increase to 1000 hrs by the
end
of this year.
Mnflyer flying a HKS Kitfox
--------
GB
MNFlyer
Flying a HKS Kitfox III
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2408#202408
D========================
=================
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
| Subject: | Re: 2008 Kolb Homecoming |
At 10:06 PM 9/2/2008, you wrote:
>
>>Steven Green, when are you flying up?
>>
>>See you all in a couple weeks.
>>
>>john h
>>mkIII
>
>
>I will probably try to intercept the "Bama" gang, Thursday, as they
>cross Tennessee.
>
>John B. When you going up? Gary Haley? Possum?
>
>Steven
So wait?
They they have changed the date, and nobody
is going but me & John & he don't wear PJ's when he's camping &
there will be banjo music & I'm going to be up in the mountains?
I
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 07:12 PM 8/31/2008, you wrote:
>very pretty. It would be interesting to see if you would reach a
>stabilized descent.
>Looked ok from MY chair.
>BB
>
>On 31, Aug 2008, at 6:15 PM, possums wrote:
>
>>At 10:42 PM 8/19/2008, you wrote:
>>><slyck(at)frontiernet.net>
>>>
>>>That was a short ride.
Got to start off small & work your way up.
http://video.google.com/videoplay?docid=7008845811094869981&hl=en
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Stan:
No bad, not bad at all.
Little airplane spins through little cloud.
If I ever get caught, and I hope I never do because of my own stupidity, th
at's how I intend to get me and Miss P'fer home.
I have a little experience flying UH-1 helicopters in actual weather with a
full house of instruments. It is not easy. I could not imagine trying to
keep a mkIII straight and level in zero visibility on VFR instrumentation.
Thanks for sharing your spin experience. Just goes to show Possums can spi
n as good as normal folks. ;-)
john h - Waiting in anticipation of flying to the Kolb Homecoming a week ea
rly this year.
mkIII
Got to start off small & work your way up.
http://video.google.com/videoplay?docid=7008845811094869981&hl=en
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
Hi Gang:
Here is a photo on my mkIII and John Williamson's Kolbra on the Bonneville
Salt Flats in May 2007. If you look in the salt, in the foreground of the
photo, you can see the black line that is used to guide those trying to
break speed records on the Flats.
These two little airplanes, built by their pilots and owners, have carried
them to many adventures around the country.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: Traveling Kolbs |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
That looks like to much fun to be legal :) Heck, I would be happy just being
able to fly up to the Kolb Event, but I work this weekend.
Here is a picture of my flying from last weekend, which was nonexistant due to
Hurrican Gustavo passing by :(
--------
"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 2469#202469
Attachments:
http://forums.matronics.com//files/dsc08777_141.jpg
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 11:16 PM 9/3/2008, you wrote:
>Stan:
>
>No bad, not bad at all.
>
>Little airplane spins through little cloud.
Thanks - Didn't mean nothing about the Kentucky thing.
http://www.youtube.com/watch?v=jpO8HljRXGU
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
I keep expecting to see a rooster on top of the little weathervane Possums uses
as a yaw indicator [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 2471#202471
________________________________________________________________________________
| From: | jerb <ulflyer(at)verizon.net> |
| Subject: | Re: Labor Day - Oops! |
Is this a system that sold back in 95 or so by a guy if I recall
right was based in Alaska. Seems like I also recall he was killed in
a plane crash. I may be totally wrong. We bought one of those kits,
my partner installed it but I had him pull it back off until our
engine was out of warranty. We never reinstalled it. This one came
with all the parts. Didn't have to send him anything but money. If
I recall right it allowed you to tweak the mixture while in
flight. It been a while and cells are dying at a faster pace each day.
jerb
At 08:32 PM 9/1/2008, you wrote:
>
> >
> >Jack
> >
> > Someone sells a mixture control for Bings...and likely Mikuni's
> >also.. I think it allows the jet needle to be positioned
> >independently of the slide...? Herb
> >
>
>Herb,
>
>I am aware of this system. One reason, I have stayed away from it is that
>you have to send your carburetor components to them for modification. Once
>the slide, carb top and needle have been modified, you are stuck with it.
>If it does not work out well, you have to replace all these components to
>get back to where you started. I have not physically seen one but it must
>use a very fine screw thread so that the adjustment can be made. With all
>the pounding that the carburetor slide takes, this concept does not appeal
>to me.
>
>My goal was to get the job done without having to change any jets, etc. I
>could have tapped into the screw that blocks the passage way to the under
>the slide vent for the altitude compensating system. But I was afraid it
>would require jet changes as does the altitude compensating system. If I
>continue to have success, I may try it because I can always easily block it
>off again.
>
>The most important thing is to get a good needle that matches your engine,
>prop setting, and aircraft. Once you have a needle that gives a flat EGT
>over the cruise rpm range, then one can start trying to lean out the
>carburetor in flight. Saturday, I had to abort two flights due to high EGT
>readings when retarding the throttle from climb to cruise. It was no
>problem but it delayed my departure for a fly-in at Marion, IN and cost me
>about a quart of fuel. EGT can vary a lot in one day if a cold front comes
>through, as apposed to very moist warm air or a change in cruise altitude.
>As a result one must always adjust the needle position so that the engine is
>always running a little bit to moderately rich. If you don't, you run the
>risk of scuffing a piston, and re-enforce the concept that the two cycle
>engine may be unreliable. This is poor engine management, but we are stuck
>with it and the Bing. In part this may be the reason that the aircraft two
>cycle has earned the reputation as being a fuel hog.
>
>The system I have described is fairly simple, and fool proof, in that if
>anything becomes disconnected, the system goes no more than one needle slot
>rich. One would not have to use a differential pressure gage and could go
>by the EGT, but I like to know what is going on.
>
>I hope to run the needle full rich position for winter weather tomorrow. If
>I can again raise the EGT back up to the upper operating limit, it means I
>will no longer have to disassemble the carburetor to move the needle and I
>will start reworking the system. Currently, I am running tubing that is too
>large and heavy. And I am using an on my lap differential pressure gage.
>Tomorrow test should determine the scale range of the new smaller and
>lighter gage.
>
>The best thing that can come from this is that it will stabilize fuel burn
>rates at various engine rpms.
>
>Fly Safe!
>
>Jack B. Hart FF004
>Winchester, IN
>
>
________________________________________________________________________________
| Subject: | Re: Traveling Kolbs |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Here is something I passed by on the way to the airport the other day, when I saw
this I had to take a picture for John H.
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 2474#202474
Attachments:
http://forums.matronics.com//files/tractors_147.jpg
________________________________________________________________________________
| Subject: | Re: Traveling Kolbs |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
John Hauck wrote:
> Hi Gang:
>
> Here is a photo on my mkIII and John Williamson's Kolbra on the Bonneville
> Salt Flats in May 2007. If you look in the salt, in the foreground of the
> photo, you can see the black line that is used to guide those trying to
> break speed records on the Flats.
>
> These two little airplanes, built by their pilots and owners, have carried
> them to many adventures around the country.
>
> john h
> mkIII
It looks a little like frozen lake flying in Minnesota ....
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2502#202502
Attachments:
http://forums.matronics.com//files/2_12_05_cooks_bay_fly_in__116.jpg
http://forums.matronics.com//files/frozen_lake_flying__126.jpg
________________________________________________________________________________
| From: | herb <herbgh(at)nctc.com> |
| Subject: | Re: Econo Miser!! |
Jerb
Easy to make your own....A quick look at the exploded drawing on
the UL news site tells the story... I would install stops such that
the needle could only travel the distance from the lower to the top
clip position... maybe a bit more? Otherwise a geared turns counter
on the inst panel would be wise...
Jacks design may be more eloquent... ? Gonna post it to your site
Jack? Herb
At 11:32 PM 9/3/2008, you wrote:
>
>Is this a system that sold back in 95 or so by a guy if I recall
>right was based in Alaska. Seems like I also recall he was killed
>in a plane crash. I may be totally wrong. We bought one of those
>kits, my partner installed it but I had him pull it back off until
>our engine was out of warranty. We never reinstalled it. This one
>came with all the parts. Didn't have to send him anything but
>money. If I recall right it allowed you to tweak the mixture while
>in flight. It been a while and cells are dying at a faster pace each day.
>jerb
>
>
>At 08:32 PM 9/1/2008, you wrote:
>>
>> >
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Fw: Mixture control for Bing |
Morning Gang:
Got a bc from Jerry Olenik reference his in flight adustable carb set up.
Give Jerry a call if interested.
john h
mkIII
----- Original Message -----
From: "golenik" <golenik(at)greenskyadventures.com>
Sent: Wednesday, September 03, 2008 7:58 PM
Subject: Mixture control for Bing
> Hi John,
> I heard from one of our Kolb HKS customers that someone was asking about
> mixture control for Bing. We make the HACman which works well with the
> Bing
> 54 and also the Bing Constant Velocity carbs as used on HKS, Jabiru, and
> Rotax 912.
> THere is info at
> http://www.greenskyadventures.com/bing/4strokePG2.htm
> and
> http://www.greenskyadventures.com/bing/HACmanorder.htm
> and
> http://www.greenskyadventures.com/bing/HACmandetails.htm
>
> Fuel savings are substantial.
> Hope all is well
> Jerry
>
> Gerald J. Olenik, pres.
> Green Sky Adventures, Inc.
> 326 Melrose Landing Blvd
> Hawthorne, Fl. 32640
>
> 352 475-5625 or toll free 888 887-5625
> Jerry's cell 352 318-5625
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Econo Miser!! |
I seem to recall a commercial mixture adjust retrofit that involved moving
the main jet up and down, rather than moving the needle itself... but I
could be mistaken.
Mixture control using manifold vacuum is not new. The Bing altitude
compensating carbs do something like that, and it was an option in the
Stromberg carburetor on the A-65 in my 1941 Taylorcraft (mine just had the
cover plate where it would be mounted).
-Dana
--
If we wish to "restore" respect for the law, a good start would be to
pass only laws that people will respect.
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: HKS Fuel system |
This is good until the lighting coil in the engine quits, or a fuse blows.
This still puts all the eggs in one basket... After 545 hours I will still
use the facet pump as a backup to the pump on the 912.
Boyd
>>>>>>>>>>>>>>>>>>
I have two electric facet pumps in parallel - works great.
--------
Dave Bigelow
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: HKS Fuel system |
> This is good until the lighting coil in the engine quits, or a fuse
blows.
> This still puts all the eggs in one basket... After 545 hours I will
> still
> use the facet pump as a backup to the pump on the 912.
>
> Boyd
Hi Boyd:
Correct me if I am wrong. The 912 series engine use an alternator for
aircraft power, and two seperate generators for the two seperate ignition
systems. I think that is the way I remember being taught in Rotax 912
engine school.
Am I to understand the HKS uses one system to power accessories and dual
ign?
john h
mkIII
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: HKS Fuel system |
Dave B, are they separately fused/relayed or both?
BB
On 4, Sep 2008, at 10:33 AM, boyd wrote:
>
> This is good until the lighting coil in the engine quits, or a fuse
> blows.
> This still puts all the eggs in one basket... After 545 hours I
> will still
> use the facet pump as a backup to the pump on the 912.
>
> Boyd
>
>>>>>>>>>>>>>>>>>>>
>
>
> I have two electric facet pumps in parallel - works great.
>
>
> --------
> Dave Bigelow
>
>
________________________________________________________________________________
| Subject: | Re: Fw: Mixture control for Bing |
| From: | jvanlaak(at)aol.com |
I have a pair of these carburetors that I do not need.? Essentially new condition.?
Email off list if interested.
Jim
-----Original Message-----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Thu, 4 Sep 2008 10:01 am
Subject: Kolb-List: Fw: Mixture control for Bing
?
