mkIII 
      
      
________________________________________________________________________________
Date: 
Feb 25, 2009
Subject: 
Re: Another *$#(% prop strike!
From: 
Robert Laird <rlaird(at)cavediver.com>
      
      
      Go to this URL:
      
        http://www.eaa.org/video/homebuilders.html
      
      then, under the "General" tab, scroll down to find Composite Propeller Repair.
      
        -- Robert
      
      
      On Wed, Feb 25, 2009 at 11:26 AM, John Bickham  wrote:
      >
      > I've done it again! Something went through the prop. I haven't figured what it
      was yet. This happened after a carb sync was completed. I was fiddling with
      some stuff and may have left something loose up there.
      >
      > Now I have ding in my warp and a hole in the top of my right flap to patch.
      >
      > As far as the Warp, I'm not sure how to proceed. I think I can just press the
      bulge back to shape under the tape and be OK. Any experience or suggestions appreciated.
      >
      > Working on patch on Aerothane. Just trying to getting "patches" ready for MV.
      Need to get some extended butt time. Hopefully that will be the only weak link.
      >
      > --------
      > Thanks too much,
      >
      > John Bickham
      > Mark III-C w/ 912UL
      > St. Francisville, LA
      >
      > Landing a plane and being married - a few smooth moments mixed with a lot of
      rough ones.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=232048#232048
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/img_1628_199.jpg
      > http://forums.matronics.com//files/img_1626_167.jpg
      > http://forums.matronics.com//files/img_1625_110.jpg
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Another *$#(% prop strike!
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Feb 25, 2009
      
      
      John Bickham wrote:
      > 
      > 
      > I've done it again!  Something went through the prop.  I haven't figured what
      it was yet.  This happened after a carb sync was completed. I was fiddling with
      some stuff and may have left something loose up there.  
      > 
      > 
      
      
      The carb sync is proving to be hazardous to props   [Evil or Very Mad]   That makes
      3 of us now victims of this, You, John H, and Myself.  If you call Daryl
      at Warp Drive, he is the expert and will tell you the best way to repair that
      prop. 
      
      Mike
      
      --------
      "NO FEAR" -  If you have no fear you did not go as fast as you could
      have !!!
      
      Kolb MK-III Xtra, 912-S
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232087#232087
      
      
________________________________________________________________________________
From: 
"pj.ladd" <pj.ladd(at)btinternet.com>
Subject: 
Re: xtra wingtip mods
Date: 
Feb 25, 2009
      
      
      The idea of a little air-turning gizmo sticking out could work>>
      
      What about fitting a few VG`s?.
      
      Pat
      
      
________________________________________________________________________________
From: 
"George Myers" <gmyers(at)grandecom.net>
Subject: 
Another *$#(% prop strike!
Date: 
Feb 25, 2009
      
      
      Follow this link
      
      http://www.eaa.org/video/homebuilders.html
      
      scroll down to Composite Propeller Repair
      watch video
      Enjoy
      
      George
      
      -----Original Message-----
      From: owner-kolb-list-server(at)matronics.com
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of John Bickham
      Sent: Wednesday, February 25, 2009 11:27 AM
      Subject: Kolb-List: Another *$#(% prop strike!
      
      
      I've done it again!  Something went through the prop.  I haven't figured
      what it was yet.  This happened after a carb sync was completed. I was
      fiddling with some stuff and may have left something loose up there.  
      
      Now I have ding in my warp and a hole in the top of my right flap to patch.
      
      As far as the Warp, I'm not sure how to proceed.  I think I can just press
      the bulge back to shape under the tape and be OK.  Any experience or
      suggestions appreciated.  
      
      Working on patch on Aerothane.  Just trying to getting "patches" ready for
      MV.  Need to get some extended butt time.  Hopefully that will be the only
      weak link.
      
      --------
      Thanks too much,
      
      John Bickham
      Mark III-C w/ 912UL
      St. Francisville, LA
      
      Landing a plane and being married - a few smooth moments mixed with a lot of
      rough ones.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232048#232048
      
      
      Attachments: 
      
      http://forums.matronics.com//files/img_1628_199.jpg
      http://forums.matronics.com//files/img_1626_167.jpg
      http://forums.matronics.com//files/img_1625_110.jpg
      
      
________________________________________________________________________________
From: 
"Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: 
Re: xtra wingtip mods
Date: 
Feb 25, 2009
      
      
      I put a few VGs on the side (rear edge of the doors) of my MKIIIC a few 
      years ago. I didn't effect the speed but it did reduce the noise from 
      turbulent air hitting the side of the rear cage. My cage is fully enclosed 
      like John H's plane.
      
      Rick Neilsen
      Redrive VW powered MKIIIC
      
      ----- Original Message ----- 
      From: "pj.ladd" <pj.ladd(at)btinternet.com>
      Sent: Wednesday, February 25, 2009 3:42 PM
      Subject: Re: Kolb-List: Re: xtra wingtip mods
      
      
      >
      > The idea of a little air-turning gizmo sticking out could work>>
      >
      > What about fitting a few VG`s?.
      >
      > Pat
      >
      >
      > 
      
      
________________________________________________________________________________
From: 
robert bean <slyck(at)frontiernet.net>
Subject: 
Re: xtra wingtip mods
Date: 
Feb 25, 2009
      
      
      my kolb is ugly enough now.  That would elevate it to creepy.
      BB
      
      On 25, Feb 2009, at 3:42 PM, pj.ladd wrote:
      
      >
      > The idea of a little air-turning gizmo sticking out could work>>
      >
      > What about fitting a few VG`s?.
      >
      > Pat
      >
      >
      
      
________________________________________________________________________________
Date: 
Feb 25, 2009
From: 
jerb <ulflyer(at)verizon.net>
Subject: 
Re: Nauga Field NOTAMs (LS35)
      
      
      Boy these guys are getting soft.  Next they will want "hot" water for 
      their shower, then bunks in a building, followed by mattresses, 
      coffee each morning, and finally a little golf cart to haul them out 
      to their little airplanes.
      jerb
      
      
      At 11:38 AM 2/25/2009, you wrote:
      >
      >
      >Sounds great.
      >
      >I know you wish that damn power line was out of there.  Looks high 
      >enough to land under it now that those tall trees are gone.  Really 
      >opened up that area.
      >
      >Water sounds good.  Can we take a shower at the cabin now instead of 
      >the fire house?
      >
      >john h
      >mkIII
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Nauga Field NOTAMs (LS35)
Date: 
Feb 25, 2009
      
      
       > Boy these guys are getting soft.  Next they will want "hot" water for
      > their shower, then bunks in a building, followed by mattresses, coffee 
      > each morning, and finally a little golf cart to haul them out to their 
      > little airplanes.
      > jerb
      
      
      We have all the rest of that stuff already.  Actually, the ATV ride to the 
      fire house was the only inconvenience we had to endure during the last two 
      Nauga Flyins.
      
      We'll be living high on the hog this year.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Date: 
Feb 25, 2009
From: 
jerb <ulflyer(at)verizon.net>
Subject: 
Re: Nauga Field NOTAMs (LS35)
      
      
      Y'all enjoy your trip and please be careful.
      jerb
      
      At 08:14 PM 2/25/2009, you wrote:
      >
      >
      > > Boy these guys are getting soft.  Next they will want "hot" water for
      >>their shower, then bunks in a building, followed by mattresses, 
      >>coffee each morning, and finally a little golf cart to haul them 
      >>out to their little airplanes.
      >>jerb
      >
      >
      >We have all the rest of that stuff already.  Actually, the ATV ride 
      >to the fire house was the only inconvenience we had to endure during 
      >the last two Nauga Flyins.
      >
      >We'll be living high on the hog this year.
      >
      >john h
      >mkIII
      >
      >
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
wrinkled Poly Fiber
Date: 
Feb 27, 2009
      
      
      Kolb people=2C
      
      
        I purchased my Kolb MkIII just over 10 years ago.  Around the time I purc
      hased the plane from the old Kolb Co.=2C I purchased the complete Poly Fibe
      r covering kit=2C including most of the Poly Tone paint=2C from Jim and Don
      di.
      
      
        One of the problems with not building your plane in a timely manner is th
      at some things "go bad".  Examples of this are Poly Tak that turns brownish
      =2C rendering it useless.  All the solids in the Poly Spray and Poly Tone s
      ettle on the bottom of the can=2C making a very solid mud.  Lots of work to
       get them remixed.
      
      
        My Poly Fiber fabric=2C which may or may not have been on a 5 foot tube r
      oll=2C has been folded=2C and taken on wrinkles that are virtually impossib
      le to get out.  When I try to glue these wrinkles down with (new) Poly Tak
      =2C it still won't hold them down.  What a pain!
      
      
        I figured out a way to fix the wrinkles.  I made a big ironing board on a
       blanket over a sheet of plywood.  I got my iron out=2C and ironed and iron
      ed=2C till those lines were gone.  I found it took a fairly high setting=2C
       but eventually all those suckers were gone.  
      
      
      Mike Welch
      
      MkIII   
      
      
      _________________________________________________________________
      Access your email online and on the go with Windows Live Hotmail.
      http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_AE_Access_0220
      09
      
________________________________________________________________________________
Date: 
Feb 27, 2009
From: 
"Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: 
Re: wrinkled Poly Fiber
      
      
      From: Mike Welch <mdnanwelch7(at)hotmail.com>
      Date: Fri, 27 Feb 2009 15:27:11 -0800
      
      >
      ............... 
        I figured out a way to fix the wrinkles.  I made a big ironing board on a 
      blanket over a sheet of plywood.  I got my iron out, and ironed and ironed, 
      till those lines were gone.  I found it took a fairly high setting, but 
      eventually all those suckers were gone.  
      >
      
      Mike,
      
      No way to say it but this was not a good solution.  You have just pre shrunk 
      all of your cloth.  Do not use it.
      
      Jack B.    
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: wrinkled Poly Fiber
Date: 
Feb 27, 2009
      
      
      > No way to say it but this was not a good solution.  You have just pre 
      > shrunk
      > all of your cloth.  Do not use it.
      >
      > Jack B.
      
      
      Jack/Mike W/Gang:
      
      That was my first thought, but before I sh-t canned the "FABRIC" (airplanes 
      don't use cloth for covering), I'd ascertain how hot the iron was when I was 
      busy ironing out the wrinkles.  If it was no more than 250F or so, I would 
      feel comfortable using it.
      
      This would have been a good time for Mike to call Jim Miller, before he took 
      the iron to his fabric.
      
      Most of the fabric I see on our Kolb airplanes are not shrunk tight enough, 
      primarily for fear of bending something.  All my stuff is bent, but the 
      fabric is tight as a drum.  Maybe that is why it flies faster than most of 
      its contemporaries???
      
      When I am shrinking fabric, my fabric is smoking.  ;-)
      
      john h
      mkIII
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: wrinkled Poly Fiber
Date: 
Feb 27, 2009
      
      Mike:
      
      Take your dope and paint to wal-mart or lowe's.  Those folks in the paint d
      epartment will be more than happy to shake your cans.  ;-)  That is what I 
      do with paint that has been hibernating for years.
      
      john h
      mkIII
      
      
           One of the problems with not building your plane in a timely manner is
       that some things "go bad".  Examples of this are Poly Tak that turns brown
      ish, rendering it useless.  All the solids in the Poly Spray and Poly Tone 
      settle on the bottom of the can, making a very solid mud.  Lots of work to 
      get them remixed.
         
         
        Mike Welch
        MkIII   
         
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: wrinkled Poly Fiber
Date: 
Feb 27, 2009
      
      
      > Fabric is a noun - a cloth, made by weaving, knitting, or felting 
      > fibers. -
      > dictionary.reference.com
       >
      > Jack B. Hart FF004
      
      
      Jack:
      
      Forget the dictionary.
      
      Calling aircraft covering cloth is like calling the instrument panel the 
      dash board.  ;-)
      
      Or.........calling aircraft tubing pipe.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Date: 
Feb 28, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: wrinkled Poly Fiber
      
      
      At 09:55 PM 2/27/2009, John Hauck wrote:
      
      >Calling aircraft covering cloth is like calling the instrument panel the 
      >dash board.  ;-)
      
      As bad as calling it "canvas"???
      
      -Dana
      --
        The most valuable function performed by the federal government is 
      entertainment.
      
      
________________________________________________________________________________
Date: 
Feb 28, 2009
From: 
william sullivan <williamtsullivan(at)att.net>
Subject: 
Re: Kolb List: wrinkled Poly Fiber
      
      - Mike- About how many hours to cover a wing?- Not including paint.
      -
      -------------------------
      -------------------- Bill Sullivan
      -------------------------
      -------------------- Windsor Locks,
       Ct.
      -------------------------
      -------------------- FS 447
      
________________________________________________________________________________
From: 
"Kolbdriver" <kolbdriver(at)mlsharp.com>
Subject: 
Re: Kolb List: wrinkled Poly Fiber
Date: 
Feb 28, 2009
      
      You should be able to cover a wing thru Poly brush in a couple of days.  
      
      
      The problem Mike is having is that he does some work, and then sits in the
      airplane making VROOM noises chasing the red baron!!!
      
      
      I found out early if you count those hrs in the build time you have a 10,000
      hr airplane!! HAHAHA
      
      
      I'm one to talk, I've been working on my MK III for 10 years also.
      
      
      Mike
      
      Oak Grove MO
      
      
      Do No Archive
      
      
        _____  
      
      From: owner-kolb-list-server(at)matronics.com
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of william sullivan
      Sent: Saturday, February 28, 2009 9:50 AM
      Subject: Kolb-List: Re: Kolb List: wrinkled Poly Fiber
      
      
        Mike- About how many hours to cover a wing?  Not including paint.
      
      
                                                    Bill Sullivan
      
                                                    Windsor Locks, Ct.
      
                                                    FS 447
      
      
________________________________________________________________________________
From: 
"Aaron Gustafson" <agustafson(at)chartermi.net>
Subject: 
Kolb intro dates
Date: 
Feb 28, 2009
      
      Can someone tell me the date of the first MK 3C kit built or sold and 
      also same for original Firestar. Thanks  Aaron Gustafson  building MK 3C 
      & previously Firestar 2
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
time to wing it
Date: 
Feb 28, 2009
      
      
      Bill=2C 
      
      
        In my experience=2C on a MkIII wing=2C it will take a week or so of dedic
      ated work to completely finish it.  Subtract a day of so for the paint=2C a
      nd I'd think you'd be around three days=2C and likely into the 4th day=2C t
      o get to the Poly Spray being on.
      
      
        A smaller wing=2C like an UltraStar=2C would be quite a bit easier.  Mayb
      e knock a day or two off.
      
      
      Boyd=2C 
      
      
        You're right.  Most of my computer time is because I'm taking a "fume bre
      ak".
      
      Even though I have a respirator=2C the job is intensive.  Back to work....
      
      
      Mike
      
      _________________________________________________________________
      Express your personality in color! Preview and select themes for Hotmail=AE
      . 
      http://www.windowslive-hotmail.com/LearnMore/personalize.aspx?ocid=TXT_MS
      GTX_WL_HM_express_032009#colortheme
      
________________________________________________________________________________
Subject: 
Re: firestar first flight
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Feb 28, 2009
      
      
      Great job on flying that Firestar only 10 months after you bought the kit !!! 
      You also chose the perfect engine for it, you will have a really great time with
      that 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=232452#232452
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Can you help out a guy down on his luck?
Date: 
Feb 28, 2009
      
      
      Hmm=2C Jerb.
      
      
        I think I might give that a check out.  After all=2C I only need the tape
       for the lower surface.
      
       I had enough to do the top.
      
        I think the bottom has much less demand placed on it=2C compared to the t
      op.
      
      
      Mike Welch
      
      
      _________________________________________________________________
      Windows Live=99 Groups: Create an online spot for your favorite groups to m
      eet.
      http://windowslive.com/online/groups?ocid=TXT_TAGLM_WL_groups_032009
      
________________________________________________________________________________
From: 
robert bean <slyck(at)frontiernet.net>
Subject: 
Re: Can you help out a guy down on his luck?
Date: 
Feb 28, 2009
      
      
________________________________________________________________________________
Date: 
Feb 28, 2009
From: 
herb <herbgh(at)nctc.com>
Subject: 
Can you help out a guy down on his luck?
      
      
      Mike
      
         I have two rolls to use on my next 
      project...and I am perfectly satisfied that it 
      will work just fine..  That said...I haven't 
      checked to make sure that it will burn through with a soldering iron...Herb
      
      ps I will use it top and bottom...
      
      At 12:40 PM 2/28/2009, you wrote:
      >Hmm, Jerb.
      >
      >   I think I might give that a check out.  After 
      > all, I only need the tape for the lower surface.
      >  I had enough to do the top.
      >   I think the bottom has much less demand placed on it, compared to the
       top.
      >
      >Mike Welch
      >
      >
      >----------
      >Windows Live=99 Groups: Create an online spot for 
      >your favorite groups to meet. 
      ><http://windowslive.com/online/groups?ocid=TXT_TAGLM_WL_groups_032009>Che
      ck 
      >it out.
      
________________________________________________________________________________
From: 
robert bean <slyck(at)frontiernet.net>
Subject: 
radiator mount
Date: 
Feb 28, 2009
      
      
      I apologize for not scaling that pic down.  My mail even kicked it back.
      The support tubing is fastened to the engine so they shake in  
      unison.  Reasoning is so that
      the hose nipples won't fatigue as early.  The whole works is now  
      behind a fairing.
      The oil cooler, hoses and integral filter mount/thermostat are from  
      Summit.
      BB
      
      
      DSCN0916.JPG
      
      
      

      
      
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: time to wing it
Date: 
Feb 28, 2009
      
      
        In my experience, on a MkIII wing, it will take a week or so of 
      dedicated work to completely finish it.  Subtract a day of so for the 
      paint, and I'd think you'd be around three days, and likely into the 4th 
      day, to get to the Poly Spray being on.
      
        A smaller wing, like an UltraStar, would be quite a bit easier..  
      Maybe knock a day or two off.
      
      
      Mike
      
      
      Mike W:
      
      A lot to be taken into consideration when it comes to length of time to 
      complete a wing:
      
      Degree of quality.  Show quality means many hours of work with the iron 
      and sand paper.
      
      Paint scheme.  A single color wing should take a couple days.  On the 
      other hand, a multicolor wing will take double or triple that amount of 
      time to mask and flip flop the wing, unless you have a jig to roll it.
      
      How much easier do you think an Ultrastar wing is to cover and paint 
      than the mkIII?
      
      john h
      mkIII
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Can you help out a guy down on his luck?
Date: 
Feb 28, 2009
      
      Remember that gang, when Herb tries to sell you one of the airplanes he 
      covered.  ;-)
      
      john h
      mkIII
      
      
         
            52 bucks a roll at Spruce!!!     I would go to Wal Mart and buy 
      polyester ribbon (fused edge acetate )  before I would pay that 
      price..!!   just slather it on with diluted poly tac or poly 
      brush.....frugal  Herb  :-) 
      
         
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Can you help out a guy down on his luck?
Date: 
Feb 28, 2009
      
      Mike W:
      
      Better do some research on that.
      
      I thought one major role of the fabric was to keep the wing together and 
      parts in position.
      
      john h
      mkIII
      
      
            I think the bottom has much less demand placed on it, compared to 
      the top.
         
        Mike Welch
         
      
________________________________________________________________________________
Date: 
Feb 28, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: wrinkled Poly Fiber
      
      At 12:14 PM 2/28/2009, Jack B. Hart wrote:
      
      >Not much can be worse than the FAA declaring that an ultralight vehicle, a
      
      >mechanical device that flys, is not an aircraft.
      
      Everybody says that, but it's not correct.  According to Federal Aviation 
      Regulations, Part 1, Section 1 (Definitions):
      "Aircraft means a device that is used or intended to be used for flight in
      
      the air."
      
      Not much ambiguity there. The confusion comes from the fact that unlike 
      other aircraft, "ultralight vehicles" are not required to follow the 
      requirements of Part 91, the General Operating rules:
      =A7 91.1 Applicability. (a) Except as provided in paragraphs (b) and (c) of
      
      this section and =A7=A791.701 and 91.703, this part prescribes rules
       governing 
      the operation of aircraft (other than moored balloons, kites, unmanned 
      rockets, and unmanned free balloons, which are governed by part 101 of this
      
      chapter, and ultralight vehicles operated in accordance with part 103 of 
      this chapter) within the United States...
      
      Note how the above is worded. It does NOT say that an ultralight vehicle is
      
      not an aircraft; it simply says that Part 91 applies to "aircraft other 
      than ultralight vehicles", which have their own special regulations (Part 
      103).  An "ultralight vehicle" is simply a class of aircraft with its own 
      distinct regulations.
      
      However, I admit the misconception can be useful in some situations, as 
      when dealing with local zoning boards who restrict "aircraft" and such... 
      (shhhhh)
      
      -Dana
      
      --
        Bill of Rights: Void where Prohibited by Law 
      
________________________________________________________________________________
Date: 
Feb 28, 2009
From: 
herb <herbgh(at)nctc.com>
Subject: 
Re: Can you help out a guy down on his luck?
      
      did I know that was coming?? :-)      The airplane that it will go on 
      is my  long anticipated Ultra Tri Fly...  Bit longer with...24 
      feet.wing ..training wheel...7 gals,,,half vw...high tail boom..
      
          gonna be so purty that guys will buy it even if covered in 
      denim... or dacron sizing...er um   cloth...  Herb
      
      
      At 01:37 PM 2/28/2009, you wrote:
      >Remember that gang, when Herb tries to sell you one of the airplanes 
      >he covered.  ;-)
      >
      >john h
      >mkIII
      >
      >
      >     52 bucks a roll at Spruce!!!     I would go to Wal Mart and buy 
      > polyester ribbon (fused edge acetate )  before I would pay that 
      > price..!!   just slather it on with diluted poly tac or poly 
      > brush.....frugal  Herb  :-)
      >
      >
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
time to wing it
Date: 
Feb 28, 2009
      
      
      John=2C
      
      
        My comparison between a MkIII wing and an UltraStar wing is ASSUMED that 
      were of similar paint design.
      
        Besides=2C Bill asked "not including paint".
      
      
        An UltraStar has less ribs=2C and many less half-ribs=2C I'm pretty sure.
        This is my thinking why an UltraStar may be a "little" less time.  Obviou
      sly (!)=2C a fancy paint US wing can take two to three weeks=2C just for on
      e wing=2C whereas a basic painted MkIII can be done in a very busy week.
      
      
        Clearly=2C fastening the edges=2C and some other tasks probably won't be 
      any quicker.  That's why I suggested if a MkIII wing takes 5 days=2C a Ultr
      aStar may take well into the 4th day.
      
      
      Mike
      
      
      From: jhauck(at)elmore.rr.com
      Subject: Re: Kolb-List: time to wing it
      Date: Sat=2C 28 Feb 2009 13:35:05 -0600
      
      
        In my experience=2C on a MkIII wing=2C it will take a week or so of dedic
      ated work to completely finish it.  Subtract a day of so for the paint=2C a
      nd I'd think you'd be around three days=2C and likely into the 4th day=2C t
      o get to the Poly Spray being on.
      
        A smaller wing=2C like an UltraStar=2C would be quite a bit easier..  May
      be knock a day or two off.
      
      
      Mike
      
      
      Mike W:
      
      A lot to be taken into consideration when it comes to length of time to com
      plete a wing:
      
      Degree of quality.  Show quality means many hours of work with the iron and
       sand paper.
      
      Paint scheme.  A single color wing should take a couple days.  On the other
       hand=2C a multicolor wing will take double or triple that amount of time t
      o mask and flip flop the wing=2C unless you have a jig to roll it.
      
      How much easier do you think an Ultrastar wing is to cover and paint than t
      he mkIII?
      
      john h
      mkIII
      
      
      _________________________________________________________________
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________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Can you help out a guy down on his luck?
Date: 
Feb 28, 2009
      
      
      John=2C
      
      
        My comment was referring to the rib reinforcement tape=2C since that was 
      the subject of the thread.  The bottom surface 99% of the time is pressed a
      gainst the ribs.  It seems intuitive to me=2C the stress on the rib tape LE
      SS=2C than the stress on the top surface rib tape.  I would think that the 
      top of the wing the rib tape is trying to be "sucked up" 99% of the time.
      
      
        If I wasn't clear enough=2C sorry=2C I was referring to rib tape.
      
      
      Mike
      
      
      From: jhauck(at)elmore.rr.com
      Subject: Re: Kolb-List: Can you help out a guy down on his luck?
      Date: Sat=2C 28 Feb 2009 13:39:09 -0600
      
      
      Mike W:
      
      Better do some research on that.
      
      I thought one major role of the fabric was to keep the wing together and pa
      rts in position.
      
      john h
      mkIII
      
      
          I think the bottom has much less demand placed on it=2C compared to the
       top.
      
      Mike Welch
      
      
      _________________________________________________________________
      Express your personality in color! Preview and select themes for Hotmail=AE
      . 
      http://www.windowslive-hotmail.com/LearnMore/personalize.aspx?ocid=TXT_MS
      GTX_WL_HM_express_032009#colortheme
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: time to wing it
Date: 
Feb 28, 2009
      
      Mike:
      
      My first thought was wing panel size.  I believe they are the same.  Then I
       remembered the mkIII has twice as many ribs and false ribs.
      
      john h
      mkIII
      
      
           An UltraStar has less ribs, and many less half-ribs, I'm pretty sure. 
         
        Mike
         
         
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Can you help out a guy down on his luck?
Date: 
Feb 28, 2009
      
      Mike:
      
      My understanding is the reinforcement tape reinforces the fabric where it i
      s mechanically attached to the rib, top or bottom.  Have no idea how much s
      tress is placed on it top or bottom.  I do know one of the primary requirem
      ents of fabric, reinforcement tape, rivets, and trim tape is to keep ribs, 
      full and false, in position.  Ribs have very little strength laterally.
      
      Don't think my wing is the place for walmart ribbon.
      
      Hope you guys are just kidding about using it.
      
      john h
      mkIII
      
      
           My comment was referring to the rib reinforcement tape, since that was
       the subject of the thread.  The bottom surface 99% of the time is pressed 
      against the ribs.  It seems intuitive to me, the stress on the rib tape LES
      S, than the stress on the top surface rib tape.  I would think that the top
       of the wing the rib tape is trying to be "sucked up" 99% of the time.
         
          If I wasn't clear enough, sorry, I was referring to rib tape.
         
        Mike
         
      
________________________________________________________________________________
Subject: 
How much should I pay for a 1993 Firestar?
From: 
"Mike Howe" <howetyr(at)yahoo.com>
Date: 
Mar 01, 2009
      
      
      I found a 1993 Firestar, 337, B box, 335 hours, brakes, canopy, aluminum fuel tank.
      The fabric needs replaced.  There may be some damage to the left wing, outermost
      rib.  Looks like perhaps it was ground looped at one time.  Engine has
      not run since Jan 2008. Has 66x30 Culver wood prop that needs a couple chips
      repaired, but otherwise OK.
      How much should I pay for it here in this depressed Michigan economy?
      
      --------
      Mike Howe
      Grand Rapids, MI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232591#232591
      
      
________________________________________________________________________________
From: 
FS2Kolb(at)AOL.COM
Date: 
Mar 01, 2009
Subject: 
Re: wrinkled Poly Fiber
      
      Great idea, I'm going to do that to my wrinkled fabric
      Thanks for the advice.
      
      
      In a message dated 2/27/2009 4:30:16 P.M. Mountain Standard Time,  
      mdnanwelch7(at)hotmail.com writes:
      
      I figured out a way to fix the wrinkles.  I made a big ironing board on a  
      blanket over a sheet of plywood.  I got my iron out, and ironed and  ironed, 
      till those lines were gone.  I found it took a fairly high  setting, but 
      eventually all those suckers were gone.  
      
      **************You're invited to Hollywood's biggest party: Get Oscars 
      updates, red carpet pics and more at Moviefone. 
      (http://movies.aol.com/oscars-academy-awards?ncid=emlcntusmovi00000001)
      
________________________________________________________________________________
Subject: 
Re: How much should I pay for a 1993 Firestar?
From: 
"Thom Riddle" <riddletr(at)gmail.com>
Date: 
Mar 01, 2009
      
      
      Probably a lot less than I'm asking for mine which needs repairs as described here: http://riddletr.googlepages.com/kolbfirestarforsale 
      $3900, firm.
      
      --------
      Thom Riddle
      Buffalo, NY
      http://riddletr.googlepages.com/sportpilot-cfi
      http://riddletr.googlepages.com/a%26pmechanix
      
      A complex system that works is invariably found to have evolved from a simple system
      that works.
        - John Gaule
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232594#232594
      
      
________________________________________________________________________________
Date: 
Mar 01, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: How much should I pay for a 1993 Firestar?
      
      
      At 11:52 AM 3/1/2009, Mike Howe wrote:
      
      >I found a 1993 Firestar, 337, B box, 335 hours, brakes, canopy, aluminum 
      >fuel tank.  The fabric needs replaced.  There may be some damage to the 
      >left wing, outermost rib.  Looks like perhaps it was ground looped at one 
      >time.  Engine has not run since Jan 2008. Has 66x30 Culver wood prop that 
      >needs a couple chips repaired, but otherwise OK.
      >How much should I pay for it here in this depressed Michigan economy?
      
      Much depends on whether it's 103 legal, or N-numbered, or neither...
      
      -Dana
      --
        Please return stewardess to original upright position.
      
      
________________________________________________________________________________
Date: 
Mar 01, 2009
Subject: 
Nose cone access
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      The first thing I realized when I decided to create a new wiring harness for
      my Mk III was that I would have to be a contortionist of extreme flexibility
      in order to accomplish the task. After much hemming and hawing I decided to
      cut the nose and create access that would give me access for this project
      and future maintenance, too. My first thought was that I would be able to
      use european style articulated cabinet hinges on the forward edge so the
      hatch cover could be easily opened and the flange around the opening would
      be fiberglass bonded to the inside of the nose cone. That didn't work out
      since the nose cone is made with polyester resin (I'm guessing here because
      of the smell of the resin as it was cut) and the nose cone and the cut out
      both relaxed after the cut and distorted so much that I elected to use .025"
      Alclad aluminum for the flange and attach it with 3/32" SS pop rivets.Things
      I learned from the project:
      1. Do not use an abrasive wheel to do the cutting. No matter how I tried to
      steady my hand, the cutter sucked in up to the hub when I cut the corners
      and created a jagged cut. It's an easy fix, but I think I could have avoided
      the problem.
                        If I had used a router bit and created a thin plywood
      guide frame I could have perfected the cutout in the frame.
                        If I had used the cable drive handset I could have held
      the handset flat against the surface of the nose cone.
      2. I should have made a frame to support the nose cone before cutting and
      attached it with small blobs of Bondo to prevent the nose cone from
      distorting. This could have been combined with the cutting frame idea to
      kill two birds.....
      3. I could have taken a splash off the nose cone and used it to create a
      mold for a new reinforced hatch cover so the hinge idea would have worked.
      4. It would have been only a little harder to copy Mike Welch's nose cone
      and build the hatch in from the start.
      
      Rick
      
________________________________________________________________________________
From: 
robert bean <slyck(at)frontiernet.net>
Subject: 
Re: Nose cone access
Date: 
Mar 01, 2009
      
      
      Rick, you deserve at least an attaboy for that work.  It looks  
      great.  I'm a firm believer in being able to
      access and remove stuff.  10-32 screws are much better than rivets.
      My windshield, nose bowl and doors are all easily removed. My panel  
      is accessed with one screw and and velcro.
      BB
      
      On 1, Mar 2009, at 4:53 PM, Richard Girard wrote:
      
      > The first thing I realized when I decided to create a new wiring  
      > harness for my Mk III was that I would have to be a contortionist  
      > of extreme flexibility in order to accomplish the task. After much  
      > hemming and hawing I decided to cut the nose and create access that  
      > would give me access for this project and future maintenance, too.  
      > My first thought was that I would be able to use european style  
      > articulated cabinet hinges on the forward edge so the hatch cover  
      > could be easily opened and the flange around the opening would be  
      > fiberglass bonded to the inside of the nose cone. That didn't work  
      > out since the nose cone is made with polyester resin (I'm guessing  
      > here because of the smell of the resin as it was cut) and the nose  
      > cone and the cut out both relaxed after the cut and distorted so  
      > much that I elected to use .025" Alclad aluminum for the flange and  
      > attach it with 3/32" SS pop rivets.
      > Things I learned from the project:
      > 1. Do not use an abrasive wheel to do the cutting. No matter how I  
      > tried to steady my hand, the cutter sucked in up to the hub when I  
      > cut the corners and created a jagged cut. It's an easy fix, but I  
      > think I could have avoided the problem.
      >                   If I had used a router bit and created a thin  
      > plywood guide frame I could have perfected the cutout in the frame.
      >                   If I had used the cable drive handset I could  
      > have held the handset flat against the surface of the nose cone.
      > 2. I should have made a frame to support the nose cone before  
      > cutting and attached it with small blobs of Bondo to prevent the  
      > nose cone from distorting. This could have been combined with the  
      > cutting frame idea to kill two birds.....
      > 3. I could have taken a splash off the nose cone and used it to  
      > create a mold for a new reinforced hatch cover so the hinge idea  
      > would have worked.
      > 4. It would have been only a little harder to copy Mike Welch's  
      > nose cone and build the hatch in from the start.
      >
      > Rick
      > 
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Nose cone access
Date: 
Mar 01, 2009
      
      
      Rick=2C
      
      
        I don't quite understand your reference to my nosecone.
      