Morning Gang:?
?
Got a bc from Jerry Olenik reference his in flight adustable carb set up.?
?
Give Jerry a call if interested.?
?
john h?
mkIII?
?
----- Original Message ----- From: "golenik" <golenik(at)greenskyadventures.com>?
Sent: Wednesday, September 03, 2008 7:58 PM?
Subject: Mixture control for Bing?
?
> Hi John,?
> I heard from one of our Kolb HKS customers that someone was asking about?
> mixture control for Bing. We make the HACman which works well with the > Bing?
> 54 and also the Bing Constant Velocity carbs as used on HKS, Jabiru, and?
> Rotax 912.?
> THere is info at?
> http://www.greenskyadventures.com/bing/4strokePG2.htm?
> and?
> http://www.greenskyadventures.com/bing/HACmanorder.htm?
> and?
> http://www.greenskyadventures.com/bing/HACmandetails.htm?
>?
> Fuel savings are substantial.?
> Hope all is well?
> Jerry?
>?
> Gerald J. Olenik, pres.?
> Green Sky Adventures, Inc.?
> 326 Melrose Landing Blvd?
> Hawthorne, Fl. 32640?
>?
> 352 475-5625 or toll free 888 887-5625?
> Jerry's cell 352 318-5625?
?
?
?
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Econo Miser!! |
>
>Jerb
>
> Easy to make your own....A quick look at the exploded drawing on
>the UL news site tells the story... I would install stops such that
>the needle could only travel the distance from the lower to the top
>clip position... maybe a bit more? Otherwise a geared turns counter
>on the inst panel would be wise...
>
> Jacks design may be more eloquent... ? Gonna post it to your site
>Jack? Herb
>
Herb,
I will post it when I am sure it is going to do the job. My goal is to
raise the EGT from one slot rich. I flew yesterday with 3/4th of a slot
rich which is 1/4 a slot richer than my coldest winter setting for the
Victor 1+. The best vacuum I could pull was 4.2 inches of water, and so I
could not raise the EGT to the upper limit on some of the lower cruise
engine speeds.
I just finished making an adapter so I can replace the altitude compensation
plug in the Bing with a hose barb. This source should produce lower
pressures than the inlet probe. If the weather clears up, I will try it out
today. If this works, it will make it easier to convert to the system as one
will not have to remove the carburetor to install the current probe. Right
now I am using a junk gage and flow throttling valve. I am so encouraged
that I ordered a new flow throttling valve, a vacuum gage and thin wall
light tubing. At this point it looks very promising. Valve adjustment is not
sensitive, and the pressure and EGT reading are holding steady. I thought
of discarding the gage, but a gage costs less than a multiple turn readout
scale locking dial for the valve and doesn't weigh much more.
Fly Safe!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "Mnflyer" <gbsb2002(at)yahoo.com> |
Hi Mark
I currently have 284 hrs on my engine, installed it in early 06 first flt was April
of 06, I am very happy with everything about the engine.
Mark asked:
BTW how many hours are on your HKS?
--------
GB
MNFlyer
Flying a HKS Kitfox III
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2571#202571
________________________________________________________________________________
| From: | possums <possums(at)bellsouth.net> |
At 12:30 AM 9/4/2008, you wrote:
>
>I keep expecting to see a rooster on top of the little weathervane
>Possums uses as a yaw indicator [Wink]
>
>Mike
No .....that would throw my aim off during "Duck Hunting" season.
http://www.youtube.com/watch?v=0BCLoq3a4OA
________________________________________________________________________________
| From: | Jerry Jones <maderah2(at)sbcglobal.net> |
| Subject: | Re: Fw: Mixture control for Bing |
>
Guys,
Some of our local pilots used these adjustable needles, but none are
now, perhaps because we don't hear about them anymore. One pilot had
an engine-out and off-field landing because he adjusted the carb at
altitude and forgot to readjust when he later descended. Two cycles
don't tolerate lean conditions all that well. I found with them that
when jetted for sea level I could fly to any altitude, including 10
to 12k without problem, though likely greater fuel burn and slightly
less power at higher altitudes.
My .02.
Jerry
Fresno
________________________________________________________________________________
| Subject: | Re: Mixture control for Bing |
| From: | "Tom Jones" <nahsikhs(at)elltel.net> |
I have the Arctic Sparrow adjustable needles in the carbs on a 503. I find that
I don't make adjustments in flight any more.
The reason I installed them was to richen the mid rage (3000-4800 RPM) to keep
EGT within limits on descents with partial power. It does increase pilot work
load and is easy to turn one the wrong way, get confused, then turn the wrong
carb needle, forget which way you turned it, and end up with a rough running
engine.
It takes too much attention watching the EGT...it lags a few seconds behind the
needle adjustment...to make sure you adjusted correctly when you should have
your head up looking outside the airplane.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2617#202617
________________________________________________________________________________
| From: | russ kinne <russ(at)rkiphoto.com> |
| Subject: | Re: Kolb Firestat II and Sport Pilot |
Hi List
Anyone have a BRS 1050 for sale?
________________________________________________________________________________
| From: | "boyd" <by0ung(at)brigham.net> |
| Subject: | Re: HKS Fuel system |
> This is good until the lighting coil in the engine quits, or a fuse
blows.
> This still puts all the eggs in one basket... After 545 hours I will
> still
> use the facet pump as a backup to the pump on the 912.
>
> Boyd
>Hi Boyd:
>Correct me if I am wrong. The 912 series engine use an alternator for
>aircraft power, and two seperate generators for the two seperate ignition
systems. I think that is the way I remember being taught in Rotax 912
>engine school.
>Am I to understand the HKS uses one system to power accessories and dual
>ign?
>john h
>mkIII
>>>>>>>>>>>>>>>>>>>>>>
John... I think you are right... but for clarity I believe the lighting
and 2 cdi and also the tach coils are all on the same stator, they have
separate output wires that feed their intended destinations. And you could
have one coil go bad, say the left cdi... and the engine would still run on
the right cdi... but if the lighting coil goes out, you are finished with
charging the battery, and would be left with what power is in the battery.
I do not believe there is a redundant backup to the lighting coil.
My point was not that he would loose the spark if the lighting coil went
out,,, only that if his only source of getting fuel to the engine was the 2
facet pumps.... and no engine driven pump. An electrical failure would
quickly become an engine failure due to fuel exhaustion. If the charging
circuit fails the battery should keep things going for a while,,
but if a main buss fuse blows,,,
even with the lighting coil working,,,
no electricity to the pumps,,,
no gas to the engine,,,
no turning of the prop,
look for a place to set it down.
If my only source of fuel pumping was 2 electric pumps,,, I would want 2
batteries,, 2 fuses,, 2 switches,,, in order to have it redundant.. and
maybe Dave has that under control. If not I would rethink something.
Or maybe I missed something in the translation and my thoughts are all wet.
I am a plumber you know. It could happen. I kind of got mostly wet this
afternoon,, but that is another story.
Boyd Young
MkIII
________________________________________________________________________________
| Subject: | Re: Kolb Firestat II and Sport Pilot |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
If he has a tail-wheel endorsement in say a J3,That he could fly the Kolb? Does
this also mean that he could also fly a Preceptor Pup for example, with out further
endorsement's? Sorry for my ignorance, I'm just happily building my airplane
myself ( CH 701), I still have not crossed any of these bridges myself yet.
The fly off hours are not an issue as his buddy flys for North West.
If you did the training in a tail wheel airplane with a speed less than 87kts you
will be rated to fly a tail wheel set AP-2 which is less than 87 kts. So that
means you can fly any light sport tail wheel airplane that flys less than
87 kts.
Too fly a plane faster than 87 kts you will have to get an endorsement. If you
are rated for AP-2, You will also have to get an endorsment to fly a tri gear
plane AP-1. This should be changed. If you can fly a tail wheel airplane you should
be able to fly a tri gear.
The firestar will fall under the 87kt speed. My MKIII does.
These rules apply to sport pilots.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2734#202734
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Cross Country Dreams |
Well, you require some sort of pilot certificate for anything that's not
foot launched now, don't you? >>
Hi Dana
Yes. Quite right. Its not really too onerous. Not quite up to the standard
of the normal PPL but it gives you the basics of Nav, Met, Air law and
normal flyskills. Nothing fancy. Your plane too will be up to standard,
still pretty minimal but the design must be approved and any major
departures from the approved design have to be OK`d. There has recently been
the introduction of a `sub 115 Kg` category which is pretty mush like your
ultralight cat. The Firefly qualifies and there are a number of new designs
in the wings. (No pun intended)
Most pilots are responsible, but there are always a
few jerks who think they don't to know anything about procedures, airspace,
and the like. All it takes is one of them to give an airport manager a bad
taste for ultralights.>>
Yeah! Every country has them. Part of the problem with airport managers I
think was that the low speeds of the Ul`s messed up the circuits with other
GA aircraft. Now pilots with low speed approaches tend to keep their circuit
speeds well up and only slow up on finals.
Apart from that so many of the planes which are in the microlight bracket
are now indistinguishable from normal GA in both appearance and performance
that things have ironed themselves out.
Your wide open spaces enable you to ignore officialdom to a greater extent
than we can.Once upon a time I was part owner of 1000acre Ranch about 60
miles outside Denver. If I had lived there permanently I think that I would
have flown a UL with no licence without too many worries >
Cheers
Pat
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
aslsa.rng(at)gmail.com wrote:
>
>
> The 17AH battery will give at least a half hour endurance at that rate of drain.
>
>
A battery that big should give you several hours running time if the charging system
fails... An ignition system and a facett fuel pump do not draw more than
a few amps. You would probably run out of gas before your engine died due to
the battery running down.
For the ignition system on an HKS, you are best off to NEVER use a fuse on it,
or relay, or anything of the sort. Why would you want a fuse or any device that
could suddenly cut power to your ignition system in order to protect it ?
It should be hard wired to its power source. You want power to get to the ignition
system no matter what happens.
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 2785#202785
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "Mnflyer" <gbsb2002(at)yahoo.com> |
The reason for having fuses or a circuit breaker in the HKS CDI wiring system is
thats the way the HKS installation manual says to do it. A 3 amp fuse or circuit
breaker of each unit. As posted a fuse is a safety device and needed in
any circuit. While anything can happen a total light coil / alternator failure
is not common, I'm in my 60's and have ridden snowmobiles for 40+ years and have
flown Rotax and HKS powered aircraft for 15+ yrs and have yet to experience
a lighting coil or alternator failure, I have has snowmobile CDI failure (never
has happened while running but on shut down would not fire when tring to start
again) and I've had point ignition failure for that reason I do not like
single ignition aircraft engines.
--------
GB
MNFlyer
Flying a HKS Kitfox III
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2825#202825
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
If you have two Facet fuel pumps, you should fuse and power each one separately.
That way the failure of one fuel pump will be a non issue, you probably wont
even know about it until you test them. No one is telling you not to fuse the
fuel pumps.
I am not familiar with HKS ignition, but If both ignitions use the same electrical
supply, you most definitely do not want to fuse it. Adding fuses also adds
a bunch more electrical connections, and sometimes fuses just blow when they
should not, it happens. I would much rather burn a module, or a wire on the
engine than adding all the failure points of running the ignition power down
to a fuse than back up to the engine.
If your fuse blows, or a connections vibrates loose, and your engine quits suddenly
at a very bad time, will you still be saying , at least had a fuse ? Power
directly from the power output of the engine to the ignition. That way it
is a very short and simple connection, and chances of a failure are about zero.
Even if you do short the wire on the engine, its not going to burn anything
or cause a fire with such a short run in a non critical area. Your experience
from a car does not apply in any way in this case. The power from the battery
should have a fuse, because the wire is running into the airframe and most
definitely would be a hazard in a short. Bottom line, you have to educate yourself,
and be knowledgeable enough to know what is a real risk and what is not.
Just taking some experience from an automobile and trying to apply it to all
aspects of wiring an airplane is not the right thing to 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 2855#202855
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
I may be wrong here, correct me please, but I was under the impression that
an AP-1 rating was a lesser rating than AP-2. In other words, if you had an
AP-2, you were qualified in tail dragger AND nose wheel. You were stepping
up a notch. Same as if you are rated for over 87 knots, you were
automatically qualified for the lesser of the ratings. Any other way of
interpreting it would be ridiculous. That would be like saying a truck
driver could not drive a car!!!! OR if you had an IFR rating, you could not
fly VFR. (been wrong before) Ted Cowan, Alabama, Slingshot, AP-2. See you
at the homecoming.
By the way, I will be offering a $50 reward (cash money) to anyone who can
solve my resonance problem on my 912. It doenst change RPM just makes this
horrible rumm rumm rumm which changes in volumn at higher RPM but not
frequency. Not in the carbs. See ya. Ted
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> By the way, I will be offering a $50 reward (cash money) to anyone who
can
> solve my resonance problem on my 912. It doenst change RPM just makes
> this horrible rumm rumm rumm which changes in volumn at higher RPM but not
> frequency. Not in the carbs. See ya. Ted
Morning Ted:
I need $50.00.
Does it do it when tied down, doing a static runup?
Did you close the rear windows?
Is the fabric tight on top of the wings, inboard near the engine?
Did you check gear box to see if it was shimmed correctly?
Has anyone else had this problem with a SS and 912?
Has anyone else had this problem with SS and other engine combinations?
Has anyone else had this problem with other aircraft and engine
combinations?
Dan Horton's 3/4 scale Jenny with 3 cyl Suzuki engine did this. Never did
figure out why it did it.
Ronnie Collins SS did it. Fabric had been rib stitched by builder.
Stitches were failing on top of wings inboard near the engine. Caused by
drumming from prop.
I have heard some belt drive systems do this. Dan used a belt and Ronnie
was flying with a 582.
Still working on my first cup of coffee, and my mind is not working yet.
;-)
See ya at the Homecoming.
john h
mkIII
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: HKS Fuel system |
Bottom line, you have to educate yourself, and be knowledgeable enough to
know what is a real risk and what is not. Just taking some experience from
an automobile and trying to apply it to all aspects of wiring an airplane is
not the right thing to do.
>
> Mike
Mike B:
912's come with an installation manual. I don't know if you knew that or
not, since you didn't build your MKIIIx. Installation manual indicates how
to wire and plumb the engine.
I bet HKS also has an installation manual or a chapter in their engine
manual dedicated to installation procedures.
If all else fails, go to the manufacturer for information on installation,
wiring, and plumbing their engines.
Take care,
john h
mkIII
________________________________________________________________________________
| Subject: | Re: HKS Fuel system |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Hi John,
In my MK III Xtra I have rebuilt the entire fuel system. I put new certified
aircraft type fuel lines on with firesleeve down to tanks,and also on the engine
itself like the new 912-s come with, and also changed the location of everything
so that my fuel pump is below the fuel level down in the belly, and also
installed a gascolator down in the belly so that I can drain the fuel like a
real airplane [Wink] I have the Kolb 18 gallon tank sitting in a box, so
I will also be changing the original tanks soon. I also have the 6 gallon "corss
country" tank mounted up in the V area behind the seats, so I will soon have
a total of 24 gallons in my Kolb. I only have one facet pump since the engine
driven fuel pump on the 912-s is very powerful, it will draw fuel with or
without the electric pump running.
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 2905#202905
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
[quote="John Hauck
Still working on my first cup of coffee, and my mind is not working yet.
;-)
john h
mkIII[/quote]
It sounds like you are getting pretty close to that 50 bucks already !!! This
brings a question to mind John, did you pick up much speed when you put the rear
fairing on the fuselage in flat vertical area in front of the prop ? I am
still trying to figure out how you cruise so fast.
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 2907#202907
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> It sounds like you are getting pretty close to that 50 bucks already !!!
This brings a question to mind John, did you pick up much speed when you put
the rear fairing on the fuselage in flat vertical area in front of the prop
? I am still trying to figure out how you cruise so fast.
>
> Mike
Mike B:
Thought I cruised fast until John W put the 912S on his Kolbra. Then he
blew me away.
I don't know if that rear fairing helped or not. Looks better if nothing
else.
john h
mkIII
________________________________________________________________________________
| From: | gary aman <gaman(at)att.net> |
On my MK-3,I loaded up the center section facing the inner steel wing rib with
contact foam insulation cut to match the airfoil shape of the wing..Also the inside
of the center section ends.Then both sides of the spar carry through and
the top inner surface of the overhead plexiglass. All with 1/2 " denso foam sound
absorbing foam.I think the noise comes from the wing skins and resonates
thru the center section..I bought a half acre of that foam and stuck it everywhere
I think it might even have helped some..
----- Original Message ----
From: John Hauck <jhauck(at)elmore.rr.com>
Sent: Saturday, September 6, 2008 8:15:16 AM
Subject: Re: Kolb-List: LSA
> By the way, I will be offering a $50 reward (cash money) to anyone who
can
> solve my resonance problem on my 912. It doenst change RPM just makes
> this horrible rumm rumm rumm which changes in volumn at higher RPM but not
> frequency. Not in the carbs. See ya. Ted
Morning Ted:
I need $50.00.
Does it do it when tied down, doing a static runup?
Did you close the rear windows?
Is the fabric tight on top of the wings, inboard near the engine?
Did you check gear box to see if it was shimmed correctly?
Has anyone else had this problem with a SS and 912?
Has anyone else had this problem with SS and other engine combinations?
Has anyone else had this problem with other aircraft and engine
combinations?
Dan Horton's 3/4 scale Jenny with 3 cyl Suzuki engine did this. Never did
figure out why it did it.
Ronnie Collins SS did it. Fabric had been rib stitched by builder.
Stitches were failing on top of wings inboard near the engine. Caused by
drumming from prop.
I have heard some belt drive systems do this. Dan used a belt and Ronnie
was flying with a 582.
Still working on my first cup of coffee, and my mind is not working yet.
;-)
See ya at the Homecoming.
john h
mkIII
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
Will try to answer each as I can.
Does it do it when tied down, doing a static runup?
'does it anything over an idle -- audible tied up, flying, all rpms.
Did you close the rear windows?
' rear windows are open'
Is the fabric tight on top of the wings, inboard near the engine?
'fabric vibrates but have applied tapes, foam, pressure on fabric and does
not stop the noise - engine producing noise'
Did you check gear box to see if it was shimmed correctly?
'gear box shmming seems to be the last hope. - just gotta get someone to
take it down and be able to reshim it - seems I may have to fly to Ronny
Smiths to get it tried.'
Has anyone else had this problem with a SS and 912?
'have heard of several on Mk models. One on another plane that just plain
drove the pilot crazy, sold the plane and they took the 912 off, solved the
problem'
Has anyone else had this problem with SS and other engine combinations?
'Robert Been sent email stating he has some problem similar but was using 3
cyclinder (hurth?) and 3 blade. tore up gear box bearings'
Has anyone else had this problem with other aircraft and engine
combinations?
Dan Horton's 3/4 scale Jenny with 3 cyl Suzuki engine did this. Never did
figure out why it did it.
'seems like this is the answer so far'
Ronnie Collins SS did it. Fabric had been rib stitched by builder. Stitches
were failing on top of wings inboard near the engine. Caused by drumming
from prop.
'I believe Ronny had 582 rotax on it at the time. I have tried no spacer,
4" spacer and now have 2" spacer that seems to work best. Have padded up
down and all around everything back there I can. Helped. Bought an ANR set
for my military helmet. Best thing yet. Still hear the noise but at least
I can use the radio crystal clear. Best two hundred bucks I ever spent.
Oh, yeah, I never have to worry about the ANR Bat going dead. It will go
dead as soon as I am about one mile from a busy airport during an airshow.
Getting good at changing the bat with one hand. Many thanks to the one who
put me on to it on the list.'
Okay, put your thinking caps on tight. Hope a qualified rotax gear box man
is at the homecoming. That is my last hope Obeywan. Ted Cowan, Alabama,
Slingshot.
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Ted,
What propeller are you using?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Ralph B" <ul15rhb(at)juno.com> |
I haven't noticed any resonance on the Kolbra 912. It has a tapered Warp-Drive
prop pitched high for cruise. You might add more pitch and see if the resonance
goes away.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3026#203026
________________________________________________________________________________
| From: | "George Alexander" <gtalexander(at)att.net> |
tc1917(at)bellsouth.net wrote:
> I may be wrong here, correct me please, but I was under the impression that
> an AP-1 rating was a lesser rating than AP-2. In other words, if you had an
> AP-2, you were qualified in tail dragger AND nose wheel. You were stepping
> up a notch. Same as if you are rated for over 87 knots, you were
> automatically qualified for the lesser of the ratings. Any other way of
> interpreting it would be ridiculous.
Ted:
For Sport Pilot, no "ranking" of LSA sets. The practical test for Sport Pilot
gets you a set endorsement for the aircraft used. Have to do additional work
for the others you want/need. Differences in handling characteristics is the
reason given for the additional requirement(s).
>From the FARs.......
Sec. 61.323
How do I obtain privileges to operate a make and model of light-sport aircraft
in the same category and class within a different set of aircraft?
If you hold a sport pilot certificate and seek to operate a make and model of light-sport
aircraft in the same category and class but within a different set
of aircraft as the make and model of aircraft for which you have received an endorsement,
you must-
(a) Receive and log ground and flight training from an authorized instructor in
a make and model of light-sport aircraft that is within the same set of aircraft
as the make and model of aircraft you intend to operate;
(b) Receive a logbook endorsement from the authorized instructor who provided you
with the aircraft specific training specified in paragraph (a) of this section
certifying you are proficient to operate the specific make and model of light-sport
aircraft.
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3030#203030
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
>
some notes to clarify:
> Has anyone else had this problem with SS and other engine
> combinations?
> 'Robert Been sent email stating he has some problem similar but was
> using 3 cyclinder (hurth?) and 3 blade. tore up gear box bearings'
>
3 cylinder is also a suzuki. I'm not using a gearbox but I do
suspect the 3 blade was having a high freq problem
with the engine in the 5000 rpm range and damaging the shaft bearings
in the raven cog belt drive. Couldn't
hear it or feel it but three times in a row the carefully set up,
greased and torqued bearing stack lost their torque
load and began to spin the stack. -not good.
Now with the warp 2 blade I have run all summer with an audible rum
rum and the redrive has performed perfectly.
This is as much a confidence issue as an annoyance.
My next experiment will be a 2 blade with less inertia.
>
>
> Dan Horton's 3/4 scale Jenny with 3 cyl Suzuki engine did this.
> Never did figure out why it did it.
> 'seems like this is the answer so far'
>
I wonder if he found a solution?
Bob Bean
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
Ted,
Are your wing struts streamlined?
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
So far some great imput on the rum rum of my 912. By the way, my wife says
she can hear the 'roll' quite distinctly from the ground. Another person
said it sounded more like a chopper coming.
to Jack Hart: I am using a three blade warp taper tip. Thought originally
this was the trouble (still not proven otherwise) and checked the blades
very carefully. Blades were all different widths at taper and one was
shorter. I think one has a different twist slightely (might be the problem
but how you gonna get warp to believe it without trying another set of
blades?) Sent blades back twice which corrected everything but the slight
diffence of twist and I super balanced them before installation (horizontal
and verticle) and set the blade pitch with a lazer pointing over six feet
away. No decernable vibration from he blades now. If it is gearbox, the
blades make it louder.