      
        After two attempts at making a decent looking nosecone (and I wasn't plea
      sed with either version)=2C I bought an authentic New Kolb Co. Xtra nosecon
      e. (as seen in the attached photograph)
      
      
        All chromoly tubing alterations on my MkIII are identical to an genuine X
      tra.  I had detailed measurements and photographs from an Xtra fuselage.  
      
      
        Although I tried to make my own nosecone=2C I decided a real Xtra nosecon
      e would be better.
      
      
        However=2C your access door is timely information!!  I needed to get acce
      ss to the front area=2C also.  You just helped me figure out how.  My acces
      s will be from below=2C though.  Thanks
      
      
      Mike Welch
      
      MkIII 
      
      
      Date: Sun=2C 1 Mar 2009 15:53:03 -0600
      Subject: Kolb-List: Nose cone access
      From: aslsa.rng(at)gmail.com
      
      The first thing I realized when I decided to create a new wiring harness fo
      r my Mk III was that I would have to be a contortionist of extreme flexibil
      ity in order to accomplish the task. After much hemming and hawing I decide
      d to cut the nose and create access that would give me access for this proj
      ect and future maintenance=2C too. My first thought was that I would be abl
      e to use european style articulated cabinet hinges on the forward edge so t
      he hatch cover could be easily opened and the flange around the opening wou
      ld be fiberglass bonded to the inside of the nose cone. That didn't work ou
      t since the nose cone is made with polyester resin (I'm guessing here becau
      se of the smell of the resin as it was cut) and the nose cone and the cut o
      ut both relaxed after the cut and distorted so much that I elected to use .
      025" Alclad aluminum for the flange and attach it with 3/32" SS pop rivets.
      
      Things I learned from the project:1. Do not use an abrasive wheel to do the
       cutting. No matter how I tried to steady my hand=2C the cutter sucked in u
      p to the hub when I cut the corners and created a jagged cut. It's an easy 
      fix=2C but I think I could have avoided the problem. 
                        If I had used a router bit and created a thin plywood gui
      de frame I could have perfected the cutout in the frame.
      
                        If I had used the cable drive handset I could have held t
      he handset flat against the surface of the nose cone.
      2. I should have made a frame to support the nose cone before cutting and a
      ttached it with small blobs of Bondo to prevent the nose cone from distorti
      ng. This could have been combined with the cutting frame idea to kill two b
      irds.....
      3. I could have taken a splash off the nose cone and used it to create a mo
      ld for a new reinforced hatch cover so the hinge idea would have worked.
      4. It would have been only a little harder to copy Mike Welch's nose cone a
      nd build the hatch in from the start.
      
      
      Rick
      _________________________________________________________________
      Hotmail=AE is up to 70% faster. Now good news travels really fast. 
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________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Nose cone access
Date: 
Mar 01, 2009
      
      That is quite a cargo hole.  ;-)
      
      I had to cut an access hole in the bottom of my nose cone to gain access 
      to the brakes.  Hated doing it, but only choice I had.  Mine is only 6" 
      X 12" (or close to it).  Just enough room to get my hand up in there to 
      work on stuff:  antenna, master cylinders, brake pedals, and brake fluid 
      resevoir.
      
      I used nut plates and SS dome head screws to attach with a sheet metal 
      flange riveted inside.
      
      Wish I had a big hole like that to work through.  Would make life much 
      easier when the time comes.
      
      john h
      mkIII
      
      
         The first thing I realized when I decided to create a new wiring 
      harness for my Mk III was that I would have to be a contortionist of 
      extreme flexibility in order to accomplish the task. After much hemming 
      and hawing I decided to cut the nose and create access that would give 
      me access for this project and future maintenance, too.  
      
        Rick
      
________________________________________________________________________________
Date: 
Mar 01, 2009
Subject: 
Re: Nose cone access
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      Well Mike, all I can say is that it looks so good I thought it had to be
      custom made, not that the factory Xtra nose looks bad.
      Rick
      
      On Sun, Mar 1, 2009 at 5:36 PM, Mike Welch  wrote:
      
      >  Rick,
      >
      >   I don't quite understand your reference to my nosecone.
      >
      >   After two attempts at making a decent looking nosecone (and I wasn't
      > pleased with either version), I bought an authentic New Kolb Co. Xtra
      > nosecone. (as seen in the attached photograph)
      >
      >   All chromoly tubing alterations on my MkIII are identical to an genuine
      > Xtra.  I had detailed measurements and photographs from an Xtra fuselage.
      >
      >   Although I tried to make my own nosecone, I decided a real Xtra nosecon
      e
      > would be better.
      >
      >   However, your access door is timely information!!  I needed to get acce
      ss
      > to the front area, also.  You just helped me figure out how.  My access w
      ill
      > be from below, though.  Thanks
      >
      > Mike Welch
      > MkIII
      >
      > ------------------------------
      > Date: Sun, 1 Mar 2009 15:53:03 -0600
      > Subject: Kolb-List: Nose cone access
      > From: aslsa.rng(at)gmail.com
      > To: kolb-list(at)matronics.com
      >
      > The first thing I realized when I decided to create a new wiring harness
      > for my Mk III was that I would have to be a contortionist of extreme
      > flexibility in order to accomplish the task. After much hemming and hawin
      g I
      > decided to cut the nose and create access that would give me access for t
      his
      > project and future maintenance, too. My first thought was that I would be
      > able to use european style articulated cabinet hinges on the forward edge
       so
      > the hatch cover could be easily opened and the flange around the opening
      > would be fiberglass bonded to the inside of the nose cone. That didn't wo
      rk
      > out since the nose cone is made with polyester resin (I'm guessing here
      > because of the smell of the resin as it was cut) and the nose cone and th
      e
      > cut out both relaxed after the cut and distorted so much that I elected t
      o
      > use .025" Alclad aluminum for the flange and attach it with 3/32" SS pop
      > rivets. Things I learned from the project:
      > 1. Do not use an abrasive wheel to do the cutting. No matter how I tried 
      to
      > steady my hand, the cutter sucked in up to the hub when I cut the corners
      > and created a jagged cut. It's an easy fix, but I think I could have avoi
      ded
      > the problem.
      >                   If I had used a router bit and created a thin plywood
      > guide frame I could have perfected the cutout in the frame.
      >                   If I had used the cable drive handset I could have held
      > the handset flat against the surface of the nose cone.
      > 2. I should have made a frame to support the nose cone before cutting and
      > attached it with small blobs of Bondo to prevent the nose cone from
      > distorting. This could have been combined with the cutting frame idea to
      > kill two birds.....
      > 3. I could have taken a splash off the nose cone and used it to create a
      > mold for a new reinforced hatch cover so the hinge idea would have worked
      .
      > 4. It would have been only a little harder to copy Mike Welch's nose cone
      > and build the hatch in from the start.
      >
      > Rick
      >
      > ------------------------------
      > Hotmail=AE is up to 70% faster. Now good news travels really fast. Find o
      ut
      > more.<http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70fast
      er_032009>
      >
      
________________________________________________________________________________
From: 
"Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: 
more pictures
Date: 
Mar 01, 2009
      
      I burned a bit more gas today in my quest to break in my engine, and 
      while I was there checked a new spot that I had not flown before.
      http://www.facebook.com/album.php?aid 11387&id=1002056194&l=65856
          
      
      This last additions were from the West from the earlier pictures of the 
      canyon. 
      
      Weather was marginal as far as visibility with snow squalls all around, 
      but not so bad that I couldn't fly. 
      
      The last picture in the album is of a wild Buckskin horse that has the 
      longest mane that I have ever seen. Unfortunately trying to fly as slow 
      as I can and keeping the altitude that will keep my butt out of the sage 
      brush does not lend itself to great photography, but its better than 
      nothing.
      Larry C, Oregon
      
________________________________________________________________________________
Date: 
Mar 01, 2009
From: 
"Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: 
New Radiator for the FireFly
      
      
      Kolbers,
      
      Winter is a good time to work on the FireFly.  Added a static pressure tap 
      to the Bing inlet.  And while I was at it, I removed the boss on the back of 
      the carburetor that mounted the original choker.  Saved a little weight.
      
      I worked up a new radiator, that should have a better cooling capacity, which 
      will let me run the engine harder on climb out during the summer.  Also it 
      should give a substantial weight saving over what I have been using.  The 
      whole works including radiator, mount, dam, and shutter weigh one pound 12.2 
      ounces.  If you would like to see it, it can be found at:
      
      http://www.thirdshift.com/jack/firefly/firefly149.html
      
      I will not mount it until I can measure the static air pressure drop across 
      the current radiator.  Also, I have to make some new plumbing to connect the 
      engine to the radiator.  So tomorrow I will start filling aluminum tubing 
      with sand and attempt to form new plumbing.
      
      I may not be able to fly, but I can continue to visit and to work on the 
      FireFly.  Come On Spring!
      
      Jack B. Hart FF004
      Winchester, IN
      
      
________________________________________________________________________________
Subject: 
Re: more pictures
From: 
"N111KX (Kip)" <n111kx(at)mindspring.com>
Date: 
Mar 02, 2009
      
      
      Wow :) 
      
      Wish that I could fly over terrain like that for a day or two...
      
      --------
      Kip
      Firestar II, N111KX
      Waiex, N111YX
      Quickie 1, N111QX
      Atlanta
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232725#232725
      
      
________________________________________________________________________________
Subject: 
Re: more pictures
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 02, 2009
      
      
      Beautiful pictures Larry, what a great place to go flying and exploring.  I especially
      liked the canyon and the horses.
      
      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=232746#232746
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: more pictures
Date: 
Mar 02, 2009
      
      
       > Beautiful pictures Larry, what a great place to go flying and exploring. 
      I especially liked the canyon and the horses.
      >
      > Mike
      
      
      Mike B/Gang:
      
      The photos do not do the area justice.  That part of our country, SE Oregon, 
      is much bigger and and sparsely populated than appears in the photos.  A 
      flight up or down the Owyhee River Canyon is guaranteed to charge your 
      battery.
      
      Be back out there in a couple months.
      
      john h
      mkIII - waiting to get some warmer weather to go flying.  27F at hauck's 
      holler this morning. 
      
      
________________________________________________________________________________
From: 
"Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: 
Re: more pictures
Date: 
Mar 02, 2009
      
      
        ----- Original Message ----- 
        From: N111KX (Kip) 
        To: kolb-list(at)matronics.com 
        Sent: Monday, March 02, 2009 4:48 AM
        Subject: Kolb-List: Re: more pictures
      
      
      
      
        Wow :) 
      
        Wish that I could fly over terrain like that for a day or two...
      
        --------
        Kip
      
      
        No problem-  42 40 419N - 117 51 198W will get you here at the house 
      and I will go with you.
        Larry C,Oregon
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Alaska 2009
Date: 
Mar 02, 2009
      
      
      Morning Gang:
      
      For many years I have planned to make a flight to Alaska to celebrate my 
      70th year.  This summer is that time.
      
      I plan to depart hauck's holler, alabama, the last week of June 2009.
      
      This will be a fun, enjoyable, hopefully relaxed flight to celebrate the 
      fourth flight of Miss P'fer, my Kolb MKIII, to Alaska, and hopefully making 
      70 years for me here on Mother Earth.  None of us has a guarantee.
      
      I plan to visit old friends I have made on that flight since the first one 
      15 years ago in 1994.  I do not plan to push the envelope as I have done on 
      the past three flights to Alaska.  I do plan to return to Deadhorse/Prudhoe 
      Bay on the North Slope and the Arctic Ocean.  Also a visit to the 
      Helmericks, 40 miles NW of Deadhorse.  If I can make coordination with my 
      Eskimo friend Robert Thompson, and weather permitting, I'll probably fly 
      over to Kaktovik (Barter Island), 125 sm east of Deadhorse.  Usually, I fly 
      up through Bettles, Anaktuvuk Pass, to the North Slope, then back down the 
      Pipeline Haul Road (Dalton Highway) through Atigun Pass to Wiseman, AK, to 
      visit Jack Reakoff, a trapper I met there in 1994.
      
      I don't plan on making the agressive flights I made in 2004, however, some 
      of that may change once I get back to Alaska.  I met some local Athabascans 
      in Bettles on the way north to Deadhorse in 2004.  There were about 15 or 20 
      of them from the village of Ruby.  They were young men, late teens, early 
      twenties, waiting on an aircraft to fly them back to their village of Ruby. 
      They had been on the fire line for 30 days fighting forrest fires that raged 
      during my flight that year.  They invited me to come visit.  I promised them 
      I would, but ran out of time, money, and courage, on my last flight up 
      north.
      
      A flight to Ruby from North Pole would be agressive and expensive.  100LL is 
      8.29 a gal at Galena, 45 miles west of Ruby, the nearest fuel to get me back 
      to North Pole.  That makes it 300 sm one way, with no interim fuel stops 
      available.  Probably pass this one up too.  ;-)
      
      100LL at Bettles - 8.10
      
      Deadhorse - 5.87
      
      Barrow - 6.55
      
      Fairbanks - 3.83 (this is good!!!)
      
      Northway (port of embarkation) 7.60 (this is a total rip off because 
      Northway is right off the Alaska Hwy near the Canadian Border)
      
      When it comes to fuel though, there is no choice except to top off the fuel 
      tank every chance you get.  Northern Canada and Alaska, for that matter many 
      places in CONUS, are not places you want to depart with less than full 
      tanks.
      
      Take care,
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: Alaska 2009
From: 
"robcannon" <leecannon(at)telus.net>
Date: 
Mar 02, 2009
      
      
      John - would you be coming through British Columbia ?  I live on Saltspring Island
      which lies between Vancouver and Victoria in the Gulf Islands.  I live on
      a 1400 ft. grass strip, and you would be more than welcome to have a pit stop/rest
      here. 
        Rob Cannon
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232800#232800
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 02, 2009
      
      
      > John - would you be coming through British Columbia ?  I live on 
      > Saltspring Island which lies between Vancouver and Victoria in the Gulf 
      > Islands.  I live on a 1400 ft. grass strip, and you would be more than 
      > welcome to have a pit stop/rest here.
      >  Rob Cannon
      
      Rob:
      
      No hard flight plan yet.  Would be a nice route up through your area, 
      Fraiser River Canyon, Stewart-Cassiar Hwy to Watson Lake, then up the Alaska 
      Hwy to Fairbanks.
      
      Apppreciate the invite.  I'll stick your email in my Alaska 2009 file.
      
      Thanks,
      
      john h
      mkIII 
      
      
________________________________________________________________________________
From: 
"Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: 
Re: Alaska 2009
Date: 
Mar 02, 2009
      
      
      John
      
      Sounds like another wonderful trip.
      
      This trip would make a spectacular article. Sure would be great if you would 
      put some words with some of your photos. It would be super public relations 
      for LSA and Kolb. I would bet Mary Jones would make it worth your time for a 
      EAA article.
      
      Rick Neilsen
      Redrive VW powered MKIIIC
      
      ----- Original Message ----- 
      From: "John Hauck" <jhauck(at)elmore.rr.com>
      Sent: Monday, March 02, 2009 12:42 PM
      Subject: Kolb-List: Alaska 2009
      
      
      >
      > Morning Gang:
      >
      > For many years I have planned to make a flight to Alaska to celebrate my 
      > 70th year.  This summer is that time.
      >
      > I plan to depart hauck's holler, alabama, the last week of June 2009.
      >
      > This will be a fun, enjoyable, hopefully relaxed flight to celebrate the 
      > fourth flight of Miss P'fer, my Kolb MKIII, to Alaska, and hopefully 
      > making 70 years for me here on Mother Earth.  None of us has a guarantee.
      >
      > I plan to visit old friends I have made on that flight since the first one 
      > 15 years ago in 1994.  I do not plan to push the envelope as I have done 
      > on the past three flights to Alaska.  I do plan to return to 
      > Deadhorse/Prudhoe Bay on the North Slope and the Arctic Ocean.  Also a 
      > visit to the Helmericks, 40 miles NW of Deadhorse.  If I can make 
      > coordination with my Eskimo friend Robert Thompson, and weather 
      > permitting, I'll probably fly over to Kaktovik (Barter Island), 125 sm 
      > east of Deadhorse.  Usually, I fly up through Bettles, Anaktuvuk Pass, to 
      > the North Slope, then back down the Pipeline Haul Road (Dalton Highway) 
      > through Atigun Pass to Wiseman, AK, to visit Jack Reakoff, a trapper I met 
      > there in 1994.
      >
      > I don't plan on making the agressive flights I made in 2004, however, some 
      > of that may change once I get back to Alaska.  I met some local 
      > Athabascans in Bettles on the way north to Deadhorse in 2004.  There were 
      > about 15 or 20 of them from the village of Ruby.  They were young men, 
      > late teens, early twenties, waiting on an aircraft to fly them back to 
      > their village of Ruby. They had been on the fire line for 30 days fighting 
      > forrest fires that raged during my flight that year.  They invited me to 
      > come visit.  I promised them I would, but ran out of time, money, and 
      > courage, on my last flight up north.
      >
      > A flight to Ruby from North Pole would be agressive and expensive.  100LL 
      > is 8.29 a gal at Galena, 45 miles west of Ruby, the nearest fuel to get me 
      > back to North Pole.  That makes it 300 sm one way, with no interim fuel 
      > stops available.  Probably pass this one up too.  ;-)
      >
      > 100LL at Bettles - 8.10
      >
      > Deadhorse - 5.87
      >
      > Barrow - 6.55
      >
      > Fairbanks - 3.83 (this is good!!!)
      >
      > Northway (port of embarkation) 7.60 (this is a total rip off because 
      > Northway is right off the Alaska Hwy near the Canadian Border)
      >
      > When it comes to fuel though, there is no choice except to top off the 
      > fuel tank every chance you get.  Northern Canada and Alaska, for that 
      > matter many places in CONUS, are not places you want to depart with less 
      > than full tanks.
      >
      > Take care,
      >
      > john h
      > mkIII
      >
      >
      > 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 02, 2009
      
      
       > This trip would make a spectacular article. Sure would be great if you 
      would
      > put some words with some of your photos. It would be super public 
      > relations for LSA and Kolb. I would bet Mary Jones would make it worth 
      > your time for a EAA article.
      >
      > Rick Neilsen
      
      
      Rick N:
      
      That would be nice to get some compensation for writing an article and 
      photos.
      
      Most of the publishers want your article and your photos.  When you mention 
      money, they choke.  Tell me it is for the good of the sport.  ;-)
      
      This may turn out not to be a solo flight as was the case of the first three 
      and a half flights to Alaska.  I'm working on some company on this one. 
      Maybe one or two other Kolbs, or another Kolb and a Cub.  Still in the 
      thinking stages.
      
      I'll take a lot of photos and notes.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
warp drive extension again - bolts this time
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 02, 2009
      
      
      Hi all,
      
      I posted this over on the titan list, but I know some of you guys run the warp
      drive prop with Warp's 3" extension, so Im cuttin-and-pastin my query here as
      well. 
      
      I've bitten the bullet and am replacing my IVO with a warp drive and 3" extension.
      My 912's prop flange has the lugs pressed into the holes in the outermost
      ring. These holes are threaded with 8mm x 1.25 pitch threads.
      
      My question to ya'll is, what size and grade of bolts do you use to attach the
      extension to the flange? i.e. length below the head, length of shank, length of
      threaded portion? As for grade, I think the main options for metric are 8.8,
      10.9 and 12.9 (and stainless steel).
      
      I talked to Daryl today about this on the phone, he told me they needed to be about
      1 1/2" long and grade 8. The grading system is different for 8mm bolts tho.
      
      
      It looks like M8 x 40 bolts fit what Daryl was describing. He said he didn't have
      any, so I'm trying scare up a set of correct bolts when the prop comes in next
      week. I have found socket-head bolts that seem to be exactly right according
      to his description, but I'm not sure of the grade I should get.
      
      I might call him again tomorrow to ask if what I have will work, but don't want
      to pester him unecessarily if I don't have to ;).
      
      Thanks,
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232877#232877
      
      
________________________________________________________________________________
Subject: 
Re: Alaska 2009
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 02, 2009
      
      
      It will be great to see you doing another Alaska trip in your Kolb...  Doing flights
      like this at 70 is pretty amazing, I hope I am so lucky when I get there
      !  Its good to hear you will be taking it easy, keeping it fun is what this is
      all sport is about and also makes the trip more enjoyable.  We have lost to
      many people to accidents recently :(   Your flights inspire a lot of people, and
      I am sure you have been the reason for quite a number of people deciding to
      buy and build a Kolb over other designs.  Take lots of pictures and videos, have
      you considered taking a HD video camera with you ?  The new Sony XR520V will
      record many many hours of video on its hard drive in full HD, and the price
      is not to expensive... I would think the National Geographic or discovery channel
      like may take an interest in your trip if you have good quality video and
      pictures, it would make a really awesome and inspiring television program ! 
      
      
      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=232883#232883
      
      
________________________________________________________________________________
From: 
"Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: 
Re: warp drive extension again - bolts this time
Date: 
Mar 02, 2009
      
      
        ----- Original Message ----- 
        From: lucien 
        To: kolb-list(at)matronics.com 
        Sent: Monday, March 02, 2009 8:49 PM
        Subject: Kolb-List: warp drive extension again - bolts this time
      
      
        Hi all,
      
        I posted this over on the titan list, but I know some of you guys run 
      the warp drive prop with Warp's 3" extension, so Im cuttin-and-pastin my 
      query here as well. 
      
        I've bitten the bullet and am replacing my IVO with a warp drive and 
      3" extension. My 912's prop flange has the lugs pressed into the holes 
      in the outermost ring. These holes are threaded with 8mm x 1.25 pitch 
      threads.
      
        My question to ya'll is, what size and grade of bolts do you use to 
      attach the extension to the flange? i.e. length below the head, length 
      of shank, length of threaded portion? As for grade, I think the main 
      options for metric are 8.8, 10.9 and 12.9 (and stainless steel).
      
      
        Lucien,
         I have a Warp with an extension that I have used on a 503 and now the 
      HKS. I used 8.8 bolts that I found at a John Deere tractor store of all 
      places. It was the only place other than order them off the internet. I 
      am sure that that is what Daryl recommended.
        Use your own judgment,
        Larry C
      
      
________________________________________________________________________________
Subject: 
Re: warp drive extension again - bolts this time
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 02, 2009
      
      
      Kolb might have some of those on hand, I would call Travis and ask him.  If he
      does not have stuff like this in stock, he usually knows exactly where to find
      it  :)   
      
      Mike
      
      --------
      "NO FEAR" -  If you have no fear you did not go as fast as you could
      have !!!
      
      Kolb MK-III Xtra, 912-S
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232887#232887
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 02, 2009
      
      
        I would think the National Geographic or discovery channel like may take 
      an interest in your trip if you have good quality video and pictures, it 
      would make a really awesome and inspiring television program !
      >
      > Mike
      
      
      Mike:
      
      That would be more like work than play.
      
      I'll take photos, hopefully more of friends than forest.  I think I have 
      taken most of the scenery type photos on  the previous 3.5 flights.
      
      I was 65 my last flight to Alaska in 2004.  Was pretty noticeable I had 
      slowed down quite a bit since my 2001 Alaska flight.  My flying days were 
      much shorter.  Can't slow down too much or I'll never make it there and 
      back.
      
      I remember a gentleman flying a Pioneer Flightstar from NC, I believe, to 
      Arizona or some place out west back in the 1984- 85 time period.  He was 
      either 60 or 65 years old at the time.  I still remember how impressed I was 
      that this old geezer still had the will, drive, and ability to complete a 
      flight of this type.  Of course back then, a cross country flight in an 
      ultralight was very rare.  I thought, at the time, I wanted to do something 
      like that when I got that age.  Well, that age has come and gone before I 
      knew it.  Hopefully, I can still do it.  Time flies when you are having fun.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Date: 
Mar 03, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: warp drive extension again - bolts this time
      
      
      At 10:49 PM 3/2/2009, lucien wrote:
      
      >My question to ya'll is, what size and grade of bolts do you use to attach 
      >the extension to the flange? i.e. length below the head, length of shank, 
      >length of threaded portion? As for grade, I think the main options for 
      >metric are 8.8, 10.9 and 12.9 (and stainless steel).
      >I talked to Daryl today about this on the phone, he told me they needed to 
      >be about 1 1/2" long and grade 8...
      
      Without getting into what grade to hold your prop on (because I don't know):
      
      AN bolts (which have been used to hold on props for years) aren't graded 
      per se, but are roughly equivalent to U.S. Grade 5, which is equivalent to 
      metric grade 8.8.  Grade 8 is equivalent to metric 10.9.  There is no 
      direct U.S. equivalent for 12.9, which is a very high strength bolt that I 
      would think would too brittle for a prop application.
      
      -Dana
      
      --
        Suicidal twin kills sister by mistake!
      
      
________________________________________________________________________________
From: 
"Jim Kmet" <jlsk1(at)frontiernet.net>
Subject: 
Re: warp drive extension again - bolts this time
Date: 
Mar 03, 2009
      
      
      At the recomendation of the guy that makes the Sabre prop extensions, (per 
      Travis'  instructions)Get the measurements you want, the call Mayland 
      metrics & order either grade 8 or grade 5 from them. Thats what I just did & 
      they are great to work with & order from. They will take your U.S. 
      measurements & convert them  to metric & ship them right out.
      http://mdmetric.com/indexg.html?gclid=CPajwc7V9ZcCFQazsgodwk2RDA
      
      Jim Kmet
      Cookeville , TN
      MK-3C soon to start the 912
      Warp & Sabre combo
      (All my measurements are at the airport, & won`t be out there fore a few 
      more days when it finally warms up)
      
      
      ----- Original Message ----- 
      From: "lucien" <lstavenhagen(at)hotmail.com>
      Sent: Monday, March 02, 2009 9:49 PM
      Subject: Kolb-List: warp drive extension again - bolts this time
      
      
      >
      > Hi all,
      >
      > I posted this over on the titan list, but I know some of you guys run the 
      > warp drive prop with Warp's 3" extension, so Im cuttin-and-pastin my query 
      > here as well.
      >
      > I've bitten the bullet and am replacing my IVO with a warp drive and 3" 
      > extension. My 912's prop flange has the lugs pressed into the holes in the 
      > outermost ring. These holes are threaded with 8mm x 1.25 pitch threads.
      >
      > My question to ya'll is, what size and grade of bolts do you use to attach 
      > the extension to the flange? i.e. length below the head, length of shank, 
      > length of threaded portion? As for grade, I think the main options for 
      > metric are 8.8, 10.9 and 12.9 (and stainless steel).
      >
      > I talked to Daryl today about this on the phone, he told me they needed to 
      > be about 1 1/2" long and grade 8. The grading system is different for 8mm 
      > bolts tho.
      >
      > It looks like M8 x 40 bolts fit what Daryl was describing. He said he 
      > didn't have any, so I'm trying scare up a set of correct bolts when the 
      > prop comes in next week. I have found socket-head bolts that seem to be 
      > exactly right according to his description, but I'm not sure of the grade 
      > I should get.
      >
      > I might call him again tomorrow to ask if what I have will work, but don't 
      > want to pester him unecessarily if I don't have to ;).
      >
      > Thanks,
      >
      > LS
      >
      > --------
      > LS
      > Titan II SS
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=232877#232877
      >
      >
      > 
      
      
________________________________________________________________________________
Date: 
Mar 03, 2009
From: 
"Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: 
Re: Alaska 2009
      
      
      >
      >I was 65 my last flight to Alaska in 2004.  Was pretty noticeable I had 
      >slowed down quite a bit since my 2001 Alaska flight.  My flying days were 
      >much shorter.  Can't slow down too much or I'll never make it there and 
      >back.
      >
      
      John,
      
      Welcome to the over 70 flying club.  A few years ago, I could look at an old 
      codger and say to my self "I will never look like that."  Now when I look in 
      the mirror to shave, I see that person.
      
      Don't let it worry you.  People ask me how long I will fly, and I say that I 
      will as long as I can drag the FireFly in and out of the hangar.  I may have 
      to rest a bit in a chair before I get in and crank up.  One thing that helps 
      me is that I have met a fellow west of Winchester that is in his nineties 
      and he continues to fly.  When I am out side working on the place and I hear 
      his 1/2 VW and see him fly over, it gives me a boost that if he can do it so 
      can I.
      
      Now that I have a working air/fuel mixture control on the FireFly, this 
      summer, I hope to put a lot of pins in the map.
      
      Jack B. Hart FF004
      Winchester, IN
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 03, 2009
      
      
      > I've written four articles that were published in EAA's Light Sport 
      > Magazine over the last couple of years. I got paid.
      > --------
      > Thom Riddle
      
      
      Wasn't like that in the old days, and up through late 2004.
      
      Was fun getting my airplane and photos in international publications in the 
      beginning, but that wears off after 25 years of doing this.
      
      I did not write anything about my 2004 flight.  That was strictly my flight. 
      I didn't receive any sponsorship.  Had no deadlines or obligations to meet. 
      Turned out to be the best flight yet.
      
      john h
      mkIII
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: warp drive extension again - bolts this time
Date: 
Mar 03, 2009
      
      
       > What do you guys with extensions have holding yours on at the moment? 
      I'll go get that if it's different than the SS's I have.
      >
      > I may call Daryl again today and see if I can get a specific 
      > recommendation. It'd be nice to have them when the prop comes in next 
      > week...
      >
      > LS
      
      
      Lucien:
      
      I use Daryl's props and Daryl's recommendation for fasteners, 8.8.
      
      I do not use SS.  They might be alright, but SS is not as stress resistant.
      
      I buy my bolts locally, drill the heads for safety wire myself.
      
      Have had good luck with them, more than 2,600 hours without a failure.
      
      Friction between the prop, extention (I use a 4"), and the prop flange, is 
      carrying the torsional loads.  The prop flange as well as the extention are 
      equipped with drive lugs.  I don't think the prop bolts are getting a 
      beating on my airplane.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 03, 2009
      
      
       > Welcome to the over 70 flying club.  A few years ago, I could look at an 
      old
      > codger and say to my self "I will never look like that."  Now when I look 
      > in
      > the mirror to shave, I see that person.
       >
      > Jack B. Hart FF004
      
      
      Thanks, Jack:
      
      Cool being an old codger.  I get away with a lot more sh_t now than I could 
      in my younger days.  ;-)
      
      Yea, sometimes the mirror is shocking, until I figure out who that old fart 
      is looking back.
      
      I'm not as mobile, flexible, or strong as I was a few years ago, but when I 
      get in the Kolb, I fell like I am 18 again.  I don't know that my ability to 
      fly well has deminished any.  However, I have not been flying nearly as much 
      as I used to.  This shows up as a rusty old pilot right away.  A day or two 
      into a long cross country and I am back in the groove flying and staying 
      ahead of the airplane and my navigation.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: warp drive extension again - bolts this time
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 03, 2009
      
      
      John Hauck wrote:
      > 
      > Lucien:
      > 
      > I use Daryl's props and Daryl's recommendation for fasteners, 8.8.
      > 
      > I do not use SS.  They might be alright, but SS is not as stress resistant.
      > 
      > I buy my bolts locally, drill the heads for safety wire myself.
      > 
      > Have had good luck with them, more than 2,600 hours without a failure.
      > 
      > Friction between the prop, extention (I use a 4"), and the prop flange, is 
      > carrying the torsional loads.  The prop flange as well as the extention are 
      > equipped with drive lugs.  I don't think the prop bolts are getting a 
      > beating on my airplane.
      > 
      > john h
      > mkIII
      
      
      Ah, how much you want to bet that was along the lines of what Daryl said and the
      disconnect is between the phone and the chair...... ;)
      
      Do you use fully threaded bolts or ones with a shoulder on them? I couldn't find
      the 8.8 grade locally that actually had a shoulder, they were all fully threaded........
      