Also to Mr. Hart: Yes, I have the plastic streamlining on my struts. Can
reach down and feel the struts during flight. Not the problem. Can also
feel under the wings and there is the harmonics there but extra padding and
tapes have shown me it is not likely the culprit, just a residual effect of
the 'noise'. Also tried tapes and padding on the top side of the inboard
wings.
Sooo, as it stands right now, it seems either the prop is producing this or
it is originating in the gear box. That puts Hauck and Bean in the running.
Still has to be proven and "curred".
I am so used to the noise I just keep on truckin. I have learned one thing
from this and I will share it with you all. Next time I cover the wings of
a Kolb, I will put dampening material fixed to the cloth inside the wing
both on the bottom and the top inside all the way to the first ribs or so.
I believe the light weight material will dramatically reduce all vibrational
noise from the wings. I have been doing the same thing to the fuse insides
for years. Makes a hugh difference in drumming.
Thanks so far. Lets find out what this is to benefit all that has the
problem and for the future. Ted Cowan, Alabama, Slingshot 912.
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: resonance 912 |
> Thanks so far. Lets find out what this is to benefit all that has the
> problem and for the future. Ted Cowan, Alabama, Slingshot 912.
Ted C:
I think I recommended covering the rear windows. May or may not cure your
problem. Don't know. Won't know whether it will or not if you don't try
it. Only takes a minute to tape on some scrap lexan to cover those two big
holes back there.
john h
mkIII
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: resonance 912 |
Ted, you gave me a thought. -surprised that you found differences in
the warp blades, Im using two from
a three blade set. I may check all three against each other to look
for any differences.
The only balancing I've done is hanging from fish line through a
machined center plug.
I'll check individual balance points and weights.
BB
On 8, Sep 2008, at 7:33 AM, Ted Cowan wrote:
>
> So far some great imput on the rum rum of my 912. By the way, my
> wife says she can hear the 'roll' quite distinctly from the
> ground. Another person said it sounded more like a chopper coming.
>
> to Jack Hart: I am using a three blade warp taper tip. Thought
> originally this was the trouble (still not proven otherwise) and
> checked the blades very carefully. Blades were all different
> widths at taper and one was shorter. I think one has a different
> twist slightely (might be the problem but how you gonna get warp to
> believe it without trying another set of blades?) Sent blades back
> twice which corrected everything but the slight diffence of twist
> and I super balanced them before installation (horizontal and
> verticle) and set the blade pitch with a lazer pointing over six
> feet away. No decernable vibration from he blades now. If it is
> gearbox, the blades make it louder.
>
> Also to Mr. Hart: Yes, I have the plastic streamlining on my
> struts. Can reach down and feel the struts during flight. Not the
> problem. Can also feel under the wings and there is the harmonics
> there but extra padding and tapes have shown me it is not likely
> the culprit, just a residual effect of the 'noise'. Also tried
> tapes and padding on the top side of the inboard wings.
>
> Sooo, as it stands right now, it seems either the prop is producing
> this or it is originating in the gear box. That puts Hauck and
> Bean in the running. Still has to be proven and "curred".
>
> I am so used to the noise I just keep on truckin. I have learned
> one thing from this and I will share it with you all. Next time I
> cover the wings of a Kolb, I will put dampening material fixed to
> the cloth inside the wing both on the bottom and the top inside all
> the way to the first ribs or so. I believe the light weight
> material will dramatically reduce all vibrational noise from the
> wings. I have been doing the same thing to the fuse insides for
> years. Makes a hugh difference in drumming.
>
> Thanks so far. Lets find out what this is to benefit all that has
> the problem and for the future. Ted Cowan, Alabama, Slingshot 912.
>
>
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: resonance 912 |
>
>to Jack Hart: I am using a three blade warp taper tip. Thought originally
>this was the trouble (still not proven otherwise) and checked the blades
>very carefully. Blades were all different widths at taper and one was
>shorter. I think one has a different twist slightely (might be the problem
>but how you gonna get warp to believe it without trying another set of
>blades?) Sent blades back twice which corrected everything but the slight
>diffence of twist and I super balanced them before installation (horizontal
>and verticle) and set the blade pitch with a lazer pointing over six feet
>away. No decernable vibration from he blades now. If it is gearbox, the
>blades make it louder.
>
Ted,
I was more concerned about inertia. The greater the propeller inertia, more
and more of the engine firing impulse, must be transmitted and adsorbed by
the mounts, cage and surrounding structure. I believe Bob Bean has the best
idea. I would try the lowest inertia two blade wood propeller I could find.
Two blades will pretty much act as one passing the wing trailing edge, and
so the beat frequency will be lowered from three to one. This should make a
noticeable change if the resonance is caused by propeller blast to the wing
surfaces. If that is not the case then the lowering of the propeller
inertia should help reduce the amount of engine firing impulse to the cage
etc.
In either case you should come out with a quieter flying machine. If it
works out well, you can always recover most of the cost by selling your
present propeller.
Fly safe!
Jack B. Hart FF004
Winchester, IN
________________________________________________________________________________
| Subject: | Re: resonance 912 |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
When I bought my 912 Kolbra, Mark took it for a test flight to make sure everything
was fine. On the ground, I noticed a resonating sound and I thought it was
coming from the gears. Shortly thereafter, I switched oil to Honda HP4, a semi-synthetic
motorcycle oil, which has gear additives. Prior to this, Mark was
using Valvoline DuraBlend which is a good engine oil but has no gear lube in
it. I believe this made a difference in the drumming noise from the gears. Rotax
recommends a quality motorcycle oil for the 912. Lubricating the gears is high
priority.
Ralph B.
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3154#203154
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Kolb List re: resonance 912 |
- Ted- I have no experience, but- I think somebody went through this a
few months ago.- Do you have a spare prop you could switch out?
-
-------------------------
--------------- Bill Sullivan
-
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
| Subject: | Re: resonance 912 |
Ted
I have had differing levels of noise in my MKIIIC. When I had a direct drive
VW the noise was horrible. It was primarily from the prop going supersonic.
When I switched to a reduction drive it got much better. Then I changed to
my new engine mount and the noise got louder. The mounting bushings are
wider spaced which controls the engine better but allows more engine
vibration to get to the airframe. The latest redrive smoothed out the
engine/redrive harmonics so again I got some noise reduction. Bottom line
make the engine as smooth as possible and use the softest bushings/vibration
dampers you can get.
When I had my quietest engine/mount, I experimented with putting VGs on my
cockpit windows hopping for more speed (it didn't help) but what I found was
that it reduced the noise. The sharp break at the back edge of my cockpit
doors causes a considerable amount of turbulence that drums the sides of
cockpit fabric. The VGs smoothes this out a bit.
If you can't stop the noise at the source then keep it from getting to you.
I found a product at Oshkosh that may help. Check out WWW.Soundexproducts
It is very expensive but looks like it will block and or absorb noise and it
is very light.
Keep us up to date on your progress.
Rick Neilsen
Redrive VW powered MKIIIC
________________________________________________________________________________
| Subject: | I am officially a sport pilot! |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
I took my check ride yesterday in my Kolb and passed! It feels good to finally
accomplish getting a pilot license. Should have done it 9 years ago when I was
taking PPL training.
Better late than never :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3174#203174
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
| Subject: | Re: resonance 912 |
-or you can start a propeller collection. My "office" here now
sports a nice shiny powerfin 3 blade on the wall.
Next will be the warpdrive. The ceiling has a four blade fan to
accompany the motif .
BB
On 8, Sep 2008, at 10:05 AM, Jack B. Hart wrote:
>
>
>>
>> to Jack Hart: I am using a three blade warp taper tip. Thought
>> originally
>> this was the trouble (still not proven otherwise) and checked the
>> blades
>> very carefully. Blades were all different widths at taper and one
>> was
>> shorter. I think one has a different twist slightely (might be
>> the problem
>> but how you gonna get warp to believe it without trying another
>> set of
>> blades?) Sent blades back twice which corrected everything but the
>> slight
>> diffence of twist and I super balanced them before installation
>> (horizontal
>> and verticle) and set the blade pitch with a lazer pointing over
>> six feet
>> away. No decernable vibration from he blades now. If it is
>> gearbox, the
>> blades make it louder.
>>
>
> Ted,
>
> I was more concerned about inertia. The greater the propeller
> inertia, more
> and more of the engine firing impulse, must be transmitted and
> adsorbed by
> the mounts, cage and surrounding structure. I believe Bob Bean has
> the best
> idea. I would try the lowest inertia two blade wood propeller I
> could find.
> Two blades will pretty much act as one passing the wing trailing
> edge, and
> so the beat frequency will be lowered from three to one. This
> should make a
> noticeable change if the resonance is caused by propeller blast to
> the wing
> surfaces. If that is not the case then the lowering of the propeller
> inertia should help reduce the amount of engine firing impulse to
> the cage
> etc.
>
> In either case you should come out with a quieter flying machine.
> If it
> works out well, you can always recover most of the cost by selling
> your
> present propeller.
>
> Fly safe!
>
> Jack B. Hart FF004
> Winchester, IN
>
>
________________________________________________________________________________
| Subject: | Re: I am officially a sport pilot! |
| From: | "Dwight" <haydend(at)charter.net> |
Congrats Grant, way to go!!
Dwight
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3194#203194
________________________________________________________________________________
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
II want to replace my fuel lines. What is the best line to replace it with.
My instructor said he used vinyl line back in the 90s on a phantom and that same
fuel line is still good. Its hard but will not break.
Tygon and the blue fuel lines are nothing like this.
Does anyone use vinyl fuel line?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3203#203203
________________________________________________________________________________
| From: | TK <tkrolfe(at)toast.net> |
George Alexander wrote:
>
>
> tc1917(at)bellsouth.net wrote:
>
>> I may be wrong here, correct me please, but I was under the impression that
>> an AP-1 rating was a lesser rating than AP-2. In other words, if you had an
>> AP-2, you were qualified in tail dragger AND nose wheel. You were stepping
>> up a notch. Same as if you are rated for over 87 knots, you were
>> automatically qualified for the lesser of the ratings. Any other way of
>> interpreting it would be ridiculous.
>>
>
>
> Ted:
>
> For Sport Pilot, no "ranking" of LSA sets. The practical test for Sport Pilot
gets you a set endorsement for the aircraft used. Have to do additional work
for the others you want/need. Differences in handling characteristics is the
reason given for the additional requirement(s).
>
> >From the FARs.......
>
> Sec. 61.323
>
> How do I obtain privileges to operate a make and model of light-sport aircraft
in the same category and class within a different set of aircraft?
>
> If you hold a sport pilot certificate and seek to operate a make and model of
light-sport aircraft in the same category and class but within a different set
of aircraft as the make and model of aircraft for which you have received an
endorsement, you must-
> (a) Receive and log ground and flight training from an authorized instructor
in a make and model of light-sport aircraft that is within the same set of aircraft
as the make and model of aircraft you intend to operate;
> (b) Receive a logbook endorsement from the authorized instructor who provided
you with the aircraft specific training specified in paragraph (a) of this section
certifying you are proficient to operate the specific make and model of
light-sport aircraft.
>
> --------
> George Alexander
> FS II R503 N709FS
> http://gtalexander.home.att.
>
George,
If I understand you correctly, if I were to get certified as a Sport
Pilot in an Aeronca then I would only be allowed to fly that type of
plane? What does that do to those that have transitioned from a GA
licenses to Sport Pilot. Are they then restricted to only flying their
current aircraft type? I know of two individuals that have transitioned
to Sport Pilot and was wondering how it would affect them.
I'm having second thoughts about Sport Pilot certification if that is
the restriction.
Terry - FireFly #95
________________________________________________________________________________
| From: | "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net> |
Terry
I have my PPL and have been flying for under Sport Pilot for three years
since I let my medical lapse. Because of my higher rating I can fly any LSA
airplane even the faster LSA airplanes. I would get training if I were to
fly something different but I'm not required to.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "TK" <tkrolfe(at)toast.net>
Sent: Monday, September 08, 2008 12:09 PM
Subject: Re: Kolb-List: Re: LSA
>
> George Alexander wrote:
>>
>>
>> tc1917(at)bellsouth.net wrote:
>>
>>> I may be wrong here, correct me please, but I was under the impression
>>> that an AP-1 rating was a lesser rating than AP-2. In other words, if
>>> you had an AP-2, you were qualified in tail dragger AND nose wheel. You
>>> were stepping up a notch. Same as if you are rated for over 87 knots,
>>> you were automatically qualified for the lesser of the ratings. Any
>>> other way of interpreting it would be ridiculous.
>>
>>
>> Ted:
>>
>> For Sport Pilot, no "ranking" of LSA sets. The practical test for Sport
>> Pilot gets you a set endorsement for the aircraft used. Have to do
>> additional work for the others you want/need. Differences in handling
>> characteristics is the reason given for the additional requirement(s).
>> >From the FARs.......
>>
>> Sec. 61.323
>>
>> How do I obtain privileges to operate a make and model of light-sport
>> aircraft in the same category and class within a different set of
>> aircraft?
>> If you hold a sport pilot certificate and seek to operate a make and
>> model of light-sport aircraft in the same category and class but within a
>> different set of aircraft as the make and model of aircraft for which you
>> have received an endorsement, you must- (a) Receive and log ground and
>> flight training from an authorized instructor in a make and model of
>> light-sport aircraft that is within the same set of aircraft as the make
>> and model of aircraft you intend to operate; (b) Receive a logbook
>> endorsement from the authorized instructor who provided you with the
>> aircraft specific training specified in paragraph (a) of this section
>> certifying you are proficient to operate the specific make and model of
>> light-sport aircraft.
>>
>> --------
>> George Alexander
>> FS II R503 N709FS
>> http://gtalexander.home.att.
>>
> George,
>
> If I understand you correctly, if I were to get certified as a Sport Pilot
> in an Aeronca then I would only be allowed to fly that type of plane?
> What does that do to those that have transitioned from a GA licenses to
> Sport Pilot. Are they then restricted to only flying their current
> aircraft type? I know of two individuals that have transitioned to Sport
> Pilot and was wondering how it would affect them.
> I'm having second thoughts about Sport Pilot certification if that is the
> restriction.
>
> Terry - FireFly #95
>
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
The tygon and clear vinyl type fuel lines are substandard and cheap, I would not
use those on any plane. They can be very easily cut, punctured, and go bad
over time. You never see this type of fuel line in real airplanes, not even in
boats, cars, and motorcycles...
You do have a couple good options, I use the Aeroquip aircraft fuel hose from Aircraft
Spruce, it is expensive but very good, tough and durable. I don't think
I will ever have to replace it. I also put the fire sleeve over it so that
an engine fire wont melt through the fuel line and quickly become out of control.
The other good option is the black fuel line used for boats. It is also
very tough and wont go bad over time, you can get it at any marine store.
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 3221#203221
________________________________________________________________________________
| Subject: | Re: resonance 912 |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
jbhart(at)onlyinternet.ne wrote:
>
> I was more concerned about inertia. The greater the propeller inertia, more
> and more of the engine firing impulse, must be transmitted and adsorbed by
> the mounts, cage and surrounding structure. I believe Bob Bean has the best
> idea. I would try the lowest inertia two blade wood propeller I could find.
>
I would never use a wood propeller on a Kolb with a 912-S. Wooden propellers
are so fragile, the first time you have something go through the prop it will
likely come apart with disastrous results. Not to mention the tendency of wood
to change balance over time, and the problems with keeping it torqued properly
to the hub with changing humidity.
There are lots of Kolbs with 912-S engines that use Warp Drive and other composite
props with no problems like you are having. As a matter of fact, most Kolbs
with 912-S engines, including my use a composite prop, including mine with
no evidence of the problems you are having. There is no reason you should be
forced to use a substandard wooden prop. Its just a matter of finding out what
is causing this problem on your particular plane.
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 3223#203223
________________________________________________________________________________
| From: | "George Alexander" <gtalexander(at)att.net> |
[quote="tkrolfe(at)toast.net"]George Alexander wrote:
>
>
>
> tc1917(at)bellsouth.net wrote:
>
>
>
>
> If I understand you correctly, if I were to get certified as a Sport
> Pilot in an Aeronca then I would only be allowed to fly that type of
> plane? What does that do to those that have transitioned from a GA
> licenses to Sport Pilot. Are they then restricted to only flying their
> current aircraft type? I know of two individuals that have transitioned
> to Sport Pilot and was wondering how it would affect them.
>
> I'm having second thoughts about Sport Pilot certification if that is
> the restriction.
>
> Terry - FireFly #95
Terry:
My understanding is what Rick Neilsen said....
Said another way.... a person who has a PPL/GA Ticket can fly LSA equivalent of
that he was signed off for as a private. They do NOT become a Sport Pilot.
They continue to hold the GA Ticket and if their medical lapsed they can fly
aircraft in LSA as long as they have a valid driver license.
If they hold a private with a tail wheel endorsement, they can fly a Savage (>87
KTS Vh TW); a CT (> 87 KTS Vh tri-gear); a Firefly (
--------
George Alexander
FS II R503 N709FS
http://gtalexander.home.att.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3224#203224
________________________________________________________________________________
| Subject: | passengers/ law suits? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
Now that I have my SP license, I have a few friends that would like to go for a
ride however I am scared to take them up due to the possibility of a lawsuit
being filed against me in the event something bad happens and they get seriously
injured or killed. I was told that even if the person does not want to sue
you that his/ her insurance company can sue you.
I know many of you probably take up passengers with you. Do you worry about these
things?
Is there any kind of legal document/ waiver that a passenger can sign stating in
the event of an accident that I as the pilot and owner of the aircraft can not
be held responsible for the injury or death of the passenger?
Doctors have you sign the hold harmless paperwork before surgery.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3225#203225
________________________________________________________________________________
| Subject: | Re: Fusing the Ignition System |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Dennis,
Yes, it is possible to fry an expensive ignition module if you do not have a fuse
in line. But again, I have seen fuses just go bad and open up for no reason,
or even the fuses sockets go bad over time and lose the connection. I would
never use a SINGLE fuse in an aircraft ignition, I would rather burn up a module
than risk having my engine unexpectedly and unnecessarily quit. In the
area that I fly in, an off airport landing for me would result in a lot of damage
to my plane, and maybe myself [Shocked] I would risk a module any day
over that.
I downloaded the HKS wiring diagram, they show a separate 3 amp fuse for each ignition
system, which is something I would do. A single fuse or socket going
bad in this setup would not cause an engine failure. One thing that I do not
like in this diagram is that they show the fuse after the ignition switches....
If I was trying to prevent a short from burning up my wires, I would put the
fuses before the switches, not after... Many times shorts happen in or around
the switches themselves. Attached is a picture of the HKS diagram, while it
looks good, though I am not sure they got it right when the show the fuses after
the switches.
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 3226#203226
Attachments:
http://forums.matronics.com//files/hksignition_279.jpg
________________________________________________________________________________
| Subject: | Re: passengers/ law suits? |
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
There is a form just for this very possibility that you can download from AOPA.
This is a valid concern and I would have passengers sign this before flying
with them. This will cover you in some states, and some states not... But it
sure could not hurt !
The AOPA form is geared towards certifie aircraft, I would also check with EAA
for a similar form that applied more to experimental aircraft.
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 3229#203229
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
> II want to replace my fuel lines. What is the best line to replace it
with.
>
> My instructor said he used vinyl line back in the 90s on a phantom and
> that same fuel line is still good. Its hard but will not break.
>
> Tygon and the blue fuel lines are nothing like this.
>
> Does anyone use vinyl fuel line?
Grant R:
What is wrong with black neoprene automotive fuel line?
I have been using Gates neoprene fuel line for many years and many hours.
Why would I use that instead of the "normal" ultralight fuel line? Because
vinyl, tygon, polyurethane, and all the rest of those neat lines that you
can see the gas in are prone to failure, especially the pulse lines on two
stroke engine driven fuel pumps.
Some will tell you you must be able to see inside the line so you can see if
there is bubbles in there. If you must see if there are air bubbles in the
line, better not use neoprene. For reliability and longevity, I'll stick to
black neoprene fuel line.
john h
mkIII
________________________________________________________________________________
| Subject: | Re: passengers/ law suits? |
| From: | "Jim ODay" <jimoday(at)hotmail.com> |
This is an excellent topic and faces any of us who carry passengers, even in non-owned
aircraft.
I agree, a "written agreement" before the flying would not hurt and it will create
a speed bump. But if it is a bad situation, you will be sued anyway.
I buy as much liability insurance as I can get (and afford). Often the policy
offered will have a per person limit that is much less than the aggregate or per
occurrence limits. I have found that I can only buy this type w/o experience
in a particular aircraft and after 1 year I can get "smooth" coverage that
has the entire policy limits available to pay a claim.
I also own my planes in a LLC to buffer my personal exposure. It does add to the
annual cost to own, but, like insurance, it is another risk management tool.
It is not any different than offering someone a ride in your car vs. your plane,
if something goes wrong, you as the owner and/or driver/pilot are going to be
in the middle of it. But with most car owners, there is insurance in force
to take care of the financial risks.
The sad part about it is the higher the limits of insurance you have the bigger
target you are too. Should you have an accident and there are injuries, a trial
lawyer will be more to take a case with the pot of gold vs. a victory with
a big buck judgment and a defendant without the ability to pay.
I guess that may be a good rule of thumb for anyone, get good flying the plane,
really good, before taking up others. I was told by my examiner that now I
had a "license to learn more and gain experience".
My personal view is that it is irresponsible to operate an aircraft without liability
insurance. We can damage a lot of things with our planes and should either
have the personal wealth to pay the damages or purchase financial insurance.
The first thing I did when I got my license in the 70's was to pack it up with
my buddies and show them my stuff. I never thought much about insurance then
(did not buy it either) but understand I was 18, bullet proof and "a lot smarter"
[Wink] than most plus I had noting to loose either.
It is fun to share the sport of flying with friends, but it is not without its
risks.
Fly safe,
Jim
Former Kolbster but still like to follow and learn from the list ...
--------
Jim O'Day
Fargo, ND
Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3247#203247
________________________________________________________________________________
| From: | "2danglico" <john.tempest(at)basf.com> |
I recently bought a used Kolb Firestar with a freshly rebuilt (4Hrs) Rotax 447
single carb. I'm writing in hopes of getting some advise on getting it tuned up.
I'm a little concerned about the EGT/CHT temps I'm getting while operating
at speed. I'm getting a lot of surging and stumbling. It's difficult to find a
happy cruise RPM. Anything below 5000 RPM and it will slowly load up and begin
to lose RPM and run rough. When I try to nudge the throttle up a small amount,
I get a surge that puts me up to 5500 RPM. My EGT is only reading 850-900 even
on my full power climb outs, and my CHT is reading 300-325. I assumed this
was indicating a over rich condition but when I checked the plugs I found the
healthy looking rust/brown color I've seen in the books. I'm thinking that I
may benefit from dropping the needle down(or up?) one notch to lean it out and
see if I can bring my EGT and CHT in line. Does anyone have any feedback or opinions?