      2600 hours is good enough for me, I'll tell you what ;).
      
      Thanks all for helping a current Kolb infidel (tho the firefly idea is still drilling
      around in my mind)...
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232963#232963
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: warp drive extension again - bolts this time
Date: 
Mar 03, 2009
      
      
       > Do you use fully threaded bolts or ones with a shoulder on them? I 
      couldn't find the 8.8 grade locally that actually had a shoulder, they were 
      all fully threaded........
       >
      > LS
      
      
      Lucien:
      
      Wouldn't use a fully threaded bolt for a prop bolt.
      
      Santa Fe should have a fastener shop.  I get my bolts at a local shop like 
      Fastenal, or something like that.
      
      I did have to drill the heads of the bolts for safety wire.  Could not get 
      drilled metric prop bolts.
      
      john h
      mkIII
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Getting bolts
Date: 
Mar 03, 2009
      
      
      Lucien=2C
      
      
        You might give Aircraft Spruce a try for the bolts you need.  If I rememb
      er correctly=2C I got my prop bolts from them.  I can't recall the details
      =2C but I seem to recall something about mine being metric=2C too=2C and I 
      also seem to remember the 8.8 grade for propellers.
      
      
      Mike Welch
      
      MkIII
      
      _________________________________________________________________
      Windows Live=99 Groups: Create an online spot for your favorite groups to m
      eet.
      http://windowslive.com/online/groups?ocid=TXT_TAGLM_WL_groups_032009
      
________________________________________________________________________________
Subject: 
Re: Getting bolts
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 03, 2009
      
      
      [quote="mdnanwelch7(at)hotmail.co"]Lucien C
      
        You might give Aircraft Spruce a try for the bolts you need. If I remember correctly
      C I got my prop bolts from them. I can't recall the details C but I seem
      to recall something about mine being metric C too C and I also seem to remember
      the 8.8 grade for propellers.
      
       Mike Welch
       MkIII
      Windows Live Groups: Create an online spot for your favorite groups to meet. Check
      it out.  
      > [b]
      
      
      Yeah I looked at the online catalogue and couldn't find any metric fasteners at
      all. But I'll ring them up and see if they got them and there just aren't any
      on the website.
      
      I'm going to go by the local FBO also, tho they may not have any metric stuff at
      all either (they don't work on anything foreign really)....
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=232976#232976
      
      
________________________________________________________________________________
Date: 
Mar 03, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: warp drive extension again - bolts this time
      
      
      At 09:20 AM 3/3/2009, Richard Girard wrote:
      >Dana, et al, We've had this discussion before, but to be brief, AN bolts 
      >conform to the spec for Grade 6, not Grade 5. The difference is that Grade 
      >5 are carbon steel like Grade 8, while AN bolts are alloy steel, roughly 
      >equivalent to 4130.
      
      I said "roughly equivalent", not "interchangeable with... an AN bolt is 
      ~125ksi whereas a Grade 5 is 120ksi.  There is no Grade 6 (well, doubtless 
      there is but you won't find Grade 6 bolts for sale anywhere)  The actual 
      tensile strength of a Grade 5 bolt will generally be lower, too, as Grade 
      5's are most commonly coarse thread, with a smaller root diameter than the 
      fine thread AN's.
      
      Actually Grade 8 (but not Grade 5) is indeed alloy steel.
      
      -Dana
      --
        Grow your own dope! Plant a politician!
      
      
________________________________________________________________________________
From: 
"Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: 
Re: Getting bolts
Date: 
Mar 03, 2009
      
      Check your area for an implement (tractors) store and see if they have 
      them. I checked all over Boise Idaho trying to find some and was 
      referred to a John Deer dealer, and they had both the size and was the 
      only place that had the length that I needed. They are the same bolts.
      Larry C
        ----- Original Message ----- 
        From: lucien 
        To: kolb-list(at)matronics.com 
        Sent: Tuesday, March 03, 2009 11:18 AM
        Subject: Kolb-List: Re: Getting bolts
      
      
        [quote="mdnanwelch7(at)hotmail.co"]Lucien C
         =EF=BD
         =EF=BD You might give Aircraft Spruce a try for the bolts you 
      need.=EF=BD If I remember correctly C I got my prop bolts from 
      them.=EF=BD I can't recall the details C but I seem to recall 
      something about mine being metric C too C and I also seem to remember 
      the 8.8 grade for propellers.
         =EF=BD
         Mike Welch
         MkIII
        Windows Live=EF=BD Groups: Create an online spot for your favorite 
      groups to meet. Check it out.  
        > [b]
      
      
        Yeah I looked at the online catalogue and couldn't find any metric 
      fasteners at all. But I'll ring them up and see if they got them and 
      there just aren't any on the website.
      
        I'm going to go by the local FBO also, tho they may not have any 
      metric stuff at all either (they don't work on anything foreign 
      really)....
      
        LS
      
        --------
        LS
        Titan II SS
      
      
        Read this topic online here:
      
        http://forums.matronics.com/viewtopic.php?p=232976#232976
      
      
      -------------------------------------------------------------------------
      -----
      
      
        Checked by AVG - www.avg.com 
      03/03/09 07:25:00
      
________________________________________________________________________________
Date: 
Mar 03, 2009
Subject: 
Re: Getting bolts
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      If all else fails, McMaster Carr has them. Their warehouse in L.A. should
      have them to you in a couple of days.
      Rick
      
      On Tue, Mar 3, 2009 at 12:52 PM, Larry Cottrell wro
      te:
      
      >  Check your area for an implement (tractors) store and see if they have
      > them. I checked all over Boise Idaho trying to find some and was referred
       to
      > a John Deer dealer, and they had both the size and was the only place tha
      t
      > had the length that I needed. They are the same bolts.
      > Larry C
      >
      > ----- Original Message -----
      > *From:* lucien 
      > *To:* kolb-list(at)matronics.com
      > *Sent:* Tuesday, March 03, 2009 11:18 AM
      > *Subject:* Kolb-List: Re: Getting bolts
      >
      >
      > [quote="mdnanwelch7(at)hotmail.co"]Lucien C
      >  =EF=BD
      >  =EF=BD You might give Aircraft Spruce a try for the bolts you need.
      =EF=BD If I
      > remember correctly C I got my prop bolts from them.=EF=BD I can't reca
      ll the
      > details C but I seem to recall something about mine being metric C too C 
      and
      > I also seem to remember the 8.8 grade for propellers.
      >  =EF=BD
      >  Mike Welch
      >  MkIII
      > Windows Live=EF=BD Groups: Create an online spot for your favorite gro
      ups to
      > meet. Check it out.
      > > [b]
      >
      >
      > Yeah I looked at the online catalogue and couldn't find any metric
      > fasteners at all. But I'll ring them up and see if they got them and ther
      e
      > just aren't any on the website.
      >
      > I'm going to go by the local FBO also, tho they may not have any metric
      > stuff at all either (they don't work on anything foreign really)....
      >
      > LS
      >
      > --------
      > LS
      > Titan II SS
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=232976#232976
      >
      >
      > http://www.matronicp;    via the Web href="http://forums.matronics.com"
      >
      > http://forums.matronics.com
      > _p;         generous bsp;                    href="
      > http://www.matronics.com/contribution">
      > http://www.matronics.com/c===============
      =
      >
      >
      >  ------------------------------
      > - <http://www.avg.com>www.avg.com
      > 07:25:00
      >
      ===========
      ronics.com/Navigator?Kolb-List
      ===========
      ===========
      com/contribution
      ===========
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Re: warp drive extension again - bolts this time
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 03, 2009
      
      
      John Hauck wrote:
      > 
      > Lucien:
      > 
      > Wouldn't use a fully threaded bolt for a prop bolt.
      > 
      > Santa Fe should have a fastener shop.  I get my bolts at a local shop like 
      > Fastenal, or something like that.
      > 
      > I did have to drill the heads of the bolts for safety wire.  Could not get 
      > drilled metric prop bolts.
      > 
      > john h
      > mkIII
      
      
      Well I'll be darned.... sure enough, we have a Fastenal here in town.... 
      
      Went by and got some 8.8 bolts, went over it on the phone with Daryl after getting
      to the hangar and it looks like these are about right (M8 x40 partial thread).
      
      
      Course I'll know for sure once the prop gets here, which should be early next week...
      
      Thanks for all the help guys,
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233001#233001
      
      
________________________________________________________________________________
Subject: 
Fat Cat solution
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 03, 2009
      
      
      Hey Kolbers,
      
      With companies trying to get rid of their big executive "Fat Cat" images, I've
      come up with a solution that'll not only help them out but can give us more flying
      time in our Kolbs.  Who'll volunteer to be in the Skinny Cat Kolb Airlines
      Fleet?
      
      Here's the ad:
      
      Hey Fat Cats, here's your transportation solution during this recession.  Not only
      can you shed your Fat Cat image, but you can enjoy the scenic (and yet still
      faster than a car, bus or train) route to your destination.  Hey, you might
      even luck out with some strong winds that'll cancel the flight and give you a
      good excuse to delay that executive meeting that you didn't want to attend and
      wasn't ready for anyways.  Nothing like being stranded in the slow-paced town
      of Podunk to relax away that stress of being CEO.  "Sorry, guys no cell phone
      coverage here in Podunk."
      
      We'll even personalize your flight with your company's logo on the plane so when
      you arrive the news crews can see how frugally you are spending our tax dollars.
      
      You say you have an entire executive team that needs to travel?...NO problem! 
      With our fleet of Kolbers flying formation you'll not only get them all there
      in one piece* but also in STYLE!
      
      Price negotiable.  *Guarantee of getting there in one piece may be negotiable as
      well.
      
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233009#233009
      
      
      Attachments: 
      
      http://forums.matronics.com//files/skinny_cat_kolb_airlines_482.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Getting bolts
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 03, 2009
      
      
      aslsa.rng(at)gmail.com wrote:
      > If all else fails, McMaster Carr has them. Their warehouse in L.A. should have
      them to you in a couple of days.
      > 
      > Rick
      > 
      
      
      Thanks guys, like I replied in the other thread, I found a Fastenal here in town
      at John H's suggestion. They had what appears to be the correct bolt, 8.8 grade,
      M8 1.25 x 40 partial thread. I talked it over with Daryl over lunch on the
      phone, while I was at the plane with the tape measure. It looks like this will
      be the exact size and grade needed based on measuring and what Daryl said was
      required, thickness of the extension etc..
      
      oh well, learned a whole bunch about metric bolts over the last day or so...
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233018#233018
      
      
________________________________________________________________________________
From: 
"frank.goodnight" <frank.goodnight(at)att.net>
Subject: 
Re: Getting bolts
Date: 
Mar 03, 2009
      
      I found 8.8 partialy threaded bolts at home depot,also Lowes has a  
      good selection.
      I did have to cut 1/4 in. off the threads so they would fit my HKS. We  
      
      use locknuts behind the ext. so drilling the heads was not a problem.
      
      
      Frank Goodnight
      FireStar2
      HKS
      On Mar 3, 2009, at 2:11 PM, Richard Girard wrote:
      
      > If all else fails, McMaster Carr has them. Their warehouse in L.A.  
      > should have them to you in a couple of days.
      >
      > Rick
      >
      > On Tue, Mar 3, 2009 at 12:52 PM, Larry Cottrell 
       > wrote:
      > Check your area for an implement (tractors) store and see if they  
      > have them. I checked all over Boise Idaho trying to find some and  
      > was referred to a John Deer dealer, and they had both the size and  
      > was the only place that had the length that I needed. They are the  
      > same bolts.
      > Larry C
      > ----- Original Message -----
      > From: lucien
      > To: kolb-list(at)matronics.com
      > Sent: Tuesday, March 03, 2009 11:18 AM
      > Subject: Kolb-List: Re: Getting bolts
      >
      >
      > [quote="mdnanwelch7(at)hotmail.co"]Lucien C
      >  =EF=BD
      >  =EF=BD You might give Aircraft Spruce a try for the bolts you 
      need.=EF=BD  
      > If I remember correctly C I got my prop bolts from them.=EF=BD I 
      can't  
      > recall the details C but I seem to recall something about mine being  
      
      > metric C too C and I also seem to remember the 8.8 grade for  
      > propellers.
      >  =EF=BD
      >  Mike Welch
      >  MkIII
      > Windows Live=EF=BD Groups: Create an online spot for your favorite  
      
      > groups to meet. Check it out.
      > > [b]
      >
      >
      > Yeah I looked at the online catalogue and couldn't find any metric  
      > fasteners at all. But I'll ring them up and see if they got them and  
      
      > there just aren't any on the website.
      >
      > I'm going to go by the local FBO also, tho they may not have any  
      > metric stuff at all either (they don't work on anything foreign  
      > really)....
      >
      > LS
      >
      > --------
      > LS
      > Titan II SS
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=232976#232976
      >
      >
      > http://www.matronicp;    via the Web href="http:// 
      > forums.matronics.com">http://forums.matronics.com
      > _p;         generous bsp;                    
      href="http://www.matronics.com/contribution 
      > ">http://www.matronics.com/c===============
      =
      >
      >
      > - www.avg.com
      > 03/03/09 07:25:00
      >
      > ==== get="_blank">http://www.matronics.com/Navigator?Kolb-List
       a>http://forums.matronics.com 
      >  _blank">http://www.matronics.com/contribution
      >
      >
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Getting bolts
Date: 
Mar 03, 2009
      
      
       > oh well, learned a whole bunch about metric bolts over the last day or 
      so...
      >
      > LS
      
      
      Lucien:
      
      Based on the time Kolbs have been out there, about 99% of the time somebody 
      on this List has already had the problem and can point you in the right 
      direction to get it solved.
      
      john h
      mkIII
      
      
________________________________________________________________________________
Subject: 
Douglas, Georgia Fly-In
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 03, 2009
      
      
      I'm going to try to make this fly-in.  Would love to see another Kolb there!
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233040#233040
      
      
      Attachments: 
      
      http://forums.matronics.com//files/douglas_138.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Kolb List: Fat Cat solution
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 03, 2009
      
      
      williamtsullivan(at)att.n wrote:
      > ? Cristal- Up here we call thoughts like that "cabin fever", or the ramblings
      of a deranged mind.? Very common in New England this time of year.? I do like
      the idea, though.
      > ?
      > ???????????????????????????????????????????? Bill Sullivan
      > ???????????????????????????????????????????? Windsor Locks, Ct
      
      
      Bill,
      Can't be cabin fever...went flying yesterday evening...MUST be a deranged mind!!
      [Laughing]
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233056#233056
      
      
________________________________________________________________________________
Date: 
Mar 03, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Can you help out a guy down on his luck?
      
      
      At 09:54 PM 3/3/2009, Mike Welch wrote:
      >
      >PS.  I often find it best to just keep some things to myself (or share my 
      >opinion privately to someone on the list)  John H thinks he's the ultimate 
      >authority when it comes to all things Kolb.  NOT in my opinion, he isn't!!
      
      I don't know if John's the "ultimate authority", I don't _always_ agree 
      with him, but he's been flying Kolbs for longer than nearly anybody else 
      except Homer and Dennis, so he's always worth listening to.  Listen, and 
      then (as he himself would say) make up your own mind.
      
      -Dana
      
      --
        A day without sunshine is like, night.
      
      
________________________________________________________________________________
From: 
"Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: 
Re: Can you help out a guy down on his luck?
Date: 
Mar 03, 2009
      
      
        ----- Original Message ----- 
        From: Mike Welch 
        To: kolb-list(at)matronics.com 
        Sent: Tuesday, March 03, 2009 7:54 PM
        Subject: RE: Kolb-List: Can you help out a guy down on his luck?
      
      
        Mike Welch
         
        PS.  I often find it best to just keep some things to myself (or share 
      my opinion privately to someone on the list)  John H thinks he's the 
      ultimate authority when it comes to all things Kolb.  NOT in my opinion, 
      he isn't!!
         
      
      -------------------------------------------------------------------------
      -----
      
      I agree it would be better to keep some things to your self, or at least 
      double check on which reply button you hit. 
      Larry C
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Douglas, Georgia Fly-In
Date: 
Mar 03, 2009
      
      
       > I'm going to try to make this fly-in.  Would love to see another Kolb 
      there!
      >
      > --------
      > Cristal Waters
      
      
      Cristal:
      
      I may surprise you.  It is 220 sm, about 3 hours, and 15 gal gas one way.
      
      Weather is forecast for "great" from here to there and back, marginal wind, 
      CAVU, temps in the 70s.
      
      If I can get out of here early enough, I may fly over for breakfast.
      
      The old mkIII and 912ULS could use a little exercise.  I could use some too.
      
      I flew a little while this afternoon, around my local area, immediate local 
      area.  That is from my cow pasture to the neighbors, right over the power 
      line by Kim's Country Store, then to 4,000 feet with the VSI pegged on 2,000 
      FPM, a few stalls, wing overs, and unusual attitudes on the way back down, 
      with power off, to 410 feet MSL and my grass strip.  I dodged all the cows, 
      donkeys, cow pies, donkey apples, calves, baby donkeys, and one big bull, 
      and did not bend a gear leg.  ;-)
      
      john h
      mkIII      - 2,872.7 hours
      912ULS -    304.2 hours 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Can you help out a guy down on his luck?
Date: 
Mar 03, 2009
      
      Well.....Mike, everyone is entitled to their opinion.  I'm entitled to 
      mine.
      
      I have been around Kolbs a while, built three, rebuilt the same three, 
      and done a lot of flying in them over the past 25 years.   
      
      Sorry it bothers you if I exercise my right to voice my opinion.  Being 
      a member of the Kolb List does not mean I have to agree with all your 
      decisions.  You certainly do not have to agree with mine.
      
      No, I don't think I am the ultimate authority when it comes to Kolbs.  I 
      learn new stuff about them quite often from members of this List.  I try 
      to keep my ears open most of the time.
      
      No, I'm not going to get my covering supplies from Wal-Mart, but if you 
      say you are going to use the Wal-Mart Covering System to cover your 
      Kolb, I'll probably have  a comment or two to make about it.
      
      john h
      mkIII -   2,872.1 hours
      912ULS - 304.2 hours
      
         Mike Welch
         
        PS.  I often find it best to just keep some things to myself (or share 
      my opinion privately to someone on the list)  John H thinks he's the 
      ultimate authority when it comes to all things Kolb.  NOT in my opinion, 
      he isn't!!
         
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Can you help out a guy down on his luck?
Date: 
Mar 03, 2009
      
      I don't know if this is a private coversation between Herb and Mike W or 
      not.  If it gets posted on this List it is addressed to all members.
      
      I agree with Herb on the function of the reinforcing tape and the wing 
      fabric.  Not only does the covering make a sail, but it reinforces the 
      entire wing structure.
      
      Homer is still designing and building airplanes.  Doubt very seriously 
      he is shopping for parts from Wal-Marts.
      
      Back when he designed and built his first aircraft, a hang glider made 
      of conduit, plastic covering, and tape, nothing on that aircraft was 
      aviation quality.  All that changed when he started designing airplanes 
      to kit.
      
      One of the primary reasons I bought a Kolb Ultrastar for my first 
      civilian aircraft was the fact that most of the little airplane was 
      aviation quality, all the parts that were critical to safe flight.  Very 
      few parts on that 1984 Ultrastar were not aircraft grade hardware.  
      Certainly, all covering materials were Stitts, and it remained that way 
      right through a kit you buy from TNK today.
      
      Steve Whitman was a real aviation pioneer, air racer, designer, builder, 
      pilot, right up into his 90's.  He paid the ultimate price, along with 
      his wife, because he did not follow prescribed procedure for covering 
      the aircraft he and his wife were flying on a return trip from Sun and 
      Fun, Lakeland, Florida.  Somewhere over Tennessee the Whitman came apart 
      in the air.
      
      Take care,
      
      john h
      mkIII
      
      
           Its main function imho is to reinforce the cloth under the rivet 
      head and  its  length adds some linear strength to the cloth over the 
      rib...   helps the cloth to lay down and not balloon between rivets...on 
      the top side...mainly..  over time this mild ballooning over the ribs 
      and in between the rivets could fatigue either the fabric or the rib ... 
      
      
          I bet  Homer would have shopped in the aviation dept.  at Wal Mart 
      were they in business  back then??   :-)    
          
        Herb 
         
      
________________________________________________________________________________
Date: 
Mar 03, 2009
From: 
herb <herbgh(at)nctc.com>
Subject: 
Re: Can you help out a guy down on his luck?
      
      John
      
         I started to suggest that prop 8.8 bolts are available at Advanced 
      Auto...but...I was still suffering from reinforcing tape fatigue...  :-)
      
          Now if you really want to talk about aircraft quality 
      materials...check the burlap at TSC...mighty good stuff... make take 
      a lot of poly brush however..big iron...:-)
      
      
           I think we are only discussing the reinforcing tape..  and I 
      knew that it was very similar stuff..   and plenty safe...especially 
      since Mike was planning to use it on the bottom of the wing..
      
            changing anything on a kit airplane requires common sense... my 
      neighbors tell me that I have none ...for if God had wanted--------------!!
      
         Herb
      
      
      At 11:10 PM 3/3/2009, you wrote:
      >I don't know if this is a private coversation between Herb and Mike 
      >W or not.  If it gets posted on this List it is addressed to all members.
      >
      >I agree with Herb on the function of the reinforcing tape and the 
      >wing fabric.  Not only does the covering make a sail, but it 
      >reinforces the entire wing structure.
      >
      >Homer is still designing and building airplanes.  Doubt very 
      >seriously he is shopping for parts from Wal-Marts.
      >
      >Back when he designed and built his first aircraft, a hang glider 
      >made of conduit, plastic covering, and tape, nothing on that 
      >aircraft was aviation quality.  All that changed when he started 
      >designing airplanes to kit.
      >
      >One of the primary reasons I bought a Kolb Ultrastar for my first 
      >civilian aircraft was the fact that most of the little airplane was 
      >aviation quality, all the parts that were critical to safe 
      >flight.  Very few parts on that 1984 Ultrastar were not aircraft 
      >grade hardware.  Certainly, all covering materials were Stitts, and 
      >it remained that way right through a kit you buy from TNK today.
      >
      >Steve Whitman was a real aviation pioneer, air racer, designer, 
      >builder, pilot, right up into his 90's.  He paid the ultimate price, 
      >along with his wife, because he did not follow prescribed procedure 
      >for covering the aircraft he and his wife were flying on a return 
      >trip from Sun and Fun, Lakeland, Florida.  Somewhere over Tennessee 
      >the Whitman came apart in the air.
      >
      >Take care,
      >
      >john h
      >mkIII
      >
      >
      >    Its main function imho is to reinforce the cloth under the rivet 
      > head and  its  length adds some linear strength to the cloth over 
      > the rib...   helps the cloth to lay down and not balloon between 
      > rivets...on the top side...mainly..  over time this mild ballooning 
      > over the ribs and in between the rivets could fatigue either the 
      > fabric or the rib ...
      >
      >
      >   I bet  Homer would have shopped in the aviation dept.  at Wal 
      > Mart were they in business  back then??   :-)
      >
      >Herb
      >
      >
      
________________________________________________________________________________
Date: 
Mar 03, 2009
From: 
TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: 
Chuck's selling CGS Hawk
      
      
      I don't remember seeing this on the list, and know there are some of you who know
      Chuck.
      
      Arty
      
      From: cgshawk@yahoogroups .com [mailto:cgshawk@yahoogroups .com] On Behalf Of
      Chuck Slusarczyk
      Sent: Thursday, February 19, 2009 10:07 AM
      Subject: Re: [cgshawk] Update from Chuck S
      
      Hi Everyone: 
      
      Giving you all an update on how I'm doing. The good news is I'm getting
      better with each passing week. Bad news is It is a lot slower process than
      I thought it would be. I'm told it will probably take a year to 18 months
      to fully recover. 
      
      Given that, I realize it is best if I sell CGS. I can see that I'm not
      going to be physically able to handle it like I used to. I still can't drive
      or fly, so I can only get to the shop on a very limited basis. I also find
      that once I'm there, I tire very easily and find I can't work more than just
      a couple of hours. 
      
      I want to be able to provide parts and service to existing Hawk owners, and
      have quite a bit of inventory on hand as well as all the tooling. For the
      time being, we will continue to sell and ship parts that we have in stock as
      well as dacron covers. We can also order engines, props, and BRS chutes.
      We are in the process of finishing up any parts orders that are outstanding,
      as well as our current kit orders.
      
      If any one out there is interested, please get in touch with me via email at
      chucks2000@roadrunn er.com. Ideally I'd like to see a group of Hawk owners
      maybe get together and relocate the company to a warmer climate. I will
      make myself available for technical assistance. If you have any ideas you
      want to pass along, I'm listening.
      
      Best Regards,
      Chuck Slusarczyk
      CGS Aviation
      440-564-1214
      chucks2000@roadrunn er.com
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Experimental aircraft
Date: 
Mar 03, 2009
      
      
      John=2C
      
      
        What others aren't aware of=2C is your constant contrary position on almo
      st anything I say.  My comment was a reference to the last year and a half 
      of your comments.  Others have no idea of what I am getting at.
      
        You are correct when you say everyone is entitled to their opinion.  But
      =2C for some reason=2C it seems as though every time I voice mine=2C you se
      em to take the opposite view.  Even when I pretext my position with an acce
      ptance that others may have differing opinions=2C you still make a point of
       challenging me.
      
        I used to suggest people consider alternate engines besides Rotax.  Even 
      though I state Rotax are the best=2C you countermand my position=2C and it'
      s as if YOU are the only one with an opinion.  I don't mention engines=2C a
      nymore.  It's just not worth it.
      
        I used to share ideas=2C mods=2C suggestions=2C but I don't do that very 
      much=2C anymore=2C either.
      
      
      _________________________________________________________________
      Windows Live=99 Contacts: Organize your contact list. 
      http://windowslive.com/connect/post/marcusatmicrosoft.spaces.live.com-Blog-
      cns!503D1D86EBB2B53C!2285.entry?ocid=TXT_TAGLM_WL_UGC_Contacts_032009
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Experimental aircraft
Date: 
Mar 03, 2009
      
       Mike:
      
      I don't do much back copy emailing.  If I have something to share, I 
      usually share it with the List.
      
      Also, I don't get personal either.  You may take it that way, but that 
      ain't the way it is.
      
      john h
      mkIII
      
        Mike Welch said:
      
           What others aren't aware of, is your constant contrary position on 
      almost anything I say.  My comment was a reference to the last year and 
      a half of your comments.  Others have no idea of what I am getting at.
         
          You are correct when you say everyone is entitled to their opinion.  
      But, for some reason, it seems as though every time I voice mine, you 
      seem to take the opposite view.  Even when I pretext my position with an 
      acceptance that others may have differing opinions, you still make a 
      point of challenging me.
         
          I used to suggest people consider alternate engines besides Rotax.  
      Even though I state Rotax are the best, you countermand my position, and 
      it's as if YOU are the only one with an opinion.  I don't mention 
      engines, anymore.  It's just not worth it.
         
          I used to share ideas, mods, suggestions, but I don't do that very 
      much, anymore, either.
         
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Experimental aircraft
Date: 
Mar 03, 2009
      
      
      Sorry folks.
      
      I meant this last email to go bc to Mike Welch, not the Kolb List.
      
      I appologise.
      
      john h
      mkIII
      
        ----- Original Message ----- 
        From: John Hauck 
        To: kolb-list(at)matronics.com 
        Sent: Tuesday, March 03, 2009 11:54 PM
        Subject: Re: Kolb-List: Experimental aircraft
      
      
         Mike:
      
        I don't do much back copy emailing.  
      
________________________________________________________________________________
Date: 
Mar 04, 2009
From: 
jerb <ulflyer(at)verizon.net>
Subject: 
Can you help out a guy down on his luck?
      
      
      At 08:54 PM 3/3/2009, you wrote:
      >Herb,
      >
      >   Seeing as I had only one response to plea for a little bit of 
      > reinforcing tape (from JD Stewart, who lives 20 miles away), I 
      > ended up heading to my local WalMart.
      >   Guess what?  I'd bet a million bucks the stuff they sell is 
      > EXACTLY the same as the Poly Fiber stuff. (except for the sticky backing)
      >   At the very least...it'll damn sure work just fine!!
      >
      >   From the Poly Fiber product description for their tape.....high 
      > density 100% polyester
      >   WalMart stuff (if someone did't tell you, you wouldn't 
      > know!)..........100% polyester
      >
      >   I just finished Poly Tak'ing it on.  I swear, if I didn't say 
      > anything, no one would ever know the difference.  BTW, it cost 
      > 1/10th the Poly Fiber brand.  Not having the sticky backing is only 
      > slightly tougher to apply.
      >
      >Mike Welch
      >
      >PS.  I often find it best to just keep some things to myself (or 
      >share my opinion privately to someone on the list)  John H thinks 
      >he's the ultimate authority when it comes to all things Kolb.  NOT 
      >in my opinion, he isn't!!
      >
      Wow!  Comes on begging for a hand out of covering materials and asks 
      what alternative he might use, then doesn't like the answer he 
      gets.  The Gull of some people.
      jerb
      
      
________________________________________________________________________________
Subject: 
Re: Douglas, Georgia Fly-In
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 04, 2009
      
      
      John Hauck wrote:
      > 
      > 
      > Cristal:
      > 
      > I may surprise you.  It is 220 sm, about 3 hours, and 15 gal gas one way.
      > 
      > Weather is forecast for "great" from here to there and back, marginal wind, 
      > CAVU, temps in the 70s.
      > 
      > If I can get out of here early enough, I may fly over for breakfast.
      > 
      > 
      
      
      I'm so excited!!!   :D   Right now Douglas is forecasting 49 temp and 49 dew point
      at 7am so there may be some low visibility in the morning.  I may get there
      late as well.  If you'll let me know you're coming (I'll give you my cell#),
      then I'll wait there in Douglas until you get there.  [Idea]  If you don't get
      there in time for breakfast we'll go across the street to Pizza Hut (or wherever)
      for lunch.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233122#233122
      
      
________________________________________________________________________________
From: 
"George Myers" <gmyers(at)grandecom.net>
Subject: 
Can you help out a guy down on his luck?
Date: 
Mar 04, 2009
      
      
      Perhaps we should all remember that Homer wasn't designing a better airplane
      he was designing and building a cheaper airplane.
      George
      
      
      -----Original Message-----
      From: owner-kolb-list-server(at)matronics.com
      [mailto:owner-kolb-list-server(at)matronics.com] On Behalf Of Dana Hague
      Sent: Tuesday, March 03, 2009 9:35 PM
      Subject: RE: Kolb-List: Can you help out a guy down on his luck?
      
      
      At 09:54 PM 3/3/2009, Mike Welch wrote:
      >
      >PS.  I often find it best to just keep some things to myself (or share my 
      >opinion privately to someone on the list)  John H thinks he's the ultimate 
      >authority when it comes to all things Kolb.  NOT in my opinion, he isn't!!
      
      I don't know if John's the "ultimate authority", I don't _always_ agree 
      with him, but he's been flying Kolbs for longer than nearly anybody else 
      except Homer and Dennis, so he's always worth listening to.  Listen, and 
      then (as he himself would say) make up your own mind.
      
      -Dana
      
      --
        A day without sunshine is like, night.
      
      
________________________________________________________________________________
Subject: 
Re: Alaska 2009
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 04, 2009
      
      
      I'm still "only" 46, but am already transitioning into being an older dude. The
      main benefit is your resistance to taking zhit from the younger gung-ho's with
      lots of testosterone goes steadily upwards. 
      
      OTOH, you start to realize your flying time is ultimately finite, so you need to
      do more of it. 
      
      I'm still trying to see if I like the long xcountry flying, as my admiration for
      you folks that do it is as high as for probably anyone else on the earth. So
      far, tho, I seem to be reverting back to my UL flying habits, preferring to go
      "up" over going over yonder.
      
      But even tho Im a little bit of an infidel, you're welcome to fly through KSAF
      and I'd love to at least shake your hand if you do. Might be a little off your
      route, but that's a standing invitation at any rate.
      