Any help I can get will be appreciated. -John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3253#203253
________________________________________________________________________________
| Subject: | Re: passengers/ law suits? |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
Grant, if you've never taken passengers for a ride, just remember the stall speed
goes up, it sinks a lot more when the power is reduced, and the takeoff roll
is longer. This sounds like I'm preaching to the choir, but it might be one
of those things we forget when flying Light Aircraft. All of this, of course,
depends on the weight of the passenger and this might be a touchy subject when
giving rides to women.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3254#203254
________________________________________________________________________________
| Subject: | Re: 447 tuning tips |
| From: | "Ralph B" <ul15rhb(at)juno.com> |
2danglico wrote:
> I recently bought a used Kolb Firestar with a freshly rebuilt (4Hrs) Rotax 447
single carb. I'm writing in hopes of getting some advise on getting it tuned
up. I'm a little concerned about the EGT/CHT temps I'm getting while operating
at speed. I'm getting a lot of surging and stumbling. It's difficult to find
a happy cruise RPM. Anything below 5000 RPM and it will slowly load up and begin
to lose RPM and run rough. When I try to nudge the throttle up a small amount,
I get a surge that puts me up to 5500 RPM. My EGT is only reading 850-900
even on my full power climb outs, and my CHT is reading 300-325. I assumed this
was indicating a over rich condition but when I checked the plugs I found the
healthy looking rust/brown color I've seen in the books. I'm thinking that
I may benefit from dropping the needle down(or up?) one notch to lean it out and
see if I can bring my EGT and CHT in line. Does anyone have any feedback or
opinions? Any help I can get will be appreciated. -John
John, this sounds like the jet needle is inside the white cup in the carburetor
slide. This is easy to check by loosening the screws on top of the carb and
pulling out the slide. The needle and clip should be underneath and outside the
cup. The needle and clip go in first on the bottom of the slide, then the spring
with the cable go down the middle inside the cup. Make sure the cable end
is locked into the bottom of the slide before installing the slide into the carb
body.
Ralph
--------
Ralph B
Original Firestar 447
N91493 E-AB
21 years flying it
Kolbra 912UL
N20386
0 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3258#203258
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
Thom Riddle researched this and will have an answer when he returns
from vacation.
There is a qualified tygon variant available.
BB
On 8, Sep 2008, at 11:53 AM, grantr wrote:
>
>
> II want to replace my fuel lines. What is the best line to replace
> it with.
>
> My instructor said he used vinyl line back in the 90s on a phantom
> and that same fuel line is still good. Its hard but will not break.
>
> Tygon and the blue fuel lines are nothing like this.
>
> Does anyone use vinyl fuel line?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 3203#203203
>
>
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: passengers/ law suits? |
I wanted to get a two-seater so I could take up close friends and relatives, to
let them share in the glory of flying. I told my husband "I'll only take up good
friends and relatives - people who won't sue at the drop of a hat." "It's
not your friends and relatives sueing us that I'm concerned about," he said.
"It's THEIR relatives - most of whom you don't know and who don't know you. And
we're too old to start over again, financially."
When I went bungee jumping, I was asked to read out loud (to a rep of the company
giving the jumps) a 3 page liability waiver form, and initial each paragraph
after I read it. What that does is help protect the company against claims that
you didn't realize it could be life-and-limb threatening. As several folks
on the thread have already noted, it doesn't prevent you from being sued. You
can win the lawsuit and still be out a ton of money.
Having said that - if we hold back for fear of being sued - well, what's the fun
in that type of life?
Arty Trost
Maxair Drifter
Sandy, oregon
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
--- On Mon, 9/8/08, grantr wrote:
> From: grantr <grant_richardson25(at)yahoo.com>
> Subject: Kolb-List: passengers/ law suits?
> To: kolb-list(at)matronics.com
> Date: Monday, September 8, 2008, 10:40 AM
>
>
> Now that I have my SP license, I have a few friends that
> would like to go for a ride however I am scared to take them
> up due to the possibility of a lawsuit being filed against
> me in the event something bad happens and they get seriously
> injured or killed. I was told that even if the person does
> not want to sue you that his/ her insurance company can sue
> you.
>
> I know many of you probably take up passengers with you.
> Do you worry about these things?
>
> Is there any kind of legal document/ waiver that a
> passenger can sign stating in the event of an accident that
> I as the pilot and owner of the aircraft can not be held
> responsible for the injury or death of the passenger?
>
>
> Doctors have you sign the hold harmless paperwork
> before surgery.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 3225#203225
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 07:08 AM 9/6/2008, Ted Cowan wrote:
>...It doenst change RPM just makes this horrible rumm rumm rumm which
>changes in volumn at higher RPM but not frequency. Not in the carbs...
Does it sound like a twin engine plane whose throttles aren't quite
synchronized? I get that in my Ultrastar, too, around cruise rpm. My
theory is that it's caused by the exhaust pulse impinging or reflecting off
a prop blade, depending on where the blade is at the moment of the exhaust
pulse. If the redrive is an exact ratio with no slip (mine is 2:1, but
effectively slightly more since all belt drives slip a little) then there
wouldn't any variation in the noise since the blade would always be in the
same place.
-Dana
--
Politicians and diapers have one thing in common. They should both be
changed regularly, and for the same reason.
________________________________________________________________________________
| From: | Jerry Jones <maderah2(at)sbcglobal.net> |
| Subject: | Re: resonance 912 |
Yeh, it's great...and exciting...if not expensive to start a
propeller collection. Got a few meself, some remnants from having
turned a few into toothpicks. Had a 3-blade Warp on an 618-powered
Avid that turned a gearbox shim into little pieces. Made a hell of a
racket at idle/taxi speeds, but not the rum rum discussed here. The
prop looked great, especially with the striped white tips I painted
on it. What I didn't know that it was way too heavy for the C-box.
That was something at the time we didn't know about or understand.
Jerry
Fresno
On Sep 8, 2008, at 7:44 AM, robert bean wrote:
>
> -or you can start a propeller collection. My "office" here now
> sports a nice shiny powerfin 3 blade on the wall.
> Next will be the warpdrive. The ceiling has a four blade fan to
> accompany the motif .
> BB
>
> On 8, Sep 2008, at 10:05 AM, Jack B. Hart wrote:
>
>>
________________________________________________________________________________
| From: | Jerry Jones <maderah2(at)sbcglobal.net> |
| Subject: | Re: resonance 912 |
>
Not that he needs it, but I endorse Mike's thinking on NOT using a
wooden prop on a Kolb...or any pusher for that matter. I and several
others hereabouts have spent a fair amount of money replacing or
repairing props when things come loose and/or break (exhaust spring
hangars for example). Sometimes you even get to land earlier and not
where you would like when a big chunk of blade takes off on its own.
Jerry
Hangar 2
> I would never use a wood propeller on a Kolb with a 912-S. Wooden
> propellers are so fragile, the first time you have something go
> through the prop it will likely come apart with disastrous
> results. Not to mention the tendency of wood to change balance
> over time, and the problems with keeping it torqued properly to the
> hub with changing humidity.
>
> There are lots of Kolbs with 912-S engines that use Warp Drive and
> other composite props with no problems like you are having. As a
> matter of fact, most Kolbs with 912-S engines, including my use a
> composite prop, including mine with no evidence of the problems you
> are having. There is no reason you should be forced to use a
> substandard wooden prop. Its just a matter of finding out what is
> causing this problem on your particular plane.
>
> 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 3223#203223
>
>
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 11:53 AM 9/8/2008, grantr wrote:
>II want to replace my fuel lines. What is the best line to replace it with.
>
>My instructor said he used vinyl line back in the 90s on a phantom and
>that same fuel line is still good. Its hard but will not break.
>
>Tygon and the blue fuel lines are nothing like this.
>
>Does anyone use vinyl fuel line?
I use the transparent blue polyurethane line sold by ACS and other aircraft
suppliers. I know it's not as durable as black neoprene but I like to see
if there's any air bubbles or other contamination. Tygon IS vinyl. Their
yellow vinyl (specifically sold as "fuel and lubricant tubing") is OK but I
feel it's too soft, hose clamps can cut into it... and it still hardens so
you need to replace it every year, especially if there's any ethanol in
your fuel. I tried some generic yellow "fuel tubing", supposedly the same
thing as the yellow Tygon, and it hardened up even sooner; I won't buy it
again. I would not use generic clear vinyl tubing, it's not made for fuel
and oil.
-Dana
--
Suicidal twin kills sister by mistake!
________________________________________________________________________________
| From: | <ulace(at)woh.rr.com> |
| Subject: | Re: Wingnuts Fly-in |
Hi Jack & List,
It was nice meeting you at Nulltown. Wish you could have stayed longer. Your well
detailed and documented experiments are greatly appreciated in lieu of the
normal subjective results or pure hear-say often presented on the net. So, in
the spirit of accuracy, I have to make a small correction to your report: I'm
hangared at Dahio (I44) not Green Acres. Been there since 1985. Feel free to
drop in sometime!
Dick Graham
Firestar 447
1,600 Kolb Hrs.
> Jack Hart wrote:
Kolbers,
>
> Yesterday, I flew a little cross country from Winchester to just south of
> Nulltown to a little ultra-light field tucked in between a line of trees next
> to a river. They have a yearly hog roast. When I parked I was next to
> another Kolb. It turned out to be Dick Graham who hangars at Green Acres
> next to New Lebanon, Ohio and a member of this list.
>
________________________________________________________________________________
| Subject: | Re: passengers/ law suits? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
>
> I also own my planes in a LLC to buffer my personal exposure. It does add to
the annual cost to own, but, like insurance, it is another risk management tool.
>
If the plane is owned by a LLC then you cant be personally sued correct?
Also If something did happen couldn't you just move all of your assets over to
your spouses name or children? Then you wouldn't have anything for them to get!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3290#203290
________________________________________________________________________________
| From: | "Tom Jones" <nahsikhs(at)elltel.net> |
I think at least one LSA manufacturer is using Nylaflow tubing for fuel line.
At least that is what it looks like. It might be worth looking into. fairly
inexpensive, easy to work with, and I would think very durable.
See it here http://www.aircraftspruce.com/catalog/appages/nylaflow.php
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3296#203296
________________________________________________________________________________
| From: | robert bean <slyck(at)frontiernet.net> |
a follow up for the impatient:
the manufacturer is Saint-Gobain. Some of their products are
available through McMaster-Carr
Their fuel rated tubing is F-4040 but their test is stated as using
ethanol free gas.
They also make an ultra chemical resistant tubing F-2075
http://tinyurl.com/ny6gt
BB
On 8, Sep 2008, at 3:45 PM, robert bean wrote:
>
> Thom Riddle researched this and will have an answer when he returns
> from vacation.
> There is a qualified tygon variant available.
> BB
>
> On 8, Sep 2008, at 11:53 AM, grantr wrote:
>
>>
>>
>> II want to replace my fuel lines. What is the best line to replace
>> it with.
>>
>> My instructor said he used vinyl line back in the 90s on a phantom
>> and that same fuel line is still good. Its hard but will not break.
>>
>> Tygon and the blue fuel lines are nothing like this.
>>
>> Does anyone use vinyl fuel line?
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p 3203#203203
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "JetPilot" <orcabonita(at)hotmail.com> |
Dana wrote:
>
>
> I know it's not as durable as black neoprene but I like to see
> if there's any air bubbles or other contamination.