      I'm still kicking the Firefly idea around too, tho that's still a ways out after
      I pay off some more of my current stuff. So hope to be part of the Kolb family
      again..
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233134#233134
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 04, 2009
      
      
       > My instructor is in his early 80s and still instructing.Its 20 years 
      since
      > he sent me into the sky by my lonsome. Its now my turn to teach him how to 
      > operate a 1914 Ford T. How times change.
      >
      > Tony
      
      
      Tony/Gang:
      
      Flying my Kolb is no problem.  I think I can continue to fly it for quite 
      some time, as long as I can get it out of the hanger.  Need to do some 
      landscaping to cut down on the slope toward the hanger.  Been having a hard 
      time pushing the fat mkIII up hill.
      
      Doing an Alaska flight is much more physically and mentally demanding than 
      flying around the patch.  The mental and physical part affect each other. 
      When I get really tired, it is easy to make dumb decisions.  Weather 
      extremes play Hell physically and mentally.  Like the 2004 Alaska flight, I 
      got into a situation where I ran out of visibility, could not get through a 
      4,000 foot pass because the ceiling was 3,000 feet.  I was getting low on 
      fuel, so I could not take an alternate route up the river around the 
      mountain.  It was drizzling rain, cold, late in the day, been flying all 
      day, tired and hungry, had not had a good meal that day.  Murphy was piling 
      up on me.  I found a straight section of road on the side of the mountain 
      that had a small, muddy pull out to get the mkIII off the highway.  When the 
      road was clear, I was on the ground.  I was a long way out in the bush. 
      Nothing out there but me and the bears.  I got my tent up in the rain and 
      mud, grabbed my tiny .22 survival rifle, and crashed for the night. 
      Luckily, I had a satellite phone to call Whitehorse FSS and cancel my flight 
      plan.  The FSS operator asked me if I got the airplane off the highway when 
      I told him I had landed there.  ;-)
      
      That was 5 years ago when I was 65.  Of course, I have the question in my 
      mine, "Can I still do it?"
      
      Other times I got into situations where I had to physically man handle the 
      aircraft on the ground to get it into a place out of the wind when there was 
      no way to get it tied down.  This type situation happens at the end of a 
      long flying day when mind and body are worn out.  Easy to make some dumb 
      decisions.   I got a severe chill when I landed at Eagle Plains, Yukon 
      Territory.  I was shaking like a leaf, uncontrollably.   In a situation like 
      that it is hard to think, much less push a heavy airplane in the wind around 
      a bunch of old sheds and buildings.
      
      I think if I take my time, think ahead of the envelope, I can make it and 
      still enjoy my flight.  Probably have to slow down some, not push, and take 
      a little longer to get there and get home.
      
      Weather and patience are primary factors in accomplishing this flight.  It 
      really gets hard, at times, to sit in the middle of nowhere waiting on 
      weather....
      
      Better be careful or I'll talk myself out of the flight.  ;-)
      
      john h
      
      
________________________________________________________________________________
Date: 
Mar 04, 2009
From: 
TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: 
Stop Whining and Help Fight Ethanol-blended Gas
      
      
      Hi folks,
      There's been a lot of discussion about the terrible attributes of using E-10 in
      our engines.  There's a fellow from Oregon who's doing something about it. Dean
      Billings formed e0pc - the Ethanol-free Premium Coalition.It's a greass roots
      national association of folks who are trying to get state legislatures to require
      ethanol-free premium gas.  I'm putting the e0pc.com decal on my Drifter
      and will be carrying one-page flyers on my cross country flight, putting them
      up at every FBO I stop at. 
      Here's some more information from him. I'd like to urge you to contact Dean and
      see if you can help out. Let's do something about it - in addition to writing
      about it!
      
      Arty
      
      >From Dean Billings:
      
      Ethanol Free Premium Coalition   www.e0pc.com
      Prohibit Ethanol Blending In All Premium Unleaded Gasoline
      
      The unintended consequences of The Energy Independence and Security Act of 2007
      (EISA 2007) is spreading ethanol into all of the auto gasoline in the country.
      Unleaded auto gasoline, referred to as "mogas" in aviation circles, is an FAA
      recognized aviation fuel because of the STC process, but it must not contain
      ethanol.
      
      Please help us insure the continued availability of ethanol free mogas for aviation
      use by joining the Ethanol Free Premium Coalition and supporting state laws
      prohibiting the blending of ethanol in premium unleaded gasoline. This fuel
      can be used in 100% of the Light Sport Aircraft and all mogas STC aircraft.
      
      We are a loose knit group of volunteers who are urging our state legislators to
      pass a bill that will insure that ethanol free fuel is available for all of the
      users that need it, including aircraft, watercraft, antique and classic cars,
      small engines, etc.
      
      Every mandatory E10 state has exemptions to their blending law, because there are
      a number of piston engine applications that should not, and some that cannot,
      use ethanol blended gasoline. Unfortunately the exemptions are not uniform.
      They vary from only one exemption in Washington, aircraft, to a universal exemption
      of premium unleaded in Missouri. All states exempt aircraft usage, but
      most states like Oregon and Washington make it almost impossible to get unblended
      gasoline. Oregon is the only state that allows for unblended regular and premium
      gasoline for the exemptions, and then makes it almost impossible to get
      any unblended gasoline. All other mandatory ethanol states just allow clear premium
      unleaded gasoline for the exempted classes.
      
      The following piston engine applications should not use ethanol blended gasoline:
       . Any 2 cycle engine used in tools, watercraft, snowmobiles, etc., or small 4
      cycle engines.
       . Any engines used in an emergency stationary engine application like a generator,
      especially in a humid climate.
       . All watercraft. Ethanol blended gasoline should never be used in a marine environment.
       . Antique and classic cars and classic motorcycles.
       . All aircraft.
      All of these users must be able to get ethanol free (E0) gasoline. If you live
      in a state without a mandatory ethanol blending law, you have no exemptions, ethanol
      will eventually be blended into all of your unleaded gasoline and there
      is no requirement in EISA 2007 to label gas pumps with ethanol content.
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 04, 2009
      
      
       > But even tho Im a little bit of an infidel, you're welcome to fly through 
      KSAF and I'd love to at least shake your hand if you do. Might be a little 
      off your route, but that's a standing invitation at any rate.
       >
      > LS
      
      
      Lucien:
      
      Come May you need to load and fire up the Titan, point it west, and head for 
      MV.  It is 220 sm from Santa Fe Airport to Gouldings airstrip, a little over 
      two hour flight in a Titan.  If you couldn't spend the weekend with us, you 
      could fly over, have lunch, then fly back home.
      
      Thanks for the invite to Santa Fe.  I have never been there.  I'll take you 
      up on it one of these flights.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Date: 
Mar 04, 2009
From: 
TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: 
Welcoming a "new" resource
      
      
      I know folks on this list often ask "where's a good place to get ____ done?" Sometimes
      it's engine work, sometimes it's fabrication or modification work, sometimes
      it's where to buy something.
      
      A longtime friend of mine, Joel Jacobson, who has been working on ultralights and LSA's or over 20 years, has decided to let the word out. He's opened Oregon Light Sport, (www.oregonlightsport.com) based in Wilderville, Oregon, (near Grants Pass) and manufactures modifications and accessories primarily for Quicksilver, but also for Max-Air, Rans, Kolb, and many other LSAs. He's done a ton of work building, maintaining, and improving the Quicksilver MX series. He also works with the southern Oregon Quicksilver dealer, Pacific Microlights, to do complete kit builds or kit building assistance. (Why am I not posting this just to the Quicksilver list? Because he's done work on my Drifter, as well as Titans, Kolbs, and many others.)
      
      You also might want to know that he does custom machine fabrication and modifications
      for LSA, as well as custom instrument panels for larger experimental and
      certifed GA aircraft. 
      
      I'm always happy when a really well-qualified repairman is available for work on
      our ultralights and LSAs - so wanted to share the news.
      
      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."
      
      
________________________________________________________________________________
Subject: 
Re: Stop Whining and Help Fight Ethanol-blended Gas
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 04, 2009
      
      
      Arty Trost wrote:
      > Hi folks,
      > There's been a lot of discussion about the terrible attributes of using E-10
      in our engines.  There's a fellow from Oregon who's doing something about it.
      Dean Billings formed e0pc - the Ethanol-free Premium Coalition.It's a greass roots
      national association of folks who are trying to get state legislatures to
      require ethanol-free premium gas.  I'm putting the e0pc.com decal on my Drifter
      and will be carrying one-page flyers on my cross country flight, putting them
      up at every FBO I stop at. 
      > Here's some more information from him. I'd like to urge you to contact Dean and
      see if you can help out. Let's do something about it - in addition to writing
      about it!
      > 
      > Arty
      > 
      > 
      
      
      Just for what it's worth,
      
      Remember that the oil lobbies control the laws on ethanol now, not us. So beware
      that you'll need a VERY large stick to try to beat E10 out of the system legally.
      
      A group of trikers here in new mexico have been trying for about a year to get
      a bill passed in our state legislature requiring ethanol-free unleaded to be available
      (in some form) for aviation use. 
      
      The oil lobby has shot it down every single time to the point it doesn't even get
      out onto the floor. This is despite support for our legislators, virtually
      all the airport managers and everyone else involved in aviation here. 
      
      They're going to try again next year, but I think the writing is on the wall as
      to who has the gold in this situation.
      
      So my advice, fight the good fight, but don't put all your eggs in that basket.
      Government by the people is no longer applicable to E10.
      
      We rotax drivers may be relieved of this problem somewhat in the near future anyway,
      as, according to Ronnie Smith, Rotax is shortly to approve the use of E10
      in the 912 series and hopefully by extension the 2-strokes also. Hopefully when
      the SI or SB comes out it'll have guidlines for us to follow for the use of
      E10.
      
      BTW, Ronnie also says Rotax is extending the TBO of the 912 series to 2000 hours,
      which will lower the long term cost by a fair bit as well.
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233155#233155
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Douglas, Georgia Fly-In
Date: 
Mar 04, 2009
      
      
       > I'm so excited!!!   :D   Right now Douglas is forecasting 49 temp  >
      > --------
      > Cristal Waters
      
      
      Cristal:
      
      Think I'll fly over to Douglas Friday afternoon late.  That will be a lot 
      easier for me, rather than trying to get up really early and getting out of 
      here in time to make breakfast in Douglas Saturday morning.
      
      I'll load my camping gear and some MRE's, spend the night at Douglas 
      Airport.
      
      Do you know if they have an FBO or hanger I can crash in?  If not, I'll have 
      my tent and sleeping bag.
      
      Understand there are places to eat within walking distance of the airport?
      
      Looking forward to a nice flight and meeting some new folks at Douglas.
      
      For those that have not gotten the cross country bug, half of cross country 
      flights, especially long ones, is all about meeting the great people along 
      the way.  The flight around CONUS and up to Alaska in 1994, was an 
      experience in cultures.  I was with the Cajuns in LA, Mexicans in TX, 
      weirdos in CA (did I say that?  just kidding), other cultures in the NW, and 
      on and on around the country.  99.9% of these folks were friendly and 
      helpful to a guy and his little airplane so far away from home.  Now, when I 
      fly back through places from here to Alaska, I have friends I have met 
      through Homer Kolb's airplanes.  It is as much fun going back, renewing 
      friendships, as it was the first time around.
      
      Weather looks good for camping out in Douglas, GA, Friday night.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Stop Whining and Help Fight Ethanol-blended Gas
Date: 
Mar 04, 2009
      
      
       > BTW, Ronnie also says Rotax is extending the TBO of the 912 series to 
      2000 hours, which will lower the long term cost by a fair bit as well.
      >
      > LS
      
      
      Lucien:
      
      This extention is very good.  My first 912UL in 1994, had a 600 hour TBO.
      
      Keep in mind, the TBO is recommended, not mandatory, for experimental 
      homebuilts.  That goes for two strokes also.
      
      I have always had the philosophy that the 912 engines would go at least 3000 
      hours with no significant problems.  May have to pull the heads and grind 
      the valves.  Other than that, accessories such as carbs and carb parts, 
      spark plug sockets, etc., will wear out and require replacement.
      
      If my 912ULS is running good, putting out the same power it was when it was 
      new, ain't no way I would ship it to a Rotax Service Center to have it torn 
      down and rebuilt when it accumulates 2,000 hours.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: How much should I pay for a 1993 Firestar?
From: 
"Mike Howe" <howetyr(at)yahoo.com>
Date: 
Mar 04, 2009
      
      
      OK.  Looking for any last minute support on what to pay for this plane.  Please
      respond, call or mail me.  I need the input before finalizing this deal.
      
      Thank you.
      
      Mike 
      616-862-8061
      
      --------
      Mike Howe
      Grand Rapids, MI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233171#233171
      
      
________________________________________________________________________________
Subject: 
Re: Douglas, Georgia Fly-In
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 04, 2009
      
      
      John Hauck wrote:
      > > 
      > Cristal:
      > 
      > Think I'll fly over to Douglas Friday afternoon late.  That will be a lot 
      > easier for me, rather than trying to get up really early and getting out of 
      > here in time to make breakfast in Douglas Saturday morning.
      > 
      > I'll load my camping gear and some MRE's, spend the night at Douglas 
      > Airport.
      > 
      > Do you know if they have an FBO or hanger I can crash in?  If not, I'll have
      
      > my tent and sleeping bag.
      > 
      > Understand there are places to eat within walking distance of the airport?
      > 
      > Looking forward to a nice flight and meeting some new folks at Douglas.
      > 
      > Weather looks good for camping out in Douglas, GA, Friday night.
      > 
      > john h
      > mkIII
      
      
      John,
      I called the guy at the FBO there and they lock up at 6pm with no way to get in.
      He said he wouldn't mind if you camped out.  I called the lady on the flyer
      and she said there are a couple motels just across the street.  There are some
      eating places within walking distance.
      
      If you want to fly a little farther to Waycross on Friday my family would gladly
      welcome you to our home for the night, then you could fly over to Douglas with
      the Waycross airport bums in the morning.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233176#233176
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Douglas, Georgia Fly-In
Date: 
Mar 04, 2009
      
      
        He said he wouldn't mind if you camped out.  I called the lady on the 
      flyer and she said there are a couple motels just across the street.  There 
      are some eating places within walking distance.
      >
      > If you want to fly a little farther to Waycross on Friday my family would 
      > gladly welcome you to our home for the night, then you could fly over to 
      > Douglas with the Waycross airport bums in the morning.
      >
      > --------
      > Cristal Waters
      
      
      Thanks for the invite, but I will opt for the tent and sleeping bag at 
      Douglas.  Won't have to get up so early.
      
      Motels?  Don't need no stinking motels.  hehehe  I started barnstorming 
      Kolbs, sleeping under the wing, because that is all I could afford.  When I 
      could afford to stay in a motel, I decided it was easier, still a lot 
      cheaper, and saved a lot more time and effort to sleep with the airplane. 
      It is my Boy Scout instinct I guess.  Used to love to camp out when I was a 
      kid.  Never got over it.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Date: 
Mar 04, 2009
Subject: 
Finished, well almost, hatch cover
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      Back into the nice pre-springtime weather again after sub zero wind chill
      factors last weekend. So much easier to work without mittens and a snorkle
      coat. Finished up trimming the hatch cover and doing all the countersinks
      for the attachment screws just before lunch. All that's left is the repair
      on the old antenna mount holes and the hatch is done. Temps in the 80's
      tomorrow will be perfect for a little composite work.
      Rick
      
________________________________________________________________________________
Subject: 
Re: Douglas, Georgia Fly-In
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 04, 2009
      
      
      John Hauck wrote:
      > 
      > Thanks for the invite, but I will opt for the tent and sleeping bag at 
      > Douglas.  Won't have to get up so early.
      > 
      > Motels?  Don't need no stinking motels.  hehehe  I started barnstorming 
      > Kolbs, sleeping under the wing, because that is all I could afford.  When I 
      > could afford to stay in a motel, I decided it was easier, still a lot 
      > cheaper, and saved a lot more time and effort to sleep with the airplane. 
      > It is my Boy Scout instinct I guess.  Used to love to camp out when I was a 
      > kid.  Never got over it.
      > 
      > john h
      > mkIII
      
      
      Ok.  Sounds like fun!  By the way, he said the building opens at 8am.  Look forward
      to seeing you there!
      
      I got my ticket to fly in Douglas from a man named Bob Harless with Harless Aviation.
      Maybe you can meet him.  He's a great guy.  Here's what others wrote about
      him:
      http://forums.jetcareers.com/checkride-central/1744-bob-harless-de-douglas-ga-dqh.html
      
      On my checkride he took me out of Douglas to the country and we did our maneuvers,
      turning this way and that.  Then he said, "Where is the airport?"  I looked
      around at the various tools I could use to get us back there and he said, "Just
      point."  And I pointed the direction I thought it was and he said, "Let's
      go."  And a couple minutes later he turned and asked me, "Do you have a GPS in
      your pocket?"  After I saw him turn his head and chuckle I realized he was teasing
      me because we were apparently on the right track and I told him it was in
      my head.  (Didn't want to tell him my husband says I have iron boogers in my
      nose! ) :D  Sure enough after about 5-10 minutes the airport was dead ahead.
      What fun that checkride ended up being.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233197#233197
      
      
________________________________________________________________________________
Subject: 
Re: Stop Whining and Help Fight Ethanol-blended Gas
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 04, 2009
      
      
      John Hauck wrote:
      > 
      > 
      > Lucien:
      > 
      > This extention is very good.  My first 912UL in 1994, had a 600 hour TBO.
      > 
      > Keep in mind, the TBO is recommended, not mandatory, for experimental 
      > homebuilts.  That goes for two strokes also.
      > 
      > I have always had the philosophy that the 912 engines would go at least 3000
      
      > hours with no significant problems.  May have to pull the heads and grind 
      > the valves.  Other than that, accessories such as carbs and carb parts, 
      > spark plug sockets, etc., will wear out and require replacement.
      > 
      > If my 912ULS is running good, putting out the same power it was when it was 
      > new, ain't no way I would ship it to a Rotax Service Center to have it torn 
      > down and rebuilt when it accumulates 2,000 hours.
      > 
      > john h
      > mkIII
      
      
      Well I guess even for us experimental 912 drivers we can go on out to 2000 hours
      without wondering anyway ;).
      
      The flight schools will hopefully realize the increased value tho, since I think
      the commercial operations have to overhaul at TBO?
      
      Unless I start flying more I dont think I'll ever wear mine out as long as it stays
      together (fingers crossed). It'll rot away a fair bit before I could put
      2000 hours on it.
      
      so far my 912uls has been a good engine. It's got just over 300 hours on it now
      so it's just now gettin' broke in. 
      
      I've never owned an engine that leaked no fluids whatsoever like this one.....
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233211#233211
      
      
________________________________________________________________________________
Subject: 
Fire Ant festival Flyin 75J Ashburn GA Saturday March 28th
From: 
"grantr" <grant_richardson25(at)yahoo.com>
Date: 
Mar 04, 2009
      
      
      http://www.fireantfestival.com/Fire-Ant-Fly-In.38.0.html
      
      
      If work and weather permits I will be flying over Saturday morning.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233218#233218
      
      
________________________________________________________________________________
From: 
"Jim Kmet" <jlsk1(at)frontiernet.net>
Subject: 
oil pressure guage problem
Date: 
Mar 04, 2009
      
      Guys  (& Gals)I`m finishing my 912 install & hit a small snag. The oil 
      pressure sender has 4 wires. The (Westach)oil pressure guage has 6. The 
      4 that go to the sender from the guage are readily identified, the other 
      2,are , 1 black (ground ) 1 red, for (power supply). Problem. When I 
      introduced power (12 V) to the guage, it imediately pegged "full" to the 
      right, When I disconnected the sender, it went to "60 lbs".  When I 
      disconnect the ground wire, whether the sender was connected or not, it 
      stayed at "0". Obviously the engine was not running, & I have double 
      checked that it is connected as I have explained. This guage & sender 
      combo was used in a plane before, all I did was move it from one to 
      another. No paperwork on the guage. Did I screw something up that I 
      missed? any Ideas?
      Thanks in advance, 
      
      Jim Kmet
      getting close to a 912 pwered Mk-3C
      
________________________________________________________________________________
From: 
"Jim Hauck" <jimh474(at)embarqmail.com>
Subject: 
Fw: Kolb History
Date: 
Mar 04, 2009
      
      
      >
      >
      > > Y'all;
      >>
      >> I just returned from spending three weeks with Homer Kolb.  I always have 
      >> a good time with Homer.
      >>
      >> The first Kolb MK III was shipped to Rudy Doctor in Late January 1991.
      >>
      >> Soon after Rudy received the kit, I was at Homers assisting on getting 
      >> MKIII's built and shipped from late January to early April 1991. I 
      >> assisted Rudy on installing the first 912 on a MkIII Kolb and welding up 
      >> his exhaust system. The second 912 mounted on a MKIII was Bro John's a 
      >> couple years later.
      >>
      >> The engine mount was basically the same as is used today, aluminum angle. 
      >> This was done late at night after I finished getting parts out for other 
      >> MKIII kits that was back ordered.
      >>
      >> Reference the comment Homer built "CHEAP" airplane kits may be a little 
      >> on the down side, as everything thing that went into Homers kit was first 
      >> grade material and workmanship. He manufactured a first grade affordable, 
      >> safe, reliable airplane that helped put a lot of people in the air
      > >
      >> Homer, though retired from manufacturing kits, is still designing and 
      >> building "Ultralight" airplanes, along with playing with some 28 antique 
      >> tractors he has restored and is in the process of restoring. He is 
      >> currently working on a very light airplane which he should have flying 
      >> this summer. The heaviest part of the airplane will be Homer. :)
      >>
      >> In June I will return to Homer's.  We will put in the gearing for a grist 
      >> mill his Grand Father owned and Homer is restoring.  It dates back to the 
      >> early 1800's.
      >>
      >> Hope to see Y'all at the Kolb Fly In in June.
      >>
      >> Jim Hauck
      >
      >
      > __________ Information from ESET NOD32 Antivirus, version of virus 
      > signature database 3908 (20090304) __________
      >
      > The message was checked by ESET NOD32 Antivirus.
      >
      >
      > 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: oil pressure guage problem
Date: 
Mar 04, 2009
      
      Jim K:
      
      Did you ground the engine to the airframe with a good sized ground cable 
      or strap?
      
      I had a hell of a time with my gauges when I initially installed a 912 
      on my mkIII.  Come to find out, I had forgotten to ground engine to 
      airframe.
      
      john h
      mkIII
      
      
         
        Guys  (& Gals)I`m finishing my 912 install & hit a small snag. The oil 
      pressure sender has 4 wires. The (Westach)oil pressure guage has 6. The 
      4 that go to the sender from the guage are readily identified, the other 
      2,are , 1 black (ground ) 1 red, for (power supply). Problem. When I 
      introduced power (12 V) to the guage, it imediately pegged "full" to the 
      right, When I disconnected the sender, it went to "60 lbs".  When I 
      disconnect the ground wire, whether the sender was connected or not, it 
      stayed at "0". Obviously the engine was not running, & I have double 
      checked that it is connected as I have explained. This guage & sender 
      combo was used in a plane before, all I did was move it from one to 
      another. No paperwork on the guage. Did I screw something up that I 
      missed? any Ideas?
        Thanks in advance, 
      
        Jim Kmet
        getting close to a 912 pwered Mk-3C
      
      
________________________________________________________________________________
From: 
HShack(at)aol.com
Date: 
Mar 04, 2009
Subject: 
Re: How much should I pay for a 1993 Firestar?
      
      If the covering is good [including the paint], maybe $4k.  This if you  
      aren't gonna have to spend much  time or $ to get it flying.
      
      YMMV
      
      Howard  Shackleford
      FS II
      SC  
      
      
      In a message dated 3/4/2009 12:57:28 P.M. Eastern Standard Time,  
      howetyr(at)yahoo.com writes:
      
      Looking  for any last minute support on what to pay for this plane.  Please  
      respond, call or mail me.  I need the input before finalizing this  deal.
      
      Thank  you.
      
      
      **************A Good Credit Score is 700 or Above. See yours in just 2 easy 
      steps! 
      %3D62%26bcd%3DfebemailfooterNO62)
      
________________________________________________________________________________
From: 
"Jim Kmet" <jlsk1(at)frontiernet.net>
Subject: 
Re: oil pressure guage problem
Date: 
Mar 04, 2009
      
      Yep, engine grounded with a pencil sized wire.. The oil temp guage 
      verified this .I just found Westachs website, & on the troubleshooting 
      page it sez to make sure the sender & gauge are grounded at the exact 
      same point. I just tried to call them to confirm that the black wire 
      from the sender is the ground wire.Do you think I`m safe in assuming 
      that is the case? seems odd that there would be 2 black wires comming 
      from the back of the guage, & both are grounds, one to airframe & 1 to 
      sender, but need to be grounded at the same place.
      
      Jim
        ----- Original Message ----- 
        From: John Hauck 
        To: kolb-list(at)matronics.com 
        Sent: Wednesday, March 04, 2009 6:18 PM
        Subject: Re: Kolb-List: oil pressure guage problem
      
      
        Jim K:
      
        Did you ground the engine to the airframe with a good sized ground 
      cable or strap?
      
        I had a hell of a time with my gauges when I initially installed a 912 
      on my mkIII.  Come to find out, I had forgotten to ground engine to 
      airframe.
      
        john h
        mkIII
      
      
          Guys  (& Gals)I`m finishing my 912 install & hit a small snag. The 
      oil pressure sender has 4 wires. The (Westach)oil pressure guage has 6. 
      The 4 that go to the sender from the guage are readily identified, the 
      other 2,are , 1 black (ground ) 1 red, for (power supply). Problem. When 
      I introduced power (12 V) to the guage, it imediately pegged "full" to 
      the right, When I disconnected the sender, it went to "60 lbs".  When I 
      disconnect the ground wire, whether the sender was connected or not, it 
      stayed at "0". Obviously the engine was not running, & I have double 
      checked that it is connected as I have explained. This guage & sender 
      combo was used in a plane before, all I did was move it from one to 
      another. No paperwork on the guage. Did I screw something up that I 
      missed? any Ideas?
          Thanks in advance, 
      
          Jim Kmet
          getting close to a 912 pwered Mk-3C
      
      
________________________________________________________________________________
Date: 
Mar 04, 2009
Subject: 
Re: Stop Whining and Help Fight Ethanol-blended Gas
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      Lucien, I went over the TBO question with the guys at the Light Sport Branch
      a few months ago. Whether you have to overhaul at TBO , for S-LSA anyway,
      depends upon how the aircraft manufacturer writes his maintenance manual. If
      the manual says service the engine per Rotax, then you are bound by the TBO
      as spec'd by Rotax. If they give their own maintenance schedule, then when
      to overhaul is up to the condition of the engine. If it passes whatever
      checks are specified, say oil pressure and compression, then you are free to
      keep on flying as long as the engine passes those checks.
      Rick
      
      On Wed, Mar 4, 2009 at 2:12 PM, lucien  wrote:
      
      >
      >
      > John Hauck wrote:
      > >
      > >
      > > Lucien:
      > >
      > > This extention is very good.  My first 912UL in 1994, had a 600 hour TBO.
      > >
      > > Keep in mind, the TBO is recommended, not mandatory, for experimental
      > > homebuilts.  That goes for two strokes also.
      > >
      > > I have always had the philosophy that the 912 engines would go at least
      > 3000
      > > hours with no significant problems.  May have to pull the heads and grind
      > > the valves.  Other than that, accessories such as carbs and carb parts,
      > > spark plug sockets, etc., will wear out and require replacement.
      > >
      > > If my 912ULS is running good, putting out the same power it was when it
      > was
      > > new, ain't no way I would ship it to a Rotax Service Center to have it
      > torn
      > > down and rebuilt when it accumulates 2,000 hours.
      > >
      > > john h
      > > mkIII
      >
      >
      > Well I guess even for us experimental 912 drivers we can go on out to 2000
      > hours without wondering anyway ;).
      >
      > The flight schools will hopefully realize the increased value tho, since I
      > think the commercial operations have to overhaul at TBO?
      >
      > Unless I start flying more I dont think I'll ever wear mine out as long as
      > it stays together (fingers crossed). It'll rot away a fair bit before I
      > could put 2000 hours on it.
      >
      > so far my 912uls has been a good engine. It's got just over 300 hours on it
      > now so it's just now gettin' broke in.
      >
      > I've never owned an engine that leaked no fluids whatsoever like this
      > one.....
      >
      > LS
      >
      > --------
      > LS
      > Titan II SS
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=233211#233211
      >
      >
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 04, 2009
      
      
      > About selling articles & photos -- one big advantage, if it applies  to 
      > you, is that you can deduct some or all of your expenses from   your 
      > taxes -- > Russ K
      
      
      That would be great.  However, I don't make enough money to list deductions. 
      Better for me to take a standard deduction.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
From: 
russ kinne <russ(at)rkiphoto.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 04, 2009
      
      
      One thing I've noticed in recent years is how much the young girls'   
      vision  has deteriorated!
      They used to look at me, now they can't even see me -- look right  
      through me.
      BAH!
      Maybe when  I get a Mark III they'll notice --
      Russ K
      
      
      On Mar 3, 2009, at 11:07 AM, John Hauck wrote:
      
      >
      >
      > > Welcome to the over 70 flying club.  A few years ago, I could  
      > look at an old
      >> codger and say to my self "I will never look like that."  Now when  
      >> I look in
      >> the mirror to shave, I see that person.
      > >
      >> Jack B. Hart FF004
      >
      >
      > Thanks, Jack:
      >
      > Cool being an old codger.  I get away with a lot more sh_t now than  
      > I could in my younger days.  ;-)
      >
      > Yea, sometimes the mirror is shocking, until I figure out who that  
      > old fart is looking back.
      >
      > I'm not as mobile, flexible, or strong as I was a few years ago,  
      > but when I get in the Kolb, I fell like I am 18 again.  I don't  
      > know that my ability to fly well has deminished any.  However, I  
      > have not been flying nearly as much as I used to.  This shows up as  
      > a rusty old pilot right away.  A day or two into a long cross  
      > country and I am back in the groove flying and staying ahead of the  
      > airplane and my navigation.
      >
      > john h
      > mkIII
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Alaska 2009
From: 
"ces308" <ces308(at)ldaco.com>
Date: 
Mar 05, 2009
      
      
      John...I envy you ,my friend....I can only hope I will be able to do something
      like that some day....Blue skies and tail winds!
      
      chris ambrose
      M3X jab
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233306#233306
      
      
________________________________________________________________________________
From: 
"Wayne Boyter" <wboyter(at)q.com>
Subject: 
Rods
Date: 
Mar 05, 2009
      
      Good Morning
           I'm building lycoming O-230 E2A engine, when I disassembled the 
      engine the number on the rods was facing the cam shaft. the book said to 
      put he numbers towards the sump. The overhaul manual is a old 1979 
      edition any help wood be appreciate.
      
      Thanks
      Wayne 
      
________________________________________________________________________________
From: 
russ kinne <russ(at)rkiphoto.com>
Subject: 
Re: Rods
Date: 
Mar 05, 2009
      
      Wayne --
      ASK LYCOMING!
      
      
      On Mar 5, 2009, at 8:10 AM, Wayne Boyter wrote:
      
      > Good Morning
      >      I'm building lycoming O-230 E2A engine, when I disassembled  
      > the engine the number on the rods was facing the cam shaft. the  
      > book said to put he numbers towards the sump. The overhaul manual  
      > is a old 1979 edition any help wood be appreciate.
      >
      > Thanks
      > Wayne
      >
      >
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 05, 2009
      
      
       > John...I envy you ,my friend....I can only hope I will be able to do 
      something like that some day....Blue skies and tail winds!
      >
      > chris ambrose
      
      
      Chris:
      
      I hope you will be able to also.
      
      Thanks,
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: Alaska 2009
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 05, 2009
      
      
      John Hauck wrote:
      > 
      > 
      > Lucien:
      > 
      > Come May you need to load and fire up the Titan, point it west, and head for
      
      > MV.  It is 220 sm from Santa Fe Airport to Gouldings airstrip, a little over
      
      > two hour flight in a Titan.  If you couldn't spend the weekend with us, you 
      > could fly over, have lunch, then fly back home.
      > 
      > Thanks for the invite to Santa Fe.  I have never been there.  I'll take you 
      > up on it one of these flights.
      > 
      > john h
      > mkIII
      
      
      Thanks for the invite - already planning it ;). plus or minus weather, I'll see
      if I can make it out. I'd airport-hop probably which would slow it down but it'd
      be a neat trip....
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233375#233375
      
      
________________________________________________________________________________
Subject: 
Re: Stop Whining and Help Fight Ethanol-blended Gas 
Date: 
Mar 05, 2009
From: 
"Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
      
      
      Thewanderingwench wrote:  << Hi folks, There's been a lot of discussion
      about the terrible attributes of using E-10 in our engines... >>
      
      
      Arty, and Fellow Kolbers -
      
      
      I've already stopped whining.  Here's why:
      
      Just this week, I received the following information from the chief
      Rotax mechanic at Lockwood Aviation: Rotax (the company) has concluded
      that E-10 gas has no ill effects on the 912-series engines.  This
      finding comes after several years of collecting and analyzing field data
      on the 912 fleet.  As long as your fuel tanks and fuel lines are
      compatible with E-10, the engine itself will do fine.  He told me that
      they (Rotax) even did tests with up to 25 percent ethanol, with no
      problems to the 912.
      
      
      Rotax currently specifies in their manuals that 5 percent is the max
      allowable ethanol content in gas for the 912.  They will imminently be
      releasing an updated Service Bulletin announcing that 10 percent is
      okay.  I'll be watching for it.
      
      
      I did not ask about E-10 in the two-stroke engines.
      
      
      Arty - I'm not trying to dampen Dean Billings' efforts or your
      enthusiasm to help the cause, but this new information seems relevant to
      this topic thread. 
      
      
      Dennis Kirby
      
      Mark-3, 912ul, "Magic Bike"
      
      Cedar Crest, NM
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Stop Whining and Help Fight Ethanol-blended Gas 
Date: 
Mar 05, 2009
      
      Dennis:
      
      I have successfully been flying with 10 per cent alcohol since it 
      started being added to gas at the local country store.  Have had no 
      problem, as far as I know.  We have flown it at MV, 5200 MSL,  Rock 
      House, OR, 4,000 MSL, Gantt IAP, 450 MSL, and can not detect any 
      difference in performance between the 10 %, straight gas, or 100LL.
      
      john h
      mkIII
      
      
         Arty, and Fellow Kolbers -
          Rotax currently specifies in their manuals that 5 percent is the max 
      allowable ethanol content in gas for the 912.  They will imminently be 
      releasing an updated Service Bulletin announcing that 10 percent is 
      okay.   
      
        Dennis Kirby
      
         
      
________________________________________________________________________________
Date: 
Mar 05, 2009
From: 
TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: 
Re: Stop Whining and Help Fight Ethanol-blended Gas
      
      
      Dennis -
      
      This is GREAT news for your four-stroke engines - how do we find out about the
      effect of E10 on two-cycles?
      
      Arty 
      www.LessonsFromTheEdge.com
      "Life's a daring adventure or nothing" Helen Keller
      "I refuse to tip toe through life just to arrive safely at death."
      
      
      --- On Thu, 3/5/09, Kirby, Dennis CTR USAF AFMC MDA/AL 
      wrote:
      
      
      > Arty, and Fellow Kolbers
      >  
      > Ive already stopped
      > whining. Heres why: 
      > 
      > Just this week, I received the
      > following information from
      > the chief Rotax mechanic at Lockwood Aviation: Rotax (the
      > company) has
      > concluded that E-10 gas has no ill effects on the
      > 912-series engines. This finding
      > comes after several years of collecting and analyzing field
      > data on the 912
      > fleet. As long as your fuel tanks and fuel lines are
      > compatible with E-10, the
      > engine itself will do fine. He told me that they
      > (Rotax) even did tests with
      > up to 25 percent ethanol, with no problems to the 912. 
      > 
      > Rotax currently specifies in their
      > manuals that 5 percent
      > is the max allowable ethanol content in gas for the
      > 912. They will imminently
      > be releasing an updated Service Bulletin announcing that 10
      > percent is okay. Ill
      > be watching for it. 
      > 
      >   
      > 
      > I did not ask about E-10 in the
      > two-stroke engines. 
      > 
      >   
      > 
      > Arty  Im not trying
      > to dampen Dean Billings
      > efforts or your enthusiasm to help the cause, but this new
      > information seems relevant
      > to this topic thread.  
      > 
      >   
      > 
      > Dennis Kirby 
      > 
      > Mark-3, 912ul, Magic
      > Bike 
      > 
      > Cedar Crest, NM 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > Classification: 
      > UNCLASSIFIED 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
WWII Flight Training Museum and Flight to Douglas, GA
Date: 
Mar 06, 2009
      
      
      Heading out to Kim's Country Store to get 20 gal 93 oct, mabe a bite to eat, 
      then over to Gantt IAP for departure SE.
      
      Be about a 3 hour flight.  Not much to see except a zillion pine trees.
      
      A perfect day for a cross country flight, 70F, clear blue skies, and light 
      wind.  Couldn't ask for much more than that.
      
      Will meet up with Cristal Waters and the gang from Waycross, GA, in the 
      morning for breakfast at the Museum.  Brother Jim is driving up from 
      Woodpatch (really Woodville) Florida.  Will make for a good day.  I hope to 
      be back home before dark.
      
      Take care,
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: WWII Flight Training Museum and Flight to Douglas, GA
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 07, 2009
      
      
      John Hauck wrote:
      > Heading out to Kim's Country Store to get 20 gal 93 oct, mabe a bite to eat,
      
      > then over to Gantt IAP for departure SE.
      > 
      > Be about a 3 hour flight.  Not much to see except a zillion pine trees.
      > 
      > A perfect day for a cross country flight, 70F, clear blue skies, and light 
      > wind.  Couldn't ask for much more than that.
      > 
      > Will meet up with Cristal Waters and the gang from Waycross, GA, in the 
      > morning for breakfast at the Museum.  Brother Jim is driving up from 
      > Woodpatch (really Woodville) Florida.  Will make for a good day.  I hope to 
      > be back home before dark.
      > 
      > Take care,
      > 
      > john h
      > mkIII
      
      
       :D  :D  :D  :D  :D  :D  :D  :D  :D  :D  :D
      That smile has been on my face the WHOLE day!  Thank you so much for coming John
      and Jim.  I was truly blessed by your visit.
      
      Wish we had a better view than just pine trees to look at...makes me appreciate
      you coming this way even more.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233639#233639
      
      
      Attachments: 
      
      http://forums.matronics.com//files/jim_cristal_and_john_142.jpg
      
      
________________________________________________________________________________
Date: 
Mar 07, 2009
From: 
jerb <ulflyer(at)verizon.net>
Subject: 
Valley Engineerings Big Twin Engine
      
      
      Hey folks,
      Any body out there have any first hand experience with Valley 
      Engineerings "Big Twin" engine.
      If so would appreciate a reply.  Would like to get your opinion of 
      the engine and its HP & performance.
      Thanks,
      jerryb
      
      
________________________________________________________________________________
From: 
WhiskeyVictor36(at)aol.com
Date: 
Mar 08, 2009
Subject: 
Re: WWII Flight Training Museum and Flight to Douglas,
      GA
      
      In a message dated 3/7/2009 8:03:21 P.M. Eastern Standard Time,  
      cristalclearwaters(at)gmail.com writes:
      
      Thank you so much for coming John and Jim.  I was truly blessed by  your 
      visit.
      
      
      Hi Cristal,
      
      That was a good photo of you, John and Jim.  Now we know what  you' all look 
      like.  Nice!
      
      Thanks,
      
      Bill  Varnes
      Original Kolb FireStar
      Audubon NJ
      Do Not  Archive
      
      
      **************Worried about job security? Check out the 5 safest jobs in a 
      recession. 
      (http://jobs.aol.com/gallery/growing-job-industries?ncid=emlcntuscare00000002)
      
________________________________________________________________________________
Date: 
Mar 07, 2009
Subject: 
Re: Valley Engineerings Big Twin Engine
From: 
Robert Laird <rlaird(at)cavediver.com>
      
      Jimmy Young has one on his FSII.
      
      On Sat, Mar 7, 2009 at 8:43 PM, jerb  wrote:
      
      >
      > Hey folks,
      > Any body out there have any first hand experience with Valley Engineerings
      > "Big Twin" engine.
      > If so would appreciate a reply.  Would like to get your opinion of the
      > engine and its HP & performance.
      > Thanks,
      > jerryb
      >
      >
      
________________________________________________________________________________
Date: 
Mar 08, 2009
From: 
herb <herbgh(at)nctc.com>
Subject: 
Re: Valley Engineerings Big Twin Engine
      
      
      Dick Starks wife flies one on a Kolb MkII as I recall....Dawn Patrol 
      site...You will see her plane of the Valley engineering site..Herb
      
      
      At 09:43 PM 3/7/2009, you wrote:
      >
      >Hey folks,
      >Any body out there have any first hand experience with Valley 
      >Engineerings "Big Twin" engine.
      >If so would appreciate a reply.  Would like to get your opinion of 
      >the engine and its HP & performance.
      >Thanks,
      >jerryb
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Alaska 2009
From: 
"Ralph B" <ul15rhb(at)juno.com>
Date: 
Mar 08, 2009
      
      
      aoldman(at)xtra.co.nz wrote:
      > My instructor is in his early 80s and still instructing.Its 20 years since 
      > he sent me into the sky by my lonsome. Its now my turn to teach him how to 
      > operate a 1914 Ford T. How times change.
      > 
      > Tony
      > Downunder
      > Kolb MK111c
      > 
      
      
      I have a friend who got his license a few years ago and said his checkride examiner
      was 90 years old (Colorado). You have a long ways to go John before you are
      grounded.
      
      Good Luck to you my friend and have a fun and safe journey ...
      
      Ralph
      
      --------
      Ralph B
      Original Firestar 447
      N91493 E-AB
      22 years flying it
      Kolbra 912UL
      N20386
      almost 1 year flying it
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233709#233709
      
      
________________________________________________________________________________
Subject: 
Re: Alaska 2009
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Date: 
Mar 08, 2009
      
      
      Scott:
      
      No 406 installed in MKIII, but do have a PLB w/internal GPS and 406.
      
      I've got a lot of homework to do to get across the border and through Canadian
      airspace.  If I had my druthers, I'd rather not jump through all the hoops.  Plus,
      when I get back into Alaska at Northway, I have to pay 25.00 for a Customs
      Sticker.  Its good for one year, but I won't use it for more than this flight.
      
      There is also an issue with getting a TSA Waiver for crossing the border with a
      non-transponder equipped aircraft.  I had a problem with this the day I filed
      my flight plan to cross over from Eureka, MT, to Cranbrook, BC.  Took most of
      the afternoon to finally get approval to fly without the transponder.  I had
      not problems with the actual flight not having that particular piece of paper.
      Had me going for a while.  I was using a telephone nailed to a telephone pole
      on an airstrip with no facilities.  Getting nothing but the run around from
      Flight Service.  Sometimes they are not there to help the lonely pilot.  ;-)
      
      John W got me some reference material, last year, on procedure for obtaining Non
      Transponder Waiver.
      
      --------
      John Hauck
      MKIII/912ULS
      hauck's holler, alabama
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233711#233711
      
      
________________________________________________________________________________
Subject: 
Re: WWII Flight Training Museum and Flight to Douglas, GA
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Date: 
Mar 08, 2009
      
      
      Turned out to be a fun flight, good cross country training, plus got to put more
      names with new faces.
      
      Had a good time.  Discovered my XC, camping, surviving skills were a bit rusty.
      
      Watched a very professional arrival of Cristal and her buddy in the gyro flying
      close formation over Douglas Airport.
      
      Breakfast was good.  Lot's of strong coffee.
      
      Enjoyed my tour of the WWII Flight Training Museum.  The foks at Douglas have put
      a lot of time, effort, and money, into preserving an important part of our
      aviation history.  Worth the trip into Douglas to see.
      
      MKIII and 912 performed well.
      
      Glad I had the opportunity to visit with Cristal and Brother Jim.
      
      --------
      John Hauck
      MKIII/912ULS
      hauck's holler, alabama
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233715#233715
      
      
________________________________________________________________________________
From: 
"The Kuffels" <kuffel(at)cyberport.net>
Subject: 
Re: Alaska 2009
Date: 
Mar 08, 2009
      
      
      << Do you already have one of the new ELT's installed in Miss P'fer? I'm 
      pretty sure you'll need one to cut across Canada >>
      
      << No 406 installed in MKIII, but do have a PLB w/internal GPS and 406. >>
      
      The Canadian 406 MHz ELT requirement has been postponed for one year so John 
      is ok in that respect.  Canada has officially ruled that a 406 MHz PLB is 
      not an acceptable substitute for a 406 MHz ELT so 2010 is a different story.
      
      Tom Kuffel
      Whitefish, MT
      Building Original FireStar 
      
      
________________________________________________________________________________
Subject: 
Re: WWII Flight Training Museum and Flight to Douglas, GA
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 08, 2009
      
      
      WhiskeyVictor36(at)aol.co wrote:
      > 
      >    Hi Cristal,
      >     
      >    That was a good photo of you, John and Jim.  Now we know what    you' all
      look like.  Nice!
      >     
      >    Thanks,
      >     
      >    Bill    Varnes
      > Original Kolb FireStar
      > Audubon NJ
      > Do Not  Archive
      > 
      
      
      Thanks.  It improved my image hanging around with these two talented, good-looking
      gentlemen!
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233759#233759
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: WWII Flight Training Museum and Flight to Douglas, GA
Date: 
Mar 08, 2009
      
      Boyd:
      
      Your choice on what to call Gnatt, I mean Gantt IAP.  We ain't picky in 
      Titus, Alabama.
      
      john h
      mkIII
         
        then over to Gantt IAP
      
         
      
        is Gnatt IAP   short for international air pasture or port.
      
         
      
        LTMS  laughing to my self
      
         
      
        Boyd 
      
         
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 08, 2009
      
      
       > The Canadian 406 MHz ELT requirement has been postponed for one year so 
      John
      > is ok in that respect.
      > Tom Kuffel
      
      
      Thanks, Tom:
      
      That is good news.
      
      Hope I don't have a lot of hassle with the "non transponder waiver" from 
      TSA.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: WWII Flight Training Museum and Flight to Douglas,
      GA
Date: 
Mar 08, 2009
      
      
       > Cristal
      > You sure know how to pick 'em!
      
      
      She is a lucky young lady, indeed.
      
      Good looking, and got a good looking Kolb MKII also!!!
      
      john h
      mkIII
      
      
________________________________________________________________________________
From: 
"Larry Cottrell" <lcottrell(at)fmtcblue.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 08, 2009
      
      John, if you want, mount an antenna location somewhere on your plane and 
      you can take my transponder back with you when you come out after MV. It 
      is the old freq. model, but it will cover you on your trip. Drop it off 
      on your way back.
      Larry C
      
      PS
      Apparently Beauford and I think alike, 
      The picture looked like a Rose between two thorns to me.
        ----- Original Message ----- 
        From: John Hauck 
        To: kolb-list(at)matronics.com 
        Sent: Sunday, March 08, 2009 7:15 PM
        Subject: Re: Kolb-List: Re: Alaska 2009
      
      
         > The Canadian 406 MHz ELT requirement has been postponed for one 
      year so 
        John
        > is ok in that respect.
        > Tom Kuffel
      
      
        Thanks, Tom:
      
        That is good news.
      
        Hope I don't have a lot of hassle with the "non transponder waiver" 
      from 
        TSA.
      
        john h
        mkIII 
      
      
      -------------------------------------------------------------------------
      -----
      
      
        Checked by AVG - www.avg.com 
      03/08/09 17:17:00
      
________________________________________________________________________________
Subject: 
Wing Center Section
From: 
"icrashrc" <icrashrc(at)aol.com>
Date: 
Mar 09, 2009
      
      
      I've added a fair amount to the page on the wing center section. 
      
      http://www.ill-eagleaviation.com/WingCenterSection.htm
      
      Scott
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233836#233836
      
      
________________________________________________________________________________
Subject: 
Re: WWII Flight Training Museum and Flight to Douglas, GA
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 09, 2009
      
      
      John's Kolb is the first Kolb I've seen in flight (as a spectator from the ground).
      I've always been inside the Kolb or just seen videos.  
      
      Watching Miss P'fer take off and turn and fly overhead was a beautiful sight. 
      We all stood there watching silently as his plane grew smaller and smaller off
      in the distance.  We continued to watch as if we were sitting in some theather
      watching the last of the credits scroll off the screen of a really good picture
      show that left us wanting more.  Then his brother Jim broke the silence with
      one word, "Wellp", as if to say "ok kids, the movie's over, they won't play
      it again, it's time to go home."
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233848#233848
      
      
________________________________________________________________________________
Subject: 
Merry Dawn in flight pictures
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 09, 2009
      
      
      I plan to make a slideshow of the pictures I'm gathering from the Douglas Fly-In
      but couldn't wait to post these.  First pictures I have of my Merry Dawn in
      flight.  :D
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233854#233854
      
      
      Attachments: 
      
      http://forums.matronics.com//files/merry_dawn_in_flight7_647.jpg
      http://forums.matronics.com//files/merry_dawn_in_flight6_121.jpg
      http://forums.matronics.com//files/merry_dawn_in_flight4_336.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Merry Dawn in flight pictures
From: 
"grantr" <grant_richardson25(at)yahoo.com>
Date: 
Mar 09, 2009
      
      
      What time did you fly over? I drove to the airport Saturday morning and the fog
      was so heavy I could barley see the stop lights. Fog cleared around 11am.  Did
      John make it?
      
      Nice pics!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233855#233855
      
      
________________________________________________________________________________
Subject: 
Re: Merry Dawn in flight pictures
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 09, 2009
      
      
      grantr wrote:
      > What time did you fly over? I drove to the airport Saturday morning and the fog
      was so heavy I could barley see the stop lights. Fog cleared around 11am. 
      Did John make it?
      > 
      > Nice pics!
      
      
      My friend, Andy, took those pictures.  He did a great job I thought.
      
      It was totally clear when I got to the Waycross airport a little after 8am.  We
      flew for about 40-45 minutes and got to Douglas around 9:30 I think.  Jim Hauck
      said he went through some very thick fog on his drive up from Florida.  John
      flew in the night before and camped out at the Douglas airport.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233856#233856
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Wing Center Section
Date: 
Mar 09, 2009
      
      
       > I've added a fair amount to the page on the wing center section.
      >
      > http://www.ill-eagleaviation.com/WingCenterSection.htm
      >
      > Scott
      
      
      Looks good.
      
      One of these days I must figure out how to repair the fairing that was made 
      for my mkIII in 2000.
      
      Let me know if you need the prop pitch tool back any time soon.  I have to 
      send my blades to Warp Drive to have them refurbished before I can adjust 
      the pitch.  Probably take a couple more weeks to get it done.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Rotax 912 UL for sale
From: 
george.mueller(at)aurora.org
Date: 
Mar 09, 2009
      
      In case anyone has a need, I have a Rotax 912 UL with 60 hours TTSN along 
      with a Woodcomp Klassic 68" three blade prop 30 hours TTSN for sale on 
      Barnstormers for $14,900.  The engine is currently being gone over by an 
      authorized Rotax dealer to make sure it is perfect.  Email or 414-647-3134 
      if you are interested. I am selling because I need to upgrade to a 912S 
      because I am putting floats on my airplane.
      
      
      George in Milwaukee
      Zenith 701 60 Hours Flying
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Merry Dawn in flight pictures
Date: 
Mar 09, 2009
      
      
       > I plan to make a slideshow of the pictures I'm gathering from the Douglas 
      Fly-In but couldn't wait to post these.  First pictures I have of my Merry 
      Dawn in flight.  :D
      >
      > --------
      > Cristal Waters
      
      
      I like to watch Kolbs fly too.  Feel like Cristal, hardly ever get to see 
      others, especially my own in flight.
      
      Thanks for sharing with us.
      
      john h
      mkIII
      
      
________________________________________________________________________________
From: 
"Jim Hauck" <jimh474(at)embarqmail.com>
Subject: 
Douglas weather
Date: 
Mar 09, 2009
      
      
      Y'all;
      
      I arrived at Douglas Airport at 0845 and it was sunny and bright. I had some 
      duck waddling fog between Thomasville and Moultrie though.
      
      As usual we had to wait on the Lady pilot to arrive before we could chow 
      down on a fantastic breakfast. :)
      
      All in all it was a fine day.
      
      Jim Hauck 
      
      
________________________________________________________________________________
From: 
Jimmy Young <jdy100(at)comcast.net>
Subject: 
Re:Valley Engineerings Big Twin Engine
Date: 
Mar 09, 2009
      
      
      Jerry,
      
      I have the Generac Valley Twin V on my Firestar. I've got 90 hrs of  
      flight time on it since last summer.
      
      It works for me, where I fly out of, because I've got plenty of  
      runway. Needs about 400' of roll to get off, climb rate is about 400  
      fpm, 60% of what the 503 did. Cruise and handling is the same as the  
      503 was. If you have other questions, just email me off list.
      
      Jimmy Young
      FS II, Generac V-twin 
      
      
________________________________________________________________________________
Subject: 
Re: Douglas weather
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 09, 2009
      
      
      jimh474(at)embarqmail.com wrote:
      > Y'all;
      > 
      > I arrived at Douglas Airport at 0845 and it was sunny and bright. I had some
      
      > duck waddling fog between Thomasville and Moultrie though.
      > 
      > As usual we had to wait on the Lady pilot to arrive before we could chow 
      > down on a fantastic breakfast. :)
      > 
      > All in all it was a fine day.
      > 
      > Jim Hauck
      
      
      Aw, Be fair now Jim.  If we hadn't have been fashionably late we would have hit
      all that traffic coming in at 9 and mine and my gyrocopter friend's fly-over
      wouldn't have been seen by many.  :D 
      
      I was concerned about getting to park next to John, but he was sitting there off
      to the side waiting for me so we got to park our Kolbs side-by-side.  Thanks
      for thinking ahead John!
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233877#233877
      
      
________________________________________________________________________________
Date: 
Mar 09, 2009
From: 
TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: 
Need help posting my flight route on Google Maps
      
      
      Hi Kolbers,
      
      I've created a flight route for my Sun N Fun flight - it was very easy on Google
      Maps.  I'd like to share it - and marked it as a "public" map. But when I go
      to Google Maps and search for Arty's 2009 Sun n Fun Flight Route (which is what
      I titled it) I can't find it.
      
      Is there anyone out there who is familiar with Google Maps and can help me out.
      You can send e-mail me directly so other Kolbers who aren't interested in the
      fine points of Google Maps don't have to wear out their finger hitting delete!
      
      Thanks,
      
      Arty Trost
      Sandy, OR
      
      www.LessonsFromTheEdge.com/uladventure.htm
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Alaska 2009
Date: 
Mar 09, 2009
      
      
       > John, I'm glad to see you are planning another AK trip this summer!! 
      Good for you!
       > --------
      > Jim Hefner
      
      
      Thanks, Jim H:
      
      Don't forget to come visit us at MV this year.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Atmospheric Pressure 
Date: 
Mar 09, 2009
From: 
"Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
      
      
      Kolb Friends -
      
      
      Here's an interesting phenomenon I observed this weekend while working
      on my Mark-3:
      
      
      I put 10 gallons fuel into my gas tanks, but did not balance it evenly.
      After fueling, there were 7 gallons of gas in one tank, and 3 in the
      other.  A fuel imbalance like this never bothers me, as it always
      balances out when I fly - both tanks tee into a single fuel line that
      goes to the engine.  Usually, within a few minutes after taking off and
      with the engine drawing fuel from the tanks, the tanks settle to a level
      where they are exactly even.
      
      
      But yesterday, after fueling, I did not fly; I spent the afternoon
      working on my Kolb.  To my surprise, both tanks were at EXACTLY the same
      level, two hours after I had added the gas.  Apparently, the normal
      atmospheric pressure was enough to bubble the fuel thru the tee, with
      the tanks balancing themselves naturally.
      
      
      I had never seen this happen before.  Kinda cool, as I did not think the
      natural ambient air pressure was enough to do this.  Always something
      new to learn with this airplane!
      
      
      Dennis Kirby
      
      Mark-3, N93DK, in
      
      Cedar Crest, NM
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Atmospheric Pressure 
Date: 
Mar 09, 2009
      
      Dennis:
      
      Reckon it was gravity that equalized the level?
      
      john h
      mkIII
      
      
        -----  But yesterday, after fueling, I did not fly; I spent the afternoon
       working on my Kolb.  To my surprise, both tanks were at EXACTLY the same l
      evel, two hours after I had added the gas.  Apparently, the normal atmosphe
      ric pressure was enough to bubble the fuel thru the tee, with the tanks bal
      ancing themselves naturally.
         
      
        I had never seen this happen before.  Kinda cool, as I did not think the 
      natural ambient air pressure was enough to do this.  Always something new t
      o learn with this airplane!
      
         
      
        Dennis Kirby
      
         
      
________________________________________________________________________________
Subject: 
Re: Fire Ant festival Flyin 75J Ashburn GA Saturday March 28th
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 09, 2009
      
      
      grantr wrote:
      > http://www.fireantfestival.com/Fire-Ant-Fly-In.38.0.html
      > 
      > 
      > If work and weather permits I will be flying over Saturday morning.
      
      
      Looks like fun Grant.  Got some here in Waycross interested in it.  I may try it
      too...weather permitting of course.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233889#233889
      
      
________________________________________________________________________________
Subject: 
Re: Fire Ant festival Flyin 75J Ashburn GA Saturday March 28th
From: 
"grantr" <grant_richardson25(at)yahoo.com>
Date: 
Mar 09, 2009
      
      
      Got what? Fire ants? No thank you we have plenty here too!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233894#233894
      
      
________________________________________________________________________________
Subject: 
Re: Atmospheric Pressure
From: 
"Jimmy Young" <jdy100(at)comcast.net>
Date: 
Mar 09, 2009
      
      
      Dennis,
      
      The way I see it, pretty sure the tanks should balance out since they are connected
      via the fuel lines. Bottom draw tanks should level out due to a fluid seeking
      it's own level, top draw tanks due to the higher tank siphoning into the
      lower one.
      
      A top drawing pair of tanks may not balance out when the situation exists where
      the fuel has left the fuel line for some reason, such as when an engine has not
      run it a while and the fuel drains back to the tanks, or when you have opened
      a line for some reason during maintenance. In that case, once you prime the
      engine and start her up, they will level out.
      
      My tanks always balance out whether the engine is on or not, & mine draw from the
      top, except when I have opened the lines.
      
      Jimmy Y
      
      --------
      Jimmy Young
      FS II, Generac V-Twin
      Houston TX area
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233896#233896
      
      
________________________________________________________________________________
Subject: 
Re: Fire Ant festival Flyin 75J Ashburn GA Saturday March 28th
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 09, 2009
      
      
      grantr wrote:
      > Got what? Fire ants? No thank you we have plenty here too!
      
      
      I HATE fireants!  They LOVE me...they seek me out...especially if I try to wear
      sandals.  I can't imagine any town having a festival named after fireants.  I'll
      leave our Waycross fireants at home and hopefully bring some pilots, airplanes,
      and maybe a gyrocopter along with me.  
      
      See you there I hope.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233899#233899
      
      
________________________________________________________________________________
From: 
"Jimmy Young" <jdy100(at)comcast.net>
Subject: 
Re:Re: Atmospheric Pressure
Date: 
Mar 09, 2009
      
      >>Reckon it was gravity that equalized the level?<<
      
      Yeh, that's it. Good example of the KISS rule. 
      
      Jimmy Y
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re:Re: Atmospheric Pressure
Date: 
Mar 09, 2009
      
      If it was my airplane and I had two fuel tanks, I'd be pulling fuel from th
      e bottom instead of the top.  Don't think I would have a leveling problem e
      ither.  ;-)
      
      john h
      mkIII
      
      
         
        >>Reckon it was gravity that equalized the level?<<
      
        Yeh, that's it. Good example of the KISS rule. 
      
        Jimmy Y
         
      
________________________________________________________________________________
Subject: 
Re: Atmospheric Pressure
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 09, 2009
      
      
      The stock MK III twin tanks that feed from the top will self equalize over time,
      either on the ground or in flight...  It does so by gravity and Siphoning action.
      A siphon does not care if its feeding into another tank  beside or below
      the full tank, it will  siphon until the pressure, or levels of the gasoline
      are equal.  Its a bit slow, but it works !
      
      
      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=233928#233928
      
      
________________________________________________________________________________
Subject: 
Re: Wing Center Section
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 09, 2009
      
      
      Scott,
      
      The is quite a nice center section, how long did it take you to do that entire
      process of making that ?   Did you make the mold, and then use that female mold
      to cast your center section after it was off the plane ?
      
      John,
      
      Are you using the Warp Drive tool to set your pitch ?  I thought you had a fairly
      new prop with tapered tips, why does it need to sent back ?
      
      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=233933#233933
      
      
________________________________________________________________________________
From: 
"Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: 
Re: Need help posting my flight route on Google Maps
Date: 
Mar 09, 2009
      
      
      Arty
      
      Can't help you with Google maps but have you ever tried the flight planner 
      software at areoplanner.com?
      If you are a EAA member and you click on the right buttons the basic service 
      is free. It allows you to input your speed and fuel range etc. When you 
      enter your flight plan with major way points it gives you stack of custom 
      knee board size charts with all the most current chart data printed with a 
      highlighted wrought of flight with miles and times. If you print it just 
      before you go it calculates all the times using weather service projected 
      wind components.
      
      Rick Neilsen
      Redrive VW powered MKIIIC
      
      ----- Original Message ----- 
      From: "TheWanderingWench" <thewanderingwench(at)yahoo.com>
      Sent: Monday, March 09, 2009 11:17 AM
      Subject: Kolb-List: Need help posting my flight route on Google Maps
      
      
      > 
      >
      >
      > Hi Kolbers,
      >
      > I've created a flight route for my Sun N Fun flight - it was very easy on 
      > Google Maps.  I'd like to share it - and marked it as a "public" map. But 
      > when I go to Google Maps and search for Arty's 2009 Sun n Fun Flight Route 
      > (which is what I titled it) I can't find it.
      >
      > Is there anyone out there who is familiar with Google Maps and can help me 
      > out.  You can send e-mail me directly so other Kolbers who aren't 
      > interested in the fine points of Google Maps don't have to wear out their 
      > finger hitting delete!
      >
      > Thanks,
      >
      > Arty Trost
      > Sandy, OR
      >
      > www.LessonsFromTheEdge.com/uladventure.htm
      >
      >
      > 
      
      
________________________________________________________________________________
Date: 
Mar 09, 2009
From: 
TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: 
Re: Need help posting my flight route on Google Maps
      
      
      Hi Rick -
      I've used aeroplanner.com for flight planning. This is a little different - I just
      want to be able to show - on a visual map, rather than a written list - cities/airports
      along the route where we're likely to be landing. Google Maps has
      just what I want - I'm just trying to figure out why others seem to be able
      to get their maps to "show up" in a Google Maps search and I can't.
      
      Arty Trost
      Sandy, Oregon
      
      
      www.LessonsFromTheEdge.com/uladventure.htm
      
      --- On Mon, 3/9/09, Richard & Martha Neilsen  wrote:
      
      
      > Arty
      > 
      > Can't help you with Google maps but have you ever tried the
      > flight planner software at areoplanner.com?
      > If you are a EAA member and you click on the right buttons
      > the basic service is free. It allows you to input your speed
      > and fuel range etc. When you enter your flight plan with
      > major way points it gives you stack of custom knee board
      > size charts with all the most current chart data printed
      > with a highlighted wrought of flight with miles and times.
      > If you print it just before you go it calculates all the
      > times using weather service projected wind components.
      > 
      > Rick Neilsen
      > Redrive VW powered MKIIIC
      > 
      > ----- Original Message ----- From: "TheWanderingWench"
      > 
      > To: 
      > Sent: Monday, March 09, 2009 11:17 AM
      > Subject: Kolb-List: Need help posting my flight route on
      > Google Maps
      > 
      > 
      > 
      > > 
      > > 
      > > Hi Kolbers,
      > > 
      > > I've created a flight route for my Sun N Fun flight -
      > it was very easy on Google Maps. I'd like to share it
      > - and marked it as a "public" map. But when I go to Google
      > Maps and search for Arty's 2009 Sun n Fun Flight Route
      > (which is what I titled it) I can't find it.
      > > 
      > > Is there anyone out there who is familiar with Google
      > Maps and can help me out. You can send e-mail me
      > directly so other Kolbers who aren't interested in the fine
      > points of Google Maps don't have to wear out their finger
      > hitting delete!
      > > 
      > > Thanks,
      > > 
      > > Arty Trost
      > > Sandy, OR
      > > 
      > > www.LessonsFromTheEdge.com/uladventure.htm
      > > 
      > > 
      > > 
      > > 
      > > 
      > 
      > 
      > Forum -
      > FAQ,
      > - MATRONICS WEB FORUMS -
      > List Contribution Web Site -
      >        -Matt
      > Dralle, List Admin.
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Wing Center Section
Date: 
Mar 09, 2009
      
      
       > Are you using the Warp Drive tool to set your pitch ?  I thought you had 
      a fairly new prop with tapered tips, why does it need to sent back ?
      >
      > Mike
      
      
      Mike B:
      
      I always have used the Warp Protractor, as long as I have been flying Warps. 
      This time around I am going to do the final tweaking with a laser tool.
      