>
>
John H said it very well that there is no reason you need clear fuel line. When
was the last time you saw a Cessna, or any other type of aircraft or car with
clear line so that you could " See " bubbles ? If you do not do something
stupid in your fuel system design, like try to PULL fuel up with a fuel pump,
bubbles will never be an issue. In a properly designed fuel system, a leak would
be indicated be a drip or a wet spot, not by bubbles and sudden engine stoppage...
Contamination, you are not likely to see it in the line... That is
what fuel sumps and filters are for. You are fooling yourself if you think that
you are safe from contamination, or that you will catch it because of clear
fuel line.
Now you are willing to use fuel line that goes bad over time, is very prone to
damage and even out of control leaks with even a little heat or mechanical abuse
on the misguided belief that you need to be able to see the fuel in the line.
Thank god almost every manufacturer of vehicles in the world does not buy
into this foolishness, or we would have cars burning on the side of the road,
and airplanes coming down in fireballs every day. That clear fuel line is cheap,
and it is a hazard.
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 3299#203299
________________________________________________________________________________
| From: | TheWanderingWench <thewanderingwench(at)yahoo.com> |
| Subject: | Re: passengers/ law suits? |
First...I'm not a lawyer, and 2nd...the laws regarding LLCs vary from state to
state. Here in Oregon, my lawyer advised me that LLCs offer little protection
if it can be established that you created one primarily as a shield from liability
lawsuits.
Arty Trost
Maxair Drifter
Sandy, OR
www.LessonsFromTheEdge.com
"Life's a daring adventure or nothing"
Helen Keller
"I refuse to tip toe through life just to arrive safely at death."
--- On Mon, 9/8/08, grantr wrote:
> From: grantr <grant_richardson25(at)yahoo.com>
> Subject: Kolb-List: Re: passengers/ law suits?
> To: kolb-list(at)matronics.com
> Date: Monday, September 8, 2008, 5:32 PM
>
>
>
> >
> > I also own my planes in a LLC to buffer my personal
> exposure. It does add to the annual cost to own, but, like
> insurance, it is another risk management tool.
> >
>
>
> If the plane is owned by a LLC then you cant be personally
> sued correct?
>
> Also If something did happen couldn't you just move all
> of your assets over to your spouses name or children? Then
> you wouldn't have anything for them to get!
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 3290#203290
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "robcannon" <leecannon(at)telus.net> |
I recently was faced with the same question about fuel line, and asked a friend
who is a meticulous marine mechanic. He built a Beaver RX 550 over ten years
ago and used clear yellow Tygon brand fuel line and is still using the original
fuel line. I inspected this 12 ish year old line and it was still soft and
supple, and in good shape. (His was encased in black split loom)(uv protected)
Another chainsaw mechanic I spoke with said he has used it for years as the
pickup line into the gas tank with no visible breakdown or hardening. It can
be cut easily, and therefore needs to be installed correctly, but I still believe
it to be a good choice for ultralight fuel line, as it is proven to not break
down for a long time.
It is possible that there are different brands of Tygon, but the kind I bought
says "Tygon" on the box.
Rob Cannon [Wink]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3305#203305
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 09:15 PM 9/8/2008, JetPilot wrote:
>...If you do not do something stupid in your fuel system design, like try
>to PULL fuel up with a fuel pump, bubbles will never be an issue. In a
>properly designed fuel system, a leak would be indicated be a drip or a
>wet spot, not by bubbles...
Well, in the original UltraStar design, the tanks are below the engine...
and too far away to mount a pulse pump to push the fuel, so pulling it is
the only option. If a leak develops anywhere, it's going to show up as
bubbles... and I want to see them during my preflight runup. With every
inch of the fuel system visible during preflight inspection, it's easy to
verify that the lines are intact... and no trouble to replace them every
year or so.
-Dana
--
A pilot is a confused soul who talks about women when he's flying, and
about flying when he's with a woman.
________________________________________________________________________________
| From: | Jeremy Casey <1planeguy(at)kilocharlie.us> |
For what it is worth...RANS recently released a Service Bulletin saying
to get rid of all the blue and clear poly-stuff fuel line and go to the
automotive stuff. The poly-stuff has been found to not like ethanol
(there it is again ;-( ) Supposedly there is some more expensive
poly-stuff lines that are ethanol OK but why bother? The SAE 30R7 stuff
from GATES is available at every NAPA, doesn't mind ethanol and is
(comparatively) cheap...
Jeremy
________________________________________________________________________________
| Subject: | Re: passengers/ law suits? |
| From: | "lcottrell" <lcottrell(at)fmtcblue.com> |
I guess I'm a "fatalist", I take every precaution that I possibly can, then go
ahead and do the best I can. I would not take any body up that I did not personally
know without a very good reason. If I do take someone up, I make sure that
I fly very carefully and safely, keeping in mind that stall speeds are up and
the plane will be a lot heavier than I am used to. My best landings are reserved
for passengers. Granted nothing is fool prof, but I personally do not intend
to spend the rest of my days worrying about what could happen. If it somehow
should bite me in the butt, so be it. I will deal with it when it happens.
I just returned from a "fishing and hunting trip down in the Owyhee Canyon that
is too long to post here, but I will send it to anyone that would like to view
it. It is 2280 KB.
Larry C, Oregon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3314#203314
________________________________________________________________________________
| From: | "Jack B. Hart" <jbhart(at)onlyinternet.net> |
| Subject: | Re: Wingnuts Fly-in |
>
>Hi Jack & List,
>
>It was nice meeting you at Nulltown. Wish you could have stayed longer.
Your well detailed and documented experiments are greatly appreciated in
lieu of the normal subjective results or pure hear-say often presented on
the net. So, in the spirit of accuracy, I have to make a small correction to
your report: I'm hangared at Dahio (I44) not Green Acres. Been there since
1985. Feel free to drop in sometime!
>
>Dick Graham
>Firestar 447
>1,600 Kolb Hrs.
Dick,
My apologies. I had you pinned on a map and I read the listing incorrectly.
I would have liked to stay longer, but my wife who drove down needed to get
home. She is one of the working retired folks, and she had a rough week
traveling etc. If she had not suggested that I fly down, I would not have
come. She needed the rest. Also, we built a new home here, and I am still
smoothing out and planting grass seed. Planted a bunch and it has not seen
rain yet. So I water for two days, and then I have a day off. Saturday was
not a day off.
It is great to get out to be with others who enjoy building and flying small
planes. There are two hangars here at I22 contain very small aircraft, but
I never see them fly. I belong to an EAA Chapter down at Hagerstown, but we
only meet once a month, and there are not very many of us.
I am converting the vacuum gage I had in my lap to a manometer, and I have
designed up a mounting for it so it can be attached to the upper left of the
windshield bow. Once it is mounted, and a few more test flights completed
to check system performance, I want to start making some little cross
countries so that I establish fuel flow rates for a given EGT and rpm. So
there is a chance I will come your way.
It was nice to meet and talk with you.
Jack B. Hart FF004
Winchester, IN - I22
________________________________________________________________________________
| From: | Flycrazy8(at)aol.com |
| Subject: | Re: I am officially a sport pilot! |
Congrats to you Grant on becoming one of the few and the proud !!
You did good !!
Stephen
Firefly 2003
Donalsonville , Georgia
_www.southernflyersul.com_ (http://www.southernflyersul.com)
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| Subject: | Re: Use of Facet fuel pumps as backup to pulse pump |
The following is offered not as advice but merely reflects my experience.
After not flying my FS II for about 6 weeks, 3 times my engine [503 dcdi]
dropped rpms & appeared to go to idle. Each time I landed OK. Changed pulse
pump & pulse line - problem solved.
This got me to thinking that an electric pump as a backup would be a good
idea. After reading the archives, most people who use them say they fill their
float bowls & turn them on when taking off & landing.
I will fill my float bowls &, if needed, turn it on if the pulse pump fails.
I will NOT turn it on when taking off or landing for this reason- if there
is a crash [most likely during takeoff or landing] the fuel pump MAY continue
to pump fuel, causing a small fire to be a big one.
This exact thing happened at our field about 3 years ago. The pilot was
burned over 90% w/ 3rd degree burns; They pulled the plug after 10 days in
hospital.
Also, there is a question on the Sport Pilot test that indicates the backup
fuel pump not be used for TO & landing [I assume for the same reason].
I welcome other thoughts on this matter.
Howard Shackleford
FS II
SC
In a message dated 9/8/2008 10:29:08 P.M. Eastern Daylight Time,
jbhart(at)onlyinternet.net writes:
--> Kolb-List message posted by: "Jack B. Hart"
>
>Hi Jack & List,
>
>It was nice meeting you at Nulltown. Wish you could have stayed longer.
Your well detailed and documented experiments are greatly appreciated in
lieu of the normal subjective results or pure hear-say often presented on
the net. So, in the spirit of accuracy, I have to make a small correction to
your report: I'm hangared at Dahio (I44) not Green Acres. Been there since
1985. Feel free to drop in sometime!
>
>Dick Graham
>Firestar 447
>1,600 Kolb Hrs.
Dick,
My apologies. I had you pinned on a map and I read the listing incorrectly.
I would have liked to stay longer, but my wife who drove down needed to get
home. She is one of the working retired folks, and she had a rough week
traveling etc. If she had not suggested that I fly down, I would not have
come. She needed the rest. Also, we built a new home here, and I am still
smoothing out and planting grass seed. Planted a bunch and it has not seen
rain yet. So I water for two days, and then I have a day off. Saturday was
not a day off.
It is great to get out to be with others who enjoy building and flying small
planes. There are two hangars here at I22 contain very small aircraft, but
I never see them fly. I belong to an EAA Chapter down at Hagerstown, but we
only meet once a month, and there are not very many of us.
I am converting the vacuum gage I had in my lap to a manometer, and I have
designed up a mounting for it so it can be attached to the upper left of the
windshield bow. Once it is mounted, and a few more test flights completed
to check system performance, I want to start making some little cross
countries so that I establish fuel flow rates for a given EGT and rpm. So
there is a chance I will come your way.
It was nice to meet and talk with you.
Jack B. Hart FF004
Winchester, IN - I22
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| Subject: | Re: Use of Facet fuel pumps as backup to pulse pump |
Sorry- I meant to delete everything after my signature.
Howard Shackleford
FS II
SC
In a message dated 9/9/2008 12:10:57 A.M. Eastern Daylight Time,
HShack(at)AOL.COM writes:
The following is offered not as advice but merely reflects my experience.
____________________________________
Psssst...Have you heard the news? _There's a new fashion blog, plus the
latest fall trends and hair styles at StyleList.com_
(http://www.stylelist.com/trends?ncid=aolsty00050000000014) .
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: passengers/ law suits? |
I guess I'm a "fatalist", I take every precaution that I possibly can,>>
Hi Larry,
when I fly a passenger I always get them to sign what I have always called
`a blood chit`. In case `chit` is not in general use in the US it is a piece
of paper that is used, usually in the army, to cover your back.If you have
bad feet and are `excused boots` you get a chit.If you have been excused a
parade, you get a chit. You get the idea.
I write my own `blood chit` saying in plain language that flying is
dangerous, the plane is not built to international standards,( we all carry
a sticker to that effect stuck up in the cockpit) and that whatever happens
is not my fault. Just keep it plain and simple.You are not trying to be a
lawyer.
I think this practice is fairly standard. I don`t think it has ever been
tested in court and in a bad case probably wouldn`t hold up but at least it
puts you on the side of the angels and hopefully it would impress a jury
that you had done your best to point out the danger.
Sometimes of course the passenger won`t sign, in which case they don`t fly.
Cheers
Pat
________________________________________________________________________________
| From: | "pj.ladd" <pj.ladd(at)btinternet.com> |
| Subject: | Re: resonance 912 |
use a > substandard wooden prop. >>
Thats a bit of a sweeping statement. Why should you assume that a wooden
prop is substandard
Time was when all aircraft had wooden props from Sopwith Pups to Vickers
Vimy etc and they managed to go to war and fly the Atlantic.