      I have flown taper tips since day one in 1993.
      
      Blades need to be returned to repair some small and a couple large dings I 
      have accumulated since my return from Alaska in 2004.  That is when I 
      replaced the old prop with the new.  Daryl will fix the dings, repaint the 
      black and put me some nice white stripes on the tips.  Then they will be 
      rebalanced.
      
      I have done the same repairs, with JB Weld, in the past, including painting, 
      which is done with a little masking tape and a can of flat black and one of 
      gloss white from Walmart.  Only thing I could not do was precision balance 
      like Warp can do.
      
      Yes, stuff falls off my engine, mains throw up gravel and mud.  Sometimes I 
      forget to retrieve all the stuff I have on the wings before I crank.  ;-) 
      Result, dinged prop blades.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Wing Center Section
Date: 
Mar 09, 2009
      
      
       > Blades need to be returned to repair some small and a couple large dings 
      I
      > have accumulated since my return from Alaska in 2004.
      
      
      The above is an error.  I replaced the prop blades and hub two years ago 
      when I installed the new 912ULS.
      
      Old age catching up with me again.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: Need help posting my flight route on Google Maps
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 09, 2009
      
      
      Arty,
      
      I tried to click on your URL www.LessonsFromTheEdge.com/uladventure.htm  
      
      But I get " URL not found " on that site...  Can you recheck your URl, I would
      like to read about your plane and you flight.
      
      Thanks,
      
      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=233947#233947
      
      
________________________________________________________________________________
Date: 
Mar 09, 2009
From: 
TheWanderingWench <thewanderingwench(at)yahoo.com>
Subject: 
Re: Need help posting my flight route on Google Maps
      
      
      My mistake! It should be:
      www.LessonsFromTheEdge.com/uladventure2009.htm
      
      Thanks for letting me know, I probably confused a lot of folks by inadvertently
      omitting the 2009 from the URL.
      
      Arty
      
      "Life's a daring adventure or nothing"
      
                            Helen Keller
      
      
      "I refuse to tip toe through life just to arrive safely at death."
      
      
      --- On Mon, 3/9/09, JetPilot  wrote:
      
      > From: JetPilot <orcabonita(at)hotmail.com>
      > Subject: Kolb-List: Re: Need help posting my flight route on Google Maps
      > To: kolb-list(at)matronics.com
      > Date: Monday, March 9, 2009, 3:08 PM
      > "JetPilot" 
      > 
      > Arty,
      > 
      > I tried to click on your URL
      > www.LessonsFromTheEdge.com/uladventure.htm 
      > 
      > But I get " URL not found " on that site... Can you
      > recheck your URl, I would like to read about your plane and
      > you flight.
      > 
      > Thanks,
      > 
      > 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=233947#233947
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > Forum -
      > FAQ,
      > - MATRONICS WEB FORUMS -
      > List Contribution Web Site -
      >        -Matt
      > Dralle, List Admin.
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Mar 09, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
UltraStar baggage
      
      
      This is doubtless one for John Hauck who's done some traveling in his US, 
      but anybody else, too... For Kolbs without cockpit enclosures (i.e. 
      UltraStar) or other ultralights, how to carry stuff?  By "stuff" I mean 
      camping gear (sleeping bag, bivy sack, thermarest, and breakfast), 
      tiedowns, etc.  There are some nice looking cargo pods at 
      <http://uflyit.com/cargo_pods.htm>, but they don't look like they hold much 
      and the hatch is pretty small; about 3000 in should do it.  One thought I 
      had was to install a new fuel tank over the engine, and put a box where the 
      original fuel tanks are... or, I could just build the cargo box above the 
      engine.  Or I could just lash my hiking backpack under the seat, but any 
      spilled fuel will land there.
      
      I know some Quicksilver guys just unzip the sails and put soft stuff inside 
      the wings, but we don't have zippers...
      
      -Dana
      --
        The first rule of intelligent tinkering is to save all the parts.
      
      
________________________________________________________________________________
From: 
robert bean <slyck(at)frontiernet.net>
Subject: 
Re: Atmospheric Pressure
Date: 
Mar 09, 2009
      
      
      Mike, I respectfully disagree. I have top suckers and they will stay  
      at the same unequal level for years.
      -at least until they evaporate.
      
      I have them valved for either or both usage but it makes no diff how  
      they are valved while out of use.
      BB
      
      On 9, Mar 2009, at 4:03 PM, JetPilot wrote:
      
      >
      > The stock MK III twin tanks that feed from the top will self  
      > equalize over time, either on the ground or in flight...  It does  
      > so by gravity and Siphoning action.  A siphon does not care if its  
      > feeding into another tank  beside or below the full tank, it will   
      > siphon until the pressure, or levels of the gasoline are equal.   
      > Its a bit slow, but it works !
      >
      >
      > 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=233928#233928
      >
      >
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: UltraStar baggage
Date: 
Mar 09, 2009
      
      
       > This is doubtless one for John Hauck who's done some traveling in his US,
      > but anybody else, too...
      > -Dana
      
      
      Dana:
      
      I did some cross country flights, 500 and 600 miles round trip, but those 
      flights were did not include camping.  I cheated and stayed with Brother Jim 
      in Woodville, FL.
      
      Didn't do my first self supported, sleep under the wing cross country until 
      October 1987.
      
      On my flights in the US, I carried a small rucksack for clothes and stuff. 
      Bought a bungee cord type cargo net with hooks.  Hooked it under the seat. 
      Worked great.
      
      At the end of my US's life, I had a 6 gal tank under my knees, and a 1.75 
      gal go kart tank over the engine.  That was a lot of fuel for a 35 hp 
      Cuyuna.
      
      My initial cross country flights in the Firestar, I was able to get all my 
      camping stuff and clothes inside, except my sleeping bag.   We welded some 
      tabs on the bottom of the fuselage just behind the main gear, used the same 
      bungee cargo net to secure my sleeping bag.
      
      The next year we completely reconfigured the FS, 18 gal aluminum tank, cargo 
      area under it.  I could get all my stuff inside the airplane now.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Date: 
Mar 09, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: Atmospheric Pressure
      
      
      At 08:37 PM 3/9/2009, robert bean wrote:
      >
      >Mike, I respectfully disagree. I have top suckers and they will stay
      >at the same unequal level for years.
      >-at least until they evaporate.
      >
      >I have them valved for either or both usage but it makes no diff how
      >they are valved while out of use.
      
      Tanks plumbed together below the fluid level will always equalize.  Tanks 
      plumbed together above the fluid level will equalize if and only if there's 
      no air in the line... just like siphoning gas out of a car, you have to 
      suck all the air out and get the tube full to below the level in the tank, 
      then it will keep flowing.
      
      -Dana
      --
        Lie ? Me ? Never!  No, no, no, the truth is far too much fun!
      
      
________________________________________________________________________________
Subject: 
Re: Merry Dawn in flight pictures
From: 
"ces308" <ces308(at)ldaco.com>
Date: 
Mar 09, 2009
      
      
      Nice pictures! There is nothing prettier than an airplane in flight! Even the ground
      looks good with no snow on it ! 
      
      chris ambrose
      N327CS  M3X-Jab
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=233979#233979
      
      
________________________________________________________________________________
Date: 
Mar 09, 2009
From: 
"Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: 
Re: Atmospheric Pressure
      
      
      >
      >Mike, I respectfully disagree. I have top suckers and they will stay  
      >at the same unequal level for years.
      >-at least until they evaporate.
      >
      >I have them valved for either or both usage but it makes no diff how  
      >they are valved while out of use.
      >BB
      >
      
      Bob,
      
      If you vent both tanks to the atmosphere, and set your valve to connect both 
      tanks, it should make an inverted siphon and the tanks will equalize.  The 
      only reason that they would not do so is if the siphon is broken, such as, 
      fuel back feeding from the carburetor and/or the fuel pump due to a small 
      air leak somewhere in the system.  May be the valve is the culprit. This will 
      cause a vapor lock in the inverted siphon and hence unequal levels.  
      
      You may want to check it out.
      
      It is warming here so that I could fly, but the wind has been fierce.  
      Knocked some shingles off the roof.
      
      Jack B. Hart FF004
      Winchester, IN
      
      
________________________________________________________________________________
From: 
robert bean <slyck(at)frontiernet.net>
Subject: 
tanks fer da memories
Date: 
Mar 09, 2009
      
      
      Maybe gravity and/or atmospheric pressure works different in NY.
      
      The tanks are set up identical/reversable, both have long dip tubes  
      cut at an angle on the ends.
      Handy dandy fuel valves good for visual checking.
      the vent tubes swivel on the cap fittings and are no problem when  
      refueling.  They keep the caps from
      falling into the yawning abyss.
      
      A little on the grimy side I admit but I don't enter any  
      contests. :)  -BB
      
      
      DSCN1874.JPG
      
      
      

      
      
      
      
________________________________________________________________________________
Subject: 
Re: tanks fer da memories
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 09, 2009
      
      
      I don't like the fuel valves on top of the tanks, if you were ever to get a slight
      air leak in one of the valves, you would lose your " Prime " and the lines
      would quickly fill with air, not drawing fuel anymore resulting in sudden engine
      failure.   
      
      I agree with John H, I like the fuel to be fed from the bottom of the tank, but
      the Kolb system uses the top feed as in your picture and that is what I have.
      Given this, I have the best line and connections available on tops of the tank,
      with no valves or anything else above the BOTTOM level of the tanks, and no
      chance of an air leak resulting in a loss of prime in the lines and an engine
      failure.  A leak below bottom level of the tank results in a drip rather than
      sudden engine failure, that is where I put my filters, gascolator, and fuel
      pump.
      
      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=233995#233995
      
      
________________________________________________________________________________
Subject: 
Gap Seals - An Easy Way to Give your Kolb more control Autho
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 09, 2009
      
      
      Installing Gap Seals in on a Kolb is a very easy way to make the flight controls
      more responsive.   Most people already have gap seals on their ailerons which
      is a great help in roll, but putting gap seals on the elevator and rudder can
      also help those control surfaces.   Attached are some pictures of my Gap seals,
      I used light Polyfiber fabric and just attached it the way the book says to
      do a patch, its worked very well.  I put the gap seal on the top of the elevator
      because on my Kolb, the horizontal stab on my Kolb is rigged in such a way
      that the air is always pushing it down ( Yours may vary depending on a lot of
      things ).  On the rudder, I put the gap seal in an S pattern attaching to the
      left side of the Vertical tail and the Right side of the rudder.  This means
      that no matter which way I push the rudder the gap seal stays in place.  I would
      highly recommend that elevators also be done in the S configuration top to
      bottom also, having a gap seal lift up could create a very bad and dangerous
      condition ! 
      
      Results were very positive, I have more elevator authority for heavy passengers
      and forward CG loadings, and my standard Kolb spring elevator trim system is
      effective over the entire CG range of my plane.  On the tail, the effect of the
      increased authority can clearly be seen by how much I had to bend the trim tab
      to get the Kolb to fly straight in Cruise.   The clear lexan tab was the standard
      Lexan trim tab bent to the standard 30 degree angle that Most MK III's
      require to fly straight before the gap seal was added to the rudder.  After putting
      on the gap seals, I only needed about half as much bend in the rudder tab
      for the plane to fly straight at cruise as can be seen in the new aluminum tap,
      demonstrating that the rudder is now more effective and requiring less trim
      and deflection for the same cruise condition.
      
      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=233998#233998
      
      
      Attachments: 
      
      http://forums.matronics.com//files/ultralightmikekolbdetail12_20_2006_093_162.jpg
      http://forums.matronics.com//files/ultralightkolbdetailgapseals04_29_2008_15_197.jpg
      http://forums.matronics.com//files/ultralightkolbdetailgapseals04_29_2008_08_125.jpg
      http://forums.matronics.com//files/ultralightkolbdetailgapseals04_29_2008_04_487.jpg
      http://forums.matronics.com//files/ultralightkolbdetailgapseals04_29_2008_03_392.jpg
      
      
________________________________________________________________________________
Subject: 
finishing touches gap seal
Date: 
Mar 10, 2009
From: 
"Nelson, Craig" <craig.nelson(at)heraeus.com>
      
       <> I  <> ha <> ve 
      <> f <> in <> ished the rear
      of the gap seal made a mount for the vertical cared compass and Milow
      has not started the fire star
      Uncle craig
      
________________________________________________________________________________
From: 
"Ted Cowan" <tc1917(at)bellsouth.net>
Subject: 
top drawl tanks
Date: 
Mar 10, 2009
      
      
      I have two five gal. tanks on my slingshot as per directions.  I have had 
      one tank not siphon correctly on a short trip and I found it was the vent 
      was slightly clogged.  no problem.  I believe it a leak on one of the top 
      lines would prevent equalization but I also believe the bottom feeders are 
      more problematic.  I have had those and the push in type plugs that hold the 
      fittings would normally leak or deteriorate and have to be replaced (not 
      sure if they would stand up to alki or not) requiring a great deal of 
      trouble getting to them.  Also, if the same leak that stopped the top 
      feeders happened to the bottom feeders -- well, you have to call the fire 
      department (while flying)!!  So, I guess it is what it is.  I would have 
      definately put a ten gal tank or better in stead of my two fives had I have 
      known better.
      p.s. I have a go cart type tank, two gals I believe that slips right in back 
      on a firestar on top of the other tank that is great as a gravity feeder for 
      extended flights.  I do not need it now.  It has a weird shape and fits in 
      perfectly.  will send pics to someone who is interested.  Ted Cowan, 
      Alabama, Slingshot 912 ul  zoom zoom 
      
      
________________________________________________________________________________
Date: 
Mar 10, 2009
Subject: 
Re: top drawl tanks
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      Ted, Ditto on the problem of the grommets when putting the fuel feeds on the
      bottom of the tanks. I got very lucky when I made the decision to replace
      both tanks in my Mk III. The grommet flanges had split all the way up to the
      body, but had not started to leak, yet. I bought new top draw tank taps from
      TNK and the bottoms of the new tanks are pristine. It may not be the best
      way to do it, but I don't loose any sleep worrying about tank grommets that
      are nearly impossible to inspect.
      Rick
      
      On Tue, Mar 10, 2009 at 6:40 AM, Ted Cowan  wrote:
      
      
      >
      >
      > I have two five gal. tanks on my slingshot as per directions.  I have had
      > one tank not siphon correctly on a short trip and I found it was the vent
      > was slightly clogged.  no problem.  I believe it a leak on one of the top
      > lines would prevent equalization but I also believe the bottom feeders are
      > more problematic.  I have had those and the push in type plugs that hold the
      > fittings would normally leak or deteriorate and have to be replaced (not
      > sure if they would stand up to alki or not) requiring a great deal of
      > trouble getting to them.  Also, if the same leak that stopped the top
      > feeders happened to the bottom feeders -- well, you have to call the fire
      > department (while flying)!!  So, I guess it is what it is.  I would have
      > definately put a ten gal tank or better in stead of my two fives had I have
      > known better.
      > p.s. I have a go cart type tank, two gals I believe that slips right in
      > back on a firestar on top of the other tank that is great as a gravity
      > feeder for extended flights.  I do not need it now.  It has a weird shape
      > and fits in perfectly.  will send pics to someone who is interested.  Ted
      > Cowan, Alabama, Slingshot 912 ul  zoom zoom
      >
      >
      
________________________________________________________________________________
Subject: 
Douglas Fly-In slideshow/video
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 10, 2009
      
      
      Here's the link:
      http://www.youtube.com/watch?v=Ooo85LaMbuE
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234022#234022
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Rate of climb
Date: 
Mar 10, 2009
      
      
      Kolb guys=2C
      
      
        I'm curious what you folks experience for rates of climb in your MkIII (M
      kII=2C Classics=2C Xtras)
      
      
        I've heard of the great climb performance of the Kolb airplanes=2C but I 
      don't recall seeing very many "real life" established numbers.
      
      
        One of the reasons for my request is to satisfy my curiosity of the climb
       performance with various powered engines.  Example...Rotax 582.....x# fpm
      =2C    GEO (HP?)......x# fpm=2C Rotax 912 UL....x# fpm=2C  Rotax 912 ULS...
      ..x# fpm=2C VW (HP?) ...x# fpm
      
      
        Thanks.  Your indulgence is appreciated.
      
      
        BTW.  For those that are interested=2C I completely finished painting my 
      entire MkIII the other day (not including blue and yellow stripes).  Engine
       and propeller are remounted.  I fabricated a new dynafocal style radiator 
      mount on Sunday.  (pictures available for those who ask)
      
      
        I want to point out the rate of climb stats I'm asking for aren't to esta
      blish bragging rights for the highest.  I realize there are a million reaso
      ns why there will be some variances. like density altitude=2C weight of pla
      ne and cargo=2C prop differences=2C etc.)
      
      
      Thanks=2C  Mike Welch
      
      MkIII
      
      _________________________________________________________________
      Windows Live=99 Contacts: Organize your contact list. 
      http://windowslive.com/connect/post/marcusatmicrosoft.spaces.live.com-Blog-
      cns!503D1D86EBB2B53C!2285.entry?ocid=TXT_TAGLM_WL_UGC_Contacts_032009
      
________________________________________________________________________________
From: 
"Ed Chmielewski" <edchmiel(at)mindspring.com>
Subject: 
Re: Need help posting my flight route on Google Maps
Date: 
Mar 10, 2009
      
      
      Hi,
      
              Another good, free service is www.fltplan.com . Register for free, 
      no spam, very comprehensive.
      
      Ed in JXN
      MkII/503
      
      
      ----- Original Message ----- 
      From: "Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
      Sent: Monday, March 09, 2009 4:42 PM
      Subject: Re: Kolb-List: Need help posting my flight route on Google Maps
      
      
      > 
      >
      > Arty
      >
      > Can't help you with Google maps but have you ever tried the flight planner 
      > software at areoplanner.com?
      > If you are a EAA member and you click on the right buttons the basic 
      > service is free. 
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Gap Seals - An Easy Way to Give your Kolb more control
      Autho
Date: 
Mar 10, 2009
      
      
        On the tail, the effect of the increased authority can clearly be seen by 
      how much I had to bend the trim tab to get the Kolb to fly straight in 
      Cruise.   The clear lexan tab was the standard Lexan trim tab bent to the 
      standard 30 degree angle that Most MK III's require to fly straight before 
      the gap seal was added to the rudder.  After putting on the gap seals, I 
      only needed about half as much bend in the rudder tab for the plane to fly 
      straight at cruise as can be seen in the new aluminum tap, demonstrating 
      that the rudder is now more effective and requiring less trim and deflection 
      for the same cruise condition.
      >
      > Mike
      
      Mike:
      
      Did you take into consideration, the lexan tab will bend quite a bit more 
      than the sheet metal tab in flight, not requiring as much initial angle?
      
      I have never experimented with gap seals on the tail section, but others 
      have.  I use quite a bit more hinge on rudder and elevators than called for 
      in the plans.  This kills a lot of the gap in the tail section on my mkIII.
      
      john h
      mkIII
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: top drawl tanks
Date: 
Mar 10, 2009
      
      I don't use grommets to pull fuel out the bottom of my tank, which is alumi
      num.
      
      Seems the plastic tanks today are not nearly as rigid and thick as they wer
      e back in the 80's.
      
      john h
      mkIII
         
        Ted, Ditto on the problem of the grommets when putting the fuel feeds on 
      the bottom of the tanks. 
         
      
        Rick
         
      
________________________________________________________________________________
Subject: 
Xtra Pistons
From: 
george.mueller(at)aurora.org
Date: 
Mar 10, 2009
      
      Has anyone tried the Xtra pistons which supposedly increase the horsepower 
      of a Rotax 912 80 hp up to 95 hp?  Did they work?  Any problems with them?
      
      
      George in Milwaukee
      
________________________________________________________________________________
Date: 
Mar 10, 2009
Subject: 
Re: Rate of climb
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      Mike, at 608 lb. dry, my Mk III is a pig. I did climb tests in 2006 right
      after dawn when the temps were in the 80's. Didn't make any difference
      whether I climbed at 55 or 70 mph IAS, it came in at 500 fpm every time.Tes
      ting
      method:
             Establish climb at 800' agl, start stop watch at 1000' asl and time
      the climb to 2000'. Repeat twice for each IAS.
      
      Rick
      
      On Tue, Mar 10, 2009 at 7:48 AM, Mike Welch  wrote
      :
      
      >  Kolb guys,
      >
      >   I'm curious what you folks experience for rates of climb in your MkIII
      > (MkII, Classics, Xtras)
      >
      >   I've heard of the great climb performance of the Kolb airplanes, but I
      > don't recall seeing very many "real life" established numbers.
      >
      >   One of the reasons for my request is to satisfy my curiosity of the cli
      mb
      > performance with various powered engines.  Example...Rotax 582.....x#
      > fpm,    GEO (HP?)......x# fpm, Rotax 912 UL....x# fpm,  Rotax 912 ULS....
      .x#
      > fpm, VW (HP?) ...x# fpm
      >
      >   Thanks.  Your indulgence is appreciated.
      >
      >   BTW.  For those that are interested, I completely finished painting my
      > entire MkIII the other day (not including blue and yellow stripes).  Engi
      ne
      > and propeller are remounted.  I fabricated a new dynafocal style radiator
      > mount on Sunday.  (pictures available for those who ask)
      >
      >   I want to point out the rate of climb stats I'm asking for aren't to
      > establish bragging rights for the highest.  I realize there are a million
      > reasons why there will be some variances. like density altitude, weight o
      f
      > plane and cargo, prop differences, etc.)
      >
      > Thanks,  Mike Welch
      > MkIII
      >
      > ------------------------------
      > Windows Live=99 Contacts: Organize your contact list. Check it out.
      >
      ===========
      ===========
      ===========
      ===========
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Mar 10, 2009
Subject: 
Re: Rate of climb
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      PS, it's 582 powered.
      Rick
      
      On Tue, Mar 10, 2009 at 7:48 AM, Mike Welch  wrote
      :
      
      >  Kolb guys,
      >
      >   I'm curious what you folks experience for rates of climb in your MkIII
      > (MkII, Classics, Xtras)
      >
      >   I've heard of the great climb performance of the Kolb airplanes, but I
      > don't recall seeing very many "real life" established numbers.
      >
      >   One of the reasons for my request is to satisfy my curiosity of the cli
      mb
      > performance with various powered engines.  Example...Rotax 582.....x#
      > fpm,    GEO (HP?)......x# fpm, Rotax 912 UL....x# fpm,  Rotax 912 ULS....
      .x#
      > fpm, VW (HP?) ...x# fpm
      >
      >   Thanks.  Your indulgence is appreciated.
      >
      >   BTW.  For those that are interested, I completely finished painting my
      > entire MkIII the other day (not including blue and yellow stripes).  Engi
      ne
      > and propeller are remounted.  I fabricated a new dynafocal style radiator
      > mount on Sunday.  (pictures available for those who ask)
      >
      >   I want to point out the rate of climb stats I'm asking for aren't to
      > establish bragging rights for the highest.  I realize there are a million
      > reasons why there will be some variances. like density altitude, weight o
      f
      > plane and cargo, prop differences, etc.)
      >
      > Thanks,  Mike Welch
      > MkIII
      >
      > ------------------------------
      > Windows Live=99 Contacts: Organize your contact list. Check it out.
      >
      ===========
      ===========
      ===========
      ===========
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Rate of climb
From: 
"robcannon" <leecannon(at)telus.net>
Date: 
Mar 10, 2009
      
      
      My Twinstar mark II with the HKS gets around 900 fpm at 50 to 60 mph. This is at
      about 700 lbs.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234043#234043
      
      
________________________________________________________________________________
From: 
"boyd" <by0ung(at)brigham.net>
Subject: 
re: rate of climb
Date: 
Mar 10, 2009
      
      
      I've heard of the great climb performance of the Kolb airplanes, but I don't
      recall seeing very many "real life" established numbers.
      
      Mike Welch
      
      
      On my mkIII C   I have the 912  and 68 inch Warp Drive propl..   And since I
      have never been to sea level.  I went the opposite way and tested at
      altitude.
      
      
      Between 9500 ft and 10000 ft. solo takes 1 min    or 500 ft/min
      
      Between 9500 ft and 10000 ft. with 2 on board, very near max  wt.   it takes
      2 min.  or 250 ft/min
      
      There may be some way to calculate what it would do at sea level.   but I
      don't know the formula.
      
      
      Boyd Young
      
      Kolb MKIIIC
      
      Brigham City Ut.
      
      
________________________________________________________________________________
Subject: 
Re: Gap Seals - An Easy Way to Give your Kolb more control
      Autho
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      John H,
      
      The hinges makes a great gap seal !  I did not put any gap seal over the hinges
      in my rudder, not enough air is going to get through those hinges to worry about.
      I also like the idea of putting more hinge material on the control surfaces,
      it should wear better and sure wont hurt anything.  You get the added benefit
      of that much extra gap seal.
      
      The change in trim tab material from Lexan to aluminum was done before the gap
      seals, here is a better picture of the original bend in the aluminum tab, and
      then much lesser bend for coordinated cruise after the gap seals.   The amount
      of bend in the first picture is much more than it looks, as the camera is not
      looking at the rudder from straight on, I took about half the bend out.
      
      --------
      "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=234050#234050
      
      
      Attachments: 
      
      http://forums.matronics.com//files/ultralightkolbdetailgapseals04_29_2008_08_121.jpg
      http://forums.matronics.com//files/ultralightkolbdetailtrimtabs12_30_2007_03_153.jpg
      
      
________________________________________________________________________________
Date: 
Mar 10, 2009
From: 
"Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: 
Re: Douglas Fly-In slideshow/video
      
      
      >
      >Here's the link:
      >http://www.youtube.com/watch?v=Ooo85LaMbuE
      >
      >--------
      
      
      Cristal,
      
      Good Video.  I am curious.  Where you carrying a passenger on your flight 
      and were the photos taken while you were in level flight?  From the photos 
      it looked like quite a bit of down elevator in two of them.  Why?
      
      Jack B. hart FF004
      Winchester, IN
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 10, 2009
      
      
      jbhart(at)onlyinternet.ne wrote:
      > 
      > > 
      > > 
      > > Here's the link:
      > > http://www.youtube.com/watch?v=Ooo85LaMbuE
      > > 
      > > --------
      > > 
      > > 
      > 
      > 
      > Cristal,
      > 
      > Good Video.  I am curious.  Where you carrying a passenger on your flight 
      > and were the photos taken while you were in level flight?  From the photos 
      > it looked like quite a bit of down elevator in two of them.  Why?
      > 
      > Jack B. hart FF004
      > Winchester, IN
      
      
      Thanks Jack,
      
      I don't see it.  Maybe it's the angle of the shot.  They were either above or below
      me taking the pictures.
      
      I was flying solo.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234052#234052
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 10, 2009
      
      
      jbhart(at)onlyinternet.ne wrote:
      > 
      > > 
      > > 
      > > Here's the link:
      > > http://www.youtube.com/watch?v=Ooo85LaMbuE
      > > 
      > > --------
      > > 
      > > 
      > 
      > 
      > Cristal,
      > 
      > Good Video.  I am curious.  Where you carrying a passenger on your flight 
      > and were the photos taken while you were in level flight?  From the photos 
      > it looked like quite a bit of down elevator in two of them.  Why?
      > 
      > Jack B. hart FF004
      > Winchester, IN
      
      
      Oh yeah, and we had just taken off and was still climbing, but I don't see a whole
      lot of up elevator in the pictures.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234053#234053
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 10, 2009
      
      
      cristalclear13 wrote:
      > 
      > Oh yeah, and we had just taken off and was still climbing, but I don't see a
      whole lot of up elevator in the pictures.
      
      
      Meant to say down elevator there.  Looks like normal down elevator to me since
      we were still climbing.
      
      Are you trying to make a wise crack about my weight?   :(
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234054#234054
      
      
________________________________________________________________________________
Subject: 
Re: top drawl tanks
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      tc1917(at)bellsouth.net wrote:
      > 
      > Also, if the same leak that stopped the top 
      > feeders happened to the bottom feeders -- well, you have to call the fire 
      > department (while flying)!!  
      > 
      
      
      It would be difficult to keep a thin bottom feed plastic tank sealed, which is
      exactly why I still use the top feed on my Kolb fuel tanks.  The top feed tank
      is not preferred in aviation, but it works fine if much care is used not to get
      any type of leak anywhere above the fuel level.  In the thin plastic tanks
      as we have in our Kolbs, I will keep using top feed.  Given this top feed, there
      are several things you need to be careful of and consider though !
      
      As far as a leak goes, air leaks at a MUCH faster rate than fuel does, and air
      is generally not detectable.  A pinhole that would just cause a bit of gas moisture
      on a fitting on the bottom of the tank, would flood the system with air
      and result in an engine failure at the top of the tank.  If a valve, or filter
      develops a small leak under positive pressure would quickly be caught in a preflight
      as an area being moist with gas, the same pinhole in above the tanks (
      in an area of suction ) would not be detectable in most cases until the engine
      quit.   I have no sparks or flames around my fuel fittings in my Kolb, and while
      a very slow drip or even moisture would not be acceptable and would be immediately
      corrected before any flight, such a slow leak as a drip every couple
      of minutes would NOT result in an in-flight fire.  The same slow leak with air
      leaking in as opposed to gas leaking out would result in an emergency though
      ! I would rather see some gasoline moisture in a preflight, or a very small slow
      drip than having my engine suddenly quit.  This is why I place all  my fuel
      valves, filters, and gascolators below the tank level in my Kolb, this is good
      fuel system design.
      
      A forced landing in bad terrain is much more likely to result in a fire than a
      very slow drip that can be caught in a preflight   [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=234059#234059
      
      
________________________________________________________________________________
Subject: 
Re: Rate of climb
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      At sea level on a hot humid day, my MK III Xtra with the Rotax 912-s climbs at
      1000 feet a minute with 2 people, around 1400 FPM when I am alone, and 10 gallons
      of fuel.
      
      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=234061#234061
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      Nice video and beautiful music to go along with it Crystal !  Looks like you guys
      had a great time.  I wish I could have gone !
      
      I see what Jack is talking about on the elevator, but being down elevator in cruise
      could possibly indicate a tail heavy condition, but it could be other things
      also.  I don't know if the TwinStar has the adjustable horizontal stab as
      my MK III Does.   It looks to me like most of the load of the tail is being carried
      by the Horizontal Stab and the elevator may  even working against it a bit
      with so much down in cruise.  I don't know much of anything about the Twinstar,
      if this is normal or not, I just know its far different from what I see in
      my MK III Xtra in cruise !  Maybe John H could take a look at the pictures...
      I bet he has seen stuff like this in Kolbs a couple hundred times before.
      
      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=234064#234064
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 10, 2009
      
      
      JetPilot wrote:
      > Nice video and beautiful music to go along with it Crystal !  Looks like you
      guys had a great time.  I wish I could have gone !
      > 
      > I see what Jack is talking about on the elevator, but being down elevator in
      cruise could possibly indicate a tail heavy condition, but it could be other things
      also.  I don't know if the TwinStar has the adjustable horizontal stab as
      my MK III Does.   It looks to me like most of the load of the tail is being
      carried by the Horizontal Stab and the elevator may  even working against it a
      bit with so much down in cruise.  I don't know much of anything about the Twinstar,
      if this is normal or not, I just know its far different from what I see
      in my MK III Xtra in cruise !  Maybe John H could take a look at the pictures...
      I bet he has seen stuff like this in Kolbs a couple hundred times before.
      > 
      > Mike
      
      
      Ok, I see what you're saying.  I was thinking backwards (which I tend to do after
      a long tiring weekend).  
      
      I don't know the answer.  I might have been going down a little at some time to
      let the gyrocopter catch up to me.  But more than likely I didn't have my trim
      set.  That might cause it, right?
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234068#234068
      
      
________________________________________________________________________________
From: 
"Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: 
Re: top drawl tanks
Date: 
Mar 10, 2009
      
      
      Mike/All
      
      You make a lot of good points. Top draw fuel tanks just seem to add 
      unnecessary opportunities for problems. Also top draw tanks would seem to be 
      less forgiving of a low fuel level. A turn or turbulence could uncover a 
      fuel feed causing at least higher hart rate much quicker than with bottom 
      feed. I have never landed with less than three total gallons and normally 
      get nervous when I get to 5 gallons but if I were to need it.
      
      As for leaks on bottom draw tanks I have never had one. At six years I 
      purchased new tanks and new rubber plug things. I think it is three years on 
      the new tanks. Another 3-4 years I will replace the current tanks with the 
      new 6 gallon tanks. I have always used a step drill and cleaned up the holes 
      before inserting the plugs, then the fittings. I have never had a leak and 
      have used that 10% ethanol crap for at least 6 years since that is the only 
      fuel they sell in Michigan. On trips I use 110LL but that isn't the norm.
      
      Rick Neilsen
      Redrive VW powered MKIIIC
      
      ----- Original Message ----- 
      From: "JetPilot" <orcabonita(at)hotmail.com>
      Sent: Tuesday, March 10, 2009 12:13 PM
      Subject: Kolb-List: Re: top drawl tanks
      
      
      >
      >
      > tc1917(at)bellsouth.net wrote:
      >>
      >> Also, if the same leak that stopped the top
      >> feeders happened to the bottom feeders -- well, you have to call the fire
      >> department (while flying)!!
      >>
      >
      >
      > It would be difficult to keep a thin bottom feed plastic tank sealed, 
      > which is exactly why I still use the top feed on my Kolb fuel tanks.  The 
      > top feed tank is not preferred in aviation, but it works fine if much care 
      > is used not to get any type of leak anywhere above the fuel level.  In the 
      > thin plastic tanks as we have in our Kolbs, I will keep using top feed. 
      > Given this top feed, there are several things you need to be careful of 
      > and consider though !
      >
      > As far as a leak goes, air leaks at a MUCH faster rate than fuel does, and 
      > air is generally not detectable.  A pinhole that would just cause a bit of 
      > gas moisture on a fitting on the bottom of the tank, would flood the 
      > system with air and result in an engine failure at the top of the tank. 
      > If a valve, or filter develops a small leak under positive pressure would 
      > quickly be caught in a preflight as an area being moist with gas, the same 
      > pinhole in above the tanks ( in an area of suction ) would not be 
      > detectable in most cases until the engine quit.   I have no sparks or 
      > flames around my fuel fittings in my Kolb, and while a very slow drip or 
      > even moisture would not be acceptable and would be immediately corrected 
      > before any flight, such a slow leak as a drip every couple of minutes 
      > would NOT result in an in-flight fire.  The same slow leak with air 
      > leaking in as opposed to gas leaking out would result in an emergency 
      > though ! I would rather see some gasoline moisture in a pr!
      > eflight, or a very small slow drip than having my engine suddenly quit. 
      > This is why I place all  my fuel valves, filters, and gascolators below 
      > the tank level in my Kolb, this is good fuel system design.
      >
      > A forced landing in bad terrain is much more likely to result in a fire 
      > than a very slow drip that can be caught in a preflight   [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=234059#234059
      >
      >
      > 
      
      
________________________________________________________________________________
Date: 
Mar 10, 2009
Subject: 
Re: Rate of climb
From: 
Robert Laird <rlaird(at)cavediver.com>
      
      At 588 lbs empty, w/ Rotax 912ULS, 3-blade Warp drive prop and just me and
      12 gallons, I routinely get 900-1100 fpm, but if I'm trying hard and right
      on the edge, I can do 1400fpm.
      
        -- Robert
      
      
      On Tue, Mar 10, 2009 at 7:48 AM, Mike Welch  wrote
      :
      
      >  Kolb guys,
      >
      >   I'm curious what you folks experience for rates of climb in your MkIII
      > (MkII, Classics, Xtras)
      >
      >   I've heard of the great climb performance of the Kolb airplanes, but I
      > don't recall seeing very many "real life" established numbers.
      >
      >   One of the reasons for my request is to satisfy my curiosity of the cli
      mb
      > performance with various powered engines.  Example...Rotax 582.....x#
      > fpm,    GEO (HP?)......x# fpm, Rotax 912 UL....x# fpm,  Rotax 912 ULS....
      .x#
      > fpm, VW (HP?) ...x# fpm
      >
      >   Thanks.  Your indulgence is appreciated.
      >
      >   BTW.  For those that are interested, I completely finished painting my
      > entire MkIII the other day (not including blue and yellow stripes).  Engi
      ne
      > and propeller are remounted.  I fabricated a new dynafocal style radiator
      > mount on Sunday.  (pictures available for those who ask)
      >
      >   I want to point out the rate of climb stats I'm asking for aren't to
      > establish bragging rights for the highest.  I realize there are a million
      > reasons why there will be some variances. like density altitude, weight o
      f
      > plane and cargo, prop differences, etc.)
      >
      > Thanks,  Mike Welch
      > MkIII
      >
      > ------------------------------
      > Windows Live=99 Contacts: Organize your contact list. Check it out.
      >
      > *
      >
      ===========
      ===========
      ===========
      ===========
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Re: top drawl tanks
From: 
"tlongo" <tlongo(at)tampabay.rr.com>
Date: 
Mar 10, 2009
      
      
      If you are worried about fuel problems put a pressure gauge in carburetor feed
      line and you will know even before problem gives you an engine out. I have the
      new 6 gal tanks with top feed and have never had any problems, had the older
      5 gal with bottom feed and also never had any problems.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234081#234081
      
      
________________________________________________________________________________
From: 
<apilot(at)surewest.net>
Subject: 
Re: Rate of climb
Date: 
Mar 10, 2009
      
      
      Mark III, Classic with a Geo engine with windage tray and Raven furnished cam gets
      400 ft/min at density altitude of around 6000' msl.  The gross weight is 840
      lbs.  At a gross weight of 1030 lbs., the rate of climb is 100 ft/min or less.
      In summary, it is scary.  Do not know what it will do at sea level, but the
      thrust is significantly more.  Static thrust at 6000 msl is 307 lbs. and at
      sea level it is off of my scale which ends at about 320 lbs.  The Geo is a super
      engine and the Raven belt re-drive is very smooth and reliable.  Hopefully,
      I will get the plane down to Sacramento for some sea level testing.  I am guessing
      that my rate of climb will be around 800 ft/min.  We shall see. Vic N4201G
      
      
________________________________________________________________________________
From: 
russ kinne <russ(at)rkiphoto.com>
Subject: 
Re: Fjuel rtanks
Date: 
Mar 10, 2009
      
      
      John
      In re the recent talk about fuel tanks -- I've wondered why you have  
      yours so high? It must reduce the power needed to get fuel to the  
      engine, but must also raise the CG. Are there any noticeable handling  
      differences between yours and a 'stock'
      Mark III?
      Russ
      so not archive
      
      
________________________________________________________________________________
Subject: 
Re: top drawl tanks
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      Rick, 
      
      Where did you get the bottom draw fittings ?   If they work on the thin Kolb plastic
      tanks that well without leaking, it would be worth it for me to change to
      bottom draw in my present tanks.  The only reason I have not done this already
      is that I was not aware of any good fittings that would not leak for the Kolb
      tanks.
      
      
      tlongo wrote:
      > If you are worried about fuel problems put a pressure gauge in carburetor feed
      line and you will know even before problem gives you an engine out. 
      
      
      I don't know how much change in pressure you would see as more and more bubbles
      enter the system, it may show up in time or it may not ???   This is not always
      the case though as Rick Points out.   If air floods the system, it could be
      very sudden, you would see the fuel pressure drop at the same time your engine
      quits.  Bottom draw is definitely the way to do if you can find a way to do
      it without leaks.
      
      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=234088#234088
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      A trim tab is used to position the elevator, it does not make much difference if
      you hold the stick by force, or if the trim tab does it for you, that just looks
      like bunch of down elevator in several of the shots ( it looks more constant,
      not just a momentary movement ).  I don't see this as being related to the
      position of your trim tab at all.
      
      Kolbs are very different than other types of planes in many respects, which is
      why I would wonder what John Hauck would think about this.  I would hate to get
      you all worried about this and then have John H come and say that half the Kolbs
      he flown fly with the elevator in that position !  But whenever you see something
      that looks different, its better to ask someone that knows then to just
      ignore it  :)
      
      Mike
      
      --------
      "NO FEAR" -  If you have no fear you did not go as fast as you could
      have !!!
      
      Kolb MK-III Xtra, 912-S
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234089#234089
      
      
________________________________________________________________________________
Subject: 
Re: top drawl tanks
From: 
"tlongo" <tlongo(at)tampabay.rr.com>
Date: 
Mar 10, 2009
      
      
      I did have an air leak back when I had the 5 gal tanks with bottom feed. I use
      the clear blue type fuel line so I can see the fuel, that is how I spotted the
      air problem that ended up being a leaking squeeze bulb, but it did not leak fuel.
      I have since replaced squeeze bulb with electric fuel pump for prime and
      back up. The see trough line lets you know right away, just change it every year
      with maintenance. Tom
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234097#234097
      
      
________________________________________________________________________________
Date: 
Mar 10, 2009
From: 
"Jack B. Hart" <jbhart(at)onlyinternet.net>
Subject: 
Re: Douglas Fly-In slideshow/video
      
      
      >
      >A trim tab is used to position the elevator, it does not make much 
      difference if you hold the stick by force, or if the trim tab does it for 
      you, that just looks like bunch of down elevator in several of the shots ( 
      it looks more constant, not just a momentary movement ).  I don't see this 
      as being related to the position of your trim tab at all.
      >
      >Kolbs are very different than other types of planes in many respects, which 
      is why I would wonder what John Hauck would think about this.  I would hate 
      to get you all worried about this and then have John H come and say that 
      half the Kolbs he flown fly with the elevator in that position !  But 
      whenever you see something that looks different, its better to ask someone 
      that knows then to just ignore it  :)
      >
      
      Mike,
      
      The reason I asked is that the air craft looked out of trim.  If it was in 
      level flight and trimmed out, I thought the horizontal stabilizer and 
      elevator would have been in line with each other.  If anything I would have 
      expected the elevator to have been displaced upward to maintain a heavier 
      load or climb.  If down elevator is required for level flight with two 
      people aboard, it might be good to adjust the horizontal stabilizer.  
      
      A nephew took some photos during a July 4th 2007 fly over of the FireFly 
      while in level flight.  I have an elevator position indicator but I have 
      never been able to verify that it was indicating properly.  Both of these 
      can be seen at:
      
      http://www.thirdshift.com/jack/firefly/firefly137.html
      
      http://www.thirdshift.com/jack/firefly/firefly102.html
      
      FWIW 
      
      Jack B. Hart FF004
      Winchester, IN
      
      
________________________________________________________________________________
From: 
"Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: 
Bottom Drain Fuel Tank Bushings
Date: 
Mar 10, 2009
      
      
      Mike
      
      The first set came from Kolb with my kit. I don't remember where I got the 
      current set. I see Aircraft Spruce carries them. When I replaced the tanks I 
      changed the fittings to fittings with a finger strainer and a shut off 
      valve. AS part # FFV01 & FTB01.
      
      Again I make sure the hole is round and smooth with no burs. Then I push in 
      the bushing, lubricate the fittings and push in the fitting. Never had a 
      leak. Of course now that I said that.... I like to replace the rubber 
      bushings and maybe the fuel tanks every 6 years or so. If nothing else I 
      like to just spend a buck each every 5-6 years for a replacement rubber 
      bushing, its also a good time to flush out your fuel tanks real good.
      
      Rick Neilsen
      Redrive VW powered MKIIIC
      ----- Original Message ----- 
      From: "JetPilot" <orcabonita(at)hotmail.com>
      Sent: Tuesday, March 10, 2009 3:15 PM
      Subject: Kolb-List: Re: top drawl tanks
      
      
      >
      > Rick,
      >
      > Where did you get the bottom draw fittings ?   If they work on the thin 
      > Kolb plastic tanks that well without leaking, it would be worth it for me 
      > to change to bottom draw in my present tanks.  The only reason I have not 
      > done this already is that I was not aware of any good fittings that would 
      > not leak for the Kolb tanks.
      >
      >
      > tlongo wrote:
      >> If you are worried about fuel problems put a pressure gauge in carburetor 
      >> feed line and you will know even before problem gives you an engine out.
      >
      >
      > I don't know how much change in pressure you would see as more and more 
      > bubbles enter the system, it may show up in time or it may not ???   This 
      > is not always the case though as Rick Points out.   If air floods the 
      > system, it could be very sudden, you would see the fuel pressure drop at 
      > the same time your engine quits.  Bottom draw is definitely the way to do 
      > if you can find a way to do it without leaks.
      >
      > 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=234088#234088
      >
      >
      > 
      
      
________________________________________________________________________________
From: 
"boyd" <by0ung(at)brigham.net>
Subject: 
Re: top drawl tanks
Date: 
Mar 10, 2009
      
      
      You make a lot of good points. Top draw fuel tanks just seem to add 
      unnecessary opportunities for problems. Also top draw tanks would seem to be
      
      less forgiving of a low fuel level.
      >>>>>>>>>>>>>>>>>
      
      I guess I am having problems deciding on the difference between top and
      bottom feed tanks....
      
      With a bottom feed tank your fuel pump is sucking gas from the bottom of the
      tank and forcing it to the engine via external lines to the tank.
      
      With a top feed tank  your fuel pump is sucking gas from the bottom of the
      tank and forcing it to the engine via internal lines in the tank..   
      
      In either case if there are leaks there are problems   if the leaks are
      above the tank it is going to suck air,,,,  and if below the tank it is
      going to leak gas in the belly of the plane...   neither sounds like a lot
      of fun.  
      
      The only difference I could imagine is if one method left more unusable fuel
      in the tank when the tank was empty.
      
      Boyd Young
      KOLB MKIIIC
      16 gal aluminum tank bottom fed at 2 points.
      
      
________________________________________________________________________________
Subject: 
Re: Bottom Drain Fuel Tank Bushings
From: 
"George Alexander" <gtalexander(at)att.net>
Date: 
Mar 10, 2009
      
      
      NeilsenRM(at)comcast.net wrote:
      > Mike
      > 
      > The first set came from Kolb with my kit. I don't remember where I got the 
      > current set. I see Aircraft Spruce carries them. When I replaced the tanks I
      
      > changed the fittings to fittings with a finger strainer and a shut off 
      > valve. AS part # FFV01 & FTB01.
      > 
      > Again I make sure the hole is round and smooth with no burs. Then I push in 
      > the bushing, lubricate the fittings and push in the fitting. 
      > < <  > >
      > Rick Neilsen
      > Redrive VW powered MKIIIC
      > ---
      
      
      Mike et al:
      Rick said it, but I would stress the point, lubricate the fitting and PUSH them
      in.  Making sure that the fitting remains perpendicular to the surface where
      the bushing will seat.  Any attempt to get it to go in by twisting and turning
      will possibly distort the hole and may increase the possibility of a leak.  
      Would be more likely with the newer thin wall tanks.
      Tanks on my three previous airplanes, over the last dozen years were bottom fed.
      Unlike Rick, I was a big spender and changed them at least every other year.
      Probably didn't need to, but it made me feel better.  Never had a leak.  
      Just switched my FSII tanks over to bottom feed.
      
      --------
      George Alexander
      FS II R503  N709FS
      http://gtalexander.home.att.net
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234114#234114
      
      
________________________________________________________________________________
From: 
"Richard & Martha Neilsen" <NeilsenRM(at)comcast.net>
Subject: 
Re: Rate of climb
Date: 
Mar 10, 2009
      
      Mike
      
      I have never measured the climb rate of my VW powered MKIIIC. I would 
      guess it would be right even with or slightly less than a 80HP. Rotax. I 
      also rate my engine at 80HP but that is a guesstimate
      
      Rick Neilsen
      Redrive VW powered MKIIIC
      
        ----- Original Message ----- 
        From: Mike Welch 
        To: kolb-list(at)matronics.com 
        Sent: Tuesday, March 10, 2009 8:48 AM
        Subject: Kolb-List: Rate of climb
      
      
        Kolb guys,
         
          I'm curious what you folks experience for rates of climb in your 
      MkIII (MkII, Classics, Xtras)
         
          I've heard of the great climb performance of the Kolb airplanes, but 
      I don't recall seeing very many "real life" established numbers.
         
          One of the reasons for my request is to satisfy my curiosity of the 
      climb performance with various powered engines.  Example...Rotax 
      582.....x# fpm,    GEO (HP?)......x# fpm, Rotax 912 UL....x# fpm,  Rotax 
      912 ULS.....x# fpm, VW (HP?) ...x# fpm
         
          Thanks.  Your indulgence is appreciated.
         
          BTW.  For those that are interested, I completely finished painting 
      my entire MkIII the other day (not including blue and yellow stripes).  
      Engine and propeller are remounted.  I fabricated a new dynafocal style 
      radiator mount on Sunday.  (pictures available for those who ask)
         
          I want to point out the rate of climb stats I'm asking for aren't to 
      establish bragging rights for the highest.  I realize there are a 
      million reasons why there will be some variances. like density altitude, 
      weight of plane and cargo, prop differences, etc.)
         
        Thanks,  Mike Welch
        MkIII
      
      
      -------------------------------------------------------------------------
      -----
        Windows Live=99 Contacts: Organize your contact list. Check it out. 
      
      
________________________________________________________________________________
Date: 
Mar 10, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: Rate of climb
      
      
      At 08:48 AM 3/10/2009, Mike Welch wrote:
      
      >   I've heard of the great climb performance of the Kolb airplanes, but I 
      > don't recall seeing very many "real life" established numbers.
      
      I know you only asked about MKIII's, but for sake of comparison, my Cuyuna 
      powered UltraStar does 500fpm at about 40-45mph, on a warm day with 475# AUW.
      
      -Dana
      --
        Ever notice how fast Windows runs? Neither did I.
      
      
________________________________________________________________________________
Date: 
Mar 10, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: Rate of climb
      
      
      At 08:48 AM 3/10/2009, Mike Welch wrote:
      
      >   I've heard of the great climb performance of the Kolb airplanes, but I 
      > don't recall seeing very many "real life" established numbers.
      
      I know you only asked about MKIII's, but for sake of comparison, my Cuyuna 
      powered UltraStar does 500fpm at about 40-45mph, on a warm day with 475# AUW.
      
      -Dana
      --
        Ever notice how fast Windows runs? Neither did I.
      
      
________________________________________________________________________________
Subject: 
Re: top drawl tanks
Date: 
Mar 10, 2009
From: 
zeprep251(at)aol.com
      
      
       Rick et all,
      ?? 3 weeks after I bought the MK-3 I opened the hanger to see fuel dripping out
      of the drain holes in the bottom of the fuselage.I really can't say how old the
      grommets were,but I converted to top feed tanks and use? clear line from the
      tanks thru the filter mounted on top of the tanks where I can see it.From the
      gascolater, to elec pump, to the engine? driven pump are all plumbed with black
      fuel injection quality hose.Need to see if any air is getting in at the top
      and the clear? line lets me check that easily.And Rick,,where can you get that110LL?
      : )
      
      
      ???????????????????????????? G Aman
      
      
      -----Original Message-----
      From: Richard & Martha Neilsen <NeilsenRM(at)comcast.net>
      Sent: Tue, 10 Mar 2009 12:34 pm
      Subject: Re: Kolb-List: Re: top drawl tanks
      
      
      ?
      
      Mike/All?
      ?
      
      You make a lot of good points. Top draw fuel tanks just seem to add 
      unnecessary opportunities for problems. Also top draw tanks would seem to be 
      less forgiving of a low fuel level. A turn or turbulence could uncover a 
      fuel feed causing at least higher hart rate much quicker than with bottom 
      feed. I have never landed with less than three total gallons and normally 
      get nervous when I get to 5 gallons but if I were to need it.?
      ?
      
      As for leaks on bottom draw tanks I have never had one. At six years I 
      purchased new tanks and new rubber plug things. I think it is three years on 
      the new tanks. Another 3-4 years I will replace the current tanks with the 
      new 6 gallon tanks. I have always used a step drill and cleaned up the holes 
      before inserting the plugs, then the fittings. I have never had a leak and 
      have used that 10% ethanol crap for at least 6 years since that is the only 
      fuel they sell in Michigan. On trips I use 110LL but that isn't the norm.?
      ?
      
      Rick Neilsen?
      
      Redrive VW powered MKIIIC?
      ?
      
      ----- Original Message ----- 
      From: "JetPilot" <orcabonita(at)hotmail.com>?
      
      
      Sent: Tuesday, March 10, 2009 12:13 PM?
      
      Subject: Kolb-List: Re: top drawl tanks?
      ?
      
      
      >?
      
      >?
      
      > tc1917(at)bellsouth.net wrote:?
      
      >>?
      
      >> Also, if the same leak that stopped the top?
      
      >> feeders happened to the bottom feeders -- well, you have to call the fire?
      
      >> department (while flying)!!?
      
      >>?
      
      >?
      
      >?
      
      > It would be difficult to keep a thin bottom feed plastic tank sealed, 
      > which is exactly why I still use the top feed on my Kolb fuel tanks.  The 
      > top feed tank is not preferred in aviation, but it works fine if much care 
      > is used not to get any type of leak anywhere above the fuel level.  In the 
      > thin plastic tanks as we have in our Kolbs, I will keep using top feed. 
      > Given this top feed, there are several things you need to be careful of 
      > and consider though !?
      
      >?
      
      > As far as a leak goes, air leaks at a MUCH faster rate than fuel does, and 
      > air is generally not detectable.  A pinhole that would just cause a bit of 
      > gas moisture on a fitting on the bottom of the tank, would flood the 
      > system with air and result in an engine failure at the top of the tank. 
      > If a valve, or filter develops a small leak under positive pressure would 
      > quickly be caught in a preflight as an area being moist with gas, the same 
      > pinhole in above the tanks ( in an area of suction ) would not be 
      > detectable in most cases until the engine quit.   I have no sparks or 
      > flames around my fuel fittings in my Kolb, and while a very slow drip or 
      > even moisture would not be acceptable and would be immediately corrected 
      > before any flight, such a slow leak as a drip every couple of minutes 
      > would NOT result in an in-flight fire.  The same slow leak with air 
      > leaking in as opposed to gas leaking out would result in an emergency 
      > though ! I would rather see some gasoline moisture in a pr!?
      
      > eflight, or a very small slow drip than having my engine suddenly quit. 
      > This is why I place all  my fuel valves, filters, and gascolators below 
      > the tank level in my Kolb, this is good fuel system design.?
      
      >?
      
      > A forced landing in bad terrain is much more likely to result in a fire 
      > than a very slow drip that can be caught in a preflight   [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=234059#234059?
      
      >?
      
      >?
      
      >?
      
      >?
      
      >?
      
      >?
      
      >?
      
      >?
      
      >?
      
      > ?
      
      
      ?
      
      ?
      
      
________________________________________________________________________________
Subject: 
Re: Rate of climb
From: 
"Jimmy Young" <jdy100(at)comcast.net>
Date: 
Mar 10, 2009
      
      
      Mike,
      
      Robert Laird will correct me if I'm wrong on this, but last November we were both
      in his 912S powered MK III, climbing out at over 1100 fpm on an 80 degree mid-day
      flight, & I know we have to weigh over 440 lbs combined.
      
       (Pretty evenly split between us by the way, and there won't be any downward corrections
      regarding the weight!)
      
      --------
      Jimmy Young
      FS II, Generac V-Twin
      Houston TX area
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234129#234129
      
      
________________________________________________________________________________
Date: 
Mar 10, 2009
Subject: 
Re: Rate of climb
From: 
Robert Laird <rlaird(at)cavediver.com>
      
      That's correct.   Field elevation is about 235 MSL.
      
      On Tue, Mar 10, 2009 at 5:43 PM, Jimmy Young  wrote:
      
      >
      > Mike,
      >
      > Robert Laird will correct me if I'm wrong on this, but last November we
      > were both in his 912S powered MK III, climbing out at over 1100 fpm on an 80
      > degree mid-day flight, & I know we have to weigh over 440 lbs combined.
      >
      >  (Pretty evenly split between us by the way, and there won't be any
      > downward corrections regarding the weight!)
      >
      > --------
      > Jimmy Young
      > FS II, Generac V-Twin
      > Houston TX area
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=234129#234129
      >
      >
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Fjuel rtanks
Date: 
Mar 10, 2009
      
      
       I've wondered why you have
      > yours so high? It must reduce the power needed to get fuel to the  engine, 
      > but must also raise the CG. Are there any noticeable handling  differences 
      > between yours and a 'stock'
      > Mark III?
      > Russ
      
      
      Russ:
      
      My fuel tank is high because where it was located was empty, open space in 
      the standard mkIII.  25 gals fits that space perfect.  Homer left this space 
      open to have 360 deg visibility.  My neck won't twist that far around.
      
      Getting fuel to the engine with less power had nothing to do with the 
      location of the tank.
      
      I don't understand "raising the CG".  There are no noticeable handling 
      differences between my mkIII and a stock mkIII.
      
      Location of the tank did not affect fore and aft, or lateral cg.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Static rpm - warp drive/912ULS
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      Hi all,
      
      I asked this over on the titan list, but thought I'd ask you guys here that run
      the warp drive on the 912ULS.
      
      I got mine fitted to my engine this evening and at this point, it's set to about
      5350 static RPM. Mine's a 68" 3 blade.
      
      My question is, what do you guys aim for pitch-wise and/or static rpm wise? 
      
      PS the fasteners I got are a perfect fit for attaching the extension, for those
      of you who remember my thread on the bolts....
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234150#234150
      
      
________________________________________________________________________________
Subject: 
Re: Rate of climb
From: 
"Richard Pike" <richard(at)bcchapel.org>
Date: 
Mar 10, 2009
      
      
      MKIII Classic. Various mods, center section of wing is separate from fuselage,
      has VG's, other mods. Empty weight about 535. Using a 582 with a 2 blade 68" Ivo,
      2.58:1 B box, solo with full fuel on a summer day typically gives a climb
      rate of around 800-900'/minute@6250 rpm. In the winter, a climb rate of 1000-1200'/min
      @ 6250 rpm, all at between 2-3,000 msl.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234153#234153
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Static rpm - warp drive/912ULS
Date: 
Mar 10, 2009
      
      
       > I got mine fitted to my engine this evening and at this point, it's set 
      to about 5350 static RPM. Mine's a 68" 3 blade.
      >
      > My question is, what do you guys aim for pitch-wise and/or static rpm 
      > wise?
      >
      > PS the fasteners I got are a perfect fit for attaching the extension, for 
      > those of you who remember my thread on the bolts....
      >
      > LS
      
      
      That's a good place to start for me.  Usually, 5400 static will give me 5500 
      WOT straight and level flight.  That gives me the best of both takeoff and 
      cruise.
      
      May be different for the Titan, because it is so much cleaner than the 
      mkIII, but I'd give it a shot and see how it works out.
      
      Would not be surprised if you had to pull a little more pitch into it.  Not 
      having experience with the Titan, I could only venture a guess.
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: Static rpm - warp drive/912ULS
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      John Hauck wrote:
      > 
      > 
      > That's a good place to start for me.  Usually, 5400 static will give me 5500
      
      > WOT straight and level flight.  That gives me the best of both takeoff and 
      > cruise.
      > 
      > May be different for the Titan, because it is so much cleaner than the 
      > mkIII, but I'd give it a shot and see how it works out.
      > 
      > Would not be surprised if you had to pull a little more pitch into it.  Not 
      > having experience with the Titan, I could only venture a guess.
      > 
      > john h
      > mkIII
      
      
      Ok, thanks john. If the winds lay down at all tomorrow I may take it around the
      patch to see what I got. Just wanted to know if I wasn't underpropped before
      flying it, don't want it to run away on me....
      
      If all goes well with work, wx, etc, I'm hoping it takes me and the plane to MV
      in May..
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234156#234156
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Static rpm - warp drive/912ULS
Date: 
Mar 10, 2009
      
      
       > If all goes well with work, wx, etc, I'm hoping it takes me and the plane 
      to MV in May..
      >
      > LS
      
      
      I bet it will.
      
      Warp Drive Props have certainly pushed my around all over the place, and 
      back...
      
      john h
      mkIII 
      
      
________________________________________________________________________________
Subject: 
Re: Static rpm - warp drive/912ULS
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 10, 2009
      
      
      I like my Warp Drive prop a lot, I get a static RPM of about 5200, which is about
      the same in climb.   Your titan is a little faster, but I think the 5350 RPM
      you have now is a good safe place to start.  It might be a little high for your
      fast Titan, but if so you will know it long before you over rev the engine.
       Take it up, see what the RPM is at cruise, and then adjust from there if need
      be.   I am looking forward to hearing your report on the prop.
      
      Mike
      
      --------
      "NO FEAR" -  If you have no fear you did not go as fast as you could
      have !!!
      
      Kolb MK-III Xtra, 912-S
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234159#234159
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
Subject: 
Re: Fjuel rtanks
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      John, While pilots rarely, if ever, calculate the vertical CG position, it
      is a component of aircraft ground handling. This is one of the reasons why
      GA pilots, particularly those flying high wing aircraft with tanks in the
      wings, are taught proper positioning of the controls during taxi operations.
      Rick
      
      On Tue, Mar 10, 2009 at 7:58 PM, John Hauck  wrote:
      
      >
      >
      > I've wondered why you have
      >
      >> yours so high? It must reduce the power needed to get fuel to the  engine,
      >> but must also raise the CG. Are there any noticeable handling  differences
      >> between yours and a 'stock'
      >> Mark III?
      >> Russ
      >>
      >
      >
      > Russ:
      >
      > My fuel tank is high because where it was located was empty, open space in
      > the standard mkIII.  25 gals fits that space perfect.  Homer left this space
      > open to have 360 deg visibility.  My neck won't twist that far around.
      >
      > Getting fuel to the engine with less power had nothing to do with the
      > location of the tank.
      >
      > I don't understand "raising the CG".  There are no noticeable handling
      > differences between my mkIII and a stock mkIII.
      >
      > Location of the tank did not affect fore and aft, or lateral cg.
      >
      > john h
      > mkIII
      >
      >
      
________________________________________________________________________________
Date: 
Mar 11, 2009
Subject: 
New B Gearbox for sale
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      I have a new B gearbox with 2.0 to 1 gears that is not going to be used for
      the project for which I bought it. Never mounted. New cost at CPS $944.
      First $600 takes it.
      Rick
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: Fjuel rtanks
      
      
      At 06:51 AM 3/11/2009, Richard Girard wrote:
      >John, While pilots rarely, if ever, calculate the vertical CG position, it 
      >is a component of aircraft ground handling. This is one of the reasons why 
      >GA pilots, particularly those flying high wing aircraft with tanks in the 
      >wings, are taught proper positioning of the controls during taxi operations.
      
      Proper positioning of the controls during taxi is to prevent the wind from 
      lifting a wing and tipping the aircraft over; it has nothing to do with 
      vertical CG.  Oh, the higher the CG the more "tippy" an aircraft might be 
      once it starts to go over, but crosswind taxi technique should be used 
      regardless of the vertical CG location of whether you're flying a high wing 
      or low wing.  About the only time when the vertical CG location needs to be 
      considered, unless it's in some extreme position where it could conceivably 
      affect dynamic stability (not likely), is when the designer is locating the 
      landing gear.
      
      -Dana
      --
        I love my country, but I fear my government.
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"grantr" <grant_richardson25(at)yahoo.com>
Date: 
Mar 11, 2009
      
      
      Crystal,
      
      How does your airplane behave in a stall? Does it drop the nose and resume flying
      or do you have to give it a bit of forward stick to break the stall? Does your
      stick ever get lite and want to falls back in you lap?
      
      http://www.youtube.com/watch?v=-pudkDMJWcs&feature=channel_page&fmt=18 
      In the video at around 7:35 I do some stalls. You can see the nose drops off fairly
      sharp and the plane resumes flying. It doesn't take the forward stick to
      do this. If the plane is tail heavy it may tend to want to stay stalled requiring
      a bit of forward stick to break the stall.  In a stall a tail heavy plane
      will sometimes drop the tail  which will cause the stick to go back in your lap
      as the airflow pushes the elevator up. Good thing with our airplanes is that
      adding power can save you since it pushes the nose down. A Cessna would be different
      since adding power pulls the nose up.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234184#234184
      
      
________________________________________________________________________________
Subject: 
Re: Rate of climb
From: 
"grantr" <grant_richardson25(at)yahoo.com>
Date: 
Mar 11, 2009
      
      
      Mark III Classic: Gross weight full fuel on takeoff 735 pounds powered by a Rotax
      503 DCDI Climb is from 600 to 660 fpm solo. I would guess 1/3 that for 2 people.
      