You may have a situation where a badly matched prop and engine is giving
trouble but that is no reason for such an intemperate statement.. Kolbs are
flying here with 582`s, Jabiru`s with wooden props and there are many light
aircraft flying happily with wooden props.
Pat
________________________________________________________________________________
| From: | <airgriff(at)surferz.net> |
| Subject: | Re: passengers/ law suits? |
Years ago, when looking for places to fly my powered parachute, I approached
an owner of a small grass strip and said I have a waiver that would relieve
you of any responsibility if I get hurt. He said "that's nice, but that
doesn't stop your spouse or siblings from coming after me". I said your
right and I think this whole thing a bought suing is stupid. If I get hurt
flying my aircraft on your property it's my fault not yours. He shook my
hand and said "your welcome to fly here when ever you want".
Fly Safe
Bob Griffin Berne NY
________________________________________________________________________________
| From: | "Thomas R. Riddle" <riddletr(at)gmail.com> |
| Subject: | Tygon F4040A FUEL LINE |
I'm back home and catching up on email and Kolb stuff and saw my name mentioned.
St. Gobain, the mfr of Tygon tells me that their Tygon F4040 formula
yellow translucent line is designed specifically for gasoline and
other petroleum products and is compatible with E10. It is rated down
to -35 degrees F and up to 165 degrees F. Not recommended for enclosed
cowl engines due to the hot environment often encountered therein, but
good for locations that don't get that hot.
On the Rotax List, there is a discussion of this topic and one lister
said that he was not happy with this line but I'm not sure he is using
F4040A. Perhaps he is using another Tygon, of which there are many
formulations. He is testing another formulation now. Check the Rotax
List for more on this.
Thom in Buffalo
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
At 10:15 PM 9/8/2008, Jeremy Casey wrote:
>
>For what it is worth...RANS recently released a Service Bulletin saying to
>get rid of all the blue and clear poly-stuff fuel line and go to the
>automotive stuff. The poly-stuff has been found to not like ethanol
>(there it is again ;-( ) Supposedly there is some more expensive
>poly-stuff lines that are ethanol OK but why bother? The SAE 30R7 stuff
>from GATES is available at every NAPA, doesn't mind ethanol and is
>(comparatively) cheap...
The blue polyurethane tubing sold by Bing is specifically labeled "alcohol
resistant fuel line"
-Dana
--
Why is it called tourist season if we can't shoot at them?
________________________________________________________________________________
| From: | Dana Hague <d-m-hague(at)comcast.net> |
| Subject: | Re: Tygon F4040A FUEL LINE |
At 07:18 AM 9/9/2008, Thomas R. Riddle wrote:
>...Perhaps he is using another Tygon, of which there are many
>formulations. He is testing another formulation now...
There are many formulations of tubing sold under the Tygon brand name, but
the F4040 "fuel and lubricant tubing" is the only one they recommend for
fuel containing ethanol. It is, I believe, the only Tygon brand tubing
with the yellow color. There is also at least one other manufacturer
making a yellow "fuel tubing", but my experience is that the other brand
(at least the other brand sold by McMaster) is inferior.
I still prefer the blue Bing line.
-Dana
--
Why is it called tourist season if we can't shoot at them?
________________________________________________________________________________
| From: | "Denny Rowe" <rowedenny(at)windstream.net> |
| Subject: | Re: Use of Facet fuel pumps as backup to pulse pump |
----- Original Message -----
From: HShack(at)aol.com
To: kolb-list(at)matronics.com
I will fill my float bowls &, if needed, turn it on if the pulse pump
fails. I will NOT turn it on when taking off or landing for this
reason- if there is a crash [most likely during takeoff or landing] the
fuel pump MAY continue to pump fuel, causing a small fire to be a big
one.
This exact thing happened at our field about 3 years ago. The pilot
was burned over 90% w/ 3rd degree burns; They pulled the plug after 10
days in hospital.
Also, there is a question on the Sport Pilot test that indicates the
backup fuel pump not be used for TO & landing [I assume for the same
reason].
I welcome other thoughts on this matter.
Howard Shackleford
FS II
SC
Howard,
I am surprised the Sport Pilot exam would discourage back up fuel pump
use in the pattern.
When I got my private licence in the early 90s it was SOP to use the
back up pump for take offs and landings as these are the times with no
room for error if the engine driven pump fails.
It was also SOP to shut down all electric power upon commital to a
power loss landing. As with Ballistic chute use, power loss procedure
should be practiced and engrained in the brain while sitting on the
ground.
Denny Rowe, Mk-3, N616DR, Western PA
________________________________________________________________________________
| From: | "Steven Green" <Kolbdriver(at)bellsouth.net> |
| Subject: | Re: Use of Facet fuel pumps as backup to pulse pump |
I will fill my float bowls &, if needed, turn it on if the pulse pump
fails. I will NOT turn it on when taking off or landing for this
reason- if there is a crash [most likely during takeoff or landing] the
fuel pump MAY continue to pump fuel, causing a small fire to be a big
one.
Howard,
I agree with you on the operation of the electric pump. I installed a
fuel pressure sensor, connected it to the EIS, and programmed it to
alarm below 3 psi.
I considered installing an inertia switch in series with the electric
pump but have decided not to since I do not run it continously. If an
electric pump was my primary pump that had to run continously, I would
install the inertia switch for the reason you stated.
Steven Green
M3 912S
________________________________________________________________________________
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
> ...If you do not do something stupid in your fuel system design, like try
> to PULL fuel up with a fuel pump, bubbles will never be an issue. In a
> properly designed fuel system, a leak would be indicated be a drip or a
> wet spot, not by bubbles...
>
The way my MK III with the 503 is setup, the pulse pump pulls the fuel up to the
engine.
So is this the wrong way to have it setup? I don't have an electric pump. The only
pump on mine is the pulse pump.
Should I get an electric pump?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3362#203362
________________________________________________________________________________
| From: | "Ted Cowan" <tc1917(at)bellsouth.net> |
I will add my two cents here. We have a nice 60 acre air field here,
registered in the State of Alabama Aeronautical Safety Board, and we use a
sign-off sheet. If they are keeping an aircraft here, they sign off stating
responsibilities of us and them. That is good and proper. They also sign
off for the privilage of USING the aircraft on and off our field stating
THEY are responsible for EVERYTHING. If we take someone for a ride, there
is another form releasing us from the lawsuit side of responsibility. These
forms are fashioned after some that circulated back in the 80s and early 90s
during the USUA haydays. An attorney in California I believe, stated that
you CANNOT SIGN AWAY YOUR PERSONAL LIBILITY, actual damage to your body.
You CAN however limit it very much to damages with the sign off sheet. I
understand that if you FILM a person reading and/or signing the sheet, it
carries a lot of weight in them assuming the dangers, etc, and to make it
even more viable, have them (which we do in the case of hangering planes and
flying from our land) get it notorized. That way they cannot say they didnt
read it or understand it. The attorney also stated that passengers on an
ultralight were viewed by jurors the same as passengers on motorcycles,
'they are nuts and accept the conditions and dangers.' I hope this helps.
If anyone wishes to have a copy of what we use here, I will send it to them.
Hope this helps with that worry. You can limit your liability to actual
damages only and not to penalties. That really helps if you have homeowners
policies. Oh, yeah, our insurance carrier knows of our activities and has a
copy of what we use and is happy with it. Ted Cowan, Alabama, Slingshot.
________________________________________________________________________________
| From: | "Dana Labhart" <njlabhart(at)alltel.net> |
| Subject: | Re: passengers/ law suits? |
Also If something did happen couldn't you just move all of your assets over
to your spouses name or children? Then you wouldn't have anything for them
to get!
That's a great theory, but if you have a death, that can't be done.
________________________________________________________________________________
| From: | TK <tkrolfe(at)toast.net> |
George Alexander wrote:
>
> [quote="tkrolfe(at)toast.net"]George Alexander wrote:
>
>
>>
>>
>>
>> tc1917(at)bellsouth.net wrote:
>>
>>
>>
>>
>> If I understand you correctly, if I were to get certified as a Sport
>> Pilot in an Aeronca then I would only be allowed to fly that type of
>> plane? What does that do to those that have transitioned from a GA
>> licenses to Sport Pilot. Are they then restricted to only flying their
>> current aircraft type? I know of two individuals that have transitioned
>> to Sport Pilot and was wondering how it would affect them.
>>
>> I'm having second thoughts about Sport Pilot certification if that is
>> the restriction.
>>
>> Terry - FireFly #95
>>
>
>
> Terry:
> My understanding is what Rick Neilsen said....
> Said another way.... a person who has a PPL/GA Ticket can fly LSA equivalent
of that he was signed off for as a private. They do NOT become a Sport Pilot.
They continue to hold the GA Ticket and if their medical lapsed they can fly
aircraft in LSA as long as they have a valid driver license.
> If they hold a private with a tail wheel endorsement, they can fly a Savage (>87
KTS Vh TW); a CT (> 87 KTS Vh tri-gear); a Firefly (
>
> --------
> George Alexander
> FS II R503 N709FS
> http://gtalexander.home.att.ne
George, Rick,
Thanks for the clarification!
Terry - FireFly #95
________________________________________________________________________________
| From: | TK <tkrolfe(at)toast.net> |
| Subject: | Re: resonance 912 |
pj.ladd wrote:
>
> use a > substandard wooden prop. >>
>
> Thats a bit of a sweeping statement. Why should you assume that a
> wooden prop is substandard
>
> Time was when all aircraft had wooden props from Sopwith Pups to
> Vickers Vimy etc and they managed to go to war and fly the Atlantic.
> You may have a situation where a badly matched prop and engine is
> giving trouble but that is no reason for such an *intemperate
> statement..* Kolbs are flying here with 582`s, Jabiru`s with wooden
> props and there are many light aircraft flying happily with wooden
> props.
>
> Pat
>
Pat,
Because that is the only kind of statement he seems capable of!
During college I worked for Sensenich Aircraft Propeller Co. building
wood props. One of their tests was to put a propeller on a test stand
and the throw objects through the spinning propeller to demonstrate,
that even though chunks of wood would be torn off, the prop was still
able to provide thrust and give the pilot a chance to land safely. You
can imagine the excitement of that demo!!!! Do that with an aluminum
prop and it will immediately fold back making flight impossible. There
weren't any composite props back then, but it would have been an
interesting test also!! Believe it or not, they would actually repair
wood props that had the ends sheared off.
I have also seen what a piece of hard candy will do to a carbon fiber
prop when striking it. Causes major damage that is not easy to repair,
but repairable. Metal hardware would do more damage.
Again, we have someone talking that doesn't know what he is talking about!!
Wood props are not fragile, do not have problems with moisture if kept
in good repair and the hub does not keep on compressing after the first
couple of times of torquing it up. I have 925 hr.s in front of my
Tennessee wood prop and get great performance from it. Meets the
published numbers for climb and cruise and I burn 2 gallons per hour
consistently. It survived a major strike from my left wheel when my leg
strut broke over a year ago upon landing. The brake cable held on and
swung the wheel assembly back up into the prop. Sent the prop back to
Tennessee Propeller and they spliced and repaired the tips and did a
great job. Been flying it ever since with total confidence!!
But, then what do I know compared to someone who knows it all,
Terry - FireFly #95
________________________________________________________________________________
| Subject: | Re: passengers/ law suits? |
| From: | "grantr" <grant_richardson25(at)yahoo.com> |
August 25, 2008 - September 09, 2008
Kolb-Archive.digest.vol-hr