      
      My average full power climb rate according to the gps during takeoff was 658 feet
      per minute at an average ground speed of 43.5 miles per hour. 
      
      Temperature was about 69 degrees( weather channel says 73o during 3 pm however
      my house outside thermometer had a overall high of 69.8 for the day.) and the
      field elevation is around 460 MSL 
      
      My average speed on my trip during cruise was 54 mph. 
      
      Grant
      
      
      Here are some more numbers from my gps from 11/9/2008. 
      My average full power climb rate according to the gps during takeoff was 617 feet
      per minute at an average ground speed of 41.7 miles per hour. Indicated climb
      out of 60mph. The plane stalls at 41 indicated. 
      
      Gross weight full fuel on takeoff 735 pounds 
      Temperature was 64 degrees during 4 pm with 9 mph winds gusting to 15 at 280o.
      
      I was using runway 23 so it was a good crosswind. 
      
      field elevation around 460msl 
      
      My  gps  took 56 measurements in 5250 feet. 
      
      
      I did a more detailed analysis of my climb rate and the  average is 617 feet per
      minute out of 56 rate calculations : 
      750.00 
      720.00 
      750.00 50 agl 519 msl 
      720.00 
      740.00 
      745.71 
      742.50 
      733.33 
      744.00 
      763.64 
      750.00 
      715.71 
      701.25 
      673.33 202 agl 671 msl 
      651.00 
      651.43 
      636.52 
      619.20 
      620.00 
      622.76 
      624.00 
      611.25 
      600.00 
      591.43 345 agl 814 msl 
      590.27 
      592.31 
      588.00 
      583.90 
      581.43 
      583.26 
      577.33 
      577.83 
      575.74 
      573.06 
      563.53 
      560.77 
      563.77 
      569.45 
      572.14 
      567.93 
      568.00 
      564.19 
      563.44 
      565.85 
      568.66 
      566.09 
      559.44 
      555.62 
      554.59 
      554.21 
      553.08 
      547.50 
      544.39 
      539.29 
      533.72 
      530.34 at 769 agl 1238 msl
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234190#234190
      
      
________________________________________________________________________________
Subject: 
Re: Douglas Fly-In slideshow/video
From: 
"cristalclear13" <cristalclearwaters(at)gmail.com>
Date: 
Mar 11, 2009
      
      
      grantr wrote:
      > Crystal,
      > 
      > How does your airplane behave in a stall? Does it drop the nose and resume flying
      or do you have to give it a bit of forward stick to break the stall? Does
      your stick ever get lite and want to falls back in you lap?
      > 
      > http://www.youtube.com/watch?v=-pudkDMJWcs&feature=channel_page&fmt=18 
      > In the video at around 7:35 I do some stalls. You can see the nose drops off
      fairly sharp and the plane resumes flying. It doesn't take the forward stick to
      do this. If the plane is tail heavy it may tend to want to stay stalled requiring
      a bit of forward stick to break the stall.  In a stall a tail heavy plane
      will sometimes drop the tail  which will cause the stick to go back in your
      lap as the airflow pushes the elevator up. Good thing with our airplanes is that
      adding power can save you since it pushes the nose down. A Cessna would be
      different since adding power pulls the nose up.
      
      
      Grant,
      I don't remember to that detail...I just always stick forward in a stall - automatic
      reaction.  Maybe after I replace my exhaust gaskets I'll go out and play
      around with it and let you know.
      
      I do know that on a power-on stall with a totally full load I felt some buffeting
      before an oncoming stall.  I was flying with my Dad and noticed we weren't
      getting much climb so I pulled back just a little more and a few moments later
      it felt like I hit some turbulence but it was a still day.  Realized not much
      later it was the buffeting before a stall...luckily my automatic reaction to
      turbulence is also to put my nose down.  If I fly with that much weight anymore
      I just plan on having a stinky climb rate, but mostly I just avoid having that
      much weight.
      
      --------
      Cristal Waters
      Kolb Mark II Twinstar
      Rotax 503 DCSI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234191#234191
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Fjuel rtanks
Date: 
Mar 11, 2009
      
      First I have ever heard vertical CG, either in rotary or fixed wing trainin
      g.  Must have been dozing during that part of class.
      
      I position controls on the ground depending on wind, power, and braking.  W
      ith a lot of weight on tailwheel, main gear moved forward, and wider track,
       I don't have to worry a lot about precise positioning of controls on the g
      round, unless the wind is really howling.
      
      Since I am primarily a Kolb pilot, do you think I need to be concerned with
       vertical cg?
      
      john h
      mkIII
      
      
         
        John, While pilots rarely, if ever, calculate the vertical CG position, i
      t is a component of aircraft ground handling. This is one of the reasons wh
      y GA pilots, particularly those flying high wing aircraft with tanks in the
       wings, are taught proper positioning of the controls during taxi operation
      s.
      
      
        Rick
      
      
         
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Re: Rate of climb
Date: 
Mar 11, 2009
      
      
      Grant=2C
      
      
        Wow!  Such detail!  
      
      
        Thanks to you and the other guys that took the time to share your plane's
       performance.  This is valuable information.  I'm getting a pretty good ide
      a of the vertical speed capabilities of the different engines on a MkIII (a
      nd some other Kolb models).
      
      
      Mike
      
      MkIIICX
      
      Painted=2C Turbo GEO=2C mounted and getting final touches (like radiator..d
      one=2C intercooler...underway=2C etc)
      
      
      > Mark III Classic: Gross weight full fuel on takeoff 735 pounds powered by
       a Rotax 503 DCDI Climb is from 600 to 660 fpm solo. I would guess 1/3 that
       for 2 people.
      > 
      > 
      > My average full power climb rate according to the gps during takeoff was 
      658 feet per minute at an average ground speed of 43.5 miles per hour. 
      > 
      > Temperature was about 69 degrees( weather channel says 73o during 3 pm ho
      wever my house outside thermometer had a overall high of 69.8 for the day.)
       and the field elevation is around 460 MSL 
      > 
      > My average speed on my trip during cruise was 54 mph. 
      > 
      > Grant
      
      _________________________________________________________________
      Hotmail=AE is up to 70% faster. Now good news travels really fast. 
      http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_HM_70faster_03200
      9
      
________________________________________________________________________________
Subject: 
Re: Static rpm - warp drive/912ULS
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 11, 2009
      
      
      JetPilot wrote:
      > I like my Warp Drive prop a lot, I get a static RPM of about 5200, which is about
      the same in climb.   Your titan is a little faster, but I think the 5350
      RPM you have now is a good safe place to start.  It might be a little high for
      your fast Titan, but if so you will know it long before you over rev the engine.
       Take it up, see what the RPM is at cruise, and then adjust from there if
      need be.   I am looking forward to hearing your report on the prop.
      > 
      > Mike
      
      
      Ok, thanks Mike. Winds wont let me try it today. I might add another degree and
      see what I get in static. I usually climb out at about 80mph for safety reason
      even tho Vy is about 65, so as John said I may need a little more pitch.
      
      One other question as I'm still learning my way around the 912. Is redline 5800?
      The documentation says max continuous is 5500 but "takeoff rpm" is 5800. Says
      you can run at this for 5 mins. 
      
      So sounds like 5800 is really the redline but you can still run for a short period
      at or below that, is that right?
      
      We may have a couple other locals who may go to MV too, so we might have a Posse
      for the trip....
      
      Thanks,
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234197#234197
      
      
________________________________________________________________________________
From: 
"John Hauck" <jhauck(at)elmore.rr.com>
Subject: 
Re: Static rpm - warp drive/912ULS
Date: 
Mar 11, 2009
      
      
       > One other question as I'm still learning my way around the 912. Is 
      redline 5800? The documentation says max continuous is 5500 but "takeoff 
      rpm" is 5800. Says you can run at this for 5 mins.
      >
      > So sounds like 5800 is really the redline but you can still run for a 
      > short period at or below that, is that right?
      >
      > We may have a couple other locals who may go to MV too, so we might have a 
      > Posse for the trip....
      >
      > Thanks,
      >
      > LS
      
      
      All 912 series engines are redlined at 5,800 rpm for a maximum of 5 minutes.
      
      Maximum continuous cruise rpm is 5,500 rpm.  This is the red line for max 
      continuous cruise.
      
      If you are equipped with an inflight adjustable prop, you could use 5,800 
      rpm for 5 minutes max, then pull in pitch to run 5,500 rpm or less.  The 912 
      series engines are designed to operate at 5,500 rpm, even if that means you 
      are flying at WOT, as long as temps are kept in the green.  It ain't gonna 
      hurt the engine.  Turning it too slow under load is much harder on it.
      
      I prop my ground adjustable Warp Drive Prop to attain 5,500 rpm, WOT 
      straight and level flight.  If I do this, then I get the best climb and 
      cruise available with this prop.
      
      If I should prop for 5,800 rpm max, I would have fantastic climb and poor 
      cruise speed.
      
      If I over load the engine with too much pitch, won't pull 5,500 rpm WOT in 
      straight and level flight, I am loading the engine more than necessary, not 
      climbing as well.
      
      I run into a problem flying West from a sea level base.  I prop for sea 
      level.  By the time I get to MV, the field elevation is 5,200 feet.  My 
      engine won't pull 5,500 rpm straight and level WOT.  However, I take that 
      into consideration when I fly at higher elevations and it works out ok.
      
      I flew Rick Neilsen out of MV, and Larry Cottrell.  Both of these guys are 
      not fly weights.  I think the VSI was indicating 500 to 800 fpm climb.  I 
      don't know how accurate the VSI is.  Never checked it, but it gives me an 
      idea of how well my airplane is performing.  If there is a big change in 
      performance, then I am aware of it.  The other day my mkIII was pegging the 
      VSI at 2,000 fpm with me and 60 lbs of fuel.
      
      I encourage you and your posse to decend upon us at MV.  This will be number 
      7.  We have met a lot of folks at MV.  Look forward to seeing them each 
      year.  Try to get there on Thursday or Friday, and stay until Sunday, if you 
      can.  I think you will get a lot more out of the flyin by being able to 
      relax and spend time with this group of Kolb enthusiast.
      
      I prop my Warp Drive for 5,400 rpm static.  On take off, as soon as the 
      aircraft starts rolling and getting cleaner air through the prop, rpm is 
      pulled down to 5,300 rpm.  Usually, 5,300 rpm is what it climbs at around 60 
      mph.
      
      A unique characteristic of the taper tip Warp Drive prop is its capability 
      to change pitch slightly.  Upon reaching cruise altitude and speed, I can 
      reduce power to 5,000 rpm, normal cruise rpm for me, and the Warp Drive will 
      maintain this cruise speed.
      
      Take care,
      
      john h
      mkIII
      
      
________________________________________________________________________________
Subject: 
Re: Static rpm - warp drive/912ULS
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 11, 2009
      
      
      John Hauck wrote:
      > 
      > 
      > I encourage you and your posse to decend upon us at MV.  This will be number
      
      > 7.  We have met a lot of folks at MV.  Look forward to seeing them each 
      > year.  Try to get there on Thursday or Friday, and stay until Sunday, if you
      
      > can.  I think you will get a lot more out of the flyin by being able to 
      > relax and spend time with this group of Kolb enthusiast.
      > 
      
      
      Well that's the idea ;). Dennis Kirby and I are already kicking the idea around.
      He's in a mark III and a couple of the other locals in the Albuquerque area
      have expressed interest. Perhaps the intrepid trikers down in Belin could be persuaded
      as well. Those guys are among my heros as well as they go all over the
      place in their trikes.
      
      
      > 
      > I prop my Warp Drive for 5,400 rpm static.  On take off, as soon as the 
      > aircraft starts rolling and getting cleaner air through the prop, rpm is 
      > pulled down to 5,300 rpm.  Usually, 5,300 rpm is what it climbs at around 60
      
      > mph.
      > 
      > A unique characteristic of the taper tip Warp Drive prop is its capability 
      > to change pitch slightly.  Upon reaching cruise altitude and speed, I can 
      > reduce power to 5,000 rpm, normal cruise rpm for me, and the Warp Drive will
      
      > maintain this cruise speed.
      > 
      > Take care,
      > 
      > john h
      > mkIII
      
      
      Ok, thanks for the info. You're one of the true go-to guys on the 912 for sure.
      
      
      I was previously doing around 5300 to 5400 on climbout with the IVO and keeping
      it at at least 5000 to 5100 in cruise. So hopefully I wasn't overloading it (JD
      trained me on this when he transitioned me to the plane but I may have absorbed
      the information wrong).
      
      It's funny because i ran this exact same prop on my 503 on my old FS II. It was
      my first Warp Drive and it was a great prop. Sure miss that plane, but I'm also
      sure Bob is having a ball with it.
      
      Already with the runups I did last night, the WD is quieter than the IVO by a bunch
      and the engine idles noticeably happier probably due to the slightly less
      rotating mass.
      
      Going to request vacation from the bossman next week....
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234206#234206
      
      
________________________________________________________________________________
From: 
"Vic" <vicsv(at)myfairpoint.net>
Subject: 
Re: Fjuel rtanks
Date: 
Mar 11, 2009
      
      Speaking of tanks, do store bought and or custom fuel tanks have to have 
      
      internal baffles?
      
      Vic
      xtra 912
      
________________________________________________________________________________
Subject: 
Re: Static rpm - warp drive/912ULS
From: 
"JetPilot" <orcabonita(at)hotmail.com>
Date: 
Mar 11, 2009
      
      
      I set my prop based on John Haucks advice, which makes perfect sense, to adjust
      the pitch so that the engine is running at 5500 RPM wide open throttle, at max
      level flight speed.  My RPM's  are just a hair slower than Johns, I see around
      5200 RPM on climbout, and about the same static.  
      
      I tried setting the 912-S for a 5800 RPM climbout, the climb performance was improved
      a bit, but cruise was HORRIBLE !!  The plane was slow and needed to have
      a bunch of RPM just to maintain a slow cruise.  I only flew it like that a couple
      times before I changed the pitch to where it is now. I'm just as happy not
      to ever run my Rotax 912-S above 5500 RPM, I want my engine to last a long
      time, and there is very little more power to be gained by that extra 300 RPM.
      5800 RPM cant be great for the engine also long term, there is a reason Rotax
      limits this RPM to 5 minutes.  Most engines will last longer if you don't push
      them to their absolute limits.  
      
      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=234214#234214
      
      
________________________________________________________________________________
Subject: 
Re: Static rpm - warp drive/912ULS
From: 
"lucien" <lstavenhagen(at)hotmail.com>
Date: 
Mar 11, 2009
      
      
      JetPilot wrote:
      > I set my prop based on John Haucks advice, which makes perfect sense, to adjust
      the pitch so that the engine is running at 5500 RPM wide open throttle, at
      max level flight speed.  My RPM's  are just a hair slower than Johns, I see around
      5200 RPM on climbout, and about the same static.  
      > 
      > I tried setting the 912-S for a 5800 RPM climbout, the climb performance was
      improved a bit, but cruise was HORRIBLE !!  The plane was slow and needed to have
      a bunch of RPM just to maintain a slow cruise.  I only flew it like that a
      couple times before I changed the pitch to where it is now. I'm just as happy
      not to ever run my Rotax 912-S above 5500 RPM, I want my engine to last a long
      time, and there is very little more power to be gained by that extra 300 RPM.
      5800 RPM cant be great for the engine also long term, there is a reason Rotax
      limits this RPM to 5 minutes.  Most engines will last longer if you don't push
      them to their absolute limits.  
      > 
      > Mike
      
      
      Ok, thanks Mike... 
      
      Yeah this was one of the problems I was having with the IVO - ironically at only
      66", it was a little overpropped and would start to unload too much once I got
      over about 80mph. So I had to load it down too much for takeoff to keep it
      from overspeeding in cruise or flatten it out to get a good 5300 to 5400 scream
      on takeoff. But set that way it would easily try to overspeed at WOT in the
      air....
      
      So far, I can't say enough nice about the construction of the HPL hub and the extension.
      It's all such a nice precision fit onto the flange that it's basically
      cake to put on. I had the whole thing installed in about 1/2 hour.
      
      Can't wait to fly it now.... but Ill have to due to hurricane winds....
      
      LS
      
      --------
      LS
      Titan II SS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=234215#234215
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
<jhauck(at)elmore.rr.com>
Subject: 
Re: Fjuel rtanks
      
      
      ---- Vic  wrote: 
      > Speaking of tanks, do store bought and or custom fuel tanks have to have 
      > internal baffles?
      > 
      > Vic
      > xtra 912
      
      Vic:
      
      Guess a lot depends on the size of the tank.
      
      My 25 gal tank is cross baffled.
      
      The 18 gal tank in my FS was cross baffled.
      
      Serves to purposes, maybe more.  One:  Keeps the fuel more or less in place.  Two:
      Increases the strength of the fuel tank.
      
      Can you think of anything else?  I can't.
      
      john h
      mkIII
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
<jhauck(at)elmore.rr.com>
Subject: 
Re: Fjuel rtanks
      
      
        I was just  
      > curious if you noticed any roll-rate difference when you fly a  
      > different Kolb.
      > Russ
      
      
      I don't notice any difference in roll rates, except between the long wing and short
      wing Kolbs.  The Sling Shot and the Fire Fly (with shortened aileron cord)
      have quick roll rates compared to the long wings.
      
      On the ground, I don't have a problem with my mkIII.  I ground looped it, unintentional,
      initial arrival at the UL strip, Oskosh, and kept both mains on the
      ground.  Lost a tailwheel spring between Joliet, IL, and OSH.  Didn't know it
      until after I finished ground looping, got out and found the spring was missing.
      Had a good ole OSH cross wind, dry grass, big ole ground loop before I knew
      it.  Taxiied over to the fence, got out, never said a word to anyone.  For all
      I know the spectators thought it was an intentional maneuver.  ;-)
      
      john h
      mkIII
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
Jon LaVasseur <firestar503(at)yahoo.com>
Subject: 
Fuel tax credit for MOGAS burned in aircraft
      
      Dear Flying Friends,=0A-=0ATax time is here again and I just thought a re
      minder about fuel tax would be a good idea.=0A-=0AIf you use mogas in you
      r plane, the federal folks will issue a tax credit which means that each do
      llar of credit reduces your income tax by one dollar.- You just fill out 
      form #4136 and enter the amount on line 68 of your 1040 tax return.=0A-
      =0AIf you live in Minnesota, the state will refund you $.15 for each gallon
       you have burned in your plane.- The Minnesota form is "PDR-1 AV."- Fil
      l our PDR-1 AV and send it in with the ACTUAL receipts and the nice folks i
      n St. Paul will send you money back.- Be sure you have your form in by Ap
      ril 15, 2009.- Other states probably have similar refunds.=0A-=0AHope t
      his is helpful to someone=0A-=0AJon L.=0A=0A=0A      
      
________________________________________________________________________________
From: 
"Ed Chmielewski" <edchmiel(at)mindspring.com>
Subject: 
Re: 'Vertical' CG
Date: 
Mar 11, 2009
      
      Hi Rick,
      
              I've neither heard of 'vertical' CG, nor found anything in any 
      manuals.  How would one calculate it, and where does this term come 
      from?  CG is just that, a point around which the aircraft rotates in any 
      axis. Some aircraft are more prone to being displaced during low-speed 
      taxi, but the most susceptible would have to be light weight coupled 
      with lots of exposed surface area, which means a Kolb or other 
      ultralight. Control displacement during taxi in a wind is the same for 
      high- or low-wing aircraft, but varies if nosedragger or conventional 
      gear.
      
      Ed in JXN
      MkII/503
        ----- Original Message ----- 
        From: Richard Girard 
        To: kolb-list(at)matronics.com 
        Sent: Wednesday, March 11, 2009 6:51 AM
        Subject: Re: Kolb-List: Re: Fjuel rtanks
      
      
        John, While pilots rarely, if ever, calculate the vertical CG 
      position, it is a component of aircraft ground handling. This is one of 
      the reasons why GA pilots, particularly those flying high wing aircraft 
      with tanks in the wings, are taught proper positioning of the controls 
      during taxi operations.
      
      
        Rick
      
      
        On Tue, Mar 10, 2009 at 7:58 PM, John Hauck  
      wrote:
      
      
          I've wondered why you have
      
            yours so high? It must reduce the power needed to get fuel to the  
      engine, but must also raise the CG. Are there any noticeable handling  
      differences between yours and a 'stock'
            Mark III?
            Russ
      
      
          Russ:
      
          My fuel tank is high because where it was located was empty, open 
      space in the standard mkIII.  25 gals fits that space perfect.  Homer 
      left this space open to have 360 deg visibility.  My neck won't twist 
      that far around.
      
          Getting fuel to the engine with less power had nothing to do with 
      the location of the tank.
      
          I don't understand "raising the CG".  There are no noticeable 
      handling differences between my mkIII and a stock mkIII.
      
          Location of the tank did not affect fore and aft, or lateral cg.
      
          john h
          mkIII 
      
          ==========
          arget="_blank">http://www.matronics.com/Navigator?Kolb-List
          ==========
          http://forums.matronics.com
          ==========
          le, List Admin.
          ="_blank">http://www.matronics.com/contribution
          ==========
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
herb <herbgh(at)nctc.com>
Subject: 
Re: Fuel tax credit for MOGAS burned in aircraft
      
      then they might get the idea that we have an airplane on which we 
      could owe tax of some sort!! :-) Herb
      
      
      At 02:43 PM 3/11/2009, you wrote:
      
      >Dear Flying Friends,
      >
      >
      >Tax time is here again and I just thought a reminder about fuel tax 
      >would be a good idea.
      >
      >
      >If you use mogas in your plane, the federal folks will issue a tax 
      >credit which means that each dollar of credit reduces your income 
      >tax by one dollar.  You just fill out form #4136 and enter the 
      >amount on line 68 of your 1040 tax return.
      >
      >
      >If you live in Minnesota, the state will refund you $.15 for each 
      >gallon you have burned in your plane.  The Minnesota form is "PDR-1 
      >AV."  Fill our PDR-1 AV and send it in with the ACTUAL receipts and 
      >the nice folks in St. Paul will send you money back.  Be sure you 
      >have your form in by April 15, 2009.  Other states probably have 
      >similar refunds.
      >
      >
      >Hope this is helpful to someone
      >
      >
      >Jon L.
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Rate of climb 
Date: 
Mar 11, 2009
From: 
"Kirby, Dennis CTR USAF AFMC MDA/AL" <Dennis.Kirby(at)kirtland.af.mil>
      
      
      Mike:  Here are my "real life" numbers.
      
      
      Mark-III "Classic"
      
      Empty wt - 560 lbs
      
      Field elevation (this is important, for comparing) - 6500' msl
      
      Engine - 912ul (80 hp)
      
      Climb rate (solo) - 700 fpm
      
      RPM - 5200 (wide open throttle)
      
      Indicated Airspeed - 55 mph
      
      
      I like to think my Kolb would yield higher climb rates at lower
      elevations, but the lowest-elevation airfield I've ever been to was
      4830' msl.  Man, I bet my Kolb would do GREAT in Florida!
      
      
      Dennis Kirby
      
      New Mexico
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
<jhauck(at)elmore.rr.com>
Subject: 
Re: Fuel tax credit for MOGAS burned in aircraft
      
      
       Jon:
      
      Be looking for you at MV this year!!!
      
      If you can not make it, send cookies.  ;-)
      
      Private joke among the MV gang...
      
      john h
      mkIII
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
<jhauck(at)elmore.rr.com>
Subject: 
Re: Rate of climb
      
      
      > I like to think my Kolb would yield higher climb rates at lower
      > elevations, but the lowest-elevation airfield I've ever been to was
      > 4830' msl.  Man, I bet my Kolb would do GREAT in Florida!
      > 
      >  
      > 
      > Dennis Kirby
      > 
      
      
      You would think you had a sky rocket, Dennis!!!
      
      Engine produces a lot more power, and the air lifts a lot more.
      
      john h
      mkIII
      
      
________________________________________________________________________________
Date: 
Mar 11, 2009
Subject: 
Re: 'Vertical' CG
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      Since the effect of having 300lb of fuel weight 7' above the roll center of
      the aircraft (while on the ground the roll center is between the tires and
      at the surface) was mentioned repeatedly to me by my instructor, and on my
      check ride by the DPE, it seems I was meant to know about it and take heed.
      No, you won't find it in flight manuals, those decisions were made for you
      by the designers and engineers and you can't change them like you can fore
      and aft weight changes in relation to the aerodynamic center.
      By experience I can tell you that on the ground a "K" model 172 with long
      range tanks handles differently in a crosswind than a "P" model with
      standard tanks (20 gallons and 120 lb. difference). The extra weight and the
      difference in landing gear track makes the "K" model more sensitive to gusts
      while taxiing, even though there are no other differences between the
      aircraft. Yes, the extra mass has more inertia, but given that both aircraft
      have the same size ailerons and the pilot has to have more force to stop the
      movement of the greater mass once it's started, the only way to get it is
      more aileron deflection.
      By analogy consider the roll characteristics of an Alfa Romeo Spider and a
      GMC Yukon. What happens to either vehicle when they are hit by a 40 mph side
      wind as when driving out of the wind shadow of a hedge row along side the
      highway? Which has the more severe response?
      Every object in an aircraft has a center of mass and a moment arm from the
      roll, pitch and yaw axis. How those masses are arranged will effect the
      handling of the aircraft whether on the ground or in the air. Whether it is
      critical to the aircraft depends on the aircraft's mission.
      For instance, how many competetive aerobatic aircraft have you seen lately
      that are not a shoulder wing design? If you want fast roll response you put
      the center of mass of the wings on the roll axis of the aircraft.
      Now, the question is, does moving the fuel tank upward have an effect on the
      aircraft's ground handling?
      Yes, you've changed the moment arm through which a mass acts.
      Will you notice it?
      I don't know.
      Will it be critical?
      I don't know.
      I do know that to say categorically it has no effect is ridiculous on its
      face.
      
      Rick
      
      On Wed, Mar 11, 2009 at 2:56 PM, Ed Chmielewski wrote:
      
      >  Hi Rick,
      >
      >         I've neither heard of 'vertical' CG, nor found anything in any
      > manuals.  How would one calculate it, and where does this term come from?
      > CG is just that, a point around which the aircraft rotates in any axis. Some
      > aircraft are more prone to being displaced during low-speed taxi, but
      > the most susceptible would have to be light weight coupled with lots of
      > exposed surface area, which means a Kolb or other ultralight. Control
      > displacement during taxi in a wind is the same for high- or low-wing
      > aircraft, but varies if nosedragger or conventional gear.
      >
      > Ed in JXN
      > MkII/503
      >
      > ----- Original Message -----
      > *From:* Richard Girard 
      > *To:* kolb-list(at)matronics.com
      > *Sent:* Wednesday, March 11, 2009 6:51 AM
      > *Subject:* Re: Kolb-List: Re: Fjuel rtanks
      >
      > John, While pilots rarely, if ever, calculate the vertical CG position, it
      > is a component of aircraft ground handling. This is one of the reasons why
      > GA pilots, particularly those flying high wing aircraft with tanks in the
      > wings, are taught proper positioning of the controls during taxi operations.
      >
      > Rick
      >
      > On Tue, Mar 10, 2009 at 7:58 PM, John Hauck  wrote:
      >
      >>
      >>
      >> I've wondered why you have
      >>
      >>> yours so high? It must reduce the power needed to get fuel to the
      >>>  engine, but must also raise the CG. Are there any noticeable handling
      >>>  differences between yours and a 'stock'
      >>> Mark III?
      >>> Russ
      >>>
      >>
      >>
      >>
      >> Russ:
      >>
      >> My fuel tank is high because where it was located was empty, open space in
      >> the standard mkIII.  25 gals fits that space perfect.  Homer left this space
      >> open to have 360 deg visibility.  My neck won't twist that far around.
      >>
      >> Getting fuel to the engine with less power had nothing to do with the
      >> location of the tank.
      >>
      >> I don't understand "raising the CG".  There are no noticeable handling
      >> differences between my mkIII and a stock mkIII.
      >>
      >> Location of the tank did not affect fore and aft, or lateral cg.
      >>
      >> john h
      >> mkIII
      >>
      >> ==========
      >> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
      >> ==========
      >> http://forums.matronics.com
      >> ==========
      >> le, List Admin.
      >> ="_blank">http://www.matronics.com/contribution
      >> ==========
      >>
      >>
      >>
      >>
      > *href="http://www.matronics.com/Navigator?Kolb-List">http://www.matronics.com/Navigator?Kolb-List
      > href="http://forums.matronics.com">http://forums.matronics.com
      > href="http://www.matronics.com/contribution">http://www.matronics.com/c*
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: Fuel tax credit for MOGAS burned in aircraft
      
      As much as I delight in getting _anything_ back from the crooks in 
      Washington, I don't see anything in the form or its instructions that 
      indicates that sport aviation is a non taxable use of mogas.
      
      -Dana
      
      At 03:43 PM 3/11/2009, Jon LaVasseur wrote:
      
      >Dear Flying Friends,
      >
      >
      >Tax time is here again and I just thought a reminder about fuel tax would 
      >be a good idea.
      >
      >
      >If you use mogas in your plane, the federal folks will issue a tax credit 
      >which means that each dollar of credit reduces your income tax by one 
      >dollar.  You just fill out form #4136 and enter the amount on line 68 of 
      >your 1040 tax return.
      >
      >
      >If you live in Minnesota, the state will refund you $.15 for each gallon 
      >you have burned in your plane.  The Minnesota form is "PDR-1 AV."  Fill 
      >our PDR-1 AV and send it in with the ACTUAL receipts and the nice folks in 
      >St. Paul will send you money back.  Be sure you have your form in by April 
      >15, 2009.  Other states probably have similar refunds.
      >
      >
      >Hope this is helpful to someone
      >
      >
      >Jon L.
      >
      >
      > 
      ><http://www.matronics.com/Navigator?Kolb-List>http://www.matronics.com/Navigator?Kolb-List
      ><http://www.matronics.com/contribution>http://www.matronics.com/contribution
      >
      
      --
        A seminar on Time Travel will be held two weeks ago. 
      
________________________________________________________________________________
Date: 
Mar 11, 2009
From: 
Dana Hague <d-m-hague(at)comcast.net>
Subject: 
Re: 'Vertical' CG
      
      
      At 05:55 PM 3/11/2009, Richard Girard wrote:
      >By experience I can tell you that on the ground a "K" model 172 with long 
      >range tanks handles differently in a crosswind than a "P" model with 
      >standard tanks (20 gallons and 120 lb. difference). The extra weight and 
      >the difference in landing gear track makes the "K" model more sensitive to 
      >gusts while taxiing, even though there are no other differences between 
      >the aircraft. Yes, the extra mass has more inertia, but given that both 
      >aircraft have the same size ailerons and the pilot has to have more force 
      >to stop the movement of the greater mass once it's started, the only way 
      >to get it is more aileron deflection.
      
      I don't know what the landing gear differences are, but what you're talking 
      about is more a function of roll moment of inertia (presumably because the 
      tanks extend farther outboard?) then vertical CG location.
      
      If a wind gust lifts a wing, the aircraft with more roll inertia won't roll 
      as far, so it takes the same amount of aileron to return it to neutral, if 
      the pilot reacts in the same amount of time.
      
      If, however, the pilot reacts not after the same amount of time, but after 
      the bank angle reaches a certain point, then it WILL take more aileron 
      deflection (or more time) to return to neutral.
      
      >By analogy consider the roll characteristics of an Alfa Romeo Spider and a 
      >GMC Yukon. What happens to either vehicle when they are hit by a 40 mph 
      >side wind as when driving out of the wind shadow of a hedge row along side 
      >the highway? Which has the more severe response?
      
      The SUV, but because it has more side area, not because it's heavier.
      
      >Now, the question is, does moving the fuel tank upward have an effect on 
      >the aircraft's ground handling?
      >Yes, you've changed the moment arm through which a mass acts.
      

---

February 25, 2009 - March 11, 2009

Kolb-Archive.digest.vol-ia

---